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Haryana State Industrial and Infrastructure DevelopmentCorporation Ltd (HSIIDC)

EIA Report

Category A, Type- 7(f)

Construction of Kundli-Manesar-PalwalExpressway (135.65 km)

InState of Haryana

File No. - 10-8/2016-IA.IIIPrepared By:

ENV Developmental Assistance Systems (I) Pvt. Ltd.

D – 2247, Indira Nagar, Lucknow – 226016. www.dasindia.org , [email protected]


EIA Report



InState of Haryana





EIA Report



InState of Haryana




ENVIRONMENT CLEARANCE FOR CONSTRUCTION OF 6 LANE KUNDLI MANESAR PALWAL

EXPRESSWAY PROJECT IN STATE OF HARYANA

EIA REPORT

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TABLE OF CONTENT

i) COVER PAGE

ii) COVER LETTER

iii) TABLE OF CONTENT

iv) LIST OF TABLES

v) LIST OF FIGURES

vi) EXECUTIVE SUMMARY

CHAPTER-1 1-1INTRODUCTION AND BACKGROUND 1-1

1.1 Introduction 1-1

1.1.1 Haryana 1-1

1.2 Purpose of project and need 1-2

1.3 Project location 1-3

1.4 Project chronology 1-3

1.5 Administrative and legal framework 1-4

1.6 Required statutory clearance 1-8

1.7 Objective of EIA study 1-10

1.8 Scope of the study 1-11

1.9 Methedology 1-11

1.10 TERM OF REFERENCE COMPLIANCE 1-14

CHAPTER- 2 2-1PROJECT DESCRIPTION 2-1

2.1 Project details 2-1

2.1.1 Right of way 2-4



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2.1.2 Traffic 2-4

2.1.3 Pavement 2-5

2.1.4 Alignment 2-5

2.1.5 Built-up area 2-5

2.1.6 Road junction and intersection 2-7

2.1.7 Grade separator for national highway (GS-NH) 2-8

2.1.8 Underpass multi span (UPSS) 2-8

2.1.9 Underpass single span (UPSS) 2-14

2.1.10 Road overpass (OP) 2-14

2.1.11 Agricultural vehicular underpass (AVUP) 2-15

2.1.12 Cattle crossing (CX) 2-15

2.1.13 Pedestrian crossing (PX) 2-16

2.1.14 Railway crossings 2-16

2.1.15 Cross drainage works 2-17

2.1.16 Types of cross drainage works 2-17

2.1.17 Drainage of expressway 2-18

2.1.18 Bridges 2-18

2.1.19 Embankment 2-19

2.2 Project design 2-22

2.3 Project works planned 2-23

2.3.1 Toll plazas 2-24

2.3.2 Administrative, operation and maintenance base camp (AOMC) 2-25

2.3.3 Amenities and services 2-25

2.3.3.1 Rest areas/services areas 2-26

2.3.3.2 Truck parks / lay bye 2-26

2.3.3.3 Bus bays 2-27

2.3.4 Other expressway facilities 2-27

2.3.4.1 Highway lighting 2-27

2.3.4.2 Arboriculture and landscaping 2-28



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2.3.5 Concrete/asphalt plant 2-28

2.4 Construction material 2-28

2.4.1 Borrow/quarry areas 2-29

2.4.2 Fly ash 2-332.5 Project cost and phasing 2-33

CHAPTER- 3 3-1ANALYSIS OF ALTERNATIVES 3-1

CHAPTER-4 4-1

DESCRIPTION OF THE ENVIRONMENT 4-1

4.0 General 4-1

4.1 Methodology-baseline monitoring 4-1

4.1.1 Study period 4-1

4.1.2 Primary /baseline data collection agency 4-1

4.1.3 Study area 4-1

4.1.4 Selection of monitoring locations 4-3

4.1.5 Primary /baseline data collection -methodology 4-3

4.1.6 Secondary data collection 4-3

4.2 Environment and social setting of the region(secondary data) 4-4

4.2.1 Physical environment 4-4

4.2.1.1 Physiography 4-4

4.2.1.2 Geology 4-6

4.2.1.3 Minerals 4-7

4.2.1.4 Soils 4-8

4.2.1.5 Land use pattern 4-9

4.2.1.6 Seismicity 4-9

4.2.2 Water environment/water resources 4-10

4.2.2.1 Surface water 4-11

4.2.2.2 Ground water 4-14

4.2.3 Air environment 4-16



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4.2.4 Noise environment 4-19

4.2.5 Biological environment 4-20

4.2.6 Socio-economic environment 4-22

4.3 Baseline environment and social setting of study area(primary analysis) 4-25

4.3.1 Natural and physical environment 4-25

4.3.2 Land environment 4-33

4.3.2.1 Geology 4-33

4.3.2.2 Physiography 4-34

4.3.2.3 Land use within 5km of the project road 4-34

4.3.2.4 Soil quality 4-37

4.3.3 Water environment 4-38

4.3.3.1 Drainage channels 4-38

4.3.3.2 Cross drainage structures 4-40

4.3.3.3 Ground water 4-41

4.3.3.4 Water quality 4-41




4.3.7 Socio-economic environment 4-69

CHAPTER-5 5-1ASSESSMENT OF POTENTIAL ENVIRONMENTAL IMPACTS ANDMITIGATION MEASURE

5-1


5.2 Potential impacts 5-1

5.2.1 Physical environment 5-2


5.2.3 Social environment 5-2

5.3 Identification and mitigation of impact during design &pre construction phase 5-7

5.3.1 Impact on land use pattern 5-7



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5.3.2 Impact on soil quality 5-8

5.3.3 Soil erosion on row 5-8

5.3.4 Burrow/ quarry area 5-9

5.3.5 Impact on forest 5-9

5.3.6 Rock excavation in Aravalli hill range 5-10

5.3.7 Excavated soil disposal 5- 11

5.3.8 Impact on water environment 5- 11

5.3.9 Impact on protected monuments and properties of archeological values 5- 12

5.4 Identification and mitigation of impacts during construction phase 5- 13

5.5 Impacts during operation phase 5-23

5.6 Evaluation of impacts 5-31

CHAPTER-6 6-1

ENVIRONMENTAL MONITORING PLAN AND COSTS 6-1


6.2 Environment monitoring plan 6-1

6.3 Methodology 6-2

6.4 Performance indicators 6-2


6.4.2 Water quality 6-3


6.4.4 Green belt development plan and compensatory afforestation program 6-5

6.4.5 Soil erosion 6-7

6.4.6 Accident frequency 6-7

6.4.7 Sanitation and waste disposable 6-8

6.5 Environmental monitoring programme 6-9

6.6 Progress monitoring and reporting arrangements 6-14



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6.7 Training 6-14

6.8 Environmental monitoring cell 6-15

6.9 Environment management – budget 6-16

CHAPTER-7 7-1

ADDITIONAL STUDIES –DISASTER MANAGEMENT PLAN 7-1

7.1 Definition of disaster 7-1

7.2 Need and objectives of disaster management plan 7-1

7.3 Identification and assessment of hazards 7-2

7.4 Occupational health and safety and environment 7-2

7.5 Disaster preventive measures 7-4

7.6 Guidelines for disaster management plan 7-4

7.7 Disaster management cycle 7-5

7.8 Risk associated with the proposed project 7-6

7.8.1 Fire 7-6

7.8.2 Road accidents 7-8

7.8.3 Earthquake 7-10

7.8.4 Floods 7-11

CHAPTER -8 8-1PROJECT BENEFITS 8-1

8.1 General 8-1

8.2 Environmental benefit 8-2

8.3 Economic benefit 8-2

8.4 Social benefits 8-3

8.5 Nation benefits 8-4

CHAPTER – 9 9-1ENVIRONMENTAL MANAGEMENT PLAN 9-1


9.2 Environment management measures proposed 9-1



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9.3 Implementation of emp 9-2

9.4 Specific environment management measures adopted for kmpe 9-13

9.5 Mitigation measures 9-17

9.5.1 Climate 9-17

9.5.2 Physical setting 9-18

9.5.2.1 Geology/seismology 9-18

9.5.2.2 Topography 9-18

9.5.2..3 Soils 9-19

9.5.2.4 Soil erosion due to land clearing 9-19

9.5.2.5 Quarries and crushers 9-19

9.5.2.6 Borrow pits 9-19

CHAPTER -10 10-1

SUMMARY AND CONCLUSION 10-1

CHAPTER -11 11-1

DISCLOSURE OF THE CONSULTANT 11-1



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LIST OF TABLE

TABLENO.

NAME OF THE TABLE PAGENO.

1.1 Project chronology till date 1-3

1.2 Environmental legislations

(Laws, policies and acts etc.)

1-5

1.3 List of applicable MORTH clauses published by Indian road

congress, new delhi, 2000

1-6

1.4 Project activity schedule as per EIA notification 2006 1-7

1.5 Statutory clearance required for HSIIDC 1-8

1.6 Details of major clearance authorities for project approval 1-9

1.7 ToR compliance 1-15

2.1 Average daily traffic volume at different locations 2-4

2.2 Percentage composition of car, bus & truck in numbers at different

location

2-4

2.3 Pavement composition of proposed expressway 2-5

2.4 Major built-up areas along the alignment 2-5

2.5 Numbers of grade separated structures 2-7

2.6 Grade-separated structure details for cross roads 2-8

2.7 Grade separators for national highways crossing (GS-NH) 2-8

2.8 Grade separators over state highways and major district roads 2-9

2.9 Grade separators over village road (type: VUP) 2-14

2.10 Grade separators over the expressway (type :OP) 2-15

2.11 Grade separators over agricultural earth roads (type: AVUP) 2-15

2.12 Grade separators over cattle crossing locations (type: CX) 2-16

2.13 Grade separators over pedestrian crossing locations (type: PX) 2-16

2.14 List of proposed robs on railway crossing 2-16

2.15 Standard types of proposed culverts 2-17



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2.16 Summary of bridges along proposed expressway 2-18

2.17 Design standards of expressway 2-22

2.18 Locations of proposed toll plazas 2-24

2.19 Location of proposed truck lay byes along expressway 2-26

2.20 Location of proposed bus bay along the expressway 2-27

2.21 Highway lighting location along the proposed expressway 2-28

2.22 Availability of suitable construction material 2-29

3.1 Alignment fixing criteria 3-1

4.1 Location of baseline environmental monitoring stations for KMPE 4-2

4.2 Land-use classification of Haryana state 4-9

4.3 Ground water resources of Sonipat district, 2009 4-14

4.4 Ground water resources of Jhajjar district, 2009 4-15

4.5 Ground water resources of Gurgaon district, 2009 4-15

4.6 Ground water resources of Mewat district, 2009 4-15

4.7 Ground water resources of Palwal district, 2011 4-16

4.8 Air quality at HSPCB Gurgaon (source: HSPCB) 4-17

4.9 Status of SO2 (68 days period- 05.12.2014-10.02.2015) 4-17

4.10 Status of NO2 (68 days period- 05.12.2014-10.02.2015) 4-18

4.11 Status of PM10 (68 days period- 05.12.2014-10.02.2015) 4-18

4.12 Status of PM 2.5 in the cities of NCR (68 days period- 05.12.2014-

10.02.2015)

4-19

4.13 Demographic status of 2011 compared with 2001 for Haryana 4-22

4.14 Demographic status of 2011 compared with 2001 for Gurgaon district 4-22

4.15 Demographic status of 2011 compared with 2001 for Sonipat district 4-23

4.16 Demographic status of 2011 compared with 2001 for Jhajjar district 4-23

4.17 Demographic status of 2011 compared with 2001 for Mewat district 4-24

4.18 Demographic status of 2011 compared with 2001 for Palwal district 4-24



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4.19 Instruments, parameters and frequency of meteorological monitoring

at site

4-25

4.20(a) Temperature, humidity, wind speed & rainfall data for the month of

November, 2015

4-25

4.20(b) Temperature, humidity, wind speed & rainfall data for the month of

December, 2015

4-26

4.20(c) T Temperature, humidity, wind speed & rainfall data for

the month of January, 2016

4-27

4.21 Observations 4-31

4.22 Squalls reported 4-32

4.23 Geological formations 4-34

4.24 LULC classification statistics of land within 5 km radius of project

road

4-35

4.25 Physicochemical characteristics of soil 4-38

4.26 List of canals/drains and major bridge in the project area 4-39

4.27 List of ponds in the proposed alignment 4-40

4.28 List of tanks in the project area 4-40

4.29 Cross drainage structure on the project road 4-40

4.30 Water quality monitoring stations 4-41

4.31 Ground water quality 4-43

4.32 Water quality criteria & standards for surface classification (CPCB,

1979)

4-45

4.33 Surface water quality monitoring stations 4-46

4.34 Surface water quality 4-47

4.35 National ambient air quality standards (NAAQS) 4-50

4.36 Ambient air quality monitoring stations 4-51



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4.37(a) Average ambient air test results (sampling period Nov 2015) 4-53

4.37(b) Average ambient air test results (sampling period Dec 2015) 4-54

4.37(c) Average ambient air test results (sampling period Jan 2016) 4-54

4.37(d) Average ambient air test results (sampling period Nov-Dec 2015-jan

2016)

4-55

4.38 Comparison between primary and secondary air quality 4-56

4.39 National ambient noise level standards 4-57

4.40 Ambient noise quality monitoring stations 4-58

4.41 Noise monitoring report (sampling period Nov- Dec 2015 & Jan

2016)

4-59

4.42 Registered vehicles (in no.) 4-60

4.43 Growth rate from registered vehicles 4-61

4.44 Comparison of transport demand elasticity 4-62

4.45 Vehicle growth rate for various class of vehicles 4-63

4.46 Projected annual growth rates 4-63

4.47 Forest land involved as per FCA 1980 4-64

4.48 Diversity of flora in study area 4-65

4.49 Diversity of fauna in the study area 4-67

4.50 List of the villages along the alignment 4-70

5.1 Potential environmental impacts 5-3

5.2 Land area acquired for the construction of expressway 5-7

5.3 Design phase mitigation measures 5-12

5.4 Fuel consumption rates for construction machinery 5-16

5.5 Noise level due to operation of various construction equipment 5-17

5.6 Increase in noise levels due to operation of construction equipment 5-18

5.7 Loss of biomass due to construction of expressway 5-19

5.8 Location of labour camps 5-19



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5.9 Potential peak hourly traffic used for air quality modelling 5-26

5.10 Emission factors in gm/km/vehicle 5-26

5.11 Air pollution levels in the years 2008, 2013 and 2018 5-26

5.12 Air pollution levels in the years 2008, 2013 and 2018 5-27

5.13 Possible environmental impacts in operation phase 5-29

5.14 Comparative analysis of site conditions with or without the project 5-30

5.15 Evaluation of environment impacts 5-31

6.1 Ambient noise level standard 6-4

6.2 Recommended tree species for afforestation 6-6

6.3 Shrubs/ trees to be planted within medians 6-6

6.4 Safety measures 6-8

6.5 Environmental monitoring programme 6-10

6.6 Environment monitoring budget 6-17

7.1 Anticipated hazards 7-4

9.1 Environment management plan 9-3`

9.2 Project specific environment management plan (EMP) for Kundli-

Manesar road section (0 - 83.320 km chainage)

9-13



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FIGURENO.

NAME OF THE FIGURE PAGENO.

2.1 Proposed alignment of the KMP expressway 2-3

2.2 Grade separator for national highways (GS-NH) at nh-1

(interchange at km 0.000)

2-10

2.3 Grade separator for national highways (GS-NH)


2-11



2-12



2-13

2.6 Typical cross section (height > 3m) 2-20

2.7 Typical cross section (height < 3m)

(for embankment in plain and rolling terrain)

2-21

2.8 Typical cross section (for hilly section) 2-31

2.9 Typical cross section (for hilly section) 2-32

4.1 Location of baseline environmental monitoring stations for KMPE project 4-2

4.2 Physical map of Haryana 4-6

4.3 Minerals map 4-8

4.4 Seismic zoning map 4-10

4.5 Surface water availability in state of Haryana 4-11

4.6 Canal water supply system in Haryana 4-13

4.7 Forest cover map of Haryana (forest report 2011) 4-20

4.8 Forest group types (forest report 2011) 4-21

4.9(a) Graph between temperature and days in November 2015 4-28

4.9(b) Graph between humidity and days in November 2015 4-29

4.9(c) Graph between temperature and days in December 2015 4-29

4.9(d) Graph between humidity and days in December 2015 4-30

4.9(e) Graph between temperature and days in January 2016 4-30

LIST OF FIGURES



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4.9(f) Graph between humidity and days in January 2016 4-31

4.10 Wind rose diagram for the study period November 2015

to January 2016 (wind blows towards east)

4-33

4.11 LULC pattern within 5 km radius of project road 4-35

4.12 5 km land use map 4-36

4.13 Soil quality monitoring stations 4-37

4.14 Ground water monitoring stations 4-42

4.15 Air monitoring stations 4-52

4.16 Noise monitoring stations 4-59

6.1 Environmental monitoring cell 6-16

7.1 Disaster management cycle 7-5

7.2 Location of fire stations along the KMP expressway `7-12



EXECUTIVE SUMMARY

ES-E: (i)www.dasindia.org

EXECUTIVE SUMMARY

1. INTRODCUTION

Haryana is one of the partner states of National Capital Region. To gainfully exploit the

potential of being in close proximity of the national capital and to meet the requirement of

various land users for the developed land. Both inter and intra city traffic is increasing day by

day as the state has developed some infrastructure in the NCR sub-region of Haryana.

Moreover the connecting traffic from and to NH-1, NH-2, NH-8 and NH-10 is also increasing

through Delhi.

The Hon’ble Supreme Court of India has ordered on 16.12.2001 and 15.07.2002 in writ petition

(civil) 13029 of 1985 i.e. M. C. Mehta vs. Union of India that no heavy medium and light

goods vehicle will ply on interstate route through Delhi. There can be no corridor or bypass

joining different National Highways through Delhi. The corridor, if and when constructed will

have to Bye pass Delhi. The Kundli-Manesar-Palwal Expressway in the state of Haryana has

been conceived in the light of orders of Hon’ble Supreme Court of India.

In this context the Government of Haryana through Haryana State Industrial and Infrastructure

Development Corporation (HSIIDC) has proposed to develop an expressway connecting above

mentioned highways and bypassing Delhi.

The present document is an executive summary of the environmental impact assessment study

of the project, which is a statutory requirement under the Pollution Control Laws of Uttar

Pradesh Pollution Control Board for the project to be cleared.

2. PROJECT DESCRIPTION

The proposed Kundli-Manesar-Palwal Expressway has an estimated total length of 135.650 km.

The alignment of the project passes through five districts, i.e. Sonipat, Jhajjar, Gurgaon, Mewat

and Palwal. Road land width of 100m along the alignment of proposed expressway has already

been acquired by HSIIDC. The alignment of the proposed road starts from NH-1 near Kundli,

crosses NH-10 at Bahadurgarh, Crosses NH-8 near Manesar and finally joins NH-2 near

Palwal. The proposed expressway is dual carriageway 6-lane (3+3) expressway and is divided

highway intended for traffic with full control of access and provided with grade separators at

intersections. No slow moving traffic will be allowed to ply on the expressway.

The proposed expressway crosses through various seasonal streams, irrigation canals,

distributaries and nallahs, where major and minor bridges are proposed. About 132 km length



EXECUTIVE SUMMARY

ES-E: (ii)www.dasindia.org

out of 135.650 km of expressway has been designed in complete embankment. The roadway in

embankment will generally be about 2m or more above the surrounding ground level.

The estimated total cost for the entire stretch of the project is 3340.81 Crores, which also

includes 1020 crores, already spent on road construction. The unit cost per km of Road has

been assessed as Rs 24.64 crore per km.

Some parts of the proposed road pass through the forest land. About 35.63 ha of forestland is

involved, the clearance for the forest land has already been taken from the MoEF.

Other planned activities include construction of intersections/junctions, culverts and drainage

works, toll plazas and ancillary structures, temporary access, diversion roads and site location

for WWM plant and other road construction related plants and establishments. The offsite work

includes, quarrying from nearby quarry sites, labour camps, material storage yard, earth from

nearby burrow area and dumping of construction spoils at dumping sites.

The project will have multiple benefits. It will facilitate construction of all weather high speed

access controlled expressway which will decongest the increasing traffic on the existing

network of roads. In addition this expressway will provide other benefits like:

Fast and safe connectivity resulting in savings in fuel, travel time and transportation cost to

people.

Employment opportunity to people.

Development of local industry, agriculture and handicrafts.

Development of tourism and pilgrimage.

Transporting, processing and marketing of agricultural products.

Reduction in accidents.

Reduction in pollution.

Opening up of opportunities for new occupations.

Better approach to Medical & Educational services and quick transportation of Perishable

goods like Fruits, Vegetables and Dairy products.

Improved quality of life for people and so on.

The project will be beneficial for the local communities, as it will generate employment by way

of construction and reduction in pollution with better communication. The project will benefit

all the population groups and consequently not differentially or adversely affect any groups.

The present section covers executive summary of the environmental impact assessment study of

the project.



EXECUTIVE SUMMARY

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3. NEED FOR THE ENVIRONMENTAL IMPACT ASSESSMENT (EIA) STUDY

As per the Environmental Impact Assessment Notification in 1994, amended in September

2006, various infrastructure projects require Environmental Clearance from the State and

Central Government levels. In case EIA Authority is not in place clearance will be required

from Ministry of Environment and Forests, New Delhi. The proposed project falls in Category

B as per the EIA Notification amended in September 2006. Since, the State Level EIA

Authority is in place in Uttar Pradesh, hence, the proposed project would require environmental

clearance from the state government.

An Environmental Impact Assessment (EIA) study is a pre-requisite for getting Environmental

Clearance from the said authorities of the state or central government. The purpose of

Environmental Impact Assessment (EIA) Report is to assist in the decision- making process and to

ensure that the project options under consideration are environmentally sound and sustainable.

EIA identifies ways of improving project environmentally by prevention and amelioration of the

adverse impacts. The findings of EIA study are being incorporated in the expressway design.

The approach adopted in the EIA study is to ensure that positive environmental impacts are

maximized and the negative ones are minimized to the extent possible. The steps taken

generally consist of incorporation of appropriate mitigative measures in engineering designs,

construction schedules and techniques, as well as in operational and management practices

outlined as a part of Environmental Management Plan (EMP).

The EIA study of project has been undertaken as per guidelines of Ministry of Environment and

Forests (MoEF). The field work of the Rapid EIA study for the proposed Expressway project

has been carried out. If necessary, however, further details may be under taken later.

4. DESCRIPTION OF ENVIRONMENT

Physical Resources

Determination of baseline conditions of natural and physical environmental components along

expressway is vital for robust impact assessment. The components of the environment for

which the information has been collected are described in the following subsections.

i) Climate

This region has a continental climate and is extremely hot in summer at around 45 °C (113 °F)

and mild in winter. The hottest months are May and June and the coldest December and

January. The climate is arid to semi-arid with average rainfall of 354.5 mm. around 29%

rainfall is received during the month from July to September and the remaining rainfall is

received during December to February.



EXECUTIVE SUMMARY

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ii) Ambient Air Quality

The pollutant levels at various monitoring stations are found to be lower than those recorded by

CPCB, except for SO2 which is more than recorded CPCB levels.The reason behind higher

values of pollutants recorded from secondary source (HSPCB, Gurgaon) is that Gurgaon is a

commercial and industrial city and pollution here is high.

But Primary data collected is a cumulative of various locations including habitations, roads,

industrial etc, hence lower than data collected from secondary source.

SO2 levels at monitoring stations are higher than CPCB recorded values, but well within

NAAQS. This is due to the vehicular movement on various National Highways from where

(and from locations near it) the primary data was collected.

iii) Noise Quality

As a part of the study, noise monitoring was done at 5 locations which were covered as a part of

noise quality monitoring. The noise levels were monitored continuously for 24 hours at each

location and hourly equivalent noise level was measured. Further day time and night time

equivalent noise levels were estimated. The daytime equivalent noise level ranged from 61.51

to 66.35 dB (A). Likewise, night-time equivalent noise level ranged from 47.42 to 52.37 dB (A)

at various sampling stations. The average day time equivalent noise level and the average night

time equivalent noise levels was lower than the permissible limit of 75 dB (A) specified for

Industrial area at NQ1, NQ2, NQ4 & NQ6.

Station NQ3 (Commercial) was found to have recorded average equivalent day time noise

levels and night time equivalent noise level was lower than the norms for commercial area.

Station NQ5 (Residential) was found to have recorded average equivalent day time noise levels

and night time equivalent noise levels was higher than the norms for residential area. This is

due to traffic, ongoing commercialization and construction activities.

iv) Water Quality

As a part of the EIA study, surface and ground water quality was monitored at various

locations. The test results are mentioned in tables 4.31 & 4.34 for ground and surface water

samples, respectively.

v) Soils

As a part of the EIA study, soil was monitored at various locations and the analysis of the

results obtained, that the project road is generally located on a homogeneous soil formation.

The natural soil consists of sundry silt/ silty sand non-plastic (ML/SM) with minor intermediate

zones of sandy clayey silty.



EXECUTIVE SUMMARY

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Ecological Resources

i) Forests

Forests are mainly distributed in the north-eastern and south-eastern districts of state. There are

three forest types, the Tropical Dry Deciduous in the eastern part, Tropical Moist Deciduous in

the Shiwalik region and Tropical Thorn Forests in the western part of the state, Main trees

observed in the project area are Kikar or Babul (Acacia nilotica), Khair (Acacia catechu),

Neem (Azadirachta indica), Shisham or Indian Rosewood (Dalbergia sissoo), Pipal or Bo Tree

(Ficus religiosa), Aam or Mango (Mangifera indica), jamun or java Plum (Syzygium cumini),

lmli or Tamarind (Tamarindus indica), Barh or Banyan (Ficus indicus), Sagwan or Teak

(Tectona grandis), Beror Indian Jujube (Zizypus mauritiana),MithaJal or Pilu (Salvadora

indica), Khara Jal or Pilu (Salvador persica), Semul, Khejri (Prosopis cineraria), Lasura or

Lehswa (Cordia dichotoma), Amla, Dhak (Butea frondosa), Shahtoot or mulberry (Morus alba

atropurpurea), eucalyptus, Amrood or Guava (Psidium guajava), pine and poplar.

Forest type mapping using satellite data has been undertaken by Forest Survey of India with

reference to Champions and Seth’s classification. As per this assessment, the state has four

forests type groups, viz. Tropical Dry Deciduous and Subtropical Pine Forests..

ii) FaunaThere are no endangered species of fauna reported along the proposed alignment ofexpressway. There is no eco sensitive areas i.e National Parks, Sanctuaries, BiosphereReserves, and Wildlife Corridors falling in the study area except Sultanpur National Parkwhich lies at a distance of 2.3 km east of the expressway.

iii) FloraThe plant species found in the area are:

Trees : Acacia leacophloea (Raunj), Acacia nilotica (Kikar), Acacia senegal (Khairi), Acacia

tortilis (Israeli Kikar), Ailanthus excelsa (Ulloo Neem), Cassia fistula (Amaltas), Delonix

regia (Gulmohar) Syzygium cumini (Jamun), Tamarindus indica (Imli).

Shrubs: Acacia jacquemontii (Babul), Agava americana (Keora) Cannabis sativa (Bhang),

Carissa spinarum (Kaaunda), Bougainvillea Spp ( Boungainvillea).

Creepers, Climbers, Parasites And Sedges : Cuscuta reflexa (Akash Bel), Cucumis pubescens

(Kachri), Cyperus rotundus (Motha) , Solanum zanthocarpum (Kateli), Vallaris solanacea

(Dudhi), Tribulus terrestris (Gokhru)

Grasses: Andropogon laniger (Khawi), Cenchrus celiaris (Anjan), Chrysopogon montanus

(Dhotu).



EXECUTIVE SUMMARY

ES-E: (vi)www.dasindia.org

iv) Water Bodies on the Alignment

Various water bodies are falling in 135.650 km of stretch. Western Yamuna canal, West Juan

drain, Gurgaon water supply channel, Najafgarh drain, padhani nallah and Ghunchhi drain are

the major water channels passing through the proposed alignment. 7 numbers of Major bridges,

19 No of minor bridges are proposed over these drains and Nallahs and 352 No. of culverts are

also proposed along the length of alignment to maintain the natural drainage pattern.

5. POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

As a part of the EIA study impacts on various aspects of environment have been assessed for

various aspects of Environment. Environmental impacts have been classified into the following

categories:

i) Physico-chemical Aspects

ii) Ecological Aspects

iii)Socio-economic Aspects

Physico-chemical aspects covered as a part of impact assessment include water resources, water

quality, air quality, noise and land environment. The Ecological aspects include flora, wildlife,

avi-fauna, aquatic flora and fauna. Various socio-economic aspects covered as a part of impact

assessment include rehabilitation, employment, agriculture, housing, culture etc. The socio-

economic aspects including resettlement and rehabilitation plan have been covered in a

separate report. The impact on various aspects has been covered in the following sections.

i) Impacts on Topography

The proposed Expressway project would require significant amount of construction material.

About 68% of the construction work for road and supporting structure has already been

finished. For remaining work, requirement per kilometer:

Earth work- 60,000 MT/ km

Stone ballast-8000 MT/ km

Grit- 6000 MT/ km

The stones, earth, aggregate and sand shall be excavated from various available quarries and

borrow areas. The extraction of construction material will lead to changes in topography. In

addition, cuts and fills for expressway and marginal bund and construction of project related

structures such as bridges, flyovers, underpasses, RoBs, culverts will also affect the

topography. The quarries and borrow areas shall be properly stabilized on completion of

extraction of construction material.

ii) Impact on Air Quality



EXECUTIVE SUMMARY

ES-E: (vii)www.dasindia.org

In the proposed project, air pollution is expected to occur during construction phase. The major

source of air pollution includes:

Pollution due to fuel combustion in various construction equipment

Impacts due to vehicular movement during construction phase

Impacts due to increase vehicular movement during operation phase.

Pollution due to fuel combustion

Normally, diesel is used in construction equipment. The major pollutant, which gets emitted as

a result of diesel combustion, is SO2. The SPM emissions are minimal due to low ash content in

diesel. The short-term increase in SO2, even assuming that all the equipment are operating at a

common point, is expected to be quite low, i.e. of the order of less than 1g/m3. Hence, no

major impact is anticipated on this account.

Impacts due to vehicular movement during construction phase

The vehicular movement is likely to lead to entrainment of dust. However such ground level

emissions do not travel for long distances. Thus, no major adverse impacts are anticipated on

this account.

Impacts due to increase vehicular movement during operation phase.

During project operation phase, there will be significant increase in vehicular traffic. However,

the traffic density is not expected to rise to a level which leads to significant adverse impacts on

ambient air quality.

iii) Impacts on noise levels

Movement of heavy machinery and vehicles contributes considerable high impacts in the

nearby surrounding. Noise generation from the source is temporary and mostly confined to day

time only. In this duration the men working on site are likely to be exposed with high noise

level at the work site. Noise level of various construction equipments during operation phase is

given below

Noise level due to operation of various construction equipment

Equipment Noise level (dB(A))DG Sets 80-90Concrete placers 70-80Batching plant 75-85Vibrators 70-80Compactor 80-85Dozer 80-90Caterpillar 85-90Face shovel 75-85Motor scraper 85-90



EXECUTIVE SUMMARY

ES-E: (viii)www.dasindia.org

iv) Impact on Water Quality

Water environment consists of water bodies, water supply sources such as wells, ponds natural

drains, rivers and nallas etc. Construction of 6- lane expressway will cause reduction in open &

green areas and increase in paved area. This will increase the surface runoff and decreases the

natural ground water recharge if measures are not considered during design. Natural drainage

pattern of the site get altered which results into water logging in the region.

Other sources

Substantial quantities of water would be used in the construction activities. With regard to

water quality, waste water from construction activities would mostly contain suspended

impurities. Adequate care should be taken so that excess suspended solids in the wastewater are

removed before discharge into water body.

Similarly, the effluents due to washing from truck parking area, workshop, etc. would have

high oil and grease values. The effluent quality is too small to cause any adverse impact.

However, it is still recommended to treat the effluent from these units/areas by oil and separator

unit, to ameliorate even the marginal adverse impact likely to accrue on this amount.

Mitigation measures

• Alignments of expressway have been finalized considering the natural drainage pattern of

the water bodies.

• Several major and minor bridges are proposed over various nallas, Canals/drains.

• Trapezoidal shape median drain between carriageways is planned along the length of

expressway.

• Runoff collected in this median drain is discharged into the nearest cross drainage works.

vi) Impact on Protected Monuments and Properties of Archeological Values

There are no protected monuments or archeologically valued properties are present in near

vicinity of the proposed alignment. Alignment is finalized keeping in view the location of

properties having religious importance. 1 religious place, 9 houses, 10 huts, and 19 samadhis

were falling in the alignments which are relocated/ modified at suitable sites. Several historical

Monuments and archeological properties are present in Delhi, which are located away from

ROW. These properties will not get any bad impact but the beneficial ones from construction of

expressway.

vii) Impact on Ecological Resources

Direct impact of the construction activity of a proposed project of an infrastructure is generally

limited in the vicinity of construction site only. Site clearing and preparation work will lead to

potential loss of agricultural land, forest land, and loss of vegetative cover. For the particular

project about 35.63 ha forest land has been acquired.



EXECUTIVE SUMMARY

ES-E: (ix)www.dasindia.org

The loss of biomass both form the forest land and non-forest land is mentioned in the table

Loss of biomass due to construction of expressway

Loss of Forest Area (ha) 35.63Number of Trees / ha 2500Loss of trees from forest area 74,193Loss of trees from area other than forest 1739Total Loss of trees 75932Average height of trees (m) 6Average girth of trees (cm) 119Average Biomass/tree/(m3) 0.68Biomass Produced (m3) 50,450

viii) Socio-economic Aspects

Construction of expressway in the area will result into development of the region and bring

substantial change to the land use pattern of nearby areas. The area adjacent to the construction

site will have mushrooming of various allied services, small shops, tea stalls; vegetable stalls

etc. will come up. Other service providers like transporters, petrol pump owners will be

benefitted due to construction of expressway project.

Positive impacts associated with the project construction are:

Employment Opportunities.

Enhancement of Rural Economy

Better Connectivity and Reduction in Congestion on Delhi Roads

Reduction in Air and Noise Pollution on Delhi Roads

Enhanced Social Interaction

6. ENVIRONMENTAL MONITORING PROGRAMME

An Environmental Monitoring Programme has been designed with the following objectives to:

Assess the changes in environmental conditions, if any, during construction and operation

of the project.

Monitor the effective implementation of mitigatory measures.

Warns about significant deterioration in environmental quality so that additional mitigatory

measures may be planned in advance.

The details of environmental monitoring programme are given in Table: 1

Table: 1 -Environmental Monitoring Program

Slno.

Environment Environmental Monitoring Program

Component Parameter Location Frequency

1 Air Quality PM10, PM2.5, SOx, NOx,CO

Total -6 suitablelocations. Plant Sitesi.e. HMP/Crusher,

24 hrs Sample. COof 8hr Sampling.Quarterly, Once in



EXECUTIVE SUMMARY

ES-E: (x)www.dasindia.org

Construction sites,Settlements

every seasonexcept monsoon.

2 Water Quality As per relevant IS Codes:10500

At 5- suitablelocations, Groundwater sampling.

Quarterly, Once inevery season.

3 Noise Level Noise levels on dB (A)scale Leq dB (A) Day/Night. Days: Max.&Min

At 3-suitable locationsi.e. At equipmentyards, sensitive sites.


4 Soil Erosion VisualObservation.

Entire length ofalignment andagricultural fields

Pre-monsoon andpost monsoonseason.

5 Haul Road Maintenance of haulroads

Haul roads & haulingmode

At least twice aweek.

During Construction Phase6 Compensatory

AfforestationNo. of roadside plantation Along the side of the

carriagewayComparisonshould be done forevery six months

7 Flora & Fauna Aquatic ecosystem All crossings ofsurface water bodiesalong the road andproject influence area.

Two times in amonth Periodicallyinspections ofenvironmentallysensitive sites

8 Borrow AreaManagement

Borrow areasredevelopment and Topsoil Managements

Identified borrowareas

Once in a week

During Operation Phase9 Air Quality SPM, RSPM, SO2, NOx,

COAt 5- suitablelocations.

24 hrs Sampleaverage to 72hrs;CO of 8hrSampling. Half-yearly exceptmonsoon.

10 Water Quality PH, SS, CaCo3,

Alkalinity, Cl, F, So4,Noj

At 5- suitablelocations.

Pre-monsoon &post monsoon,once in every twoyears

11 Noise Level Noise levels on dB(A) scale; LeqdB(A) Day /Night.

Days: Max.& MinNight: Max. & Min.

At 4 suitable locationsi.e. Sensitive sitesand residential area.

Once in everyyears.

12 Erosion andsiltation

Soil erosion rates,stability of bankembankment, etc.

High Embankment ofBridge, shoulders andslopes

Twice a year.

13 Ecology Status of Afforestationprogrammes of green belt

All along availableland either side of theproject road

Once every year



EXECUTIVE SUMMARY

ES-E: (xi)www.dasindia.org

7. ADDITIONAL STUDIES

This chapter deals with Disaster Management associated with roads. It gives a detailed insight

into causes, emergency procedures and mitigation measures in case of disasters pertaining to

a. Fire

b.Road accidents

c.Earthquake

d.Flood

8. PROJECT BENEFITS

This chapter outlines the benefits arising from the construction of KMP Expressway. The

chapter is broadly divided into:

1. Environmental Benefit

2. Economic Benefit

3. Social Benefits

4. National Benefits

9. ENVIRONMENTAL MANAGEMENT PLAN

The Environmental Management Plan (EMP) is the key to ensure that the environmental

quality of the zone under impact does not deteriorate beyond the expected level due to the

project. As discussed in the previous sections, the road design, construction and operation

activities can have various levels of environmental impacts. The Environmental Management

Plan (EMP) covers all aspects of the design, construction and operation phases related to

environment.

The Environmental Management Plan (EMP) needs to be implemented right from the

conception and should continue throughout. The EMP can be divided into three phases - (a)

Design phase (b) Construction phase and (c) Operational phase.

i) Control of air pollution

Generation of Dust

Emission form hot mix plants and batching plants shall be leveled up to the relevant

permissible norms using air pollution control equipment.

Loose construction material shall only be transported in covered trucks.

Contractor shall be responsible for clearing of the existing roads and highways utilized for

the transport of the material via manual or mechanical methods.



EXECUTIVE SUMMARY

ES-E: (xii)www.dasindia.org

Emission from Hot- Mix plant and Batching plant

It should be ensured that such plants must be located away from habitation. Where ever

possible the distance should be 1000m or more.

Plants and other static machineries should be fitted with cyclone dust separators to bring

down the dust emission up to permissible level prescribed by relevant emission control

legislation

Odour from Construction Labour camps

Construction labour camps must be located at least 500 m away from nearest habitation.

Contractor shall ensure proper waste and sewage disposal facilities for the labour camps to

keep the sanitary conditions maintained in the camps.

Labour camps must be designed in compliance with the factory act, the building and other

construction worker (regulation of employment and conditions of services act), 1996 and all

relevant legislature.

Construction Vehicle

Contractor shall ensure that all the construction vehicles plying on the site must be in

good condition and PUC certified. Regular maintenance of the vehicles shall be ensured to

keep the emission level below the relevant CPCB norms

Pollution from crushers

Crusher plant shall be maintained by the contractor and conform to the relevant dust emission

norm prescribed by CPCB/Haryana PCB.

ii) Control of water pollution

Construction waste water measures will be prevented from entering directly into streams,

water bodies or the irrigation system. Proper disposal of the same must be ensured.

Construction results in increase of the run off. Engineering solutions will be considered to

prevent temporary or permanent flooding on the site or nearby areas.



EXECUTIVE SUMMARY

ES-E: (xiii)www.dasindia.org

The discharge standards promulgated under the Environmental Protection Act, 1986 shall

be strictly adhered to. All waste arising from the project is to be disposed off in a manner

that is acceptable to the State Pollution Control Board (SPCB)

iii) Noise control measures

Noise limit for construction equipment shall not exceed 75 bB (A), (measured at 1 m

distance from the equipment) as per the Environment (protection) Rules, 1986.

Workers handling the noise producing equipment shall be provided with earmuff and

vibration resistant shoes.

Operation of high noise producing equipments shall be restricted up to 0700 to 2200 hrs.

Blasting shall only be carried out during fixed hours (preferably during midday).

Information regarding blasting activity shall be spread in 500 m radius of the blasting area.

iv) Worker’s Accident Risk

Risk from operations

Concessionaire shall be responsible for provide all the necessary Personal Protective

Equipments, e.g. helmets, mask, gum boots, safety goggles etc., to the labours involved on the

construction site.

Compliance with all the precautions required for the safety of workmen as per the International

Labour Organization (ILO) convention no 62 must be ensured.

Risk at Hazardous Activity

Workers exposed to various hazardous activities, such as mixing of asphalt, lime mortar,

cement, concrete etc., must be equipped with safety goggles, boots, and masks.

Use of toxic material/chemicals must be avoided in the construction phase. Use of toxic

material, if any, will be as per the manufacturer’s guidance. Quantity, nature of toxicity andMaterial Safety Data Sheet (MSDS) provided by the manufacturer shall be kept in a register.

Emergency and first aid procedure must be kept handy at the camp sites and site offices.

v) Worker’s Healthcare

First Aid



EXECUTIVE SUMMARY

ES-E: (xiv)www.dasindia.org

First aid facility must be present at the site offices and in the labour camps. First aid facility

must be having the life saving medicine, sterilized dressing material and anti-venom

injection

Stand by ambulance facility must be present at site offices.

Emergency contact nos. such as site in charge, HSE officer, Hospital, Police etc., must be

displayed at strategic locations for immediate assistance.

Potable drinking water & sanitation

At the workplace or in the labour camps sufficient amount of cold water conforming to IS

standard for drinking water, must be ensured. Temporary storage tanks must be provided

and regularly cleaned. Regular inspection should be ensured.

There shall be provided within the precinct of every workplace, latrine and urinals in an

accessible place and the accommodation, separately for each of these. If women workers

are employed, separate latrine and urinals must be provided.

Sanitary facilities must be conforming to the standard set by Building and other

construction workers (regulation of employment and condition of service) act 1996.

Uncontaminated water must be ensured for all the households for the purpose of drinking,

bathing and cleaning purposes. Construction camps must have a clean hygienic

environment and adequate healthcare facilities.

vi) Plantation

Plantation shall be done on either side of the road, as well as on the median, by HSIIDC

after the completion of project. Forest clearance for 35.63 ha of forest land has been already

acquired from MoEF vide letter no. 9-HRC1261/2006-CHA/12412.

