Final Environmental Impact Assessment (EIA) Reportenvironmentclearance.nic.in/writereaddata/EIA/31012019D...Final Environmental Impact Assessment (EIA) Report (Baseline period-March

Final Environmental Impact Assessment (EIA) Report

(Baseline period-March to May 2018)

Consultancy Services for Development of 8 lanes (Greenfield Expressway) from Firozpur Jhirka (Ch. 79.394 Km) to Itawa (Ch. 284.000 Km) Section of NH-148 N (Total length 204.606 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan

Project Proponent : National Highway Authority of India Ministry of Road, Transport & Highways, Govt. of India

Environmental Consultant : Feedback Infra Private Limited, Gurugram QCI Certificate:-

January-2019

For National Highway Authority of India

Feedback Infra Private Limited

Development of 8 lanes (Greenfield Highway) from Firozpur Jhirka (Ch. 79+394) to Itawa (Ch. 284+000) Section of NH-148 N (Total length 204.606 km), Under Bharatmala Priyojana Lot-4/Pkg-4 in the state of Rajasthan

Environment Impact Assessment (EIA) Report

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TABLE OF CONTENTS

1 INTRODUCTION ................................................................................................................... 1

1.1 Project Proponent ................................................................................................................... 1 1.2 The Project .............................................................................................................................. 1 1.3 Project Location ...................................................................................................................... 2 1.4 Environment Impact Assessment Process .............................................................................. 2 1.5 Approach and Methodology ................................................................................................... 2

1.5.1 Reconnaissance Survey ..................................................................................................... 3 1.5.2 Review of the Project Information .................................................................................... 3 1.5.3 Review of Applicable Environmental Regulations ............................................................ 3 1.5.4 Assessment of Alternatives ............................................................................................... 8 1.5.5 Assessment of Baseline Environmental Profile ................................................................. 8 1.5.6 Assessment of Impacts ...................................................................................................... 9 1.5.7 Consultations ..................................................................................................................... 9 1.5.8 Environment Management and Monitoring Plan ............................................................. 9

1.6 Structure of the Report ........................................................................................................... 9 2 PROJECT DESCRIPTION ....................................................................................................... 11

2.1 Project Profile ....................................................................................................................... 11 2.2 Project Features .................................................................................................................... 13

2.2.1 Design Speed ................................................................................................................... 13 2.2.2 Right of Way .................................................................................................................... 13 2.2.3 Cross-fall and Super Elevation ......................................................................................... 13 2.2.4 Super Elevation ............................................................................................................... 13 2.2.5 Typical Cross Sections ..................................................................................................... 14 2.2.6 Grade Separators ............................................................................................................ 14 2.2.7 Major & Minor Bridge ..................................................................................................... 14 2.2.8 Access Control ................................................................................................................. 14 2.2.9 Flyover ............................................................................................................................. 15 2.2.10 Vehicular Under Pass (VUP) ............................................................................................ 16 2.2.11 Light Vehicular Under pass (LVUP) .................................................................................. 16 2.2.12 Small Vehicular Underpass (SVUP) .................................................................................. 18 2.2.13 Interchange Design ......................................................................................................... 20 2.2.14 Connecting / Service / Slip Roads .................................................................................... 20 2.2.15 Nallah Training ................................................................................................................ 22 2.2.16 Median Openings ............................................................................................................ 22 2.2.17 Boundary Wall at ROW ................................................................................................... 22 2.2.18 Embankment and Cut Sections ....................................................................................... 22 2.2.19 Pavement Design ............................................................................................................. 22 2.2.20 Drainage: ......................................................................................................................... 23 2.2.21 Capacity of Project Highway ........................................................................................... 23 2.2.22 Highway Amenities:......................................................................................................... 24 2.2.23 Toll booth ........................................................................................................................ 24 2.2.24 Lighting ............................................................................................................................ 24 2.2.25 Traffic Management Systems .......................................................................................... 24 2.2.26 Enhancement of Inventories ........................................................................................... 24 2.2.27 Crash Barriers .................................................................................................................. 25 2.2.28 Traffic Control Devices, Road Safety Devices and Road Side Furniture .......................... 25

2.3 Components & Activities of the Proposed Project ............................................................... 25



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2.3.1 Infrastructure Requirement for Highway Development ................................................. 25 2.3.2 Resource Requirements for the Project .......................................................................... 27 2.3.3 Pollutant Sources & Characterization ............................................................................. 28

2.4 Cost ....................................................................................................................................... 29 3 Analysis of Alternatives ...................................................................................................... 30

3.1 With & Without Project Alternatives .................................................................................... 30 3.1.1 Without Project Scenario ................................................................................................ 30 3.1.2 With Project Scenario ...................................................................................................... 30

3.2 Criteria for Fixing Alignment for Greenfield Highway ........................................................... 31 3.3 Alignment Options ................................................................................................................ 32 3.4 Cold Mix & Hot Mix Technology Analysis ............................................................................. 37 3.5 Environmental Considerations .............................................................................................. 38

3.5.1 Improvement of air and noise quality ............................................................................. 39 3.5.2 Avoidance of Impact of Sensitive, Cultural and Community Properties ......................... 39

4 DESCRIPTION OF ENVIRONMENT ........................................................................................ 40

4.1 General .................................................................................................................................. 40 4.2 Study area & period .............................................................................................................. 40 4.3 EIA Methodology................................................................................................................... 40 4.4 Physical Environment ............................................................................................................ 43

4.4.1 Physiography and terrain ................................................................................................ 43 4.4.2 Climatology...................................................................................................................... 44 4.4.3 Geology ........................................................................................................................... 48 4.4.4 Soil ................................................................................................................................... 49 4.4.5 Seismicity ......................................................................................................................... 51 4.4.6 Land Use and Land Cover ................................................................................................ 51

4.5 Ambient Air Environment & Quality ..................................................................................... 53 4.5.1 Ambient Noise Quality .................................................................................................... 56

4.6 Water Resources ................................................................................................................... 58 4.6.1 Groundwater Quality ...................................................................................................... 59 4.6.2 Surface Water Quality ..................................................................................................... 63

4.7 Use of Natural Resources ...................................................................................................... 64 4.7.1 Borrow Area .................................................................................................................... 64 4.7.2 Quarry & Crushers ........................................................................................................... 65 4.7.3 Sand ................................................................................................................................. 65 4.7.4 Fly Ash utilization ............................................................................................................ 65

4.8 Biological Environment ......................................................................................................... 67 4.8.1 Methodology ................................................................................................................... 67

4.9 Traffic Studies & Forecast ..................................................................................................... 73 4.9.1 Average daily traffic (ADT) .............................................................................................. 74 4.9.2 Annual average daily traffic (AADT) ................................................................................ 75

4.10 Socio-Economic Profile ......................................................................................................... 77 4.10.1 General ............................................................................................................................ 77 4.10.2 Study Area ....................................................................................................................... 77 4.10.3 Socio Economic Profile – Rajasthan ................................................................................ 77 4.10.4 Population ....................................................................................................................... 77 4.10.5 Population Density .......................................................................................................... 78 4.10.6 Sex Ratio .......................................................................................................................... 78 4.10.7 Literacy Rate .................................................................................................................... 78 4.10.8 Work Participation Rate .................................................................................................. 79



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4.10.9 Employment Pattern ....................................................................................................... 79 4.10.10 State Income ................................................................................................................... 79 4.10.11 Structural Shift in GSDP ................................................................................................... 80 4.10.12 Agriculture profile ........................................................................................................... 80

4.11 Agriculture profile of Project Influence Districts .................................................................. 81 4.11.1 Alwar District ................................................................................................................... 81 4.11.2 Bharatpur District ............................................................................................................ 81 4.11.3 Dausa District .................................................................................................................. 81 4.11.4 Sawai Madhopur District ................................................................................................. 81 4.11.5 Industrial Profile .............................................................................................................. 81 4.11.6 Major industries in the state of Rajasthan are as follows: .............................................. 82

4.12 Industrial Profile of Project Influence Districts ..................................................................... 82 4.12.1 Alwar District ................................................................................................................... 82 4.12.2 Bharatpur District ............................................................................................................ 82 4.12.3 Dausa District .................................................................................................................. 82 4.12.4 Sawai Madhopur District ................................................................................................. 82 4.12.5 Mineral Resource ............................................................................................................ 83 4.12.6 Project Influence Districts ............................................................................................... 84 4.12.7 Tourism............................................................................................................................ 84 4.12.8 Project Influence Districts ............................................................................................... 84 4.12.9 Village-wise Demographic Profile of the affected districts ............................................. 86 4.12.10 Source: Census of India, 2011 ......................................................................................... 92

5 ENVIRONMENTAL IMPACT & MITIGATION PLAN ................................................................. 93

5.1 Physical Environment ............................................................................................................ 93 5.1.1 Meteorological Parameters ............................................................................................ 93 5.1.2 Land ................................................................................................................................. 93 5.1.3 Air .................................................................................................................................... 99 5.1.4 Water Resources ........................................................................................................... 102 5.1.5 Noise levels.................................................................................................................... 107

5.2 Biological Environment ....................................................................................................... 111 5.2.1 Forest Areas .................................................................................................................. 111 5.2.2 Roadside Plantations ..................................................................................................... 111 5.2.3 Impact on Protected Area ............................................................................................. 112 5.2.4 Fauna ............................................................................................................................. 113 5.2.5 Aquatic Ecology ............................................................................................................. 113

5.3 Social Environment ............................................................................................................. 113 5.3.1 Land Acquisition & Extent of Loss to Properties ........................................................... 113 5.3.2 Project Affected Families .............................................................................................. 114 5.3.3 Public Amenities ............................................................................................................ 114 5.3.4 Cultural Properties ........................................................................................................ 114 5.3.5 Land use Change ........................................................................................................... 114 5.3.6 Exploitation of Resources .............................................................................................. 114 5.3.7 Traffic congestion during construction ......................................................................... 114 5.3.8 Working conditions ....................................................................................................... 114 5.3.9 Safety ............................................................................................................................. 115

5.4 Conclusion ........................................................................................................................... 116 6 ENVIRONMENTAL MONITORING PROGRAMME ................................................................ 117

6.1 General ................................................................................................................................ 117 6.2 Monitoring Indicators: ........................................................................................................ 117



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6.3 Monitoring of Earthworks Activities ................................................................................... 118 6.4 Monitoring of Concessionaire / Contractor's Facilities, Plant and Equipment ................... 118

7 ADDITIONAL STUDIES ....................................................................................................... 119

7.1 Public Consultation ............................................................................................................. 119 7.1.1 General .......................................................................................................................... 119 7.1.2 Objectives: ..................................................................................................................... 119 7.1.3 Type of Stakeholders: .................................................................................................... 120 7.1.4 Methodology ................................................................................................................. 120 7.1.5 Consultations with Institutional Stakeholders .............................................................. 120 7.1.6 Consultations with Community / Primary Stakeholders ............................................... 121 7.1.7 Outcome of the Consultation with Institutional Stakeholders ..................................... 122 7.1.8 Key Findings & Recommendations ................................................................................ 130 7.1.9 Conclusion ..................................................................................................................... 131

7.2 Public Hearing ..................................................................................................................... 131 7.2.1 Purpose of Public Hearing ............................................................................................. 131 7.2.2 Proceedings of Public Hearing....................................................................................... 131

7.3 Disaster Management, Risk Assessment & Mitigation Procedures .................................... 148 7.3.1 The Risk Assessment Process and Hazard Identification .............................................. 148 7.3.2 Person(s) at Risk ............................................................................................................ 148 7.3.3 Risk Control Measures and Hierarchy of Risk Control .................................................. 148 7.3.4 Emergency Response Plan ............................................................................................ 151 7.3.5 Operation Control Procedure For Traffic Management................................................ 152 7.3.6 Traffic Management Practices ...................................................................................... 154 7.3.7 Traffic Management on Road Junction ......................................................................... 157

7.4 Disaster Management Manual ........................................................................................... 158 7.4.2 Natural Hazard Profile of Project Area .......................................................................... 159 7.4.3 Trigger Mechanism & Operational Direction ................................................................ 163 7.4.4 Damage Assessment and Immediate Restoration/ Rehabilitation ............................... 164 7.4.5 Mitigation Measures Undertaken ................................................................................. 164

8 PROJECT BENEFITS ........................................................................................................... 172

8.1 Introduction ........................................................................................................................ 172 8.2 Efficient and Safe Connectivity Option ............................................................................... 172 8.3 Traffic Decongestion ........................................................................................................... 173 8.4 Savings in Travel Time and Cost .......................................................................................... 173 8.5 Benefit to Local Trade and Economy .................................................................................. 174 8.6 Employment Generation (Direct and Indirect) ................................................................... 174

9 ENVIRONMENTAL MANAGEMENT PLAN ........................................................................... 175

9.1 General ................................................................................................................................ 175 9.2 Specific Activities by Contractor/Concessionaire and Monitoring Consultant ................... 175 9.3 Specific Activities by Concessionaire/Contractor ............................................................... 175 9.4 Site Specific Management Plan ........................................................................................... 175

9.4.1 Cultural Properties ........................................................................................................ 175 9.4.2 Sensitive Features ......................................................................................................... 176 9.4.3 Water Quality ................................................................................................................ 176 9.4.4 Wildlife Movement Sections ......................................................................................... 176 9.4.5 Community properties .................................................................................................. 176

9.5 Implementation of EMP ...................................................................................................... 176 9.6 Environmental Monitoring Programme .............................................................................. 176

9.6.1 Monitoring of Earthworks Activities ............................................................................. 177



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9.6.2 Monitoring of Concessionaire / Contractor's Facilities, Plant and Equipment ............. 177 9.7 Budget ................................................................................................................................. 178 9.8 Corporate Environmental Responsibility (CER) .................................................................. 183

10 EXECUTIVE SUMMARY ..................................................................................................... 184

10.1 Need of The Project ............................................................................................................ 184 10.2 Project Area ........................................................................................................................ 184 10.3 Environmental Impact Assessment (EIA) Study .................................................................. 184 10.4 Policy, Legal and Administrative Framework ...................................................................... 184 10.5 Baseline Environmental Profile ........................................................................................... 185

10.5.1 Physical Environment .................................................................................................... 185 10.5.2 Biological Environment ................................................................................................. 186 10.5.3 Social Environment........................................................................................................ 187

10.6 Public Interactions & Consultation ..................................................................................... 188 10.7 Potential Environmental Impacts........................................................................................ 188

10.7.1 Impacts on Climate ........................................................................................................ 188 10.7.2 Impact on Air Quality .................................................................................................... 188 10.7.3 Impact on Noise Levels.................................................................................................. 188 10.7.4 Impact on Water Resources and Quality ...................................................................... 188 10.7.5 Impact on Ecological Resources .................................................................................... 188 10.7.6 Impact on Land .............................................................................................................. 189

10.8 Analysis Of Alternatives ...................................................................................................... 189 10.9 Mitigation Avoidance & Enhancement Measures .............................................................. 189 10.10 Institutional Requirements & Environmental Monitoring Plan .......................................... 189 10.11 Environmental Management Plan ...................................................................................... 189 10.12 Environment Impact & Management Matrix ...................................................................... 190 10.13 Conclusions ......................................................................................................................... 192

11 DISCLOSURE OF CONSULTANT .......................................................................................... 194

LIST OF TABLE

Table 1-1: Project Salient Features ......................................................................................................... 1

Table 1-2: Applicability review of the Regulatory Environment Framework .......................................... 4

Table 1-3: Primary and Secondary Information Sources ........................................................................ 8

Table 2-1: District wise Length Break-up of proposed highway ........................................................... 11

Table 2-2: Project Coordinates ............................................................................................................. 11

Table 2-3: Design Speed ........................................................................................................................ 13

Table 2-4: Recommended Minimum Right of Way............................................................................... 13

Table 2-5: Cross-fall on different Surfaces ............................................................................................ 13

Table 2-6: List of Typical Cross Sections ................................................................................................ 14

Table 2-8: Major bridge ........................................................................................................................ 14

Table 2-9: Minor bridge ........................................................................................................................ 14

Table 2-10: Details of Flyover ............................................................................................................... 15

Table 2-11: Details of VUP ................................................................................................................... 16

Table 2-12: Details of LVUP .................................................................................................................. 16

Table 2-13: Details of SVUP .................................................................................................................. 18

Table 2-14: Interchange Detail ............................................................................................................. 20

Table 2-15: List of Proposed Connecting / Service / Slip Roads (LHS) ................................................ 21



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Table 2-16: List of Proposed Nallah Training locations ....................................................................... 22

Table 2-17: Proposed Pavement Design for Main Carriageway ......................................................... 22

Table 2-18: Proposed Pavement Design for Connecting/Service & Slip Road Sections .................... 23

Table 2-19: Design service volume standards for LOS-B ..................................................................... 23

Table 2-20: Enhancement of Inventories ............................................................................................ 24

Table 2-21: RoW Material Requirement.............................................................................................. 27

Table 3-1: "With and Without" Project Scenarios - A Comparative Assessment .............................. 31

Table 3-2: Comparative Analysis for Proposed Alignment ................................................................. 34

Table 3-3: Analysis of Cold & Hot Mix Technology ............................................................................. 37

Table 3-4: Minimization of Environmental Impacts ............................................................................ 38

Table 4-1: Long-Term Climatological Conditions at IMD Observatories (1981-2000) ....................... 45

Table 4-2: Soil Test Result .................................................................................................................... 50

Table 4-3: Ambient Air Quality Monitoring Stations/Location .......................................................... 53

Table 4-4: Results of Ambient Air Quality Monitoring........................................................................ 55

Table 4-5: Noise monitoring location .................................................................................................. 56

Table 4-6: Results of Primary Noise Monitoring ................................................................................... 58

Table 4-7: Ground & Surface water sampling locations ..................................................................... 59

Table 4-8: Ground water monitoring results ....................................................................................... 61

Table 4-9: Surface water test result ..................................................................................................... 63

Table 4-10: Identified Borrow Area Locations ..................................................................................... 64

Table 4-11: Details of Stone Quarry Location...................................................................................... 65

Table 4-12: River Sand Quarry Locations ............................................................................................. 65

Table 4-13: Eco-Sensitive Areas within 15.0 km from Project Road .................................................. 70

Table 4-14: Forest Area alongside the proposed Project Road .......................................................... 70

Table 4-15: List of plants commonly found in the Alwar district........................................................ 70

Table 4-16: List of plants commonly found in the Dausa district ....................................................... 71

Table 4-17: List of plants commonly found in the Sawai Madhopur district ..................................... 71

Table 4-18: Homogeneous Sections ..................................................................................................... 73

Table 4-19: Average Daily Traffic at survey locations ......................................................................... 74

Table 4-20: Annual Average Daily Traffic at survey locations ............................................................ 75

Table 4-21: Summary of ADT and AADT at survey locations .............................................................. 76

Table 4-22: Section wise Total Traffic Projection ................................................................................ 76

Table 4-23: Percentage Decadal Variation in Population for State and Districts: 2001 – 2011 ........ 77

Table 4-24: Population Density for State and District: 2011 .............................................................. 78

Table 4-25: Sex Ratio (No of Female out of 1000 Male) for State and Districts: 2001– 2011 ........... 78

Table 4-26: Number of Literates and Literacy Rate for State and Districts: 2011 .............................. 78

Table 4-27: Work Participation Rate ................................................................................................... 79

Table 4-28: Employment Pattern of Main and Marginal Workers in Rajasthan ................................ 79

Table 4-29: NSDP and Per Capita NSDP at Constant Price (2011-12) ................................................. 79

Table 4-30: Sectoral Composition of GSDP by Industry Origin at Constant Price (%): Rajasthan ..... 80

Table 4-31: Categorisation of Land Use Pattern.................................................................................. 80



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Table 4-32: Distribution of resources in Rajasthan ............................................................................. 83

Table 4-33: Distribution of resources in project influence districts ................................................... 84

Table 4-34: Tourist arrival (Indian & Foreigner) in major tourist destinations (Project Districts) .... 84

Table 4-35: Village-wise Demographic Profile of the affected district ............................................... 86

Table 5-1: Material Source and Lead ................................................................................................... 95

Table 5-2: Raw Material Requirement ................................................................................................ 96

Table 5-3: Details of Probable Borrow Area Locations along the Road ............................................. 96

Table 5-4: Link Geometry, Traffic and Environmental Data used for Executing the Model ............ 102

Table 5-5: Predicted Pollutant Concentration ................................................................................... 102

Table 5-6: Pond Likely to be affected due to Proposed Road ........................................................... 103

Table 5-7: Silt Fencing Location ......................................................................................................... 105

Table 5-8: Noise Impacts .................................................................................................................... 107

Table 5-9: Generic Mitigation Measures ........................................................................................... 108

Table 5-10: Project Specific Mitigation Measures ............................................................................. 108

Table 5-11: Impact on Noise Sensitive Receptors & Proposed Mitigation....................................... 109

Table 5-12: Species Recommended in Settlement Areas (Within 1 km of Last Dwelling) ............... 112

Table 5-13: Species Recommended in Rural Areas ........................................................................... 112

Table 7-1: Consultations with Institutional Stakeholders ................................................................... 121

Table 7-2: Consultations with Community / Primary Stakeholders .................................................... 121

Table 7-3: Outcome of the Consultations with Community / Primary Stakeholders ......................... 122

Table 7-4: Consultations with Community / Primary Stakeholders .................................................... 149

Table 7-5: Consequence Descriptions ................................................................................................. 150

Table 7-6: Classification of Occurrence of likelihood .......................................................................... 150

Table 7-7: Emergency Contact Number .............................................................................................. 151

Table 7-8: Minimum sightline distance and the minimum size of the signs ...................................... 152

Table 7-9: District-wise hazard profile ................................................................................................ 159

Table 7-10: Earthquake frequency of Project district ......................................................................... 162

Table 7-11: Animal Epidemics in Rajasthan ........................................................................................ 163

Table 7-12: Role and Action Plan of Various Departments .............................................................. 165

Table 9-1: Project Road-Wise Environmental Budget ....................................................................... 178

Table 10-1: Environment Impact & Management Matrix ................................................................ 190

LIST OF FIGURES

Figure 1-1: Location Map of Proposed Highway ..................................................................................... 2

Figure 2-1: Proposed alignment marked on Satellite Imagery (Google Earth) ..................................... 12

Figure 2-2: Activities in the Typical Highway development project ................................................... 26

Figure 4-1 : Methodology of EIA .......................................................................................................... 42

Figure 4-2 : Elevation Profile of the Project Area ................................................................................ 43

Figure 4-3 : Terrain of the Project Road .............................................................................................. 43

Figure 4-4: Wind Rose diagram ............................................................................................................. 46

Figure 4-5: Soil Sampling Locations ...................................................................................................... 49



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Figure 4-6: Seismic Zones Map of Rajasthan ....................................................................................... 51

Figure 4-7 : Land Use Land Cover of the Project districts ................................................................... 52

Figure 4-8 : Ambient Air Quality (AAQ) Monitoring Location ............................................................. 54

Figure 4-9 : Ambient Noise Level (ANL) Sampling Location ................................................................ 57

Figure 4-10 : Ground & Surface Sampling Location ............................................................................ 60

Figure 4-11: Typical cross – section of embankment with alternate layers of soil and fly ash ......... 66

Figure 4-12: Project Road Sections and Interchange Locations .......................................................... 73

Figure 5-1: Quarry Area Details ........................................................................................................... 95

Figure 5-2: Silt Fencing ....................................................................................................................... 106

Figure 5-3: Oil Interceptor .................................................................................................................. 106

Figure 5-4: Compound Wall as Noise Barrier .................................................................................... 109

Figure 7-1: Drum Reflections .............................................................................................................. 154

Figure 7-2: Traffic Signals .................................................................................................................... 156

Figure 7-3: Draught Map Rajasthan .................................................................................................... 160

Figure 7-4: Flood Map Rajasthan ........................................................................................................ 160

Figure 7-5: Earthquake zone of project Road ..................................................................................... 162

Figure 7-6: Rajasthan wind and cyclone zone Map ............................................................................ 163

LIST OF ANNEXURE

Annexure 1.1: Proposed Alignment on SOI Map

Annexure 5.1: Guidelines for Existing Quarry Management

Annexure 5.2: Guidelines for New Quarry Management

Annexure 5.3: Plan for Borrow Area Management

Annexure 5.4: Guidelines for Identification of Debris Disposal Sites & Precautions

Annexure 5.5: Guideline for Rehabilitation of Dumpsites & Quarries

Annexure 5.6: Guidelines for Sediment Control

Annexure 5.7: Tree Plantation strategy

Annexure 5.8: Consuptual drawings for Road Signage –Wildlife

Annexure 5.9: Traffic Control and Safety during Construction

Annexure 5.10: Guidelines for Sitting and Layout of Construction Camp

Annexure 7.1: Participants attended the public consultation meeting

Annexure 8.1: Format for Reporting of Road Kill

Annexure 9.1: Environmental Management Plan

Annexure 9.2: Environmental Standards & Environmental Monitoring Plan

APPENDIX

Appendix -1: ToR Compliance

ABBREVIATIONS

AAQ Ambient Air Quality MC Monitoring Consultant

AAQMS Ambient Air Quality Monitoring Station

AIDS Acquired Immuno Deficiency MPN Most Probable Number



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Syndrome BGL Below Ground Level MoEF Ministry of Environment and Forests BOD Biochemical Oxygen Demand NAAQS National Ambient Air Quality Standards BOQ Bill of Quantities NBWL National Board of Wildlife BPL Below Poverty Line NGO Non-Governmental Organisations

CALINE California Line Source Dispersion Model NH National Highway

CCTV Closed-circuit television NPV Net Present Value CF Conservator of Forest NOC No-objection Certificate CGWB Central Ground Water Board NOX Oxides of Nitrogen CO Carbon Monoxide ODR Other District Roads COD Chemical Oxygen Demand PAF Project Affected Family CoI Corridor of Impact PAH Project Affected Household CPCB Central Pollution Control Board PAP Project Affected Person CPR Community Property Resource PD Project Director DFO Divisional Forest Officer PF Protected Forest DO Dissolved Oxygen PIU Project Implementation Unit EIA Environmental Impact Assessment PM Particulate Matter EMP Environmental Management Plan PPP Public Private Partnership PUC Pollution Under Control FGD Focus Group Discussions APRDC Public Works Department GFF Glass Fibre Filter R&R Resettlement and Rehabilitation GO Government Order RAP Resettlement Action Plan GoI Government of India RF Reserved Forest GoRJ Government of Andhra Pradesh RHS Right Hand Side GW Ground Water ROW Right of Way HC Hydrocarbon SH State Highways

IBRD International Bank for Reconstruction and Development SO2 Sulphur Dioxide

IMD Indian Meteorological Department SPCB State Pollution Control Board IRC Indian Roads Congress SW Surface Water IS Indian Standard TDS Total Dissolved Solids Leq Equivalent Continuous Noise Level UV Ultra Violet LHS Left Hand Side USEPA US Environment Protection Agency LCV Light Commercial Vehicles MAV Multi Axle Vehicles

http://en.wikipedia.org/wiki/Closed-circuit_television



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1 INTRODUCTION

1.1 Project Proponent

National Highways Authority of India (NHAI), an autonomous agency of the Government of India, is

responsible for management of the network of national highways across the country. It is a nodal

agency of the Ministry of Road Transport and Highways (MoRTH), Government of India. NHAI vision

is to meet the nation’s need for the provision and maintenance of national highways network to

global standards and to meet user expectations in the most time-bound and cost-effective manner,

within the strategic policy framework set by the Government of India and thus promoting economic

well-being and quality of life of the people.

NHAI is the nodal authority / project proponent for the development of the present highway project.

1.2 The Project

Government of India has decided to develop ~42,000 km of Economic Corridors, Inter Corridors and

Feeder Routes to improve the efficiency of freight movement in India under the Bharatmala

Pariyojana. Delhi-Mumbai Greenfield Highway via Vadodara is one of the projects under Bharatmala

Pariyojana. The project being discussed under this report concerns a section of the proposed green-

field highway under Bharatmala Pariyojana Lot 4 / Package 4: Rajasthan – Haryana Border to Kota.

The Project is planned as 8-lane green-field highway.

The proposed Project alignment starts near Firozpur Jhirka and runs through Alwar, Bharatpur,

Dausa and Sawai Madhopur districts before ending near Itawa village in Sawai Madhopur district.

Overall, the Project is an 8-lane highway with a length of ~204.606 km. Salient features of the

Project are as follows.

Table 1-1: Project Salient Features S. No. Particular Details

1 Project Name

Development of 8 lanes (Greenfield Highway) from Firozpur Jhirka (Ch. 79.394 Km) to Itawa (Ch. 284.000 Km) Section of NH-148N (Total length 204.606Km), Under BHARATMALA PARIYOJANA Lot-4/Pkg-4 in the state of Rajasthan.

2 Nature of Project 8-lane, access-controlled Greenfield Highway

3 Location of project stretch This section starts near Firozpur Jhirka and ends near Itawa village. It passes through Alwar, Bharatpur, Dausa and Sawai Madhopur districts in Rajasthan

4 Geographical Coordinates 27°39'13.12"N, 76°57'46.62"E to 26°01'57.27"N, 76°15'42.06"E

5 Land details Proposed highway follows plain, rolling and partly mountainous terrain. Bandikui Protected forest and settlement areas shall get affected

6 Water demand 6403206 KL KL water will be required during construction phase. (Including per capita use)

7 Sources of water Tanker Supply

8 Nearest railway station Biwai Railway Station- 3.2 km (Chainage 147.200 km) Bandikui Railway Station- 4.0 km (Chainage 159.500 km)

9 Nearest state highway / national highway

Proposed alignment is crossing SH-45, SH-14, SH-44, SH-25A, SH-25, SH-24, NH-11, NH-11A

10 Nearest airport Jaipur Airport- Approx. 52.0 km



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S. No. Particular Details

11 Seismic Zone

Proposed alignment falls under Seismic Zone II and III. Initial 160 km part i.e. Chainage 79.394 km to 239.00 km falls in Zone – II, while Chainage 240.000 km to 284.00 km lies in Zone III. Zone II is most stable and Zone - V is considered to be least stable. Proposed alignment is located in High Damage Risk Zone (Vb = 47 m/s) as per Wind and Cyclone Hazard Classification of India.

1.3 Project Location

The Project stretch shall start from Haryana - Rajasthan Boarder at Ch. 79.394 km (27°39'13.12"N,

76°57'46.62"E) near Firozpur Jhirka and traverses entirely through plain / rolling terrain in Rajasthan

state and ends near Itawa village at Ch. 284.000 (26°01'57.27"N 76°15'42.06"E) km of Sawai

Madhopur district, Rajasthan. Total length of the proposed section is about 204.606 Km.

Location of the Project stretch is shown in Figure 1.1 below.

Figure 1-1: Location Map of Proposed Highway

Project Alignment duly imposed on SoI top sheet is shown as Annexure 1.1.

1.4 Environment Impact Assessment Process

Applicability of various environmental regulations and guidelines was reviewed for the project and

its allied activities. As per the EIA notification, 2006, the project is covered under serial no. 7(f) as

category ‘A’.

The proposed project was uploaded on MoEF&CC online portal for Terms of Reference vide Proposal

No. AIRJ/MIS/75388/2018 and MoEF&CC File No.10-61/2018-IA.III dated 24thAugust, 2018.

Project was recommended for Terms of Reference (ToR) during 195th Meeting of Expert Appraisal

Committee held on 31st August, 2018. The present EIA report is based on project specific ToR as well

as Standard ToR for Highway Projects. Detailed ToR compliance for the project is presented as

Appendix-1 of this report.

1.5 Approach and Methodology

Present EIA study has been undertaken based on EIA Notification 2006 (amended thereof), ToR

accorded for the project and Environmental Impact Assessment Guidance Manual for Highways

prepared by Administrative Staff College of India.

The sections below detail out the methodology adopted for the assessment of environment for the

project.



3

1.5.1 Reconnaissance Survey

A reconnaissance survey has been undertaken for identification of Valued Environment Components

(VECs) falling within the RoW of proposed highway. Locations of environmentally protected areas

(National Parks, Wildlife Sanctuaries, Biosphere Reserves, Reserved / Protected Forest, Important

Bird Areas, World heritage Sites, Archaeological Monuments etc.); surface water bodies;

environmentally sensitive receptors (educational institutions, religious structures, medical facilities

etc.) along the green field alignment have been identified during the survey. The Consultant

conducted preliminary analysis of the nature, scale and magnitude of the impacts that the project is

likely to cause on the environment, especially on the identified VECs.

1.5.2 Review of the Project Information

Project information in the form of Technical Design Report and other secondary information were

reviewed to assess the project status and various Technical aspects. Accordingly, major impact areas

were identified for detailed assessment during EIA Stage.

1.5.3 Review of Applicable Environmental Regulations

Applicability of various environmental regulations and guidelines were reviewed for the project and

its allied activities. Review analysis in respect to Govt. of India guidelines and regulatory

environment framework is presented in the table below.


Draft Environment Impact Assessment (EIA) Report

4

Table 1-2: Applicability review of the Regulatory Environment Framework

S. No. Regulation / Guidelines Relevance Applicability

(Yes / No) Reason for Application

Implementing / Responsible Agency

1

The Environmental (Protection) Act. 1986, and the Environmental (Protection) Rules, 1987-2002 (various amendments)

Umbrella Act for protection and improvement of the environment.

Yes All environmental Notifications, Rules and Schedules are issued under the EPA Act

MoEF&CC, State Dept. of Environment & Forest, CPCB and RPCB

2 The EIA Notification, 14th September 2006 & subsequent amendments

Identifies all new national highways, expansion of national highways projects greater than 100 km involving additional ROW or land acquisition greater than 40m on existing alignments and 60m on re-alignments or by-passes (item 7 (f) of schedule) as one of the projects requiring prior clearance.

Yes

Project Highway is a new national highway (NH 148N) project. Hence, Environment Clearance is required from MoEF&CC

MoEF&CC & SEIAA

Opening of New Borrow Area Yes

Prior Environmental Clearance to be taken by Contractor if there is any need for opening of new borrow area

Opening of new Quarry Area (including excavation of River bed)

Yes

Prior Environmental Clearance to be taken by Contractor if there is any need of mining activity

3

Notification for use of Fly ash, 3rd November 2009 and its amendment on 25th January 2016

“No agency, person or organization shall, within a radius of 300 Kilometres of a thermal power plant undertake construction or approve design for construction of roads or flyover embankments with top soils; the guidelines or specifications issued by the Indian Road Congress (IRC) as contained in IRC specification No. SP: 58 of 2001 as amended from time to time regarding use of fly ash shall be followed

Yes

Kota Super Thermal Power Station, Kalisindh Thermal Power Station, Chhabra TPP and Adani Power Kawai Thermal Power Plant, are located within 300km from the proposed highway alignment

MoEF&CC, RPCB



5




and any deviation from this direction can only be agreed to on technical reasons if the same is approved by Chief Engineer (Design) or Engineer-in-Chief of the concerned agency or organization or on production of a certificate of "fly ash not available” from the Thermal Power Plant(s)

4 The Water (Prevention and Control of Pollution) Act, 1974

Central and State Pollution Control Board to establish / enforce water quality and effluent standards, monitor water quality, prosecute offenders, and issue licenses for construction / operation of certain facilities.

Yes Consent required for not polluting ground and surface water during construction

Rajasthan Pollution Control Board

5 The Air (Prevention and Control of Pollution) Act. 1981

Empowers RSPCB to set and monitor air quality standards and to prosecute offenders, excluding vehicular air and noise emission.

Yes

Consent required for establishing and operation of crushers, hot mix and batching plants etc.


6

Noise Pollution (Regulation And Control) Act, 1990, 2010 and its subsequent amendments.

Standards for noise emission for various land uses

Yes Construction machineries and vehicles to conform to the standards for construction


7 Forest (Conservation) Act, 1980 its subsequent amendments.

Conservation and definition of forest areas. Diversion of forest land follows the process as laid by the Forest conservation Act.

Yes Proposed alignment passes through Reserved and Protected Forests at different locations.

State Forest Department, MoEF&CC

9 Wildlife Protection Act, 1972 and amended thereof,

Protection of Wildlife Sanctuaries and National Park

NA

No Eco-sensitive Area protected under Wildlife Protection Act, 1972 is located within 10km radius of proposed alignment.

NBWL, SBWL & Chief Wildlife Warden

10 Ancient Monuments and Archaeological sites &

To protect and conserve cultural and historical remains found.

No No ASI Notified monument is located within proximity of

Archaeological Survey of India,



6




Remains Act 1958 and amended thereof,

proposed alignment. Applicable for any “chance find” would be Notified / surrendered to the competent authority.

State Dept. of Archaeology

11 The Motor Vehicle Act. 1988 its subsequent amendments.

Empowers State Transport Authority to enforce standards for vehicular pollution. From August 1997 the "Pollution Under Control Certificate” is issued to reduce vehicular emissions

Yes All vehicles used for construction will need to comply with the provisions of this act.

State Motor Vehicles Department

12 The Explosives Act (& Rules) 1884 (1983) its subsequent amendments.

Sets out the regulations as to regards the use of explosives and precautionary measures while blasting & quarrying

Yes

Use of blasting materials if required for new quarrying operation and storing of Diesel / Petrol in the camp site, to be obtained by the Contractor / Concessionaire

Chief Controller of Explosives

13 Public Liability And Insurance Act, 1991

Protection to the general public from accidents due to hazardous materials

Yes Hazardous materials like Bitumen shall be used for road construction

Labour Commissioner /District Magistrate

14

Hazardous and Other Wastes (Management, & Trans-boundary Movement) Rules, 2016 and amended thereof

Protection to the general public against improper handling and disposal of hazardous wastes

Yes

Hazardous wastes shall be generated due to activities like of maintenance and repair work on vehicles


15

Construction and Demolition Waste Management Rules, 2016 and Solid Waste Management Rules 2016

Safe disposal of construction waste and municipal solid waste

Yes

Construction waste shall be generated due to the demolition of existing structures & construction activities and municipal waste shall be generated from the construction worker camp


16 Chemical Accidents Protection against chemical accident while Yes Handling of hazardous District & Local Crisis

http://www.duhaime.org/LegalDictionary/C/CommissionerofOath.aspx



7




(Emergency Planning, Preparedness and Response) Rules, 1996

handling any hazardous chemicals resulting (flammable, toxic and explosive) chemicals during road construction

Group headed by the DM and SDM

17

Mines & Minerals (Regulation & Development) Act, 1957 & amended thereof,

Permission of Mining of aggregates and sand from river bed & aggregates

Yes Mining of sand, soil or aggregates shall require permission from mining dept.

State Department of Mining

18

The Building & Other Construction Workers (Regulation of Employment & Conditions of Service) BOCW Act, 1996

Employing Labour / workers Yes Employment of labours District labour Commissioner


Draft Environment Impact Assessment (EIA)

Report

8

1.5.4 Assessment of Alternatives

With and without project scenarios have been assessed. The assessment of alternatives included

that of Process Technology (Pavement, cross-sections, etc.), sources of materials from an

environmental management perspective, selection of alignment, etc.

1.5.5 Assessment of Baseline Environmental Profile

Secondary data such as Survey of India Topo Sheets, District Planning Maps, Forest Working Plans,

booklet of Central Ground Water Board, details of Archaeological Monuments etc. have been

collected from various secondary sources. Further, secondary data, which are relevant to

understand the baseline as pertaining to physical and biological environments has been collected

and reviewed.

Data pertaining to all facets of environment which include physical, ecological and socioeconomic

environment, both through primary and secondary sources were collected. Key relevant information

sources have been summarised in table below.

Ambient air & noise, ground and surface water samples were monitored at various locations

identified along the corridor. The monitoring and analysis for each component were carried out as

per MoEF&CC and CPCB guidelines during the study period from March to May, 2018. The results of

the monitoring were compared with the relevant national standards.

In order to quantify the impacts of the project road on various receptors, a receptor identification

survey was carried out. The receptors included the information for educational institutes, hospitals,

cultural & religious properties, community properties, water bodies, major pollution generating

sources, ecological components etc.

Table 1-3: Primary and Secondary Information Sources Parameters Information Source

Technical information Design Report

Inventory of features like water Bodies, Community structures, environmentally sensitive locations areas, congested locations etc.

Total station surveys, Google Earth, Bhuvan, Survey of India Maps, Primary Transect Walk

Climatic Condition & Meteorological data Indian Meteorological Department, Districts Groundwater Brochure of CGWB, Primary data collection

Geology, Seismicity, Soil and Topography Districts Groundwater Brochure of CGWB, Seismicity data available of National Disaster Management Authority Website and Primary survey & Investigation

Land Use / Land Cover Survey of India Toposheet, Google Earth, Bhuvan and Ground Truthing

Drainage Pattern Survey of India Toposheet, Districts Groundwater Brochure of CGWB, field observation and consultation with stakeholders

Ecology & Biodiversity and identification of Forest Area

Onsite survey, DFO/wildlife office, Research generals and I-bat

Air quality Noise, Soil and Water Onsite monitoring and Analysis of Field samples, SPCB & CPCB published data

Borrow Areas, Quarries and other construction material source

Material Surveys

River geo-morphology, hydrology, drainage, flood patterns

Water resource Dept., Districts Groundwater Brochure of CGWB, outcome of the consultation and



Report

9

Parameters Information Source

field observations

Socioeconomic Environment Census of India 2001 & 2011 and Public Consultation during the Field survey

1.5.6 Assessment of Impacts

Assessment of potential impacts has been carried out based on the project design and baseline

environment data as collected from primary and secondary sources. Assessment of the

environmental impacts was carried out to ascertain the direct and indirect impacts likely to be

induced due to proposed development. The general impacts are land acquisition, forest area

diversion & allied impacts on society, dust & air pollution due to removal of structures, trees &

vegetation and other construction activities; noise pollution due to construction activities, loss of

flora and its impacts on the ecology and impacts on water resources.

For each impact predicted, feasible and cost-effective mitigation measures has been suggested to

reduce potentially significant adverse environmental impacts to acceptable levels.

1.5.7 Consultations

Consultations on environmental issues with community members, institutional stakeholder and

PAPs in the form of Focused Group Discussions, Stakeholder meetings, etc. were carried out.

Consultation process were involved both formal and non-formal discussion. The feedback generated

through these meetings has been incorporated as far as possible in the design and construction of

the highway. The consultation process shall continue even during the implementation stage to gauge

the general opinion. The details are elaborated in Chapter 7 in Additional Studies.

1.5.8 Environment Management and Monitoring Plan

All affirmative action’s not only to avoid and deter but also to capitalise on the opportunities

provided by the project in order to improve the environmental conditions have been deliberated.

The various mitigation and enhancement measures proposed have been included in the report.

Based on their applicability, both general and case specific measures were incorporated as follows:

Generic measures: To avoid or mitigate impacts on environmental components, general mitigation

measures were identified based on the characteristic features.

Site Specific: At representative sensitive locations, site-specific mitigation measures and

enhancement designs have been formulated.

The EMP action plan has been prepared to detail out the implementation plan of the proposed

mitigation and enhancement measures. Monitoring indicators have been identified to have a

continuous check on impacts associated with project activities.

1.6 Structure of the Report

The EIA report excluding the first chapter has been structured into the following chapters:

Chapter- 2 Project Description describes the project design features related to environment, health

and safety aspects.

Chapter-3 Analysis of Alternatives details out the various alternatives for the project stretch,

construction technology alternative, etc.



Report

10

Chapter- 4 Baseline Environmental Profile describes the existing environmental set up of the study

area;

Chapter-5 Anticipated Environmental Impact & Mitigation Measures details out about impacts

associated with the proposed developmental activities. Mitigation measures for

identified impacts are also covered in this chapter.

Chapter- 6 Environmental Monitoring programme discuss about the monitoring indicators,

reporting mechanism and responsibility distribution for successful implementation of

Environment Management Plan

Chapter -7 Additional Studies covers details about the Public Consultation and Hearing. Chapter also

contains the brief of additional studies suggested by MoEF&CC during ToR appraisal

meeting.

Chapter- 8 Project benefits to the local community and environment are discussed in this chapter;

Chapter- 9 Environmental Management Plan details both the generic and specific EMPs for the

project Highway. Implementation arrangements give a brief about the implementation

methodology. This chapter also discusses about the Environmental Budget.

Chapter- 10 Summary and Conclusion briefs the EIA study outcome along with recommendation for

the project.

Chapter- 11 Disclosure of the Consultant provides the details of the consultants engaged along with

their capabilities and experiences.



11

2 PROJECT DESCRIPTION

2.1 Project Profile

The Project entails 8 lane access-controlled green-field highway section of NH-148N. The proposed

alignment of the project starts from Ch. 79.394 km near Firozpur Jhirka and ends near Itawa village

at Ch. 284.000 km in Sawai Madhopur district of Rajasthan state. This section covers Alwar,

Bharatpur, Dausa and Sawai Madhopur in Rajasthan state. The district wise length of proposed

highway is given in Table 2.1.

Table 2-1: District wise Length Break-up of proposed highway

S. No. District Chainage (km)

Length (km) Total (km)

From To

204.606

1 Alwar 79+394 82+970 3.576

2 Bharatpur 82+970 83+715 0.745

3 Alwar 83+715 84+765 1.05

4 Bharatpur 84+765 86+200 1.435

5 Alwar 86+200 150+405 64.205

6 Dausa 150+405 237+744 87.339

7 Sawai Madhopur 237+744 284+000 46.256

The Geo-graphical Coordinates of start and end points are given in table below.

Table 2-2: Project Coordinates Description Coordinates

Starting point 27°39'13.12"N, 76°57'46.62"E

Terminating point 26° 01'57.27"N, 76°15'42.06"E



12

Total length of the Project is ~204.606 km and 100 m Right of Way has been considered for proposed alignment Location of the Project stretch is shown in

figure below.

Figure 2-1: Proposed alignment marked on Satellite Imagery (Google Earth)



13

2.2 Project Features

The Project highway is eight lane green-field highway and follows expressway standards as per IRC

SP 99-2013. The various aspects of design that have been considered in the development of design

for the proposed highway are brought out in this section. It mainly consists of geometrics of

expressway, interchange design, junction design, cross sections, drainage design, pavement design,

structure design for culverts, bridges, flyover, VUP’s, LVUP’s, SVUP’s, ROB’s and interchanges.

2.2.1 Design Speed

The deign speed given in table below have been adopted for various terrain classifications.

Table 2-3: Design Speed

Nature of Terrain Cross Slope of Ground Design Speed (Kmph)

Ruling

Plain, Rolling & Hilly Upto 25% 120

The project corridor passes through plain, rolling and hilly terrain. The adopted design speed is 120

kmph throughout the stretch.

2.2.2 Right of Way

The recommended minimum Right of Way is given in table below:

Table 2-4: Recommended Minimum Right of Way Section Right of Way (ROW) in m

Rural Section 100

Rural sections passing through semi urban areas 100

Forest Area 100

At interchanges, toll booth, highway amenities, truck lay byes additional land shall be required.

2.2.3 Cross-fall and Super Elevation

The cross-fall on straight sections of project road carriageway shall be as given in the table below.

Each carriageway shall have unidirectional cross-fall.

Table 2-5: Cross-fall on different Surfaces

Cross-sectional Element Annual Rainfall

1000 mm or more Less than 1000 mm

Carriageway, Paved Shoulders, Edge Strip 2.5% 2.0%

The cross-fall for earthen/granular shoulders on straight portions is at least 1.0 percent steeper than

the values given in above table. On super elevated sections, the earthen portion of the shoulder on

the outer side of the curve is provided with reverse cross-fall so that the earth does not drain on the

carriageway and the storm water drains out with minimum travel path.

2.2.4 Super Elevation

The super elevation in the proposed highway is limited to 5%. Super elevation shall not be less than

the minimum specified cross-fall.



14

2.2.5 Typical Cross Sections

For 8 lanes highway different Cross-section has been developed on the basis of IRC-99-2013. 2x15m

carriageway having each lane width of 3.75 m. The paved shoulder width of 3m on both sides and

22m wide central median has been provided.

Keeping these basic requirements, various typical cross sections are developed to meet the need of

land use along the project road. Details of Cross Sectional Elements for particular typical cross

sections and location-wise application of TCS are given in tables below:

Table 2-6: List of Typical Cross Sections

TCS Applicability Cross Sectional Elements

1 Rural Areas (8 Lane with Paved Shoulder)

Carriageway: 2x15m EDGE strip: 2x(0.750m Paved + 1m Earthen) Paved Shoulders: 2x3.0m Granular Shoulders: 2x2.0m Central Median: 22.0m Side Drain: Unlined both side Utility Corridor: 2x3.0m ROW: 100 m

2 Over Bridge and Grade Separator (8 Lane with Paved Shoulder)

Carriageway: 2x15m EDGE strip: 2x0.750 m Paved Shoulders: 2x5.0m Central Opening: 19.5m ROW: 100 m

Source: Design Report

2.2.6 Grade Separators

At grade; junctions are safety hazard in view of high speed and thus no at-grade junctions are

provided in the project corridor.

2.2.7 Major & Minor Bridge

Bridges shall be provided on all the rivers/streams crossing and water bodies falling within the

proposed alignment.

Table 2-7: Major bridge

S. No.

Design Chainage

(Km) Type of Structure

Span Arrangement (m)

Total width (m)

Remarks

1 91.900 PSC I Girder 5X30 2X21.25 Ruparel River

2 159.309 PSC I Girder 5X30 2X21.25 Sanwan River

3 164.500 RCC Voided Slab 3x25 2X21.25 Pond/water body



6 175.949 PSC Box Girder 10x50 2X21.25 Banganga River(with guideband provided)

7 238.066 PSC Box Girder 6x50 2X21.25 Morel River


9 266.451 PSC Box Girder 14x50 2X21.25 Banas River


2.2.8 Access Control

The proposed highway is completely access controlled and access shall be provided through

interchanges only.

Table 2-8: Minor bridge



15

S. No. Design

Chainage (Km)

Type of structure Span

Arrangement (m)

Total Width (m)

Remarks

1 81.000 RCC I Girder 1x15 2x21.25 Local stream

2 136.760 RCC Box 2x7x3 2x21.25 Local stream

3 139.730 RCC Voided Slab 2x25 2x21.25 Pond/water body

4 152.049 PSC I Girder 2X30 2x21.25 Palasan River

5 162.493 RCC Box 1x10 2x21.25 Local stream


7 179.899 RCC I Girder 2X20 2x21.25 Local stream







14 200.061 PSCI Girder 1x30 2x21.25 Local stream



17 206.619 Multi cell RCC Box 2(3X10X3) 2x21.25 Local stream

18 206.705 Multi cell RCC Box 2(3X10X3) 2x21.25 Local stream



21 210.955 PSC I Girder 1X30 2x21.25 MNB (Loop 1)

22 210.955 PSC I Girder 1X30 2x21.25 MNB (on cross road)





27 218.068 PSC I Girder 1X30 2x21.25 Local stream










37 261.141 PSC GIRDER 2x25 2x21.25 Local stream

38 277.251 PSC GIRDER 1x25 2x21.25 Local stream


2.2.9 Flyover

Flyovers are provided at crossing between the project road and the NH/SH depending upon lane

configuration and importance of road. All existing four lane road are considered for Flyovers.

Table 2-9: Details of Flyover

S. No.

Design Chainage (m)

Type of structure

Clear Span (m)

Type of Foundation

Total width (m)

Remarks

1 93.617 PSC I Girder 1X30 Pile 2X21.25 SH-45



16

S. No.

Design Chainage (m)

Type of structure

Clear Span (m)

Type of Foundation

Total width (m)

Remarks

2 116.545 PSC I Girder 1X30 Open 2X21.25 SH-44

3 137.309 PSC I Girder 1X30 Open 2X21.25 Mehndipur Balaji

(MDR Road)

4 164.394 PSC I Girder 1X30 Open 2X21.25 SH-25

5 183.545 PSC I Girder 1X30 Open 2X21.25 Dausa-Bhandrej

Road

6 217.782 PSC I Girder 1X30 Pile 2X21.25 SH-24


2.2.10 Vehicular Under Pass (VUP)

VUP’s are provided at crossing between the Project highway and MDRs. The lane width of the cross

road varies from 7.0m to 10.0m. The provision of future widening from 2 lane to 4 lanes is already

taken into consideration for these roads. These are provided perpendicular to the Project road.

Table 2-10: Details of VUP

S. No. Design Chainage

(Km) Span

Arrangement (m) Total width (m) Remarks

1 87.345 1x20 2X21.25 Indpur (CT Road)

2 89.810 1x20 2X21.25 -

3 95.175 1x20 2X21.25 Near Ladiyaka

4 99.836 1x20 2X21.25 Near Bhayari

5 107.992 1x20 2X21.25 Chandra Ka Bas (BT Road)

6 115.010 1x20 2X21.25 Maujpur (BT Road)

7 141.317 1x20 2X21.25 -

8 144.003 1x20 2X21.25

9 145.767 1x20 2X21.25 Near Jamroli

10 155.069 1x20 2X21.25 -

11 176.961 1x20 2X21.25 -

12 189.617 1x20 2X21.25 -

13 193.444 1x20 2X21.25 MDR-63

14 197.167 1x20 2X21.25 Lahri ka Was road

15 201.375 1x20 2X21.25

16 223.693 1x20 2X21.25 Chaksu Lalsot Link Road

17 250.564 1x20 2X21.25 -

18 275.376 1x20 2X21.25 -

19 283.955 1x20 2X21.25 -


2.2.11 Light Vehicular Under pass (LVUP)

The location of LVUP has been provided for metal roads/ODR. These are low configuration road

compared to VUP’s. These are provided perpendicular to the Project road.

Table 2-11: Details of LVUP

S. No. Design

Chainage (Km)


Total width (m)

Remarks

1 80.250 1x12x4 2X21.25 Village road

2 85.070 1x12x4 2X21.25 Near Khushpuri



17

S. No. Design

Chainage (Km)


Total width (m)

Remarks

3 88.183 1x12x4 2X21.25 Near Indpur

4 90.809 1x12x4 2X21.25 Near Malpur

5 97.562 1x12x4 2X21.25 Jaisinghpura (BT Road)

6 99.032 1x12x4 2X21.25 Khorpuri (BT Road)

7 104.072 1x12x4 2X21.25 Ronpur (BT Road)

8 117.229 1x12x4 2X21.25 Maujpur (BT Road)

9 119.845 1x12x4 2X21.25 -

10 126.252 1x12x4 2X21.25 Pinan (BT Road)

11 130.716 1x12x4 2X21.25 -

12 132.935 1x12x4 2X21.25 -

13 136.200 1x12x4 2X21.25 -

14 140.259 1x12x4 2X21.25 Mukundpura (BT Road)

15 142.350 1x12x4 2X21.25 Hatoj (BT Road)

16 147.299 1x12x4 2X21.25 -

17 150.749 1x12x4 2X21.25 -

18 160.819 1x12x4 2X21.25 -

19 173.093 1x12x4 2X21.25 Near Dhigariya Tappa Koleshwar

20 174.199 1x12x4 2X21.25 -

21 185.198 1x12x4 2X21.25 -

22 194.095 1x12x4 2X21.25 Bitumen Road

23 199.819 1x12x4 2X21.25 Bitumen Road

24 202.495 1x12x4 2X21.25 Viilage Road

25 204.237 1x12x4 2X21.25 -

26 206.741 1x12x4 2X21.25 -

27 207.889 1x12x4 2X21.25 -

28 208.739 1x12x4 2X21.25 -

29 213.569 1x12x4 2X21.25 -

30 219.517 1x12x4 2X21.25 -

31 220.920 1x12x4 2X21.25 -

32 222.874 1x12x4 2X21.25 -

33 224.571 1x12x4 2X21.25 -

34 225.114 1x12x4 2X21.25 -

35 226.449 1x12x4 2X21.25 -

36 229.294 1x12x4 2X21.25 -

37 234.221 1x12x4 2X21.25 -

38 240.461 1x12x4 2X21.25 -

39 244.057 1x12x4 2X21.25 -

40 245.327 1x12x4 2X21.25 -

41 252.938 1x12x4 2X21.25 -

42 257.871 1x12x4 2X21.25 -

43 260.406 1x12x4 2X21.25 -

44 261.255 1x12x4 2X21.25 -

45 271.245 1x12x4 2X21.25 -

46 272.651 1x12x4 2X21.25 -

47 279.515 1x12x4 2X21.25 -

48 280.931 1x12x4 2X21.25 -

49 283.301 1x12x4 2X21.25 -




18

2.2.12 Small Vehicular Underpass (SVUP)

To ensure complete access control and make cost effective grade separation, a smaller dimension

VUP (SVUP) has been provided for VR/mud roads with width less than 5.50m. All cross roads are not

provided with SVUP’s. In some of the cross road 4mx3m Box is provided.

For few, mud roads/ tracks which are at close interval and for which direct underpasses are not

provided shall be connected by connecting roads.