Alignment has been finalized keeping in view the minimum disruption to the vegetation

within ROW.

Construction workers shall be made aware regarding the importance of natural resources.

With suitable monitoring, pep talks, meetings and guidance provided, negligible loss to the

natural resources is envisaged



EXECUTIVE SUMMARY

ES-E: (xv)www.dasindia.org

vii) Implementation

Environmental Management Plan has been prepared and is intended to become a part of the

contract documents so that implementation of all the environmental measures can be ensured.

The implementation actions, responsibilities and timeframes have been specified for each

component and adverse impact anticipated. A separate Environmental Monitoring Programme

has been outlined as a part of the EIA study. Adequate provisions have been made for proper

implementation of various measures outlined in the Environmental management plan and

Environmental Monitoring Programme.

10. SUMMARY & CONCLUSION

It may be concluded that the project will have significant positive Environmental, Economic,

Social, and National impacts. Keeping in view the above approach in design and

implementation of all above aspects during the road construction the project will be

environmentally feasible in the long run.



EIA REPORT

Page 1-1www.dasindia.org

1. INTRODUCTION AND BACKGROUND

1.1 Introduction

Development of infrastructure in general and transport infrastructure in particular is a key factor

to generate, promote and sustain economic development because all development works have a

component to be implemented on land & for reaching various locations on land a road is

necessary. Proper transportation of goods requires comprehensive transport systems and

increasing road traffic requires better

riding quality of roads and uninterrupted

movement. Hence it becomes necessary to

develop new roads.

1.1.1 Haryana

Haryana is one of the most economically

developed regions in South Asia, and its

agricultural and manufacturing industries

have experienced sustained growth since

the 1970s. Since 2000, the state has

emerged as the largest recipient of

investment per capita in India.

It is bordered by Punjab and Himachal

Pradesh to the north and by Rajasthan to

the west and south. The

river Yamuna defines its eastern border

with Uttar Pradesh. Haryana surrounds

the country's capital Delhi on three sides, forming the northern, western and southern borders of

Delhi. Consequently, a large area of south Haryana is included in the National Capital Region for

purposes of planning for development.

To gainfully exploit the potential of being in close proximity of the national capital and to meet

the requirement of various land users for the developed land, both inter and intra city traffic is



EIA REPORT


increasing day by day. Moreover the connecting traffic from and to NH-1, NH-2, NH-8 and NH-

10 is also increasing through Delhi.

In this context the Government of Haryana through Haryana State Industrial and Infrastructure

Development Corporation (HSIIDC) has proposed to develop an expressway connecting above

mentioned highways and bypassing Delhi.

The Haryana State Industrial & Infrastructure Development Corporation (HSIIDC) is the agency

awarded the responsibility for planning, development and maintenance of KMP expressway

network in the state of Haryana.

In order to do this, HSIIDC had awarded the task of obtaining Environment Clearance to RITES

in 2006. The DPR for the project was made by RITES, which was also awarded the task of

obtaining EC and EC was obtained in February 2007.

68% of work was completed during the validity of EC (i.e. 5 years). To complete the remaining

construction of the expressway after the expiry of EC in February 2012, HSIIDC has awarded

the task of obtaining EC for the remaining work to ENV DAS India Pvt. Ltd., Lucknow for

reviewing, preparing and complying with Ministry of Environment, Forest & Climate Change

(MoEF&CC) Guidelines, approved Term of Reference (ToR).

1.2 Purpose of Project and Need

1. To reduce the traffic load & incremental pollution levels:

The Hon’ble Supreme Court of India has ordered on 16.12.2001 and 15.07.2002 in writpetition (Civil) 13029 of 1985 that no heavy, medium and light goods vehicle will ply on

interstate route through Delhi or New Delhi. The KMP expressway passing through the

State of Haryana has been conceived in the light of the order of hon’ble Supreme Court ofIndia. The construction of Kundli-Manesar-Palwal Expressway intends to relocate the

heavy traffic, plying through Delhi to lessen the traffic and the pollution load in the capital

and nearby areas.

2. Enhance connectivity with Cities, other NHs and accessibility:

Project is also designed to increase connectivity by providing access to various National

and State highways at selective locations.



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Its strategic location in the NCR region, connectivity with NH-1, NH-8, NH-10 and NH-1

aim to bypass the heavy traffic plying through National Capital, thus, makes the project

desirable.

1.3 Project Location





crosses NH-10 at Bahadurgarh, Crosses NH-8 near Manesar and finally joins NH-2 near Palwal.

The proposed expressway is dual carriageway 6-lane (3+3) expressway and is divided highway

intended for traffic with full control of access and provided with grade separators at

intersections.

The location map is shown in Figure 1-1.

1.4 Project Chronology

Project Chronology till date is given in Table 1.1.Table 1.1: Project Chronology

S. No Particulars Details1. Public Hearing (Sonepat, Jhajjar &

Gurgaon) Public Hearing (Mewat &Palwal)

23.10.2006 &24.10.2006

2. EC granted to the project letter no. 5-42/2006, dated 22nd

February, 20073. Forest Clearance vide letter 9-HRC1261/2006-

CHA/8042-50 , dated 22nd August2007

4. Compensatory Afforestation vide letter no. 9-HRC1261/2006-CHA/12412, dated 11th December2007

5. EC expired 21st February 20126. Application for Extension of EC submitted

in MoEF1st December 2015

7. MoEF declined the Application for 4th December 2015



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Extension of EC stating that "TheEnvironmental Clearance was granted on22.02.2007 which expired in February,2012. The request of extension of validityof EC is not acceptable".

8. Fresh Application (Form 1, PFR & ToR)was submitted in MoEF

18th January 2016 (Soft copy to MoEFportal )3rd February 2016 (Signed hard copy tothe MoEF)

9. ToR presentation 28th – 29th March 2016 in 157th EACMeeting &30th-31st May 2016 in 159th EACMeeting

10. ToR issued by MoEF Vide letter no. F.No.10-8/2016-IA.IIIdated 21st June 2016

1.5 Administrative and Legal Framework

1.5.1 Administrative Framework

The Government through specific legislations regulates the environmental management system

in India. The Ministries/Statutory Bodies responsible for ensuring environmental compliances by

project promoters include:

1. The Ministry of Environment, Forest & Climate Change (Govt. of India)

2. Central Pollution Control Board (CPCB)

3. State Pollution Control Boards (SPCB)

4. Ministry/Department of Environment in the State

5. Forest and wild-life division in the State.

The Haryana State Industrial & Infrastructure Development Corporation (HSIIDC) is an

Executive Agency for overall planning and execution of the works for the task.

1.5.2 Legal Framework

The following acts, laws, rules and guidelines are applicable for the study. The details are given

below in the Table 1.2.



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Table 1.2: Applicable Laws/ Acts and Rules

Sr. No.Environmental Legislations

(Laws, Policies and Acts etc.)Year Salient Features

1.National Forest Policy

1952 l/3rd of geographical area of forest land use atnational level and 2/3"1 in Hilly areas of the

Himalaya.

2.Ancient Monuments andArchaeological sites &Remains (Amendment andValidation) Act.

2010

Conservation of Cultural and Historical Remains

found in India. Protected Monuments, a minimum

of 100 m as Prohibited area and beyond which, in

all directions, a minimum of 200 m has been

specified as the Regulated area.

3. Wildlife (Protection) Act 1972 National Policy of wildlife conservation in an

ecosystem perspective.

4. The Water (Prevention &Control of Pollution) Act

1974 To control water pollution by controlling emission

& water pollutants as per the prescribed standards

5. The Water (Prevention &Control of Pollution) Rules

1975 Control of Water Pollution

6. The Water (Prevention &Control of Pollution) Cess Act


7. The Water (Prevention &Control of Pollution) CessRules


8. The Forest (Conservation) Act 1980 Restrictions on diversion of forest land to non-forest use.

9. The Air (Prevention & Controlof Pollution) Act

1981 To control air pollution by controlling emission

and air pollutants according to prescribed

standards

10. The Environment (Protection)Act

1986 To protect and improve over-all environment.

11. National Forest Policy 1988 Emphasis on social, economic and ecologicalimperatives

List of applicable MoRTH clauses published by Indian Road Congress, New Delhi, 2000



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Table 1.3: Applicable MoRTH Clauses (IRC 2000)Clause No. Title104 Sieve, Designations105 Scope of Work106 Construction Equipments108 Site information110 Public Utilities111 Precautions for Safeguarding the Environment112 Arrangement of Traffic During Construction201, 202 Site Clearance301-313 Earthwork, Erosion Control & Drainage401-410 Sub bases, Bases (Non Bituminous) & Shoulders501-517 Bases & Surface Courses (Bituminous)601-603 Concrete Pavements701-705 Geosynthetics & Reinforced Earth801-811 Traffic Signs, Markings & Other Road Appurtenances901-903 Quality Control for Road Works1001-1015 Materials for Structures1101-1119 Pile Foundations1901-1909 Structural Steel2001-2010 Bearings2101-2105 Open Foundations2201-2210 Sub-Structure2901-2911 Pipe Culverts3001-3005 Maintenance of Road

The Environment (Protection) Act, 1986, is the most comprehensive law on the subject. The law

grants power to the Central Government to take all measures necessary to protect and improve

the quality of environment and to prevent pollution of the environment. The following rules,

notifications and standards under the Environment (Protection) Act, 1986 are particularly

relevant in this case:

1. Environment (Protection) Rules, 1986 and its amendments.

2. Noise Pollution (Regulation & Control) Rules, 2003 and its amendments.

3. EIA Notification, 2006 and its amendments.

4. Ash Utilization Notification, 1999 and its amendments.

5. National Ambient Air Quality Standards and its amendments.

6. Hazardous and Other Wastes (Management and Transboundary Movement) Rules, 2016



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7. Solid Waste Management Rules, 2016

1.5.3 Extract of EIA Notification

As per the provisions of the EIA Notification issued on 1st September 2006 and subsequent

amendments till date:

All projects and activities are broadly categorized in to two categories - Category A and

Category B

Category 'A' in the Schedule requires prior environmental clearance from the MoEF&CC

and Category 'B' in the Schedule, from the State/Union Territory Environment Impact

Assessment Authority (SEIAA).

An application seeking prior environmental clearance in all cases shall be made in the

prescribed Form –I along with a copy of the pre-feasibility project report.

"Scoping" refers to the process by which the Expert Appraisal Committee in the case of

Category 'A' projects or activities, and State level Expert Appraisal Committee in the case

of Category 'B1' projects or activities, determine detailed and comprehensive Terms of

Reference (TOR) for the preparation of an Environment Impact Assessment (EIA) Report

in respect of the project or activity for which prior environmental clearance is sought.

All Category 'A' and Category B1 projects or activities shall undertake Public

Consultation.

For road and highway projects, the following projects or activities shall require prior

environmental clearance from the concerned regulatory authority.

Table 1.4: Project Activity Schedule as per EIA Notification 2006 & AmendmentsPROJECT ACTIVITY Category With Threshold Limit Conditions, if any

A B7 (f) Highways i) New National

Highways and

ii) Expansion ofNational Highwaysgreater than 100 kminvolving additionalright of way or landacquisition greaterthan 40 m on

i) All New StateHighways and

ii) State Highwaysexpansion projects inhilly terrain (above1000 m AMSL) and orecologically sensitiveareas

General conditionsshall apply

Note: Highwaysinclude expressways



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existing alignmentsand 60 m onrealignments and by-passes

General Condition

Any project or activity specified in Category 'B' will be treated as Category "A" if located in

whole or a part within 5 Km from the boundary of:

1. Protected Area notified under the Wild Life (Protection) Act, 1972,

2. Critically polluted area as notified by the Central Pollution Control Board from time to time,

3. Notified Eco-sensitive areas,

4. Inter-state boundaries and international boundaries

1.6 Required Statutory Clearances

1.6.1 Clearance Required by HSIIDC

The following statutory clearances are required for construction of proposed project road KMPE.

The statutory clearances as per the various formulated environmental Laws, Acts, Rules and

Guidelines etc. under which clearances required are illustrated in the Table 1.5.

Table 1.5: Statutory Clearance Required for HSIIDCSr.No.

Statutory Works under Project Remark

1. Environmental Clearance from MoEF&CC Form - 1 to be filled-up along with pre-feasibility

Report (Env.) as per EIA Notification, 14'h September

2006 issued and amended; under EP Act, 1986.

2. Forest Clearances: From the ConcernedForest Department: Haryana ForestDivision, (Govt. of Haryana)

Form - A to be filled-up for Forest Clearance in order

to process for felling of trees and de-notify the

protected forest. Afforestation/ Green-Belt to be

developed to recover greenery loss as per FCA, 1980

and its Conservation Rules, 2003.

Forest Clearance issued vide letter 9-HRC1261/2006-CHA/8042-50 , dated 22nd August 2007Compensatory Afforestation is being done vide letter no.9-HRC1261/2006-CHA/12412, dated 11th December2007

3. SPCB Clearance: For the establishment ofProject {i.e. NOC for overall activities)

Obtaining NOC from Haryana Pollution Control Board

w.r.t Air Act- 1981 and Water Act-1974.



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Table 1.6: Details of Major Clearance Authorities for Project Approval

Sr. No.

ClearanceAuthority

Address Field of Interest‘NOC’, WeatherApplicable / Not

At Central Government Level

1.

Ministry of

Environment

and Forests

(MoEF&CC)

Paryavarn Bhavan JorbaghRoad, New Delhi

Environmental A ssessment

and Monitoring

Applicable throughForm -1, PFR

2.

Central

Pollution

Control Board

(CPCB)

Parivesh Bhawan, EastArjun Nagar, Delhi-32,

Environmental Pollution

Prevention and MonitoringApplicable through

Regional Office of

SPCB- Haryana

3.Central Ground

Water Board

(CGWB)

Jamnagar House, ManSingh Road, Delhi - 11

A high level apex body

responsible for scientific

surveys, exploration,

monitoring management, and

regulation of ground water

resources for drinking,

irrigation and industrial needs

through sustainable way.

Applicable through

Regional Office

under CGWB

At State Government Level

4.

State/Divisional

Forest

Department

(SFD)

Forest Divisions Gurgaon,Faridabad, Sonipat, Jhajjar,Mewat

Sustainable Development

through Conservation.

Applicable for de-

notifying the

Protected Forest and

Felling of Tree.

5.

State Pollution

Control Board

(SPCB)

Haryana Pollution ControlBoard.

State level regulatory

authority for implementation

of various pollution control

laws

Applicable for

establishment of

Stone Crushers, Hot

& Batch Mix Plants,

Const. sites & Site

office etc.

6. Regional office,CGWB

Central Ground WaterBoard, North WesternRegion, Bhujal Bhawan,Plot No. 3A, Sector 27-B,Chandigarh 160019

Use of ground water

through sustainable way

Applicable for the use

of water during

construction.



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1.6.2 Environmental Clearance

As per EIA Notification, 14th September 2006 and later amendments, under the Environment

(Protection) Act 1986, Prior Environmental Clearance is required for projects listed in the

Schedule of the Notifications.





crosses NH-10 at Bahadurgarh, Crosses NH-8 near Manesar and finally joins NH-2 near Palwal.

The proposed expressway is dual carriageway 6-lane (3+3) expressway.

The proposed expressway crosses through various seasonal streams, irrigation canals,

distributaries and nallahs, where major and minor bridges are proposed.

As per EIA Notification, 14th September 2006 and later amendments, therefore, it is a Category

"A" project and Prior Environmental Clearance is required from MoEF&CC.

1.7 Objective of EIA Study

The overall objective of this study is to identify all significant environmental repercussions

arising from the construction and implementation of the project.

The study seeks to establish present environmental conditions at the project site by available

information supported by field studies and data available from secondary sources, wherever

necessary; to predict the impacts on relevant environmental attributes due to the construction &

operation of proposed project. It is essential therefore to recommend adequate mitigation

measures for minimal impacts and to prepare an Environmental Impact Assessment (EIA) report

including Environmental Management Plan (EMP) so as the construction works to be carried out

in sound environmental standards.

An EIA study basically covers:

• Baseline Environmental Features.

• Project Specific Activities.• Analysis of Impacts.• Environmental Management Plan.



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1.8 Scope of the Study

The scope of the consultancy services related to the environmental aspects as set out in the TOR,

covers following major tasks:

Preparation of Environmental Impact Assessment (EIA) Report in accordance with the

environmental Assessment Guidelines (2003) and Environmental Safeguard Policy (2002).

Preparation of Environmental Impact Assessment (EIA) Report, where required (Category –A Projects/Roads), impact assessment and mitigation plan including the Environmental

Management Action Plan (EMAP).

Determination of incremental cost for mitigating and minimizing the adverse direct and

indirect environmental impacts and appraisal of the level of cost against expected

environmental benefits.

Preparation of Environmental Management and Monitoring Plan for project implementation

and contractor's specifications for Environmental Management and Monitoring including

scope of services and budget to implement environmental monitoring and evaluation.

1.9 Methodology

The Environmental Impact Assessment (EIA) study basically includes establishment of present

environmental scenario, study of specific activities related to the project and evaluation of

probable environmental impacts, leading to the recommendations of necessary environmental

control measures. The entire EIA study has been carried out within existing policy, legal and

administrative framework considering the applicable environmental legislations, regulations and

guidelines of all regulatory authorities.

1.9.1 Reconnaissance Survey

A detail reconnaissance survey has been carried-out on field study to establish the existing

environmental scenario.



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1.9.2 Collection of Secondary Data

Besides inputs from the client, other secondary data sources (Forest Department, Irrigation

Department, Archeological Department of Government of Haryana and Other Institutions etc.)

have been identified and available relevant secondary data & published literature with respect to

physical, biological and social environment of the study corridor has been collected, reviewed

and analyzed to provide the overview for details environmental assessment of the project

corridor.

1.9.3 Field Observation for Generation of Primary Data

The field observations include baseline environmental set-up of the study corridor (10 km on

either side of the project road) in general and within the Right of Way (ROW) in particular.

The secondary data has been appropriately supplemented by primary data generated through the

field study.

1.9.4 Establishment of Baseline Environmental Status

A baseline environmental status has been established through review, compilation and analysis

of:

Existing secondary data/ literature/ information collected, and

Primary data generated and collected through the field studies and surveys.

1.9.5 Establishment of Environmental Management Plan

The EMP envisages the plans for effective implementation of mitigation measures to minimize

adverse impacts due to project activities. Institutional set up, including strengthening and training

has been recommended for effective implementation of EMP. Environmental monitoring

program during the construction and operation have been advised. The cost to recover the

greenery due to loss in construction and the cost of restoration of ecosystem and environment has

been provided under the environmental enhancement plan. The detailed Environmental

Management Plan has been developed following the guidelines under the National

environmental policy so as to have minimal damage/loss to the environment during project

implementation and construction process.



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1.9.6 Structure of EIA Report

This EIA report has been presented as per requirements of ToR of the consultants and EIA

Notification of Ministry of Environment and Forests (MoEF), Government of India.

Chapter-1: Introduction: The present section deals with the EIA study, scope of work,

magnitude of efforts, methodology for EIA. It also provides the identification of

the project proponent, location and of its importance to the country and

background information.

Chapter-2: Description of the Project: This chapter includes the general features, manmade

features, Highway design and planning etc. The information on category, needs of

the project with location is also provided.

Chapter-3: Analysis of Alternatives: This section covers various alternatives considered in

finalisation of project road alignment and with and without project scenario.

Chapter-4: Description of the Environment: This section describes the Existing

Environmental Scenario (Baseline Data) in detail. The sections on Meteorological

baseline, components of the biophysical and natural environments, cultural

properties along the corridor and quality of life add up to give a comprehensive

picture of the existing environment along the project road and its area of

influence.

Chapter-5: Anticipated Environmental Impacts and Mitigation Measures: This section

details out environmental impacts, Mitigation, Avoidance and Enhancement

Measures including Environmental Management Plans. In addition to the

avoidance and mitigation measures for the biophysical and natural environmental

components, this chapter discusses various environmental enhancements

suggested by the project including the enhancement of common property

resources such as community water bodies and cultural resources along the

project road.



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Chapter-6: Environmental Monitoring Program: This chapter should cover the planned

Environmental Monitoring Program. It should include the technical aspects of

monitoring the effectiveness of mitigation measures.

Chapter-7: Additional Studies: This chapter should cover the details of the additional

studies, if any, required in addition to those specified in the TOR and which are

necessary to cater to more specific issues applicable to the particular project.

These studies may be suggested either by the proponent itself or the regulatory

authority.

Chapter-8: Project Benefits: This chapter should cover the benefits accruing to the locality,

neighbourhood, region and nation as a whole. It should bring out details of

benefits by way of improvement in the physical infrastructure, social

infrastructure, employment potential and other tangible benefits.

Chapter-9: Environment Management Program: This chapter should comprehensively

present the Environmental Management Plan (EMP), which includes the

administrative and technical setup, summary matrix of EMP, the cost involved to

implement the EMP, both during the construction and operational Phases.

Chapter-10: Summary & Conclusion: This chapter forms the summary of the full EIA report

condensed to a maximum of ten A-4 size pages. It should provide the overall

justification for implementation of the project and should explain how the adverse

effects are proposed to be mitigated

Chapter-11: Disclosure of Consultant: This chapter should includes the names of the

consultants engaged along with a brief resume and nature of consultancy rendered

1.10 Terms of Reference

The compliance to Terms of Reference (ToR) is given in Table 1.7.



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Table 1.7: ToR Compliance

TOR for “Construction OF Kundali –Manesar- Palwal Expressway (135.65 km) in state ofHaryana by Haryana State Industrial Infrastructure Development Corporation Ltd.Conditions Compliance StatusGeneral Conditions1 Examine and submit a brief description of the

project, project name, nature, size, itsimportance to the region/state and country.

Construction of Kundli-Manesar-Palwal Expressway (135.65 km) instate of Haryana, India.The project intends to develop 6 laneroad (3+3) carriage way in the state ofHaryana. Total length of the proposedalignment is 135.650 km. Theproposed alignment passes through 5districts: Sonipat, Jhajjar, Mewat,Gurgaon and Palwal, in the state ofHaryana. The project intends toconnect NH-1, NH-2, NH-8 and NH-10, the connectivity of these highwayshas been proposed at selectivelocations.Section 1.2, Chapter 1: Purpose ofProject and Need

2 In case the project involves diversion of forestland, guidelines under OM dated 20.03.2013may be followed and necessary action takenaccordingly.

Forest Clearance issued vide letter 9-HRC1261/2006-CHA/8042-50 , dated22nd August 2007Compensatory Afforestation is being donevide letter no. 9-HRC1261/2006-CHA/12412, dated 11th December 2007

3 Details of any Litigation(s) pending against theproject and/or any directions or orders passedby any court of law /any statutory authorityagainst the project to be detailed out.

The previous Concessionaire (M/sKMP Expressway ltd.) have initiatedArbitration Proceedings in the monthof October 2013 raising disputes overchange of scope, Issues, allegeddelay in conveying decision on FlyAsh Issue etc. thereby claimingdamages of Rs.923.00 Crore against



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the Corporation (HSIIDC).HSIIDC in the month of December2014 had also filed Defence Statementand Counter-claims of Rs.5070.00Crore against the Concessionaire.In compliance with orders dated13.05.2016 of Hon'ble SupremeCourt (copy attached at Annexure-I),all the three parties namely M/s KMPExpressways ltd., HSIIDC and M/slOBI Bank (lenders) to file theirclaims/counter claims before theArbitral Tribunal. Accordingly, 1st

hearing was held on 14.06.2016 beforeArbitral Tribunal. The lenders havefiled their statement of claimamounting to Rs.1711.00 crore andHSIIDC had filed statement ofDefence along with counter claim ofRs. 8318 Cr.

4 Submit detailed alignment plan, with detailssuch as nature of terrain (plain, rolling, hilly)land use pattern, habitation, cropping pattern,forest area, environmentally sensitive areas,mangroves, notified industrial areas, sanddunes, sea, rivers, lakes, details of villages,tehsils, districts and states, latitude andlongitude for important locations falling on thealignment by employing remote sensingtechniques followed by “Ground Truthing” andalso through secondary data sources.

Section 2.1.1-2.1.19, Chapter 2:Project DetailsFig: 2.1: Proposed Alignment of theKMP ExpresswayChapter 4: Description ofEnvironment

5 Describe various alternatives considered,procedures and criteria adopted for selection ofthe final alternatives with reasons.

Chapter 3: Analysis of Alternatives

6 Submit land use map of the study area to a scaleof 1:25,000 based on recent satellite imagerydelineating the crop lands (both single and

Figure 4.12: Land Use Map



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double crop),agricultural plantation, fallowlands, wastelands, water bodies, build-up areas,forest area and other surface features such asrailway tracks, ports, airport, roads and majorindustries etc. and submit a detailed groundsurvey map on 1:2000 scale showing theexisting features falling within the right of waynamely trees, structures including archeological& religious, monuments etc. if any.

7 If the proposed route is passing through anyhilly area, examine and submit the measures forensuring stability of slopes and proposedmeasures to control soil erosion fromembankment.

The project stretch underconsideration passes through plain,rolling and hilly terrain. The variousdesign parameters considered fordesigning the expressway are shownin Table 2.17

8 If the proposed route involves tunneling, thedetails of the tunnel and locations of tunnelingwith geological structural fraction should beprovided. In case the road passes through aflood plain of a river, the details of micro-drainage, flood passages and information onflood periodicity at least of the last 50 years inthe area should be examined.

- N/A- No tunnel work is involved.

9 If the project is passing through /located withinthe notified Ecologically Sensitive Zone (ESZ)around a notified National Park/WildlifeSanctuary or in the absence of notified ESZ,within 10 km from the boundary of notifiedNational Park /Wildlife Sanctuary, the projectproponent may simultaneously apply for theclearance for the standing committee of NBWL.The EC for such project would be subject toobtaining this clearance from the standingcommittee of NBWL.

Sultanpur National Park is at adistance of 2.35 km from project site.

10 Study regarding the Animalbypasses/underpasses etc. across the habitationarea shall be carried out. Adequate cattle passes

There is no change in the alignmentplan for this Project, for which the ECwas obtained in February 2007. A



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for the movement of agriculture material shallbe provided at the stretches passing throughhabitation areas. Underpasses shall be providedfor the movement of wild animals.

proper study was conductedregarding the Animal bypasses/underpasses etc. across the habitationarea and a provision of total of 31cattle crossing were made at thetime submission of the EIA/EMPreport to the MoEF on which basisMoEF vide its letter dated22.02.2007 had given theenvironmental clearance.In addition to above, the followingprovision have also been made in theExpressway Project.

Underpass Multi-Span 7

Underpass Single-Span 29

Underpass Twin-Cell 6

Road Overpass 7

Agricultural Vehicular Underpass 33

Cattle Crossing 31

Pedestrian Crossing 73

11 The information should be provided aboutdetails of the trees to be cut including theirspecies and whether it also involves anyprotected or endangered species. Measurestaken to reduce the number of the trees to beremoved should be explained in detail. Submitthe details of compensatory plantation. Explorethe possibilities of relocating the existing trees.

It has already been recorded in theletter dated 22.02.2007 accordingenvironmental clearance by MoEFthat with regard to compensatoryafforestation, 35.66 ha. area has beenidentified by the Forest Deptt. forcompensatory afforestation. Inaddition, the land compensation hasalready been planned to develop 100m wide green belt along KMPExpressway at Rai and Manesar. Atotal no. of trees to be planned are38,000. It is anticipated thatthroughout the land of KMPE of about2600 ha. of land will also be used forproviding green cover.



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With regard to total no. of trees-Grown up trees - 1166Undersized plants - 15124Total - 16290In non forest area - 1739Grand total - 18029During the latest study and surveycarried out, it was found that theDuring the latest study and surveycarried out, it was found that the

12 Necessary green belt shall be provided on bothsides of the highway with proper central vergeand cost provision should be made for regularmaintenance.

Is being complied

13 If the proposed route is passing through a cityor town, with houses and human habitation oneither side of the road, the necessity forprovision of bypasses/diversions/under passesshall be examined and submitted. The proposalshould also indicate the location of waysideamenities, which should include petrolstations/services centers, rest areas includingpublic conveyance, etc.

The proposed route is not passingthrough any city or town area.

14 Submit details about measures taken for thepedestrian safety and construction ofunderpasses and foot-over bridges along withflyovers and interchanges.

Various measures for thepedestrian safety and constructionof underpasses and foot-overbridges along with flyoversand interchanges have been taken, thedetails of which are given as under:

Total Major Bridge 7

Total Minor Bridge 19Grade Separator 4Underpass Multi-Span 7Underpass Single-Span 29Underpass Twin-Cell 6Road Overpass 7Agricultural VehicularUnderpass

33Cattle Crossing 31



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Pedestrian Crossing 73Railway Crossing 4Culverts 352

Safety provisions such as bus/ trucklay bye, intersection improvement etc.will be carried out by HSIIDC, as perIRC norms/ guidelines.

15 Assess whether there is a possibility that theproposed project will adversely affect roadtraffic in the surrounding areas (e.g. by causingincreases in traffic congestion and trafficaccidents).

The expressway is planned todecongest the NCT & NCR.The expressway will connect NH-1near Kundli (Sonepat), NH-10 nearBahadurgarh, NH-8 at Manesar andNH-2 near Palwal.Serving as significant artery, theexpressway will facilitate smooth flowof heavy traffic coming from Westand south India and going to Haryana,Punjab and U.P. It will also saveFaridabad and Gurgaon-bound trafficthe trouble of passing through Delhi,and hence decongestion of DelhiRoads.

16 Examine and submit the details of use of fly ashin the road construction, if the project road islocated within the 100 kms from the ThermalPower Plant.

The fly ash and soil will be used forraising the embankment. The fly ashwould be obtained from PanipatThermal Power Plant for 70 kms. Ofthe road stretch between NH-12, NHPataudi road 70 kms. Further, fly ashfrom Faridabad Thermal Power Plantand Badarpur Thermal would beobtained from 70 to 15.65 kms. Allprecautions will be taken fortransportation and utilization of thefly ash.

17 Explore the possibilities of utilizing thedebris/waste materials available in and aroundthe project area.

Every efforts would be made toutilize the debris/ waste materialsavailable in and around the project



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area and the same would be usedduring the construction ofbalance work wherever possible andapplicable. The solid waste generatedwould be disposed of or used in theproject itself.

18 Submit the details on compliance with respectto Research Track Notification of MoRTH.

All the specifications, standards andguidelines of MoRTH for road/highway construction would befollowed during the construction ofbalance work of this project. ReferTable 1.3

19 Examine and submit the details of Sand quarryand borrow area as per OM No.2-30/2012-IA-III dated 18.12.2012 on “Rationalization ofprocedure for Environmental Clearance forHighway Projects involving borrow areas forsoil and earth” as modified vide OM of evenNo. dated March 19,2013.

Borrow pits for earth, quarry sites forroad construction material and dumpsites would be identified keeping inview the following:

(a) No excavation or dumping onprivate property is carried outwithout written consent of theowner.

(b) No excavation or dumping wouldbe allowed on wetland, forest areasor other ecologically valuable orsensitive locations.

(c) Excavation work would be done inconsultation with the SoilConservation and WatershedDevelopment Agencies workingin the area; and

(d) Construction spoils includingbituminous material and otherhazardous materials would not beallowed to contaminate watercourses and the dump sites forsuch materials would be secured sothat they would not leach into theground water.The details of sand quarry/borrowarea is given in Table 2.22

20 Climate and meteorology (max and min Refer Table 4.20



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temperature, relative humidity, rainfall,frequency of tropical cyclones and snow fall);the nearest IMD meteorological station fromwhich climatological data have been obtained tobe indicated.

21 The air quality monitoring should be carried outas per the notification issued on 16 November;2009.Input data used for Noise and Air qualitymodeling shall be clearly delineated.

Complied.

22 The baseline data used for the EIA shall not bemore than one year old.

Complied.

23 Identify project activities during constructionand operation phases, which will affect thenoise levels and potential for increased noiseresulting from this project. Discuss the effect ofnoise levels on nearby habitations during theconstruction and operational phases of theproposed highway. Identify noise reductionmeasures and traffic management strategies tobe deployed for reducing the negative impact ifany. Prediction of noise levels should be doneby using mathematical modeling at differentrepresentative locations.

Construction Phase- Refer Section 5.4(d), Chapter 5

Operation Phase- Refer Section 5.5(d), Chapter 5

24 Examine the impact during constructionactivities due to generation of fugitive dustfrom crusher units, air emissions from hot mixplants and vehicles used for transportation ofmaterials and prediction of impact on ambientair quality using appropriate mathematicalmodel, description of model input requirementand reference of derivation, distribution ofmajor pollutants and presentation in tabularform for easy interpretation shall be carried out.

Construction Phase- Refer Section 5.4(c), Chapter 5

Modelling is attached as Appendix 5.1

25 Also examine and submit the details about theprotection to existing habitation from dust,noise, odour etc. during construction stage.

Noise barrier will be provided atappropriate location particularly inthe area, where the alignmentpasses through inhabited areas



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school/hospital so as to ensure thatthe noise levels do not exceed theprescribed standards.

26 If the proposed route involves cutting of earth,the details of area to be cut, depth of cut,locations, soil type, volume and quantity ofearth and other materials to be removed withlocation of disposal/dump sites along withnecessary permission.

About 11.11 Mm3 of earth work is

likely to be involved in balance works

of expressway construction. This will

be collected from borrow / quarry

areas identified for earth collection. A

list of these areas along with

approximate lead is shown in Table

2.22. The depth of excavation shall

vary from 1-3 m and about 1181 ha of

land (assuming a depth of 2m for

excavation) will be utilized for entire

excavation process.

27 If the proposed route is passing through lowlying areas, details of filling materials andinitial and final levels after filling above MSL,should be examined and submit.

The proposed road is beingconstructed on the raised embankmentand generally no low lying area isinvolved along the alignment of KMPExpressway Project. The totalestimated quantity of filing materialfor balance work has been workedout after taking the initial and finallevels and the same is to the tune of1,11,13,898 cum.

28 Examine and submit the water bodies includingthe seasonal ones with the corridor of impactalong with their status, volumetric capacity,quality and likely impacts on them due to theproject along with the mitigation measures.

Table 2.16 gives water bodies, alongthe stretch of the expressway.Refer section 5.3.2, 5.3.3, 5.3.8

29 Examine and submit details of water quantityrequired and source of water including waterrequirement during the construction stage withsupporting data and also classification ofground water based on the CGWA

45 lpcd will be required for onsiteworkers, while water for roadconstruction and sprinkling for dustsuppression will also be needed.Approximately 180 KL of water



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classification. would be required for daily uses inlabour camps. The water shall beobtained from nearby surface/ groundwater.

30 Examine and submit the details of measurestaken during construction of bridges acrossrivers/canals/major or minor drains keeping inview the flooding of the rivers and the life spanof the existing bridges. Provision of speedbreakers, safety signals, service lanes and footpaths should be examined at appropriatelocations throughout the proposed road to avoidaccidents.

The designs of the bridges acrossrivers/canals/major or minor drainswould be adopted keeping in view theflooding of the rivers and the life spanof the existing bridge. Adequateprovisions of safety signals &footpaths at appropriate locationswould be provided to avoid accidents.All other features as required forExpressway would be provided as perthe relevant BIS code/ MoRTHSpecification.

31 If there will be any change in the drainagepattern after the proposed activity, details ofchanges shall be examined and submitted.

Alignments of expressway have beenfinalized considering the naturaldrainage pattern of the water bodies.

32 Rain water harvesting pits should be at least 3-5m. above the highest ground water table.Provision shall be made for oil and greaseremoval from surface runoff.

Complied

33 If there is a possibility that theconstruction/widening of road may cause animpact such as destruction of forest, poachingor reduction in wetland areas, examine theimpact and submit details.

Refer Section 5.4 (e), Chapter 5

34 Submit the details of road safety, signage,services roads, vehicular underpasses, accidentprone zones and the mitigation measures.

The provision for road safetysign age, service roads, vehicularunderpasses, accident prone zonesand the mitigation measures wouldbe taken as per MoRTHspecification/Bureau of IndianStandards (BIS)

35 IRC guidelines shall be followed for widening Complied



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& upgrading of roads.36 Submit details of social impact assessment due

to the proposed construction of road.Refer Section 5.4 (f), Chapter 5

37 Examine road design standards, safetyequipment specifications and ManagementSystem training to ensure that design detailstake account of safety concerns and submit thetraffic management plan.

The road design/ geometrics of theExpressway would be adopted as perthe latest standards of MoRTH/Bureau of Indian Standards (BIS).

38 Accident data and geographic distributionshould be reviewed and analyzed to predict andidentify trends-in case of expansion of theexisting highway and provide Post accidentemergency assistance and medical care toaccident victims.

It’s a new development project, hencenot applicable.

39 If the proposed project involves any landreclamation, details to be provided of theactivity for which land is to be reclaimed andthe area of land to be reclaimed.

NA

40 Details of the properties, houses, businessactivities etc likely to be effected by landacquisition and an estimation of their financiallosses.

No land acquisition involved forconstruction of remaining work i.e.Manesar Kundli Section. Hence, nolikely effect on properties, houses orbusiness activities

41 Detailed R&R plan with data on the existingsocio economic status of the population in thestudy area and broad plan for resettlementcolony, alternative livelihoodconcerns/employment and rehabilitation of thedisplaced people, civil and housing amenitiesbeing offered, etc and the schedule of theimplementation of the specific project

No land acquisition involved forconstruction of remaining work i.e.Manesar Kundli Section.

42 Submit environment management andmonitoring plan for construction and operationphases of the project. Submit a copy of yourcorporate policy on environment managementand sustainable development.

Refer Chapter 6- EnvironmentMonitoring Program

Refer Chapter 9- EnvironmentManagement Plan

43 Estimated cost of the project including that of Estimated Project Cost:



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environment management plan (both capitaland recurring) and source of funding. Also themode of execution of the project, viz, EPC,BOT, etc

Package I- Manesar – Palwal Section(on Item rate mode), already complete

Package II- Manesar Kundli Section(BoT annuity Mode)- Rs. 1863 Crores

44 Submit copy of your CSR policy. Appendix 6.1 (R & R Policy and CSRpolicy is attached)



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CHAPTER -2PROJECT DESCRIPTION

2.1 PROJECT DETAILS

The proposed Kundli-Manesar-Palwal Expressway has an estimated total length of 135.65 km. Thealignment of the proposed Expressway takes off from NH-1 near Kundli, crosses NH-10 at westBahadurgarh, crosses the NH-8 near Manesar, and finally joins NH-2 near Palwal (Fig. 2.1). The totallength is divided into following three segments:

Segment Particulars Length StatusSegment -1 Between NH-1 & NH-10 Ch.0000 to Ch. 35000 35.00 km Need EC for

completionSegment -2 Between NH-10 & NH-8 Ch. 35000 to Ch. 82680 47.68 kmSegment -3 Between NH-8 & NH-2 Ch.82680 to Ch. 135650 52.97 km Completed

Total Length 135.65 km

The latitude and longitude of the start and end point of the proposed expressway are 25005’41’’ latitude,92049’30’’ Longitude near Kundli in Sonipat District on NH-1 and 25019’04’’ latitude 93007’38’’Longitude near Palwal in Faridabad District on NH-2. The connectivity with the Highway have beenproposed at selective locations at NH-1, NH-10, NH-8, and NH-2 for prestigious industrial projectspromoted by the State Govt. which have successfully occupied a position in the world industrial mapand are enumerated as under:

Sonipat-Kundli Multi-functional Corridor on NH-1, spreading over an area of more than 550hectares, is the destination of Agro-based/ food processing industry backed up by cold storage,export oriented units, textiles etc.

Modern Industrial Town, Bahadurgarh on NH-10 is the destination of many industrial gaints namely:Pikingston, Hindustan Sanitary Ware, Hindustan Glass and many other upcoming industrial leaders.Over 400 hectares land is at the advanced stage of acquisition.

Industrial-Hub, Gurgaon spreading over an area of more than 500 hectares on NH-8, is known worldover for automobiles, auto-components, ready-made garments, pharmaceuticals and above all, IT-Industry.

Industrial Model Township, Manesar a new self-contained and self-sustainable township, over anarea of 1,300 hectares under acquisition on NH-8, is an established preferred destination of manymulti-national companies such as Denso, Honda, Suzuki, Narcool, Barco, Mitsubishi, Du racell,Perfetti.

Industrial Township, Dharuhera know for the manufacturing of Hero Honda motorcycles spreadsover an area of 225 hectares.



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Industrial Growth Center, Bawal, developed over an area of 500 hectares again on NH-8, is also theinvestment center of many multinationals such as YKK, TOT Coppers, Becton Dickinson, Svedala,Exide, Ashai.

Faridabad-Ballabgarh Complex has the largest concentration of big industries and is known fortextiles, refrigeration, auto components, pharmaceuticals, farm machinery, earthmovers, chemicals,electrical goods etc.



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Fig: 2.1: Proposed Alignment of the KMP Expressway



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The Proposed alignment under the project passes through five districts of Haryana namely,Gurgaon, Jhajjar, Sonipat, Mewat and Faridabad.

The stretch between Manesar and Palwal; i.e. segment 3 is complete and operational.

2.1.1 Right of Way

Road land width of 100 m along the alignment of the proposed Expressway has already beenacquired by HSIDC. The RoW is generally symmetrical for most of the project corridor aboutthe centre line of the Expressway. All grade separated structures, except at crossing withNational Highways have been planned symmetrically and to accommodate the proposal wellwithin the available land width.

2.1.2 Traffic

The Average Daily Traffic volume (ADT) and percentage composition (both ways) of differenttypes of vehicles for traffic count stations are presented in Table 2.1 and Table 2.2 respectively.

Table 2.1: Average Daily Traffic Volume at Different Locations

S.NO VehicleType

NH-10 atPanipat

NH-10 atSampla

NH-10 atDujana

NH-10 atBawal

NH-10 atBadkalli

NH-10 atHodal

1 2W 6941 2054 1025 1042 1276 23012 3W 2250 748 73 41 126 8173 Car 14317 4844 955 3578 1321 56084 Bus 2381 697 135 728 197 7645 LCV 3446 1815 475 1424 345 11906 Trucks 8410 1733 1733 8274 745 39387 All Fast 38484 12478 4667 15354 4140 155438 All Slow 1896 695 330 292 299 1119ADT (in NOs.) 40380 13173 4955 15646 4439 16662ADT (in PCUs) 62723 19622 9356 36573 6246 28301

Table 2.2: Percentage Composition of Car, Bus & Truck in Numbers at Different LocationS.no Location ADT All

Vehicles(In Nos.)