Table 2-12: Details of SVUP


(Km) Span Arrangement (m) Total width (m) Remarks

1 79.576 1x7x4 2X21.25 Village road

2 81.172 1x7x4 2X21.25 Village road

3 82.800 1x7x4 2X21.25 -

4 83.839 1x7x4 2X21.25 Near Bas Burja

5 84.305 1x7x4 2X21.25 -

6 85.771 1x7x4 2X21.25 -

7 88.991 1x7x4 2X21.25 -

8 95.785 1x7x4 2X21.25 -

9 98.390 1x7x4 2X21.25 -

10 100.586 1x7x4 2X21.25 Naya Bas (CT Road)

11 101.293 1x7x4 2X21.25 Near Bedha

12 103.140 1x7x4 2X21.25 Village (CT Road)

13 105.952 1x7x4 2X21.25 -

14 106.883 1x7x4 2X21.25 -

15 109.000 1x7x4 2X21.25 Boontoli (BT Road)

16 109.940 1x7x4 2X21.25 Village Road (CT Road)



19 117.961 1x7x4 2X21.25 Maujpur (CT Road)

20 118.994 1x7x4 2X21.25 -





25 124.208 1x7x4 2X21.25 Kachawa (CT Road)

26 124.738 1x7x4 2X21.25 Kachawa (CT Road)

27 127.040 1x7x4 2X21.25 Pinan (CT Road)

28 127.695 1x7x4 2X21.25 Kali Pahari (CT Road)

29 128.200 1x7x4 2X21.25 -

30 138.619 1x7x4 2X21.25 Reni Rajgarh (CT Road)

31 141.795 1x7x4 2X21.25 -

32 143.108 1x7x4 2X21.25 -

33 149.109 1x7x4 2X21.25 -

34 152.799 1x7x4 2X21.25 -

35 153.899 1x7x4 2X21.25 -

36 156.139 1x7x4 2X21.25 -

37 156.685 1x7x4 2X21.25 -

38 157.614 1x7x4 2X21.25 -

39 161.573 1x7x4 2X21.25 -



19



40 163.547 1x7x4 2X21.25 -

41 165.960 1x7x4 2X21.25 -

42 166.651 1x7x4 2X21.25 -

43 167.374 1x7x4 2X21.25 -

44 169.829 1x7x4 2X21.25 -

45 170.896 1x7x4 2X21.25 -

46 171.463 1x7x4 2X21.25 -

47 172.076 1x7x4 2X21.25 -

48 174.999 1x7x4 2X21.25 -

49 177.951 1x7x4 2X21.25 -

50 178.559 1x7x4 2X21.25 -

51 180.588 1x7x4 2X21.25 -

52 182.514 1x7x4 2X21.25 -

53 184.112 1x7x4 2X21.25 -

54 185.501 1x7x4 2X21.25 -

55 187.108 1x7x4 2X21.25 Village Road

56 191.979 1x7x4 2X21.25 -

57 196.847 1x7x4 2X21.25 -

58 200.271 1x7x4 2X21.25 -

59 203.049 1x7x4 2X21.25 -

60 209.194 1x7x4 2X21.25 -

61 213.851 1x7x4 2X21.25 -

62 215.254 1x7x4 2X21.25 -

63 216.700 1x7x4 2X21.25 -

64 223.292 1x7x4 2X21.25 -

65 227.436 1x7x4 2X21.25 -

66 228.011 1x7x4 2X21.25 -

67 229.605 1x7x4 2X21.25 -

68 230.056 1x7x4 2X21.25 -

69 230.688 1x7x4 2X21.25 -

70 233.209 1x7x4 2X21.25 -

71 233.761 1x7x4 2X21.25 -

72 235.864 1x7x4 2X21.25 -

73 237.763 1x7x4 2X21.25 -

74 239.173 1x7x4 2X21.25 -

75 241.297 1x7x4 2X21.25 -

76 242.341 1x7x4 2X21.25 -

77 242.840 1x7x4 2X21.25 -

78 246.831 1x7x4 2X21.25 -

79 248.278 1x7x4 2X21.25 -

80 248.911 1x7x4 2X21.25 -

81 249.638 1x7x4 2X21.25 -

82 251.605 1x7x4 2X21.25 -

83 252.141 1x7x4 2X21.25 -

84 253.846 1x7x4 2X21.25 -

85 254.271 1x7x4 2X21.25 -

86 254.971 1x7x4 2X21.25 -

87 256.398 1x7x4 2X21.25 -

88 258.912 1X7X4 2X21.25 -



20



89 259.809 1x7x4 2X21.25 -

90 260.066 1x7x4 2X21.25 -

91 264.101 1x7x4 2X21.25 -

92 268.431 1x7x4 2X21.25 -

93 270.011 1x7x4 2X21.25 -

94 272.051 1x7x4 2X21.25 -

95 273.591 1x7x4 2X21.25 -

96 276.276 1x7x4 2X21.25 -

97 277.390 1x7x4 2X21.25 -

98 277.787 1x7x4 2X21.25 -

99 278.901 1x7x4 2X21.25 -

100 280.328 1x7x4 2X21.25 -

101 282.201 1x7x4 2X21.25 -


2.2.13 Interchange Design

The interchanges are proposed on National highway/ State Highways. The interchanges are designed

with proper ramps and loops as per IRC: 92 latest versions.

Project road will cross the following major roads Sh-14 (Alwar Bharatpur Road), SH-25A, NH 11 and

NH 11A in the state of Rajasthan. Being fully access controlled, there will be no at grade junctions.

Entry/Exit will only be from interchanges. Grade intersections adversely influence the quality of

highways in terms of speed, capacity and safety because of interruptions to the flow of traffic. Thus

the basic requirement for the design of intersections is not only to cater to the safe movements for

the drivers, but also to provide them full traffic information by way of signs, pavement markings and

traffic signals. At 5 locations interchange has been provided rest of all crossing will be grade

separated. Location of interchanges is given in table below:

Table 2-13: Interchange Detail

S. No.

Design Chainage (Km)

Structure Type

Clear Span (m) (SQ)

Type of Foundation

Total Width (m)

Type of Crossing

1 102.000 PSC I Girder 4x30 Pile 2X21.25 SH 14, Alwar

Bharatpur road

2 129.017 PSC I Girder 4x30 Pile 2X21.25 SH-25A

3 181.451 PSC I Girder 2x30 Open 2X21.25 NH-11

4 210.955 Steel Girder 2x30 Pile 2X21.25 NH-11A

5 228.748 PSC I Girder 2x30 Pile 2X21.25 NH-11A


2.2.14 Connecting / Service / Slip Roads

Connecting roads are provided to maintain proper circulation of local traffic, continuity of travel and

to facilitate crossing over to the other side of the Project highway through an under/overpass. These

shall be provided outside the RoW. The width of connecting road shall be of the same standard as

that of the crossing road. The construction and maintenance of connecting roads shall be part of the

Project Corridor.



21

Connecting roads are also provided to connect highway amenities across the project highway. These

roads are of service road standard. The detail of location where connecting / service / slip road are

provided is given in the below table:

Table 2-14: List of Proposed Connecting / Service / Slip Roads (LHS)

S. No

Chainage (Km) Total Length

(m)

Existing

Type of Road LHS

Length(m) RHS

Length(m) From To Width of Road (m)

1 86.170 86.300 130 2.5 C.T ROAD 130 0

2 97.100 97.670 570 4.16 C.T ROAD 570 0

3 97.898 98.100 202 2.6 C.T ROAD 0 202

4 99.000 99.100 100 3.29 B.T ROAD 0 100

5 104.385 104.720 335 2.92 C.T ROAD 335 0

6 109.600 109.900 300 4.8 C.T ROAD 330 300

7 123.400 123.600 200 2.37 C.T ROAD 0 200

8 124.738 125.090 352 3.2 C.T ROAD 0 350

9 128.100 128.200 100 2.08 C.T ROAD 100 0

10 128.100 128.200 100 1.9 C.T ROAD 100 0

11 128.200 128.540 740 3.02 C.T Road 400 340

12 132.200 132.640 400 2.94 C.T ROAD 250 150

13 136.770 137.320 870 2.8 C.T ROAD 550 320

14 149.400 149.800 400 2.94 C.T ROAD 150 250

15 159.300 159.700 810 1.7 C.T Road 400 410

16 161.250 161.590 340 1.9 C.T ROAD 0 340

17 162.280 162.370 90 2.82 C.T Road 90 0

18 165.300 165.950 672 2.7 R.C.C. ROAD 0 672

19 185.500 185.600 100 3.7 C.T ROAD 0 100

20 186.100 186.280 170 5.77 C.T ROAD 50 120

21 191.979 192.400 421 2.73 C.T Road 421 0

22 205.090 205.230 200 3.6 B.T ROAD 140 60

23 207.760 208.000 240 2.26 C.T ROAD 240 0

24 216.700 216.900 200 3.75 C.T ROAD 0 200

25 220.100 220.200 100 3.6 C.T ROAD 0 100

26 224.470 224.650 180 5.86 B.T ROAD 90 90

27 225.500 225.650 230 5.23 C.T ROAD 70 160

28 226.250 226.450 200 3.7 C.T ROAD 0 200

29 227.370 227.510 140 2.13 C.T ROAD 80 60

30 230.630 231.300 670 3.17 C.T ROAD 0 670

31 231.600 231.850 250 2.11 C.T ROAD 0 250

32 232.470 233.200 730 2.5 C.T. ROAD 0 730

33 233.200 233.300 100 4.4 C.T ROAD 0 100

34 233.750 233.850 100 1.75 C.T ROAD 100 0

35 240.160 240.460 540 5.5 C.T ROAD 240 300

36 241.950 242.340 390 3 C.T ROAD 0 390

37 244.056 244.200 144 6 B.T ROAD 144 0

38 245.700 247.000 1300 5.1 B.T ROAD 0 1300

39 250.563 250.820 257 2 C.T ROAD 257 0

40 252.000 252.200 200 2.61 C.T ROAD 80 120

41 257.600 257.878 278 5.43 B.T ROAD 0 278

42 257.878 258.090 212 5.33 B.T ROAD 212 0

43 258.480 259.100 620 5.5 B.T ROAD 620 0



22

S. No

Chainage (Km) Total Length

(m)

Existing

Type of Road LHS

Length(m) RHS

Length(m) From To Width of Road (m)

44 268.300 268.520 190 2.81 C.T ROAD 100 90

45 270.000 270.150 150 3.52 C.T ROAD 0 150

46 275.825 276.275 450 4 B.T ROAD 450 0

47 283.200 283.420 220 6.31 B.T ROAD 100 120


2.2.15 Nallah Training

Locations where nallah/ drain passing through the highway corridor have been realigned outside the

RoW. These nallah’s/ drain will be of the same width as that of the existing nallah/ drain with proper

gradient to enable the water to flow from upstream of the channel to downstream.

Table 2-15: List of Proposed Nallah Training locations

S. No Chainage (Km)

Total Length (m) Road Side From To

1 108.935 109.590 655 RHS

2 220.480 220.700 220 RHS


2.2.16 Median Openings

Median openings with detachable barrier have been provided at about 12-15 km (between two

interchanges) for traffic management for maintenance works and vehicles involved in accidents.

2.2.17 Boundary Wall at ROW

Road Boundary wall has to be constructed as specified in Ministry Circular No.RW/NH-

24036/27/2010-PPP dated 25.04.2018.

2.2.18 Embankment and Cut Sections

The design and construction of the road in embankment and in cutting shall be carried out in

accordance with Section 300 of MORT&H Specifications and the requirements, and standards &

specifications given in IRC: SP-99 latest version.

2.2.19 Pavement Design

As per life cycle cost analysis and considering safeguarding the depleting natural resources, project

location and the strategic importance of the Project highway (which is a major connecting link from

Delhi to Vadodara and further, Vadodara-Mumbai Expressway), the perpetual pavement with a

design of 50 years is recommended for the Project highway. Accordingly, summary of proposed

pavement design is given in the below tables:

Table 2-16: Proposed Pavement Design for Main Carriageway

Pavement Composition Pavement Type Recommended Crust Thickness (mm)

Stone Matrix Asphalt (SMA) with PMB 40 and minimum 2% Lime

Perpetual

50

Dense Bituminous Concrete (DBM) with minimum 2% Lime

250

Wet Mix Macadam (WMM) 150

Cement Treated Sub-base (CTSB) with minimum 200



23

Pavement Composition Pavement Type Recommended Crust Thickness (mm)

2% Cement.

Total 650


Note: The cement and lime content shall be provided as per actual mix design during the

construction, however in any case it shall not be less than as mentioned in table above

Table 2-17: Proposed Pavement Design for Connecting/Service & Slip Road Sections

Pavement Crust Composition Recommended Thickness (mm) Grade of Bitumen

Bituminous Concrete (BC) 40

VG-30

Dense Bituminous Macadam (DBM) 50

Granular Base (WMM) 250

Granular Sub Base (GSB) 200

Total 540


2.2.20 Drainage:

The IRC: SP 42 will generally be followed for design of highway drainage. The planning of highway

and drainage is intricately linked with the terrain, alignment of the highway and the proposed cross

drainage works. The planning and designing of adequate drainage system is a primary requirement

for maintaining a structural soundness and functional efficiency of a road. Pavement structure

including sub-grade must be protected from any ingress of water; otherwise over a period of time it

may weaken the sub-grade by saturating it and cause distress in the pavement structure. Hence

disposal of water from the pavement and sub-grade is a basic consideration in road design. Over and

above quick drainage takes away the water from pavement surface and reduces chances of skidding

of vehicles. In order to guard the pavement from the poorly drained conditions, planning, designing,

construction and maintenance of longitudinal drains on either side of the roads is very much

essential. The surface water from the pavement and shoulders will be made to flow in to the drains

by providing suitable cross Slopes / Camber.

Earthen drains are provided through-out the project corridor to ensure efficient drainage from

carriageway to drain. All drains are connected to cross drainage structure. Median drains are

provided with rain water harvesting structure. Proper drainage arrangements are provided for grade

separated structures. If requires, CD work is also provided for loops and ramps.

2.2.21 Capacity of Project Highway

Based on the guidelines decided by the Ministry of Road Transport and Highways (MoRT&H) office

memorandum No. NHAI/Planning/EC/DPR/2016 dated 3rd May 2018, the end-lane configuration

and the stage development to be considered based on present day traffic should be as given below:

Table 2-18: Design service volume standards for LOS-B

Sl. No.

Present traffic including induced traffic (PCU)

Present Lane Status

End Lane Status

Stage Development ROW (m)

(i) Upto 20,000 PCUs Upto 2LPS 8 Lane 4 Lane highway with 4 lane structures 70

(ii) 20,000 - 30,000 PCUs Upto 2LPS 8 Lane 6 Lane highway with 8 lane structures 70

(iii) 30,000 - 40,000 PCUs onwards

Upto 2LPS 8 Lane 8 Lane highway with 8 lane structures 70



24

(iv) 40,000 PCUs onwards Upto 2LPS 12 Lane 8 Lane highway with 8 lane structures Service Roads in urban areas

100

(v) 40,000 PCUs onwards 4-Lane 6/8-Lane

* Option of a Green-filed alignment or 8 lane with 8 lane structures (where lifecycle cost is lower) * 6 Lane with 6 lane structures, in cases, where portion of the corridor has been 6 laned or 6 lane structures have already been developed on 4 lane highway or Cost of land acquisition for brown-field expansion is prohibitive.

7

2.2.22 Highway Amenities:

There are two types of amenities provided in the project highway which are as below:

Wayside amenities have to be provided at every 25.0 Km on both the sides. The service areas of

sizes (300m X 600m and 100m X 80m) are to be provided at alternate locations. All amenities are

connected with Subway enable the passengers to use other side amenity also.

In the bigger wayside amenity having size of 300m x 600m, all facilities such as drinking water kiosk,

toilet facilities, truck parking, bus parking, car parking, separate restaurants for truck driver,

restaurants for other road users, children park, petrol station, garage, generator set/ solar system

area, ATM’s, Ambulance area, medical room etc. to be provided.

In the smaller wayside amenity having size of 100m x 80m, facilities such as drinking water kiosk,

toilet facilities, truck parking, bus parking, car parking, restaurants, petrol station, garage, generator

set/ solar system area, ATM’s etc., to be provided.

2.2.23 Toll booth

Toll booths are proposed along the project stretch for collection of toll fee. Toll booth shall comprise

of minimum of 4 lanes for toll collection, toll islands, toll canopy, service area and administrative

block. Weigh in Motion (WIM) systems shall be installed to check the overloading of vehicles.

2.2.24 Lighting

Lighting shall be provided at all interchanges, tunnels, toll plazas/booths, bridges, overpasses/

underpasses etc. as specified in IRC:SP:99-2013.

2.2.25 Traffic Management Systems

Advance Traffic Management Systems (ATMS) shall be provided as per Clause-816 of MORT&H

Specifications for road and bridge works.

2.2.26 Enhancement of Inventories

Apart from development of access controlled 6 lane expressway, the project has also proposed

several other enhancements such as truck lay-byes, toll plazas and rest areas with restaurant, toilet

facilities, ATM facility, emergency first aid, repair / maintenance facility, parking provisions for trucks

and cars, PCO and Police outposts. The table below gives the details.

Table 2-19: Enhancement of Inventories



25

Particular Proposed Nos. Location (Chainage)

Toll plaza 5 Ch.102+000, Ch.129+017, Ch.181+452, Ch. 210+954 & Ch. 228+740

Rest Areas 8

Ch. 99+250 (LHS), Ch.99+600 (RHS), Ch.125+650 (BHS), Ch.147+800 (BHS), Ch.172+550 (BHS), Ch.195+000 (BHS), Ch.220+050 (BHS), Ch.247+600 (LHS), Ch. 244+700 (RHS), Ch.274+150 (LHS) & Ch. 274+950 (RHS)


2.2.27 Crash Barriers

Metal Beam Crash Barriers have been proposed at high embankment locations and at major bridge

approaches. The barrier would be of “Thrie” beam type consisting of steel posts and a 3mm thick

“Thrie” beam rail. There would be a steel spacer block between the post and the beam to prevent

the vehicle from snagging on the post. The steel posts and the blocking out spacer would be channel

section of 75mm x 150mm size and 5mm thick. The posts are spaced 2m centre to centre. All

members of the system would be hot dipped galvanized. Crash barrier system absorbs impact of

vehicle and laterally restrains a vehicle from veering off. This would ensure minimum damage to the

vehicle and passengers.

2.2.28 Traffic Control Devices, Road Safety Devices and Road Side Furniture

Traffic Control Devices, Road Safety Devices and Road Side Furniture shall comprise of road signs,

road markings, object markers, hazard markers, studs, delineators, attenuators, safety barriers,

boundary fences, boundary stones, kilometer stones, etc. Relevant IRC Guidelines (IRC 2, IRC:8,

IRC:35, IRC:67, IRC SP 99,etc), MORT&H Guidelines for Expressways manual and Section 800 of

MORT&H Specifications shall be followed.

2.3 Components & Activities of the Proposed Project

The development of the road would necessarily entail the following three stages. Each of the stages

would have several activities and sub-activities. The three stages are

Detailed design and Pre-Construction Stage

Construction Stage

Post-Construction, Operations & Maintenance Stage

The sub-activities and activities which would be undertaken in each of the three stages are detailed

in below sections.

2.3.1 Infrastructure Requirement for Highway Development

During the construction and operations of the highway the following infrastructure would be

developed and maintained by the Contractor

2.3.1.1 Construction Camp

Even though local labour would be employed to the extent possible, the number of activities would

require specialized skilled labour e.g. operator of the vehicle and machinery, skilled crews for

specialised operations e.g. bar-bending and casting. These labours in most cases would be migrant

from other parts of Rajasthan or other states. The Contractor would setup a construction camp for

the accommodation of the workers.



26

2.3.1.2 Hot Mix Plant

For the manufacturing of the bituminous material the Contractor would setup a Hot mix Plant. The

plant would be setup considering the sitting guidelines specified by regulatory authorities.

2.3.1.3 Batching Plant

The Concrete batching plant would be installed for concrete casting of structures i.e. Minor bridges,

box and Hume pipe culverts. The Batching plant in addition to cylos for cement, aggregates and sand

would also have an area for storage of cement and additives.

2.3.1.4 Lay down Areas

The contractor would identify an area for storage of the raw-material required for construction

including soil, sand GSB and aggregates. These would be stored as open heaps within the laydown

area. The lay down area might also be sued as a maintenance yard for the vehicles and machinery.

Figure 2-2: Activities in the Typical Highway development project



27

2.3.1.5 Waste Storage Area

The excavate material from the pavement would have to be stored at some places before it can be

utilised or disposed of at a permanent disposal site provided by the Municipal Corporation/PWD or

the local panchayat.

2.3.2 Resource Requirements for the Project

The Project entails development of a green-field road and will require road construction materials.

Construction material like aggregates, sand, stone, etc. shall procured from nearby approved

quarries. Separate environmental approval shall be sought for any new quarry. Quantity of the

construction material required for the proposed 8 lane Project (Length: ~204.606 km) is given in

table below.

Table 2-20: RoW Material Requirement

S. No. Description Unit Quantity

1 Earthwork Cum 46020738 2 GSB Cum 2335842 3 WMM Cum 1190797 4 DBM MT 4486432 5 BC MT 941123 6 Bitumen MT 237730 7 Emulsion MT 12563 8 Cement MT 363855 9 10 mm Cum 986201

10 20 mm Cum 1047259 11 40 mm Cum 709641 12 Dust Cum 1522792 13 Sand Cum 410444 14 Filler MT 70324 15 Steel MT 1137903

Source: Feasibility report

2.3.2.1 Power

Power required at the construction camp would be drawn from the grid where it is available else DG

sets would be used to supply the power to the Construction & Labour Camps.

2.3.2.2 Manpower

The manpower requirement would vary over the construction period depending on the quantum

and type of work involved. About 1250 nos. manpower would be required during the construction

phase (Ref. Press Information Bureau Government of India Ministry of Road Transport & Highways

dated 26th July 2018). The skilled manpower primarily the machine operators and concrete casting

crew would be migrant labours and would be housed in the construction camp.

2.3.2.3 Time Frame

The construction stage water requirement has been calculated considering that the construction

period would be 24 months.



28

2.3.2.4 Land Requirement

The Land required for construction of proposed highway is 2261.85 ha, which includes other facility

such as interchange and rest area etc.

2.3.2.5 Water

The project would require water for both construction activities and domestic purpose during the

construction period. The operations period of the project would have water requirement but the

quantity required would be much lesser. Total water demand in the project is 6403206 KL (Including

per capita use).

The water requirement for construction depends on the climatic conditions, type of equipment, type

of material available, mix design; type of construction. Water quantity required for the project road

has been calculated considering the following:

8-10% of weight of soil for the embankment construction

7-8% of weight of soil for sub grade construction

5-6% of weight of GSB materials for GSB and WMM

150 litre/cum for concrete

110 lpcd for person residents of the camp

45 lpcd for the no-residents

During the operations phase the water would be required primarily for domestic use at the toll plaza

and landscaping.

2.3.3 Pollutant Sources & Characterization

2.3.3.1 Construction Phase

During construction phase environmental impacts are likely to result primarily from operation of

heavy machinery and equipment’s, vehicular movement and from influx of workforce. The potential

pollutant sources for construction phase and their characterization has been discussed in the

subsequent section.

2.3.3.2 Operations of Heavy Machineries & Vehicular Movement

The operations of construction vehicles, diesel generators and machineries would contribute to

Suspended Particulate Matter (SPM), Sulphur and Nitrogen dioxides (SO2 and NOx), Carbon

monoxide (CO) and other hydrocarbons (HC).

In addition, fugitive emissions are envisaged from plying of vehicles and also from storage, handling

and transportation of materials during the construction phase. Mainly dust will be emitted during

material transport and during loading-unloading activities which is planned to be controlled by

periodic water sprinkling and by adopting good engineering practices.

Also, during construction phase, noise will be generated from operating heavy machineries and from

vehicular movement. All the generator sets will be equipped with exhaust mufflers and acoustic

enclosures and subjected to periodic preventive maintenance.



29

2.3.3.3 Generation of Construction waste

There would be waste from the batching plant, hot mix plant and from the demolition of the

building and other structures within the proposed ROW. Some of the material would be recycled and

used for back filling. Material which cannot be recycled would be considered as Construction and

Demolition waste and has to be disposed of as per the existing rules.

2.3.3.4 Influx of Workforce

Sewage effluent will be generated during this phase from construction camps. Solid waste generated

during the construction phase from the camps is expected to comprise of food waste and recyclables

viz. packaging material etc.

2.3.3.5 Operation Phase

During operations, of the proposed highway both solid (municipal) and liquid waste would be

primarily generated from toll plaza and rest area. In case of maintenance the bituminous layer would

be excavated during the repair of pavement and needs to be disposed off.

2.4 Cost

The total civil cost of the project is about INR 5518 Cr.



30

3 Analysis of Alternatives

The chapter tries to compare feasible alternative to the proposed project with respect to site,

technology, design etc. The methodology that has been adopted for the evaluation of the alternate

alignment route for construction of proposed highway and possible feasible options comparises of

the engineering, economic, environmental and social considerations. The chapter discusses how

environmental parameters were assigned due importance and were carefully considered in the

analysis of alternatives.

3.1 With & Without Project Alternatives

3.1.1 Without Project Scenario

The existing connectivity along the prposed section is mostly two/four lane highway with varying

pavement width. The exisiting scenario of the high Traffic volumes along with higher estimated

future traffic volumes coupled with the aim of improving the efficiency of freight movement, the

capacity of the present highway is insufficient for handling the high volume of traffic and freight

movement. The inability of the exisiting infrastructure to meet future demands calls for

development of an access controlled 8 lane carriageway with hard/granular shoulder. There are

dense settlements/habitations along the exisiting highway which causes disruptions to the traffic

flow and futher vehicular-pedestrian conflicts creates higher probability for accident occurance.

These conflicts lead to reduced efficiency and mobility of the exisiting infrastructure. This is further

compounded by the various land use conflicts, in terms of uncontrolled development along the

highway. The population growth, increase in traffic volumes and the economic development along

the corridor would continue to occur and will worsen the already critical situation. In the absence of

proposed development, the existing unsafe conditions and the adverse environmental consequences

in terms of the environmental quality along the existing roads would continue to worsen. Moreover,

if it is decided not to proceed with the project, then the regional benificiaries (sub-urban and rural

population along the proposed alignment) of the proposed Project will be deprived of the socio-

economic development of this remote and relatively poorly connected area. herefore, the no-action

alternative is neither a reasonable nor a prudent course of action for the proposed project, as it

would amount to failure to initiate any further improvements and impede economic development.

3.1.2 With Project Scenario

The ‘with project scenario’ is found to have a positive impact in the long run on social,

environmental, economic and financial issues. This scenario includes the development of 8 lanes

with paved/granular shoulder. The scenario is economically viable and will improve the existing

conditions of the project area. It would thereby, contribute to the developmental goals envisaged by

NHAI, MoRTH GoI, and enhance the growth potential of the area.

In spite of the various development benefits likely to accrue due to the project, as is the case of

every road development project, the project would be accompanied by certain impacts on the

natural, social and environmental components. The potential impacts on the various environmental

components can be avoided through good environmental practices. Wherever avoidance of negative

impact has not been possible, appropriate mitigation and enhancement actions will be worked out

to effectively offset the environmental damages inflicted due to the project. A detailed Resettlement



31

and Rehabilitation (R&R) Action Plan will be worked out to improve the well-being and livelihood of

the people to be impacted. Comparative assessments of the “with and without” project scenarios

are presented in the following table.

Table 3-1: "With and Without" Project Scenarios - A Comparative Assessment

Component "With" Project Scenario 'Without" Project Scenario

Highway Geometrics

8-lane carriageway with paved/granular shoulder with geometric improvements

Existing intermediate/two lane carriageway with poor geometrics

Design Speed 120 Kmph 50-60 kmph in rural Sections, 20-30 kmph in Urban Sections

Congestion in Settlements

Free flow of traffic due to access control carriageway.

Congestion in urban areas

Felling of road side trees

Felling of both old and young trees. 10 times of the number of new young and healthy trees to be planted as compensatory plantation.

No felling of trees. The old trees may become a safety hazard to the road users with passage of time.

Road Safety Measures

Provision of proper road markings, Speed limit sign and improvement of geometry to reduce accidents.

Accident incidents shall rise with an increased traffic volume.

Environmental Quality

Provision of lined drain along the highway to improves environmental quality. Besides an aggressive tree plantation and provision of enhancement features shall not only provide aesthetics but also improve the quality of air

Poor due to congestion and high emission levels because of slow movement of traffic. A further deterioration is expected due to Increase in traffic volumes and further congestion.

Drainage Drainage Will be improved due further widening of culverts / bridges with adequate hydraulics.

These issues remain unaddressed without the project

Road Side Amenities

Appropriate road side amenities to be provided at various locations along the corridor.

Not adequate.

Development Higher potential for development due to improvement in access and consequent increase in connectivity

Development activities will be greatly hampered by the gross inadequacy of infrastructure.

Improvement in tourism and pilgrimage

Fast and safe connectivity resulting in saving fuel, travel time and cost to reach the different tourist places

No direct routes/connectivity available from Delhi to Sawai Madhopur

3.2 Criteria for Fixing Alignment for Greenfield Highway

Obligatory points through which Greenfield alignment options should not pass are detailed below:

Habitations: Proposed alignment is fixed in such a way that it traverses at a minimum distance of

200-300m from built up areas and avoiding important buildings and structures. However, few

isolated buildings falling along the alignment cannot be avoided due to geometric requirements.

Wildlife Sanctuaries, National Parks, Reserve Forest and other Eco Sensitive zones: Utmost care is

taken while fixing the alignment near wildlife sanctuaries and National Parks (NP). The MOEF&CC

guidelines have been adhered to and the alignment has been fixed keeping it away from NP,



32

Sanctuaries and Tiger Reserves. It was not possible to completely avoid the protected and reserve

forest areas. However, every effort has been made to minimise the width and length of forest area.

Water Bodies: The Greenfield alignment has been fixed taking due consideration & importance of

retaining the existing water bodies, ponds, tanks etc. as far as feasible.

Railway Crossings and Important Structures: The components which increases the project cost are

the presence of the Major bridges, ROBs and other structures. In order to reduce the project cost,

number of structures and their respective lengths were given due consideration while finalising the

Greenfield Option.

Moreover, the alternative options have been worked out keeping the following in mind:

The Greenfield alignment between two terminal stations should be short and straight as far as

possible, but due to engineering, social and environmental considerations some deviations

may be required.

The project should be constructible and easy to maintain; the Greenfield project should

reduce the vehicle operation cost with respect to the existing option already available i.e.

using the NH/SHs in combination to reach from point A to point B.

It should be safe at all stages i.e. during design, construction and operation stages. Safety

audits at each stage should confirm the same.

The initial cost of project (capital expenditure), maintenance cost, and operating cost should

be optimum, to enable comparison of economics pertaining to life cycle cost versus other

alignment options.

The Greenfield alignment should be finalised giving due consideration to siting/location of

major structures including Major/Minor Bridges, Interchanges and ROBs. The space

requirement of interchanges to be kept into consideration to avoid major resettlement.

Tunnel / Box cutting of Hills should be considered as the last option and should be provided

only when it is absolutely necessary.

The location of spurs for connecting the important towns to be decided while fixing the

alignment options.

The alignment should follow the unused / barren land to the extent possible to reduce the

cost of land acquisition and carbon foot print.

The proposed options in the present case connects the under developed regions of the state

of Rajasthan which would lead to the development of new growth centers along the proposed

highway i.e. paving the way for economic development of the region.

A number of alternatives options were studied before finalization of the preferred alternative as

shown in figure below. The following key criteria were given weightage while deciding on the final

option:

3.3 Alignment Options

The National Highways are the highest category of roads in the Indian road network. Most of the

major NHs has the following issues:

As Highways require larger corridor to fit the cross-sectional elements befitting the futuristic traffic

flow pattern, desired width cannot be accommodated within the existing road network/corridor.

The Existing Alignment has either reached their Level of Service or would be reaching in near future.



33

In order to provide better connectivity between cities and to strengthen overall growth in the

backward region of Rajasthan and providing connectivity of the proposed alternative with major

cities through link road / spurs it was thought to have an altogether new/virgin alignment

(Greenfield) which would reduce the distance and travel time between Delhi and Vadodara

significantly. The proposed Greenfield alternative would thus be designed for a speed of 120kmph

taking all design, traffic and safety considerations so as to have a world class highway catering to the

future traffic demands. The comparative statement for proposed alignment is given in below Table:



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Table 3-2: Comparative Analysis for Proposed Alignment

S. No. Description Option I Option II Option III

1 Length, km 374.142 359.737 373.625

2 Start point Alignment starts at Haryana/Rajasthan Border (near FirozpurJhirka) in Alwar district.

Alignment starts at Haryana/Rajasthan Border (near FirozpurJhirka) in Alwar district.

Alignment starts at Haryana/Rajasthan Border (near FirozpurJhirka) in Alwar district.

3 End point Alignment ends at Rajasthan/ M.P. Border in Kota district.

Alignment ends at Rajasthan/ M.P. Border in Kota district.

Alignment ends at Rajasthan/ M.P. Border in Kota district.

4 Districts Alwar, Bharatpur, Karauli, Dausa, Sawai Madhopur, Tonk, Bundi and Kota

Alwar, Bharatpur, Karauli, Dausa, Sawai Madhopur, Tonk, Bundi and Kota

Alwar, Bharatpur, Dausa, Sawai Madhopur, Tonk, Bundi and Kota

5 Connecting Highways

NH21, NH23, NH27, NH52 NH21, NH23, NH27, NH52, NH552 NH21, NH23, NH27, NH52, NH148, NH552

SH45, SH14, SH35, SH44, SH30, SH29, SH1, SH37A, SH33, SH51, SH9A

SH45, SH14, SH35, SH44, SH25, SH1, SH33, SH37A, SH70, SH51, SH9A

SH1, SH9A, SH14, SH24, SH25, SH25A, SH33, SH37A, SH44, SH45, SH51, SH70

6 Design Speed, Kmph 120 120 120

7 Lane Configuration 6 lane / 8 Lane Access Controlled

8 Right of Way, m 100 100 100

9 Approx Travel Time (Hrs/Mins)

3 hrs 45 Mins 3 hrs 36 Mins 3 hrs 43 Mins

10 No of NH crossings 4 5 6

11 No of SH crossings 11 11 12

12 Access Control Access Control Expressway

13 Number of structures

MJB 22 MJB 16 MJB 14

MNB 75 MNB 80 MNB 84

FLYOVER 11 FLYOVER 10 FLYOVER 10

INTERCHANGE 10 INTERCHANGE 10 INTERCHANGE 11

VUP 25 VUP 35 VUP 29

LVUP 84 LVUP 97 LVUP 76

ROB 9 ROB 7 ROB 7

Viaduct 1 Viaduct 1 Viaduct 0



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Tunnel 2 Tunnel 3 Tunnel 1

14 Number of settlements shall be affected

28 21 11

15 Affected Forest Area (Ha) 370.49 443.98 207.23

16 Eco-sensitive/Protected Area

Ranthambore Tiger Reserve, National Chambal Sanctuary, Mukundra Hills National Park, Mukundra Tiger Reserve, Darrah WLS



17 Merits

1. Passing through the agricultural and barren land

1. Alignment is passing about 12.90 km & 10.58 km away from Ranthamabore National Park and Sawai Madhopur WLS respectively.

2. Alignment avoids the Amli Tiger Safari.

2. The forest area is less than Option 2. 2. This Option is having the shortest length and hence would require the shortest travel time.

3. The forest area is least affected in this Option.

4. Better connectivity to major towns through spurs at Alwar utilizing existing SH-18 & NH-248A.

5. This option deletes the requirement of another expressway from Delhi to Jaipur.

6. Minimum number of settlements affected by this Option.

18 Demerits

1. Alignment traverses through the Amli Tiger Safari which is being built by the state government and hence would not be allowed to be constructed.

1. LA cost is higher than other Options as major development exist near alignment.

2. Alignment traverses within 550 m&2.5km from Sawai Madhopur WLS and Ranthambore National Park respectively.

2. Alignment traverses within 5.7 km &8.2 Km from Sawai Madhopur WLS and Ranthambore National Park



36


respectively.

3. Alignment is traversing Adjacent to the Ranthambore National Park & Tiger Reserve for significant length.

3. The option traverses at a significant distance from Dausa/Jaipur thus not reducing the travel time to Jaipur from Delhi with respect to NH48.

4. The option traverses at a significant distance from Dausa/Jaipur thus not reducing the travel time to Jaipur from Delhi with respect to NH48.

From the above table it is evident that Option III is the preferred option due to following reasons and hence the same was selected by the NHAI:

Least affected forest area

Better connectivity to major towns through intersections at crossing state & National Highways.

Only one tunnel is required in this option; the number of major bridges is minimum in this option.

Avoids the Amli Tiger Safari, which is being developed by State Government.

Having significant distance from Ranthambore National Park and Sawai Madhopur WLS as compare to other options.

Minimum number of settlements affected.

The MORT&H/NHAI suggested the consultant to have reconnaissance / walk through of the proposed alignment so as to suggest minor tweaking as per the

site condition and finalize the alignment in close coordination with local PIUs at the earliest. A number of meetings were held at NHAI/MORT&H on the

following dates 12.03.2018, 19.03.2018, 26.03.2018, 09.05.2018, 14.05.2018, 28.05.2018, 13.06.2018 to finalize the alignment. Further a joint site visit was

also held on 26.06.2018 and 27.06.2018 starting from Alwar up to Kota so as to firm up the alignment. Subsequent to the joint site visit the revised

alignment was submitted, discussed and finalized on 16.07.2018 by NHAI/MORT&H officials.



37

3.4 Cold Mix & Hot Mix Technology Analysis

Cold Mix Technology involves cold asphalt which is a high-quality, polymer-modified cold mix asphalt

available in batch orders. Hot Mix Technology involves Hot Mix Asphalt (HMA) which is a

combination of approximately 95% stone, sand, or gravel bound together by asphalt cement, a

product of crude oil. Asphalt cement is heated aggregate, combined, and mixed with the aggregate

at an HMA facility. The comparison between the two is given below:

Table 3-3: Analysis of Cold & Hot Mix Technology

Sl. No.

Parameter Cold Mix Hot Mix

1 Description

Street Cold Asphalt is a relatively new product developed in 1995 through the introduction of new polymer technology and research into the manipulation of viscosity and material design, of the various components of an asphalt mix - Street Cold Asphalt is soft and sticky out of the bag, but it quickly hardens after application and the end result is a pavement patch with better strength but similar properties to hot asphalt.

Hot mix asphalt is used primarily as paving material and consists of a mixture of aggregate and liquid asphalt cement, which are heated and mixed in measured quantities. Hot mix asphalt facilities can be broadly classified as either drum mix plants or batch mix plants, according to the process by which the raw materials are mixed. In a batch mix plant, the aggregate is dried first, then transferred to a mixer where it is mixed with the liquid asphalt. In a drum mix plant, a rotary dryer serves to dry the aggregate and mix it with the liquid asphalt cement.

2 Requirements

Cold patch, also known as cold mix or cold asphalt, was first recognized as a way to make road repairs quickly because it can be applied right from the container without heating. Cold asphalt also doesn’t require any special heavy rolling machines or special applicators as it can be shovelled or poured into a pothole or utility cut and tamped down with a hand tool.

Hot mix asphalt concrete (commonly abbreviated as HMAC or HMA) is produced by heating the asphalt binder to decrease its viscosity, and drying the aggregate to remove moisture from it prior to mixing. Mixing is generally performed with the aggregate at about 300 °F (roughly 150 °C) for virgin asphalt and 330 °F (166 °C) for polymer modified asphalt, and the asphalt cement at 302 °F (150 °C). Paving and compaction must be performed while the asphalt is sufficiently hot

3 Use

Cold mix asphalt concrete is produced by emulsifying the asphalt in water with (essentially) soap prior to mixing with the aggregate. While in its emulsified state the asphalt is less viscous and the mixture is easy to work and compact The emulsion will break after enough water evaporates and the cold mix will, ideally, take on the properties of cold HMAC Cold mix is commonly used as a patching material and on lesser trafficked service roads

HMAC is the form of asphalt concrete most commonly used on high traffic pavements such as those on major highways, racetracks and airfields Asphalt concrete has different performance characteristics in terms of surface durability, tire wear, braking efficiency and roadway noise.

4 Merits Actually less expensive to use over Less expensive for new road construction



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Sl. No.

Parameter Cold Mix Hot Mix

the life of a road repair Completely seals and patches potholes, utility cuts, edge repairs, and even overlays.

5 Demerits Less resilient and more vulnerable to cracking

Expensive

Benefits over Cold Mix and Hot-mix Asphalt Concrete

Durability and strength equivalent to using hot mix

Permanent repair compared to traditional cold-mix which is only a temporary fix

No Priming required

Works even when water is present

Works at low ambient temperatures (hot-mix cannot be used in cold weather as the asphalt will cool to much prior to compacting)

Instantly ready for traffic – and in fact product cures and hardens more quickly with compaction forces. Rapid access over the surface reduces down time where there are time-critical schedules

Limited mess than other brands – product will not stick to or stain hands or shoes even when bucket is freshly opened

No bleeding

No drift of bitumen to the surface requiring surface preparation prior to any further overlay

Reduced labour time and therefore cost

No requirement for special equipment

Environmentally beneficial as it reduces carbon emission andnoxious fumes avoid wastage

Cold Mix technology is more suitable for repair of potholes and cracks on roads, bridges, overlays,

parking lots, other asphalt and concrete surfaces. Cold Mix is fast, permanent, easy to use and

environmentally preferable cold asphalt product. However, for constructing new roads hot mix

technology is better suited. Contractor/Concessionaire shall utilise the same where ever suitable.

3.5 Environmental Considerations

The various avoidance measures for minimising the extent of environmental impacts and avoiding of

sensitive environmental features have been worked out. The table below provides the measures

that have been adopted for offsetting the impacts. A description of the measures has been

presented in the following sections.

Table 3-4: Minimization of Environmental Impacts

Criteria Means

Maintenance of Design Speed through traffic Improved geometrics

Improvement of Road Safety Intersection Improvements; Geometric improvements at curves

Adequate drainage Provision of drains

Reduction of Air and Noise Pollution Intersection improvements; aggressive tree plantations; good EMP

Displacement of Local Population Limiting of development within PROW, SIA & RAP

Minimisation of Direct Impact on Sensitive Receptors, cultural and religious properties

Public consultations, Good EMP measures

Minimisation of Property acquisition Alignment selection, SIA & RAP



39

Criteria Means

Loss of Water body Wise design

Avoidance of contamination due to Siltation / spillage

Silt Fencing, Oil Interceptor

Displacement of Commercial Properties Alignment Selection, SIA & RAP

Minimisation of Loss of Utility Lines Centre line alterations

Minimisation of Tree Loss Maximum effort shall be given to avoid avoidable tree felling

Stabilisation of Slope Turfing / Pitching

Accidental Road Kill of Fauna Proper Signage, Speed Control

3.5.1 Improvement of air and noise quality

By improving intersections;

By removing traffic bottlenecks;

Provision of Noise barrier

By maintaining a steady stream flow of traffic and by segregating slow and fast modes (also by segregation of through traffic by reducing median in small urban areas to accommodate service roads)

3.5.2 Avoidance of Impact of Sensitive, Cultural and Community Properties

By lateral shifting of the alignment;

By providing underpass for smooth and safe travel of local populace

Providing noise attenuation measures mainly along schools and hospitals

Avoiding direct impact on sensitive receptors



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4 DESCRIPTION OF ENVIRONMENT

4.1 General

Baseline environmental status outlines the prevailing environment conditions of the project area.

EIA is a formal process for identifying the likely effects of particular activities or projects on the

environment, human health and welfare. EIA also encompasses the development of mitigation

measures to address these impacts and suggested approaches for implementation of mitigation and

monitoring measures. EIA is not to be regarded as an academic exercise as this has to ensure that

environmental values and factors have to be integrated into the decision-making process. EIAs

convey information about environmental effects of a project to decision makers at a stage when

such information can materially affect the output. As a precursor for the prediction of various types

of environmental impacts likely to arise due to implementation of the project, it is essential to

establish the baseline environmental status of the physical and biological parameters in the Direct

and Indirect Area of Influence. Details of baseline environment parameters are required for decision

making for the project.

4.2 Study area & period

As per the EIA Guidance Manual for Highways (MoEF&CC, 2010), a study area of 15 km radius from

the project road was considered for secondary data collection. Primary data has been collected

within 500 meters on either side of the proposed alignment. District level secondary information

was also collected irrespective of any demarcated boundary. Primary baseline environment

monitoring was carried out for the period end of March 2018 to May, 2018.

4.3 EIA Methodology

The EIA procedure carried out simultaneously with design of the project road and methodology is

shown in below figure. The important findings of the assessment provided important feedback to

the design team, especially in terms of the sensitive receptor utilities /facilities to be impacted and

locations of religious properties. It helped modify the designs at locations where impacts had to be

avoided and incorporated mitigation measures wherever the impacts were unavoidable due to other

constraints. The steps covered in the preparation of EIA are as follows:

Review of Documents; Relevant Rules, Guidelines, Acts of Government of India and

Government of Rajasthan. Prototype studies were reviewed viz. a viz. proposed project.

Reconnaissance Surveys; The team of professionals took the reconnaissance of the site to have

a feel of the area and to identify the likely Environment issues associated with the project.

Collection of Secondary Data and Generation of Primary Data; The Secondary data was

collected from different sources about components of valued Eco-system like Climate,

Physiographic, Soil type Ecology of the area. The gaps in secondary data were filled by

generating primary data for Ambient Air Quality, Water Quality, Noise Levels, soil quality,

biodiversity and Surface water hydrology etc.

Documentation of Baseline Conditions;



41

Assessment of Potential Impacts; The Potential impacts on Components of Valued Eco-System

have been assessed based on previous prototype studies, different prediction models and Past

Experiences. The predication has been both qualitative and quantitative.

Identification of Mitigation and Enhancement Measures;

Analysis of Alternatives; All alternatives were considered and adverse impacts of each

alternative were studied before selecting the proposed alignment

Public Consultations; and

Preparation of the Environmental Management Plan. Environment Management Programme

has been developed suggesting mitigation measures for various impacts on components of

valued ecosystems to offset the adverse impacts or to mitigate the adverse impacts and bring

them to acceptable levels. The monitoring programme specifies the monitoring mechanism,

frequency etc. A detailed budget has also been prepared for implementation of Environment

Management and Monitoring Programme.



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Figure 4-1 : Methodology of EIA

Study of Project Details & Reconnaissance Survey

Fixing Monitoring Locations

Impact Prediction Tools

& Procedures

Impact Prediction Tools

& Procedures

Institutional Strengthening for

Implementation of EMP

Primary Data Collection

(Field Study,

Identification of

Critical

Environmental

Issues

Identification of

Data Sources

Establishing Baseline

Environmental

Study and Review of Project

Data/Activities

Suggestion of Mitigation Measures

Environmental Management Plan (EMP)

Mitigation Measures &

Implementation Plans

Secondary Data Collection

Assessment of Environmental

Impacts

Environmental Monitoring Programme



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4.4 Physical Environment

Physical environmental components along the project road are described below.

4.4.1 Physiography and terrain

Rajasthan has fairly mature topography developed during the long period of denudation and

erosion. The present physiography and landforms are greatly determined by geological formations

and structures and is the product of the past fluvial cycle of erosion and the recent & continuing

desert cycle of erosion. Physio-graphically Rajasthan state can be divided into four units.

Aravalli hill ranges

Eastern plains

Western Sandy Plain and Sand Dunes and

Vindhyan Scarpland and Deccan Lava Plateau

The proposed road alignment follows mostly plain and rolling terrain. Elevation varies from about

219 m above MSL to 350 m above MSL.

Figure 4-2 : Elevation Profile of the Project Area

Source: https://bhuvan-app1.nrsc.gov.in/state/RJ#

Figure 4-3 : Terrain of the Project Road

Proposed alignment mostly passes through the agricultural and barren lands with patches of

habitation & forest areas. Some settlement areas are also located in close vicinity of proposed

alignment.



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4.4.2 Climatology

According to the CGWB Report 2017, the year in Rajasthan can be divided into three major

conventional seasons as follows:

The Hot- Weather Season (March to end of June)

Monsoon Season (End of June to September)

The Cold- Weather Season (October to February)

The India Meteorological Department has further sub-divided the cold season into two divisions, i.e.

The Season of retreating monsoon (October to December)

The cold season (January to February)

These seasonal variations have been broadly based on temperature and rainfall conditions in

different months.

Alwar District:

The climate of the district can be classified as semi-arid. It is characterized by very hot summer and

very cold winters with fairly good rainfall during south west monsoon period. In May and June, the

maximum temperature may go up to 47⁰C. Normal annual rainfall of the district during 2010-2011

was 631mm. (Ground Water Information Alwar district, Rajasthan 2013)

Dausa District

The climate of the districts can be classified as semi-arid. It is characterized by very hot summers and

very cold winters with fairly good rainfall during southwest monsoon period. In May and June are

the hottest months, the maximum temperature may sometimes go up to 48°C.

The mean annual rainfall of the district based on 37 years data (1977-2013) works out to be 658 mm.

The district experienced very poor rainfall continuously for a period of six years i.e. from 1986 to

1991. The area again experienced drought conditions from 1999 to 2002. The year 2002 was the

worst year with rainfall being 53.2% less than mean annual rainfall. The period between 1992 and

1998 was exceptionally good with rainfall in excess of mean rainfall for 7 consecutive years. The

rainfall in the year 1995 was 91.5% more than the mean annual rainfall. (National Aquifer Mapping

& Management Plan, Dausa 2017)

Sawai Madhopur District

The climate of the district can be classified as semi-humid. It is characterized by very hot summers

and very cold winters with fairly good rainfall during south-west monsoon period. In May; the

maximum temperature may reach up to 40.6⁰C. The normal annual rainfall of the district was 721

mm (Year 2010-2011), which is slightly higher than average rainfall of the district. Most of the

rainfall is received (93.5%) during the monsoon months. District is prone to mild and normal type of

droughts. (Ground Water Information Alwar district, Rajasthan 2013)

IMD observatories Jaipur and Sawai Madhopur are falling within the vicinity of proposed alignment.

Long-Term climatological data has been collected for assessment of prevailing meteorological

scenario of the project region. The details of long term climatological conditions are given in Table

below.



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Table 4-1: Long-Term Climatological Conditions at IMD Observatories (1981-2000)

Month Temp Monthly (°C) Humidity (%) Average Wind Speed (kmph)

Dominant Direction

Avg. Rainfall (mm) Max Min Morning Evening

Jaipur

January 27.2 3.8 70 37 3.6 E 5.9

February 31.4 6.1 61 29 4.6 NW, E 9.3

March 37.1 11.3 47 21 5.3 NW 4.5

April 41.9 16.7 32 17 6.3 NW 5.8

May 44.3 20.9 36 19 8.4 NW, W 18.3

June 43.7 22.2 51 33 8.5 NW, W 51.4

July 39.4 23.1 74 60 7.3 W, NW 179.4

August 36.1 22.3 80 67 6.7 W, NW 190.2

September 37.5 20.8 70 50 5.9 NW 66.6

October 36.9 15.2 52 31 3.9 NW, N 25.8

November 33.1 9.1 55 34 3.3 E 3.4

December 28.3 4.8 65 39 3.2 E 4.2

Total 44.8 3.5 58 36 5.6 E 564.8

Sawai Madhopur

January 28.3 3.6 77 55 1.4 N, NE 7.2

February 32.9 5.9 66 34 1.9 N, NW 6.6

March 39.0 11.5 51 27 2.4 NW,W 4.2

April 43.6 11.5 38 22 2.9 W,NW 7.3

May 45.8 21.9 40 23 3.5 W,NW 11.8

June 45.0 21.6 54 36 4.6 W,NW 61.5

July 39.9 21.6 76 62 3.5 W,SW 236.7

August 36.2 21.1 81 68 2.6 W,SW 263.4

September 37.9 20.4 74 55 2.3 W,SW 101.5

October 37.6 13.9 62 41 1.4 W,SW 29.5

November 34.3 9.3 65 42 1.1 W,SW 11.4

December 29.1 4.8 74 47 1.3 N, NE 3.5

Total 46.4 3.5 63 42 2.4 W,NW 744.5

Source: IMD Station

Wind Rose Diagram



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Figure 4-4: Wind Rose diagram



47

Frequency Count of Wind Rose diagram

S.No. Directions / Wind

Classes (m/s) 0.50 - 2.10

2.10 - 3.60

3.60 - 5.70

5.70 - 8.80

8.80 - 11.10

>= 11.10

Total

1 348.75 - 11.25 68 148 47 0 0 0 263

2 11.25 - 33.75 68 96 13 0 0 0 177

3 33.75 - 56.25 34 64 8 0 0 0 106

4 56.25 - 78.75 48 55 11 0 0 0 114

5 78.75 - 101.25 52 38 18 0 0 0 108

6 101.25 - 123.75 38 33 3 0 0 0 74

7 123.75 - 146.25 43 20 5 0 0 0 68

8 146.25 - 168.75 35 14 7 0 0 0 56

9 168.75 - 191.25 16 11 2 0 0 0 29

10 191.25 - 213.75 13 5 1 0 0 0 19

11 213.75 - 236.25 13 11 2 0 0 0 26

12 236.25 - 258.75 20 37 4 0 0 0 61

13 258.75 - 281.25 56 80 80 13 0 0 229

14 281.25 - 303.75 68 117 70 6 0 0 261

15 303.75 - 326.25 114 135 62 0 0 0 311

16 326.25 - 348.75 77 143 30 0 0 0 250

Sub-Total 763 1007 363 19 0 0 2152

Calms 55

Total 2208



48

Frequency Distribution of Wind Rose diagram

S.No. Directions / Wind

Classes (m/s) 0.50 - 2.10

2.10 - 3.60

3.60 - 5.70

5.70 - 8.80

8.80 - 11.10

>= 11.10

Total

1 348.75 - 11.25 0.03 0.07 0.02 0.00 0.00 0.00 0.12

2 11.25 - 33.75 0.03 0.04 0.01 0.00 0.00 0.00 0.08

3 33.75 - 56.25 0.02 0.03 0.00 0.00 0.00 0.00 0.05

4 56.25 - 78.75 0.02 0.02 0.00 0.00 0.00 0.00 0.05

5 78.75 - 101.25 0.02 0.02 0.01 0.00 0.00 0.00 0.05

6 101.25 - 123.75 0.02 0.01 0.00 0.00 0.00 0.00 0.03

7 123.75 - 146.25 0.02 0.01 0.00 0.00 0.00 0.00 0.03

8 146.25 - 168.75 0.02 0.01 0.00 0.00 0.00 0.00 0.03

9 168.75 - 191.25 0.01 0.00 0.00 0.00 0.00 0.00 0.01

10 191.25 - 213.75 0.01 0.00 0.00 0.00 0.00 0.00 0.01

11 213.75 - 236.25 0.01 0.00 0.00 0.00 0.00 0.00 0.01

12 236.25 - 258.75 0.01 0.02 0.00 0.00 0.00 0.00 0.03

13 258.75 - 281.25 0.03 0.04 0.04 0.01 0.00 0.00 0.10

14 281.25 - 303.75 0.03 0.05 0.03 0.00 0.00 0.00 0.12

15 303.75 - 326.25 0.05 0.06 0.03 0.00 0.00 0.00 0.14

16 326.25 - 348.75 0.03 0.06 0.01 0.00 0.00 0.00 0.11

Sub-Total 0.35 0.46 0.16 0.01 0.00 0.00 0.97

Calms 0.025

Total 1

Review of above data presents that NW and W/ NW are the predominant wind directions in the

Jaipur and Sawai Madhopur region respectively. The average annual rainfall found 564.8 mm at

Jaipur and 744.5 mm at Sawai Madhopur. Project region generally experiences hot climatic

conditions.

4.4.3 Geology

Alwar, bharatpur and Sawai Madhopur districts endowed with a number of non-metallic minerals

out of which garnet, Silica sand, quartz and soap are found in abundance. Besides these minerals,

felspar, mica and corundum are also found but in small quantities. In addition to these major

minerals, the minor minerals viz. bricks clay masonry stone, patti-katla etc. are also mined in Tonk

district.



49

Primary minerals found in the Dausa district are silica sand, soap stone, dolomite and quartzite,

whereas in secondary minerals - missionary stones, Aggregates, bajri, marble block, kharda, patti-

katla slate stone and bricks are found.

4.4.4 Soil

Soil of the Alwar, Sawai Madhopur district is Brown loamy suitable for production of rapeseed and

mustard and wheat.

The soil quality was monitored at 10 locations, which were truly representing the project area. The

soil quality analysis results shows that soils are slightly alkaline to neutral in nature and moisture

content represents dry nature of soil. The soils do not show any contamination with toxic and heavy

metals. Soil test results & sampling locations are given in below figure & table.

Figure 4-5: Soil Sampling Locations



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Table 4-2: Soil Test Result

Source: Primary Survey by Noida Testing Laboratories

Sl. No Parameter Unit Standards SQ-1 SQ-2 SQ-3 SQ-4 SQ-5 SQ-6 SQ-7 SQ-8 SQ-9 SQ_10

1. pH(1:5 suspension) - IS:2720(Part- 26) 7.32 7.16 7.65 7.32 7.08 7.64 7.04 7.38 7.26 7.37

2. Electrical Conductivity at25

OC (1:5suspension)

Mhos/cm IS:2720(Part-21) 0.27 0.28 0.34 0.25 0.16 0.27 0.24 0.31 0.14 0.32

3. Infiltration Rate mm/hr STP/SOIL 237 233 245 239 221 238 230 252 232 245

4. Organic Matter % by mass IS:2720(Part-22) 0.38 0.34 0.31 0.27 0.35 0.36 0.28 0.38 0.19 0.25

5. Sulphate mg/kg STP/SOIL 62.5 65.1 72.5 69.2 78.6 74.2 67.9 79.0 59.6 64.8

6. Potassium (as K) mg/kg STP/SOIL 154.1 157.4 162.8 155.4 165.2 160.9 145.2 161.3 148.5 154.6

7. Moisture Retention Capacity

% by mass STP/SOIL 32.4 35.2 34.4 30.8 35.1 32.4 34.6 35.4 28.1 30.9

8. Porosity % by mass STP/SOIL 44.0 46.0 41.0 38.4 34.5 35.8 37.4 38.8 32.8 34.2

9. Sand % by mass STP/SOIL 65.8 63.5 65.2 66.9 60.4 63.1 65.0 63.6 60.3 65.5

10. Clay % by mass STP/SOIL 13.2 18.8 15.5 14.7 22.8 21.6 14.8 15.0 20.8 13.6

11. Silt % by mass STP/SOIL 21.0 17.7 19.3 18.4 16.8 15.3 20.2 21.4 18.9 20.9

12. Texture - STP/SOIL Sandy Loam

Sandy Clay

Loam

Sandy Loam

Sandy Loam

Sandy Clay

Loam

Sandy Clay

Loam

Sandy Loam

Sandy Loam

Sandy Clay

Loam

Sandy Loam

13. Sodium Sulphate % by mass STP/SOIL 0.035 0.038 0.037 0.034 0.039 0.035 0.029 0.033 0.026 0.039

14. Nitrogen mg/kg STP/SOIL 332 340 342 338 345 342 334 345 332 346

15. Phosphorus mg/kg STP/SOIL 39.5 35.2 37.8 35.2 38.6 34.8 30.5 36.1 28.7 34.1

16. Bulk Density gm /cc STP/SOIL 1.302 1.297 1.285 1.301 1.314 1.309 1.293 1.275 1.242 1.293



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51

4.4.5 Seismicity

Bureau of Indian Standards [IS-1893 part 1: 2002], based on various scientific inputs from a number

of agencies including earthquake data supplied by IMD, has grouped the country into four seismic

zones viz., Zone-II, -III, -IV and -V. Of these, zone V is rated as the most seismically prone region,

while zone II is the least. Rajasthan falls in Zones II, III & IV.