ADTCar+Bus+Trucks

Percentage CompositionOut of C+B+T

In Nos. In% Car Bus Trucks1 Ch.95.5,NH-1 at

Panipat40380 28554 71% 50.10 8.30 41.50

2 Ch.49,NH-10 atSampla

13189 9090 69% 53.30 7.70 39.00

3 Ch.380.5,NH-71 atDujana

4855 3339 67% 28.60 4.10 67.30

4 Ch.96,NH-8 at Bawal 15646 14003 89% 25.60 5.20 69.30



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5 Ch.65.25,SH-13 atBadkali

4439 2609 59% 50.60 7.60 41.80

6 Ch.93.3,NH-2 at Hodal 17236 11499 67% 48.80 6.60 44.60

The analysis reveals that the percentage of car on NH-1, NH-10, NH-2 and SH-13 are in therange of 49% to 53%. The trucks percentage at NH-8 and NH-71 is in the range of 67% to70%.

2.1.3 Pavement

Pavement designs have been carried out based on Traffic loading & Laboratory socked CBR ofsub-soil / sub-grade material. Pavement Design has been prepared for both flexible and rigidpavements, for 20 years and 30 years periods for the purpose of life-cycle cost analysis. Theexpressway has been divided into three sections for the pavement design. Each section representsa homogenous section of the Expressway with respect to traffic volume. The salient features ofthe proposed pavement composition are given in Table 2.3

Table 2.3 Pavement Composition of Proposed Expressway

Particulars of Homogeneous Section Pavement Composition Layers (Thickness in mm)No. From To Surfacing Base Sub-Base Sub-Grade

HS-1 Km 00+000 Km 35+000 50 AC+120DBM

300WMM

200 GSB SockedCBR moreThan 10%HS-2 Km 35 +000 Km 82+680

HS-3 Km 82+680 Km 136+650 40 AC+100DBM

300WMM

200 GSB

2.1.4 Alignment

The proposed expressway is a dual carriageway-6 lane (3×3-lane) expressway. The expresswayis a divided arterial highway intended for traffic with full control of access and provided withgrade separators at intersections. No slow moving or pedestrian traffic will be permitted onexpressway.

2.1.5 Built-up Area

Built-up areas are around 1-2 km away from the alignment and are not likely to pose any trafficcongestion. Moreover, the Kundali-Manesar-Palwal Expressway is access-control withconnectivity at few selected location. Major built up areas of this stretch are shown in Table 2.4

Table 2.4: Major Built-Up Areas along the Alignment

S.no Location/ Chainage,(m) Village Name1 0000 Rai(Kundli)



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2 1000 Badhmulak3 2500 Jatedi4 4000 AkbarpurBarota5 6600 Ladpur6 9300 Abbaspur7 11900 Mandaura8 13200 Turkpur9 18000 Pipli10 20400 Gopalpur11 23800 Pai12 26000 Nilothi13 29200 Khedi Jassaur14 32200 AsaudiTodardan15 38500 Mandhauthi16 40000 Daboda Kalan17 41150 Silothi18 42500 Daboda Khurd19 46100 Bupania20 53000 Badli21 54800 Dariyapur22 56000 Lagarpur23 58200 DaverKhana24 59900 Munda Khera25 60000 Ismailpur26 66400 Sultanpur27 68500 Saidpur28 71250 Patli29 73500 Jhundsarai30 76300 Prem Nagar31 77250 Baslanbhi32 78200 Kharkhari33 80800 Mokhalavas34 81800 Fakharpur35 83000 Panchgaon36 88500 Kalwari37 90750 Sabras38 93000 Dingalhevi39 94000 Goela40 99000 Dhulawat41 99300 Mendla42 101000 Ghusbaithi43 103500 Khor44 104550 Rupaheri45 105000 Gajarpur46 106250 Kherlikankar47 106250 Chhapra



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48 107600 Rewasan49 110200 Moharka50 111000 Nawabganj51 114000 Khalilpur52 118000 Kanauli53 119000 Mandkola54 124400 Yadupur55 124400 Maheshpur56 125000 Allika57 127400 Rajalaka58 129000 Gelpur59 130000 Ratipur60 1315000 Rajpura61 132000 Jodhpur62 133500 Chirawata63 134000 Raiharana64 135650 Atohan(Behraula)

2.1.6 Road Junction and Intersection

The entire alignment of proposed Expressway cuts across National Highways, State Highways,major district roads and railway lines at a number of locations. In addition, there are manycrossings of other district and village roads, Grade separation facilities of different length andconfiguration have been proposed for different classes of crossings along the route. These gradeseparation facilities are classified and tabulated in Table 2.5 & 2.6.

Table 2.5: Numbers of grade separated structuresSl No. Structure Numbers1 Crossing/junction with National Highways (GS-NH) 42 Underpass Multi-span 73 Underpass Single-Span 294 Underpass Twin-Cell 65 Overpass 76 Agricultural Vehicle Underpass 337 Cattle Crossing subways 318 Pedestrian Crossing 739 Railway Crossing 410 Culverts 35211 Total Major Bridges 712 Total Minor Bridges 19



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Table 2.6: Grade-Separated Structure details For Cross Roads

Type/Location ofStructure

Name Concept Span Arrangement andVertical Clearance

Crossing/Junctionwith NationalHighway (NH)

GS-NH

Site-Specific design Proposal. Site-Specific designProposal.

Underpass Multi-span UPMS Expressway over Cross Road (SHand MDR)

Span=(15+25+15)mHeight=5.5m Height

Underpass Single-span

UPSS Expressway over Cross Road (SHand MDR)

Span=1No.x10mHeight=5.0m

Overpass OP Cross Road Over the Expressway Span=4 Nos. x 25mHeight=5.5m

Agricultural VehicleUnderpass

AVU Expressway over Earth Road Span=1 No. x7.0mHeight=3.5m

Cattle CrossingSubways

CX Subway Along Cart track Span= 1 No. x4.0mHeight=3.0m

Pedestrian Subways PX Subway along Foot-Path Span=1 No. x 3.0mHeight=2.0m

2.1.7 Grade Separator for National Highway (GS-NH)

Four grade separators for National Highway have been proposed. The broad details of the gradeseparators are presented in Table 2.7

Table 2.7: Grade Separators for National Highways Crossing (GS-NH)

SNo.

Chainage(M)

Type Of Grade Separator Span Arrangement Fig.No.Along Cross

RoadAlongExpressway

1 00000 (NH-1) Cloverleaf Interchange 30m+27m+30m=114m

NotApplicable

2.2

2 35000 (NH-10) Underpass (Without Interchange) Not Applicable 15m+27m+27m+15m

2.3

3 82680 Cloverleaf Interchange Not Applicable 15m+27m+27m+15m

2.4

4 135650 Three legged interchange Not Applicable 30m+30m 2.5

The proposal of grade separation facilities for cross roads other than National Highways is givenin forthcoming paragraphs.

2.1.8 Underpass Multi-Span (UPMS)



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This grade-separation facility is with the expressway running over State Highways and MajorDistrict Roads. There are seven grade separation structures, which have been identified from themaps and topographic survey data and designated as UPMS. The summary of Underpass Multi-Span are presented in Table 2.8

Table 2.8: Grade Separators Over State Highways and Major District Roads

S.no Chainage(m)

Details of Cross Road Span ArrangementName No. Span Height

1 17933 Delhi-Rohtak Road SH-18 15+25+15 5.502 43575 Bahadurgarh-JhajjarRoad SH-20 15+25+15 5.503 53725 Delhi-Badli Road MDR-

12315+25+15 5.50

4 97610 Palwal-Sohna-RewariRoad

SH-28 15+25+15 5.50

5 107424 Gurgaon-Sohna-Nuh-Aalwar Road

SH-13 15+25+15 5.50

6 126623 Palwal-Nuh Road MDR-134

15+25+15 5.50

7 130188 Palwal –Hathin Road MDR-135

15+25+15 5.50

8** 4004 Delhi-Pipli- Sonipat Road SH-11 Twin Structure*9** 66454 Gurgaon-JhajjarRoad SH-15A Twin Structure**

*Continuous single structures of length 80m (15+2x25+15) have been provided.

**Grade separated structure (ROB) at Gurgaon-Farrukhnagar Railway crossing is extended uptoSH-15A, hence the twin structure is considered as ROB structure.



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FIGURE 2.2GRADE SEPARATOR FOR NATIONAL HIGHWAYS (GS-NH) AT NH-1 (Interchange at km 0.000)



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FIGURE 2.3: GRADE SEPARATOR FOR NATIONAL HIGHWAYS (GS-NH) (Interchange at km 35000.000)



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2.1.9 Underpass Single Span (UPSS)

The grade-separation, Underpass single span (UPSS) facility is with the expressway running overvillage roads. These are configured as single spans of 10m each. There are 27 locations identifiedwhich have been identified from the maps and topographic survey data. The list of Proposedlocations of UPSS are presented in Table 2.9

Table 2.9: Grade Separators Over Village Road (TYPE: VUP)S.no Chainage(M) Detail Of Crossing Span Arrangement

Name No. Span Height1 5990 Chhatera- Bahadurpur- Jatheeri

RoadBT Road 10 5.00

2 12487 Mandaura-Turkpur Road BT Road 10 5.003 15137 Mandauri-Thanakalan BT Road 10 5.004 21212 Sohtiminor-Gopalpur Road BT Road 10 5.005 23744 Pai-Kirauli Road BT Road 10 5.006 28925 Jasaur-Kulasi Road BT Road 10 5.007 41650 Daboda-Khurd-Mandothi BT Road 10 5.008 48985 Bupania-GeolaKalan Road BT Road 10 5.009 50705 Bahadurgarh-Badli Road BT Road 10 5.0010 52269 Gubhana-Badli Road BT Road 10 5.0011 59874 Mundakhera-Ismailpur BT Road 10 5.0012 61089 Mundakhera-Farrukhnagar BT Road 10 5.0013 70476 Patli-Gurgaon Road BT Road 10 5.0014 81005 Mokhalwas-Kasan Road BT Road 10 5.0015 84100 Langer Panchgaon Road BT Road 10 5.0016 88130 Kalwari-Para Road BT Road 10 5.0017 91344 Gudha-Sabras Road BT Road 10 5.0018 94347 Goela-Dalawas Road BT Road 10 5.0019 103813 Khor-Raysika Road BT Road 10 5.0020 109479 Mailwas-Indri Road BT Road 10 5.0021 111604 Gangoli-Indri Road BT Road 10 5.0022 111760 Khalilpur-Gangoli Road BT Road 10 5.0023 117650 Mandkola-Silani Road BT Road 10 5.0024 120290 Mandkola-RajupurBangar BT Road 10 5.0025 122055 Maheshpur-RajupurBangar BT Road 10 5.0026 124470 Maheshpur-Yadupur Road BT Road 10 5.0027 133730 Tikari Brahma-Raihrana BT Road 10 5.00

2.1.10 Road Overpass (OP)

There are seven locations where a cross road would go over the expressway. The bridgestructure along the cross road consists of four spans of 25m. The superstructure is withvoided slap supported on spill through abutments and piers on pile foundations. The



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approaches are on embankment. The details of Grade Separator (Type-OP) is presented inTable 2.10.

Table 2.10: Grade Separators over the Expressway (TYPE OP)

S.no Chainage (m) Detail of cross Road Span ArrangementName Type & No. Span Height

1 38984 Beri-Bahadurgah Road MDR-122 4 X25 5.502 45934 Bupania-Dulehara MDR 4 X25 5.503 54551 Delhi-Badli Road SH 4 X25 5.504 65928 Jhajjar-Gurgaon Road MDR 4 X25 5.505 93228 Taoru- Gurgaon Road MDR 4 X25 5.506 73681 Rewari- Gurgaon Road SH-26 4 X25 5.50

2.1.11 Agricultural Vehicular Underpass (AVUP)

The entire alignment of the expressway traverse through cultivated land and there are a numberof cart tracks located in the fields. It is proposed to provide agricultural underpass (AVUP) forbullock cart and tractor-trolley crossings as a mitigate measure for the farmer whose homesteadshave been separated from the land by the alignment of the proposed expressway. These aresimilar to box-culverts, with 7m wide x 3.5m height box sections, with traffic passing throughbox. The locations of these underpasses have been decided very judiciously and efforts havebeen made to place them equally spaced. At quite a few locations two or more cart tracks havebeen merged at one place to minimize the number of such crossing. In such cases the existingtrack, which has been proposed to divert, would be constructed as earth road at the outermostedge of ROW of the expressway. Table 2.11 lists these crossings.

TABLE 2.11: Grade Separators over Agricultural Earth Roads (TYPE: AVUP)

Total Nos. Detail of Cart Track Internal Dimension of Box SectionSpan(M) Height(M)

33 Field Track, MetalRoad

7.00 m 3.50m

2.1.12 Cattle Crossing (CX)

At some locations, where the alignment of the expressway is located near to some village andwater pond, underpass passage for cattle has been proposed. These are proposed as single cellbox culverts under the Expressway with 3.0m headroom. Some of these will also serve as cross



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drainage structures during the monsoon season. These are 31 nos. of cattle crossings proposedalong the proposed expressway as presented in Table 2.12

Table 2.12: Grade Separators over Cattle Crossing Locations (TYPE: CX)

Total Nos. Detail of Cart Track Internal Dimension of Box SectionSpan (m) Height (m)


4.00m 3.00m

2.1.13 Pedestrian Crossing (PX)

At some locations where expressway is passing near to some village, underpass passage forpedestrians has been proposed. These are proposed as single cell box culverts under theExpressway with 2.0m headroom. These are 73 locations proposed for pedestrian crossings asgiven in Table 2.13. As the height of embankment of expressway is generally 2 m above thegeneral ground level. No specific raising is required for making provision of structure forpedestrian crossing.

Table 2.13: Grade Separators over Pedestrian Crossing Locations (TYPE: PX)Total Nos. Detail of Cart

TrackInternal Dimension of Box Section


Span(M) Height(M)3.00 m 2.00 m

2.1.14 Railway Crossings

The alignment of proposed Expressway crosses the railway track at four locations. The averageheight of embankment of railway tracks is around 1.50m above the general ground level. TheRoad Over Bridge (ROB) structure have been proposed at all these locations. The details of RoadOver Bridge are given Table 2.14

Table 2.14: List of Proposed ROBs on Railway Crossing

Chainage(m)

Detail of RailwayLine

StartingChainage

EndingChainage

Span Arrangement

5097 Delhi-Sonipat-Kalka 4600 5650 3x30m=90m33749 Delhi-Rohtak 33270 34230 3x30m=90m66385 Gurgaon-

GarhiHarsarop-Farrukhnagar

65970 66900 Left Side:2x30+1x20+1x15+2x30m=155mRight Side:3x30+1x15+2x30m=165m

72430 Delhi-Rewari -Jaipur 71950 72950 30+44+30m=104m



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The ROB at Chainage km 66+385 also includes Structure over SH-15A, as the two crossing are60m apart.

2.1.15 Cross Drainage Works

Around 125 km (95%) length of the alignment of proposed Expressway traverses through plainterrain. These are few minor watercourses, which are intercepted by alignment of Expressway.The types and locations of cross drainage structures were set on the basis of variousconsiderations. The existing, well-defined waterways have been provided with appropriate cross-drainage works. In order to drain the water sufficient number of drainage structures (balancingculverts) have been provided at suitable intervals. Besides natural streams, there are frequentirrigation channels meant for carrying water from canals to fields, locally called Dhanna orBraha, passing through this area. Most of these channels are relatively small and only requirepipe or box culverts.

2.1.16 Types of Cross Drainage Works

In order to drain the water about 352 nos. of culverts have been proposed. All the culverts will befor 6-lane wide road. The types of cross-drainage structures have been standarised in order to beapplicable to all situations encountered. Table 2.15 lists the standard types of proposed culverts.

Table 2.15: Standard Types of Proposed CulvertsS.no Type Details Total No. of

CulvertsOpening area

per culvert(m2)

A Pipe CulvertPC1 1 Pipe of 900mm dia 30 0.64PC1 1 Pipe of 1200mm dia 242 1.13PC2 2 Pipe of 1200mm dia 6 2.262PC3 3 Pipe of 1200mm dia 2 3.393

Total Pipe Culverts 280B Box Culvert

BC1 1 cell box of 3.00m x 2.50m 1 7.50BC2 1 cell box of 3.00m x 3.00m 1 9.00BC3 1 cell box of 4.00m x 3.00m 2 12.00BC4 1 cell box of 2.00m x 4.00m 1 8.00BC5 1 cell box of 3.00m x 4.00m 4 12BC6 1 cell box of 4.00m x 4.00m 6 16BC7 1 cell box of 4.00mx2.50m 1 10BC8 1 cell box of 5.00mx4.00m 2 20BC9 1 cell box of 6.00mx2.00m 1 12BC10 1 cell box of 6.00mx4.00m 1 24



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BC11 2 cell box of 4.00m x 4.00m 1 16Total Box Culverts 21

C Slab CulvertsSC1 Slab Culvert1 x1.5 1 1.50

Total Slab Culvert 1

2.1.17 Drainage of Expressway

The Expressway is drained by shedding water off the shoulder onto the embankment. Drainage ofthe area of 8m wide median between the carriageways has been accomplished by providingmedian drain, of trapezoidal shape along the Expressway. The runoff collected in this median drainis discharged into the nearest cross drainage works, which has an opening between two roadways.

2.1.18 Bridges

The proposed alignment of Expressway crosses over several small seasonal streams, irrigationcanals/ channels, distributaries and nallahs, where minor/ major bridge are proposed. The summaryof brides proposed along the alignment is given in Table 2.16

Table 2.16: Summary of Bridges along Proposed Expressway

S.no Chainage(m)

Name of Stream/ Nallah Major/Minor Bridge

SpamArrangement

TotalLength

1 4025 Drain No.6 Major Bridge 15+25+25+15 802 9495 Western Yamuna Canal,

Delhi BranchMajor Bridge 2 x45 90

3 10940 Drain No.8 Major Bridge 3x45 1354 31600 West Juan Drain Minor Bridge 1x45 455 38375 Gurgaon Water Supply

ChannelMinor Bridge 1x7.5 7.5

6 45025 Kultana –ChudanaBupania Drain

Minor Bridge 1x35 35

7 58279 Najafgarh Drain Major Bridge 2x35 708 67255 Drain Minor Bridge 1 x 15 159 83852 Nallah Minor Bridge 3 x 5 1510 97065 PadhaniNallah Minor Bridge 2 x 7.5 1511 102830 KhorNallah Minor Bridge 1 x 15 1512 104049 Nuh –Subbranch

(Gurgaon)Minor Bridge 1 x25 25

13 111707 Nuh Drain Minor Bridge 1 x 20+2 x 16.4 52.814 118850 Gurgaon Canal Minor Bridge 1x23.3 23.315 123407 Utawar Distributary Minor Bridge 1x15 1516 125926 Gaunchhi Drain Minor Bridge 15+20+15 5017 128965 Drain 1x15 15

Total Bridge Length(m) 703.6



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2.1.19 Embankment

Out of 135.650 km length of proposed expressway, around 132-km length has been designed intotal-embankment. The roadway in embankment will generally be about 2m or more thesurrounding ground level, while approaching at the flyovers, river crossings etc, the fill will bemuch higher. This will result in the need for very large amounts of embankment borrow material,which is available in sufficient quantity in the vicinity of the alignment of Expressway. However,for embankment of above 3m height, it has been proposed to use Fly ash for construction ofembankment as per IRC: SP-58-2001. The construction of high embankment with alternativelayers of ordinary soil and shown in Figure 2.6.



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FIGURE 2.6: TYPICAL CROSS SECTION (Height > 3m)(For Fly-Ash Embankment in Plain and Rolling Terrain)



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FIGURE 2.7: TYPICAL CROSS SECTION (Height < 3m)(For Embankment in Plain and Rolling Terrain)



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2.2 PROJECT DESIGN

The project stretch under consideration passes through plain, rolling and hilly terrain. Thevarious design parameters considered for designing the expressway are shown in Table 2.17

Table 2.17: Design Standards of Expressway

S.No. Description Unit Plain& Rolling Mountainous1 Design Speed Km/h 120 802 ROW Width m 100 1003 Pavement Width: Per Lane m 3.75 3.75

Two Lanes m 7.50 7.50Three Lanes m 11.0 11.0

4 Cross Slope % 2.5 2.55 Median Width

Median Cross Slopem%

8.0 3.025 25

6 Horizontal Clearance From Edge ofTravel way: Structure, Signs

m 3.7 3.7

Guard Rail m 3.7 3.7Bridges, Side Barrier m 1.2 1.2

7 Ramp WidthRoadwayOne Lanes(One way)

m 4.6 4.6

Two Lanes(one way) m 7.5 7.5Shoulder Outside m 2.3 2.3Shoulder Inside m 1.2 1.2

8 Loop Width:Roadway

m 5 5

Shoulder outside m 3 5Shoulder Inside m 1.2 1.2

9 Expressway Shoulders Width: Outside-paved

m 1.5 1.5

Outside-Unpaved m 2.0 2.0Inside-Unpaved with kerb m 1.0 1.0

10 Expressway Shoulders Cross Slope:Outside-paved

% 4 4

Outside-Unpaved % 6 6Inside-Unpaved % 3 3

11 Ramp: Design Speed Kph 65 65Minimum Radius m 165 165Maximum S.E % 8Gradient-Desirable % 4 4Gradient-Maximum % 6 6

12 Loop Design Kph 50 50Minimum Radius m 75 75



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Maximum S.E % 8 8Gradient-Desirable % 4 4Gradient-Maximum % 6 6

13 Super-elevation Maximum % 5 714 Horizontal Curvature: Desirable m 1500 750

Minimum m 750 35015 Minimum Length of Horizontal

Curves: Desirablem 700 500

Minimum m 350 20016 Minimum Length Between Curves:

Desirablem 500 500

Minimum m 300 20017 Gradient Maximum m 3 4

Minimum m 0.3 0.318 Vertical Curves ,Values for “K” where K=L/(G1-G2), in m:

K(crest)m K(sag)mKmph

50657080100120

Minimum121821273946

Desirable92126344967

Minimum91825345888

Desirable924304994165

19 Sight Distance:Desirable Minimum

m 700

Absolute Minimum m 25020 Vertical Clearance to: Expressway over National

Highwaym 5.5

Expressway over State Highway m 5.5Expressway over Major District Road m 5.5Expressway over Village Road m 5.5Expressway over Railway m 6.7Expressway over Minor/Village Road m 5.0Expressway over Walking Tracks m 2.0Overpass over the Expressway m 5.5

2.3 PROJECT WORKS PLANNED

The aim of the project is to construct 6-Lane expressway. Care shall be taken for stretchespassing through forest areas and closer to water bodies. Althrough all grade separatedstructure, except at crossing with National Highway, have been planned symmetrically and toaccommodate the proposal well within the available land width. However, at crossings(interchanges) with four National Highway would need additional land. Adequate landacquisition is proposed necessary for future augmentation closer to water bodies. The project



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works have been spelt out in para 2.3.1 to 2.3.5. However, the planned activities are brieflysummarized below: Construction of intersections/ junctions, Construction of culverts and drainage works, Construction of toll Plaza and ancillary structures, Construction of temporary access / diversion roads, and Site for location of hot mix plant and concrete batching plants,In addition to on site works certain activities shall have to be carried out during construction phasefor allied work away from site. These off site works include: Quarrying from nearby quarry sites, Labour camps, Material storage yards, Earth from nearby borrow areas, and Dumping of construction spoils at dumping sites.

2.3.1 Toll Plazas

As the proposed KMP expressway is considered to be fully access control, the toll operationsystem chosen is a closed system. This system will keep constant track of flow of traffic andmoney collected. There will be a total of one Administrative, Operation and Maintenance BaseCamp (AOMC), toll plazas, two rest areas and two weigh bridges. It is desirable that the tollPlazas, weigh bridges etc. have to be located preferable at 50 km intervals. Toll Plazas shallinclude main Toll Plaza on the Expressway at the Junction of NH-1 and NH-2. In addition to thisthe concessionaire may provide additional Toll Plazas on exits/entry of main slip roads whichwould cater to the main road crossings including that of generated traffic or township at locationsgiven in Table 2.18. Location of Toll Plazas shall be decided and finalized in consultation withHSIIDC.

TABLE 2.18: Locations of Proposed Toll PlazasS.no Toll Plaza

1 Intersection of Kharkhoda Bawana-Delhi Road2 Intersection with NH-10 (Slip Roads)3 Jhajjar-Badi-Nazafgarh Road4 Gurgaon-Farrukhnagar Road5 Gurgaon-Pataudi Road(Manesar Township entry)6 Intersection with NH-8(Slip Roads)7 Sohna-Tauru Road8 Sohna-Nuh Road



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2.3.2 Administrative, Operation and Maintenance Base Camp (AOMC)A minimum of 500 sqm. of covered area for functional base camp shall be provided. The basecamp shall be located near the toll plaza location. The proposed facilities available at base campare described below:a) The main administrative, operation and maintenance base camp (AOMC) shall be provided

to cater to the requirements of the following services: Fee Collection/Security Office, Expressway Maintenance including functional laboratory, Facilities for storage and repair of maintenance equipments, vehicles and materials, Any other requirement.b) The base camp shall be housed in suitable area. The layout of different buildings and

facilities shall be finalized in consultation with HSIDC.c) The administrative building shall primarily house the main control center, the security

headquarters, the central store, the toll audit and data processing units in addition to othersecondary facilities such as computer room, office space, storage, sanitary facilities, canteenetc. The main base camp shall adequate parking space for staff and visitors.

d) The maintenance area shall have a centrally located building to overlook the maintenanceworkshop etc. A separate storage area shall be earmarked for inflammable materials. Themaintenance block shall enough spaces to park the equipments and machinery deployed formaintenance activities. Adequate parking space shall be adequate and well illuminatedcovered parking space for all the maintenance vehicles.

e) In addition base camps shall also have a power sub-station and supplies room to cater to thepower requirements of the camp. The sub-station shall house a standby generator to providethe required power in case of failure of normal power.

f) The camps shall have adequate lighting during dark periods and night.g) These shall preferably be underground fuel storage area with delivery facilities (Petrol/Diesel

Filling Station) at the Main Base Camp site to adequately cater to the demands ofmaintenance and patrolling activities.

h) The base camps shall not have more than one entry and exit point. Both of these shall bemanned by security personnel at all times besides installing effective electronic securitypersonal at all times besides installing effective electronic security system.

i) The camps shall be landscaped so as to protect the area from dust and noise from theexpressway.

j) The laboratory facilities to be established for testing of various materials related to roadconstruction and maintenance shall be located at the main base camp.

2.3.3 Amenities and Services



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The entire alignment of proposed expressway is a new alignment and traverses throughpredominantly agricultural land. It is proposed that basic amenities such as rest areas, petrolpumps, telephone booths, truck parking lay-byes, traffic police booth etc. would be developed onboth sides of the Expressway at appropriate locations.

2.3.3.1 Rest Areas/Services Areas

Rest areas are provided for the convenience and to ensure certain essential facilities to thecommuter. These are provided for the motorist to stop and to rest for short periods. It is generalpractice to provide minimum of one rest area at every 50km to 60km of travelling distance. Thelength of the proposed Expressway is around 135.65 km; hence two rest areas adjacent to the toilstations (TP1 and TP2) on the proposed Expressway would be constructed. Rest Area/ Service Areawould include restaurants, shopping plaza, toilet facilities, petrol/ gas station and telephone as wellas vehicle repair facilities. The facilities should be segregated for bus/ car passenger and truckcrews. The internal road layout for the rest/ service area would be designed for one-way trafficcirculated. Storm sewers and adequate surface drainage should be provided for the entire complex.All the open spaces around the building/ structure shall be landscaped. Boundary walls, fencingwith barbed wires, controlled entry points and cattle catches at all entry and exit points to the RestArea shall be provided to protect them from intruders and animals.

2.3.3.2 Truck Parks / Lay bye

Truck parking will be away from the Toil plaza. Planning for the truck parking can be consideredon the following guidelines. To be located on each side of the divided expressway. Must be located on the outermost edge of ROW or land specially acquired outside it. Both sides parking to be staggered. Stage development commensurate in line with the development of traffic need to be planned.It is proposed that atleast two numbers of lay byes for truck parking shall be provided along theexpressway. The provision of truck lay-bye shall be governed by site requirements. The tentativelocations of the Truck lay byes is given in Table 2.19 However, the exact locations and designlayout, of truck lay-byes shall be decided & finalized in consultation with HSIDC/DistrictAuthorities.

Table 2.19: Location of Proposed Truck Lay Byes Along Expressway

S.no Location Chainage(KM) Side Remarks1 Near Pal Village 24500 Both sides 2-Lane each2 West of Mandauri village 122000 Both sides 2-Lane each



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Parking area shall be separated from the carriageway by a physical barrier. The parking lots shallbe suitably landscaped. Basic facilities such as drinking water and toilets, with proper disposalsystem, and lighting shall be provided at each lay bye. The provision of truck lay-byes shall begoverned by site requirements and parking demand and as per the guidelines of MORTH & Htechnical circular No. RW/34032/5/88PO-11 dated 22.8.88.

2.3.3.3 Bus Bays

The proposed Expressway intended for traffic with full control of access and facility would beprovided with grade separator at intersections. However, the possibility of stopping of buses forboarding and alighting of passenger at few prominent intersections cannot be ruled out. Hence, itwould be appropriate to develop bus bays at such locations. Bus bays shall provide safe entry andexit of buses from the expressway. Atleast 4 bus bays shall be constructed as per the standardspecification conforming to IRC:80. Adequate drainage arrangements shall be provided at busbays. The proposed locations of bus bays are given in Table 2.20. The exact location and details ofthe bus bays shall be finalized in consultation with HSIIDC.

Table 2.20: Location of Proposed Bus Bay along the Expressway

S.no Location Chainage(KM) Side1 Near NH-10 34500 Left2 Near NH-10 35500 Right3 NH-8 82300 Left4 NH-8 83200 Right

2.3.4 Other Expressway Facilities

2.3.4.1 Highway Lighting

Highway Lighting shall be provided in urban and semi-urban areas of the project Highway. It isproposed to provide lighting at the locations of truck lay byes, in rest areas, toll plazas,underpasses, ROBs and at interchanges. At the location of interchanges/Grade separator of MultiSpans, Mast lighting system shall be provided. Proposed Highway lighting locations on theproposed Expressway are given in Table 2.21. However, the exact location and other details of thehighway lighting shall be finalized in consultation with HSIIDC.



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Table 2.21: Highway Lighting Location along the Proposed Expressway

S.no Chainage (km) Highway Light RemarksHigh MastPost(Nos.)

ListPost(Nos.)

1 0000 03 - Junction with NH-12 35000 02 - Interchange with NH-103 82680 03 - Interchange with NH-84 135650 03 - Interchange with NH-25 7200 02 20 Toll Plaza locations6 79500 02 20 Toll Plaza locations7 82500 02 20 Toll Plaza locations8 85000 02 20 Toll Plaza locations9 24500 02 10 Truck Lay Bye10 12200 02 10 Truck Lay Bye

Total 23 100

2.3.4.2 Arboriculture and Landscaping

Trees shall be planted in RoW of 100 m wide and either side of the expressway with staggeredpitch as per IRC:SP-21. Indicate arrangement for plantation of trees shall be in accordance with theMoRT&H technical circle No. NH-41(34)/69. A spacing of 10-15, c/c is recommended for spacingof trees parallel to the roads. Set back distance of trees needed in different situations shall be as perthe IRC:SP-21 and IRC:66. Shrubs in medians shall not normally exceed 1-1.5m heights and shallbe as per IRC:SP-21. The landscaping shall be carried out as per the extant policy of HSIDC as isbeing done on HSIDC’s public funded projects.

2.3.5 Concrete/Asphalt plant

During construction concrete and asphalt plants will be installed. These will be operated from theareas which are away from forests and settlements.

2.4 CONSTRUCTION MATERIAL

The major construction material to be used for construction of KMP expressway Borrow earth,GSB, stone aggregate, sand, bitumen, flyash etc. Construction materials are available in abundantin the close vicinity of the project road within an economical lead. Moreover, the project site inlocated in Haryana, which produces huge amount of construction materials. Hence along withearth, fly-ash can also be alternatively used economically for the construction of body ofembankment.The various construction material sources and its lead from the proposed expressway are given inthe Table 2.22.



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2.4.1 Borrow/Quarry Areas

About 11.11 Mm3 of earth work is likely to be involved in balance works of expresswayconstruction. This will be collected from borrow / quarry areas identified for earth collection. Allalong this stretch 30 borrow / quarry areas are identified. A list of these areas along withapproximate lead is shown in Table 2.22. The depth of excavation shall vary from 1-3 m and about1181 ha of land (assuming a depth of 2m for excavation) will be utilized for entire excavationprocess. The borrow pits left after utilization needs to be restored, reclaimed and re-vegetatedunder the environmental management plan. Earth excavation practices are common in the area.

In the selection of the borrow areas, care was taken to ensure that: Sufficient quantity of suitable soil is available from the borrow pit; The borrow areas are as close to the project road as possible; The loss of productive and fertile agricultural soil is minimum; and There is minimum loss of vegetation.

By and large, the identified borrow areas can be categorized into the following categories: Barren Areas (or areas which are not cultivable); Areas where the owners are willing to create ponds, or fishponds; and Agricultural areas where the exiting level of ground is higher than the surrounding and theowners want these parcels of land to be lowered to facilitate irrigation.

It needs however to be noted that recommendation on use of quarries / borrow areas is a guidelineonly and has been done to only establish the feasibility of construction.

Table 2.22: Availability of Suitable Construction Material

ConstructionMaterial

Borrow Area/Quarry Location Approx.Lead(km)No. Near

VillagePropose

d KmSide Place

BorrowEarth

BR-1 JathariVillage

0.000 R/S Haryana 6.000BT

BR-2 BindrauliVillage

10.000 L/S Haryana 1.00

BR-3 - 16.00 R/S Haryana 0.50BR-4 Pipli 19.00 R/S Haryana 0.50BR-5 Bamanoli 20.00 L/S Haryana 15.00 BTBR-6 Gopalpur 22.00 L/S Haryana 0.500 BTBR-7 Nilauthi 32.00 R/S Haryana 0.300BR-8 Tandehari 38.00 R/S Haryana 0.400BR-9 Asauda 40.00 R/S Haryana 0.300



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BR-10 Bupnia 47.00 L/S Haryana 0.500BR-11 - 47.20 L/S Haryana 0.500BR-12 - 50.00 R/S Haryana 0.500BR-13 Lagarpur 57.00 L/S Haryana 1.500BR-14 Ismailpur 62.00 R/S Haryana 0.500BR-15 Farukhnagar 66.00 R/S Haryana 1.000BR-16 - 69.00 R/S Haryana 0.250+0.10BTBR-17 - 69.20 L/S Haryana 0.250+0.10BTBR-18 - 74.50 R/S Haryana 3.800BR-19 Kharkhari 77.70 L/S Haryana 0.50 BTBR-20 Panchgam 83.50 L/S Haryana 1.50ERBR-21 Hasanpur 89.00 L/S Haryana 2.00BTBR-22 Sabra 91.00 L/S Haryana 1.00BTBR-23 Dhulawat 97.00 R/S Haryana 0.500BR-24 Ghuspathia 101.70 R/S Haryana 0.00BR-25 Indri 109.500 R/S Haryana 0.200BR-26 Nawabgarh 111.000 R/S Haryana 1.00BTBR-27 Dubalu 115.00 R/S Haryana 0.200BTBR-28 - 122.00 R/S Haryana 1.000BR-29 Maheshpur 126.00 R/S Haryana 0.200

BR-30 Antoha 135.00 R/S Haryana 3.00ER+0.500BT

GSB CharkhiDadri

Haryana 70

StoneAggregate

Sirohi Haryana/Rajasthan

40

Panchkula Haryana 240Tosham Haryana 110YamunaNagar

Haryana 200

Sand YamunaNagar

Haryana 200

Ghagghar Haryana 210Kaman Haryana 110

Bitumen Panipat Haryana 70Mathura U.P 90

Fly ash BadarpurThermalPowerPlant

Delhi 45

Fly ash RajghatThermalPowerPlant

Delhi 30



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Figure 2.8: TYPICAL CROSS SECTION(For Hilly Section)



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Figure 2.9:TYPICAL CROSS SECTION(For Hilly Section)



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2.4.2 Fly Ash

Vide gazette Notification No. S.O.979(E) dated 27th August 2003 of Government of India, Ministry ofEnvironment and Forests (MoEF), use of Fly Ash has been made mandatory in construction ofRoad/Flyover Embankment and refilling of soil borrow area within radius of 100 km of a ThermalPower plant. The proposed expressway is situated in the close vicinity, well within 100 km, of ThermalPower Plants at Badarpur, Faridabad and Panipat, which are producing huge quantity of fly ash, as a byproduct. The fly ash from these Thermal power plants would be used for construction of the body ofembankment and filling of open ponds/ depressions and leveling of undulating actual ground to therequired normal level with necessary earth cover. The methodology to be adopted in filling suchlocations shall be in accordance to the guidelines/ technical specifications, specially adopted forconstruction of embankment which are extract from ‘Construction Journal of India’.

2.2.30 PROJECT COST AND PHASING

The cost of construction of new expressway with ancillary provisions for over bridge, bypasses, Tollplaza, Drainage works, wayside amenities and environment improvement and Rehabilitation social costetc. was worked out based on year 2004 prices. The estimated total capital cost of the projects for thisstretch was estimated as Rs. 1863.00 Crores (excluding land acquisition cost). Now the cost of balanceconstruction work is Rs. 1863.00 Crores.



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CHAPTER -3

ANALYSIS OF ALTERNATIVES

The proposed Kundli-Manesar-Palwal expressway alignment has been proposed by Govt. ofHaryana considering the future development of the area for industrial growth and alsoconsidering various aspects, like linking of various village for growth with the highway andto reduce the transit time and also to reduce the pollution levels. Since, Alignment has been fixed, Land acquisition done, 68% of the construction work completed, Clearances from various statutory bodies obtained,

No alternatives shall be considered now. However, the alignment of the road, initially, wasfixed keeping in view the following criteria.

Table 3.1: Alignment Fixing Criteria

Technical /Engineering Environmental SocialLand Width No. of Trees SettlementLocation of Major /Minorbridge

Location of Ponds Religious Places

Road Geometry Low Lying Areas IndustrialLocation of OFC cable Air/Noise Quality R&R ProblemsWater/Sewer /Electricalfacilities

Congestion



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CHAPTER 4

DESCRIPTION OF THE ENVIRONMENT

4.0 GENERAL

Previous chapters have highlighted the scope of environmental assessment, existing featuresof the project and proposed improvement, methodology and regulations applicable toenvironmental assessment.

In this chapter an attempt has been made to prepare a baseline environmental setting so thatapplicability of Government of India (GOI) regulatory requirements as well as environmentalmanagement practices of Ministry of Environment and Forest (MoEF) could be envisioned.Based on the existing environmental scenario, potential impacts of site improvement will beidentified and accordingly management plan will be proposed in forthcoming sections. Thebaseline environmental conditions will help in comparing, monitoring and also in assessingthe predicted negative and positive impacts resulting from the project during construction andoperation phases.

Chapter 4 confirms to the requirement of ToR, General Conditions, issued by EAC.

4.1 METHODOLOGY- BASELINE MONITORING

4.1.1 STUDY PERIOD

The data collection and field monitoring started at site from November 2015 and the samecontinued for three months. The EIA Report presents the data collected within 10 km of studyarea, during 1st November 2015 to 31th January 2016.

4.1.2 Primary/ Baseline Data Collection Agency

Ambient Air, Noise, soil and water quality samples were collected and analysed by ArihantLaboratory (NABL Accredited Lab), Sonepat, Haryana.

4.1.3 STUDY AREA

The data collected was from project site and other stations around it (in 5 km radius aroundproject site).



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Fig 4.1: Location of Baseline Environmental Monitoring Stations for KMPE Project

Table 4.1: Location of Baseline Environmental Monitoring Stations for KMPE

S.No. Particulars Direction Distance from Road1 Crossing point of KMP & NH-1, Kundali Downwind, E Within 50 m

2 Crossing point of KMP & NH-10, nearBahadurgargh

Upwind, W Within 100 m

3 Sultanpur National Park Downwind, E 2.3 km4 Crossing point of KMP & NH-8, IMT,

ManesarDownwind, SE Within 50 m

5 Village Dhulawat, near NH-71 B Downwind,South

400 m

6 Crossing point of KMP & NH-2, Palwal Upwind, NW Within 50 m

NH 1

NH 10

Sultanpur NationalPark (2.35 km away

from road)

NH 8

Dhulawat Village

NH 2



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4.1.4 Selection of Monitoring Locations

The selection of the receptors was based on the following considerations:

Covering entire study area.

Covering land use characteristics and socio-economic conditions observed.

Based on the criteria, Samples of ambient air at 6 locations, based on topography and windpattern and feasibility of installation of monitoring locations were taken.

6 representative monitoring stations (close to sensitive features consisting of residential area,areas close to industrial pockets etc.) coming in zone of influence i.e. within 5 km radius ofproject site. The monitoring locations were so chosen, keeping in view the predominant winddirection, which was found to be east, selecting at least 1 sample upstream, and 2 samplesdownstream of air flow. Environment Coordinators along with FAEs concluded that the 6representative stations would cover the entire study area.

4.1.5 Primary/ Baseline Data Collection- Methodology

Ambient Air, Noise, soil and water quality samples were collected at important locations toassess environment quality and to prepare a baseline database. The detailed methodology forbaseline data collection and sampling procedure is given in Appendix – 4.1

4.1.6 Secondary Data Collection

Additional data was also collected from secondary sources like Water Resource Department,India Meteorological Department (IMD), Central Ground Water Board, Geological Survey ofIndia, State Ground Water Department, State Pollution Control Board, Census of India andLocal Forest Department, Non -Governmental Agencies etc and through interaction withauthorities and locals (Consultant’s survey).

A detailed survey has been conducted for the study of environmental scenario of existingproject site from Kundli to Palwal. The field observations include baseline environmental set-up of the study corridor (10 km on either side of the project road) in general and within theRight of Way (ROW) in particular.