Figure 4-6: Seismic Zones Map of Rajasthan

Source: Disaster Management, Relief & Civil Defence Department, govt. of Rajasthan

4.4.6 Land Use and Land Cover

The proposed alignment passes through a large part of agricultural land across seven districts of

Alwar, Bharatpur, Dausa and Sawai Madhopur. The other land use forms apart from the agricultural

land are barren habitation and forest. The Land Use and Land Cover along the project road are

presented below:



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52

Figure 4-7 : Land Use Land Cover of the Project districts



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53

4.5 Ambient Air Environment & Quality

A network of 12 ambient air-sampling locations has been selected for assessment of the existing

status of air environment within the study zone. The selection of monitoring locations has been

distributed throughout the study area so as to get representative baseline of any variation in land

use as well as road geometrics and traffic conditions across the proposed alignment including the

baseline at sensitive receptors along the project. The heights of the sampling locations were kept

between 3.2 to 6.0 m in all the locations. The selected locations of ambient air monitoring stations

are presented in below table & figure.

Table 4-3: Ambient Air Quality Monitoring Stations/Location

S. No.

Station Code

Chainage (km)

Location Area

Category Distance from Road edge (m)

GPS Coordinates Height from

Ground Level (m)

1 AAQ1 282 + 250 Itawa Residential 200.0 N 26°02’55” E 76°15’46” 3.5

2. AAQ2 272 + 600 Baghwatgarh Residential 50.0 N 26°08’11” E 76°14’38” 4.0

3. AAQ3 247 + 300 Habitation Area Residential 250.0 N 26°21’39” E 76°14’53” 3.0


5. AAQ5 193 + 700 Aluda Residential 200.0 N 26°48’37” E 76°23’2” 4.0

6. AAQ6 175 + 300 Bhojwara Residential 60.0 26°56'59.24"N 76°28'23.88"E

6.0


8. AAQ8 145 + 750 Jamroli Residential 70.0 N 27°08’07” E 76°40’17” 4.5

9. AAQ9 126 + 400 Habitation Area (Ujhad Ka Baas)

Residential 150.0 N 27°16’32” E 76°46’27” 6.0

10. AAQ10 116 + 500 Habitation Area (Laxmangarh)

Residential 180.0 N 27°21’46” E 76°47’44” 4.0

11. AAQ11 100 + 800 Habitation Area

(Khorepuri) Residential 60.0 N 27°29’32” E 76°51’12” 3.5

12. AAQ12 87 + 300 Indpura Commercial 150.0 N 27°35’12” E 76°56’3” 4.0

Source: Primary Survey

The monitoring of the Ambient Air Quality (AAQ) for the various land uses along the project corridor

was carried out at each selected location as per guidelines of Central Pollution Control Board (CPCB)

and the requirements of MoEF&CC.



54

Figure 4-8 : Ambient Air Quality (AAQ) Monitoring Location



55

The summary of ambient air quality results for the project stretch is presented in below table. The results indicate that all air quality parameters are within

the standards specified in the NAAQS.

Table 4-4: Results of Ambient Air Quality Monitoring

S. No

Sample Code

PM10 (μg/m3) PM 2.5 (μg/m3) SOx (μg/m3) NOx (μg/m3) CO (μg/m3)

Min Max 98% Min Max 98% Min Max 98% Min Max 98% Min Max 98%

1. AAQ1 67.03 82.90 82.88 34.24 48.91 48.45 9.18 17.18 16.88 23.62 33.28 32.79 0.50 0.76 0.73

2. AAQ2 64.72 81.68 79.84 33.88 52.67 51.66 8.55 12.94 12.76 13.30 18.61 18.59 0.46 0.59 0.59

3. AAQ3 78.72 94.26 94.17 40.99 56.73 55.86 10.29 15.59 15.28 23.53 37.43 36.92 0.49 0.81 0.79

4. AAQ4 60.96 74.91 74.68 33.75 51.94 51.15 9.38 20.29 19.83 14.28 20.28 20.27 0.51 0.74 0.74

5. AAQ5 60.21 81.61 80.33 28.55 48.43 47.97 9.07 12.96 12.92 13.22 19.00 18.94 0.51 0.83 0.81

6. AAQ6 54.94 75.62 74.70 22.50 46.84 46.00 7.65 11.87 11.82 10.82 17.47 17.46 0.42 0.77 0.75

7. AAQ7 53.28 71.58 71.09 21.55 46.69 45.78 7.49 11.30 11.30 10.27 17.49 17.37 0.43 0.86 0.82

8. AAQ8 65.33 93.93 92.92 36.43 52.33 52.12 6.61 13.28 13.28 13.31 22.38 22.24 0.59 0.78 0.77

9. AAQ9 67.85 92.46 91.52 36.65 57.45 56.94 7.23 12.32 12.17 13.62 26.54 25.67 0.65 0.92 0.92

10. AAQ10 51.06 68.02 67.26 21.26 40.05 39.04 6.04 13.35 12.80 16.23 24.83 24.05 0.50 0.63 0.63

11. AAQ11 60.85 77.81 77.05 28.24 47.03 46.02 7.08 14.43 13.88 17.31 25.91 25.13 0.61 0.74 0.74

12. AAQ12 63.46 80.42 79.66 30.85 49.64 48.63 8.48 16.48 16.18 18.36 26.96 26.18 0.58 0.71 0.71

NAAQS Limit 100 60 80 80 04




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56

4.5.1 Ambient Noise Quality

Noise is an important environmental attribute in all road projects because vehicular traffic is a major

source of noise pollution. 12 ambient Noise-sampling locations were identified for noise monitoring

to characterize the baseline noise levels in the project area. Locations for noise monitoring along the

corridor are identified based on the criteria (same as those used for air monitoring). The description

of environmental settings of noise:-

Table 4-5: Noise monitoring location

S. No.

Station Code

Chainage (km) Location GPS Coordinates

1 N1 282 + 250 Itawa N 26°02’54” E 76°15’45”

2. N2 272 + 600 Baghwatgarh N 26°08’10” E 76°14’40”

3. N3 247 + 300 Habitation Area N 26°21’39” E 76°14’53”


5. N5 193 + 700 Aluda N 26°48’34” E 76°23’3”

6. N6 175 + 300 Bhojwara 26°56'59.88"N 76°28'24.47"E


8. N8 145 + 750 Jamroli N 27°8’12” E 76°40’18”

9. N9 126 + 400 Habitation Area (Ujhad Ka Baas) N 27°16’30” E 76°46’26”

10. N10 116 + 500 Habitation Area (Laxmangarh) N 27°21’46” E 76°47’47”

11. N11 100 + 800 Habitation Area (Khorepuri) N 27°29’38” E 76°51’9”

12. N12 87 + 300 Indpura N 27°35’15” E 76°56’2”

Source: Primary Surveys

The main objective of noise monitoring in the study area is to establish the baseline noise levels, which was used to assess the impact of total noise generated by the proposed project activities. Noise level monitoring was carried out continuously for 24 - hours with one-hour interval at each location using Sound level meter (HTC made in Taiwan Model No. SL-1350) capable of measuring the Sound Pressure Level (SPL) in dB (A). Hourly Leq values were computed by the noise integrating sound level meter and statistical analysis was done for measured noise levels at 12 locations in the study area.

The Leq day, and Leq night calculated for various locations in the area are presented below which are compared with the standards prescribed by CPCB for various zones.



57

Figure 4-9 : Ambient Noise Level (ANL) Sampling Location



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58

The Noise quality result presented in below table, show Leq Day time varies from 46.56 to 51.8 dB(A)

and Leq Night time varies from 33.4 to 38.35 dB(A).

Table 4-6: Results of Primary Noise Monitoring Source: Primary Survey by Noida Testing Laboratories


4.6 Water Resources

Rainfall is the major source of ground water recharge in the state. However, Rajasthan receives

much lower rainfall compared to the other parts of the country. Out of the total rainfall, a sizable

portion is in the beginning of the rainy season and this is used for building the soil moisture and lost

to evaporation because of its arid conditions.

During the period from 2005 -14, the normal annual rainfall of Rajasthan was 549.1 mm. However,

highest average annual rainfall recorded in the year 2011 and lowest in the year 2009. The rainfall of

the year 2014 is 20.8% less as compared to 2013. The state receives 90 % rainfall from southwest

monsoon from June to September. The amount infiltrating through the soil mass to contribute to

ground water storage is of the order of 5% to 7% in areas underlain by hard rocks and 10% to 15% in

alluvial areas. (Ground Water Year Book 2014-2015).

The Aravalli Hills Ranges from main water divide in Rajasthan. Luni is the only river west of Aravallis.

In the remaining area of western Rajasthan comprising about 60% of the geographical area of the

state, the drainage is internal, and the streams are lost in the desert sands after flowing for a short

distance from the point of origin. Luni itself essentially is an ephemeral stream with flood cycle of 16

years. Drainage in western Rajasthan is towards west and south - west.

The proposed project is falling in the east of Aravalli ranges the main drainage is towards north –

east. The rivers of the Rajasthan are mostly seasonal with only two river basins (Chambal and Mahi)

being perennial. The Chambal catchment occupies 23% of the total geographical area of the state.

The proposed alignment is crossing the Ruparel, Palasan, Banganga, Banas Rivers and Sanwan Nadi,

which are the main sources of the surface water in the project area.

S No. Location

Day Night

L Max L Min Lequ L10 L50 L90 L Min Lequ L10 L50 L90

1 Idrapur R 54.1 43.6 50.2 53.3 49.5 44.7 34.3 38.2 40.5 37.2 34.9

2 Khorpuri R 55.1 46.8 51.8 54.1 51.8 47.7 35.7 37.9 39.7 37.4 35.9

3 Maujpur 54.9 45.7 51.4 53.9 50.9 47.0 34.8 38.9 41.6 37.3 34.9

4 Ujhad Ka Waas 49.9 44.5 47.0 48.9 46.4 44.8 29.7 33.4 35.6 32.2 29.9

5 Dagdaga R 56.7 42.2 51.5 53.6 51.0 44.3 34.2 36.2 37.8 35.6 34.7

6 Bedhadi Gujraan R

55.0 44.5 51.2 53.2 50.7 47.4 34.8 38.3 40.9 36.9 35.0

7 Bhojawara R 56.0 41.4 51.2 54.5 50.3 43.5 35.3 37.3 38.7 37.0 35.6

8 Aluda R 55.1 46.2 50.9 54.0 49.2 46.7 34.4 38.2 40.3 37.1 35.2

9 Sawasa 50.3 40.90 46.73 49.25 46.30 41.85 32.80 34.56 36.40 33.40 33.22

10 Thadi 50.30 39.60 46.56 49.50 45.80 41.4 34.80 35.91 36.78 35.60 34.87

11 Bhagwatghar 54.60 45.40 50.35 52.80 49.05 45.95 34.80 38.35 41.21 36.20 35.01

12 Itawa balaji 50.10 39.60 46.56 49.50 45.75 40.45 34.80 36.57 38.05 36.15 35.01



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59

4.6.1 Groundwater Quality

Keeping in view the importance of ground water to the local population, nine representative ground

water sampling locations were identified and analyzed for assessment of ground water quality. The

location for the ground & Surface water sampling is provided in below table & figure.

Table 4-7: Ground & Surface water sampling locations

S. No. Monitoring

Station Code Location GPS Coordinates

1 GW1 Itawa N 26°02’54” E 76°15’45”

2. GW2 Habitation Area N 26°21’38” E 76°16’18”

3. GW3 Habitation Area Aluda N 26°48’35” E 76°23’3”


5. GW5 Habitation Area Jamroli N 27°8’0” E 76°40’25”


7. GW7 Indpura N 27°35’13” E 76°56’1”

8. GW8 Laxmangarh N 27°21’46” E 76°47’44”


9. SW1 Pond N 26°03’52” E 76°15’19”

10. SW2 Basra River N 26°11’18” E 76°14’44”

11. SW3 Pond N 26°14’45” E 76°13’52”

Primary Survey



60

Figure 4-10 : Ground & Surface Sampling Location



61

The water was analyzed in a laboratory and the result was compared against IS 10,500: 2012 for drinking water standards. The results are presented in

below table.

Table 4-8: Ground water monitoring results

S. No. Parameter Test method Unit Acceptable Limit)

Permissible Limit in absence of alternate source

GW-01 GW-02 GW-03 GW-04 GW-05 GW-06 GW-07 GW-08

1. pH value IS-3025(P-11) - 6.5-8.5 - 7.41 7.43 7.85 7.86 7.20 7.26 7.47 9.07

2. Temperature IS-3025(P-09) 0C - - 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0

3. Turbidity IS-3025(P-10) NTU 1 5 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0

4. Conductivity @250C

IS-3025(P-14) µS/cm - - 1938 686 800 1111 4260 1048 3510 160

5. Sulphate (as SO4) IS-3025(P-24) mg/l 200 400 75.72 22.8 31.2 33.42 163.8 40.2 134.76 7.13

6. Nitrate (as NO3) IS: 3025 (P- 34) mg/l 45 No

Relaxation 12.63 3.25 8.36 6.88 10.4 9.36 14.62 2.64

7. Total hardness (as CaCO3)

IS: 3025 (P- 23) mg/l 200 600 588 272 148 236 1068 324 828 28.0

8. Chloride (as Cl) IS: 3025 (P- 32) mg/l 250 1000 252.0 42.29 184.3 80.56 634.38 172 594.10 50.35

9. Fluoride (as F) IS: 3025 (P-60) mg/l 1.0 1.5 0.96 0.43 0.56 0.78 1.12 0.72 1.36 0.36

10. Iron (as Fe) IS: 3025 (P-53) mg/l 0.3 No Relation 0.184 0.098 0.135 0.184 0.208 0.204 0.284 0.108

11. Total dissolve solid ( TDS)

IS-3025(P-16) mg/l 500 2000 1262 432 520 711 2730 670 2246 115.0

12. Calcium (as Ca) IS: 3025 (P- 40) mg/l 75 200 136 33.67 16.03 19.24 278.96 94.59 218.04 7.62

13. Magnesium (as Mg) IS: 3025 (P-46) mg/l 30 100 60.26 45.68 26.244 45.68 90.40 21.38 69.01 2.18

14. Arsenic (as As) IS-3025(P-37) mg/l 0.01 0.05 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01

15. Lead ( as Pb) IS-3025(P-47) mg/l 0.01 No

Relaxation <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05

16. Copper (as Cu) IS-3025(P-42) mg/l 0.05 1.5 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05

17. Zinc (as Zn) IS-3025(P-49) mg/l 5 15 0.321 0.098 0.184 0.284 0.188 0.218 0.342 0.099

18. Manganese (as Mn) IS-3025(P-37) mg/l 0.1 0.3 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05

19. Total Chromium (as Cr)

IS-3025(P-52) mg/l 0.05 No

Relaxation <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05



62

S. No. Parameter Test method Unit Acceptable Limit)

Permissible Limit in absence of alternate source

GW-01 GW-02 GW-03 GW-04 GW-05 GW-06 GW-07 GW-08

20. Sodium (as Na) IS-3025(P-45) mg/l - - 284 46.0 92.6 104.2 148 62.3 284 22.4

21. Potassium (as K) IS-3025(P-45) mg/l - - 34.6 2.8 3.2 3.2 3.6 2.8 3.6 1.4

22. Total Solid IS-3025(P-18) mg/l - - 1302 492 608 782 2844 728 2310 146

23. Phosphate (as P) IS-3025(P-31) mg/l - - <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05 <0.05

24. Alkalinity (as CaCO3)

IS-3025(P-31) mg/l 200 600 524 290 486 448 540 382 448 77.0

25. Nitrite (as NO2) IS-3025(P-34) mg/l 0.01 No

Relaxation <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01

26. Total Suspended Solid

IS-3025(P-17) mg/l - - <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0

27. Faecal Coliform IS-1622 0 - - Absent Absent Absent Absent Absent Absent Absent Absent

28. Total Coliform IS-1622 MPN 10 max - Absent Absent Absent Absent Absent Absent Absent Absent




63

4.6.2 Surface Water Quality

Surface water quality of the entire project stretch has been monitored as per the parameters laid

down by Central Pollution Control Board for surface water quality criteria classes A, B, C, D & E at 3

locations along the proposed alignment.

Analysis results of surface water quality monitoring revealed that all surface water bodies meet

CPCB water quality criteria Class C except the sampling location (SW-3), which meet the water

quality criteria of Class E. It can be concluded that the water from class D sources is suitable for

propagation of Wildlife and fisheries, irrigation, Industrial cooling, and controlled waste disposal

purpose. Water is suitable for irrigation, industrial cooling and controlled waste disposal. No

presence of Faecal Coliform indicates, there are no contaminations with human excreta, house hold

waste, etc.

Table 4-9: Surface water test result

Parameters Unit SW-1 SW-2 SW-3 Tolerance Limit IS:2296 CLASS C

pH - 7.51 8.47 7.13 6.5 -8.5

Temperature ºC 22.0 21.5 22 $

Turbidity NTU 24.6 2.6 7.8 $

Conductivity @250C mg/l 368 698 5370 $

Sulphate (SO4) mg/l 14.16 26.7 181.68 400.0

Nitrate (NO3) mg/l 4.03 4.06 36.8 50.0

Total Hardness(as CaCO3) mg/l 73.0 87.0 352.70 $

Chloride(as Cl) mg/l 28.19 53.67 1082.47 600.0

Fluoride (as F) mg/l 0.64 0.46 1.63 1.5

COD (as O2) mg/l 28.3 22.6 32.4 $

Iron (as Fe) mg/l 0.652 0.308 0.453 50.0

Dissolve Oxygen mg/l 5.7 5.6 5.3 4.0

Total Dissolved Solid mg/l 236 445 3028 1500.0

BOD (3 days at 270C) mg/l 8.9 6.4 10.3 3.0

Calcium (as Ca) mg/l 23.4 41.0 229 $

Magnesium (as Mg) mg/l 49.6 46.0 123.7 $

Arsenic (as As) mg/l <0.01 <0.01 <0.01 0.2

Lead (as Pb) mg/l <0.05 <0.05 <0.05 0.1

Copper (as Cu) mg/l <0.05 <0.05 <0.05 1.5

Zinc (as Zn) mg/l 0.36 0.41 15.0

Manganese (as Mn) mg/l 0.394 0.341 0.684 $

Total Chromium (as Cr) mg/l <0.05 <0.05 <0.05 0.05

Sodium (as Na) mg/l 36.1 62.3 698 $

Potassium (as K) mg/l 4.8 6.3 11.3 $

Total Alkalinity (as CaCO3) mg/l 176.0 164 676 $

Total Solid mg/l 284 518 3388 $

Phosphate (as P) mg/l 0.164 0.307 0.421 $

Nitrite (as NO2) mg/l <0.01 <0.01 0.087 $

Total Suspended Solid mg/l 36.4 7.4 11.8 $

Total Coliform MPN/100ML - - - 5000




64

4.7 Use of Natural Resources

The objective was to locate suitable materials for the construction of embankment, sub-grade and

top layers of pavement and bridge structures. The study was carried out to determine the

engineering properties of the following materials, which are to be used in construction.

Borrow areas for locating suitable soils for use in embankment and sub-grade.

Quarries for locating hard stone/granular materials for use in sub bases, bases,

bituminous mixes and concrete works

Source of fine aggregate for use in DBM/BC layers and cement concrete works.

4.7.1 Borrow Area

The survey of soil from borrows areas for use in embankment and sub-grade layer was conducted

along the proposed alignment. The location of borrow areas with their distances from the proposed

alignment and the quantities available are given in table below:

Table 4-10: Identified Borrow Area Locations

Borrow Area No.

Location (Ch.) Km

Direction Name of the Village/Town

Lead from Proposed

Alignment (Km) Latitude Longitude

Quantity /Availability

1 89 LHS Sahajpur 0.32 27° 34' 22.0224'' N 76° 56' 00.4488'' E Abundant

2 100 RHS Behroi 0.48 27° 29' 51.9972'' N 76° 50' 46.9968'' E Abundant

3 115 RHS RundhMaujp

ur 0.32 27° 22' 59.5632'' N 76° 47' 52.8936'' E Abundant

4 130 LHS Jhankra 2.4 27° 14' 12.9372'' N 76° 47' 00.8304'' E Abundant

5 143 LHS Hatoj 0.45 27° 08' 53.8584'' N 76° 41' 43.9404'' E Abundant

6 155 LHS Nandhera 1.2 27° 03' 01.9512'' N 76° 37' 15.8808'' E Abundant

7 166 LHS Morari 1.9 26° 59' 21.0624'' N 76° 32' 48.5808'' E Abundant

8 178 RHS Parli 0.2 26° 55' 34.3992'' N 76° 26' 08.0232'' E Abundant

9 189 RHS Rajwas 1.93 26° 51' 21.3516'' N 76° 22' 40.1196'' E Abundant

10 199 LHS Udaipura 0.22 26° 45' 23.3424'' N 76° 21' 30.4632'' E Abundant

11 209 LHS Dungalpur 1.98 26° 39' 35.5716'' N 76° 20' 06.0216'' E Abundant

12 220 LHS Thaloj 2.39 26° 34' 24.7404'' N 76° 17' 43.5768'' E Abundant

13 231 LHS Shreema 1.91 26° 28' 49.2636'' N 76° 14' 31.4124'' E Abundant

14 240 RHS Udgaon 1.7 26° 25' 08.3424'' N 76° 16' 52.734'' E Abundant

15 252 RHS Nimod 0.3 26° 18' 46.998'' N 76° 14' 21.9984'' E Abundant

16 269 LHS Trilokpura 0.66 26° 09' 36.1944'' N 76° 15' 02.9664'' E Abundant

17 280 LHS Kawad 2.44 26° 03' 41.1732'' N 76° 16' 19.6104'' E Abundant

18 290 RHS Mui

(Jaisapura) 0.51 25° 58' 06.0636'' N 76° 14' 40.3548'' E Abundant

19 306 LHS Amli 3.48 25° 48' 41.7096'' N 76° 16' 47.2224'' E Abundant

20 315 LHS Nawalpura 6 25° 44' 05.2584'' N 76° 18' 10.6488'' E Abundant

21 330 RHS Papri 0.25 25° 36' 59.9976'' N 76° 12' 36.9972'' E Abundant

22 340 LHS Kota khurd 1.75 25° 31' 04.0872'' N 76° 13' 16.9284'' E Abundant

23 356 RHS Roteda 3.05 25° 23'05.1288'' N 76° 08' 29.5908'' E Abundant

24 367 RHS Tarla 0.8 25° 16' 56.0136'' N 76° 07' 48.2736'' E Abundant

25 383 LHS PolaiKalan 3.26 25°09' 49.0122'' N 76° 02' 47.8788'' E Abundant



65

Borrow Area No.

Location (Ch.) Km


Lead from Proposed

Alignment (Km) Latitude Longitude

Quantity /Availability

26 392 LHS Thoomra 1.63 25° 04' 56.2728'' N 76° 03' 41.2956'' E Abundant

27 412 LHS KalyaKheri 6.64 24° 51' 42.9768'' N 75° 58' 58.6488'' E Abundant


4.7.2 Quarry & Crushers

Road construction activities are closely linked with quarry sites around the work sites. The stone

materials including sand and granular ones are needed in large quantities for the pavement

construction. The other area of requirement is concrete structures, which call for a good quality

stone. Extensive survey was conducted to locate the availability of stone metal near the project site.

As a result of local enquiries and discussion with the local PWD official’s stone metal was identified

at various locations. Existing quarries that are already in operation with requisite environmental

clearances have been recommended for this project and no new quarries have been proposed.

Table 4-11: Details of Stone Quarry Location

Qu

arry

/

Cru

she

r

No

. Chainage (Km)

Name of the Quarry/Crusher

Dir

ect

ion

Lead

(K

m)

Latitude Longitude Remarks

1 32.400 Om Stone Crusher RHS 0.95 25°40'24.7332''N 76°12'16.6896''E Crusher

2 94.000 Shree Hari Stone Grits Pvt Ltd

RHS 6.5 27°34'5.0412''N 76°50'33.1764''E Quarry cum crusher

3 100.000 Mandawar LHS 20 27°10'0.0007"N 76°50'35.0025"E Quarry

4 100.000 Kotputli RHS 90 27°40'40.0004"N 76° 7'20.0087"E Quarry

5 177.000 Sikundra LHS 10 26°57'42.0051"N 76°35'6.0020"E Quarry

6 221.000 Savitri Stone Crusher

LHS 2.23 26°33'34.398''N 76°17’11.85''E Crusher

7 224.000 Kamal Stone RHS 1.14 26°33'31.2984''N 76°14'56.2128''E Crusher


4.7.3 Sand

River is the main source of course sand. Sand quarry locations are given in table below:

Table 4-12: River Sand Quarry Locations

Sl No. Location (Ch.)

Km Direction Name of the River

Lead from the project alignment (Km)

1 177.000 RHS Rahul Paharia Mines 5

2 266.000 Both Banas 5


4.7.4 Fly Ash utilization

Fly Ash is a lightweight material, which may be used for construction of embankment, sub-grades

etc. singly or by mixing with suitable admixtures. The flyash is laid in alternate layers with soil and

earth blankets are also provided on the side slopes for the confinement of the materials as per IRC:

SP: 58 – Guidelines for use of Flyash in Road Embankment. The guidelines regarding design /

construction of embankments are given in IRC SP: 58-2001.



66

The thermal power plant at Kota Super Thermal Power Station (KSTPS) is nearest to our project

highway & is at a distance of 25 kms from Ch. 393.000 of the project highway. Generally the

Greenfield alignment shall be constructed at approximately 2 to 3m from the ground level which

may be more at bridge approaches and at ROB locations. Flyash can provide technically viable,

environmentally sound & cost effective alternative to natural borrow soil.

Design Aspect of Flyash Embankment

The embankment is designed as a composite structure with flyash in the core and earth cover on the

sides and at the top of embankment. However, special emphasis is required to be placed on the

provision of earth cover for flyash embankments since ash is easily erodible. The thickness of earth

cover may be in the range of 1-3 m depending on height and slope of the embankment. In regions of

moderate to high seismic activity, analysis of embankment stability should consider liquefaction

potential of the ash fill.

Figure 4-11: Typical cross – section of embankment with alternate layers of soil and fly ash

(IRC: SP: 58-2001)

To prevent the surrounding air from pollution it is needless to mention that proper care should be

taken to transport, stack, lay and compact the flyash materials in wet conditions, until the flyash

embankment with clay blanket on both the side slopes reaches its required height and is covered by

a 500mm capping layer of sub-grade soil at the top of the embankment.



67

4.8 Biological Environment

4.8.1 Methodology

4.8.1.1 Assessment of Existing Vegetation

Existing vegetation sampling will be carried out by drawing (100 m x 100 m) nylon rope and each

plot. In each quadrat, the circumference of all the adult individuals [(≥30 cm circumference at breast

height (CBH)] was measured with Freeman’s tape; similarly, for enumeration of saplings (individuals

3.2 to <9.6 cm dbh) and established seedlings (individuals <3.2 cm diameter but ≥30 cm height) were

carried out in each 10 m x 10 m quadrats (Sagar and Singh, 2005). The seedlings < 30 cm height were

considered ephemeral and not counted. All individuals were enumerated and measured by species.

For each 10 m x 10 m quadrat, the number of species and stem density were recorded.

The study of communities will be carried out by using qualitative characteristics and quantitative

characteristics. Qualitative characteristic mainly involved presence/absence of the species, genera

and family among three sites. This showed the community structures, composition and other

characteristic can be readily described by visual observation without actual measurements. The

quantitative analysis involved the structure and composition of vegetation across vegetation types

and compared in terms of frequency, density, abundance and basal area of tree species. The

frequency, density, abundance and basal area of tree species, were determined as per Curtis and

McIntosh (1950).

4.8.1.2 Frequency:

Frequency denotes the homogeneity of distribution of various species in the ecosystems. A species

most abundantly spread all over the area will have chance of occurring in all the samplings (quadrats

or points) and, therefore, its frequency will be 100%. A poorly spread species (even with large

number of individuals in one corner) will have a chance of occurrence in only of few quadrats and its

frequency value will be low. Thus a higher frequency value shows a greater uniformity of its spread

or dispersion.

4.8.1.3 Relative Frequency:

It is a study of dispersion of a species relative to that of the species. It is calculated from the

frequency data.

4.8.1.4 Density:

Density is defined as the number of individuals of a species in a unit area.



68

4.8.1.5 Relative Density:

It is the study of numerical strength of a species in relation to total number of individuals of all

species and can be calculated as:

4.8.1.6 Abundance:

In this method, only those quadrats where a species is present are taken into consideration.

4.8.1.7 Important Value Index (IVI):

In any community structure, the quantitative value of each of the frequency, density, abundance and

cover has its own importance. But the total picture of ecological importance cannot be obtained by

any one of these. The IVI gives the total picture of sociological structure of a species in a

community.

IVI = Relative Frequency + Relative Density

4.8.1.8 Analysis of Diversity

To understand community structure, quadrat sampling mode was followed. The vegetation sampling

was done at eight locations. Sampling was carried out by randomly placed quadrats of 10m x 10m

size for trees The size and number of quadrats needed were determined using the species area curve

(Misra, 1968).

The forest communities were identified on the basis of IVI values of trees. The single tree species

representing >50% of the total IVI was designated as a single species dominated community,

whereas two or more species contributing 50 or >50% of the total IVI were named as a mixed

community.

Basal Cover is a measure of the proportion of the plant that extends into the soil.

Species diversity and species evenness index is calculated by using the Shannon-Wiener Diversity

Index formula and Evenness Index formula, respectively.

Shannon-Wiener Diversity Index (H) = - Σ pi ln (pi)

where, pi is the proportion of total number of species made up of the ith species.

Evenness index (E): H/ ln S

where, H is Shannon-Wiener Diversity Index of general diversity and S is number of species.



69

4.8.1.9 Species Diversity Index (H’) & Evenness Index (E)

The basic idea of a diversity index is to obtain a quantitative estimate of biological variability that can

be used to compare biological entities, composed of discrete components, in space or in time.

Evenness expresses how evenly the individuals in the community are distributed over the different

species.

To understand species variation in community Species Diversity and Evenness Index was calculated

for trees.

Diversity Index calculated according to the methodology discussed above. Diversity recorded highest

at sampling site 4 and least at sampling site 7. Diversity was varies from 1.56 to 2.03 at all sampling

sites. Evenness index for all sampling sites for trees varies from 0.80 to 0.98 which shows that plant

are commonly distributed all along the project stretch. Density was recorded from 150 to 310/Ha at

various sampling sites, highest recorded at sampling site 4.

Sampling site Frequency Density Abundance Diversity Evenness

Vegetation 1 130 160 6.00 1.86 0.96

Vegetation 2 190 250 8.33 1.68 0.94

Vegetation 3 170 190 8.33 1.90 0.97

Vegetation 4 310 310 8.05 2.03 0.98

Vegetation 5 250 210 6.48 1.56 0.80

Vegetation 6 290 260 7.18 1.82 0.88

Vegetation 7 140 150 4.17 1.69 0.94

Vegetation 8 270 300 8.35 1.86 0.96

4.8.1.10 Faunal Diversity Assessment methodology

Group of animals

Methods used for survey

Insects, Spiders, Reptiles, Amphibians

Visual encounter survey

Birds Opportunistic sightings

Mammals

Line transect method Visual encounter survey

4.8.1.11 Protected Areas

Rajasthan is noted for its National Park, Wildlife Sanctuary and Tiger Reserves. There are 3 National

Park and 26 Sanctuaries in the state. Ranthambore National Park and Sariska Wildlife Sanctuary are

well known worldwide for their tiger population and considered by both wilderness lovers and

photographers as the best places in India to spot tigers.

No Wildlife Sanctuary and National Park is located within 10.0 km radius of the proposed alignment.

The proposal alignment is having sufficient distance (>10 km) from protected areas. Ranthambore

National Park and Sawai Madhopur WLS are about 13.90 km & 11.3 km away from the project road

respectively.

The details of Wildlife sanctuary and National Parks within 15.0 km radius from the proposed

alignment are given below.



70

Table 4-13: Eco-Sensitive Areas within 15.0 km from Project Road

S. No. Details District/Location Distance (km)

1 Sawaimadhopur WLS Sawaimadhopur 11.3

2 Ranthambore National Park Sawaimadhopur 13.9

4.8.1.12 Forest

The recorded forest area of the state is 32,737 SQM, which is 9.57% of its geographical area. The

Reserved, Protected and Unclassified forests are 38.11%, 55.64% and 6.25% respectively of the

recorded forest area. However, as the digitized boundary of recorded forest area from the state

covers only an area of 23,105 SQM. (Rajasthan State of Forest Report 2017)

Out of total project length, the proposed project is passing through about 2.65 km in the forest area.

The district wise affected forest blocks are given in below table.

Table 4-14: Forest Area alongside the proposed Project Road

S. No.

Approx. Chainage Approx. Length * (Km)

Area (~Ha)

Division Name Forest Block Status From To

1

Alwar

2 157.366 158.376 1.01 10.11 Dausa Bandikui Plantation 1960-62

Protected

3 266.715 268.125 1.41 12.74 Sawai Madhopur Bhagwatgarh 78 B Reserved

4 270.045 270.275 0.23 0.43 Sawai Madhopur Bhagwatgarh 78 A Reserved

Total 2.65 23.28

*Approx length measured on the basis of forest area marked on SOI map and verified by forest area kml files available on Forest Dept. Govt. of Rajasthan website http://www.forest.rajasthan.gov.in/content/raj/forest/en/home.html

Exact length of affected forest area along the proposed alignment shall be measured after joint inspection with forest dept. during detailed designing stage.

4.8.1.13 Flora & Fauna

The preliminary details of Flora & Fauna found in the project districts are sourced from the district

census handbook, research papers and forest reports etc.

Alwar District:

The vegetation of Alwar district correspondent to northern tropical dry deciduas forest and northern

tropical thorn forest.

Table 4-15: List of plants commonly found in the Alwar district

S. No. Common Name Scientific Name

1 Babul Acacia nilotica

2 Kikar Acacia jacquemontii

3 Aak Calotropis procera

4 Ker Capparis decidua

5 - Lycium europaeum

6 - Maytenus senegalensis

7 Vilayti kikar Prosopis juliflora

8 Khejri Prosopis cineraria

9 Pilu Salvadora persica

10 Ber Zizyphus xylapyrus



71

Alwar forests are famous for the wildlife from ancient times and a favourite resort of the Mughals. In

the plains, antelope, ravine deer and the usual small animals are found while tigers, hyaenas,

leopards and sambhar are found in the hilly parts of the area. The natural surroundings with

abundance of lakes and bandhs create a suitable habitat for the different species of fishes and other

aquatic flora and fauna.

Among the reptiles lizards and snakes are commonly found in the area. There are many migratory

and non-migratory birds species are found in the district.

Dausa District

Dausa district falls under Indus plains floristic region of India. Each region has its distinctive species.

Subsidiary edaphic types of dry tropical forests are found in the district.

Table 4-16: List of plants commonly found in the Dausa district

S. No. Common Name Scientific Name S. No. Common Name Scientific Name

1 Adoosa Adhatoda vasica 10 Karaya Sterculia urens

2 Babul Acacia arabica 11 Kher Acacia catechu

3 Bar Ficus Bengalensis 12 Khejra Prosopls spicigera

4 Dhokra Anogeissus pendula 13 Khirni Wrightia tinctoria

5 Gular Ficus recemosa 14 Pilu Salvadera Oleoides

6 Gurjan Lannea coromandelia 15 Pipal Ficus religiosa

7 Hingota Balanites aegyptica 16 Salar Boswellia serrata

8 Jamun Syzygium cumini 17 Shisham Dalbergia sissoo

9 Jhingha Bauhinia recemosa 18 Siris Albizzia lebbek

The timber obtained from the forests of the district is utilised for the manufacture of agricultural

implements besides being used for roofing as well as for fuel purposes and for agricultural

equipments.

The Dausa district falls under oriental faunal region. Monkey, lemur (langoor), panther, black buck &

the peafowl are commonly seen in the area.

Sawai Madhopur District:

The forest in Sawai Madhopur unevenly distributed over the hilly areas. The important trees found

in the Sawai Madhopur are given below in table:

Table 4-17: List of plants commonly found in the Sawai Madhopur district

S. No. Name Scientific Name S. No. Name Scientific Name

1. Aam Mangifera indica 2. Kair Capparis decidua

3. Aranja Acacia Leucophloca 4. Khejra Prosopis specigera

5. Arni Clerodendraon uiscorum 6. Kher Acacia catechu

7. Bamboo Dhandracalamus Btricius 8. Khirni Wrightia tomentosa

9. Beri Zizuphus Jujuba 10. Koulassi Dischrastachys cinerea

11. Dhok Anogiessus pendula 12. Kumtha Acacia senegal

13. Gameri Gamelina arborea 14. Neem Azadeiach Indica

15. Goya Dichrastachys cineria 16. Pila Saluadora oleodes

17. Guggal Commiphora mukul 18. Pipal Ficus religiosa



72

S. No. Name Scientific Name S. No. Name Scientific Name

19. Gurjan Lannea coromandelia 20. Salar Boswellia Serrata

21. Hingot Balanites oegyoptica 22. Suntha Buhinia recemosa

23. Jamun Syzygium cumini 24. Tendu Diospyros melanoxylon

Source: Secondary data

The forest of the district meets the local demands for small timber, firewood, charcoal, grass and

grazing, fencing and that ching material, bamboos, tendu patta, gum, dhok leaves, honey, wax,

medicinal herbs, flowers, Kattha, Karanj and other minor forest products.

Sawai Madhopur district abounds in wildlife and has a wide variety of evenly balanced fauna. The

area pulsates with innumerable, huge mass of animals, birds, reptiles, fish, tiger, leopard or panther,

wild dog (Dhole), Sambhar, Nil Gai, chital, chinkara, wild pigs and sloth bear are found commonly.

The birds found in the area are peafowl, doves, parakeets, owls, egrets, pond herons, gray and

purple herons, storks, whistling teal, nukta, comb-duck chuckle teal, spot bill and coots.

The game sanctuary of the district known as Ranthambhor Wildlife Sanctuary was established in

1957-58. It is situated at a distance of about 10 km to the north east of the Sawai Madhopur railway

station. In 1974, the area of this game sanctuary was included in 'Project Tiger', financed by World

Wild life fund under a centrally sponsored scheme. The game sanctuary, which has now been

declared a National Park, is now placed under the administrative control and charge of the Field

Director, Project Tiger, Ranthambhor, Sawai Madhopur. The Project Tiger aims not only at preserving

the tigers but also its natural prey and virtually all the flora and fauna and the environment.

There are other reserve forests too in the district. Besides, forest nurseries are located at Sawai

Madhopur and Khandar. These cater to demand for plants under the various social forestry schemes.



73

4.9 Traffic Studies & Forecast

This section presents the traffic studies and analysis carried out for addressing various objectives and issues pertaining to development of Project Highway. The results of this analysis will form inputs for assessing the traffic diversion to the proposed corridor, generated and development traffic. The forecast of the traffic helps in planning and designing of the pavement, developing capacity augmentation proposals, designing the toll plaza and design of intersections / interchanges along the project road.

Since it is a Greenfield highway, a thorough knowledge of the travel characteristics of the traffic on the existing alternate routes is essential for future diverted traffic estimation on the project road. Hence, detailed traffic surveys are carried out to assess the baseline traffic characteristics on various alternative routes along the proposed alignment.

The Project Highway has been divided into homogeneous sections based on the interchanges provided and for calculating the diverted traffic between 2 points following nomenclature has been used: The homogeneous sections are indicated in below table & shown in below figure.

Table 4-18: Homogeneous Sections

Homogeneous Section From (Km) To (Km) Length (Km)

Section 1 78.800 102.000 23.200

Section 2 102.000 129.017 27.017

Section 3 129.017 181.452 52.435

Section 4 181.452 210.954 29.502

Section 5 210.954 228.740 17.786

Section 6 228.740 291.974 63.234


As this is a Greenfield alignment, the various existing alternative routes have been identified. These routes are those which carry the potential divertible traffic.

Figure 4-12: Project Road Sections and Interchange Locations



74

4.9.1 Average daily traffic (ADT)

Traffic volume count data for 7 days at five count locations were averaged to determine Average Daily Traffic (ADT). The survey location ADT by vehicle type is presented in below table.

Table 4-19: Average Daily Traffic at survey locations

Vehicle Type

De

lhi –

Ja

ipu

r

sect

ion

(N

H-4

8)

Gw

alio

r –

Shiv

pu

ri s

ect

ion

(NH

-46

)

Bh

iwad

i – A

lwar

sect

ion

(SH

-25

)

Firo

zpu

r Jh

irka

–

Alw

ar (

NH

-24

8A

)

Gan

gap

ur

- Sa

wai

Mad

ho

pu

r

sect

ion

(SH

-01

)

Jaip

ur

–

Kis

han

garh

sect

ion

(N

H-4

8)

Bu

nd

i – K

ota

sect

ion

(N

H-5

2)

Tollable Traffic (nos)

Car / Jeep / Van (Private)

17348 1570

4262 1541 2642 10117 5577

Car / Jeep (Taxi) 552 182 572 1892 1047

Shared Jeep 42 54 92 20 27

Mini Bus 0 0 83 32 136 162 47

School. Bus

35 2 5 83 3

Govt. Bus

315 104 87 455 338

Pvt. Bus

65 11 135 711 231

Maxx/Pick-Up 1532 258 1043 466 515 1219 976

LCV (4 tyre) 0 0

88 35 45 107 61

LCV (6 tyre) 454 248 164 1515 497

2 Axle 2904 926 286 150 208 1646 633

3 Axle 4384 1364 246 399 255 2922 1043

MAV (4 to 6 Axles) 9923 958 450 476 245 9245 1295

MAV (> 6 Axles) 4 0 0 0 0 2 1

Others 7 0 6 4 5 6 8

Total vehicles 39882 5698 7927 3704 5106 30102 11784

Total PCUs 91117 13942 11730 6874 7534 75014 21147

Non – Tollable Traffic (nos)

3 Wheeler 222 14 81 141 34 324 145

2 Wheeler 5221 643 5792 5484 8764 10148 11372

Agriculture Tractor 25 14 39 58 20 17 21

Agriculture Tractor with Trailer 554 62 415 355 208 142 463

Cycle 9 18 17 53 44 21 19

Cycle Rickshaw 1 0 4 16 3 10 1

Animal Drawn Cart 0 0 2 14 13 2 2

Toll Exempted Car 0 0 3 3 4 6 2

Toll Exempted Bus 0 0 7 1 12 12 0

Toll Exempted LCV 0 0 2 0 1 6 7

Toll Exempted Truck 0 0 2 0 0 14 1

Total Non-Tollable (Nos.) 6032 751 6364 6125 9103 10702 12033

Total Non-Tollable (PCUs) 5370 645 4965 4716 5530 6198 7985

Grand Total (Nos.) 45914 6449 14291 9829 14209 40804 23817

Grand Total (PCUs) 96487 14587 16695 11590 13064 81212 29132



75

4.9.2 Annual average daily traffic (AADT)

The traffic volume survey along the project road is carried out in the month of April2018 and seasonal factor for this month is considered for converting ADT to AADT. Vehicle class wise AADT at survey locations along the project road is shown in below table.

Table 4-20: Annual Average Daily Traffic at survey locations

Vehicle Type

De

lhi –

Ja

ipu

r

sect

ion

(N

H-4

8)

Gw

alio

r –

Shiv

pu

ri

sect

ion

(N

H-4

6)

Bh

iwad

i – A

lwar

sect

ion

(SH

-25

)

Firo

zpu

r Jh

irka

–

Alw

ar (

NH

-24

8A

)

Gan

gap

ur

- Sa

wai

Mad

ho

pu

r se

ctio

n

(SH

-01

)

Jaip

ur

– K

ish

anga

rh

sect

ion

(N

H-4

8)

Bu

nd

i – K

ota

se

ctio

n

(NH

-52

)

Tollable Traffic (nos)

Car / Jeep / Van (Private)

17348 1570

4262 1541 2642 10117 5577

Car / Jeep (Taxi) 552 182 572 1892 1047

Shared Jeep 42 54 92 20 27

Mini Bus 0 0 83 32 136 162 47

School. Bus 0 0 35 2 5 83 3

Govt. Bus 0 0 315 104 87 455 338

Pvt. Bus 0 0 65 11 135 711 231

Maxx/Pick-Up 1501 253 1043 466 515 1219 976

LCV (4 tyre) 3704 610

86 34 44 105 60

LCV (6 tyre) 445 243 161 1485 487

2 Axle 2846 907 280 147 204 1613 620

3 Axle 4296 1337 241 391 250 2864 1022

MAV (4 to 6 Axles) 9725 939 441 466 240 9060 1269

MAV (> 6 Axles) 4 0 0 0 0 2 1

Others 7 0 6 4 5 6 8

Total vehicles 39431 5616 7896 3677 5088 29794 11713

Total PCUs 89643 13696 11640 6787 7478 73860 20911

Non – Tollable Traffic (nos)

3 Wheeler 222 14 81 141 34 324 145

2 Wheeler 5221 643 5792 5484 8764 10148 11372

Agriculture Tractor 25 14 39 58 20 17 21

Agriculture Tractor with Trailer 543 61 415 355 208 142 463

Cycle 9 18 17 53 44 21 19

Cycle Rickshaw 1 0 4 16 3 10 1

Animal Drawn Cart 0 0 2 14 13 2 2

Toll Exempted Car 0 0 3 3 4 6 2

Toll Exempted Bus 0 0 7 1 12 12 0

Toll Exempted LCV 0 0 2 0 1 6 7

Toll Exempted Truck 0 0 2 0 0 14 1

Total Non-Tollable (Nos.) 6021 750 6364 6125 9103 10702 12033

Total Non-Tollable (PCUs) 5320 640 4965 4716 5530 6198 7985

Grand Total (Nos.) 45452 6366 14260 9802 14191 40496 23746

Grand Total (PCUs) 94963 14336 16604 11503 13008 80058 28896



76

Table 4-21: Summary of ADT and AADT at survey locations

Sl. No.

Location ADT AADT

Nos. PCUs Nos. PCUs

1 Delhi - Jaipur section (NH-48) 45914 96487 45452 94963

2 Gwalior - Shivpuri section (NH-46) 6449 14587 6366 14336

3 Bhiwadi - Alwar section (SH-25) 14291 16695 14260 16604

4 Firozpur Jhirka - Alwar (NH-248A) 9829 11590 9802 11503

5 Gangapur - Sawai Madhopur section (SH-01) 14209 13064 14191 13008

6 Jaipur - Kishangarh section (NH-48) 40804 81212 40496 80058

7 Bundi - Kota section (NH-52) 23817 29132 23746 28896

The projected traffic in all homogeneous sections is presented in below table.

Table 4-22: Section wise Total Traffic Projection

Financial Year

Sections

I II III IV V VI

Km 78.800 to km 102.000

Km 102.000 to km

129.017

Km 129.017 to km

181.452

Km 181.452 to km

210.954

Km 210.954 to km

228.740

Km 228.740 to km

291.974

2018-19 28482 26144 25738 20957 20856 27123

2019-20 30349 27845 27410 22258 22151 28833

2020-21 32348 29663 29199 23646 23532 30660

2021-22 34487 31609 31112 25128 25006 32611

2022-23 39907 39099 38742 32417 32287 40403

2023-24 42358 41327 40933 34105 33966 42629

2024-25 44781 43536 43106 35803 35655 44855

2025-26 51540 53101 52858 45228 45071 54842

2026-27 54286 55603 55320 47147 46980 57359

2027-28 57209 58267 57941 49188 49010 60036

2028-29 60322 61104 60731 51357 51168 62883

2029-30 66550 69340 69095 59262 59061 71453

2030-31 69816 72326 72035 61586 61373 74481

2031-32 73277 75490 75149 64048 63822 77688

2032-33 76943 78842 78450 66655 66416 81086

2033-34 80828 82395 81947 69418 69163 84685

2034-35 84619 85870 85371 72162 71893 88238

2035-36 88617 89536 88982 75057 74773 91985

2036-37 92833 93402 92791 78111 77812 95939

2037-38 97278 97480 96808 81334 81018 100110

2038-39 101967 101781 101045 84735 84401 104510

2039-40 106410 105866 105070 87999 87649 108714

2040-41 111071 110151 109293 91427 91059 113127

2041-42 115961 114647 113724 95025 94639 117758

2042-43 121089 119364 118374 98804 98397 122619

2043-44 126469 124313 123252 102771 102344 127722



77

Financial Year

Sections

2044-45 131591 129035 127909 106599 106152 132622

2045-46 136942 133970 132775 110603 110136 137745

2046-47 142532 139126 137860 114791 114303 143102

2047-48 148372 144514 143174 119171 118661 148702

2048-49 154473 150144 148727 123753 123219 154558

2049-50 160847 156027 154530 128545 127987 160680

2050-51 167506 162175 160594 133558 132975 167082

4.10 Socio-Economic Profile

4.10.1 General

This chapter outlines the social and economic profile of the project region in detail. The primary

purpose of socio-economic analysis is to provide an overview of the state’s socio-economic setup

and the related status of project influence districts.

4.10.2 Study Area

Socio-economic analysis has been conducted for the state and project influence districts along the

proposed project road. The districts traversed by the proposed alignment are Alwar, Bharatpur,

Dausa, Sawai Madhopur districts covered in this section.

4.10.3 Socio Economic Profile – Rajasthan

The population forms the basic planning parameter for the preparation of any transport related

plan/study and also indicates the scale of required development. Rajasthan is situated in the North-

Western part of India. It is bounded by Punjab, Haryana, Uttar Pradesh, Madhya Pradesh, Gujarat

and Pakistan along Northern, North-Eastern, Eastern, South-Eastern, South-Western and Western

sides respectively.

4.10.4 Population

The population of Rajasthan witnessed an increase of 1.2 Cr. from 2001 and has a population of 6.9

Cr. (as per Census 2011). The state has a male population of 3.6 Cr. and female population of 3.3 Cr.

The child population (0-6 age) is 1,06,49,504 (15.5% of total population) in 2011 compared to

1,06,51,002 (18.9% of total population) in 2001.

It is significant to note that Dausa (23.54%) district shows the highest decennial growth rate of

24.37% followed by Alwar (22.82%), Bharatpur (21.35%) and lowest is Sawai Madhopur 19.56% in

the period 2001-2011. The details of the population of the state and districts are given in table

below:

Table 4-23: Percentage Decadal Variation in Population for State and Districts: 2001 – 2011

Districts/State Decadal Growth Rate (%)

Alwar 22.82

Bharatpur 21.35

Dausa 23.54

Sawai Madhopur 19.56

Rajasthan 21.31

India 17.64

Source: Census 2011



78

4.10.5 Population Density

The total area of Rajasthan is 3,42,239 sq Km with a population density of 200 persons per sq km in

2011 which is lower than the national population density of 324 persons per sq km. The project

influence districts have an average population density of 354 persons per sq km which is higher and

comparable to Rajasthan and India’s population density respectively.

Table 4-24: Population Density for State and District: 2011

Districts/State Population Density (persons per sq. km.)

Alwar 438

Bharatpur 503

Dausa 476

Sawai Madhopur 297

Project Influence Districts 354

Rajasthan 200

India 324

Source: Census 2011

Bharatpur district has the highest population density of 503 persons per sq km followed by Dausa

(476), Alwar (438) and Sawai Madhopur (297).

4.10.6 Sex Ratio

The sex ratio in Rajasthan was 928 females for each 1000 males in 2011 compared to a ratio of 921

females for each 1000 males in 2001. The child sex ratio declined from 909 female children per 1000

male children in 2001 to 888 females per 1000 males in 2011. The details of the sex ratio for the

state and districts are given in table below:

Table 4-25: Sex Ratio (No of Female out of 1000 Male) for State and Districts: 2001– 2011

Districts/State 2001 2011

Alwar 886 895

Bharatpur 854 880

Dausa 899 905

Sawai Madhopur 889 897

Rajasthan 921 928

India 933 943

Source: Census 2011

The sex ratio of the project influence districts in 2011 improved in comparison to 2001. However,

only Dausa district is showed better sex ratio compared to state as well as national level.

4.10.7 Literacy Rate

Literacy rate in Rajasthan has seen an upward trend and is 66.11% as per Census 2011 out of which,

male literacy rate stands at 79.19% while female literacy rate is 52.12%. In 2001, literacy rate in

Rajasthan stood at 60.41% out of which male and female literacy rate was 75.70% and 43.85%

respectively. The literacy details of the state and districts are given in table below:

Table 4-26: Number of Literates and Literacy Rate for State and Districts: 2011

State / Districts Number of Literates* Literacy Rate (%)

Persons Male Female Persons Male Female

Alwar 21,82,476 13,59,829 8,22,647 70.72 83.75 56.25

Bharatpur 14,80,869 9,43,910 5,36,959 70.11 84.10 54.24

Dausa 9,38,051 5,96,935 3,41,116 68.16 82.98 51.93



79

Sawai Madhopur 7,41,748 4,86,184 2,55,564 65.39 81.51 47.51

Rajasthan 3,82,75,282 2,36,88,412 1,45,86,870 66.11 79.19 52.12

India 76,36,38,812 43,47,63,622 32,88,75,190 72.98 80.88 64.63

*Literates exclude age group 0-6 years that were by definition in the Census of India 2011

Among the project influence districts, Alwer district has the highest literacy rate of 70.72% while

Sawai Madhopur district accounts for the lowest rate of 65.39%.

4.10.8 Work Participation Rate

The work participation rate in Rajasthan as per Census 2011 is 51.71% and 42.68% for male and

female in the rural areas, while it is 50.75% and 12.03% for male and female in the urban areas

respectively. The work participation rate is notably slightly less as compared to the national average

in both rural and urban areas with similar geographical conditions. The working population in

Rajasthan increased from 23.76 million in 2001 to 29.89 million in 2011, witnessing an annual

compound growth of 2.6%. The details of the work participation rate are given in table below:

Table 4-27: Work Participation Rate

State / Districts Rural Urban Combined

Male Female Persons Male Female Persons Male Female Persons

Alwar 51.35 46.96 49.27 50.90 14.00 33.71 51.27 41.17 46.50

Bharatpur 47.98 41.29 44.85 46.71 11.86 30.33 47.74 35.54 42.03

Dausa 46.49 40.59 43.69 45.87 10.45 29.03 46.42 36.87 41.88

Sawai Madhopur

49.20 43.69 46.60 47.35 10.91 29.98 48.83 37.10 43.28

Rajasthan 51.71 42.68 47.35 50.75 12.03 32.27 51.47 35.12 43.60

India 53.03 30.03 41.83 53.76 15.44 35.31 53.26 25.52 39.80

Source: Census 2011

4.10.9 Employment Pattern

The Census 2011 further classifies the workers (both main and marginal) into four categories namely

cultivators, agricultural labourers, household industries and other workers. The categorisation of the

workers revealed that there was a declining share of the cultivators but increasing share of

agricultural labourers, household industry and other type of worker. The employment pattern is

given in table below:

Table 4-28: Employment Pattern of Main and Marginal Workers in Rajasthan

Industry Classification 2001 (million) % share 2011 (million) % share

Cultivators 13.14 55.29 13.62 45.57

Agricultural Labourer 2.52 10.62 4.94 16.53

Household Workers 0.68 2.85 0.72 2.41

Other Workers 7.42 31.24 10.61 35.49

Total Workers 23.78 100 29.89 100

Source: Census 2011

4.10.10 State Income

The net state domestic product (NSDP) has shown a cumulative annual growth rate (CAGR) of 5.47%

while per capita NSDP was 3.97% over the period from 2011-12 to 2016-17. The annual growth rate

of NSDP and per capita NSDP showed a slightly higher growth in 2016-17 over 2015-16 by 6.62% and

5.11% respectively and the details are given in table below:

Table 4-29: NSDP and Per Capita NSDP at Constant Price (2011-12)



80

Year NSDP (Cr.) Growth (%) Per Capita (Rs.) Growth (%)

2011-12 3,96,710 - 57,391 -

2012-13 4,10,394 3.45 58,526 1.98

2013-14 4,29,044 4.54 60,315 3.06

2014-15 4,55,500 6.17 63,123 4.66

2015-16 4,85,646 6.62 66,342 5.10

2016-17 5,17,815 6.62 69,730 5.11

CAGR% 5.47 3.97

Source: Department of Economics and Statistics, Rajasthan

4.10.11 Structural Shift in GSDP

The sectoral Gross State Domestic Product (GSDP) in Rajasthan showed a paradigm shift towards

secondary sector and service sector from primary sector. The share of primary sector in GSDP

computed at constant (2011-12) prices declined to 26.15% in 2015-16 from 28.60 % in 2011-12.