The baseline environmental components which are assessed along the proposed project siteare described in subsequent sections as follows:

Physiography



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Geology Seismicity Land-Use Pattern Air Environment Water Environment Noise Environment Biological Environment including Forest, Wetland & Sanctuaries Religious and Cultural Property Recreational Resources Cultural Heritage Sites (Archeological and historical Monuments)

4.2 ENVIRONMENT & SOCIAL SETTINGS OF THE REGION (SECONDARYDATA)

To establish the existing physical, natural, socio-economic and cultural environmentcondition of the study area, data has been collected through primary sources (consultationwith the key persons) and information gathered from various secondary sources. All projectrelevant secondary data has been collected on regional environmental and social featuresfrom various reports pertaining to Government Agencies / Institutions and through literaturereviews. Relevant data has been compiled from the census data of 2001, 2011 for obtainingdetails regarding the demographic and socio-economic features in the study area. Profile ofthe overall study area is presented in the following sections.

4.2.1 PHYSICAL ENVIRONMENT

The land environment primarily consists of physiography, geology, minerals, soils, land usepattern and seismicity.

4.2.1.1 Physiography

The Haryana State is situated in the north western part of Indian Peninsula occupying an areaof 44.212 km2 and situated in the eastern part of Uttar Pradesh, Punjab in the west, HimachalPradesh in North and Rajasthan in South. National Capital Territory of Delhi forms anenclave into the eastern border of Haryana, Shivalik Hills in the north, Rajasthan and AravalliHills in the south. It lies between 270 37’ to 300 35’ latitude and between 740 28’ to 770 36’longitude. The altitude of Haryana varies between 213 to 274 m above Mean sea level andthe project site is located at amsl of 200 to 280 m. The Physical map of Haryana is given in



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Figure 4.2. The proposed Express way passes through plain and undulating terrain, andpasses through agricultural area. The terrain and the road alignment are moderate with flatgradients. The state is bounded on the east by the river Yamuna, on the west by the GhaggarRiver and in the northern part; Tangri, Markanda and Chautang are important rivers. Itsnorthern part generally slopes from the north-east to south-west, but the southern section isundulating due to the hills of Aravalli system and sand dunes. The non-perennial streamsflowing in the south are Krishnawati, Sahibi, Dohan and Landoha. A few small lakes viz.Jahazgarh, Sultanpur and KotlaBibipur also exist in the states. Yamuna is the only perennialriver. It forms the boundary between Haryana and Uttar Pradesh for over 320 Km. TheGhaggar River rises on the slopes of the Shivaliks in Sirmur and enters Haryana near Pinjore.It alternatively passes through Punjab and Haryana before entering Rajasthan and ultimatelydisappears in Hanumangarh area of Rajasthan.



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FIGURE 4.2: PHYSICAL MAP OF HARYANA4.2.1.2 Geology

The Geological formations of Haryana belong to the three main groups: (i) Pre-Cambrianrocks represented by Aravalli and Delhi systems, (ii) Tertiary rocks represented by Tundapathar series to Boulder Conglomerate beds, and (iii) Quaternary alluvium.

Pre-cambrian rocks belong to the Peninsular Shield and are exposed in the southern andsouth-western districts of Mahendragarh, Gurgaon, Faridabad and Bhiwani(Fig. 3.4). Theseare at places intruded by basic igneous rocks and granite; Tertiary rocks are present in theextreme north of the states in sub-Himalayan zone of Extra Peninsula. The Shivalik rocks(Pinjore Boulder bed and Boulder Conglomerate) are known to have deposited under fresh



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water and terrestrial environment. Between the Precambrian and Tertiary rocks, thegeological formations belonging to other age groups are absent. Quaternary alluvium,forming a part of the Indo Gangetic alluvium system, occupies about 97 per cent of the statesarea. The alluvial deposits have been laid down by the present and ancestral river systemsfrom Pleistocene period in the fore deep or a down wrap formed in front of the risingHimalayan ranges and, thus, it represents the youngest geological formation. The formationof this fore deep is intimately connected with the uplift of the Himalayas and so must havestarted in the mid-Miocene.

4.2.1.3 Minerals

The variegated geological set-up of Haryana has provided locales for the formation of a vastrange of economic minerals varying from base metals to potash and brines. Several of theseminerals are exploited for industrial uses. Among the minerals found in the state, importantones are; Limestone, bauxite, manganese, china clay, dolomite, calcite, gypsum, quartz,sandstone, graphite, agate, bentonite, white chalk, fluorite, feldspar, marble, and buildingstone materials. The state has very rich oil and natural gas resources. A map showingminerals locations in Haryana is given in Figure 4.3.



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FIGURE 4.3: MINERALS MAP4.2.1.4 Soils

Broadly speaking, the soil in Haryana State is a continuous part of the Punjab plain, but thearea is not leveled in some parts. Over most of the districts, the soil is fine loam of rich color.However, some areas have sandy soil and others are comprised of Kallar. Overall, the soil inthe state of Haryana is rich and suitable for the irrigated area (both with the help of canalirrigation as well as through tubewells). The district Sonepat is an important saltpeterproducing area. The saltpeter appears as efflorescence on the surface during the summerseason, especially in the village of Sonepat sub-division.



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4.2.1.5 Land Use Pattern

Landuse of Haryana StateThe data on Landuse/ land utilization has been collected from various secondary sources likeDistrict Gazetteer & State Govt. Officers. As per 1996-97 (provisional) statistics for thedistricts, the land use of the Haryana State is given in Table 4.2.Table shows that about 2.61% of the area is the forestland and about 82.18% is the net areasown. About 11% of the area is not available for cultivation. 0.10% is under miscellaneoustree crops and grooves. 0.55% comes under permanent pasture and other grazing land. 0.52%is the cultivable wasteland.

TABLE 4.2: LAND-USE CLASSIFICATION OF HARYANA STATELand Use Area In '000 Ha Percentage

Total geographical area 4.421Reporting area for land utilization 4.399 100Forests 115 2.61Not available for cultivation 481 10.93Permanent pasture and other grazing lands 24 0.55Land under misc. tree crops & groves 4 0.10

Culturable wasteland 23 0.52Fallow land other than current fallows Less than 500 0Current fallows 137 3.11Net area sown 3.615 82.18

Source: Land use statistics At a Glance 1996-97, Ministry of Agriculture, GOI, 2000

4.2.1.6 Seismicity

The Haryana state falls in Zone – II, III & IV of the seismic zoning map of India (Figure4.4). Since, the project falls in Zone IV category, suitable seismic coefficients based onrelevant Indian Standards may be adopted in the design of structures.



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Source: IS 1893:2002, Seismotectonic Atlas of India, GSI, GoIFIGURE 4.4: SEISMIC ZONING MAP

4.2.2 WATER ENVIRONMENT/WATER RESOURCES

Water environment consists of water resources such as streams, rivers, nallas, lakes,estuaries/ oceans. Water quality parameters of water resources available in the area have beenstudied to evaluate the suitability of water for drinking purposes and to anticipate impacts ofthe proposed projects. Understanding the water quality is essential for the preparation of EIAand to identify the critical issues with a view to suggest appropriate mitigation measures forimplementation.



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4.2.2.1 Surface Water

Surface water includes drainage channels (rivers, streams and canals) and stagnant waterbodies (lakes, ponds, tanks and other impounded water bodies).A highway/ expresswayprojects can significantly after the hydrological setting of the project area by acting as animpediment to the natural drainage system of the region. It is therefore essential that allsurface water resources and ground water resources and their characteristics be identified andexamined along the project area.

4.2.2.1.1 Streams

The Yamuna flows along eastern boundary. The Markanda stream (ancient name was Aruna)is a seasonal stream like the Ghaggar, it originates from the lower Shivalik hills and entersHaryana near Ambala, hence cannot be used. All the seasonal streams are selectively used forirrigation. However Markanda, swells up during the monsoons. A new canal from Yamunahas been proposed. A Rs.5-crore canal drinking water scheme for Sonipat is among thedevelopment projects to begin work soon. Once constructed, this canal will supplement thedemands of both drinking and irrigation water. Therefore, at present the water supply has todepend primarily on ground water and canal water.

FIGURE 4.5: Surface Water Availability in State of Haryana



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4.2.2.1.2 Canal WaterOver the years, several canals and diversion works (barrages) have been constructed inYamuna and Ganga basin, to utilize the potential of the region. The earliest canal, dates to1356 A.D and is still in use. These canal systems have been upgraded and expanded over aperiod of time and now form a network in NCR. There are a few inter-basin water transfercanals that transfer water from Indus basin to Yamuna basin. These are shown in Figure 4.6These canals primarily supply water to Haryana, NCT Delhi and some parts of Rajasthan.

Western Jamuna Canal System

To cater to the water needs and to harness the agricultural potential in Yamuna Basin the thenIndian Emperor constructed the canal in 1356 AD which is now called Western JamunaCanal in western region of NCR. Subsequently, these canals were re-shaped and controlstructures introduced by the then Emperor, in 1626 AD. It was reconditioned in 1819 AD forDelhi Branch Canal and in 1825 AD for Hansi Branch Canal. Subsequently, the engineers ofBritish Government remodeled (probably redesigned) it by 1908 AD and named it as``Western Jamuna Canal (WJC)’’ system (British misspelled ``Yamuna’’ as ``Jamuna’’).After independence, this network is continuously getting augmented. The most recentadditions being Sirsa Branch canal system a few years back.

Estimation of water supplied through the canals flowing through Haryana Sub-Region isgiven below:

Major Canal Systems in Haryana: The canal network of entire Haryana state ispresented in Figure 4.6



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FIGURE 4.6: Canal Water Supply System in Haryana



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4.2.2.2 Ground Water

The groundwater is saline throughout the Bhakra canal system in Punjab & Haryana and thelift canal system in south-western Haryana. Water extraction without proper recharge andleaching of pollutants from pesticides and fertilizers into the aquifers has polluted thegroundwater supply. The leachates from agriculture, industrial waste, and the municipal solidwaste have also polluted surface as well as groundwater.

Ground water Quality Problems:Contaminants districts affected (in part) Salinity (EC > 3000 µS/cm at 25 °C): Gurgaon, Jhajjar, Rewari, Rohtak, Sonipat Fluoride (>1.5 mg/l): Faridabad, Gurgaon, Jhajjar, Panipat, Rewari, Rohtak, Sonipat Chloride (> 1000 mg/l): Rohtak, Iron (>1.0 mg/l): Faridabad, Gurgaon, Jhajjar, Panipat, Rohtak, Sonipat, Nitrate (>45 mg/l): Faridabad, Gurgaon, Jhajjar, Panipat, Rewari, Rohtak, Sonipat.

It is seen from the above that, all the districts are having fluoride-bearing ground water withmost districts suffering from saline water influx. The parameters of iron and nitrate arereasonably easy to handle and could be termed safe. Since Rewari depends primarily oncanals, the main districts of concern regarding ground water usage are Gurgaon, Jhajjar,Rohtak, and Sonipat.

Table 4.3: Ground Water Resources of Sonipat District, 2009

AssessmentUnit/ District

NetAnnualGroundWater

Availability

Existing

GrossGroundWater

Draft forirrigation

ExistingGross

GroundWater Draftfor domestic

andindustrial

watersupply

Existing

GrossGroundWater

Draft forAll uses

Provisionfor

domestic,and

industrialrequirement

supply to2025

NetGroundWater

Availabilityfor futureirrigation

development

Stage ofGroundWater

Development(%)

Unit (Ha-m)

Ganaur 19,778 22,384 1,327 23,711 1,327 -3,933 120

Gohana 76,09 10,183 99 10,282 99 -2,673 135

Kathura 53,44 4,187 6 4,193 261 896 78

Kharkhoda 8,067 11,420 121 11,541 121 -3,474 143

Mundlana 15,751 12,566 9 12,575 9 3,176 80

Rai 7,902 14,472 1,054 15,526 1,054 -7,624 196

Sonepat 12,975 15,410 1,297 16,707 1,297 -3,732 129

Total 77,426 90,622 3,913 94,535 4,168 -17,364 122Source: Central Ground Water Board



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Table 4.4: Ground Water Resources of Jhajjar District, 2009



Availability

Existing

GrossGroundWater

Draft forirrigation

ExistingGross


andindustrial

watersupply

Existing

GrossGroundWater

Draft forAll uses

Provisionfor

domestic,and


supply to2025

NetGroundWater


development

Stage ofGroundWater

Development(%)

Unit (Ha-m)

Bahadurgarh 12,231 12,016 54 12,070 74 141 99Beri 8,261 6,376 18 6,394 25 1,860 77

Jhajjar 10,635 11,995 51 12,046 51 -1,411 113Matanhail 6,272 4,840 33 4,873 44 1,388 78Salhawas 5,319 5,524 36 5,560 36 -241 105

Total 42,718 40,751 192 40,943 230 1,737 96

Source: Central Ground Water Board

Table 4.5: Ground Water Resources of Gurgaon District, 2009



Availability

Existing

GrossGroundWater

Draft forirrigation

ExistingGross


andindustrial

watersupply

Existing

GrossGroundWater

Draft forAll uses

Provisionfor

domestic,and


supply to2025

NetGroundWater


development

Stage ofGroundWater

Development(%)

Unit (Ha-m)

Bahadurgarh 12,231 12,016 54 12,070 74 141 99Beri 8,261 6,376 18 6,394 25 1,860 77

Jhajjar 10,635 11,995 51 12,046 51 -1,411 113Salhawas 5,319 5,524 36 5,560 36 -241 105

Total 42,718 40,751 192 40,943 230 1,737 96


Table 4.6: Ground Water Resources of Mewat District, 2009



Availability

Existing

GrossGroundWater

Draft forirrigation

ExistingGross


andindustrial

watersupply

Existing

GrossGroundWater

Draft forAll uses

Provisionfor

domestic,and


supply to2025

NetGroundWater


development

Stage ofGroundWater

Development(%)

Unit (Ha-m)



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FerozepurZhirka

4,727

2,741 270 3,011 450 1,536 64

Nagina 4,185

1,813 212 2,025 354 2,018

48

Nuh 4,526

1,701 310 2,011 507 2,318

44

Punhana 5,420

3,724 186 3,910 323 1,373

72

Tauru 2,765

3,301 195 3,496 195 -731

126

Total 21,623 13,280 1,173

14,453 1,830

6,513

67Source: Central Ground Water Board

Table 4.7: Ground Water Resources of Palwal District, 2011Block Net annual

ground wateravailability

(ham)

Existing grossground water

draft forirrigation (ham)

Existing grossground water

draft for all uses(ham)

Provision fordomestic &industrial

requirementsupply to

2025 (ham)

Net annualground water

availability forfuture irrigation

development(ham)

Stage of groundwater

development

(%)

Category

Palwal 19552 21702 22048 346 -2496 113 Over Exploited

Hathin 8364 7263 7457 329 772 89 Safe

Hodal 9569 9610 9888 278 -318 103 Safe

Hassanpur 7284 7317 7498 0 -32 103 Safe

Total 44769 45894 46891 953 -2074 102


4.2.3 AIR ENVIRONMENT

The air environment is responsible for the health of human beings, animals, wildlife andvegetation. All air pollutants emitted by point and non-point sources are transported,dispersed or concentrated by meteorological and topographical conditions. In order to assessthe impact on existing air environment due to the proposed projects, it is necessary to havebaseline air status of various pollutants.Air quality of the state is varied. PM values are high near industrial and commercial areassuch as Gurgaon, Manesar etc. while in residential and agricultural areas, the values are moreor less within permissible norms.Continuous Ambient Air Quality Monitoring Report, HSPCB

Monitoring Agency: ENVIRONNEMENT SA INDIA PVT LTD



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Month and Year: January 2015 to July 2016Name of Station: HSPCB Gurgaon

Table 4.8 : Air Quality at HSPCB Gurgaon (Source: HSPCB)Parameters/Units PM10 PM2.5 CO NO2 SO2

Months µg/m3

µg/m3

mg/m3

µg/m3

µg/m3

Jan-15 * 70.01 0.87 27.81 3.63

Feb-15 120.98 * 0.78 30.07 4.17

Mar-15 67.83 0.62 28.21 4.19Apr-15 143.22 * 1.51 32.99 4.35May-15 * 71.70 1.00 20.79 4.28Jun-15 137.00 * 2.45 30.60 5.06Jul-15 93.57 68.11 0.97 19.15 3.88Aug-15 105.71 47.03 0.88 22.51 2.88Sep-15 120.65 69.95 0.83 27.08 4.28Oct-15 153.60 75.48 0.85 24.80 3.91Nov-15 188.81 84.40 1.49 13.22 4.54Dec-15 * 106.44 1.49 18.58 5.05Jan-16 * 109.99 1.23 24.31 5.76Feb-16 * 105.70 1.40 27.97 6.20Mar-16 * 97.25 1.82 28.85 8.87Apr-16 * 102.59 1.61 35.78 14.47May-16 * 96.08 1.15 15.60 5.96Jun-16 * 89.38 0.57 16.46 3.60Jul-16 * 65.25 0.56 17.39 3.33Aug-16 * 55.98 0.65 17.72 3.30

*Data not availableTable 4.9: Status of SO2

(68 days period- 05.12.2014-10.02.2015; 24 Hourly NAAQS 2009-80µg/m3)City State Mode of

monitoringAverage of SO2 (µg/m³)

1st set of AAQdata

(31 days - period05.12.2014-04.01.2015)

2nd set of AAQdata

(37 days - period05.01.2015-10.02.2015)

AverageValue of twosets ofAAQ data

Faridabad Haryana Manual &continuous

12 10 11

Gurgoan Haryana Continuous 4 4 4Rohtak Haryana Continuous 3 3 3Note: Figures in parentheses are the number of monitoring stations (manual & continuous) inthe city; the 24 hourly NAAQS for SO2 for residential, rural, industrial and other area is80µg/m3



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Table 4.10: Status of NO2(68 days period- 05.12.2014-10.02.2015; 24 Hourly NAAQS 2009-80µg/m3)

City State Mode ofmonitoring

Average of NO2 (µg/m³)1st set of AAQdata (31 days –

period05.12.2014-04.01.2015)

2nd set of AAQdata

(37 days - period05.01.2015-10.02.2015)

AverageValue of two

sets ofAAQ data

Faridabad Haryana Manual &continuous

22 41 41

Gurgoan Haryana Continuous 35 31 31Rohtak Haryana Continuous 35 30 30Note: Figures in parentheses are the number of monitoring stations (manual & continuous) in thecity; the 24 hourly NAAQS for SO2 for residential, rural, industrial and other area is 80µg/m3

Table 4.11: Status of PM10(68 days period- 05.12.2014-10.02.2015; 24 Hourly NAAQS 2009-80µg/m3)


Average of PM10 (µg/m³)1st set of AAQdata (31 days –

period05.12.2014-04.01.2015)

2nd set of AAQdata

(37 days - period05.01.2015-10.02.2015)

AverageValue of two

sets ofAAQ data

Faridabad Haryana Manual &continuous 138 227 227

Gurgoan Haryana Continuous 113 111 111Rohtak Haryana Continuous 104 101 101

Note: Figures in parentheses are the number of monitoring stations (manual &continuous) in the city; the 24 hourly NAAQS for PM10 for residential, rural, industrialand other area is 100µg/m3



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Table 4.12: Status of PM2.5 in the cities of NCR(68 days period- 05.12.2014-10.02.2015; 24 Hourly NAAQS 2009-80µg/m3)


Average of PM2.5 (µg/m³)

1st set of AAQdata (31 days –

period05.12.2014-04.01.2015)

2nd set of AAQdata

(37 days - period05.01.2015-10.02.2015)

AverageValue of two

sets ofAAQ data

Faridabad Haryana Manual &continuous 237 189 189

Gurgoan Haryana Continuous - 70 70Rohtak Haryana Continuous - 59 59

Note: Figures in parentheses are the number of monitoring stations (manual &continuous) in the city; the 24 hourly NAAQS for PM2.5 for residential, rural, industrialand other area is 60µg/m3

4.2.4 NOISE ENVIRONMENT

Noise is responsible for adverse impact on physical and mental health of the people. Theother impacts are physiological effects, hearing impairments, and communicationinterference and sleep disruption. Noise is of concern during construction and operation ofthe project. Two types of Noise emissions are of concern; i)Impulse Noise – Short durationand high density such as explosions and Aircraft noise and ii) Continuous Noise – Longerduration and lower intensity such as construction and traffic noise. The assessment of impactof noise sources on surrounding community depends upon: Characteristics of noise sources (instantaneous, intermittent or continuous in nature). It

can be observed that steady noise is not as annoying as one which is continuously varyingin loudness;

Time of day at which noise occurs, for example high noise levels at night in residentialareas are not acceptable because of sleep disturbance ; and

Location of noise source, with respect to noise sensitive land, which determines theloudness and period of exposure.



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4.2.5 BIOLOGICAL ENVIRONMENTHaryana is primarily an agricultural state with almost 80% of its land under cultivation. Thegeographical area of the state is 44212 sq. km which is 1.3% of India’s geographical area. Itis not bestowed with bounty of natural forests and only 3.9% of its geographical area is undernotified forests. As per India State of Forest Report, FSI, 2013, the Forest Cover in the stateis 1586 sq.km which is 3.59% of the state's geographical area and the Tree Cover in the stateis 1282 sq. km which is 2.90% of the geographical area. Thus the Forest and Tree Cover ofthe Haryana state is 6.49% of its geographical area.

Forestry activities in the state are dispersed over rugged Shiwalik Hills in north, Aravalli hillsin south, sand dunes in west and wastelands, saline-alkaline lands and waterlogged sites inthe central part of the state. (Source: Haryana Forest Department, as seen on 07.10.2016)

Thorny, dry, deciduous forest and thorny shrubs can be found all over the state. During themonsoon, a carpet of grass covers the hills. Mulberry, eucalyptus, pine, kikar, shisham andbabul are some of the trees found here. The species of fauna found in the state of Haryanainclude black buck, nilgai, panther, fox, mongoose, jackal and wild dog.

FIGURE 4.7: Forest Cover Map of Haryana (Forest Report 2011)



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4.2.5.1 Forests/Trees

Forests are mainly distributed in the north-eastern and south-eastern districts of state. Thereare three forest types, the Tropical Dry Deciduous in the eastern part, Tropical MoistDeciduous in the Shiwalik region and Tropical Thorn Forests in the western part of the state,Main trees observed in the project area are Kikar or Babul (Acacia nilotica), Khair (Acaciacatechu), Neem (Azadirachta indica), Shisham or Indian Rosewood (Dalbergia sissoo), Pipalor Bo Tree (Ficus religiosa), Aam or Mango (Mangifera indica), jamun or java Plum(Syzygium cumini), lmli or Tamarind (Tamarindus indica), Barh or Banyan (Ficus indicus),Sagwan or Teak (Tectona grandis), Beror Indian Jujube (Zizypus mauritiana),MithaJal orPilu (Salvadora indica), Khara Jal or Pilu (Salvador persica), Semul, Khejri (Prosopiscineraria), Lasura or Lehswa (Cordia dichotoma), Amla, Dhak (Butea frondosa), Shahtoot ormulberry (Morus alba atropurpurea), eucalyptus, Amrood or Guava (Psidium guajava), pineand poplar.Forest type mapping using satellite data has been undertaken by Forest Survey of India withreference to Champions and Seth’s classification. As per this assessment, the state has fourforests type groups, viz. Tropical Dry Deciduous and Subtropical Pine Forests. Percentagewise distribution of forest cover in different type groups found in the state is given in thediagram.

FIGURE 4.8: Forest Group Types (Forest Report 2011)



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4.2.6 SOCIO-ECONOMIC ENVIRONMENT

As per details from Census 2011, Haryana has population of 2.54 Crores, an increase fromfigure of 2.11 Crore in 2001 census. Total population of Haryana as per 2011 census is25,351,462 of which male and female are 13,494,734 and 11,856,728 respectively. In 2001,total population was 21,144,564 in which males were 11,363,953 while females were9,780,611.

The total population growth in this decade was 19.90 percent while in previous decade it was28.06 percent. The population of Haryana forms 2.09 percent of India in 2011. In 2001, thefigure was 2.06 percent.

Table 4.13: Demographic Status of 2011 compared with 2001 for HaryanaDescription 2011 2001Approximate Population 2.54 Crores 2.11 CroreActual Population 25,351,462 21,144,564Male 13,494,734 11,363,953Female 11,856,728 9,780,611Population Growth 19.90% 28.06%Percentage of total Population 2.09% 2.06%Sex Ratio 879 861Child Sex Ratio 834 819Density/km2 573 478Density/mi2 1,485 1,239Area(Km2) 44,212 44,212Area mi2 17,070 17,070Total Child Population (0-6 Age) 3,380,721 3,335,537Male Population (0-6 Age) 1,843,109 1,833,655Female Population (0-6 Age) 1,537,612 1,501,882Literacy 75.55 % 67.91 %Male Literacy 84.06 % 78.49 %Female Literacy 65.94 % 55.73 %Total Literate 16,598,988 12,093,677Male Literate 9,794,067 7,480,209Female Literate 6,804,921 4,613,468

Table 4.14: Demographic Status of 2011 compared with 2001 for Gurgaon DistrictDescription 2011 2001Actual Population 1,514,432 870,539Male 816,690 470,504Female 697,742 400,035Population Growth 73.96% 44.15%



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Area Sq. Km 1,258 1,258Density/km2 1,204 716Proportion to Haryana Population 5.97% 4.12%Sex Ratio (Per 1000) 854 850Child Sex Ratio (0-6 Age) 830 806Average Literacy 84.70 78.50Male Literacy 90.46 88.00Female Literacy 77.98 67.50

Table 4.15: Demographic Status of 2011 compared with 2001 for Sonipat District

Description 2011 2001Actual Population 1,450,001 1,279,175Male 781,299 695,723Female 668,702 583,452Population Growth 13.35% 22.39%Area Sq. Km 2,122 2,122Density/km2 683 603Proportion to Haryana Population 5.72% 6.05%Sex Ratio (Per 1000) 856 839Child Sex Ratio (0-6 Age) 798 787Average Literacy 79.12 72.80Male Literacy 87.18 83.10Female Literacy 69.80 60.70

Table 4.16: Demographic Status of 2011 compared with 2001 for Jhajjar DistrictDescription 2011 2001Actual Population 958,405 880,072Male 514,667 476,475Female 443,738 403,597Population Growth 8.90% 23.06%Area Sq. Km 1,834 1,834Density/km2 523 480Proportion to Haryana Population 3.78% 4.16%



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Sex Ratio (Per 1000) 862 847Child Sex Ratio (0-6 Age) 782 800Average Literacy 80.65 72.40Male Literacy 89.31 83.30Female Literacy 70.73 59.60

Table 4.17: Demographic Status of 2011 compared with 2001 for Mewat DistrictDescription 2011 2001Actual Population 1,089,263 789,750Male 571,162 415,947Female 518,101 373,803Population Growth 37.93% 45.67%Area Sq. Km 1,507 1,507Density/km2 723 527Proportion to Haryana Population 4.30% 3.74%Sex Ratio (Per 1000) 907 899Child Sex Ratio (0-6 Age) 906 892Average Literacy 54.08 43.50Male Literacy 69.94 61.20Female Literacy 36.60 23.90

Table 4.18: Demographic Status of 2011 compared with 2001 for Palwal DistrictDescription 2011 2001Actual Population 1,042,708 829,121Male 554,497 445,390Female 488,211 383,731Population Growth 25.76% 34.21%Area Sq. Km 1,359 1,359Density/km2 767 607Proportion to Haryana Population 4.11% 3.92%Sex Ratio (Per 1000) 880 862Child Sex Ratio (0-6 Age) 866 853Average Literacy 69.32 59.20Male Literacy 82.66 75.10Female Literacy 54.23 40.80



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4.3 BASELINE ENVIRONMENT & SOCIAL SETTINGS OF STUDY AREA(PRIMARY ANANLYSIS)

4.3.1 NATURAL AND PHYSICAL ENVIRONMENT (Meteorological Observation atSite)

A continuous recording from IMD, IGI was examined from period 1st November 2015 to 31st

January 2016. The following parameters have been measured: -Temperature, relative humidity, wind speed and direction, and rainfall. The brief details ofinstruments, parameter and frequency are presented in Table-4.19

Table – 4.19: Instruments, Parameters and Frequency of Meteorological Monitoring atSite

Sl. No. Parameters Instruments Frequency1. Wind Speed Automatic Weather

stationContinuous Automatic 1hourly Average2. Wind Direction

3. Ambient Temperature4. Max. & Min.

TemperatureWet & Dry BulbThermometer

Daily at 08:30 & 17:30 IST

5. Humidity Hygrometer Daily at 08:30 & 17:30 IST6. Rainfall Rain Gauge Daily7. Storm Visual Observation Daily

The aforesaid meteorological parameters have been monitored over a period of 3 monthsstarting from 1st November 2015 to 31st January 2016 results are presented in table 4.20(a) to(d) and table 4.21.Table-4.20: Meteorological Data Recorded at Site (1st November 2015 to 31st January2016)

Table-4.20 (a): Temperature, Humidity, wind speed & rainfall data for themonth of November, 2015

2015 Temp. (°C) Humidity (%) Wind (km/h) Precip. (mm) EventsNov high avg low high avg low high avg high sum1 30 24 18 83 57 33 11 2 - 0 Fog2 31 24 18 83 56 35 8 2 - 0 Fog3 30 25 20 73 53 35 10 2 - 04 31 24 18 83 57 29 11 3 - 0 Fog5 27 23 19 83 65 45 19 11 37 06 28 22 17 88 67 48 11 6 - 07 27 21 16 100 71 51 11 3 - 0 Fog



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8 28 24 20 73 59 42 14 8 - 09 29 24 19 78 59 33 11 5 - 010 29 23 18 88 61 40 82 5 - 0 Fog11 28 22 17 83 56 28 19 5 - 0 Fog12 29 22 16 77 55 30 19 10 - 0 Fog13 29 23 17 82 58 35 19 5 - 0 Fog14 29 23 17 82 59 37 14 8 - 0 Fog15 32 24 17 82 51 22 11 2 - 0 Fog16 29 24 20 60 44 26 16 3 - 017 28 21 15 63 41 23 19 6 - 018 27 19 12 72 47 24 13 3 - 019 27 19 12 82 52 24 13 2 - 0 Fog20 27 19 12 82 59 28 11 2 - 0 Fog21 27 20 13 88 62 28 8 2 - 0 Fog22 29 21 13 88 57 21 13 3 - 0 Fog23 29 20 12 82 57 23 8 2 - 0 Fog24 27 19 12 82 58 30 13 3 - 0 Fog25 27 20 13 82 52 26 23 8 - 026 28 20 13 77 52 23 14 3 - 027 22 17 12 83 62 50 16 5 - 0 Fog28 23 19 15 94 80 50 16 5 - 0 Fog29 25 19 14 94 79 47 11 5 - 0 Fog30 26 20 15 100 81 61 10 2 - 0 Fog

Table-4.20 (b): Temperature, Humidity, wind speed & rainfall data for the month ofDecember, 2015

2015 Temp. (°C) Humidity (%) Wind (km/h) Precip. (mm) EventsDec high avg low high avg low high avg high sum1 36 24 14 94 75 25 10 2 - 0 Fog2 25 20 15 94 65 38 11 3 - 0 Fog3 24 18 12 94 69 44 19 5 - 0 Fog4 26 19 12 94 66 30 16 8 - 0 Fog5 27 19 11 94 63 30 10 2 - 0 Fog6 26 19 13 94 70 36 10 2 - 0 Fog7 25 19 13 94 74 39 13 6 - 0 Fog8 27 20 13 94 70 34 11 3 - 0 Fog9 23 18 13 94 73 34 23 6 - 0 Fog10 26 20 13 94 71 32 14 5 - 0 Fog11 24 19 13 94 76 46 100 8 - 0 Fog12 16 13 11 100 94 80 14 6 - 0 Fog13 21 14 7 100 67 31 14 5 - 0 Fog



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14 21 14 7 93 59 21 19 5 - 0 Fog15 22 14 7 81 54 16 19 6 - 016 23 14 6 87 54 13 10 2 - 0 Fog17 21 14 7 91 58 31 13 6 - 0 Fog18 21 14 7 93 68 25 19 5 - 0 Fog19 21 13 6 93 65 21 14 5 - 0 Fog20 21 13 6 96 64 21 14 2 - 0 Fog21 19 12 6 87 64 30 10 3 - 0 Fog22 21 13 6 93 69 37 10 2 - 0 Fog23 19 13 7 94 78 48 11 3 - 0 Fog24 19 13 7 100 67 29 21 10 - 0 Fog25 18 12 5 93 61 21 16 8 - 0 Fog26 21 13 6 87 57 28 19 8 - 0 Fog27 22 14 7 82 57 15 21 6 - 0 Fog28 24 17 9 93 57 12 200 13 - 0 Fog29 24 17 9 94 61 23 23 8 34 0 Fog30 25 17 9 94 63 20 11 3 - 0 Fog31 24 17 8 94 65 25 11 2 - 0 Fog

Table-4.20(c) Temperature, Humidity, wind speed & rainfall data for the month ofJanuary, 2016

2016 Temp. (°C) Humidity (%) Wind (km/h) Precip. (mm) EventsJan high avg low high avg low high avg high sum1 23 16 8 94 71 34 14 2 - 0 Fog2 22 15 8 88 67 35 16 3 - 0 Fog3 22 15 8 100 72 35 14 5 - 0 Fog4 24 16 8 100 66 32 10 2 - 0 Fog5 27 19 11 94 65 28 10 5 - 0 Fog ,

Tornado6 26 19 12 94 69 35 14 3 - 0 Fog7 25 19 13 94 76 48 11 2 - 0 Fog8 19 16 13 100 88 63 14 3 - 0 Fog9 22 16 9 100 72 29 24 10 - 0 Fog10 24 16 8 93 67 29 11 2 - 0 Fog11 25 17 9 100 69 34 11 2 - 0 Fog12 26 18 10 94 67 27 19 5 - 0 Fog13 22 18 13 100 79 49 21 6 - 0 Fog14 19 16 12 100 83 56 13 10 - 0 Fog15 16 13 9 100 86 58 19 10 - 0 Fog16 17 13 10 94 78 52 19 13 - 0 Fog17 19 14 8 100 75 44 10 5 - 0 Fog



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18 19 12 6 100 81 48 89 5 - 0 Fog19 16 12 8 100 90 59 13 8 - 0 Fog20 14 10 7 100 87 60 11 6 - 0 Fog21 16 12 7 100 80 41 14 8 - 0 Fog22 19 12 4 100 87 37 10 3 - 0 Fog23 22 14 6 100 74 33 10 6 - 0 Fog24 14 10 6 100 91 60 13 6 - 0 Fog25 17 12 6 100 77 38 11 8 - 0 Fog26 22 14 7 100 75 27 11 3 - 0 Fog27 23 17 10 90 69 32 11 6 - 0 Fog28 23 17 10 100 69 23 16 3 - 0 Fog29 26 18 11 94 68 33 10 2 - 0 Fog30 28 21 14 88 67 29 11 5 - 0 Fog31 22 18 14 100 77 46 21 6 - 0 Fog

FIGURE 4.9 (a): Graph between Temperature and days in November 2015

0

5

10

15

20

25

30

35

1 2 3 4 5 6 7

Tem

p.

November 2015 (Temp.)



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7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Days

November 2015 (Temp.)



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23 24 25 26 27 28 29 30



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FIGURE 4.9 (b): Graph between Humidity and days in November 2015

FIGURE 4.9 (c): Graph between Temperature and days in December 2015

0

20

40

60

80

100

120

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Hum

idit

y %

Days

high

avg

low

0

5

10

15

20

25

30

35

40

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Tem

p.

Days

December 2015- Temperature



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FIGURE 4.9 (d): Graph between Humidity and days in December 2015

FIGURE 4.9 (e): Graph between Temperature and days in January 2016

0

20

40

60

80

100

120

1 2 3 4 5 6 7 8 9 10111213141516171819202122232425262728293031

Hum

idit

y %

Days

high

avg

low

0

5

10

15

20

25

30

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Tem

p.

Days

January 2016-Temp.



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FIGURE 4.9 (f): Graph between Humidity and days in January 2016

Table 4.21: ObservationsMonth Temperature 0C Relative

humidity, %Rainfall in(mm)

Wind Speed,Km/hr.

Min

Max

Avg

.

Min

Max

Avg

.

Rai

ny d

ays

Tot

al R

ainf

all

mm

.

Avg

.

November2015

12 32 21.5 21 100 58.9 0 0 4.4

December2015

6 36 16 5 100 66.2 0 0 5.1

January2016

4 28 15.3 23 100 75.5 0 0 5.3

0

20

40

60

80

100

120

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Hum

idit

y %

Days

high

avg

low



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4.3.1.1 Squall

The squalls recorded during the month of November 2015 to January 2016 are given below:

Table 4.22: Squalls reportedDate Maximum wind speed

kmph.

10th November 2014 82

28th December 2015 200

18th January 2015 89

The analysis of the field observation is given below:

4.3.1.2 Ambient Temperature

The maximum temperature during the period varied from 28o C to 36o C. The minimumtemperature for the same period varied from 4o C to 12o C and average varied from 15.30C to21.5 0C.

4.3.1.3 Relative Humidity

During the study period, it was observed that the maximum relative humidity in month ofNovember, December & January was 100%. The minimum values of humidity for the studymonths were found of the order of 21%, 5% and 23% respectively. The monthly averagevalue of the study period was obtained as 58.9%, 66.2% & 75.5% respectively.

4.3.1.4 Rainfall

No rainfall was recorded during the study period.

4.3.1.5 Wind Speed

Analysis of hourly wind speed shows that the winds were generally higher in this area. Themonthly mean wind speed varies from 4.4 to 5.3 km/hr.

4.3.1.6 Wind PatternThe wind rose diagram for season has been drawn on the basis of wind speed and directiondata.



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FIGURE 4.10: Wind rose diagram for the study period November 2015 to January 2016(wind blows towards East)

The wind rose diagram reveals that wind was blowing predominantly from the west directionwith frequency of approximately 21 % having speed in the range of 0.5-7.7 m s-1 during themonitoring period. The onsite average wind speed was observed 1.92 m s-1 with frequency ofcalm winds 28.03 % during the monitoring period.

4.3.2 LAND ENVIRONMENT4.3.2.1 GeologyThe geological formations encountered along and in the vicinity of the proposed project aretabulated in Table 4.23.



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Table 4.23: GEOLOGICAL FORMATIONSS.NO. STATE LITHOLOGY

1 (a) Quaternary

(b) Intrusives

Recent & Subrcent soil older &newer alluviums,blow sand and kankar,Pegmites, quartz veins, sills of epidiorite, andamphibolite

2 ProteozoicPre Cambrian (Delhi supergroup)Ajabagarh formationAlwar formation

Slates, phyites, mica schists, sand stone,quartzites, impure limestone etc.Quartzoite, garnetiferous, mica schist, stauroliteschist, arkokes and grites.

4.3.2.2 Physiography

The physiography of the project site is with undulations due to presence of low lying waterbodies and Aravalli range.

4.3.2.3 Land Use within 5 Km of the Project Road

The data on land use of 5 Km on either side of the road has been analysed and is given inTable 3.12, which shows that agriculture land contributes more than 44.777% of the area.Forest cover is about 0.036% and water bodies cover an area of about 0.322%. About 1.463%of the area has settlements on it and only 0.047% is under roads.

Method of Data PreparationThe land use land cover (LULC) map of the study area has been prepared using the cloud freeremote sensing data of Landsat scene LC81460402015283LGN00 (scene dated October 17,2015). The data was acquired from U.S. Geological Survey (USGS) Global VisualizationViewer server (GloVis) (http://glovis.usgs.gov/) and processed using GIS software supportedwith ground truth verification. Area calculation has been carried out using GIS software toolsand interpretation has been performed based on site information acquired from groundsurvey, Survey of India Toposheet maps (scale 1:50,000) and Google Earth Explorer.

Analysis of Classified LULC MapThe project road has mainly agricultural and fallow land on either side interspersed with builtup land. The LULC classification within 5 km radius from the project road is presented in theTable 4.24 and graphically represented in Figure 4.11



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TABLE 4.24: LULC classification statistics of land within 5 km radius of project roadS.No. LULC Category

Areakm2 %

1 Aravali Hills 2.508 1.1002 Built up land (Urban / Rural) 3.334 1.4633 Cropland 102 44.7774 Deciduous forest 0.083 0.0365 Fallow land 119 52.2406 KMP Expressway 0.109 0.0477 Plantations / orchards 0.025 0.0118 Water bodies :

Rivers/streams/lakes/ponds/canal/waterlogged areas 0.7346 0.322

FIGURE 4.11: LULC pattern within 5 km radius of project roadSource: Consultant’s Study

1.1% 1.5% 0.3% 0.03% 0.01%

0.04%

44.77%52.24%

Aravali Hills

Built up land (Urban /Rural)Cropland

Deciduous forest

Fallow land

KMP Expressway

Plantations / orchards



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FIGURE 4.12: 5 km Land Use Map



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4.3.2.4 Soil QualitySoil Samples collected from the monitoring sites were subjected to the various tests like (i)grain size analysis, ii) Conductivity, iv) bulk density and moisture content, etc. The results ofthe various soil samples are analysed and the summary is presented in Table 4.25. From thedetails investigation and the analysis of the results obtained, it can be observed that theproject road is generally located on a homogeneous soil formation. The natural soil consistsof sundry silt/ silty sand non-plastic (ML/SM) with minor intermediate zones of sandy clayeysilty.

Soil Quality Monitoring StationsStations Particulars

SQ 1 Crossing point of KMP & NH1, Kundali

SQ 2 Crossing point of KMP & NH10, near Bahadurgargh

SQ 3 Sultanpur National Park

SQ 4 Crossing point of KMP & NH8, IMT, Manesar

SQ 5 Village Dhulawat, near NH71 BSQ 6 Crossing point of KMP & NH2, Palwal

Windrose Diagram

Soil QualityMonitoring Stations

Project Site:

Kundli ManesarPalwal Expressway

FIGURE 4.13: Soil Quality Monitoring Stations

NH 1

NH 10


from road)

NH 8

Dhulawat Village

NH 2



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Table 4.25: Physicochemical Characteristics of SoilSQ1 SQ2 SQ3 SQ4 SQ5 SQ6

Ph Units 8.1 8.7 7.9 9.1 7.91 8.23Conductivity µS/cm 507.31 479.21 673.21 527.1 987.21 612.21Moisture % by mass 9.87 8.27 9.11 7.23 10.71 7.27Sodium as Na mg/Kg 287.32 273.13 312.27 179.98 387.2 187.21Potassium mg/Kg 198.11 97.89 173.19 91.27 211.7 91.21Total KjeldahlNitrogen

% by mass 0.09 0.071 0.17 0.07 0.27 0.08

Phosphorous mg/Kg 71.37 57.27 73.17 71.21 101.3 57.17Organic matter % by mass 0.79 0.65 0.98 0.53 0.97 0.72Mg Meq/100gm 703.21 239.21 723.21 371.21 717.21 517.21Cationexchangecapacity

Meq/100gm 19.72 21.11 21.21 19.73 21.19 17.19

water holdingcapacity

% by mass 17.17 16.29 19.27 16.71 19.27 19.11

Bulk Density gm/cc 1.12 1.11 1.12 1.1 1.2 1.13Soil Gran sizeanalysis

% by mass Sand 71.25,Silt16.25,Clay12.50

Sand 75.25,Silt 15.25,Clay 9.50

Sand 69.25,Silt 17.25,Clay 13.50

Sand73.25,Silt17.25,Clay 9.50

Sand 67.25,Silt 20.50,Clay 12.25

Sand 75.25,Silt 15.25,Clay 9.50

Observations: Soil is slightly alkaline in nature with pH of about 7.9-9.1. The sodium content of the soils varies from 179.98 to 387.2 mg/Kg. The phosphorus content of the soils varies from 57.17 to 717.21 mg/kg. The potassium content of soil varies from 91.21 to 211.7 mg/kg. For the soils along projects alignment, the calcium content varies from 3.57 meq/100gm

to 18.75 meq/100gm. The total Kjeldahl Nitrogen content of the soils in project area varies from 0.27 to 0.07

% by mass.

4.3.3 Water Environment4.3.3.1 Drainage Channels

The entire stretch all along the proposed road is drained with the help of streams/river/ nallas/drains. Apart from these, many small tanks also exist in the vicinity of the proposed road. The



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corridor crosses 17 canals/ drains/ nallahs on this stretch. These canals/ drains/ nallahsfacilitate irrigation in the area along with small tanks and also act as drainage channels. A listof canals/ drains/ nallahs in the project area is presented in Table 4.26. The chainage wiselocations of these drains/ canal/, nallahs etc. is shown in Table 4.26

Stagnant Water Resources

The project alignment is flanked by numerous natural depressions like ponds, tanks etc. oneither side, which accumulate water seasonally as well as perennially. These water sourcesare likely to impact in varying degrees. The study area has about 4 ponds and 4 water tankson the alignment. Ponds and tanks in the study area along the alignment area summarized inTable 4.27 and 4.28, respectively.

TABLE 4.26LIST OF CANALS/DRAINS AND MAJOR BRIDGE IN THE PROJECT AREA

S. No. Chainage(M)

Name of Stream/Nallah

Major/Minor

Bridge

SpanArrangement

TotalLength

1. 4025 Drain No. 6 Major Bridge 15+25+25+15 80

2.9495 Western Yamuna Canal, Delhi

Branch Major Bridge 2×45 903. 10940 Drain No. 8 Major Bridge 3×45 1354. 31600 West Juan Drain Minor Bridge 1×45 455. 38375 Gurgaon Water Supply Channel Minor Bridge 1×7.5 7.5

6.45025 Kultana-Chudana

Bupania Drain Minor Bridge 1×35 357. 58279 Najafgarh Drain Major Bridge 2×35 708. 67255 Drain Minor Bridge 1×15 159. 83852 Nallah Minor Bridge 3×5 1510. 97065 Padhani Nallah Minor Bridge 2×7.5 1511. 102830 Khor Nallah Minor Bridge 1×15 15

12.104049 Nuh-Subbranch (Gurgaon

Canal) Minor Bridge 1×25 2513. 111707 Nuh Drain Minor Bridge 1×20+2×16.4 52.814. 118850 Gurgaon Canal Minor Bridge 1×23.3 23.315. 123407 Utawar Distributary Minor Bridge 1×15 1516. 125926 Gaunchhi Drain Minor Bridge 15+20+15 50



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17. 128965 Drain 1×15 15TOTAL BRIDGE LENGTH (M) 703.6

Source: DPR, Kundli-Manesar-Palwal Expressway.

TABLE 4.27: LIST OF PONDS IN THE PROPOSED ALIGNMENTS. No. Chainage From Chainage to No. of ponds

1. 95000 96000 12. 102000 103000 13. 132000 133000 14. 135000 135650.3 1

Total 4Source : HSIIDC

TABLE 4.28: LIST OF TANKS IN THE PROJECT AREAS.No. From To Water Tank (Nos.)

1 43430 43430 12 48900 48980 13 57180 57180 14 68190 68190 1

Total 4Source: HSIIDC-Plan showing utilities falling within ROW

4.3.3.2 Cross Drainage StructuresVarious rivers, streams and canals at different locations have intersected the alignment. Asmentioned in Table 2.14, about 352 no. of culverts have been proposed for balancingpurpose. The canal crossings are designed on the basis of design discharge. To facilities thecross drainage at these water crossing, cross drainage structure are located. Table 4.29 showsthe distribution by type of cross-drainage structure on the project Expressway.

TABLE 4.29: CROSS DRAINAGE STRUCTURE ON THE PROJECT ROADItem Nos.

Major bridge 7Minor bridge 19

Culverts 352Total CD structures 378

Source: DPR, Kundli-Manesar-Palwal Expressway



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4.3.3.3 Ground Water

The ground water table varies between 10 to 11m. The location of ground water resourceslike wells/ hand pumps/ tube wells/ bore wells is the prime determinant of the Impacts theyare subjected to due to the proposed project. These community owned resources are the majorsource of potable and irrigation water.

4.3.3.4 Water QualityWater quality can be expressed in terms of physical, chemical characterization of water. Inorder to assess the water quality and the impact on water, samples have been collected atappropriate locations along the alignment. The results of the analysis of water samplescollected by the consultants at various locations are presented in Table 4.30, which presentsthe values of water quality for indicators of organic pollution, physical parameters, andmineral constituents. This indicates that water in Kundli area needs the treatment for drinkingpurpose. Otherwise water is fit for irrigation and construction purpose.

FIGURE 4.30: Water Quality Monitoring Stations:Stations Particulars

GW 1 Crossing point of KMP & NH1, Kundli

GW 2 Crossing point of KMP & NH10, near Bahadurgargh

GW 3 Sultanpur National ParkGW 4 Crossing point of KMP & NH8, IMT, Manesar

GW 5 Village Dhulawat, near NH71 B

GW 6 Crossing point of KMP & NH2, Palwal



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Windrose Diagram

Ground waterMonitoring Stations

Project Site:


FIGURE 4.14: Ground Water Monitoring Stations

NH 1

NH 10


from road)

NH 8

Dhulawat Village

NH 2



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TABLE 4.31GROUND WATER QUALITY

REQUIREMENT AS PER IS:10500-2012

Parameter Units DesirableLimit

Permissiblelimit

GQ1 GQ2 GQ3 GQ4 GQ5 GQ6

Colour Hazen 5 max 15 max <5.0 <5.0 <5.0 <5.0 <5.0 <5.0Odour - AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLETaste - AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLE AGREEABLETurbidity NTU 1 max 5 max <1.0 <1.0 <1.0 <1.0 <1.0 <1.0pH value 6.5-8.5 6.5-8.5 7.63 7.45 7.47 7.55 7.41 7.66Total Dissolved Solids mg/l 500 max 2000max 1471 692 1208 1089 587 653Aluminium mg/l 0.03max 0.2max ND ND ND ND ND NDAnionic Detergent mg/l 0.2max 1.0 max ND ND ND ND ND NDBarium mg/l 0.7max 0.7max ND ND ND ND ND NDBoron mg/l 0.5 max 0.5 max ND ND ND ND ND NDCalcium mg/l 75max 200max 48 24 38 32 24 30Chlorides mg/l 250max 1000max 408 233 311 350 155 233Copper mg/l 0.05max 1.5max ND ND ND ND ND NDFluorides mg/l 1 max 1.5 max 0.08 0.04 0.06 0.03 0.02 0.05Residual Free chlorine mg/l 0.2 min 1.0 min Nil Nil Nil Nil Nil NilIron mg/l 0.3 max 0.3max 0.13 0.11 0.11 0.12 0.1 0.1Magnesium mg/l 30max 100max 29 28 30 30 14.5 29manganese mg/l 0.1 max 0.3 max ND ND ND ND ND ND



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Mineral Oil mg/l 0.5 max 0.5max ND ND ND ND ND NDNitrate mg/l 45 max 100 max 7.2 4 6 3.6 3.2 5.7Phenolic Compound mg/l .001 max 0.002max ND ND ND ND ND NDSelenium mg/l 0.01max 0.01max ND ND ND ND ND NDSulphate mg/l 200max 400max 127 58 120 114.6 73 108Total Alkalinity mg/l 200max 600max 360 188 280 312 240 308Total Hardness mg/l 200max 600max 240 176 220 204 120 196Zinc mg/l 5max 15max ND ND ND ND ND NDCadmium mg/l 0.003max 0.003max ND ND ND ND ND NDLead mg/l 0.01max 0.01max ND ND ND ND ND NDMercury mg/l 0.001max 0.001max ND ND ND ND ND NDTotal Arsenic mg/l 0.01max 0.05max ND ND ND ND ND NDTotal chromium mg/l 0.05max 0.05max ND ND ND ND ND ND

E.coliPer 100

mlshall not be detectable in any

100 ml sample Absent Absent Absent Absent Absent Absent

Total coliformPer 100

mlshall not be detectable in any

100 ml sample Absent Absent Absent Absent Absent Absent

Source: Arihant Anaalytical Laboratory Pvt. Ltd.



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Observations:As per IS 10500:2012, the quality of water was assessed for drinking purposes and followingare the observations made:

pH values at all locations were within accepted standards and in the range of 7.41-7.66.

TDS values were in the range of 581-1471 mg/l, which were exceeding desirablelimits but well within permissible limits.

Residual free chlorine, mineral oil and phenolic compounds were not detected in anyof the samples.

The value of nitrate varied from 3.2- 7.2 mg/l and was much lower than the desirablevalue.

Total alkalinity varied from 188-360 mg/l. The value at GQ 2 was less than thedesirable value of 200 mg/l but at all other locations, the values were more thandesirable limit but within permissible limits of 600 mg/l.

Total hardness varied from 120- 240 mg/l. The values at GQ 2, 5 & 6 were less thanthe desirable value of 200 mg/l but at all other locations (GQ 1, 3 & 4) the valueswere more than desirable limit but within permissible limits of 600 mg/l.

E.coli & Total Coliform were absent from all the samples collected.

Surface Water Quality Standards

Table – 4.32: Water Quality Criteria & Standards for Surface Classification CPCB,1979

As per ISI-IS: 2296-1982, the tolerance limits of parameters are specified as per classifieduse of water depending on various uses of water. The following classifications have beenadopted in India.

Designated-Best-Use

Class ofwater

Criteria

Drinking Water Sourcewithout conventionaltreatment but afterdisinfection

A Total Coliforms Organism MPN/100ml shall be50 or less pH between 6.5 and 8.5 Dissolved Oxygen 6mg/l or more Biochemical Oxygen Demand 5 days 20°C 2mg/l

or lessOutdoor bathing(Organized)

B Total Coliforms Organism MPN/100ml shall be500 or less pH between 6.5 and 8.5



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Dissolved Oxygen 5mg/l or more Biochemical Oxygen Demand 5 days 20°C 3mg/l

or lessDrinking water sourceafter conventionaltreatment anddisinfection

C Total Coliforms Organism MPN/100ml shall be5000 or less pH between 6 to 9 Dissolved Oxygen 4mg/l or

more Biochemical Oxygen Demand 5 days 20°C 3mg/l

or lessPropagation of Wild lifeand Fisheries

D pH between 6.5 to 8.5 Dissolved Oxygen 4mg/lor more Free Ammonia (as N) 1.2 mg/l or less

Irrigation, IndustrialCooling, ControlledWaste disposal

E pH between 6.0 to 8.5 Electrical Conductivity at 25°C micro mhos/cm

Max.2250 Sodium absorption Ratio Max. 26 Boron Max. 2mg/l

Below-E Not Meeting A, B, C, D & E CriteriaNote: ‘--‘Indicates not applicable/relevant

Table 4.33: Surface Water Quality Monitoring Stations

MonitoringStation

Particulars

SW 1 Western Yamuna CanalSW 2 Gurgaon Water Supply ChannelSW 3 Najafgarh DrainSW 4 Nuh DrainSW 5 Gaunchhi drain



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TABLE 4.34SURFACE WATER QUALITY

Requirement as per IS:2296 (CLASS C)

Parameters UnitsRequirement as

per IS:2296(CLASS C)

SW 1 SW 2 SW 3 SW 4 SW 5

Ph Value 8.5 max 7.43 7.78 7.32 7.54 7.15Electrical Conductivity µmhos/cm - 1044 942 1312 1862 1812Total Dissolved solids mg/l - 696 540 880 1134 1215Dissolved Oxygen mg/l 4 min 4.6 5.2 3 3.2 3.2Biochemical Oxygen demand mg/l 3 max 2 2 40 42 35Chemical Oxygen demand mg/l - 8 4 156 172 144

Total Phosphorus mg/l - 0.26 0.26 1.1 1.47 1.23Free ammonia mg/l - <1 <2 <1.0 <1 <1Sodium mg/l - 62.4 38.16 68.2 71.42 72Potassium mg/l - 18.24 18.46 21.2 23.4 26.2Total Nitrogen mg/l - 2 <1 4.6 6.2 4.8Arsenic mg/l - ND ND ND ND NDZinc mg/l - 0.06 ND 0.24 0.18 0.22Phenolic Compound mg/l 0.005 max ND ND ND ND NDMercury mg/l - ND ND ND ND NDIron mg/l 50 max 0.11 0.1 0.15 0.13 0.18Turbidity NTU - 5 5 20 20 20Boron mg/l -- ND ND ND ND ND



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Chlorides mg/l 600 max 258 147 348 424 313Fluoride mg/l 1.5 max 0.12 0.09 0.16 0.19 0.14Nitrate mg/l 50 max 7 4 9.2 10.2 12.5Sulphate mg/l 400 max 83 69 135 154 132Total Alkalinity mg/l - 280 228 328 348 316Magnesium Hardness(CaCO3)

mg/l - 136 71 111 146 70

Sodium Absorption Ratio - - 1.21 0.77 1.42 1.44 1.32Total Coliform MPN/100 ml 5000 max 13 14 24 22 21

Faecal Coliform MPN/100 ml - 17 18 28 24 24Presence of fishes and insect - - Present Present Present Present Present

Bio-assay (Zebra fish) % -90% survival

of fish after 96hours at TF=2

90% survivalof fish after 96hours at TF=2






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Observations:

As per IS:2296 (CLASS C), the quality of water was assessed and following are theobservations made:

pH values at all locations were within accepted standards and in the range of 7.15-7.78.

Dissolved oxygen was found to be less than minimum requirement (4 mg/l) at SW 3,4 & 5, whereas it is more than required at SW 1 & 2.

Biochemical Oxygen Demand is found to be more than maximum permissible (3mg/l) at SW 3, 4 & 5, whereas it is less than permissible at SW 1 & 2.

Chlorides, fluorides, nitrates and sulphates at all locations were found well withinpermissible limits.

Total Coliform at all locations was within permissible limits.

4.3.4 AIR ENVIRONMENTThe baseline status of the ambient air quality has been assessed through an ambient airquality monitoring network. The meteorology of the area plays an important role in the airquality surveillance programmes. The micrometeorological parameters regulate the transportand diffusion of pollutants in to the atmosphere Meteorological data collected from secondarysources (nearest IMD station) provides long-term data that is good for averaging purposes.

4.3.4.1 AIR QUALITYThe study area represents the mostly agriculture, industrial or habitation area along theproposed alignment. The proposed alignment crosses four national highways namely NH1,NH-2, NH-8 and NH-10. As per the present scenario, the major sources of air pollution in theregion are vehicular traffic and dust arising from field / road activities. Since no regular airquality monitoring is conducted in the project area, there is no existing data on air quality ofthe project sites on long-term basis. Arihant Analytical Lab have generated air quality data byconducting air quality monitoring at selected locations. The prime objective of baseline airquality survey is to assess the air quality of the area. This will be useful in assessing theconformity to standards of the ambient air quality during the construction and operation ofthe expressway. The methodology adopted for air quality monitoring is as given below.



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The location of ambient air quality monitoring stations is given in Table 4.36, Table 4.37shows the daily average (24 hourly) SPM, NOx and CO and HC monitoring results. Whencompared with the National Ambient Air Quality Standards (refer Table 4.35).

4.3.4.2 National Ambient Air Quality Standards (NAAQS)The permissible air quality standards for particulate and gaseous pollutants as laid down bythe CPCB are presented in Table-4.35.

Pollutant Time WeightedAverage

Concentration in Ambient air (g/m3)IndustrialResidential Rural& Other area

Ecologicallysensitive area(notified bycentral Govt.)

Methods of measurement

Sulphur Dioxide(SO2)

Annual Average* 50 20 -Improved West and Gaeke-UV fluorescence24 hr** 80 80

Nitrogen Dioxide(NO2)

Annual Average * 40 30 -Modified Jacob &Hochheiser (Na-Arsenite)-Chemiluminescence24 hr** 80 80

Particulate Matter(size less than 10µm) or PM10µg/m3

Annual Average * 60 60 -Gravimetric-TOEM-Beta attenuation24 hr** 100 100

Particulate Matter(size less than 2.5µm) orPM2.5µg/m3

Annual Average * 40 40 -Gravimetric-TOEM-Beta attenuation24 hr** 60 60

Ozone (O3) µg/m3 8hr** 100 100 -UV photometric-Chemiluminescence-Chemical Method1 hr** 180 180

Lead µg/m3 Annual Average * 0.50 0.50 -AAS/ICP method aftersampling on EPM 2000 orequivalent filter paperED-XRF using Teflon filter

24 hr** 1.0 1.0

Carbon monoxidemg/m3

8 hr** 02 02 -Non Dispersive Infra-red(NDIR) spectroscopy1 hr** 04 04

Ammonia (NH3)µg/m3

Annual Average * 100 100 -Chemiluminescence-Indophenol Blue method24 hr** 400 400

Benzene (C6H6)µg/m3

Annual Average * 05 05 -Gas Chromatography basedcontinuous analyzer-Adsorption and desorptionfollowed by GC analysis.



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Pollutant Time WeightedAverage

Concentration in Ambient air (g/m3)IndustrialResidential Rural& Other area

Ecologicallysensitive area(notified bycentral Govt.)

Methods of measurement

Benzo(a)Pyrene(BaP)-particulatephase only, ng/m3

Annual Average * 01 01 -Solvent extraction followedby HPLC/GC analysis

Arsenic (As)ng/m3

Annual Average * 06 06 -AAS/ICP method aftersampling on EPM 2000 orequivalent filter paper

Nickel (Ni) ng/m3 Annual Average * 20 20 -AAS/ICP method aftersampling on EPM 2000 orequivalent filter paper

*Annual Arithmetic mean of minimum 104 measurements in a year at a particular site taken twice a week 24 hourly atuniform interval.** 24 hourly 08 hourly or 01 hourly monitored values, as applicable shall be complied with 98% of the time in ayear. 2% of the time, they may exceed the limits but not on two consecutive days of monitoring.

4.3.4.3 Ambient Air Quality in the Study Area

TABLE 4.36: Ambient Air Quality Monitoring StationsS.No. Particulars Direction Distance from

Road1 Crossing point of KMP & NH-1, Kundali Downwind, E Within 50 m

2 Crossing point of KMP & NH-10, near Bahadurgargh Upwind, W Within 100 m3 Sultanpur National Park Downwind, E 2.3 km

4 Crossing point of KMP & NH-8, IMT, Manesar Downwind, E Within 50 m

5 Village Dhulawat, near NH-71 B Downwind, South 400 m

6 Crossing point of KMP & NH-2, Palwal Upwind, W Within 50 m



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Windrose Diagram

Air MonitoringStations

Project Site:


FIGURE 4.15:Air Monitoring Stations

These areas are marked on Figure 4.15. In addition to ambient air quality monitoring(National Ambient Air Quality Standards) data published by Central Pollution Control Boardfor the locations close to the project has also been reviewed. The selection of the receptors isdiscussed in Section 4.1.Composite samples were prepared using three 8-hr samples collected at each location.Monitoring was done with a frequency of twice a week at each location. The monitoringduration was one month. The samples were analyzed for pollutants of interest (CO, NO2,SO2,PM10 and PM2.5) using the appropriate method prescribed by Bureau of Indian Standardsand Central Pollution Control Board. Air quality sampling locations and results obtained ateach location are given in the table below. The ambient air quality monitoring was done for3-month duration during 1st NOV 2015 to 30th JAN 2016.The parameters monitored were: PM10

PM2.5

NH 1

NH 10


from road)

NH 8

Dhulawat Village

NH 2



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Sulphur dioxide (SO2) Nitrogen dioxide (NO2) Carbon Monoxide (CO)

For gaseous samples, 8 hourly samples were collected, while 24 hourly sampling wasconducted for PM10 and PM2.5.The detailed methodology for baseline data collection andsampling procedure is given in Appendix –4.1.

Parameters TEST METHODS USEDPM 2.5 SOP- (AAL/SOP/ENV/002)/ CPCB

GuidelinesPM 10 IS- 5182 (P-23)-2006

Sulpher Dioxide (as SO2) IS- 5182 (P-2)-2001Oxide of Nitrogen (as NO2) IS- 5182 (P-6)-2006Carbon Monoxide (as CO) IS- 5182 (P-10)-1999

Reaff. 2003Free Silica (as SiO2) Gravimetric Method

Table: 4.37 (a) Average Ambient Air Test Results (Sampling Period Nov 2015)S.No. Parameters Units Limits

(24hrs.)AQ1 AQ2 AQ3 AQ4 AQ5 AQ6

1 ParticulateMatter (PM2.5)

µg/m3 60 75.78 73.14 72.99 80.35 72.72 79.94

2 ParticulateMatter (PM10)

µg/m3 100 155.10 144.09 150.37 156.32 147.01 154.26

3 SulphurDioxide(SO2)

µg/m3 80 17.18 17.78 18.57 18.35 18.33 17.67

4 NitrogenDioxide(NO2)

µg/m3 80 26.92 26.52 27.18 27.34 26.09 25.60

5 CarbonMonoxide(CO)

mg/m3 02(for 8 hr)

<0.2 <0.2 <0.2 <0.2 <0.2 <0.2

6 SiO2 mg/m3 0.10 0.11 0.09 0.11 0.10 0.11

NOTE: g/m3 = micro gm/meter cube, mg/m3 = milli gm/meter cube,Source: Outsourced from Arihant Anaalytical Lab



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Table: 4.37(b) Average Ambient Air Test Results (Sampling Period Dec 2015)S.No. Parameters Units Limits



µg/m3 60 74.40 72.15 73.86 77.02 73.30 71.06


µg/m3 100 126.36 120.99 129.34 134.82 124.67 122.30


µg/m3 80 17.26 16.48 17.06 17.70 16.85 17.71


µg/m3 80 26.68 26.99 27.16 25.86 26.23 26.82


mg/m3 02(for 8 hr)

<0.2 <0.2 <0.2 <0.2 <0.2 <0.2

6 SiO2 mg/m3 0.11 0.09 0.11 0.11 0.11 0.10

Table:4.37(c) Average Ambient Air Test Results (Sampling Period Jan 2016)S.No. Parameters Units Limits



µg/m3 60 79.45 74.27 66.31 82.91 70.97 73.58


µg/m3 100 142.45 126.18 123.55 149.49 132.07 131.46


µg/m3 80 17.50 17.08 16.66 17.42 17.22 17.27


µg/m3 80 27.42 26.60 27.64 25.69 26.87 26.74


mg/m3 02(for 8 hr)

<0.2 <0.2 <0.2 <0.2 <0.2 <0.2

6 SiO2 mg/m3 0.10 0.10 0.20 0.11 0.09 0.11



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Table: 4.37 (d) Average Ambient Air Test Results (Sampling Period Nov-Dec 2015-Jan2016)

S.No. Parameters Units Limits(24hrs.)

AQ1 AQ2 AQ3 AQ4 AQ5 AQ6


µg/m3 60 76.54 73.19 71.05 80.09 72.33 74.86


µg/m3 100 141.30 130.42 134.42 146.88 134.58 136.00


µg/m3 80 17.31 17.11 17.43 17.82 17.47 17.55


µg/m3 80 27.01 26.70 27.32 26.30 26.40 26.39


mg/m3 02(for 8 hr)

<0.2 <0.2 <0.2 <0.2 <0.2 <0.2

6 SiO2 mg/m3 0.10 0.10 0.13 0.11 0.10 0.10

4.3.4.4 Observations of the resultsThe observed results are discussed as under:

Observations on ambient PM10 levels

The average values of PM10 level at various monitoring stations during the monitoring rangedfrom 130.42 to 146.88 µg/m3. The PM10 values at monitoring stations are more than thepermissible limit of 100 µg/m3 specified for rural, residential, industrial and ecologicallysensitive areas (refer Table- 4.37 d). This is due to the fact that monitoring samples werecollected from heavy traffic junctions, industrial areas etc.

Observations on ambient PM2.5 levels

The PM2.5 level at various monitoring stations ranged from 71.05 to 80.09 µg/m3. The PM2.5

values at the monitoring stations were more than the permissible limit of 60 µg/m3 specifiedfor rural, residential, industrial and ecologically sensitive areas (refer Table- 4.37 d). This isdue to the fact that monitoring samples were collected from heavy traffic junctions, industrialareas etc.

Observations on ambient SO2 levels



EIA REPORT


The SO2 levels as observed at various stations in the study area ranged from 17.11 to 17.82µg/m3. The values of SO2 monitored during the field survey were well within the permissiblelimit of 80 g/m3 specified for rural and residential areas (refer Table- 4.37 d).

Observations on ambient NO2 levels

The NO2 levels as observed at various stations in the study area ranged from 26.30 to 27.32µg/m3. The NO2 levels monitored during the field survey were well within the permissiblelimit of 80 g/m3 specified for rural and residential areas (refer Table- 4.37 d).

Observation on ambient CO levels

The value of CO is <0.2 mg/m3 at all the monitoring locations which is well within thepermissible limits of 02 mg/m3 as specified for rural and residential areas (refer Table- 4.37d).

4.3.4.5 Comparison of Primary & Secondary Data

Table 4.38: Comparison between Primary and Secondary air quality

Pollutants NAAQ Standards(24 hrs)

Primary Data Range

(From Table 4.37 d)

Secondary Data(Average of Nov- Dec2015 and Jan 2016)(From Table 4.8-4.11) atHSPCB, Gurgaon

PM10 100 µg/m3 130.42 to 146.88 µg/m3 188.81 µg/m3

PM2.5 60 µg/m3 71.05 to 80.09 µg/m3 100.27 µg/m3

SO2 80 µg/m3 17.11 to 17.82 µg/m3 5.11 µg/m3

NO2 80 µg/m3 26.30 to 27.32 µg/m3 18.7 µg/m3

The pollutant levels at various monitoring stations are found to be lower than those recordedby CPCB, except for SO2 which is more than recorded CPCB levels.

The reason behind higher values of pollutants recorded from secondary source (HSPCB,Gurgaon) is that Gurgaon is a commercial and industrial city and pollution here is high.



EIA REPORT


But Primary data collected is a cumulative of various locations including habitations, roads,industrial etc, hence lower than data collected from secondary source.

SO2 levels at monitoring stations are higher than CPCB recorded values, but well withinNAAQS. This is due to the vehicular movement on various National Highways from where(and from locations near it) the primary data was collected.

4.3.5 NOISE ENVIRONMENT

Noise attributed to roads depends on factors such as traffic intensity, the type and conditionof the vehicles plying on the road, acceleration/deceleration/gear changes by the vehiclesdepending on the level of congestion and smoothness of road surface (IRC: 104-1988). Highnoise levels are a concern for sensitive receptors, i.e., hospitals, educational institutions, etc.

The Central Pollution Control Board has specified ambient noise levels for different land usesfor day and night times. Importance was given to the timing of exposure and areas designatedas sensitive. Table 4.39 give the noise standards specified by the Central Pollution ControlBoard.

Table – 4.39: National Ambient Noise Level Standards

Area Code CategoryLimits in Decibels (dB A)

Day Time Night TimeA Industrial 75 70B Commercial 65 55C Residential 55 45D Silence Zones 50 40

Source: Central Pollution Control Board, New Delhi

Note: (1) Daytime: 6 AM to 10 P.M., Night-time: 10 PM to 6 AM;(2) Silence zone is an area up to 100 m around premises as hospitals, educational

institutions and courts.

The noise monitoring was conducted at 5 locations within the study area. Normally, forselection of noise monitoring stations, sensitivity of sites is also considered. As per the CPCBstandards, sensitive locations are covered under Silence Zone, which includes an area up to100 m around premises as hospitals, educational institutions and courts.



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The “A weighted” sound level was continuously measured using Noise meter at 5 minutesinterval for one day in each survey locations as per the CPCB procedures. The parametersmonitored are given as below: Max Noise Level (L max) Min noise level (Lmin) Maximum hourly Leq Minimum hourly Leq Leq value 15 hourly (6 am-9pm) at 5 minutes interval Leq value 9 hourly (9 p.m. – 6 am) at 5 minutes interval L10

L 50

L90

The detailed methodology for baseline data collection and sampling procedure is given inAppendix – 4.1. The location of ambient noise monitoring stations is shown in Figure 4.16,and Table-4.40. Table 3.30 a & b gives the values arrived for day and night from themeasured noise levels at an interval of five minutes at various locations.

TABLE 4.40: Ambient Noise Quality Monitoring StationsS.No. Particulars Direction Distance from

Road1 Crossing point of KMP & NH-1, Kundali Downwind, E Within 50 m

2 Crossing point of KMP & NH-10, near Bahadurgargh Upwind, W Within 100 m

3 Sultanpur National Park Downwind, E 2.3 km4 Crossing point of KMP & NH-8, IMT, Manesar Downwind, E Within 50 m

5 Village Dhulawat, near NH-71 B Downwind, South 400 m

6 Crossing point of KMP & NH-2, Palwal Upwind, W Within 50 m



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Windrose Diagram

Noise MonitoringStations

Project Site:


FIGURE 3.16: Noise Monitoring Stations

Table 4.41: Noise Monitoring Report (Sampling Period Nov- Dec 2015 & Jan 2016)

Parameters Unit NQ1 NQ2 NQ3 NQ4 NQ5 NQ6

Lmin dB(A) 42.26 42.14 38.98 41.47 38.16 42.00

L10 dB(A) 68.06 68.81 65.31 67.11 63.03 66.96

L50 dB(A) 59.03 59.31 54.89 58.21 53.10 58.27

L90 dB(A) 44.59 44.83 41.50 44.13 40.75 44.14

Leq dB(A) 64.30 64.75 61.23 63.53 59.90 63.39

Lmax dB(A) 72.18 72.23 69.33 71.78 68.94 71.95

Leq-Day dB(A) 65.90 66.35 62.84 65.13 61.51 64.97

Leq-Night dB(A) 52.37 52.01 49.01 50.96 47.42 51.50Source: Outsourced from Arihant Lab

NH 1

NH 10


from road)

NH 8

Dhulawat Village

NH 2



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The daytime equivalent noise level ranged from 61.51 to 66.35 dB (A). Likewise, night-timeequivalent noise level ranged from 47.42 to 52.37 dB (A) at various sampling stations. Theaverage day time equivalent noise level was lower than the permissible limit of 75 dB (A)specified for Industrial area at NQ1, NQ2, NQ4 & NQ6. Also, the average night timeequivalent noise levels at these stations were lower than the permissible limit of 70 dB (A)specified for Industrial area.Station NQ3 (Commercial) was found to have recorded average equivalent day time noiselevels (62.84 dB and 61.51 dB) lower than the norms for commercial area (65 dB). The nighttime equivalent noise level (49.01 dB) at the station was lower than the permissible limit of55 dB (A) specified for Commercial area.

Station NQ5 (Residential) was found to have recorded average equivalent day time noiselevels (61.51 dB) higher than the norms for residential area (55 dB). The night timeequivalent noise levels (47.42 dB) at the station was higher than the permissible limit of 45dB (A) specified for residential area. This is due to traffic, ongoing commercialization andconstruction activities.

4.3.5.1 Traffic Density

4.7.5.1.1 Growth of Registered Vehicles

The growth of registered motor vehicles in Haryana state as per office of Commissioner ofTransport, Haryana is given in Table 4.42 below:

Table 4.42: Registered Vehicles (in no.)Year Truck Tractor Buses Two/Three

WheelerCar, Jeep,

Taxiand others

Total

1990-91 5212 15153 48 54560 8507 834801995-96 7548 16705 699 75063 21347 1213622000-01 11304 20989 1022 128488 45310 2071132001-02 10790 17184 1724 133700 49416 212814

The trend analysis was carried out for vehicle category Car, Bus, Truck, 2 Wheelers and totalregistered vehicles by annual compound growth rate and log regression method. Growth ratesas worked out for traffic projections for Car, Bus, Truck and 2 Wheeler are tabulated below:



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Table 4.43: Growth Rate from Registered Vehicles

VehiclesType

ByRegression

Analysis

CompoundGrowth

Rate per AnnumCar 18.9% 18.3%Buses 16.9% 19.8%Trucks 7.97% 7.5%2W/3W 9.77% 9.4%Total Vehicles 10.18% 9.4%

4.3.5.2 Transport Demand Elasticity

Transport demand elasticity is one of the methods of establishing relationships betweentransport demand (i.e. number of vehicles) and the parameters (prices, GDP, per capitaincome etc.) affecting the demand for vehicles (passenger and freight). This relationship mayremain static or may change in future due to disproportionate changes in the future growth orparameters and/or technological changes in vehicles characteristics. Transport elasticity is ameasure of percentage change in transport demand w.r.t. percentage change in the parameters(such as prices, per capita income, population etc.) influencing the demand.

On the basis of the above formulation the transport demand elasticity forpassenger and freight vehicles were estimated by using the following equations:

Elasticity for Passenger TrafficE= G/((1+Gp) × (1+GPCI) – 1)

Where, E = Elasticity of Transport DemandGp = Population growth rateGPCI = Per Capita income growth rateG = growth factor

Elasticity for Freight Traffic

E= G/GNSDP

Where, E = Elasticity of Transport DemandGNSDP = Net State Domestic Product growth rateG = growth factor



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Based on the above parameters the elasticity for Car, Bus and 2 Wheeler andtrucks are worked out as given below:

ECAR = 0.18 = 3.02(1.025 × 1.033-1)

E2W = 0.097 = 1.65(1.025 × 1.033-1)

EBUS = 0.169 = 2.87(1.025 × 1.033-1)

ETRUCK = 0.079 = 1.350.0584

To arrive at a realistic Transport demand elasticity a comparison of the elasticityobtained for different category of vehicles from various studies have been made and suitablevalues adopted for the project are given below:

Table 4.44: Comparison of Transport Demand Elasticity

SI. Study Reference Vehicle category2 Wheeler Car Bus Truck

1 Haryana State Average 1.7 3.00 2.9 1.42 Delhi State Average 0.7 1.2 1.5 0.53 Expressway Network studies in India - 1.7 1.3 1.5

4Similar projects NH-4 and NH-46 inChennai 2.4 1.7 1.3

5 ADB studies in India 2.1 1.8 1.5 1.3Adopted for this projects 1.7 1.7 1.5 1.4

Elasticity worked out for car and bus do not agree with other studies and references. Delhiand Chandigarh have major influence in registration of motor vehicles, especially forpassenger segment of traffic. Therefore, appropriate values are adopted based on similarstudies and references.

4.3.5.3 Projected Traffic and Growth Rates

Traffic growth rates for the proposed expressway are estimated on the basis of adoptedtransport demand elasticity. State Economy that is growing @ 5.8% at present is expected tocontinue its performance with further enhancement. An average growth rate of is consideredappropriate for next 10 years period.



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The growth rates suggested by earlier studies have been compared with the present growthrate for the traffic projections. Tables 4.45 presents comparative picture on the growth rates.

Table 4.45: Vehicle growth rate for various class of Vehicles.SI.No.

Description Vehicle category2 Wheeler Car Bus Truck

1Present study- Socio-economicparameters 10.2 10.2 9.00 8.4

2Past Growth- Veh Registration,Haryana 9.8 8.0

3 Expressway Network studies in India 9.4 7.2 6.6 7.1

4Similar project NH-4 and NH-46 inChennai 8.0 8.0 6.0 8.0

It may be seen from Table 4.45that the trend for the annual growth rate for twowheeler andtruck is quite comparable with other references while passenger traffic (car and bus) growthon the project road is substantially on higher side. Therefore growth rates adopted are basedon a comparison to similar study findings.

High growth of economy is assumed for next 10-year period (2015-14) that may be difficultto sustain over further longer period. At this stage, it may not be possible also to make anobjective assessment in this regard. Therefore a stepped-down growth rate is adopted for theperiod beyond 2014. Accordingly, estimated future growth rates are given in Table 4.46.

Table 4.46: Projected Annual Growth Rates

Year 2 Wheeler Car Bus Truck2005-14 10% 10% 8% 8%Beyond

2018 10% 10% 8% 8%

4.3.6 BIOLOGICAL ENVIRONMENT4.3.6.1 Forest/Trees in ROWThe land acquired for the purpose is predominantly agriculture. About 70% length of theproposed expressway passes through cultivated land and remaining 30% length traversethrough forest, barren and inhabited area. About 3846.67 acres of land have been alreadyacquired for the project which also includes 35.63 ha (88.04 acre) of forest land.Hence 3846.67 acres of land has been diverted from agriculture/forest or other landuse toroad construction.



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TABLE 4.47: Forest land involved as per FCA 1980.S. No District Area (ha)1. Gurgaon 4.602. Palwal 2.703. Sonipat 3.104. Jhajjar 1.975. Mewat 23.26

Total 35.63

Note: NOC for forest clearance has been obtained. Copy attached as Annexure V

About 75,932 trees to be cut along alignment in the area other than forest land. About 35.63ha forest land is also involved. Forest clearance is already obtained by HSIIDC from theMoEF vide letter no. - 9-HRC1261/2006-CHA/12412, dated 11 December 2007.Compensatory Afforestation shall be as per Annexure VI.

4.3.6.2 Habitat Assessment in the Study AreaThe information on prevailing baseline in proposed project site is important because projectactivities might lead to loss of the ecological resources, if existing. The information willfurther enable to evaluate the feasibility and efficacy of the mitigation options that are beingproposed by environmentalist and conservationist to incorporate conservation concerns inmitigating the impacts of developmental project.The study area was taken as 10 Km radius around the alignment:

4.3.6.3 Methodology

Detailed survey was conducted to evaluate floral and faunal composition of the studyarea. Primary data on floral and faunal composition was recorded during site visit andsecondary data was collected from the Forest department and published relevant literature.Field study period: The ecological survey has been conducted for one season. The details aregiven as below:Core zone: At the project site along KMP Expressway.

Buffer zone: Around the project site in 10 km radius.

Inventory of flora and fauna has been prepared on the basis of collected data. The mode ofdata and parameters considered during field investigations is given below:



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4.3.6.4 Flora

The present study on the floral assessment for the proposed project activity is based onextensive field survey of the area. The study has been conducted in pre monsoon season andpost monsoon period. The plant species were identified with the help of experts of relatedfields and nearby Institutions. Besides the collection of plant species, information wasalso collected with vernacular names of plant species made by local inhabitants. In thisprocess the whole study area was divided into different sections to get the maximum diversityof plant species. The sampling sites were selected based on land use pattern, topography andfloristic composition of the study area. The other relevant data on bio-diversity, likeeconomically important plant species and medicinal plant, rare and endangered species inthe study area have been collected from secondary sources like forest and wild lifedepartments. The plant species found in the area are mentioned below.

Table 4.48: Diversity of Flora in Study AreaS. No. Scientific Name Common Name Family

TREES1. Acacia leacophloea Raunj Fabaceae2. Acacia nilotica Var.

IndicaKikar Fabaceae

3. Acacia senegal Khairi Fabaceae4. Acacia tortilis Israeli Kikar Fabaceae5. Ailanthus excelsa Ulloo Neem Simaroubaceae6. Albizia lebbek Siris Fabaceae7. Azadirachta indica Neem Meliaceae8. Anogeissus pendula Dhauk Combretaceae9. Bauhinia racemosa Kachnar Fabaceae10. Bombax ceiba Semal Malvaceae11. Boswellia serrata Salai Burseraceae12. Butea monosperma Dhak Fabaceae13. Cassia fistula Amaltas Fabaceae14. Cassia siamea -- Fabaceae15. Cordia dichtoma Lasura Boraginaceae16. Capparis deciduos Kair or Karir Capparaceae17. Dalbergia sissoo Shisham Fabaceae18. Delonix regia Gulmohar Fabaceae19. Eucalyptus hybrid Safeda Myrtaceae20. Eucalyptus Safeda Myrtaceae

camaldulensis21. Ficus bengalesis Barh Moraceae22. Ficus glomerata Gullar Moraceae23. Ficus religiosa Peepal Moraceae



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24. Holoptelea intergrifolia Pahari Papri25. Jacaranda mimosaefolis Jacarnda Bignoniaceae26. Kigelia pinnata Kigelia Bignoniaceae27. Leucaena leucocephala Su-Babul Fabaceae28. Melia azedarach Bakain Melia azederach29. Mitragyana parvifolia Phaldu Rubiaceae30. Moringa oeifera Sohanjna Moringaceae31. Parkinsonia aculeate Parkinsonia Fabaceae32. Phoenix sylvestris Khajur Arecaceae33. Pongamia pinnata Papri, Karanj Fabaceae34. Pongamia glabra Papri Fabaceae35. Prosopis cineraria Jand, andi Fabaceae36. Prosopis juliflora Vilayati Kikar Fabaceae37. Salvadora oleides Jal Salvadoraceae38. Streculia urens Gum Karaya Malvaceae39. Syzygium cumini Jamun Myrtaceae40. Tamarindus indica Imli Fabaceae

Shrubs41. Acacia jacquemontii Babul Fabaceae42. Adhatoda vasica Bansa Acanthaceae43. Agava americana Keora Asparagaceae44. Amaranthus gracilis Cholai Amaranthaceae45. Argemone mexicana Kandheli or Kanteli Papaveraceae46. Asphodels tenuifolius Piaza Xanthorrhoeaceae47. Bougainvillea Spp Boungainvillea Nyctaginaceae48. Calotropis procera Aak Asclepiadaceae49. Cannabis sativa Bhang Cannabaceae50. Carissa horrinda Hins Apocynaceae51. Carissa spinarum Kaaunda Apocynaceae52. Cassia tora Panwar Fabaceae53. Chenopodium album Bathua Chenopodiaceae54. Crotolaria juncea -- Fabaceae55. Datura alba Dhatura Solanaceae56. Dodonaea viscose -- Sapindaceae

CREEPERS, CLIMBERS, PARASITES AND SEDGES57. Citrillus colocynthus -- Cucurbitaceae58. Cuscuta reflexa Akash Bel Convolvulaceae59. Cucumis pubescens Kachri Cucurbitaceae60. Cyperus rotundus Motha Cyperaceae61. Loranthus Spp. -- Loranthaceae62. Portulaca oleracea -- Portulacaceae63. Solanum zanthocarpum Kateli Solanaceae64. Trianthema

portulacastrumSanta/Santi Aizoaceae

65. Tribulus terrestris Gokhru Zygophyllaceae66. Tridax procumbens Sadahari Asteraceae



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67. Vallaris solanacea Dudhi Apocynaceae68. Vallaris heyni -- Apocynaceae

GRASSES69. Andropogon laniger Khawi Poaceae70. Cenchrus celiaris Anjan Poaceae71. Cenchrus setigerus -- Poaceae72. Chrysopogon montanus Dhotu Poaceae

4.3.6.5 Fauna

The study of fauna takes substantial amount of time to understand the specific faunalcharacteristics of the area. The assessment of fauna have been done on the basis of secondarydata collected from different government offices like forest department, wildlife departmentetc. The presence of wildlife was also confirmed from the local inhabitants depending on theanimal sightings and the frequency of their visits in the project area.