During this period, while the share of secondary sector declined from 32.73% to 29.76% with minor

variations, the share of tertiary sector expanded from 38.67% to 44.09% and the details are given in

table below:

Table 4-30: Sectoral Composition of GSDP by Industry Origin at Constant Price (%): Rajasthan

Sector Year

2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 (AE*)

Primary 28.6 28.24 28.57 27.6 26.15 26.09

Secondary 32.73 31.47 30.07 29.72 29.76 29.09

Tertiary 38.67 40.29 41.36 42.68 44.09 44.82

*AE=Advanced Estimates Source: Department of Economics and Statistics, Rajasthan

A similar trend has been seen in the project influence districts of Alwar, Bharatpur, Dausa and Sawai

Madhopur.

4.10.12 Agriculture profile

Rajasthan can be divided into 4 major geographical regions, namely Western desert with barren hills,

rocky plains and sandy plains; Aravalli hills running South-West to North-East; Eastern plains with

rich alluvial soils and South-Eastern plateau. The major rivers in the state are Mahi, Chambal and

Banas.

The major crops grown in different parts of Rajasthan are bajra, wheat, jowar, maize, cotton,

rapeseed, mustard, groundnut and horticultural crops. The geographical area consists of ~57%

desert and around 8% of forest area. The net area sown in the state has been largely fluctuating in

past few years and has witnessed a declining trend. It reduced from ~175 lac ha in 2008-09 to ~170

lac ha in 2009-10. The categorisation of land use pattern in the state is given in table below:

Table 4-31: Categorisation of Land Use Pattern

Land Use Pattern Area (in lac ha)

Net Cropped Area 183

Forest Area 27

Not Available for Cultivation 43

Pastures & Grazing Land 17

Land Under Misc. Trees 0.21

Cultivable Waste Land 42

Fallow Land 30

Source: MSME



81

The state has a net cropped area of ~183 lac ha, out of which ~75% of area is rain-fed and ~25% of

the area is irrigated. However, the agricultural output constitutes of more than 50% of irrigated

area’s output. The sources of irrigation with their share are as follows:

Open Wells: 31.62%

Tube Wells: 41.91%

Canals: 24.45%

Tanks: 0.84%

Other Sources: 1%

The irrigation pattern suggests that the groundwater is stressed enormously as ~73% of irrigation is

dependent on tube-wells and wells.

4.11 Agriculture profile of Project Influence Districts

4.11.1 Alwar District

The district has a total cultivated area of 8,71,844 ha (2016), out of which net area sown is 4,92,542

ha (2016). The major crops cultivated in the district are wheat, jowar, mustard, gram, bajra, barley

and guar. The major horticultural crops grown in the district are onion, potato, chilli, peas and

coriander.

4.11.2 Bharatpur District


ha (2016). Rabi and Kharif, both are the main crops in the district. The major crops cultivated in the

district are wheat, bajra, jowar, mustard, gram, barley and guar. Onion, potato, chilli, peas and

coriander are the major horticultural crops grown in the district.

4.11.3 Dausa District


ha (2016). The major crops grown in the district are wheat, bajra, groundnut and maize. Mango,

potato, guava, ber, aonla and lime fruits are the major horticultural crops grown in the district.

4.11.4 Sawai Madhopur District


ha (2016). Wheat, bajra, barley, Groundnut and gram are the major crops produced in the district.

The major horticultural crops grown in the district are onion, potato, chilli, peas and coriander.

4.11.5 Industrial Profile

The economy of the state has shown a structural shift with manufacturing sector contributing

considerably to net state domestic product (NSDP). Textile industry has a major contribution in

state’s overall production followed by large and medium industries.

The government of Rajasthan has set up various institutions like Bureau of Investment Promotion

(BIP), Rajasthan State Industrial Development and Investment Corporation (RIICO), Rajasthan

Financial Corporation (RFC), and Project Development Corporation to attract investments in the

sector. Bureau of Investment Promotion (BIP) and Rajasthan Industrial Development and Investment



82

Corporation (RIICO) are the two main institutes responsible for promoting investments and

development of industrial infrastructure in the state.

4.11.6 Major industries in the state of Rajasthan are as follows:

Cement Industry

Auto and Auto-components Industry

IT and ITeS Industry

Ceramics Industry

Textile Industry

Agro-based Industry

Gems and Jewellery

Marble Industry

4.12 Industrial Profile of Project Influence Districts

4.12.1 Alwar District

The district has 25,465 industrial units, out of which 551 (2012) are registered industrial units. The

major industrial export products are shaving blades, hand tools, aluminium extruded products,

surgical blades, synthetic blended fabrics, leather shoes, slate tiles and chemicals (like calcium

cyanide and alkalis salt).

4.12.2 Bharatpur District

The geographical location of Bharatpur and proximity to major industrial centres like Alwar, Agra,

Faridabad, New Delhi and Jaipur makes it suitable for growth of industries. The district houses few

major industries like CIMCO Manufacturing (rail compartments manufacturer), Dalmiya dairy

products and few other dairy related industries. Building materials and edible oil industries are the

major local industries in the district.

The district also has baby food, cattle feed, cement plants, machinery, ghee, leather foot wear,

skimmed milk, sleepers, spokes, steel wire and few other industries.

4.12.3 Dausa District

The industrial development in Dausa district gained momentum after establishment of District

Industry Centre. The district has 3,497 small and micro industries (2015) with an investment of INR

5,171 lacs. The major industrial areas in the district have been developed by Rajasthan State

Industrial Development and Investment Corporation (RIICO). Some of these industrial areas are

Dausa Industrial area (Dausa), Deedwana Industrial area (Lalsot), Bapi Industrial area (Dausa) and

Kolana Industrial Area (Bandikui).

4.12.4 Sawai Madhopur District

The district has ~1,408 industrial units, out of which 808 are registered units. The district has three

major industrial areas spread across an area of ~415 ha. The industrial areas are as follows:

Industrial Area Kherada - ~106 ha



83

RTR Industrial Area - ~165 ha

Industrial Area Gangapur - ~144 ha

4.12.5 Mineral Resource

Rajasthan is the leading holder of resources like lead & zinc conc., calcite, selenite, wollastonite,

ochre, silver, steatite and gypsum. The state's contribution to country’s total production is 8.58%

with value of major mineral production ~INR 18,241 Cr. The following table provides a list of

important minerals available in the state:

Table 4-32: Distribution of resources in Rajasthan

Districts Minerals Found in Respective Districts

Ajmer Asbestos (Amphibole), Calcite, China Clay, Copper, Dolomite, Feldspar, Fluorspar, Garnet, Limestone, Magnesite, Marble, Mica, Quartz/Silica Sand, Quartzite, Talc/Steatite/Soapstone, Vermiculite, Wollastonite, Emerald, Granite, Graphite and Silver

Alwar Barytes, Calcite, Copper, Dolomite, Feldspar, Fireclay, Limestone, Pyrophyllite, Quartz/Silica Sand, Quartzite, Rock Phosphate, Talc/Steatite/Soapstone, Granite and Graphite

Banswara Limestone, Marble, Rock Phosphate, Talc/Steatite/Soapstone, Gold, Granite, Graphite and Manganese

Barmer China Clay, Fireclay, Gypsum, Lignite, Vermiculite, Bentonite, Diatomite, Fuller's Earth and Granite

Bharatpur Barytes, Calcite, China Clay, Copper, Feldspar, Fireclay, Ochre, Quartz/Silica Sand and Talc/Steatite/Soapstone

Bhilwara Asbestos (Amphibole), Barytes, Calcite, China Clay, Copper, Dolomite, Feldspar, Garnet, Iron Ore (M), Lead-Zinc, Limestone, Marble, Mica, Ochre, Pyrophyllite, Quartz/Silica Sand, Talc/Steatite/Soapstone, Granite and Silver

Bikaner Ball Clay, China Clay, Fireclay, Gypsum, Lignite, Limestone, Ochre, Quartz/Silica Sand and Fuller's Earth

Bundi Barytes, China Clay, Copper, Limestone, Marble and Quartz/Silica Sand

Chittorgarh Barytes, China Clay, Copper, Dolomite, Limestone, Marble, Ochre, Talc/Steatite/Soapstone and Granite

Churu Gypsum and Limestone

Dausa China Clay, Dolomite and Quartz/Silica Sand, Talc/Steatite/Soapstone

Dungarpur Asbestos (Amphibole), Copper, Fluorspar, Limestone, Magnesite, Marble, Talc/Steatite/Soapstone and Wollastonite

Hanumangarh Gypsum

Jaipur Calcite, China Clay, Copper, Dolomite, Feldspar, Garnet, Limestone, Marble, Ochre, Quartz/Silica Sand, Rock Phosphate, Talc/Steatite/Soapstone and Granite

Jaisalmer China Clay, Dolomite, Fireclay, Gypsum, Lignite, Limestone, Quartz/Silica Sand, Rock Phosphate, Bentonite, Diatomite, Fuller's Earth, Granite and Potash

Jalore Barytes, Fluorspar, Gypsum and Granite

Jhalawar Bentonite

Jhunjhunu Calcite, China Clay, Copper (Khetri Belt), Dolomite, Fireclay, Fluorspar, Garnet, Iron Ore (M), Limestone, Pyrophyllite, Quartz/Silica Sand, Quartzite, Talc/Steatite/Soapstone, Granite and Silver

Jodhpur Dolomite, Quartz/Silica Sand, Fuller's Earth and Granite

Karauli Talc/Steatite/Soapstone

Kota China Clay, Limestone, Quartz/Silica Sand and Bauxite



84

Districts Minerals Found in Respective Districts

Nagaur Ball Clay, China Clay, Gypsum, Lignite, Limestone, Marble, Potash and Tungsten

Pali Asbestos (Amphibole), Ball Clay, Barytes, Calcite, China Clay, Copper, Feldspar, Gypsum, Limestone, Magnesite, Quartz/Silica Sand, Talc/Steatite/Soapstone, Wollastonite and Granite

Rajsamand Asbestos (Amphibole), Barytes, Copper, Dolomite, Feldspar, Lead-Zinc, Mica, Pyrophyllite, Quartz/Silica Sand, Talc/Steatite/Soapstone, Emerald, Granite and Silver

Sawai Madhopur China Clay, Fireclay, Limestone, Ochre, Quartz/Silica Sand, Quartzite, Talc/Steatite/Soapstone and Granite

Sikar Barytes, Calcite, Copper, Dolomite, Feldspar, Fluorspar, Garnet, Iron Ore (M), Limestone, Marble, Pyrite, Quartz/Silica Sand, Apatite and Granite

Sirohi Copper, Fluorspar, Limestone, Marble, Quartz/Silica Sand, Talc/Steatite/Soapstone, Wollastonite, Gold, Granite and Tungsten

Sri Ganganagar Gypsum

Tonk Feldspar, Garnet, Mica, Quartz/Silica Sand, Talc/Steatite/Soapstone, Corundum and Granite

Udaipur

Asbestos (Amphibole), Barytes, Calcite, China Clay, Copper, Dolomite, Feldspar, Fluorspar, Lead-Zinc (Zawar), Limestone, Magnesite, Marble, Ochre, Pyrophyllite, Quartz/Silica Sand, Rock Phosphate, Talc/Steatite/Soapstone, Wollastonite, Apatite, Granite, Kyanite, Sillimanite, Manganese and Silver

Source: The mining information clearinghouse of India (MICI)

4.12.6 Project Influence Districts

The minerals availability in the project influence districts is given in table given below:

Table 4-33: Distribution of resources in project influence districts

Districts Minerals

Alwar Barytes, Calcite, Copper, Dolomite, Feldspar, Fireclay, Limestone, Pyrophyllite, Quartz/Silica Sand, Quartzite, Rock Phosphate, Talc/Steatite/Soapstone, Granite and Graphite

Bharatpur Barytes, Calcite, China Clay, Copper, Feldspar, Fireclay, Ochre, Quartz/Silica Sand and Talc/Steatite/Soapstone

Dausa China Clay, Dolomite, Quartz/Silica Sand and Talc/Steatite/Soapstone

Sawai Madhopur China Clay, Fireclay, Limestone, Ochre, Quartz/Silica Sand, Quartzite, Talc/Steatite/Soapstone and Granite

Source: The mining information clearinghouse of India (MICI)

4.12.7 Tourism

Tourism is one of the fastest growing sectors with highest contribution in state’s revenue. The sector

has increased the standard of living and provided platform to local artisans. The state has variety of

touristsattractions such as forts, palaces, handicrafts, safari tours, wildlife sanctuary parks, heritage

places, pilgrimage places and lakes.

4.12.8 Project Influence Districts

Amongst the project influence districts Alwar, Bharatpur, Sawai Madhopur, Bundi and Kota are the

major tourist destinations. The details of domestic and foreign tourist arrival these districts during

the year 2014-17 are shown in table below:

Table 4-34: Tourist arrival (Indian & Foreigner) in major tourist destinations (Project Districts)

District 2014 2015 2016 2017



85

Domestic Foreigner Domestic Foreigner Domestic Foreigner Domestic Foreigner

Alwar 1,04,418 18,650 95,787 10,634 1,19,815 8,524 1,47,653 12,296

Bharatpur 69,225 40,386 66,322 39,608 72,701 26,368 1,11,796 18,398 Sawai

Madhopur 77,800 61,495 85,200 67,935 1,06,000 51,265 1,39,428 55,190

Bundi 49,925 15,063 54,574 15,290 59,864 15,420 65,021 16,442

Kota 51,467 3,516 90,598 2,574 89,546 1,778 2,02,298 1,860

Source: Tourism Department Annual Report 2017-18, Rajasthan



86

4.12.9 Village-wise Demographic Profile of the affected districts

Table 4-35: Village-wise Demographic Profile of the affected district

SI. No District /Sub

district Name of Village N

o o

f

Ho

use

ho

ld Population Literates Main Worker Marginal Worker Non Worker

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

1

Alwar / Lachmangarh

Partya Ka Bas 117 662 349 313 381 246 135 283 167 116 115 28 87 264 154 110

2 Chak Bhayari 47 419 217 202 241 152 89 197 96 101 13 4 9 209 117 92

3 Sahadka 87 471 252 219 171 125 46 229 119 110 0 0 0 242 133 109

4 Roneeja Pahar 54 332 166 166 158 103 55 112 78 34 60 2 58 160 86 74

5 Goojar Khohra 83 497 258 239 243 171 72 240 123 117 8 0 8 249 135 114

6 Rundh Maujpur

24 109 53 56 49 31 18 57 28 29 1 0 1 51 25 26

7 Malawali 396 2196 1161 1035 1211 796 415 829 500 329 209 30 179 1158 631 527

8 Khohra 690 4177 2180 1997 2362 1529 833 1624 955 669 520 132 388 2033 1093 940

9 Jaisinghpura 410 2311 1218 1093 1314 815 499 804 525 279 46 24 22 1461 669 792

10 Nizamnagar 168 1084 587 497 595 387 208 309 210 99 220 65 155 555 312 243

11 Bhayari 209 1420 724 696 764 470 294 285 255 30 397 73 324 738 396 342

12 Butyana 319 2042 1094 948 1151 752 399 440 396 44 569 152 417 1033 546 487

13 Khorpuri 219 1300 676 624 755 470 285 573 313 260 67 3 64 660 360 300

14 Bedha 147 957 499 458 531 328 203 293 191 102 134 52 82 530 256 274

15 Seetal 258 1815 921 894 983 615 368 817 421 396 53 13 40 945 487 458

16 Ronpur 368 2386 1239 1147 1348 857 491 853 463 390 221 84 137 1312 692 620

17 Barawas 201 1318 686 632 792 503 289 23 19 4 898 481 417 397 186 211

18 Hadarhera 214 1270 654 616 765 478 287 573 319 254 33 20 13 664 315 349

19 Nenapur 155 978 522 456 506 349 157 452 236 216 20 13 7 506 273 233

20 Ghat 495 3199 1728 1471 1674 1104 570 1185 682 503 251 124 127 1763 922 841

21 Boontoli 497 3506 1784 1722 1872 1218 654 986 723 263 683 179 504 1837 882 955

22 Badh Goojar Khohra

79 498 252 246 173 127 46 184 87 97 43 29 14 271 136 135



87



o o

f

Ho

use

ho


Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

23 Malawali 396 2196 1161 1035 1211 796 415 829 500 329 209 30 179 1158 631 527

24 Fatehpur Tarf Malawali

119 782 406 376 499 299 200 330 181 149 40 2 38 412 223 189

25 Kachawa 243 1403 769 634 756 495 261 718 356 362 156 93 63 529 320 209

26

Alwar /Ramgarh

Munpur Karmala

254 1875 968 907 693 494 199 668 334 334 15 5 10 1192 629 563

27 Rasgan 569 3251 1701 1550 1242 848 394 1334 710 624 361 148 213 1556 843 713

28 Khushpuri 206 1339 705 634 543 386 157 701 342 359 16 8 8 622 355 267

29 Indpur 396 2510 1333 1177 1271 869 402 1169 607 562 82 33 49 1259 693 566

30 Sahajpur 196 1159 599 560 591 399 192 464 236 228 120 61 59 575 302 273

31 Malpur 383 2051 1059 992 1235 746 489 471 402 69 554 122 432 1026 535 491

32 Govindpura 20 135 69 66 78 49 29 30 30 0 35 1 34 70 38 32

33 Sirmaur 353 1904 1000 904 957 613 344 514 419 95 216 70 146 1174 511 663

34 Barwada 321 1887 953 934 1075 647 428 643 438 205 391 95 296 853 420 433

35

Alwar /Reni

Pinan 1485 9099 4842 4257 5124 3316 1808 2900 1983 917 177

7 489

1288

4422 2370 2052

36 Bhedoli 190 861 459 402 555 340 215 385 199 186 25 9 16 451 251 200

37 Kaneti 156 768 431 337 430 298 132 295 190 105 70 26 44 403 215 188

38 Mukundpura 54 433 243 190 219 151 68 132 96 36 89 16 73 212 131 81

39 Dera 451 2844 1501 1343 1674 1065 609 1144 673 471 103 28 75 1597 800 797

40 Jagmalpura 70 403 209 194 217 142 75 95 79 16 102 17 85 206 113 93

41 Pragpura 263 1377 756 621 843 561 282 590 343 247 139 33 106 648 380 268

42 Sainthal 347 1902 997 905 1141 700 441 746 463 283 280 88 192 876 446 430

43 Dagdaga 349 2142 1130 1012 1175 760 415 583 455 128 501 145 356 1058 530 528

44 Khera Mirzapur

251 1360 741 619 828 552 276 537 319 218 151 45 106 672 377 295

45 Keelpur 87 504 284 220 273 187 86 121 114 7 156 36 120 227 134 93



88



o o

f

Ho

use

ho


Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

Tota

l

Mal

e

Fem

ale

46 Hatoj 163 887 469 418 502 315 187 332 185 147 62 11 51 493 273 220

47 Kharagpur 96 481 265 216 282 192 90 189 97 92 29 14 15 263 154 109

48 Reni 1525 8857 4645 4212 5201 3244 1957 2723 2038 685 158

3 357

1226

4551 2250 2301

49 Padli 154 908 496 412 526 357 169 385 194 191 2 1 1 521 301 220

50 Pande Roopbas

185 1003 545 458 633 409 224 488 246 242 4 4 0 511 295 216

51

Bharatpur /Nagar

Ladiyaka 132 952 506 446 420 298 122 322 179 143 110 53 57 520 274 246

52 Bhatpura 489 3301 1729 1572 1585 1065 520 1265 703 562 487 191 296 1549 835 714

53 Dhanota 140 928 486 442 289 211 78 373 212 161 94 24 70 461 250 211

54 Bas Burja 430 2943 1516 1427 1219 798 421 591 521 70 893 221 672 1459 774 685

55

Dausa /Baswa

Bhojwara 248 1127 616 511 727 455 272 437 264 173 125 29 96 565 323 242

56 Dhanawar 586 3330 1727 1603 1902 1206 696 1151 697 454 144 74 70 2035 956 1079

57 Narayanpura 468 2490 1314 1176 1655 1050 605 632 506 126 535 118 417 1323 690 633

58 Kishanpura 265 1419 727 692 731 453 278 300 274 26 422 78 344 697 375 322

59 Nandera 957 4926 2548 2378 2571 1639 932 1267 993 274 900 236 664 2759 1319 1440

60 Haripura 212 1058 559 499 650 415 235 346 211 135 211 79 132 501 269 232

61 Pamadi 419 2445 1243 1202 1457 904 553 619 489 130 499 106 393 1327 648 679

62 Peechupara Khurd

594 3064 1591 1473 1796 1163 633 825 624 201 543 112 431 1696 855 841

63 Somara 154 773 407 366 483 290 193 224 131 93 157 73 84 392 203 189

64 Moradi 232 1243 614 629 776 497 279 568 272 296 146 67 79 529 275 254

65 Pratappura 334 1666 882 784 1042 673 369 797 389 408 14 10 4 855 483 372

66 Shyamsinghpura

298 1599 845 754 968 623 345 723 396 327 71 31 40 805 418 387

67 Dwarapura 271 1527 792 735 1123 666 457 531 309 222 508 228 280 488 255 233

68 Delari 236 1616 870 746 951 655 296 648 369 279 126 60 66 842 441 401



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69 Sumel Khurd 81 438 227 211 206 132 74 210 94 116 6 5 1 222 128 94

70 Sumel Kalan 277 1483 773 710 776 530 246 611 272 339 196 134 62 676 367 309

71 Sungari 137 802 429 373 557 338 219 330 194 136 93 21 72 379 214 165

72 Un Baragaon 611 3195 1646 1549 1782 1134 648 886 714 172 208 14 194 2101 918 1183

73 Abhaneri 394 2104 1077 1027 1197 753 444 679 471 208 166 30 136 1259 576 683

74 Toorwara 116 596 318 278 321 207 114 227 124 103 35 8 27 334 186 148

75 Anantwara 526 2934 1525 1409 1665 1051 614 1111 615 496 109 65 44 1714 845 869

76 Bhedari Goojran

188 969 539 430 439 321 118 452 236 216 26 13 13 491 290 201

77 Papraki 122 641 362 279 374 253 121 306 186 120 0 0 0 335 176 159

78 Monawas 147 724 376 348 423 274 149 275 147 128 54 33 21 395 196 199

79 Aamli 86 532 269 263 245 143 102 208 108 100 16 2 14 308 159 149

80 Dhani Harijan 109 591 298 293 342 202 140 175 118 57 119 36 83 297 144 153

81

Dausa /Dausa

Achhiwas 117 721 369 352 380 251 129 289 156 133 21 6 15 411 207 204

82 Bane Ka Barkhera

344 2062 1065 997 1102 698 404 827 469 358 24 10 14 1211 586 625

83 Parli 155 1001 511 490 647 392 255 239 207 32 23 17 6 739 287 452

84 Atta Bilori 192 1180 592 588 637 405 232 50 46 4 253 202 51 877 344 533

85 Bhandarej 2781 16819 8695 8124 9283 5927 3356 4812 3268 154

4 166

0 647

1013

10347

4780 5567

86 Rampura Kalan

126 718 360 358 421 265 156 342 170 172 2 1 1 374 189 185

87 Bhaglai 308 1705 878 827 883 584 299 453 356 97 378 27 351 874 495 379

88 Ramsinghpura 16 120 56 64 56 31 25 18 18 0 34 5 29 68 33 35

89 Dausa /Nangal Rajawatan

Alooda Khurd 780 3971 2114 1857 1958 1312 646 1018 661 357 664 237 427 2289 1216 1073

90 Alooda 1118 5619 2957 2662 2842 1894 948 1296 1113 183 480 189 291 3843 1655 2188

91 Raniwas 300 1588 827 761 871 567 304 520 312 208 215 43 172 853 472 381



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92 Lahri Ka Was 643 3235 1660 1575 1746 1135 611 639 413 226 684 313 371 1912 934 978

93 Churiyawas 208 1231 647 584 692 460 232 361 287 74 185 57 128 685 303 382

94 Lakhan Ka Bas 26 161 92 69 80 51 29 55 38 17 0 0 0 106 54 52

95 Jaitpura 100 616 331 285 367 243 124 210 141 69 3 0 3 403 190 213

96 Udaipura 109 616 344 272 357 245 112 114 77 37 177 68 109 325 199 126

97 Bagpura 315 1882 999 883 1016 675 341 491 309 182 419 211 208 972 479 493

98 Abhaipura 242 1565 848 717 860 573 287 603 348 255 25 13 12 937 487 450

99

Dausa /Ramgarh Pachwara

Rahuwas 283 1952 1018 934 1126 692 434 453 266 187 378 172 206 1121 580 541

100 Chak Chandpur

89 502 259 243 270 169 101 181 102 79 108 33 75 213 124 89

101 Chodiyawas 63 405 221 184 261 157 104 215 109 106 3 2 1 187 110 77

102 Jhoopriya Rajawatan

87 639 323 316 380 240 140 246 133 113 108 55 53 285 135 150

103 Khem Puri 56 321 169 152 155 98 57 165 87 78 66 33 33 90 49 41

104 Palunda 279 1518 762 756 826 507 319 624 334 290 20 2 18 874 426 448

105 Patalwas 135 902 461 441 478 308 170 327 180 147 51 6 45 524 275 249

106 Chak Patalwas 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

107 Dholawas 494 2660 1386 1274 1468 915 553 1155 557 598 62 40 22 1443 789 654

108 Doongarpur 249 1611 855 756 897 573 324 554 294 260 76 28 48 981 533 448

109 Aranya Kalan 165 1248 644 604 795 451 344 391 242 149 119 42 77 738 360 378

110 Aranya Khurd 63 427 223 204 252 162 90 76 68 8 34 27 7 317 128 189

111 Nizampura 177 1186 617 569 645 405 240 481 294 187 147 30 117 558 293 265

112 Barh Dabar Kalan

29 165 92 73 110 74 36 74 38 36 0 0 0 91 54 37

113 Dabar Khurd 62 314 168 146 194 120 74 142 74 68 9 5 4 163 89 74

114 Beedoli 235 1710 904 806 897 598 299 660 342 318 90 42 48 960 520 440

115 Barh Jeeta 25 224 117 107 117 81 36 83 39 44 22 12 10 119 66 53



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116 Amarabad 235 1596 848 748 896 576 320 272 243 29 426 123 303 898 482 416

117 Shriya 185 1096 571 525 585 377 208 490 251 239 13 4 9 593 316 277

118

Dausa /Lalsot

Sanwasa 500 2682 1428 1254 1534 975 559 697 564 133 144 64 80 1841 800 1041

119 Ajabpura 243 1335 695 640 785 474 311 392 305 87 16 5 11 927 385 542

120 Bar Ka Para 170 920 476 444 584 353 231 278 212 66 122 26 96 520 238 282

121 Lakhanpur 269 1354 688 666 642 413 229 369 223 146 225 82 143 760 383 377

122 Chimanpura 118 704 382 322 445 276 169 342 164 178 3 3 0 359 215 144

123 Barh Moondiya

10 34 20 14 15 13 2 9 9 0 13 2 11 12 9 3

124 Moondiya 216 1045 528 517 552 335 217 437 226 211 99 38 61 509 264 245

125 Deoli 589 3340 1752 1588 1772 1139 633 1110 671 439 388 94 294 1842 987 855

126 Karanpura Chak No 4

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

127 Nirjharna 713 3995 2169 1826 2247 1531 716 1130 655 475 782 458 324 2083 1056 1027

128

SWM /Bonli

Ghata Nainwari

346 1910 1003 907 808 597 211 791 403 388 44 13 31 1075 587 488

129 Bhedoli 373 1832 965 867 908 622 286 647 430 217 247 42 205 938 493 445

130 Somwas 47 318 166 152 154 105 49 182 97 85 1 0 1 135 69 66

131 Khirkhadi 133 676 365 311 353 246 107 170 139 31 237 67 170 269 159 110

132 Thadi 356 1541 852 689 721 531 190 571 319 252 263 103 160 707 430 277

133 Jhanoon 280 1310 689 621 778 515 263 366 243 123 108 92 16 836 354 482

134 Rawasa 233 1115 592 523 559 399 160 367 275 92 42 12 30 706 305 401

135 Rasoolpura 31 158 81 77 58 42 16 40 37 3 40 3 37 78 41 37

136 Hindupura 557 2964 1574 1390 1569 1055 514 1470 754 716 17 11 6 1477 809 668

137 Jatawti 444 2039 1055 984 901 651 250 479 411 68 546 99 447 1014 545 469

138 Sanwasa 119 551 289 262 114 101 13 176 155 21 144 15 129 231 119 112

139 Bansda Nadi 195 1032 542 490 482 320 162 308 250 58 241 23 218 483 269 214



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140 Peepalwara 618 3472 1816 1656 1983 1314 669 1163 834 329 342 62 280 1967 920 1047

141 Sahrawta 163 858 468 390 398 305 93 262 194 68 305 95 210 291 179 112

142

SWM/Choth ka Barwara

Torda 49 268 137 131 121 71 50 152 72 80 7 1 6 109 64 45

143 Trilokpura 112 634 332 302 236 171 65 141 118 23 39 31 8 454 183 271

144 Bhagwatgarh 1527 8048 4143 3905 4524 2951 1573 2590 1788 802 682 291 391 4776 2064 2712

145 Jola 296 1444 746 698 774 532 242 687 373 314 52 9 43 705 364 341

146 Rewatpura 106 482 250 232 197 132 65 242 139 103 2 0 2 238 111 127

147 Kawad 264 1326 713 613 753 537 216 489 303 186 193 36 157 644 374 270

148 Sawai Madhopur

Itawa 212 1108 598 510 601 432 169 255 158 97 116 71 45 737 369 368

Total

43858 250465 131264 119201 136603 88604 47999 83191 52516 30675 31281 10196 21085 135993 68552 67441

4.12.10 Source: Census of India, 2011

The above study about the broader and immediate influence area of the proposed project help us to understand the need and importance of the

construction of the proposed highway to facilitate the envisaged economic growth of the area and state as a whole.