4.3.6.6 Avifauna

During Birds survey actual counts of birds were made following the standard surveytechnique. The number of birds observed in each sampling location was counted and listingwas made. The details of the diversity of fauna have been shown in Table 4.49.There is a relatively poor sighting of animals in the core and buffer areas of theexpressway.

Table 4.49: Diversity of Fauna in the Study AreaAVIFAUNA

S. No. Scientific Name Local Name Schedule As Per (WildLife Protection Act 1972)1. Phalacrocorax niger Little Cormorant Schedule IV2. Vanellus indicus Red Wattled Lapwing Schedule IV3. Streptopelia tranquebarica Red Collared Dove Schedule IV4. Saxicoloides fulicata Indian Robin Schedule IV5. Corvus macrorhynchos Jungle Crow Schedule IV6. Acridotheres ginginianus Bank Myna -----7. Merops leschenaulti Chestnut-headed Bee -Eater Schedule IV8. Merops orientalis Small Bee-Eater Schedule IV9. Streptopelia senegalensis Little Brown Dove Schedule IV10. Passer domesticus House sparrow -----

MAMMALSS. No. Scientific Name Common Name Schedule As Per (Wild

Life Protection Act 1972)



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1. Suncus murinus Grey Musk Shrew Schedule V2. Lepus negricollis Indian Hare Schedule IV3. Apodemus sylvaticus Common Field Mouse Schedule V4. Bandicota bengalensis Indian Mole Rat Schedule V5. Sus scrofa Wild boar Schedule III6. Axis porcinus Hog Deer Schedule III7. Bosephalus tragocameleus Nilgai Schedule III8. Hyaena hyaena (Linn) Striped hyaena Schedule III9. Cervus unicolor Sambhar Schedule IV10. Bungarus caeruleus Common indian krait Schedule IV11. Rattus rattus House Rat Schedule V12. Lepus negricollis Indian Hare Schedule IV13. Funambulus pennanti Palm Squirrel Schedule IV14. Apodemus sylvaticus Common Field Mouse Schedule VSource: Data collected during Field Visit

4.3.6.7 FisheriesThe different water courses of the state are abound with many species of fish. The importantones observed in the study area are Back fish Parri, Katla, Mrigal, Chunni, Bata, Siriha,Ghally, Mallee, Snake head fish, Dolla, curd etc.

Endangered and Threatened Species

Endangered and threatened animals of India have been listed in the Schedule I and ScheduleII of the Wildlife (Protection) Act, 1972 (amended in 2001).No threatened, rare, endangered or endemic species were observed in the study area.

Schedule I: None of the species were recorded from Schedule I.

Schedule II: None of the species were recorded from Schedule II

4.3.6.8 National Parks, Sanctuaries, Biosphere Reserves, Wildlife Corridors

There is no eco sensitive areas i.e National Parks, Sanctuaries, Biosphere Reserves,and Wildlife Corridors falling in the study area except Sultanpur National Park which lies at adistance of 2.3 km east of the expressway.

Sultanpur National ParkOn April 2, 1971, the Jheel (an area of 1.21 sq. Km.) was accorded Sanctuary status undersection 8 of the Punjab Wildlife Preservation Act of 1959. The status of the park was



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upgraded to National Park under Section 35 of the Wildlife (Protection) Act, 1972 on July5th, 1991. Simultaneously the area was increased to 1.42 sq. Km. The National Park has beencarved out of the land of Sadhrana, Chandu, Sultanpur and Saidpur villages.

Approximately 250 species of Birds are found at Sultanpur Bird Sanctuary. Some of them areresident, while others come from distant regions like Siberia, Europe and Afghanistan.

Resident BirdsSome of the resident birds are: common hoopoe, paddyfield pipit, purple sunbird, littlecormorant, Indian cormorant, common spoonbill, gray francolin, black francolin, Indianroller, white-throated kingfisher, spotbill, painted stork, black-necked stork, white ibis, black-headed ibis, little egret, great egret, cattle egret, crested lark, red-vented bulbul, rose-ringedparakeet, red-wattled lapwing, shikra, Eurasian collared dove, red-collared dove, laughingdove, spotted owlet, rock pigeon, magpie robin, greater coucal, weaver bird, bankmynah, common mynah and green bee-eater.

Migratory BirdsEvery year over a hundred migratory bird species visit here to feed. In winter the sanctuaryprovides is a panorama of migratory birds such as Siberian crane, greaterflamingo, ruff, black-winged stilt, common teal, common greenshank, northernpintail, yellow wagtail, white wagtail, northern shoveller, rosy pelican, spot billedpelican, gadwall, wood sandpiper, spotted sandpiper, Eurasian wigeon, black-tailedgodwit, spotted redshank, starling, bluethroat and long-billed pipit. In summer about 11species of migratory birds such as Asian koel, black-crowned night heron, grey heron, Indiangolden oriole, comb duck, blue-cheeked bee-eater, blue-tailed bee-eater and cuckoos comehere.

In addition to the many birds, animals such as blue bull and black buck are also seenhere. Trees which are popular with the birds like Acacia nilotica, Acaciatortilis, berberis and neem have been planted.

4.3.7 SOCIO-ECONOMIC ENVIRONMRNT4.3.7.1 Socio-Economic ScenarioThis section discusses the baseline scenario of the socio-economic environment in the studyarea and the anticipated impacts of the Proposed Project on the socio-economic environment.The issues under focus in this chapter are demographic structure, economic activities, andeducation literacy rate and infrastructure resources.



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Built-up areas are around 1-2 km away from the alignment and are not likely to pose anytraffic congestion. Moreover, the Kundali-Manesar-Palwal Expressway is access-control withconnectivity at few selected location. Major built up areas of this stretch are shown in Tablebelow. Te list here is of Segment 1 & 2, which are yet to be constructed.

Table 4.50: List of the villages along the alignment

S.no Location/ Chainage,(m) Village Name1 0000 Rai (Kundli)2 1000 Badhmulak3 2500 Jatedi4 4000 Akbarpur Barota5 6600 Ladpur6 9300 Abbaspur7 11900 Mandaura8 13200 Turkpur9 18000 Pipli10 20400 Gopalpur11 23800 Pai12 26000 Nilothi13 29200 Khedi Jassaur14 32200 Asaudi Todardan15 38500 Mandhauthi16 40000 Daboda Kalan17 41150 Silothi18 42500 Daboda Khurd19 46100 Bupania20 53000 Badli21 54800 Dariyapur22 56000 Lagarpur23 58200 DaverKhana24 59900 Munda Khera25 60000 Ismailpur26 66400 Sultanpur27 68500 Saidpur28 71250 Patli29 73500 Jhundsarai30 76300 Prem Nagar31 77250 Baslanbhi32 78200 Kharkhari33 80800 Mokhalavas34 81800 Fakharpur35 83000 Panchgaon



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4.3.7.2 Infrastructural Facility in the study area:The Study Area is well equipped with education, medical facility, drinking water,communication, approach roads and irrigation. Gurgaon, Manesar, Palwal etc are thebusiness centres having well-developed infrastructural facilities.

4.3.7.3 Education:The study area has adequate facility of education; there are several primary and secondaryschools located in the area. The educational facilities are provided in stages i.e. junior basicschool, senior basic school, higher secondary school, degree colleges and technicalInstitutions.

4.3.7.4 Public Health:Available medical facilities in the Study Area are hospitals, dispensaries, health centers,public health Sub centers; maternity homes etc. within a range of 5-10 kms, most of thevillages in the Study Area have medical facility available in one or the other.

4.3.7.5 Drinking Water:The study Area has good drinking water facility. Drinking water is available in all villages.Major source of drinking water is tap water, hand pumps and well.

4.3.7.6 Communication:Telecommunication facility in the study area is very good. An electronic telephone exchangeis working in the study area, and mobile facility is also available. The major mobile operatorsare Airtel, Vodafone, Tata, Reliance, Jio, MTNL, Idea.

4.3.7.7 Roads and Transportation System:The project intends to decongest the Capital city Delhi and to improve the connectivity of 5major districts of Haryana. The expressway is well connected by National Highways (1, 10, 8& 2), state highways and district roads.

4.3.7.8 Power and Electricity:The Study Area has Good electricity connection, almost the entire area has access to powersupply for all purposes (i.e. Domestic, agriculture Industrial and commercial).

4.3.7.9 Irrigation:The Districts are not drought prone. Irrigation in the district is done by surface and groundwater as well. There are a large number of wells for irrigation. Even though the farmers havethese facilities, yet they are largely dependent on the monsoons for a successful crop.



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4.3.7.10 Cropping Pattern:The cropping patterns are based upon Rabi & Kharif types. Rabi crops include wheat, milletand maize, while the Kharif crops include soybean, pulses & cereals. The alluvial soils arevery suitable for Cash crops.The district wise cropping pattern in the study area is as below:District Crops in descending order of magnitudeSonepat Jowar, sugarcane, rice, wheat, mustardJhajjar Wheat, Mustadard, Jowar, Bajra, RiceGurugram Jowar, mustard, barley, bajraMewat Wheat, Mustadard, Jowar, Bajra,Palwal Jowar, barley, wheat, sugarcane, mustard



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CHAPTER -5

ASSESSMENT OF POTENTIAL ENVIRONMENTAL IMPACTS & MITIGATION

MEASURES

5.1 INTRODUCTION

This chapter identifies and assesses various potential impacts as a result of the construction

and operation of the proposed expressway project, on the basis of project details and baseline

environmental status (refer Chapter-4). Study of initial field survey reports, details of

existing baseline environmental conditions and reviewing the process and related statutory

norms, major impacts were identified and assessed for design, construction and operation

phases. Most of the impacts occur during construction and operation phase. Most of the

impacts during construction phase are temporary except a few, which are long lasting or

permanent. Most of the negative impacts are for short duration and lasts till the construction

phase only while the benefits during the operation phase are everlasting. Better opportunities

for business & employment and better accessibility to destinations. The project shall also

satisfy the social infrastructure demand for economic welfare of the local communities, i.e.

service roads, Underpasses, ROBs etc.

Proposed impacts associated with the road construction includes-

Preconstruction Phase-Planning & design

Construction Phase- Site Preparation, Construction of roads/labour camps Plant and

machinery, burrow, accidents etc

Operation & Maintenance Phase- impacts due to use of road

The impacts to ambient environment due to planning, construction and operation of the

project have been identified and assessed using scientific analysis methods, however,

assessment for a few disciplines are subjective in nature and cannot be quantified. In these

cases qualitative assessment have been taken. Positive and Negative impacts on physical,

ecological and socioeconomic environment related to the proposed project location and

design due to construction of 6-lane expressway(Kundli- Manesar section- 83.00 km) have

been undertaken.

5.2 POTENTIAL IMPACTS

The environmental parameters are broadly classified into three groups.



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5.2.1 Physical EnvironmentIt includes air, water and land environment. The holistic approach for safeguard of all thecomponents is a must for survival of life.

5.2.2 Biological EnvironmentThe local biota including fauna, flora, avifauna, aquatic flora etc. will be disturbed due toproject activities.

5.2.3 Social EnvironmentThe resettlement and rehabilitation, employment generation, loss of agriculture land etc.Especially the impacts have been assessed over the study area or study corridor of 10 km oneither side of the road. Overall impacts in the regional context are negligible unless statedotherwise. Identification of impacts is followed by the recommendation of appropriate costmitigation measures. These impacts along with the preventive, mitigatory, compensatory andenhancement measures to be taken during design, construction and operation stages are givenin the following sections.The potential impacts on environmental component due to the project activities during

different phases of the project cycle namely; preconstruction phase, construction phase and

operation phase are summarized in Table 5.1.

The impacts on the above environmental components have been further assessed during

various phases of projects cycle namely Project Location, Design, Construction and

operation.



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TABLE 5.1

POTENTIAL ENVIRONMENTAL IMPACTS

Characterization Evaluation

Type Effect Duration Change Periodicity Spatial Scale Significance levelwithout mitigation

No Im

pact

Bene

ficial

Impa

ct

Adve

rse I

mpa

ct

Unkn

own

Dire

ct

Indi

rect

Shor

t ter

m

Medi

um te

rm

Long

term

Reve

rsib

le

Irrev

ersib

le

Cont

inuo

us

Perio

dic

Irreg

ular

Loca

lized

Wid

espr

ead

Exte

nsive

Non-

signi

fican

t

Small

Mode

rate

Majo

r

PRE-CONSTRUCTION PHASE

Loss of property, residence & business X X X X X X X

Loss of and displacement from/ Agricultural land X X X X X X X X X X

Destruction of National Parks and Protected Areas X

Restriction on wildlife corridor X

Loss of Priority Forest Area X

Encroachment on cultural heritage areas &monuments X

Increased access to previously inaccessible areas X X X X X X X x

CONSTRUCTION PHASE



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No Im

pact

Bene

ficial

Impa

ct

Adve

rse I

mpa

ct

Unkn

own

Dire

ct

Indi

rect

Shor

t ter

m

Medi

um te

rm

Long

term

Reve

rsib

le

Irrev

ersib

le

Cont

inuo

us

Perio

dic

Irreg

ular

Loca

lized

Wid

espr

ead

Exte

nsive

Non-

signi

fican

t

Small

Mode

rate

Majo

r

Site clearance and earthwork construction X X X X X X

Encroachment on ecologically sensitive areas X

Loss of Priority Forest Area X

Disturbance of landscape aesthetics X X X X X X X

Generation of noise nuisance and air pollution X X X X X X X

Interference with services X X X X X X X

Impact on flora due to tree cutting X X X X X X X

Alteration of Drainage X X X X X X X X

Exposure of soil to erosion X X X X X X X X

Interference with watercourses X X X X X X X

Impairment of fisheries and aquatic ecology X

Disturbance to wildlife X



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No Im

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Impacts on vegetation / Trees X X X X X X X

Land Aquisition X X X X X X X

Generation of blasting vibration & safety hazards X X X X X X X

Enhancement of slope/landscape instability X

Waterborne disease risks on abandon borrow sites X X X X X X X

Employment opportunities for local population X X X X X X

Friction between workers and local population X

Health risks to workers and residents X

Increased pressure on local environmental goodsand services X X X X X X X X X X

Compaction of Agriculture land due to movementof vehicles X X X X X X X

Road safety hazards X X X X X X X



EIA REPORT




No Im

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Contamination of water from construction waste X X X X X X X

OPERATION AND MAINTENANCE PHASE

Increase in noise levels X X X X X X X

Pollution of air X X X X X X X

Restriction on wildlife corridor X

Effect on business through traffic diversion X X X X X X X X

Increase in land values X X X X X X X X

Increased access threats to traditionalcommunities X

Increase water logging and prevalence of diseases X



EIA REPORT


5.3 IDENTIFICATION AND MITGATION OF IMPACT DURING DESIGN &

PRE CONSTRUCTION PHASE

The major impacts associated with Design or pre-construction phase deals with:

Change in Land use pattern

Impact on soil quality

Soil Erosion on ROW

Borrow /Quarry Area problems,

Impact on forest

Rock Excavation in Aravalli Hill Range

Problems of excavated Soil Disposal

Impact on water environment

Impact on protected monuments and properties of archeological values

There should also be consideration of legal issues so that the project can be operated with

ease.

5.3.1 IMPACT ON LAND USE PATTERN

Developmental activities in the region will definitely bring substantial change in the land use

pattern of the areas the road construction will require cut & fill operation on the agricultural

and forest land along the alignment. About 1411.43 ha of land have already been acquired as

per the alignment, for construction of the expressway after the awards of environment

clearance vide letter no. 5- 42/2006-IA-III dated 22nd February, 2007. No further land

acquisition required to complete the remaining work.

Table 5.2: Land Area Acquired for the Construction of Expressway

S.No Item Area (Ha)

1 Alignment 1366.5

2 Interchanges 44.93

Total 1411.43

Mitigation measure



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Alignment of the proposed expressway project has already been frozen; no further land

acquisition/ land use change is required for completion of the work. No further mitigation

measures are suggested for the land use change.

5.3.2 IMPACT ON SOIL QUALITY

The impact on soil quality will be in terms of top soil erosion and its compaction due to

location of labour camps, buildings, borrow pits, asphalt plant, concrete plant, quarries, and

storage of material and machines. Soil quality may degrade due the disposal of waste material

on the open ground. The waste likely to fall on the ground will be solid waste / liquid waste

from labour camps.

Mitigation measure

Appropriate waste disposal methods will be adopted

Construction debries/waste will be managed as per C&D waste management rules

2016.

Proper care will be taken while locations of the above utilities / facilities finalize

strategically, so as to minimize the impact on soil in nearby area.

The impacts are of short duration and will be reversible.

5.3.3 SOIL EROSION ON ROW

The soil erosion is likely to take place due to construction of expressway. As the profile of

the road is being raised, erosion of the pavement embankment, if the side slopes are not

properly designed, will be an issue on most part of the project. The stretch (83.320 km)

pending for construction of the road is subjected to erosion of varied degree. The EMP will

ensure that no productive areas are used for these purposes and the contractor shall not use

productive land for borrowing. Assuming the width of about 100m on an average about 50%

of ROW will be prone to erosion. Thus in total about 678 ha. area on the entire stretch will be

prone to erosion.

Mitigation

The entire area has to be treated through engineering / environmental measure.

Cut and fill operations will be performed after strategic planning

Turfing will be provided on the banks of embankment



EIA REPORT


Construction work shall not be carried out in monsoon season

5.3.4 BURROW/ QUARRY AREA

Construction activity involves earthwork and gravel. About 11.11 Mm2 of earthwork and

gravel will be required from borrow/ quarry areas, already identified. The excavations of

earth from borrow areas will require cutting of the soil, which could lead to: Loss of productive soil/ land Disruption in the drainage pattern, Ponding / water logging problem and Increase in siltation rates.

If we assume a depth of 2.0 m of quarry / borrow pits an area of about 550 ha will be required

for the purpose. Emphasis should be laid on maximum use of the stripped top soil in medians,

road junctions, redevelopment of borrow areas and additional landscaping works in the road

project. The project shall take enforcement measures to prevent/minimise the use of top soil

from other locations such as borrow areas, stock yards, lands for diversions.

Mitigation

Quarry/burrow area shall be restored & reclaimed in satisfactory manner after

completion of mining

Top soil will be stored separately in form of bund wall and will be use for plantation

after completion of mining operation.

Quarry operations are independently regulated activities and outside the purview of

the project proponent. Environmental implications related to the quarry operations

will be managed by quarry operators.

To mitigate environmental implication, only licensed quarrying operations are to be

used for material source.

Proper management plan will be finalized to mitigate short term environmental

impacts in the burrow area.

5.3.5 IMPACT ON FOREST



EIA REPORT


Alignment of the project has already been frozen and land clearing has already been

performed. Most of the land acquired is agricultural land except for 35.63 ha of forest land

which has been acquired for the construction of proposed expressway. About 75,932 trees are

affected along alignment in the area other than forest land. Forest Clearance has already been

obtained by HSIIDC from the MoEF vide letter No.9-HRC1261/2006CHA/12412, dated

11thDecember 2007. Further, 35.66 ha area has already been identified by forest department

for Compensatory Afforestation. Sultanpur reserve forest and bird sanctuary is at a distance

of 2.35 km from the alignment of the expressway and is not getting affected by alignment of

the project. No other sensitive biological or environmental features are present with the close

vicinity of the project.

Mitigation

Tree cutting has been performed only if it found absolutely necessary

35.66 ha of land have already been marked for compensatory afforestration and fee

has already been deposited to the forest department.

Construction activities will be confined to the ROW area only.

5.3.6 ROCK EXCAVATION IN ARAVALLI HILL RANGE

From km 101 to km 102.5 km near Khor Village around Ghuspaithi Khor road Rocky area is

a part of alignment in Aravalli Hill/Range. Small amount of explosive was used for the site

clearing process. All required precautions and compliance with appropriate laws and

regulations relating to the importation, handling, transportation, storage and use of explosives

shall be made. At all times during blasting operations, sufficient warning flagmen to the full

satisfaction of the Engineer shall be deployed. Complete liaison will be maintained and

advance information shall be conveyed to obtain necessary permission as required from the

government authorities. Blasting of the rock will generate some fly rock. The impact of fly

rock may be felt within 100 m from the blasting. Since there is no population residing within

100 m from the boundary of rocks, no impact of fly rock is anticipated. Prior information to

the people of the area will be communicated regarding the timing of the blasting to prevent

undue exposure of people in the fly rock area at the time of blasting. The impact of ground

vibration due to blasting of the rock in the surrounding area will not be significant as there is



EIA REPORT


no population residing within 100 m from the boundary of rocks and maximum limit for

ground vibration is taken as 2.54 cms per second when measured at 100 m distance.

Mitigation

Blasting work was carried out by deploying qualified mining staff, having valid

blasting license

Necessary precautions shall be taken for blasting of the holes.

Signages and alarms should be arranged during blasting

Water sprinkling on rock areas and haulage road used for carrying the material

Excavation and clearing work has already completed

5.3.7 EXCAVATED SOIL DISPOSAL

Amount of rocks generated from Aravalli Hill region (101.0 km – 102.0 km) is about 72,000

m3.

Mitigation

This excavation rock material will be reused in the road construction, hence its disposal in not

likely to have any impact on the environment.

5.3.8 IMPACT ON WATER ENVIRONMENT

Water environment consists of water bodies, water supply sources such as wells, ponds

natural drains, rivers and nallas etc. Construction of 6- lane expressway will cause reduction

in open & green areas and increase in paved area. This will increase the surface runoff and

decreases the natural ground water recharge if measures are not considered during design.

Natural drainage pattern of the site get altered which results into water logging in the region.

The proposed alignment of Expressway crosses over several small seasonal streams,irrigation canals/ channels, distributaries and nallahs, where minor/ major bridge areproposed.

Mitigation measures

Alignments of expressway have been finalized considering the natural drainagepattern of the water bodies.



EIA REPORT


Several major and minor bridges are proposed over various nallas, Canals/drains.

(Table 2.16)

Trapezoidal shape median drain between carriageways is planned along the length ofexpressway.

Runoff collected in this median drain is discharged into the nearest cross drainageworks.

5.3.9 IMPACT ON PROTECTED MONUMENTS AND PROPERTIES OF

ARCHEOLOGICAL VALUES

There are no protected monuments or archeologically valued properties are present in near

vicinity of the proposed alignment. Alignment is finalized keeping in view the location of

properties having religious importance. 1 religious place, 9 houses, 10 huts, and 19 samadhis

were falling in the alignments which are relocated/ modified at suitable sites. Several

historical Monuments and archeological properties are present in Delhi, which are located

away from ROW. These properties will not get any bad impact but the beneficial ones from

construction of expressway.

Table 5.3 Design phase Mitigation MeasuresImpacts Mitigation Measures

Change in Land use pattern Alignment has been designed tominimise the land acquisition

Impact on soil quality Appropriate waste disposal methods

will be adopted

Construction debris/waste will be

managed as per C&D waste

management rules 2016.

Soil Erosion on ROW The entire area has to be treated

through engineering / environmental

measure.

Turfing on the banks of embankment

No construction in monsoon season



EIA REPORT


Borrow /Quarry Area problems, Top soil will be preserved Burrow areas will be reclaimed Minerals will be purchased from

licensed vendors Impact on forest Alignment has been designed to

minimise the forest clearance Compensatory afforestation with

help of forest division Rock Excavation in Aravalli Hill

Range

Controlled blasting for clearing Required safety measures will be

taken care Aggregates will be used for road

construction Problems of excavated Soil Disposal Excavated material will be utilized

for road construction Impact on water environment Natural drainage pattern will be

conserved using major and minorbridges

Median drains to control the runoff Impact on protected monuments and

properties of archeological values

No archeologically importantproperty or protected monuments arepresent near the alignment

5.4 IDENTIFICATION AND MITGATION OF IMPACTS DURING

CONSTRUCTION PHASE

The road construction work leads to several adverse impacts on the environment. Details of

impacts and their mitigation measures are described below. The implementation of these

mitigation measures are ensured through engineering design, proper site planning and project

scheduling, afforestation program and site monitoring etc.

a) Impact on Water Quality

The major source of surface water pollution during project construction phase is the sewagefrom labour camps/colonies. Labours, labour camps and associated facilities will be managedby the respective contractors. Construction activity also results into increased sedimentationload in the watercourses near the construction site, which is further aggravated by tree felling



EIA REPORT


and soil erosion. The construction phase also leads to mushrooming of various alliedactivities in the area i.e. small shops, restaurants, workshops, etc. The per capita waterrequirements have been assumed as 45 lpcd of which about 80% of the water supplied will begenerated as sewage. The untreated sewage from labour camps could lead to water pollutionand associated health problems. The labour camps would be commissioned at varioussections along the expressway alignment.Development of culverts and bridges during the construction may also causes contaminationof surface water bodies. Falling of debris and other construction material, during bridgeconstruction results into water pollution.

Mitigation measure Hygiene and contamination at worksite to prevent water contamination Use of mobile toilets and STPs at the labour camps to reduce the pollution caused due

to excreta. The construction work of culverts and bridges will be carried out before monsoon Checking the uncontrolled immigration to the construction site Ensure efficient cross drainage arrangement to prevent water logging in the sides.

b) Impact on land Environment

The major impacts anticipated on land environment during construction phase are as follows:

Operation of construction equipment Disposal of construction waste

During construction phase, imports of heavy construction equipments are envisaged on site.This include batching plant, earthmovers, mixers, graders, etc. significant amount of spacewill be required for siting of these construction equipment, setting up labour camps andstorage of various raw and waste construction material.

During construction huge amount of construction waste material is envisaged fromconstruction site along with solid waste from labour camps. Unscientific disposal of thesewaste materials can cause degradation of land environment. Waste oil from machinery andcombustible fuel storage area also degrades the land environment.Except these, construction activity within the ROW results into the loss of valuableproductive topsoil, which is one of the significant long term impacts of construction activity.



EIA REPORT


Utilizing the barren/ fallow land for the purpose is one of the prime concerns duringalignment finalization. However in certain stretches, productive land acquisition is envisaged.In addition to this land acquired for the construction of labour camps and sitting of themachinery also causes the same impact.

Mitigation measure

Top soil will be stripped and stored in stockpile of not more than 2 m. there shall be

kilometer wise storage of top soil in such stretches.

Stockpiles must be covered with tarpaulin to prevent runoff and leaching of nutrient.

The stored top soil will be utilized for covering the disturbed area and redevelopment

of burrow areas, topdressing of road embankment and slop filling

Movement of the heavy vehicles will be restricted to the ROW to prevent any

compaction of the soil.

Storage yards, motor yards and labour camps location will be strategically selected

Most of the construction waste will be reused on site for filling purposes

Other inert waste material will be managed as per C &D management rules, 2016

Solid waste from labour camps will be managed by contractors as per SWM Rules

2016

Spilled oil and contaminated soil will be scraped off and stored at isolated locations

and will be managed as per Hazardous and Other Waste (Management and

Transboundary Movement) rule 2016.

c) IMPACT ON AMBIENT AIR ENVIRONMENT

Air quality is one of the most important parameters to be impacted during construction phase.Impacts on air quality during construction are generation of dust due to earth being carriedout through the vehicles and Operating plants as Batching Plant. Base and embankmentpreparation also plays a major role in fugitive dust emission & it also increases many foldduring excavation and haulage of materials for construction. Estimates of quantities ofconstruction material required for the project indicates the transportation of about 11.11 Mm3

burrow earth and other construction material from nearby quarries in to project area, whichare located at average distance of 0.3 – 6.0 km from the alignment. Construction material willbe hauled over a period of 280 days per year at a rate of 35 trucks per day/ km. Depending



EIA REPORT


on the local weather conditions, dusts are expected to be generated in the form of fugitiveemissions. This may lead to reduce the visibility and the air quality of the immediate vicinitydue to SPM loading. This impact on the ambient environment is highly localized and short-term in nature.Gaseous pollutants such as SO2, NOx, hydrocarbon, CO and other particulate matters are alsogenerated due to combustion of Diesel fuel in heavy construction vehicles and have adverseimpacts on the surrounding environment.Based on past experience in similar projects, the increase in SPM and gaseous pollutants arenot expected to increase significantly due to combustion of fuel in various constructionequipments. The impact on air quality during construction phase is temporary and sitespecific. Therefore, it is difficult to quantify on an objective level. Good EnvironmentManagement Practices can overcome and reduce the impact to a large extent.Impact from other sourcesGaseous emission from asphalt mixing plant is one of the major sources of pollution. Thelarger sized plant can have serious impacts. Dust is produced due to handling of aggregates.Smoke and soot, consisting carcinogenic material are generated due to partial combustion ofmixture. Heating of bitumen also releases the toxic gases in the environment.Air quality modeling report with analysis and prediction of variation in the air qualityscenario due to road construction and construction related activities is attached as Appendix5.1.

Table 5.4: FUEL CONSUMPTION RATES FOR CONSTRUCTION MACHINERYMachine Fuel Consumption in liters/hour

Cement concrete mixer 7Crane with clamshell bucket 8

Generator 30Truck 8

Bulldozer 20Grader 12Roller 20

Excavator 20Dumper trucks, tippers 18

Mitigation measures Adequate planning and scheduling. Appropriate infrastructure work in construction

for timely completion. Construction material should not be stocked in open, storage area must be barricaded

or storage stack must be covered.



EIA REPORT


Fine Material (Sand, murram & fine aggregates) carrying trucks should be coveredwith tarpaulin

Dust minimization measures should be adequately followed as per the EMP attachedwith the bidding document

PUC certificate should be maintained for transport vehicle, other constructionequipment should be adequately maintained and emission should be withinpermissible limits of CPCB.

Construction yard, crusher plants and hotmix/asphalt plants will be located at adistance of 1.5 km from the inhabited area and must be in downwind direction. Theseunits must be fitted with dust extraction unit

Installed crushers must be equipped with cyclones to control fugitive dust emission All existing roads and highways used by the contractor must be kept clear of dust and

other extraneous material dropped by transport vehicles Unpaved haul road inside/outside the project boundary must be sprinkled with water

thrice a day Loading or unloading of vehicles during night time will be avoided

d) IMPACT ON NOISE QUALITYMovement of heavy machinery and vehicles contributes considerable high impacts in thenearby surrounding. Noise generation from the source is temporary and mostly confined today time only. In this duration the men working on site are likely to be exposed with highnoise level at the work site. Noise level of various construction equipments during operationphase is given in Table 5.5.

Table 5.5: Noise level due to operation of Various Construction Equipment

Equipment Noise level (dB(A))DG Sets 80-90Concrete placers 70-80Batching plant 75-85Vibrators 70-80Compactor 80-85Dozer 80-90Caterpillar 85-90Face shovel 75-85Motor scraper 85-90



EIA REPORT


Considering the worst case scenario, for prediction of noise level during construction phase,it can be assumed that all these equipments are working simultaneously and generate noisefrom a common point. Increase in noise levels due to operation of various constructionequipments are given in Table 5.6.

Table 5.6: Increase in noise levels due to operation of construction equipmentDistance

(m)Ambient

noise levelsdB(A)

Increase in noise leveldue to construction

activities dB(A)

Noise levels due toconstruction

activities dB(A)

Increase in ambientnoise level due to

construction activitiesdB(A)

100 40 76 76 36200 40 70 70 30500 40 62 62 22

1000 40 56 56 161500 40 52 52 122000 40 50 50 102500 40 48 49 93000 40 46 47 7

In the absence of the actual location data of construction equipments, all the equipments havebeen assumed to operate at a common point. This assumption leads to overestimation ofincrease in the noise level. Also, it is a known fact that there is a reduction in noise due topresence of any kind of barrier. Other factors which causes attenuation of noise are Noise/air absorber Rain Atmospheric inhomogeneties Vegetation covers

No significant increase in the noise levels are anticipated as a result of various constructionactivities, due to the following:Assuming that all equipment are operating from a common point leads to overestimation ofincrease in noise levelAttenuation of 30 dB (A) of noise by wall of any structureNoise attenuation due to various factors.Mitigation measure Construction of labour camps should be located away from construction site All plants and machineries should be standard and equipped with silencer Ear muffs should be provided to workers working in high noise zone



EIA REPORT


The construction machinery should be properly maintained and lubricated to keep thenoise limits within limits

Construction work should be restricted to daytime only Construction equipment should be installed at least 200m away from silence zone i.e.

schools, hospitals

e) IMPACT ON BIOLOGICAL ENVIRONMENT

Direct impact of the construction activity of a proposed project of an infrastructure isgenerally limited in the vicinity of construction site only. Site clearing and preparation workwill lead to potential loss of agricultural land, forest land, and loss of vegetative cover. Forthe particular project about 35.63 ha forest land has been acquired.The losses of biomass both from the forest land and non forest land is mentioned in the Table5.7.

Table 5.7: Loss of biomass due to construction of expresswayLoss of Forest Area (ha) 35.63Number of Trees / ha 2500Loss of trees from forest area 74,193Loss of trees from area other than forest 1739Total Loss of trees 75932Average height of trees (m) 6Average girth of trees (cm) 119Average Biomass/tree/(m3) 0.68Boimass Produced (m3) 50,450

As already discussed huge immigration of labours is expected, which in the lack of propercooking fuel, will be depending on the fire wood from these forests only. Variety of woodand non wood products may get collected by local population and construction workers.There will be an impact on the nearby forest due to construction which can be minimized bymaking exclusive zones during the construction phase. Following 5 locations werestrategically finalized for labour camps. These labour camp locations are not falling in anyforest area.

Table 5.8: location of labour campsSl No Village/Tehsil/District Chainage (km)1 Ladpur, Sonipat, Sonipat 62 Jasour Kheri, Bahadurgarh , Jajjhar 28



EIA REPORT


3 Badi, Bahadurgarh, Jajjhar 544 Mokaiwas, manesar, Gurugram 805 Taoru, Sohna, Gurugram 95

There will be no conflict regarding the encroachment on protected forests, as the distance ofSultanpur wildlife sanctuary is 2.35 km from the project road. No rare or endangered speciesare reported to be observed in project area. No reports are present that the area has corridorfunctional to wildlife projects or that the migratory birds pass through the project. Impact ofconstruction activities on fauna of the region will be negligible.

Mitigation Measures Contractor should insure clean cooking fuel for the construction work force in the

labour camps Labour camps should be strategically located far from the forest region Felling of trees should be kept minimum and allowed to the extent of carriageway

only Compensatory afforestation is being carried out under forest conservation act 1980.

Forest department already identified 35.66 ha land for compensatory afforestation. The construction worker camps have been planned at least 1.5 km away from the

habitation.

f) IMPACT ON SOCIO-ECONOMIC ENVIRONMENTConstruction of expressway in the area will result into development of the region and bring

substantial change to the land use pattern of nearby areas. The area adjacent to the

construction site will have mushrooming of various allied services, small shops, tea stalls;

vegetable stalls etc. will come up. Other service providers like transporters, petrol pump

owners will be benefitted due to construction of expressway project. As the area acquired for

construction of expressway does not involve any of the archeological monuments as per the

archeological survey of India. There was 1 religious place, 9 houses, 10 huts and 19 samadhis

on the alignment, which are suitably relocated at suitable sites.

Positive impacts associated with the project construction are:

Employment Opportunities



EIA REPORT


During construction period 6000 persons per day are required and in operation phase express

will provide social benefits to people in terms of direct employment by way of better

commercial and industrial development of the area. Additionally more people may be

indirectly employed in allied activities and trade.

Enhancement of Rural Economy

The expressway will be a benefit for development of industrial estates in Haryana, Delhi and

other States of the country. It will connect 4 of Haryana’s important industrial centres,

intersect 4 of India’s busiest national highways. Commissioning of the project will change the

face of transport system in the region. Expressway will facilitate the transportation of rural

population and products to the markets having better income potentials. More options will be

available for trade, commerce and other allied services.

Better Connectivity and Reduction in Congestion on Delhi Roads

The expressway will intersect NH-1 near Kundli (Sonepat), NH-10 near Bahadurgarh, NH-8

at Manesar and NH-2 near Palwal. On commissioning, the expressway will improve

connectivity with New-Delhi, provide faster access to international airport in the capital, and

facilitate the development of a new economic corridor. It will also provide high-speed

connectivity to north Haryana with its southern districts such as Sonipat, jhajjar, Gurgaon and

Faridabad. Serving as significant artery, the expressway will facilitate smooth flow of heavy

traffic coming from West and south India and going to Haryana, Punjab and U.P. It will also

save Faridabad and Gurgaon-bound traffic the trouble of passing through Delhi, and hence

decongestion of Delhi Roads.

Reduction in Air and Noise Pollution on Delhi Roads

Due to diversion of the traffic movement air pollution load in Delhi will be reduced in

significant amount. The pollution load on expressway due to the traffic movement is detailed

in table 5.8

Enhanced Social Interaction

With the construction of expressway the main artery for social interaction amongst towns and

villages along the route shall be strengthened. The general quality of life along the route will

be enhanced.

g) RESETTLEMENT AND REHABILITATION



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Most of the land acquired for the construction of highway is agricultural land or the forest

land. No major resettlement was involved in land acquisition. There was 1 religious place, 9

houses, 10 huts and 19 samadhis on the alignment, which are suitably relocated at suitable

sites. All the land acquisition, and resettlement work has already been performed before

obtaining the previous EC from MoEF vide letter no. 5- 42/2006-IA-III dated 22nd February,

2007 and no further land acquisition is needed for the completion of the project.

h) SOLID WASTE MANAGEMENT

During the construction phase, 5 locations were strategically finalized for setting up the

temporary labour camps. A significant amount of solid waste generation is expected from

these camps due to daily cooking and hygiene operations. Amount and nature of the waste

material depends on the population of camps, feeding and hygiene practices. Unscientific

collection and disposal of solid waste may create unsanitary conditions at the camps and

surrounding areas. This may results in severe diseases and decrease in the workforce for the

project.

Mitigation Measure

Labour contractor or the in charge of the camps should take the responsibility to makeproper arrangements for collection and disposal of solid waste material produced fromthe cams on a daily basis.

2 bin collection systems must be introduced near labour camps to reduce theindiscriminate disposal of solid waste material.

It must be insured that management of solid waste should be in agreement to SolidWaste Management Rule, 2016.

i) IMPACT ON LABOUR CAMPS

There will be influx of construction workers due to construction of expressway. Temporarylabour camps will be constructed to harbor the incoming population of labours. Due to poorlack of sanitation facilities and poor hygiene practices there is always scope of burst out ofdiseases in these camps, like cholera, diarrhea and other communicable diseases.Communicable viral diseases, like STDs, HIV, dengue, malaria, Hepatitis etc. are alsoexpected to spread in labour camps because of poor feeding and cultural habits.



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Mitigation measures Proper accommodation facilities should be constructed at designated site considered

the population and density of the labours in the camps. Adequate sanitation facility, toilets, drinking water supply, waste disposal facilities

should be ensured. First aid facility should be available with trained person for quick and effective

treatment Pep talks should be organized to make them aware of the diseases and sanitation

practices Awareness should also be spread trough movies and sinages in the camps.

5.5 IMPACTS DURING OPERATION PHASEa) LAND USE & ENCROCHMENTDuring operation phase no major impact is envisaged in the land environment. Land use of

the nearby areas will be changed from agricultural to commercial and residential. In the

operation phase, the temporary structure and camps would be dismantled. No labour or heavy

machinery will be there to affect the land and soil quality. After completion, afforestation

and landscape give a beautiful aesthetic view to the project road. Commencement of the road

increases the commercial, industrial development and residential settlements along the road.

Encroachment of squatter's is likely to take place at various open lands unless and until

specific measures are not taken.

Mitigation Measure

Impact on land environment will be positive due to plantation on embankment and

median of the road.

Settlements of squatters should be strictly controlled by vigilance

Guidelines to control the land-use should be developed and administered

Local authority, the collector and revenue officer, should make a contingency plan to

control the encroachment within RoW.

b) WATER ENVIRONMENT

Surface runoff from the project site will increase significantly due to increase in surface area.

This result into local flooding and increase in soil erosion rates. Ground water recharge will



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be adversely affected in the region if no steps have been taken in the design phase and its

implementation during construction. The project is already designed with longitudinal and

median drains to take care of runoff; the runoff will be drained to the nearest cross draining

structure.

Mitigation Measures

Roadside drains will be cleaned regularly at least once every year prior to onset of

monsoon

In the event of any accidental spillage of motor oil or any other toxic chemical,

contingent action plan will be designed.

Water chutes shall be constructed at regular interval to drain off surface water and

proper dissipation measures shall be adopted at the end of slope of the embankment.

c) AIR ENVIRONMENT

During the operation phase impact on air quality will be primarily due to flow of traffic on

the expressway. Gaseous emission from the vehicular exhaust (CO, SO2, NOx) will be the

major contributors in degradation of ambient air quality. The severity of the impact will

depend upon:

number and type of vehicles plying on the road

rate of emission from vehicles

prevailing Meteorological condition of the region

Predictions have been carried out to assess the long term impact on the ambient air quality of

the region using air quality modeling tools. a model based on the Gaussian Diffusion

equation it was anticipated that the long term variation in air quality during the project life are

expected due to change in traffic with time on the road. Considering the peak hourly traffic

on the expressway for the year 2016 and 2018, the change in air quality scenario has been

predicted.

Mitigation measures

Enforcement of rules & regulation along with public awareness will be used to control

the vehicular emission.



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Vigilant checking is required to ensure that all the vehicles plying on road must have

emission within permissible limits

Road side plantation along the embankment of expressway

Regular monitoring of ambient air quality at representative locations

Smooth traffic flow must be ensured by providing parking lay-byes, and bus bays at

strategic location to reduce the Air pollution

Impact on the ambient air Environment due to vehicular movement in operation phase

During the operation phase of the project the air quality impacts due to the project will be

primarily due to the flow of traffic on the project road. The extent of these impacts will

depend upon i) the rates of vehicular emission and ii) the prevailing meteorological

conditions. The air quality predictions in the present application have been carried out using

air quality model. The model is based on Gausian diffusion equation. The long term variation

in the air quality scenarios during the project life are expected due to a change with time in

the traffic on the road. The air quality scenarios have been developed based on the peak

hourly traffic for the years 2008. 2013 and 2018, this will provide an indication of long term

variations in air quality. A further longer time i.e., beyond the year 2018, has not been

considered because of uncertainty in ascertaining the emission factors for various categories

of vehicles due to the probable change in technology and fuel use.

To account for the effect of diurnal variations, in model inputs (vehicular emissions and

meteorological conditions) the averaging time for model predictions have been restricted to

60 minutes. The averaging time is so selected because the primary meteorological factors that

influence the air quality prediction i.e., wind speed and wind direction do not remain steady

for the longer time period. Also, during the peak traffic hours, traffic volumes typically show

significant variations over periods longer than one hour.

Carbon-monoxide (CO) and Nitrogen Oxides (NOx) levels have been developed for peak

traffic conditions and compared with WHO standards for hourly average. Hydrocarbons (HC)

have not been modeled since its limits are not specified for ambient levels in the

Environmental (Protection) Act, 1986.

CO and Nox levels were estimated by using peak hourly traffic volume for the vehicles. The

peak hourly traffic at three stretches of national highways has been used. The traffic figures

based on the existing four categories of vehicles are considered for the prediction. These are



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2-wheelers, 3-wheelers Cars, Buses, LCVs and trucks. Table 5.9 presents the peak hourly

traffic volume for different mode for year, 2008, 2013 & 2018.

TABLE 5.9POTENTIAL PEAK HOURLY TRAFFIC USED FOR AIR QUALITY MODELLINGSection Year

2008 2013 2018Section 1 (NH-1 to NH-8) 6643 13831 24283Section 2 (NH-1 to NH-8) 7815 15632 26917Section 3 (NH-1 to NH-8) 7135 13722 22908

The emission standards for Indian Vehicles for the year 2006-2010 were used to provide

emission factors for different vehicles types. They are tabulated in Table 5.10, Table 5.11

and 5.12 show the levels of Carbon monoxide and Nitrogen Oxides which indicate that due to

the increase in traffic on the project road, the concentration of pollutants will increase with

the implementation of the project.

TABLE 5.10EMISSION FACTORS IN GM/KM/VEHICLE

Type ofPollution

TwoWheeler Car Bus LCV Trucks

CO 1.4 8.7 3.2 5.5 3.2Nox 0.3 0.45 1.1 0.59 5.5

TABLE 5.11AIR POLLUTION LEVELS IN THE YEARS 2008, 2013 AND 2018

CARBON DIOXIDE CONCENTRATION IN mg/m3YEAR 2008 2013 2018

Distance fromthe edge ofrow

parallelwind case

crosswind

parallelwindcase

crosswind

parallelwind case

crosswind

Section 110 0.09 0.05 0.20 0.10 0.36 0.1820 0.08 0.05 0.18 0.12 0.32 0.2130 0.07 0.04 0.16 0.09 0.28 0.16

Section 210 0.11 0.05 0.23 0.11 0.29 0.1420 0.10 0.07 0.20 0.14 0.26 0.1730 0.09 0.05 0.18 0.10 0.22 0.13

Section 310 0.10 0.05 0.20 0.10 0.34 0.17



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20 0.09 0.06 0.18 0.12 0.30 0.2030 0.08 0.04 0.15 0.09 0.26 0.15

TABLE 5.12AIR POLLUTION LEVELS IN THE YEARS 2008, 2013 AND 2018

NOX CONCENTRATION IN µg/m3

YEAR 2008 2013 2018Distance fromtheedge of row

parallelwind case

crosswind

parallelwindcase

crosswind

parallelwind case

crosswind

Section 110 116.56 58.28 242.52 118.44 411.72 199.2820 105.28 71.44 210.56 141.00 362.84 242.5230 90.24 52.64 184.24 105.28 317.72 184.24

Section 210 127.84 62.04 257.56 122.20 370.36 180.4820 112.50 77.08 225.60 152.28 325.24 221.8430 99.64 56.40 197.40 112.80 285.76 163.56

Section 310 110.92 52.64 218.08 105.28 360.96 176.7220 95.88 65.80 191.76 127.84 319.60 218.0830 84.60 50.76 167.32 95.88 278.24 161.68

The air quality scenario was developed for the stability class D condition for the low wind

speed of 1 m/s. The scenario was modeled for two district wind cases i.e., parallel wind case

and cross wind case. The result of these simulation both for CO &NOx for the year, 2008,

2013 and 2018. It is observed that the predicted CO levels in the year 2008 case range from

0.04-0.11mg/m3, for 2013 the range is between 0.09-0.23 mg/m3, for 2018 the range is

between 0.14-0.36 µg/m3. On comparison with the 24 hourly Average National standards for

CO of 4 mg/m3, of mixed industrial use, it is seen that in the year 2018, the CO levels are

within the prescribed standards. The project therefore has no negative impact on ambient air

quality in terms of CO. The predicted NOx levels in the year 2008 range from 50-116 µg/m3,

whereas for the year 2018 the range is between 161 – 412 µg/m3. On comparison with the 24

hourly Indian standards for NOx of 80 µg/m3 .It is seen that in the year 2018, violation of

NOx standard are expected at a distance of 10m, 20m and 30m from the road edge. This is

because of heavy hourly traffic on this section. However, future changes in fuel quality and



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emission factor may lead to lower values. On comparison with the 24 hourly WHO standard

of 400µg/m3, the NOx Levels are almost with the limits.

d) NOISE ENVIRONEMT

The impact on noise environment during the operation phase will be on account of vehicular

traffic plying on the road. The ambient noise level in the immediate vicinity is expected to

rise. The increase noise level will not pose any significant impact as the alignment has been

finalized through open and non residential area.

During operation phase of the project, movement of heavy and light vehicles is expected to

give rise to higher. Noise monitoring has been carried out in order to quantify the project

induced noise impact with respect to existing noise level.

Mitigation measure

Vehicular noise and use of horn will be controlled through enforcement of law public

awareness

Silence zone will be demarcated and road signs prohibiting the use of horns will be

displayed near the residential area and other sensitive locations.

Regular noise monitoring at specified representative locations must be conducted

periodically.

Plantation of avenue trees with suitable species that will result in partial noise

attenuation

e) IMPACT ON BIOLOGICAL ENVIRONEMT

The impact on flora of the region during the operation phase can occur due to accidental

collision of the vehicles. Safety provisions are the important aspect of the project design and

will be helpful to minimize the impact. Moreover, pollutant concentration from vehicular

emission will create harsh environment for newly planted roadside trees. Development of

roadside commercial activities will also damage the flora of the region.

There is no impact of wild life is anticipated due to operation of the project. Cattle crossings

and agricultural vehicle underpasses (AVUP) are proposed wherever required. Sultanpur

National park is 2.35 km away from the alignment of the project. There is no significant

impact is anticipated on the fauna due to operation of expressway.

Mitigation measure



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Proper technical & management planning should be there for compensatory

affoestation

Existing plantation along the RoW, should be protected from illegal felling of trees

Compensatory afforestation to provide niches for avifauna

Contingency plan should be developed to minimize contamination in traffic accidents

f) IMPACT ON SOCIAL ENVIRONMENT

The operation of expressway will connect several villages/ towns to cities. Transportation of

crop and village products to towns/cities and raw material and machineries will be eased. As

the expressway connects some major industrial areas, transport of labours and materials will

be facilitated.

Some of the major negative impact includes change in land use of the nearby areas from

agricultural to commercial/residential is anticipated due to operation of expressway. There

will be mushrooming of various support facilities, such as petrol pumps, breakdown service

stations, hotels/dhabas, storage yards etc. near the expressway. Illegal acquisitions of land on

and near the embankment by squatter will results into increased accident rates and chaos on

the road.

Mitigation measures

Illegal acquisition of land on and near the embankment should be controlled through

enforcement of laws and public awareness to avoid the settlement of squatters.

Dense tree plantation should be ensured on embankment of road

Guidelines should be prepared for safe disposal of waste material from commercial

shops, petrol pumps, service station and restaurants.

Table 5.13: possible environmental impacts in operation phase

S. No. Attributes Impact Mitigation Measure

1. Air pollution from increasing vehicular

traffic

Moderate Monitored emission from vehicles,

compensatory afforestation as

green belt

2. Noise increasing from vehicular traffic Moderate Avenue plantation on embankment

to work as vegetative sound barrier



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3. Improvement from non motorized

transport economy to increasing

availability of motorized transport

NIL None

4. Induced development of commercial,

residential and industrial infrastructure

along the project.

Mild Encroachers, unauthorized

squatters should be removed by

regular monitoring by authorities

5. Development of squatter settlement on

the slopes of embankment and on vacant

part of acquired RoW

NIL Cover all the embankment and

leftover area of RoW with trees.

A comparison is made between the impact on site and surrounding prior to construction of

project and after construction of the project the details are mentioned in Table 5.14.

Table 5.14: comparative analysis of site conditions with or without the project

Without project With project

No disturbance to the environment Local ecology and ambient air quality will

get slightly disturbed due to project activities.

The ambient concentration of gaseous

pollutants and noise will increases gradually

in step with increase in population and

vehicles in the area

No significant increase in ambient air and

noise pollution level is anticipated during

operation phase. During construction, short

term increase in air pollution is anticipated.

No capital cost will be incurred and no

project specific institutional strengthening

will be available.

Heavy capital cost will be invested for

construction and operation of the project. but

certainly the project will assist to improve the

revenue generation multifolds.

No traffic bypass for Delhi, pollution load

keep on increasing

Heavy traffic passing through Delhi gets

diverted; decrease in pollution load is

anticipated.

No significant enhancement in social

structure of the locals

Easy approach to big cities will enhance the

social structure of the project

Less accidents reported from the regions More accidents are anticipated due to huge



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traffic flow

No disturbance to forest cover and local

ecology

Local avifauna will get affect due to cutting

of trees. Afforestation will significantly

improve the situation.

5.6 EVALUATION OF IMPACTS

The various activities involved in the construction and operation of the proposed

expressway will have impacts on the environment which are identified. Further, all the

significant impacts are quantified using predictive techniques.

A verbal rating system instead of any quantitative rating system is employed as the rating

procedure is mostly subjective in the absence of valid correlation system. Impacts

evaluated using a rating system to determine the magnitude and significance of the

impacts are mentioned in Table 5.15.

TABLE 5.15: evaluation of environment impactsProposedActivity

PotentialImpact

Nature of PotentialImpact

Rating of Impact

Beneficialoradverse

Direct orindirect

Significanceof impact

Magnitudeof impact

Construction ofroad andBypasses

Demand / SupplyRoadInfrastructureEmployment

BeneficialBeneficialBeneficial

DirectindirectDirect

MediumMediumMedium

MediumMediumLow

Raw MaterialsConsumption

Stone Adverse Indirect Medium Low

FuelConsumption

National reserves Adverse Direct High Medium

Waterconsumption

Natural resourcesGround Water

AdverseAdverse

DirectDirect

MediumLow

LowLow

Transportationofmaterials

Ambient noisePublic health andsafety

Adverse

Adverse

Direct

Indirect

Low

High

Low

LowAtmosphericemission

Ambient airqualityAmbient odour

AdverseAdverse

DirectDirect

MediumMedium

LowLow



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Waste waterdischarge

Land/Water Adverse Direct Low Insignificant

Solid Wastedisposal

Ground waterSoil quality

AdverseAdverse

IndirectIndirect

MediumLow

InsignificantInsignificant

Noisegeneration

Ambient noise Adverse Direct Low significant

Storage andhandling / ofhazardousmaterial

Public health andsafety

Adverse Indirect High Low

Constructionspoils disposal

LandWater

AdverseAdverse

DirectDirect

LowMedium

LowLow

Note:(Impact) High – Irreversible; Medium – Mitigated through measures; Low – Mitigationrequired



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CHAPTER-6

ENVIRONMENT MONITORING PROGRAM

6.1 IntroductionAn effective Environment Management Plan and its successful implementation in thedevelopment work can only be verified through implementing and environment monitoring plan.An effective monitoring program helps to assess the impact on ambient air, water and noisequality due to road construction activities. This Environmental Monitoring Plan describes theexisting monitoring efforts as well as recommendations for expanding some existing programand establishing new monitoring program.Monitoring can be divided into output monitoring and outcome monitoring. Output monitoring isprogrammatic and addresses EMP implementation issues (resulting in Implementation Report).Outcome monitoring focuses on changes in ambient conditions, ecological functions, andbiological populations and communities (resulting in Environmental Status Report). ThisEnvironmental Monitoring Plan mainly focuses on outcome monitoring.

6.2 Environment Monitoring Plan

An effective monitoring plan points out the potential environmental problem arises due toconstruction activities. It also helps to find the irregularities in the implementation of themanagement plan and allow for prompt implementation of effective correction measures.Therefore an effective monitoring plan is required to develop, design and implemented.Objective of designing an environment monitoring plan for any project is to:

Assess the performance of mitigation measures suggested in the environmentmanagement plan (EMP)

Necessary improvement in the EMP, if required Enhancement in the environment quality Addresses most of the legal and community obligations Alarms the deterioration in the ambient environment quality and suggest the mitigation

measures



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Designing an effective environmental monitoring plan will definitely benefit the project, healthof persons associated with the project activities, environmental aspects on and near the projectsite and as a result the health and welfare of users and the person residing the nearby regions.

6.3 MethodologyMonitoring methodology covers the following key aspects: Components to be monitored Parameters for monitoring of the above components Monitoring frequency Monitoring standards Responsibilities for monitoring Direct responsibility Overall responsibility Monitoring costs.

6.4 Performance indicators (PI’s)The physical, biological and social components identified for particular significance effecting theenvironment at locations, have been suggested as performance indicators and are listed below:

Air Environment Water Environment Noise Environment Greenbelt development and compensatory afforestation program Soil Erosion Accidental frequency Sanitation and waste disposal

6.4.1 Air EnvironmentAn approved agency must be authorized through an agreement for the monitoring of air qualityin the process of constructing the 6-lane Kundli- Manesar- Palwal expressway. The monitoringof air sampling should be specified at the crossings of highways, nearby human settlements,



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important Crusher plant, Stockyards, Batching plant, Haul roads. In addition to these, air qualityshould also be monitored near the storage sites having aggregates, sands etc.The parameters recommended for monitoring during construction are:

Particulate Matter (PM10 & PM2.5) Sulphur Oxide, Nitrogen Oxides Carbon monoxides,

Air quality needs to be monitored thrice in a year (winter, summer and post-monsoon seasons).The durations of sampling and the parameters required to be monitored are detailed in the Table6.5.

6.4.2 Water QualityWater quality and public health parameters should be monitored till the end of the project andthree years after the completion. Monitoring point would be both the surface water and theground water. Surface water samples should be collected from the surface drains, irrigationchannels, ponds, river crossings etc. Grab samples should be taken for the assessment of thesurface water and ground water quality. Monitoring should be carried-out at quarterly basis tocover seasonal variations by any recognized agency. Water quality shall be analyses by applyingthe standard technique.Standard parameters for monitoring would be:

1. pH2. Biochemical Oxygen Demand,3. Total Coliform Count,4. Total Dissolved Solids,5. Total Suspended Solid,6. Total Hardness,7. Total Alkalinity,8. Chlorides,9. Fluorides,



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10. Sulphates,11. Nitrates Sodium,12. Phosphates and,13. Residual Chlorine

Ground water need to be monitored at the localized area of wastes disposal sites and machinerymaintenance depot. As for the surface water 9 surface water structures exist along the projectroad, these includes nallah, natural drains and canals. Regular monitoring of these surface waterbodies will keep water quality in these water bearing structures away from being deteriorated.

6.4.3 Noise EnvironmentLocation of noise level monitoring should be finalized keeping in view the sources of noisegeneration (i.e. crusher plant, batching plants, roads crossings, machine storage yards, labourcam and construction sites etc) or near the location of sensitive receptors (i.e. school, hospital,other sensitive sites and residential areas). Monitoring should be done at the distance of 40 meterto 50 meter for project road and for other areas it would be at a distance of 15 m from thepavement.The measurement for noise levels would be evaluated keeping in view the ambient NoiseStandard formulated by central Pollution Control Boards in 1989, (Table-6.1). Sound level Leq(dBA) would be taken on 24- hour basis.

Table 6.1: Ambient Noise Level Standard

SlNo

Location Noise Level for day time dB (A) Noise Level for night time dB (A)

1. Industrial 75 702. Commercial 65 553. Residential 55 454. Silence 50 40

Day time 6:00 am to 10:00 pm, Night Time 10:00 pm to 6:00 am



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6.4.4 Greenbelt Development plan and compensatory afforestation programCompensatory afforestation work should be started from the very beginning of the roadconstruction project. Afforestation program should be coordinated with the Haryana forestdepartment. Land available on the road side should be covered with plants and trees under theafforestation program. If additional land is required additional proposal for the plantation shouldbe planned for the plantation of trees away from the project site, where land is available in orderto recover the greenery loss.Plantation must be ensured of both side of project road and central verge of the project in entirepossible stretch. These will enhace the scenic beauty with the help of floral cover as well as thesink for air pollution and noise barrier.Compensatory afforestation is proposed not only to replace the trees which were cut toaccommodate the road alignment, widening and improvement of geometric design required toimprove the safety standards but also to upgrade the condition of adjacent environment. Treefelling should be kept to minimum during the road construction.The methodology formulated for the development of green belt for the expressway is specificand locations must be identified very carefully.• Bus stop• Truck lay bye• Plant sites• Sitting around trees• Along the sensitive receptors near institutions, hospital etc. that perform as sound barriers also.

The general consideration involved while developing the greenbelt are:• Trees growing up to 10.0 m or above in height with perennial foliage should be

planted around various appurtenances of the proposed project.• For road side plantation the distance between two trees will be approximately 5 m

while the minimum distance between the srubs/trees on median will kept to 1.0 m.• Plantation should be undertaken in staggered manner on the median of road• Planting of trees should be undertaken in appropriate encircling rows around the

project• Generally fast growing species should be planted.



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Initially fencing shall be provided in order to save the saplings from animals. Plantation on themedian of road will also be provided for the attenuation for noise and air pollution and also addsto the aesthetics of the area. In addition to these efforts need to be made to plant trees atappropriate places on completion of work along the road alignment. The objective ofafforestation program should be to develop natural areas in which ecological functions could bemaintained on sustainable basis. Therefore the planting of miscellaneous indigenous tree speciesshould be applied. Recommended tree species are mentioned in table 6.3.

Table 6.2: recommended tree species for afforestationS No. Local Name Botanical name

1 Neem Azadirachta indica2 Shisham Delbergia sisoo3 Eucalyptus Eucalyptus4 Kikar Acacia nilotica5 Poplur Populus angusti-folia6 Jetropha7 Beri Zizyphus jujuba

Bushes, shrubs and small trees will be planted in the median of the road growing to a height of 1-1.5 m. The distance between two plants must not be less than 1.0 m. list of shrubs to be plantedin the median are mentioned in table 6.3.

Table 6.3: Shrubs/ Trees to be planted within mediansSl No. Scientific name of shrubs

1 Bougainvillea Sp.2 Cassia Sp.3 Clerodendron Sp.4 Calotropis procera5 Zizyphus Sp.6 Lantana Sp.7 Pterospermum acerifolium8 Nerium Sp.9 Callistemon Sp.



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Cost of PlantationThe cost of plantation is estimated at Rs. 800/- per plant. This estimation includes sapling cost,labour cost, manure, weeding, watering with first and second year maintenance. Completeexpenditure of compensatory afforestation is included in environment monitoring budget,mentioned under Table: 6.5.

6.4.5 Soil Erosion

Before the start of the road construction, detailed soil study must be performed, to assess thenature of soil. During the construction phase it is mandatory to monitor the soil erosion rates,slope stability of the embankment, stability of the land, water sediment load at regular interval.Continuous monitoring will help to assess the effectiveness of soil conservation measuresadopted. The study should be conducted by the environment management cell, twice a year. Theexercise must be performed for the entire stretch of the alignment and the associated burrowareas. Kaccha haulage routes must also be monitoring and proper mitigation measures must beincorporated to reduce or stop the erosion.

6.4.6 Accident Frequency

Proper monitoring of the traffic circulation plan is necessary for maintaining low accident rateson the expressway. Lapse and shortcoming in arrangement of the safety provisions during theroad construction must be taken into consideration for proper implementation of the road safetymeasures. Monitoring must be performed by expert traffic management team of the HSIIDC tofind out the issue related with the road construction and identification of the blind spots, in orderto avoid any accident hazards. The safety team of the Concessionaire should ensurestrengthening of safety arrangement at all construction sites. In necessary situations diversion intraffic movement will be made after the approval of the authorized person. Temporary diversionshould be approved and all measures should be taken to avoid any mishapAdditionally to maintain the safety during the construction period and avoid mishap regularmonitoring program must be designed. Safety measures adopted for the road safety purpose areas given in Table 6.4.



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Table 6.4: Safety MeasuresSl No. Item Sinages involved

1 Site for construction Caution boards, Ribbon bands, Delineator2 Deep cutting

( Excavation sites, HighEmbankments, Sharp curvesparticularly at the structureapproach)

Ribbon band delineator( Provides safety sign boards and safety barriersmarked with reflective tapes)

3 Temporary Diversion Diversion boards, signages and barricading(diversion ahead board at 100-500 m ahead ofthe diversion, marked with reflective paints onthe walls or barricades for illumination at night)

4 Drainage Caution board, Ribbon Band, Delineators,reflective barriers

5 Safety for the workers Helmet, Safety Shoes, Goggles, Dust mask.

6.4.7 Sanitation and Waste Disposal – Asphalts

During the road construction activity, significant amount of extraneous wastes, spoils, asphaltsand other waste material are anticipated. If these materials are not disposed of at environmentallysafe sites, then it will create pollution problems and nuisance to environment. Therefore, adisposal plan should be developed. The landfill area should be identified and approved.The Concessionaire should submit an action plan for the disposal of solid wastes ensuring not topose any environmental problems. It advises that asphalt wastes and other wastes materials maynot be disposed of haphazardly at any circumstances.Keeping in view the hazardous nature of the asphalt waste material, it should be reutilized onboth sides of the road in filling operations, up to the extent possible. Following remedialmeasures are proposed for disposal of waste material in an environmentally sound manner:

• The asphalt wastes may be used as fill materials in low lying barren lands, link roads,access/approach of borrow - quarry sites spreading them evenly.



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• It is then graded, leveled and sealed off effectively in order to avoid anyenvironmental problems, as soon as it generated from the scarification of existingcarriageway.

6.5 Environmental Monitoring Programme

The detail monitoring programmes during construction stage are presented in Table 6.5. For eachof the Environmental indicator, the monitoring program specifies:

• Parameters to be monitored• Location of the monitoring sites• Frequency and duration of monitoring• Institutional responsibilities for implementation and supervision



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Table 6.5: Environmental Monitoring Programme

Slno.

Environment Environmental Monitoring Program Institutional ResponsibilityComponenet Parameter Location Frequency Implementation Supervision

During Project Construction Phase1

Air Quality

PM10, PM2.5,SOx, NOx,CO

Total -6 suitable locations.Plant Sites i.e.HMP/Crusher, Constructionsites, Settlements

24 hrs Sample. CO of8hr Sampling.Quarterly, Once inevery season exceptmonsoon.

Concessionaire HSIIDCSupervisionConsultants

2

Water QualityAs perrelevant ISCodes :10500

At 5- suitable locations,Ground water sampling.



3

Noise Level

Noise levelson dB (A)scale Leq dB(A) Day/Night. Days:Max.& Min

At 3-suitable locations i.e. Atequipment yards, sensitivesites.





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4

Soil Erosion

VisualObservation.

Entire length of alignmentand agricultural fields

Pre-monsoon and postmonsoon season.

EnvironmentalSpecialist,Hydrologist, andMaterialSpecialist ofSupervisionConsultant

HSIIDC

5 Haul Road Maintenanceof haul roads

Haul roads & hauling mode At least twice a week. EnvironmentalSpecialist ofSupervisionConsultant

HSIIDC

During Construction Phase6 Compensatory

AfforestationNo. ofroadsideplantation

Along the side of thecarriageway

Comparison should bedone for every sixmonths

EnvironmentalSpecialist ofSupervisionConsultant

HSIIDC

7 Flora & Fauna Aquaticecosystem

All crossings of surfacewater bodies along the roadand project influence area.

Two times in a monthPeriodically inspectionsof environmentallysensitive sites

EnvironmentalSpecialist ofSupervisionConsultant

HSIIDC

8 Borrow Borrow areas Identified borrow areas Once in a week Environmental HSIIDC



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AreaManagement

redevelopment and TopsoilManagements

Specialist ofSupervisionConsultant

During Operation Phase9 Air Quality SPM, RSPM,

SO2, NOx,CO

At 5- suitable locations. 24 hrs Sample averageto 72hrs; CO of 8hrSampling. Half-yearlyexcept monsoon.

HSIIDC HSIIDC

10 Water Quality PH, SS,CaCo3,

Alkalinity, ClF”, So4, Noj

At 5- suitable locations. Pre-monsoon & postmonsoon, once in everytwo years

HSIIDC HSIIDC

11 Noise Level Noiselevels ondB (A)scale; LeqdB(A)Day/Night.

At 4 suitable locations i.e.Sensitive sites andresidential area.

Once in every years. HSIIDC HSIIDC



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Days:Max.&MinNight: Max.& Min.

12 Erosion andsiltation

Soil erosionrates, stabilityof bankembankment,etc.

High Emb of Bridge,shoulders and slopes Twice a year.

HSIIDC HSIIDC

13 Ecology Status ofAfforestationprogrammesof green belt

All along available landeither side of the project road Once every year

HSIIDC HSIIDC



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6.6 Progress Monitoring and Reporting Arrangements

The monitoring and evaluation of the management measures are critical activities inimplementation of the Project. Monitoring involves periodical checking to ascertain whetheractivities are going according to the plans. It provides the necessary feedback for projectmanagement to keep the program on schedule. The rational for a reporting system is based onaccountability to ensure that the measures proposed as part of the EMP get implemented in theproject. The reporting system will operate linearly with the concessionaire who is at the lowestrank of implementation system reporting to the Supervision Consultant, who in turn shallreport to the HSIIDC Site officer/Authorized personal. All subsequent reporting by theconcessionaire shall be monitored as per the targets set by the HSIIDC before theconcessionaires move on to the site. The Concessionaire will submit the implementationstatus of the EMP in the monthly report. It shall be verified by Environmental Expert ofSupervision Consultant and the Concessionaire, jointly. The shortcoming and lapses will benotified to the Concessionaire, for immediate corrective actions, during the visit. Thecompliance report shall be forwarded to the HSIIDC for the observations and onwardsubmission.

The reporting system will operate linearly with the concessionaire who is at the lowest rank ofimplementation system reporting to the Supervision Consultant, who in turn shall report to theAuthorized agency. All subsequent reporting by the concessionaire shall be monitored as perthe targets set by the Supervision consultant before the concessionaires move on to the site.The Concessionaire will submit the implementation status of the EMP in the monthly report. Itshall be verified by Environmental Expert of Supervision Consultant and the Concessionaire,jointly. The shortcoming and lapses will be notified to the Concessionaire, for immediatecorrective actions, during the visit. The compliance report shall be forwarded to the HSIIDCfor the observations and onward submission.

6.7 Training

Training Need



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The Environmental Officers/ Experts of HSIIDC headquarters and Supervision Consultant aswell as the Concessionaire, need to be trained on environmental matters related to the roaddevelopment project. To ensure the successful implementation of EMP, there is a need fortraining and skill up-gradation.

Training Component

The environmental training should encompass the following:• Understanding the relevant environmental regulations and their implication;• Main impacts on the environment due to project activities;• Mitigation measures as given in the EMP and their implementation;• Duties and responsibilities of the Concessionaire, Supervision Consultant and staff of agencies

involved in the project;• Public/community consultation and its role during the implementation of the project;• Implementation of EMP and measures for minimization of environmental impacts during

the construction.• Monitoring of Air, Water and Noise quality during construction stage;• Weekly, monthly and quarterly report preparations and submission;

Training Programme

A training program needs to be worked out incorporating the project needs as well as theintermediate-term capacity building for HSIIDC. The program should consist a number oftraining modules specific to the target groups. The training would cover the basic principles andpostulates of environmental assessment, mitigation plans and program implementationtechniques, monitoring and management methods and tools.

6.8 Environmental Monitoring Cell

The environmental monitoring cell is prepared for the smooth and effective implementation ofthe project especially environmental management plan (EMP). The inter linkage between the



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environmental experts of different agencies (i.e. project proponent, supervision consultant, andconcessionaire) is described in Figure 6.1.

Fig 6.1: Environmental Monitoring Cell

6.9 Environmental Management – BudgetThere are other environmental issues that have been addressed as part of good engineeringpractices, the cost for which has been accounted for in the Engineering Cost. The environmentalmanagement budget for the various environmental management measures proposed in the EMPis detailed in Table 6.6.



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Table 6.6: Environment Monitoring BudgetSI. No Component Stage Item Unit Unit Cost Quantity Total Cost

1 Monitoring Cost

Air ConstructionPhase

All BatchingPlant,HMP/Crusherplant

No ofsample

4000/- 5-Points, 24 hrsample, once everyseason for 3 years(=60)

2,40,000/-

At constructionsites

No ofsample

4000/-1 points; 24 hrsample, once everymonth for 3 years(=12)

48,000/-

Water ConstructionPhase

Ground Water No ofsample

3500/- 5-Points, quarterlyfor three years (=60)

2.10,000/-

Noise ConstructionPhase

At EquipmentYard

No ofsample

1000/- 3-Points, As andwhen necessary(36 samples)

36,000/-

(A) Monitoring Cost 5,34,000/-

2. Mitigation and Enhancement Cost



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Air ConstructionPhase

Dust management withsprinkling of water,Covers for vehiclestransporting Materials

Km - -Covered inEngineering Cost

Water ConstructionPhase

Relocation of I landPumps

No 18,000/- 67 12,06,000/-

Oil Interceptor atmachineries yards No 75.000/- 3 2.25,000/-

Noise ConstructionPhase

Ear Plugs for labourers

/Mufflers for vehicles LS 1,50,000/- 1,50,000/-

Soil ConstructionPhase

Re-development ofBorrows

Sq.m As per EMP goodmanagementpractices

CoverEngineering

Cost

CulturalProperties

ConstructionPhase

Relocation of Shrineand Temple

Yes 5,00,000/ 1 Temple and 14samadhis

75,00,000/-

Flora/ Vegetation ConstructionPhase

Afforestation @ 2 treesfor each felled (withtree guard and two yearmaintenance )

No 2000/- (5056x2)= 10112Trees

2,02,24,000/-



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Chapter -7

Additional Studies – Disaster Management

Disaster has struck mankind from time immemorial. Disasters continue to strike unabated,

without notice and are perceived to be on the increase in their magnitude, complexity,

frequency and economic impact. These hazards pose a threat to the people, structures or

economic assets and assume disastrous proportions when they occur in areas of dense human

habitations. This has compelled the need for a comprehensive approach to prevent and

mitigate disasters.

7.1 Definition of DisasterA Disaster is called when following one or the other or more incidents occur:

Risk of loss of human lives-ten or more in one single situation A situation which goes beyond the control of available resource A situation apparently may not have much loss but its long-term severity can

affect loss of life, production and property.Disaster occur due to

a. Emergencies on account of: Fire Explosion Electrocution Spill of Chemical and Hazardous Material Radiation Producing Equipment

b. Natural calamity on account of: Flood Earthquake Epidemics

7.2 Need and Objectives of Disaster Management Plan

The Disaster Management Plan is designed to: Anticipate the types of disasters that are most likely to occur; Identify the possible effects of any disaster that may occur;



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Identify the preventative and mitigating strategies to deal with any possibledisaster;

Involve all role players in a coordinated manner to respond to the challenges posedin disaster situations;

Procure essential goods and services for disaster management; Identify the weaknesses in respect of capacity and skills to deal effectively with

disaster situations; Provide essential training in skills and to promote awareness and preparedness in

respect of the occurrence of disasters; and Plan in advance the relief operations that may be required or to be exercised in

disaster situations.

7.3 IDENTIFICATION AND ASSESSMENT OF HAZARDS

This stage is crucial to both on site and off site emergency planning and requires tosystematically identifying what emergencies could arise. These should range from smallevents, which can be dealt with by plant personnel without outside help to the largest eventfor which it is practical to have a plan. Experience has shown that for every occasion that thefull potential of an accident is realized, there are many occasions when some freak eventoccurs or when a developing incident is made safe before reaching full potential. Theassessment of possible incidents should produce a report indicating:

The worst events considered The route to those worst events The time scale to lesser events along the way The size of lesser events if their development is halted The relative likelihood of events The consequences of each event

7.4 Occupational Health, Safety and Environment

Health, Safety and Environment (HSE) is an umbrella term for the laws, rules, guidance and

processes designed to help protect employees, the public and the environment from harm. In

the workplace, the responsibilities for designing and implementing appropriate procedures is

often assigned to a specific department, often called the "HSE" department which is



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responsible for environmental protection, occupational health and safety at work. HSE

management has two general objectives:

1. Prevention of incidents or accidents that might result from abnormal operating

conditions.

2. Reduction of adverse effects that result from normal operating conditions.

From a health & safety standpoint, it involves creating organized efforts and procedures for

identifying workplace hazards and reducing accidents and exposure to harmful situations and

substances. It also includes

Training of personnel in accident prevention,

Accident response,

Emergency preparedness, and

Use of protective clothing and equipment.

From an environmental standpoint, it involves creating a systematic approach to complying

with environmental regulations, such as managing waste or air emissions all the way to

helping sites reduce the carbon footprint.

Successful HSE programs also include measures to address ergonomics, air quality, and other

aspects of workplace safety that could affect the health and well-being of labor/ workers and

the overall community.

Industrial Hygiene is referred to as Occupational Health or Industrial Health. The common

tasks for the HSE analysis involved developing a system to keep the project site neat, safe,

and sanitary condition so that people will not be distracted from construction agency by poor

housekeeping and management activities. Plant site, construction camp, and machineries-

maintenance yard, labour camp should always be adequately maintained with good ground

conditions, drainage facilities, general cleanliness and neat to avoid unhygienic environment

and spread of disease. The site locations should always be neat and clean with good

housekeeping and management regardless of the scope of purpose to use. It possible, site may

be old and it has no improvements since a long, but it can be kept clean and neat with proper

maintenance to maintain the hygiene environment.



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The process of recognition of potential hazards is based on extensive knowledge of what

kinds of hazards may occur in any industry, process, or job activity. Summarizes the kinds of

hazard exposure sources typically found in the civil construction work. The recognition

process typically proceeds by looking for sources of worker exposure to harmful chemicals

and physical agents.

Table 7.1Anticipated Hazards

I. Chemical II. Physical III. ErgonomicCarcinogens Acute PoisonsIrritantsPneumoconiosis Producing LaserRadiationNeurotoxinsNephro (Kidney) Toxins

Noise VibrationHeatColdIonizingRadiationMagnetic fields

Repetitive Strain Carpal TunnelSyndromeBack InjuryLifting HazardsVisual DisplayHuman/ Machine Interaction Injury

7.5 Disaster Preventive Measures

It is not easy to control any disaster if contingency plans are not available. For effectivecontrol of disaster adequate manpower, technical know- how, alertness and internal help arethe prime requirements. It is always better to take preventive measures to avoid any disaster.In the proposed project following prevention measures will be taken to prevent disaster:

Design, construction and maintenance of the expressway and its related workswill be as per national and international codes as applicable in specific cases andlaid down by the appropriate statutory authorities.

Routes for escape during disaster are provided. Delineation of accidental areas.

7.6 Guidelines for Disaster Management Plan

A Disaster Management Plan (DMP) is formulated for better and safe management. TheDMP will include the following elements: Assessment of the size and nature of the events foreseen and the probability of their

occurrence. Formulation of the plan and liaison with authorities, including the emergency

services. Appointment of key personnel and their duties and responsibilities



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Action on-site Action off-site Declaration of emergency collection point at site Display emergency contact number at all prominent places.

Format of emergency contact numbersCoordinator Phone No.

Police control room 100Fire Station 111Ambulance 102Nearest Police StationNearest HospitalDistrict Hospital

7.7 DISASTER MANAGEMENT CYCLE

Fig. 7.2: Disaster Management Cycle



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7.8 RISK ASSOCIATED WITH THE PROPOSED PROJECT

Main hazards identified for the project include.

A. Fire Hazards

B. Road accidents

C. Earthquake

D. Flood

7.8.1 Fire

7.8.1.1 Cause:Fire could be due to various reasons:

a. LPG/ Stove in labor campsb. Electrical fires in the construction machineryc. Fire in the diesel storage area/ Garbage storage area/ DG Setsd. Fire due to short circuit/ lightening in electrical poles/ high tension wirese. Fire due to oil spillage on roadsf. Fire due to unsafe practice of smoking by careless truck drivers and others

7.8.1.2 Effect:a. Loss to human life and natural resourcesb. Unnecessary chaos and traffic jamsc. Delay in construction and/ or maintenance work

7.8.1.3 Mitigation:

Fire alarms should be placed at common points and tested on half yearly basis. Fire extinguishers should be present in designated locations and clearly labeled. Clear

access to fire extinguishers is maintained at all times. Used/ expired extinguishers should be replaced as and when due.

Distribution of precooked meals may be distributed in labor camps

All electrical appliances/ equipments should be used by professionals or under

supervision

Use of PPE should be made mandatory while handling electrical equipments

Proper earthing, safety against lightening should be done for electrical poles.



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Leakages should be controlled by proper servicing of heavy vehicles.

Smoking should not be permitted in premises near the flammable liquid or Diesel pumps

in accordance with the construction Administrative Policy.

Smoking while driving or in public places (such as roads) is strictly prohibited. Vigilance

should be practiced in nabbing such faulty drivers.

7.8.1.4 Response in Events of Fire:

A. Basic Actions Immediate action is the most important factor in the emergency control because the

first few seconds count. Take immediate steps to stop Gas/ oil/ chemical leakage / fire and raise alarm

simultaneously. Stop all operations and ensure closure of all operations. If the feed to the fire cannot be cut off, the fire must be controlled and not

extinguished. Start water spray systems in the areas involved in or exposed to fire risks. Block all roads in the adjacent area and enlist police support for the purpose, if

warranted.

B. Actions in the Event of Fire Basic actions as detailed above. Vehicles to be encouraged to keep a safety fire extinguishers. Extinguishing fires: A small fire at a point of leakage should be extinguished by

enveloping with a water spray or a suitable smothering agent such as CO2 or DCP.Fog nozzles should be used.

7.8.1.5 Response sequence in dangerous situations

1. Person noticing the fire should attempt to isolate and extinguish the fire with the availableequipment and inform or arrange to inform the leader/senior representative regarding thefollowing. Location of the fire What is burning The extent of fire



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Callers name and numberDo not disconnect unless the person on the other side repeats the message oracknowledges it.

2. Person noticing the fire should Report the fire on emergency helpline numbers

3. Fire Brigade/ coordinators will Respond to the scene of the incident Arrange to send the necessary firefighting equipment to the scene of the incident Extinguish the fire with the available equipment

4. Security should cordon off the area and local city fire fighting staff should be notified.

7.8.1.6 Traffic Control

The free movement of the fire vehicle and ambulance at the scene of fire / emergency is veryimportant and therefore, the security personnel on the duty ensures that all the roads at thescene of fire /emergency are kept clear and free from obstruction. Persons arriving by motortransport at the scene of fire / emergency will not be allowed to park their vehicle within 100meters of fire.

7.8.1.7 Post Emergency Follow Up

1. All cases of fire occurrence, no matter how small, must be reported promptly to theconcerned authorities for follow up.

2. Under no circumstances should fire-extinguishing equipment once used be returned to itsfixed location before it is recharged.

7.8.2 Road Accidents

7.8.2.1 Cause:

Road Accidents could be due to various reasons:a. Oil spillage on roadsb. Spillage of chemical or hazardous substances on roadc. Drunken drivingd. Fog, smog or rains obstructing clear view



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e. Over speedingf. Tyre burst/ faulty machineryg. Movement of stray animals/ hawkers/ beggars on roadh. Rash drivingi. Signal hopping

7.8.2.2 Effect:a. Loss to human life and natural resourcesb. Unnecessary chaos and traffic jamsc. Delay in construction and/ or maintenance work

7.8.2.3 Mitigation:

PUC compliant vehicles to be allowed on roads.

Drunken driving to be strictly prohibited. Setting of checkpoints to ensure this.

Setting up speed limit in various zones/ lanes. This should be checked by use of radars.

Roads to be fenced, provided with crash barriers or lined with trees to keep away stray

animals. Hawkers and beggars should not be allowed on a moving road.

Fines on signal hopping. Setting up of cameras on signals.

Smoking while driving or in public places (such as roads) is strictly prohibited. Vigilance

should be practiced in nabbing such faulty drivers.

Heavy fines for those not complying with the regulations.

Emergency numbers to be displayed at regular intervals

7.8.2.4 Traffic Safety Traffic and parking regulations should be obeyed.

Fire lanes should not be blocked.

Backing up is conducted only when individuals have a clear area behind the vehicle.

Assistance is provided to the driver where rear vision is not clear in the backing

operation.

7.8.2.5 Vehicle Loading and Safety Heavy vehicles should be fitted with tailgates and it does not open during carrying

construction materials e.g.: boulders, concrete etc.



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Seating specifications for the vehicle should be followed. Seats equipped with safety belts

should be used.

Engines should be turned-off when the vehicle is not in use.

Riders should not be permitted in the back of open pick-up trucks.

7.8.2.6 Waste Disposal Hazardous chemical waste is disposed of in accordance with the Hazardous and Other

Waste (Management and Transboundary Movement) Rules 2016

Chemical, infectious, and radiological waste containers are labeled and chemicalcompositions specified.

7.8.3 EarthquakeEarthquake is due to:

a. Tectonic movement of the platesb. Uncontrolled construction/ ground water abstraction

7.8.3.1 Effect:

a. Loss to human life and natural resourcesb. Destruction of services (such as electricity lines, sewer lines, water supply lines,

telephone towers and other forms of communication)c. Disruption of services (transportation, health, information)d. Paucity of food, water, medicinese. General chaos

7.8.3.2 Mitigation:

Since the project area falls in Seismic zone IV, construction should be done accordingly,

keeping in mind the IS specifications.

All safety regulations & precautions as mandated by IRC and MoRTH should be

followed.

7.8.3.3 Response in Case of Earthquake

If outdoors



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Move into the open, away from buildings, streetlights, and utility wires. Once in the open,stay there until the shaking stops.

If in a Moving VehicleStop quickly and stay in the vehicle. Move to a clear area away from buildings, trees,overpasses, or utility wires. Once the shaking has stopped, proceed with caution. Avoidbridges or ramps that might have been damaged by the quake.

After The Quake1. After the quake be prepared for aftershocks.2. Although smaller than the main shock, aftershocks cause additional damage and may

bring weakened structures, down. Aftershocks can occur in the first hours, days,weeks, or even months after the quake.

Help Injured or Trapped Persons Give first aid where appropriate. Do not move seriously injured persons unless they

are in immediate danger of further injury. Call for help. Remember to help those who may require special assistance-infants, the elderly, and

people with disabilities. Stay out of damaged buildings. Use the telephone only for emergency calls.

Repair ServicesRepair of damaged parts of the buildings will be taken up. Essential public utility servicesviz. water, electricity and sewerage system will be maintained in the case of a disaster.

7.8.4 Floods

7.8.4.1 Cause:

Floods could be due to various reasons:a. Heavy rainfallb. Release of large volumes of water from nearby dams

7.8.4.2 Effect:

a. Loss to human life and natural resources



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b. Destruction of services (such as electricity lines, sewer lines, water supply lines,telephone towers and other forms of communication)

c. Disruption of services (transportation, health, information)d. Paucity of food, water, medicinese. General chaos

7.8.4.3 Mitigation:

Retaining walls/ bunds to be made on banks of river in vicinity of expressway. Controlled release of water from dams.

Fig 7.3: Location of Fire Stations along the KMP Expressway



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7.8.4.3 Mitigation:





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7.8.4.3 Mitigation:





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CHAPTER -8

PROJECT BENEFITS

8.1 General

Development of infrastructure in general and transport infrastructure in particular is a key

factor to generate, promote and sustain economic development because all development

works have a component to be implemented on land and for reaching various locations on

land a road is necessary. Proper transportation of goods requires comprehensive transport

systems and increasing road traffic requires better riding quality of roads and interrupted

movement. Hence it becomes necessary to develop new roads.

The issue of developing an Expressway within Haryana connecting NH-1, NH-2, NH-8 and

NH-10 has become inevitable due to concentration of urban development in the Haryana sub-

region of NCR. In the absence of connectivity among NH-1, NH-2, NH-8 and NH-10

Bypassing Delhi, the Entire Rajasthan, Gujarat and Maharashtra bound traffic passes through

Delhi. Absence of such connectivity has put Haryana sub –region of NCR under the shadow

of Delhi. Consequently the area of district Sonipat and Jhajjar, adjoining Delhi, could not find

favor for industrial investment. The connectivity between Sonipat, Bahadurgarh, Gurgaon

and Faridabad is also through Delhi whereas Haryana has the largest concentration of

industry in this part of state. There is a strong demand to connect by road, these industrial

concentrations for their spatial integration and to open up new areas for investment

opportunities.

The project would provide positive benefits such as employment for a significant number of

persons; the cumulative effects of this type of development would result in noticeable

economic benefits for the area. The proposed project will also make a positive contribution to

social infrastructure and Nation Benefits. Therefore, project benefit is briefly elaborated in

relation to the following heads:

1. Environmental Benefit

2. Economic Benefit

3. Social Benefits



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4. National Benefits

8.2 Environmental Benefit

Improvement in Air quality: Air and dust pollution (RSPM/SPM) in inhabitations

particularly through air emissions shall be reduced due to construction of flyovers,

underpasses and service roads along the project corridor with better riding surface for fast

running transport.

Reduction in roadside Noise level: Noise level shall reduce through reduced traffic

congestion. On the other hand, plantation of trees along the right of way shall contribute

substantially in noise reduction.

Whereas the construction of Flyovers, Underpasses and Service roads shall contribute in

noise reduction due to segregation of main traffic away from population in horizontal and

vertical directions.

Improvement in Pollution Level: Riding quality of road shall increase manifold by up-

gradation and rehabilitation of existing highway. This shall result in not only reduction in

average travel time and vehicles maintenance cost, but also reduce the pollution level due to

protection of degradable shoulder materials and reduction in spills due to the reduction in

repair/occasion for ailing vehicles.

Improvement in Vibration Level: Multiple division of travel path by increasing lanes,

provision of service roads and segregation of traffic at urban settlement etc shall cut down

resonance of vibration.

Erosion Control: Turfing by grass-sods in embankments coupled by pitching for protection

works shall reduce erosion of soil from road embankment.

8.3 Economic Benefit

Enhancement of Rural Economy: The project is a major link for development of industrial

estates in Haryana, Delhi and other States of the country. It will connect 4 of Haryana’s

important industrial centres, intersect 4 of India’s busiest nationl highways. With the

commissioning of the project overall conditions will improve. This will facilitate the rural

population to move from one place to another to bring and sell their produce. The expressway



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will facilitate rural population to move quickly towards urban centres and return there from.

With the development of the project, it is likely that more people from the region will be

involved in trade, commerce and allied services. With the availability of dependable road

connection, commercial growth of the region is also likely to witness accelerated growth.

Reduces Vehicular Operating Cost: The main economic benefits generated by the project

will bevehicle operating cost savings, reduced travel time, and cost savings from reduced

accidents.

Reduction in Freight Cost: The saving of freight cost and resource cost shall arise from

diversion of freight from rail to highway.

Reduction of Accident: The highways with good traffic facilities and having adequate safety

provisions shall reduce the number and severity of accidents constitute an important element

of the economic benefits.

Employment Opportunities: During the construction of the Expressway manpower will be

needed to take part in various project activities. About 1000 persons per day are likely to

work during the peak construction periods. In the post construction phase the project will

provide social benefits to 300 people in terms of direct employment by way of better

commercial and industrial development of the area. Additionally more people may be

indirectly employed in allied activities and trade.

8.4 Social Benefits

Increase of Living Standard: The Infrastructure development shall induce new

establishment and construction of Commercial, Industrial and Residential structure as Hotel,

Dhabas, Motel, Restaurant, petrol pumps with vehicle maintenance facilities that provide

good business opportunity resulting direct and indirect generations of employment that

improve the living standard of the local communities.

Access for Settlement Dwellers: Settlement dwellers shall enjoy better access to the

workplace/seasonal gathering at junctions and Underpasses/Flyovers locations by

reduction/segregation from interference with main traffic on the highways that results in

prevention of accidents.



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Enhanced Social Interaction: With the construction of Expressway the main artery for

social interaction amongst town and village along the route shall be strengthened. The general

quality of life along the route will be enhanced.

8.5 Nation Benefits

Economic Development of Country: The demand for expressway travel is relatively

inelastic; therefore Increase in toll fees will result in a significant increase of economic

benefits to the Nation. The money collected from the toll fees shall utilize for the

development works as research, safety and security of nation and other development work.

Further, Infrastructure development shall facilitate direct and indirect development with

regard to the communities. It will increase the economic status of the public that induce the

person to live in better environment. The hygiene and better environment of the communities

shall lead silent indicator of Nation development.

Better Connectivity and Reduction in Congestion on Delhi Roads: The expressway will

intersect NH-1 near Bahadurgarh, NH-8 at Manesar and NH-2 Palwal. On commissioning,

the Expressway will improve connectivity with New- Delhi, provide faster access to

international airport in the capital, and facilitate the development of new economic corridor.

It will also provide high speed connectivity to north Haryana with its southern districts such

as Sonipat, Jhajjar, Gurgaon and Faridabad. Serving as a significant artery, the expressway

will facilitate smooth flow of heavy traffic coming from west and south India and going to

Haryana, Punjab and U.P. It will also save Faridabad and Gurgaon- bound traffic the trouble

of passing through Delhi, and hence decongestion of Delhi Roads.



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CHAPTER – 9ENVIRONMENTAL MANAGEMENT PLAN

9.1 INTRODUCTION

Environmental Management Plan (EMP) is a set of practices and rules to ensure minimumdisturbance to the ambient environmental & social conditions and to maintain safe and cleanenvironment. The EMP envisages a plan for sound environmental management practicesfollowing the mitigation measures to reduce the adverse impacts due to the project activities.A well defined EMP will help the Haryana State Industrial and Infrastructure DevelopmentCorporation (HSIIDC) to move towards environmentally sustainable construction practicesfor construction of 6-lane expressway.Impacts due to various construction and operation related activities have already beenanalyzed and detailed in Chapter-4. The detailed EMP discusses required mitigation measuresfor the anticipated impacts. The caution and comprehensiveness required to design isindicated by magnitude of impacts and given mitigative measures.This chapter spells out the set of measures to be undertaken during project construction andoperation to reduce or mitigate or bring down the adverse environment impacts to acceptablelevels based on the proposed Environmental Management Plan.

9.2 ENVIRONMENT MANAGEMENT MEASURES PROPOSED

Caution and mitigative measures are required during design, construction and operation phaseare analyzed and frozen in documents. Management measures to be incorporated duringvarious stages of the project are discussed in this section.

Design/Preconstruction Stage

Pre construction phase will required management measures related to clearance of corridor ofimpact (CoI), tree felling, establishment of storage yard, motor yard, and construction campsbefore start of construction activities.Site clearing activities have already been completed during the initial construction work,permitted by the EC issued by MoEF vide letter no. 5- 42/2006-IA-III dated 22nd February,2007. No further activities of site preparation, tree felling are further involved.



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Construction Phase

Construction phase causes the maximum impact on the ambient environment conditions.Most part of EMP is having the guidelines for management of the activities involved inconstruction phase. The main focus would be to keep the pollution within the permissiblelimits, plans for relocation of properties with cultural importance, mitigation measures forrelated environmental impacts. In addition, EMP also contains the management plan for otheractivities related to road construction, such as damage to flora and fauna of the region, riskassociated with construction activities and accidental spillage.

Operation Phase

Management plan during the operation phase basically confined to the monitoring activitiesassociated with the project boundary. During the operation phase monitoring of the pollutantsspecified in the monitoring plan will help to check the efficacy of the mitigation measuresimplemented on the basis of that this will help to verify the prediction made as a part ofimpact assessment.

Detailed Environment Management Plan (EMP) along with suggested mitigation measuresare mentioned in Table 9.1.

9.3 IMPLEMENTATION OF EMP

The incorporation of environmental experts/officers and various agencies are identified toimplement the mitigation measures for the minimal impact on environment.

Environment officer/ environment management committee: their role is to implementthe measures mentioned in the EMP prepared for the project as per the environmentallegislation. EMP should make a part of the Tender Document for appointment ofconcessionaire/environmental expert.

Civil Work Concessionaire: civil concessionaires are responsible to control the onsiteenvironmental problems raised due to construction activity and labour camps. Suchtype of role of civil work concessionaire should be clearly defined in the TenderDocument.



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Revenue Department: revenue department ensures the land acquisition & helps tosolve the social issues related to the project via organizing public hearing. They alsohelp to identify & ensure the land for compensatory afforestation and disbursement ofcompensation to PAPs without delay and dispute.

Forest Department: The Divisional Forest Officer (DFO) at Division and Conservatorof Forest (CF) at Circle level is head of the Forest Department. Whatever, issuesarises in relation to diversion of forest Land and resources (tree felling etc.) to besupported for the developmental activities as per all the regulatory authorities.

Table 9.1: Environment Management PlanEnvironmental issues Protection and preventive measures1. SOIL

1.1 Generation of Debrisa) Earth, if required will be procured from the designated burrow areas.

Residual spoils will be used to fill up the burrow area.b) All the necessary provisions for collection, transportation and disposal of

debris will be ensured, wherever requiredc) Concessionaires will ensure the management of construction debris as per

construction & demolition waste management rules 2016. Anynoncompliance shall be made good by the concessionaire at his own cost.

1.2 Loss of Top Soila) Top soil from all the designated burrow areas and areas to be permanently

covered has to stripped upto a depth of 150 mm and stored in the form of acovered stockpile.

b) Topsoil will be returned to the disturbed areas after finishing of miningoperation or adjoining rocky/ barren areas identified by the local authoritiesin a layer of thickness of 75mm- 150 mm.

c) Topsoil will not be sold/trafficked/ thrown away. Loading and multiplehandling will be kept to a minimum.

1.3 Compaction of Soila) Construction vehicles and machinery shall be moved or stationed in the area

designated or the CoI area.b) Top soil must be scrapped before start of construction activity.



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1.4 Borrow Areaa) Borrowing will not be permitted within the RoW area. However loose soil

produced due to construction of road side drains can be used for thepreparation of embankment.

b) Burrow areas will be identified as source of supply of material forembankment and sub-grade preparation

c) Regular inspection of all the burrow areas should be insured. Environmentalcompliance for the site is to be managed by the concessionaire.

1.5 Degradation of Burrow Areasa) The digging of the burrow area should be monitored vigilantly. Location

shape and size of the burrow area shall be approved by local authorities.Burrow pits shall not be dug continuously.

b) Burrow pits shall be redeveloped as per the MoEF guidelines. The dumpingof spoils and overlay of stockpiled topsoil shall be as per the norms ofMoEF/CPCB.

1.6 Soil Erosiona) Shrubs and grasses will be planted on road embankment and slopes. High

filling areas and deep cutting areas will be graded and covered with bushesand grasses. Stone pitching will be done wherever required

b) Depth of borrow pits shall be regulated and excavation will have a slope notsteeper than 1:4.

c) All the required design measures shall be incorporated for prevention of soilerosion, sedimentation and water contamination.

1.7 Contamination of Soila) Required preventive measures shall be incorporated in practices during

equipment maintenance & refueling etc. to avoid any soil contamination dueto accidental spillage.

b) Fuel storage shall be done in isolated covered areas and all thespilled/collected material and scrapped soil will be disposed as per theMoEF/CGWB norms.

1.8 Contamination of soil by construction wastea) Construction waste and debris will be used onsite for filling operations.

Construction waste material will be managed as per C&D managementRules 2016.

b) After finishing of work, the scrapped and stockpiled topsoil from temporary



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areas acquired shall be returned to its original place.Quarry Operations

a) As a essential part of EMP the concessionaire shall be bound by agreementto procure minerals and other materials only from the authorized vendorsonly. The concessionaire shall acquire material from the quarries licensedfrom state mineral authority. The quarry operations and transportation ofmaterial shall be undertaken within the rules and regulations.

2. WATER2.1 Loss of minor water bodies

a) Small water bodies (wells, ponds etc) shall be compensated if destroyed bythe construction activity. Water bodies shall be compensated by digging theequal amount of soil for water storage.

b) Designing of water body and digging work shall be carried out in thesupervision of approved engineer. Slope of the excavation should not bemore than 1:4, otherwise slope protection structure should be provided.

c) Location of the replacement water body should be as close as possible tothe location of original water body

2.2 Loss of important water sourcesa) Any water body, responsible for the supply of potable (well, tube wells,

OHTs) or non-potable (Pond, drains) water to the nearby communitiesshould be protected as far as possible. In case of intentional or incidentalloss of water body, immediate replacement should be provided. Only lateraldisplacement is permitted in the case of water bodies.

2.3 Floodinga) Construction results in increase of the run off. Engineering solutions will be

considered to prevent temporary or permanent flooding on the site or nearbyareas.

2.4 Sanitation into water bodiesa) Erosion of soil in water bodies should be prevented. Embankment

preparation and plantation on the embankment has been a proven techniquefor the same.

b) Storage yards containing debris and other construction material should bekept in covered area to prevent their flooding in the nearby water sources

c) During any torrential rainfall or such extreme conditions, concessionaireshould use or construct temporary or permanent devices to prevent flooding.



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2.5 Alternation of Drainagea) Natural drainage patterns should be kept unaltered as far as possible by

implementing suitable design measures. Concessionaire shall ensure theproper storage of construction material and disposal of construction wastenear the drains, channels so as not to block the water flow.

b) The major flowing bodies like rivers, Drains, canals, existing irrigationstructure shall be identified and bridges shall be constructed to keep anunaltered flow.

2.6 Increased Run-offa) Removal of vegetation shall only be performed if it is creating any

obstruction to permanent construction and temporary construction activities.No tree except those cleared by DFO for felling shall be disturbed ordestructed.

b) Median drains should be constructed to harbor the runoff from the highway.These drains open into nearest water bodies.

2.7 Contamination of Water From Construction wastea) Construction waste water measures will be prevented from entering directly

into streams, water bodies or the irrigation system. Proper disposal of thesame must be ensured.

b) During monsoon season, construction work near the water bodies should beavoided.

c) Construction vehicle, machinery and equipment maintenance and re-fuellingon site shall be done considering all the safety measures to prevent the waterbody pollution.

d) Waste material shall be collected and stored at the designated site and mustbe taken to the approved disposal site by SPCB.

e) The discharge standards promulgated under the Environmental ProtectionAct, 1986 shall be strictly adhered to. All waste arising from the project is tobe disposed off in a manner that is acceptable to the State Pollution ControlBoard (SPCB)

2.8 Waste Disposal from Construction Campsa) Location of the construction camps should be finalized strategically. No

construction camps shall be constructed within 1.5 km radius of the river.b) Sewage of the construction camps shall be disposed properly and no

dumping of sewage in water streams shall be allowed.



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c) Necessary measures shall be incorporated to prevent the percolation andcontamination of ground water body.

d) Arrangements should be made for proper disposal of excreta and other wastematerial with collaboration to the local authorities.

e) All relevant provisions as per the Factories Act, 1948 and the building andother construction worker (regulation of employment and condition ofservice) act, 1996.

2.9 Wastage of Watera) The concessionaire will incorporate measures for minimizing wastage of

water in the construction process.b) Onsite water storage facility and sanitation facilities shall be responsibilities

of concessionaire. Concessionaire shall not open new water drawingstructures to extract ground water without permission of the concernedauthorities.

2.10 Disruption to other water usersa) No permanent disruptions in the flow of any perennial water bodies are

permissible for project development. In cases of the construction of bridges,if temporary closure is required, concessionaire will serve a notice to thedownstream population being affected by the flow.

b) During the monsoon season, construction work near the perennial waterbodies should not be undertaken. Any activity which can cause disruption offlow, impact on quality of water and impact on irrigation structures shall benotified to the irrigation department in advance.

c) Permission shall be taken by the concessionaire before using any naturalsource of water for construction that has any claims by users to avoid anyconflict.

3. Air Pollution3.1 Generation of Dust

a) Emission form hot mix plants and batching plants shall be leveled up to therelevant permissible norms using air pollution control equipments.

b) Loose construction material shall only be transported in covered trucks.c) Concessionaire shall be responsible for clearing of the existing roads and

highways utilized for the transport of the material via manual or mechanicalmethods.

d) Earth work should be carried out keeping in view the possibility of



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minimum fugitive dust emission.Emission from Hot- Mix plant and Batching plant

a) It should be ensured that such plants must be located away from habitation.Where ever possible the distance should be 1000m or more.

b) Plants and other static machineries should be fitted with cyclone dustseparators to bring down the dust emission up to permissible levelprescribed by relevant emission control legislation

3.2 Odor From Construction Labour campsa) Construction labour camps must be located at least 500 m away from nearest

habitationb) Concessionaire shall ensure proper waste and sewage disposal facilities for

the labour camps to keep the sanitary conditions maintained in the camps.c) Labour camps must be designed in compliance with the factory act, the

building and other construction worker (regulation of employment andconditions of services act), 1996 and all relevant legislature.

3.3 Construction Vehiclea) Concessionaire shall ensure that all the construction vehicles plying on the

site must be in good condition and PUC certified.b) Regular maintenance of the vehicles shall be ensured to keep the emission

level below the relevant CPCB norms3.4 Pollution from crushers

a) Vegetation conforming to dust emission attenuation norms must be plantedaround the crusher installation.

b) Crusher plant shall be maintained by the concessionaire and conform to therelevant dust emission norm prescribed by CPCB/Haryana PCB.

4. NOISE POLLUTION4.1 From plants and vehicles

a) The plants and machinery should conform to HPCB, noise standardsb) Concessionaire must be bound with agreement to provide all the vehicles

and machinery equipped with exhaust silencer. Non compliant plants shallbe removed from site.

c) Noise limit for construction equipment shall not exceed 75 bB (A),(measured at 1 m distance from the equipment) as per the Environment(protection) Rules, 1986.

d) Proper maintenance of vehicle and equipment and machinery shall be



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ensured, to keep the noise to minimume) Workers handling the noise producing equipment shall be provided with

earmuff and vibration resistant shoesf) Operation of high noise producing equipments shall be restricted up to 0700

to 2200 hrs.4.2 Noise from blasting

a) Blasting, if required, shall only be carried out during fixed hours (preferablyduring midday). Information regarding blasting activity shall be spread in500 m radius of the blasting area.

b) Blasting shall only be carried out following all the statutory laws, regulation,rules etc. Only authorized professional shall be hired for performingblasting. Storage, handling and transportation shall be performedconforming all the norms.

5. Impact on Flora5.1 Destruction of existing vegetation

a) Area of tree plantation cleared will be replaced according to compensatoryafforestaion guidelines of forest department Haryana.

b) Alignment has been finalized keeping in view the minimum disruption tothe vegetation within ROW.

c) Construction workers shall be made aware regarding the importance ofnatural resources. With suitable monitoring, pep talks, meetings andguidance provided, negligible loss to the natural resources is envisaged.

6. Impact on Fauna6.1 Loss or damage to the fauna of the region

a) All construction work shall be carried out keeping in view the minimum lossto the native fauna of the region

b) No dumping of the asphalt and other construction material shall be allowed,c) On completion of the work garbage must be disposed, pits & trenches must

be filled, all the temporary structures must be demolished and debris mustbe disposed off. The whole site must be left clean and tidy at theconcessionaire’s expense.

7. Disruption to people residing in the area7.1 Loss of access

a) During the construction phase the concessioner must provide safeconvenient passage for the pedestrians, vehicles & livestock and property



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access connecting roads. Service roads providing access to the nearbypopulation must not be closed without prior intimation.

b) Roads being used for public transportation, railways must not be interferedunnecessarily.

7.2 Traffic jams and congestiona) The concessioner needs to prepare detailed traffic management and submit it

before the commencement of work on any of the section of road. Trafficmanagement plan should contain the details of diversions, details ofarrangement for construction under traffic and management details fortraffic under the cessation of work.

b) While creating the traffic management plan or the temporary diversions ,special attention must be given to the facilities for pedestrians &construction worker

c) To avoid traffic congestion during construction, measures will be adopted torelive the congestion with the coordination of transportation and trafficpolice department.

d) Regular water sprinkling must be done on the temporary diversions to keepit dust free

7.3 Traffic control and safetya) Concessionaire will take care of traffic movement pattern during the

construction phase. Speed control will be implemented through speed roadsafety education and fines.

b) Provide sinages, install sufficient barricades and flag persons for trafficcontrol for vehicles carrying construction material during construction phaseand running vehicles during operation phase.

7.4 Water borne and insect borne disease controla) Natural drainage pattern will be conserved as much as possible during the

design of the project. Runoff drains must be clean especially during therainy season.

b) Concessionaire should maintain the sanitary conditions inside the labourcamps.

c) Healthcare facilities should be provided inside the labour camps.d) Training sessions must be organized to make the labours aware about the

spread of various diseases due to hygiene & behavioral practices.8 Important cultural sites



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8.1 Heritage locations and Religiously important propertiesa) Alignment has been fixed keeping in view the location of sites having

archeological or religious importance.b) If any archeological relies or remains are discovered during the excavation,

the work should be stopped immediately and the information must be sendto ASI. Work will restart only after getting permission from ASI and insupervision of an archeologist.

c) Concessionaire shall take responsible precautions to prevent his workmen orany other person from removing and damaging such articles.

9 WORKER’S ACCIDENT RISK9.1 Risk from operations

a) Concessionaire shall be responsible for provide all the necessary PersonalProtective Equipments, e.g. helmets, mask, gum boots, safety goggles etc.,to the labours involved on the construction site.

b) Compliance with all the precautions required for the safety of workmen asper the International Labour Organization (ILO) convention no 62 must beensured.

9.2 Risk at Hazardous Activitya) Workers exposed to various hazardous activities, such as mixing of asphalt,

lime mortar, cement, concrete etc., must be equipped with safety goggles,boots, and masks.

b) Use of toxic material/chemicals must be avoided in the construction phase.use of toxic material, if any, will be as per the manufacturer’s guidance.Quantity, nature of toxicity and Material Safety Data Sheet (MSDS)provided by the manufacturer shall be kept in a register. Emergency and firstaid procedure must be kept handy at the camp sites and site offices.

c) Use of lead based paints must be prohibited, except in the form of paste orreadymade paint. Safety equipments must be provided along with facemaskmust be supplied for such kind of work.

9.3 Risk of malaria and other vector borne diseasesa) Malaria is one of the most common vector-borne diseases in the labour

camps. Concessionaire shall, at own expense, conform to all the antimalarial instructions given to him.

b) Regular health camps must be arranged for the labours. Informative sessionsand pep-talks should be organized at regular interval to make them aware of



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the diseases, symptoms and prevention techniques.10 Worker’s Healthcare

10.1 First Aida) First aid facility must be present at the site offices and in the labour camps.

first aid facility must be having the life saving medicine, sterilized dressingmaterial and anti-venom injection

b) Stand by ambulance facility must be present at site offices.c) Emergency contact nos. such as site in charge, HSE officer, Hospital, Police

etc., must be displayed at strategic locations for immediate assistance.10.1 Potable drinking water & sanitation

a) At the workplace or in the labour camps sufficient amount of cold waterconforming to IS standard for drinking water, must be ensured. Temporarystorage tanks must be provided and regularly cleaned. Regular inspectionshould be ensured.

b) There shall be provided within the precinct of every workplace, latrine andurinals in an accessible place and the accommodation, separately for each ofthese. If women workers are employed, separate latrine and urinals must beprovided.

c) Sanitary facilities must be conforming to the standard set by Building andother construction workers (regulation of employment and condition ofservice) act 1996.

d) Uncontaminated water must be ensured for all the households for thepurpose of drinking, bathing and cleaning purposes. Construction campsmust have a clean hygienic environment and adequate healthcare facilities.

11. Environmental Enhancement11.1 Road furniture

a) Road furniture such as footpath, railing, storm water drains, crash barriers,traffic sign, speed zone signs and other such items shall be constructed asper design given in the contract agreement.

b) Embankment protection arrangements will be made as per the requirementand the standards prescribed.

c) Religious and cultural properties falling on the alignment shall be relocatedor reconstructed as per design.



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9.4 Specific Environment Management Measures adopted for KMPE

Kundli-Manesar-Palwal Expressway project has an estimated total length of about 135.65km. Project has already accorded environment clearance vide letter no- 5-42/2006-IA-IIIdated 22 February 2007. Construction was initiated after procuring the environment clearanceand approximately 68% ground work has been completed within the validity of EC. Manesar-Palewal section (52.33 km) of the expressway has already been completed and open for thepublic transport. All the required environment management measures proposed in the EIAhave been incorporated in the construction phase for the complete project and further in theoperation phase for completed section of the road.

The EIA exercise is repeated for the remaining work, the Kundli- Manesar section(83.320km) and impacts on the social and environmental features has been identified. Projectspecific environmental management plan for the rest of the construction work is mentioned inTable-9.2.

Table 9.2: Project specific Environment Management Plan (EMP) for Kundli-ManesarRoad section (0 - 83.320 km chainage)

Location (kmChainage)

Potential Impact Methodologyfor impact

identification

Mitigation measures

0-5 Builtup areas atchainages (m) -0000,1000, 2500 and 4000

1 well is falling inalignment

Field surveyand desk study

Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells paid as perHSIIDC norms

5-10 Builtup areas atchainages (m) - 6600,9300.

1 temple, 1 hut & 7wells are falling inthe alignment

Field survey &desk study

Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Temple to be relocated after discussionwith the local inhabitantsCompensation for hut, associated land &wells paid as per HSIIDC norms



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10-15 Builtup areas atchainages (m) –11900, 13200.

7 wells

1 samadhi


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells paid as perHSIIDC norms.Samadhi to be relocated at mutuallyagreed location.

15-20 Builtup areas atchainage (m) -18000

1 Well


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells paid as perHSIIDC norms.

20-25 Builtup areas atChainages (m) -20400, 23800.

1 Well



25-30 Builtup areas atchainages (m) -26000, 29200

1 Hut, 3 Wells

2 samadhis

Field survey &desk Study

Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells and hut paid asper HSIIDC normsSamadhis to be relocated to the mutuallyagreed location.

30-35 Builtup areas atchainages (m) -32200


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safe



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4 Wells

1 Samadhi

movement of traffic.Compensation for wells paid as perHSIIDC normsSamadhis to be relocated to the mutuallyagreed location.

35-40 Builtup area atchainage (m) -38500,40000

9 wells


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells paid as perHSIIDC norms

40-45 Builtup areas atchainage (m)-41150, 42500

1 Hut

9 Wells

2 Samadhis

Field surveyand desk work

Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells and hut paid asper HSIIDC normsSamadhis to be relocated to the mutuallyagreed location.

45-50 Builtup areas atchainage (m) - 46100

1 Hut, 7 Wells


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells and hut paid asper HSIIDC norms

50-55 Builtup area atchainages (m) -53000 and 54800

2 Houses1 Hut17 Wells3 Samadhis


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells, houses and hutpaid as per HSIIDC normsSamadhis to be relocated to the mutually



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agreed location.55-60 Builtup areas at

chainages (m) -56000, 58000,59900and 60000

8 Wells



60-65 7 Wells

1 Samadhi


Compensation for the wells paid as perHSIIDC norms.Samadhi to be relocated to the mutuallyagreed location after discussion with localinhabitants.

65-70 Builtup areas atchainage (m) -66400, 68500

12 Wells

1 Samadhi


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells paid as perHSIIDC normsSamadhi to be relocated to the mutuallyagreed location after discussion with localinhabitants.

70-75 Builtup areas atchainage (m) -71250, and 73500

7 Wells

1 Samadhi

Field surveyand DeskStudy

Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will bemanaged with sinages for regular and safemovement of traffic.Compensation for wells paid as perHSIIDC normsSamadhi to be relocated to the mutuallyagreed location after discussion with localinhabitants.

75-80 Builtup areas atchainage (m) -76300,77250 and


Builtup areas are at a distance of 500 m ormore from the alignment of expressway.Traffic diversion if required will be



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78200

6 Wells1 Samadhi

managed with sinages for regular and safemovement of traffic.Compensation for wells paid as perHSIIDC normsSamadhi to be relocated to the mutuallyagreed location after discussion with localinhabitants.

80-85 5 Houses

11 Wells

1 Samadhi


Compensation for houses & wells paid asper HSIIDC normsSamadhi to be relocated to the mutuallyagreed location after discussion with localinhabitants.

9.5 MITIGATION MEASURES

Based on project description (Chapter-2), Environmental Baselines Data (Chapter-4), andEnvironmental Impacts (Chapter-5), it is proposed to prepare the environmentalmanagement plans to mitigate or reduce negative impacts. A checklist of impact isdocumented in Section 5.2 (Refer Table 5.1). Based on impacts mitigation measures fornegative impacts are presented for the following.

Climate, Physical setting, Water resources, Air Quality, Noise, Flora, Fauna & Ecosystem, General Economic and social Environment, Human Health & Safety, Disruption to the community Land use, Lighting provision, Use of Excavated Rock Material in Road Construction.

9.5.1 Climate



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No significant change to area climate conditions or micro-climate conditions are anticipatedas a result of the proposed action and no mitigation actions specifically related tometeorological conditions are warranted. Mitigation actions as a result of, or likely to beexacerbated by, climate conditions (i.e. potential drainage problems, flooding, air qualityimpacts, etc.) are discussed under the appropriate headings below:

9.5.2 Physical Setting

9.5.2.1 Geology/Seismology

No mitigation actions related to the area’s underlying geology are needed. Designs of allstructures including bridges should take into account the area’s seismic characteristics. Noadditional mitigation actions related to seismic conditions are considered necessary.

9.5.2.2 Topography

To address the potential topographic impacts, the actions will include the following withregard to:

Road Embankments: All necessary action will be taken to ensure embankmentstabilization, including the selection of less erodible material, and good compaction,particularly around bridges and culverts. Contract documents will specify that finalforming and re-vegetation must be completed as soon as possible following fillplacement to facilitate regeneration of a stabilizing ground cover. Berms andembankment slopes and road cuts are required to be stabilized by re-vegetation withunpalatable (grazing resistant) plant species, placement of fiber mats, or otherappropriate technologies. Installation of drainage structure and raising of road formationlevel may create bare slopes that will be stabilized before the onset of the monsoon.Discharge zones from drainage structures will be furnished with riprap to reduce erosionwhen required. Down drains/chutes will be lined with rip-rap/masonry or concrete toprevent erosion. Construction in erosion and flood prone areas will be restricted to thedry season.

Erosion Potential. Mitigation actions related to potential erosion impacts are discussed insection 9.5.2.3 in accordance with the adopted outline.

Borrow Pits. Mitigation actions related to potential impacts of area physiography due toborrow pits are discussed in section 5.3.4 in accordance with the adopted outline.



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9.5.2.3 Soils

Actions to avoid potential impacts and soil erosion are detailed above under the sub-headingof Topography above (section 9.5.2.2) and Erosion (section 9.5.2.4) and Borrow Pits(section 9.5.2.6) below. Other than these actions, no additional mitigation actions related tosoils are warranted.

9.5.2.4 Soil erosion due of land clearing:

As reported in Section 5.3.3 about 678 ha. area is under soil erosion risk. This land will berequired to be clearance of vegetation/trees. Since the proposed line mostly runs through theagriculture land, it will not have any significant impact on the ground vegetation. The entirestretch of the alignment is subjected to erosion of varied degree. This area shall be treatedthrough environmental measures. Mitigation measures include careful planning and timing ofcut-and fill operations and re-vegetation. Turfing will be provided on the banks ofembankment. In general, construction works shall be stopped during monsoon season. Costinvolved to prevent erosion has been included in the actual construction cost.

9.5.2.5 Quarries and Crushers

Quarry operations are independently regulated activities and outside the purview of theproject proponent. It is, nonetheless, appropriate to give consideration to the environmentalimplications in selection of quarry sources since poorly run operations create dust problems,contribute noise pollution, ignore safety of their employees, or cause the loss of naturalresources. To ensure adequate mitigation of potential adverse impacts, only licensedquarrying operations are to be used for material sources. If licensed quarries are not availablethe concessionaires will be responsible for setting up dedicated crusher plants at approvedquarry sites. Efforts should be made to use accumulated stone waste community found alongthe roadway as a construction material.

9.5.2.6 Borrow Pits

Borrow areas will be located outside the ROWs and restoration of the pits will follow thecompletion of works in full compliance with the new Indian Roads Congress (IRC)specifications. Borrow areas shall preferably be selected from high land and/or waste land,where farmers are willing to lower their area for cultivation purposes.Although locations ofthe borrow areas are negotiated between concessionaire and landowners, contractualarrangements for opening and use of material borrow pits are required to contain enforceableprovisions.



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CHAPTER -10

SUMMARY AND CONCLUSION

Kundli-Manesar-Palwal Expressway project has an estimated total length of 135.65 km.

Project has already been accorded environment clearance vide letter no- 5-42/2006-IA-III

dated 22 February 2007. Construction was initiated after procuring the environment clearance

and approximately 68% ground work has been completed within the validity of EC. Manesar-

Palwal section (52.33 km) of the expressway has already been completed and open for the

public transport. All the required environment management measures proposed in the EIA

have been incorporated in the construction phase for the complete project and further in the

operation phase for completed section of the road.

The EIA exercise is repeated for the remaining work, the Kundli- Manesar section

(83.320km) and impacts on the social and environmental features has been identified.

Site clearing activities have already been completed during the initial construction work,permitted by the EC issued by MoEF vide letter no. 5- 42/2006-IA-III dated 22nd February,2007. No further activities of site preparation, tree felling are further involved.

Segment Particulars Length StatusSegment -1 Between NH-1 & NH-10 Ch.0000 to Ch. 35000 35.00 km Need EC for

completion nof leftoverwork

Segment -2 Between NH-10 & NH-8 Ch. 35000 to Ch. 82680 47.68 km

Segment -3 Between NH-8 & NH-2 Ch.82680 to Ch. 135650 52.97 km OperationalTotal Length 135.65m 135.66

Project Chronology

S. No Particulars Details1. Public Hearing (Sonepat, Jhajjar &

Gurgaon) Public Hearing (Mewat & Palwal)23.10.200624.10.2006

2. EC granted to the project letter no. 5-42/2006, dated 22nd

February, 20073. Forest Clearance vide letter 9-HRC1261/2006-

CHA/8042-50 , dated 22nd August2007

4. Compensatory Afforestation vide letter no. 9-HRC1261/2006-



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CHA/12412, dated 11th December2007

5. EC expired 21st February 20126. Application for Extension of EC submitted

in MoEF20th November 2015

7. MoEF declined the Application forExtension of EC stating that "TheEnvironmental Clearance was granted on22.02.2007 which expired in February,2012. The request of extension of validity ofEC is not acceptable".

4th December 2015

8. Fresh Application (Form 1, PFR &ToR) wassubmitted in MoEF

3rd February 2016

9. ToR presentation 28th March 2016 in 156th EACMeeting &31st May 2016 in 159th EAC Meeting

10. ToR issued by MoEF Vide letter no. F.No.10-8/2016-IA.IIIdated 21st June 2016

Haryana is one of the most economically developed regions in South Asia, and itsagricultural and manufacturing industries have experienced sustained growth since the 1970s.

Based on the environmental assessment, the associated potential adverse environmentalimpacts can be mitigated to an acceptable level by adequate implementation of the measuresas stated in the EMP. Some of the measures adopted for the proposed project are:

The Environmental Management Plan (EMP) is included in the contract agreement

made between the concessionaire and Haryana State Industrial and Infrastructure

Development Corporation (HSIIDC) in order to reduce the detrimental impacts on the

project appreciably.

Alternative arrangement would be made for shifting of high tension wires and public

utilities before the commencement of civil works (i.e. construction) and it must be the

part of project planning.

Attempt shall be made to keep removal of trees as possible as minimum. Afforestation

programme shall be made as specified and green-belt should be developed at

designated sites; simultaneously, the road construction works. The entire available

open space should be filled with the plantation of trees to recover the greenery loss

under the Forest Act -1980.



EIA REPORT


No rare/endangered species of trees and fauna have been observed along the

alignment.

Sultanpur National Park and Bird Sanctuary is located in Gurgaon district, 50 km

from Delhi, 15 km from Gurgaon on the Gurgaon-Farukh Nagar road and 2.3km (SE)

from the project area.

The labour camps shall be established away from the forest areas, so that there is no

encroachment into the forest land and loss of forest produce.

Heavy Machineries and Stock-yards will be established at the degraded land to

minimize oil and grease pollution. In addition to this, management plan should be

followed strictly to control pollution problems and minimal damage to the nearby

surroundings.

Protection measures, erosion control, noise barriers, rain water harvesting structure,

enhancement plan etc. should be made in the project design.

Environment requirements at borrows, quarry, plant site, construction sites should be

made in accordance with the Environmental Management Plan.

Proper precautions are taken during construction so that no major blockage of

drainage system is anticipated due to the project.

The overall impact of noise during construction will be for short- term (for day time

only) and can be mitigated.

Hence, it may be concluded that the project will have significant positive

Environmental, Economic, Social, and National impacts. Keeping in view the above

approach in design and implementation of all above aspects during the road

construction the project will be environmentally feasible in the long run.



EIA REPORT

Page11-1www.dasindia.org

Chapter 11:

DISCLOSURE OF THE CONSULTANT,

Project Environment Clearance for Construction of 6 lane Kundli Manesar

Palwal Expressway Project in state of Haryana.

Type & Category Highways (7 f)

Project Promoters Haryana State Industrial & Infrastructure Development CorporationLtd.

Environment Consultantwith their AccreditationStatus

ENV DAS India Pvt. Ltd.

QCI Accredited for Category A Projects

EIA Coordinator

Name:

Signature and date

Contact Information

Mr. B. M. Agrawal

03.01.2017

9415017320

S.No Functional Areas Name of Expert/s Signature

1. EB Ms. SumaiyaWaheed (FAE -IH)

Dr. Bajrang Singh (FAE-IH)

2. SE Mr. Akhil Prasad (FAE -IH)

3.WP Ms. SumaiyaWaheed (FAE-IH)

Mr. Brijesh Kumar Shukla(FAA-IH)

4.LU Ms. B. M. Agrawal (FAE -IH)

Dr. Monica Saini (Team Member)



EIA REPORT


Chapter 11:









EIA Coordinator

Name:

Signature and date

Contact Information

Mr. B. M. Agrawal

03.01.2017

9415017320











EIA REPORT


Chapter 11:









EIA Coordinator

Name:

Signature and date

Contact Information

Mr. B. M. Agrawal

03.01.2017

9415017320











EIA REPORT


5AP Ms. SumaiyaWaheed (FAE -IH)

Dr. Manoj Kumar Mishra(FAE -Empanelled )


7.AQ Dr. Manoj Kumar Mishra

(FAE -Empanelled )

8.NV Dr. Manoj Kumar Mishra

(FAE -Empanelled )

9.SC Dr. Bajrang Singh (FAE -IH)

10.SHW Dr. RituPandey (FAE -IH)

11.HG Mr. B. M. Agrawal (FAE -IH)

12.RH Mr. S.C. Gupta

Name of Project Associates Ms. SumaiyaWaheed Mr. Brijesh Kumar Shukla Mrs. IpsitaPande

Technical Assistance Mr. IzharHusain

I, B. M. Agrawal, hereby, confirm that the above mentioned experts prepared the

report of Construction of 6 lane Kundli Manesar Palwal Expressway Project in state of

Haryana.

I also confirm that the data presented are factually correct. I shall be fully accountable for any

misleading information mentioned in this statement.

Signature:Name: B. M. Agrawal, EIA CoordinatorName of the EIA Consultant Organization: ENV DAS India Pvt. Ltd.NABET Certification No. and Issue Date: NABET Accreditation for Category AProjects (Serial No. 42, as per Rev 46 dated 05.10.16)



EIA REPORT






(FAE -Empanelled )


(FAE -Empanelled )









Haryana.






EIA REPORT






(FAE -Empanelled )


(FAE -Empanelled )









Haryana.




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