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5 ENVIRONMENTAL IMPACT & MITIGATION PLAN

This chapter assesses the nature, type and magnitude of the potential impacts likely on the various relevant physical, biological and cultural environmental components along the project corridor and its suitable mitigation. For the assessment of impacts, the baseline information based on the field visits and the primary surveys of the various environmental components carried out. The description of the impacts on the individual components has been structured as per the discussion in Chapter 4: Baseline Environmental profile of this report.

The impacts on the various environmental components were assessed considering following stages of the project planning and implementation:

Planning and design stage;

Construction stage; and

Operation stage

The description and magnitude of impacts for the various environmental components as visualised for the project are presented in the following sections along with proposed mitigation.

5.1 Physical Environment

5.1.1 Meteorological Parameters

o Pre-Construction, Construction and Operation Stage

Impact

Project Highway is located in semi-arid region with high variation between summer and winter temperatures. Though no change in the macro-climatic setting (precipitation, temperature and wind) is envisaged due to the project, the microclimate is likely to be temporarily modified by vegetation removal and the addition of increased pavement surface. There will be an increase in daytime temperature on the road surface and soil due to loss of shade and big trees, which in turn might lead to formation of heat islands especially along the inhabited sections. In addition, the removal of trees will increase the amount of direct sunlight resulting in higher temperatures along the highway.

This increase in the daytime temperature assumes significance especially to the slow moving traffic, the pedestrians and the first row of residences / receptors along the corridor, as the entire project stretch experiences temperatures as high as 49°C during summers. The impact will be felt more by the slow moving traffic and pedestrians along the project road.

Mitigation

Although the impact shall be significant and long term in nature, it is reversible in nature and shall be compensated for by additional plantation of trees. It must be noted that the impact is unavoidable. However, it may be pointed out that the project has taken care to minimise tree felling as no tree felling shall be done beyond corridor of impact.

5.1.2 Land

5.1.2.1 Physiography

o Pre-construction and Construction Stage

Road construction activities involve alterations in the local physiography and drainage patterns. The



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impacts on physiography may include destabilisation of slopes due to cut and fill operations. Cut-and-fills will be designed for improvement to the road geometry, and parallel cross drainage structures will be added to improve drainage. There would be no grading of the roadside area. Project road stretch falls in plain terrain.

5.1.2.2 Geology and Seismology

o Pre-Construction, Construction and Operation Stage

The entire stretch of the project highway traverses through seismic Zone - II & III as defined by the Indian Standard (IS) seismic zoning classification system, i.e., a zone of stability. The project does not have any impact on the geological or seismic stability of the area.

5.1.2.3 Quarries

o Pre-Construction & Construction Stage

Impact

Existing quarries that are already in operation with the required clearances have been recommended for this project. No new quarries are proposed and hence no major impacts, which arise in making new quarries operational, are likely. In case Contractor/Concessionaire decides in opening new stone quarries he shall follow the stipulated GoI norms

Quarrying in non-scientific manner may unstable the soil condition and affect the terrain of the area.

Dust, in addition to being a health concern also reduces visibility thereby increasing safety concerns. As no new quarry needs to be opened for this project (majority of the material shall be from cut operations, reuse of old materials and existing quarries), therefore, no new impacts are likely to arise due to quarrying operations. It will be ensured that quarry contractor is following environment management system to take care of the working conditions of workers in the existing quarry areas selected for the project.

Mitigation

Existing approved quarries which are already in operation with the required environmental clearances have been recommended for this project, hence no new quarries have been proposed. It needs however, to be noted that recommendation on use of quarries is a guideline only and has been done to establish the feasibility of construction. Though the quarry materials are to be transported over long distances to the construction sites, almost all the quarries identified have proper access roads, therefore, no major impacts during the hauling of materials is envisaged. The issue of dust generation etc. along the haul roads needs to be addressed through proper enforcement of dust suppression measures.

Sand required for the construction will mostly be procured from the approved operating river quarry as an alternative to borrowing of sand from river bed. The possibility of using stone crusher dust shall be explored. Stone dust from crusher can be used for the construction works provided the quantity and the quality produced is certified by Monitoring consultant to be satisfactory for all construction works, else river sand shall be used from the identified quarry. None of the sand quarry sites would require any additional preventive environmental measures. However, the long leads mean that care would have to be taken to prevent spillage of material and damage to the haul roads during transportation. No additional adverse environmental impact except those resulting from spillage during transportation is expected to occur. Hence proper care for transportation should be taken into account.

The details of identified quarries are given in below Tables.



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Table 5-1: Material Source and Lead

Material Source Lead Distance Remarks Aggregate 78 Km Average Lead of 6 Quarries

Sand 50 Km Average Lead of 6 Quarries

Bitumen 143 Km Mathura Refinery

Emulsion 1513 Km Haldia Refinery

Cement 176.08 Km INAM-PRO

Steel 176.08 Km SAIL


Figure 5-1: Quarry Area Details



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Guidelines for Existing Quarry Management & Guidelines for New Quarry Management have been

presented in Annexure 5.1 & Annexure 5.2 respectively.

5.1.2.4 Borrow Area

Pre-Construction & Construction Stage

Impact

Top soil from the borrow area may lose his fertility if not handled properly. Also the borrow area

become potential breeding ground for mosquitoes and other bacterial infection disease. The

transportation of borrow and quarry materials also cause dust nuisance. However, as per the

investigation it is envisaged that there is no need for opening of new Borrow Area.

Table 5-2: Raw Material Requirement

S.no. Description unit Qty.

1 Earthwork Cum 46020738

2 GSB Cum 2335842

3 WMM Cum 1190797

4 DBM MT 4486432

5 BC MT 941123

6 Bitumen MT 237730

7 Emulsion MT 12563

8 Cement MT 363855

9 10 mm Cum 986201

10 20 mm Cum 1047259

11 40 mm Cum 709641

12 Dust Cum 1522792

13 Sand Cum 410444

14 Filler MT 70324

15 Steel MT 1137903

16 Water KL 6375612

Source: Design report

Mitigation

The borrow area are selected in a scientific manner with due care of local environment and social

sensitivity. The excavation of soil shall be conducted as per the EMP and will be fully rehabilitated

with proper NOC from the respective land owner/authority. The top soil from the borrow area shall

be preserved separately and will be re-used for rehabilitation. In case of opening of new borrow area

Contractor/Concessionaire shall follow the stipulated MoEF&CC norms & guidelines. The detailed

plan for borrow area management has been attached as Annexure 5.3. Tentative location for

probable borrow areas as identified along the road has been presented in below table.

Table 5-3: Details of Probable Borrow Area Locations along the Road

Borrow Area No.

Location (Ch.)


Lead from Proposed Alignment

(Km)

Latitude Longitude Quantity

/Availability



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Borrow Area No.

Location (Ch.)


Lead from Proposed Alignment

(Km)

Latitude Longitude Quantity

/Availability

1 89 LHS Sahajpur 0.32 27° 34' 22.0224'' N 76° 56' 00.4488'' E Abundant

2 100 RHS Behroi 0.48 27°29'51.9972''N 76°50'46.9968''E Abundant

3 115 RHS RundhMaujpur 0.32 27°22'59.5632''N 76°47'52.8936''E Abundant

4 130 LHS Jhankra 2.4 27°14'12.9372''N 76°47'00.8304''E Abundant

5 143 LHS Hatoj 0.45 27°08'53.8584''N 76°41'43.9404''E Abundant

6 155 LHS Nandhera 1.2 27°03'01.9512''N 76°37'15.8808''E Abundant

7 166 LHS Morari 1.9 26°59'21.0624''N 76°32'48.5808''E Abundant

8 178 RHS Parli 0.2 26°55'34.3992''N 76°26'08.0232''E Abundant

9 189 RHS Rajwas 1.93 26°51'21.3516''N 76°22'40.1196''E Abundant

10 199 LHS Udaipura 0.22 26°45'23.3424''N 76°21'30.4632''E Abundant

11 209 LHS Dungalpur 1.98 26°39'35.5716''N 76°20'06.0216''E Abundant

12 220 LHS Thaloj 2.39 26°34'24.7404''N 76°17'43.5768''E Abundant

13 231 LHS Shreema 1.91 26°28'49.2636''N 76°14'31.4124''E Abundant

14 240 RHS Udgaon 1.7 26°25'08.3424''N 76°16'52.734''E Abundant

15 252 RHS Nimod 0.3 26°18'46.998'' N 76°14'21.9984''E Abundant

16 269 LHS Trilokpura 0.66 26°09'36.1944''N 76°15'02.9664''E Abundant

17 280 LHS Kawad 2.44 26°03'41.1732''N 76°16'19.6104''E Abundant


5.1.2.5 Soil Erosion

Pre-Construction Stage

Impact

The removal of roadside vegetation will cause erosion, and increased run-off would in turn lead to erosion of productive soil. The direct impact of erosion is the loss of embankment soil and danger of stability loss for the road itself. This impact is generally restricted to the ROW.

Mitigation

The project has taken care of this issue at the engineering design stage itself, as at design gradients of 1:2, the slopes of the embankments are perceived to be stable for all stretches of road. These sections of the road embankment would need stone pitching or any other suitable turfing.

Construction Stage

Impact

Elevated sections of road in all sections, particularly all high embankments along the bridges and the bridge approaches would be vulnerable to erosion and need to be provided proper slope protection measures to prevent erosion. Construction of new bridges involves excavation of riverbed and banks for the construction of the foundations and piers. If the residual spoil is not properly disposed off, increased sedimentation downstream of the bridge is likely.

Mitigation

Though during construction period, drainage alteration and downstream erosion / siltation is anticipated, due to the improved design and added capacity of the cross-drainage structures, there should be an improvement in the drainage characteristics of the surrounding area. Adequate slope protection measures are proposed as part of engineering design. Removal of trees to facilitate construction will cause erosion problems until the proposed avenue plantation is established. Silt



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fencing to be provided to prevent eroded material from entering watercourses. The regular cleaning of the drains by the Contractor will ensure that these structures will not be overloaded or rendered ineffective due to overload.

Operation Stage

No soil erosion is envisaged when the road is in operation as all the slopes and embankments of the project road shall be stabilised through sound engineering techniques. The issue has been addressed at the design stage itself and all slopes have been 1:2, which shall ensure stability of the embankment. Appropriate measures such as pitching of slopes and turfing shall prevent soil erosion taking place.

5.1.2.6 Compaction of Soil


Impact

Compaction of soil will occur in the pre-construction stage (particularly during site clearance stage) due to movement of heavy machinery and vehicles. Similarly, compaction will take place during setting up of construction camps and stockyards.

Mitigation

The movement of construction vehicles shall be limited to designated haulage road. So that compaction of nearby productive land may be saved. Provision of reclaiming of nearby land has also been kept to cure the soil compaction in nearby productive lands. However, this is a short duration impact. Appropriate measures should be taken to minimise the area of soil compaction.

Construction Stage

Impact

Compaction shall occur beyond the carriageway and within the vegetated area of the ROW by the movement of vehicles and heavy machinery. Movement of vehicles during road construction is the major cause of soil compactions.

Mitigation

This impact is direct and will be the maximum in the ROW. It is necessary to ensure that there is no adverse impact of soil compaction in areas other than the ROW, where vegetation can grow and rain infiltration will take place.

Operation Stage

During the operation period compaction will be restricted to the carriage way itself as the pavement itself is a function of compacted base and sub base.

5.1.2.7 Contamination of Soil


Impact

Soil contamination may take place due to waste disposal from the labour camp set up during pre-construction stage. The sites where construction vehicles are parked and serviced are likely to be contaminated because of leakage or spillage of fuel and lubricants. Unwarranted disposal of construction spoil and debris will add to soil contamination. During the operation stage, soil pollution due to accidental vehicle spills or leaks is also having a low probability.



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Mitigation

Following mitigation strategies are proposed to control soil contamination.

The fuel shall be stored in separately designated area with RCC surface to prevent any soil contamination due to spillage

Overflow of service and washing areas shall be pass through from oil interceptors

Septic tank with soak pit facility will be provide in labour camps to prevent any soil contamination due to sewage discharge

Waste management system will be adopted in construction camps

Bitumen waste shall be disposed-off at designated landfill site only

The quality of the soil shall be monitored on regular basis to find out the effectiveness of the mitigation measures and further improvement , if required. The monitoring plan shall be functional in construction as well as in operation stages. The frequency, duration and responsibility will be as per the Environmental Management Plan.

Operation Stage

During the operation stage, soil pollution due to accidental vehicle spills or leaks is a low probability as one of the main objective of the project is to reduce accidents, but potentially disastrous to the receiving environment should they occur. These impacts can be long term and irreversible depending upon the extent of spill.

Guidelines for Identification of Debris Disposal Sites & Precautions and Guidelines for Rehabilitation of Dumpsites & Quarries have been attached as Annexure- 5.4 & Annexure- 5.5 respectively.

5.1.3 Air

Air quality along the project corridor will be impacted both during the construction and operation stages of the project.

Construction stage impacts will be of short term and have adverse impacts on the construction workers as well as the settlements adjacent to the road, especially those in the down wind direction.

Operation stage impacts will not be as severe as the construction stage impacts and will be confined generally to a band of upto 100m from the edge of the lane on either side of the corridor.

5.1.3.1 Generation of Dust


Impact

Generation of dust is the most likely impact during this stage due to:

Site clearance and use of heavy vehicles and machinery etc.;

Procurement and transport of raw materials from quarries to construction sites;

Mitigation

The impacts will mostly be concentrated in the ROW. If adequate measures such as sprinkling of water on haul roads around sites where clearance activities are on, covering material trucks especially those carrying sand and dust, then the impacts can be reduced to a great extent. It is likely that impacts due to dust generation are felt downwind of the site rather than on the site itself.

Construction Stage



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Impact

Construction activities to be carried out during the dry season when the moisture content would be less, dust generation, particularly due to earthworks will be significant. Dust is likely to be generated due to the various construction activities including:

Mixing of road materials;

Construction and allied activities.

Mitigation

Generation of dust is a critical issue and is likely to have adverse impact on health of workers working in dust generation activities. The Environmental Action Plan to be prepared by Contractor/Concessionaire must lay emphasis on enforcement of measures such as provision of pollution masks, regular sprinkling of water to suppress dust to mitigate this impact.

Operation Stage

Impact

The negative impacts on air quality during operation stage shall not be significant as that of construction stage. This is due to the reduction of dust particles. No dust generation is envisaged during the operation stage as the all road shoulders are proposed to be paved and all slopes and embankments shall be turfed as per best engineering practices.

Mitigation

The air quality shall also improve due to the plantation activity carried out in the ROW during the end of construction phase.

5.1.3.2 Generation of Exhaust Gases

Pre-Construction, Construction & Operation Stage

Impact

Generation of exhaust gases is likely during the pre-construction stage during movement of heavy machinery, oil tankers etc. This impact is envisaged to be insignificant during the pre-construction stage.

High levels of SO2, NO2 and HC are likely from hot mix plant operations. Volatile toxic gases are released through the heating process during bitumen production. Although the impact is much localised, it can spread downwind depending on the wind speeds. Construction vehicles shall also be releasing exhaust gases.

The major impact on air quality will be due to plying of vehicles. The impacts on air quality will at any given time depend upon traffic volume / rate of vehicular emission within a given stretch and prevailing meteorological conditions. Air pollution impacts arise from two sources: (i) inadequate vehicle maintenance; and (ii) use of adulterated fuel in vehicles.

Mitigation

Regular maintenance and pollution check is proposed for construction vehicles and machineries

No bad quality fuel shall be used in construction vehicles and machinery

Hot mix Plant to be installed in down wind direction from nearby settlement.

Broad-leaved pollution resistant species, which can grow in high pollutant concentrations or even absorb pollutants, shall be planted as they help settle particulates with their higher



101

surface areas along with thick foliage, which can reduce the distance for which particulates are carried from the road itself.

Cassia fistula (Amaltas), Ficus religiosa (Peepal), Ficus bengalensis (Banyan), Tamarindus indica (Imli) and Azadirachta indica (Neem) and other suitable local species are recommended.

Other measures such as the reduction of vehicular emissions, ensuring vehicular maintenance and upkeep, educating drivers about driving behavior. However, these methods are beyond the scope of the project but will be far more effective in reducing the pollutant levels. Project developer together with the Motor vehicles Department and SPCB can arrange for provision for inspection for PUC certificates at all the major junctions.

AAQ Impact Prediction Modelling of CO Using CALINE 4 Dispersion Model

CALINE 4 Dispersion model

CALINE 4 (Caltrans, 1989) is a dispersion model that predicts CO impacts near roadways. CALINE 4 is

a simple line source Gaussian plume dispersion model.

Terminology used in CALINE 4 models

The model is broadly divided into five screens such as Job Parameters, Link Geometry, Link Activity,

Run Condition, and Receptor Positions

Job Parameters: contains general information that identifies the job, defines general modelling

parameters, and sets the units (feet or meters) that will be used to input data on the Link Geometry

and Receptor Positions Screens.

Run Type: determine averaging times and how the hourly average wind angle(s) will be determined.

In the present case modeling exercise were made to predict the impact on worst case scenario.

Multi-Run/Worst Case Hybrid type was used for CO impact modeling.

Aerodynamic Roughness Coefficient: determine the amount of local air turbulence that affects

plume spreading. CALINE 4 offers the 4 choices for aerodynamic roughness Coefficient namely;

Rural, Suburban, Central Business District and Other. For the present modelling rural roughness

options have been considered.

Altitude above Sea Level: Define the altitude above mean sea level. This input is used to determine

the rate of plume spreading. The project corridor has an average altitude of 220m above MSL.

Link Type: 5 choices available such as At Grade, Fill, Depressed, Bridge and Parking lot. In this

particular model study At Grade link type is used.

Link Height: For the project link height is being considered as zero.

Mixing Zone Width- Mixing zone is defined as the width of the roadway, plus 3m on either side.

Traffic Volume: The hourly traffic volume anticipated to travel on each link, in units of vehicles per

hour.

Emission Factor: The weighted average emission rate of the local vehicle fleet, expressed in terms of

grams / mile per vehicle.

Wind Speed - Expressed in meters per second. USEPA recommends a value of 1 m/s as the worst-

case wind speed.

Wind Direction – The direction the wind is blowing from, measured clockwise in degrees from the



102

north. As the model study is on “Worst Case scenario”, therefore CALINE 4 will consider this input.

Approach and Methodology

Factor is arrived using standard values prescribed by The Automotive Research Association of India,

Pune under Air Quality Monitoring Project-Indian Clean Air Programme (ICAP). Table below presents

the detail model input considered for the project.

Table 5-4: Link Geometry, Traffic and Environmental Data used for Executing the Model

Year Traffic volume per day Emission Factor (gm/mile) for CO

Section I (km 79.000 to km 115.700)

2041-42 52069 5.13

Section II (km 115.700 to km 151.840)

2041-42 47720 5.63

Section III (km 151.840 to km 183.000)

2041-42 46570 5.72

Section IV (km 183.000 to km 214.260)

2041-42 31198 7.61

Section V (km 214.260 to km 247.310)

2041-42 31026 7.62

Section VI (km 247.310 to km 279.840)

2041-42 41829 6.87

Section VII (km 279.840 to km 284.000)

2041-42 37145 6.87

Results

Dispersion model software was run by using data as discussed above. The output results at various

distances along the project highway for projected year 2041-42 are presented in Table below.

Table 5-5: Predicted Pollutant Concentration

Location Resultant CO Concentration (mg/m

3)

10m 20m 40m 60m 80m 100m

Section I 1.27 1.27 0.92 0.81 0.69 0.58

Section II 1.27 1.27 0.92 0.81 0.69 0.58

Section III 1.27 1.27 0.92 0.81 0.69 0.58

Section IV 1.15 1.15 0.92 0.69 0.58 0.58

Section V 1.27 1.15 0.92 0.69 0.58 0.58

Section VI 1.38 1.38 1.04 0.81 0.69 0.69

Section VII 1.27 1.27 0.92 0.69 0.69 0.58

Conclusion

Considering the maximum baseline ambient concentration of CO i.e. 0.92 mg/m3 and predicted

incremental concentration of 0.81 mg/m3 at 50m distance from the proposed highway, the

maximum resultant CO concentration shall be in the tune of 1.73 mg/m3 in respect to 4 mg/m3 of

Ambient Air Quality Standards. Hence, predicted CO concentration including ambient level shall

remain well within the National Ambient Air Quality Standards for the projected years 2041-42.

5.1.4 Water Resources

5.1.4.1 Surface Water Bodies




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Impact

23 Major bridge and 89 Minor bridges are proposed to be constructed and other minor cross drainage structures shall be widened or reconstructed as per the need and condition. The surface water bodies along the project road might be subject to adverse impacts due to the various construction activities as well as during the operation stage of the project.

Ponds located are likely to be partially affected due to the proposed alignment. The details are shown in below figure and table.

Table 5-6: Pond Likely to be affected due to Proposed Road

S. No.

Chainage (Km) Type of crossing

Length of Pond (m) Ground Level/Bund Top Level (m)

1 123+550 Pond Local pond touching outlet of ROW area. Provide Box culvert

1x5x3

2 139+730 Pond 45 259.464

3 164+500 Pond 55 276.475

4 173+200 Pond 130 286.031

5 173+900 Pond 45 287.100

6 174+490 Pond 65 286.220

7 192+420 Pond 25 320.569

8 199+600 Pond 53 333.316


10 252+300 Pond 25 263.278

11 257+370 Pond 160 253.899

Widening of the cross drainage structures is proposed for the project. The cross drainage structures will be widened without compromising on the flow part. Short-term increase in runoff sedimentation load during construction may occur due to the removal of trees, vegetative cover and compaction of the surrounding soil during pre-construction. Thus the increased sediment load will be a significant impact that needs to be addressed for all water bodies along the corridor.

Road widening and improvement are expected to increase surface run off. Proposed widening will cause increased surface runoff along the roadsides.

Mitigation

Design made to avoid physical loss to the water bodies to the extent possible. Scope for further design modification is being explored to minimize the physical loss of the Pond likely to be affected due to proposed alignment. Compensatory digging (in case acquisition is unavoidable) to the other side of pond is proposed to prevent the volumetric capacity loss.

Silt fencing will be provided between road and water bodies to avoid any siltation due to run-off from construction area.

Continuous unlined drain in rural sections and covered line drain urban sections has been proposed. Surface runoff shall be drained to the nearest cross drainage structure. The engineering design includes design of cross drainage structures, which should take care of the extra flow.

5.1.4.2 Water Required for the Project

Pre-Construction and Construction Stage

Impact

The most likely significant impact on water during construction is depletion of water table. The



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cement concrete construction works requires a considerable quantity of potable water for the various activities including construction of the pavement, dust suppression, curing etc. The total demand of water to be used during the construction phase will be around 6403206 KL. The demand though is only indicative in nature and shall differ during the lean period of construction. The demand shall be met through availability of supply both from surface and ground sources. However, mostly surface water shall be used for the construction work as all the blocks in the project area falls under water scarce zones as per Ground Water Information Booklet, CGWB.

The groundwater recharge areas may also be reduced due to an increase in impervious layers from construction.

Mitigation

Efforts will be made for the use of only surface water during construction phase. Prior approval for taking adequate quantities of water from surface and ground water sources shall be taken from respective authority before start of construction. The depletion of water is predominantly restricted to the construction phase. The road operation does not make a demand on the available water resources apart from time to time requirement during works such as watering of road side tree plantations at required time. However, it is more likely that water from rivers / canals not be tapped at all for this purpose. STP would be provided at camp site during construction.

Operation Stage

The depletion of water is predominantly restricted to the construction phase. The road operation does not make a demand on the available water resources apart from time to time requirement during works such as maintenance of road side tree plantations. However, it is more likely that water from rivers / canals not be tapped at all for this purpose.

5.1.4.3 Impact on Drinking/Household Water Resources


Impact

The impact on the local water supply sources like hand pumps, wells and tanks will be insignificant as almost all of the sources are located beyond COI. Relocations of all these water supply sources (if any) have been recommended and the cost of the relocation shall be paid as per contract provisions.

Mitigation

The losses have been covered under the utility relocation process. Compensatory water supply

sources will be set up before the start of construction with location of the new point as close to the

original as possible.

5.1.4.4 Water Quality


Impact

Due to tree felling soils around the water bodies and surface drainage channels will be exposed during the pre-construction stage, during which, the suspended sediments and the associated pollutants can be washed in to these water sources. The impacts due to the increased sediment load will be significant to some extent. Contamination of groundwater is another likely impact of road construction and allied activities. The groundwater recharge areas may be reduced due to an increase in impervious layers due to the construction. The contamination of the groundwater resources due to the project is likely at the following locations:



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Along construction sites, camps involving moving of construction equipment and machinery.

At the various community water bodies and sources of water supply such as hand pumps etc.

Along the entire length of the corridor especially around urban areas and productive lands.

The contamination by fuel and oil from construction vehicles or bitumen from hot-mix plants Disposal of solid and liquid wastes by labour, spills or leaks can affect the water quality.

Concentration of suspended solids is likely to be highest during the construction stage and immediately after the construction when vegetation has not been fully established on the embankment slopes.

Oil and grease form a film on the water surface and hinder the transfer of oxygen into water.

Increased sediment load, lesser sunlight, difficulty to settle, etc. will make the surface water more turbid. If the concentrations are higher, smaller fish may be harmed. Large, heavy sediment, particularly with slow moving water may smother algae and eventually alter the nature of the sub-stratum. Excessive sediment loads may also mean disruption to areas where fish lay their eggs. The water quality of surface drainage channels is likely to be impaired as long as the construction period continues.

Mitigation

The engineering design shall ensure protection of embankment slopes. The soil heaps around the construction sites are prone to erosion and contribute to the increased sediment load in the near-by water bodies. The major parameter of concern would be the sediment load from the spoils. The major pollutants of concern are suspended solids, oil and grease, lead and other heavy metals.

Ponds are likely to be affected. Flyover proposed along these water bodies. It is also to be taken care of so that the animals coming for water are not driven away.

Silt Fencing: Silt fencing of about 540 m will be provided to prevent sediments during construction period near the water bodies. The locational details have been presented in Table below.

Table 5-7: Silt Fencing Location

S. No.

Chainage (Km) Type of crossing

Length of Pond (m) Ground Level/Bund Top Level (m)


1x5x3

2 139+730 Pond 45 259.464

3 164+500 Pond 55 276.475

4 173+200 Pond 130 286.031

5 173+900 Pond 45 287.100

6 174+490 Pond 65 286.220

7 192+420 Pond 25 320.569

8 199+600 Pond 53 333.316


10 252+300 Pond 25 263.278

11 257+370 Pond 160 253.899

Source: Primary Survey & Design Report

The silt fencing consists of geo textile with extremely small size supported by a wire mesh mounted on a panel made up of angle / wooden frame and post. It is expected a single person will be able to drive the angles by pressing from the top. The frame will be installed at the edge of the water body along which construction is in progress. The number of such units to be installed shall be decided depending upon the length of the water body along the side of the road construction.



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Guidelines for Sediment Control has been attached as Annexure 5.6

Figure 5-2: Silt Fencing

Oil interceptor: Oil and grease from road run-off is another major concern during construction as well as operation. During construction, discharge of oil and grease is most likely from workshops, oil and waste oil storage locations, and vehicle parking areas of construction camps. Waste having hazardous properties will be stored in designated area only. A total of 2 oil interceptors shall be provided at camp sites to arrest oil and grease, as per above figure. The arrested products shall be disposed as per MoEF&CC and SPCB guidelines. The location of all fuel storage and vehicle cleaning area will be at least 500 m from the nearest drain / water body.

Figure 5-3: Oil Interceptor



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Operation Stage

No contamination of any water source is envisaged during the operation period. However, water quality may be impacted due to washing of the vehicles near the rivers, water bodies etc. Washings from road can contain oil, which may end up reaching into local water bodies.

5.1.5 Noise levels

Impact

Though the level of discomfort caused by noise is subjective, there is a definite increase in discomfort with an increase in noise levels. Road noise depends on factors such as traffic intensity, the type and condition of the vehicles plying on the road, acceleration / deceleration / gear changes by the vehicles depending on the level of congestion and smoothness of road surface. However, the baseline noise monitoring survey shows that noise levels are well within the stipulated limit as per CPCB Standard in all of the locations during day and night time both. Hence, noise is not a major concern in this area. However, a number of sensitive receptors (schools, colleges and hospitals) have been identified vicinity to the road which may get exposed to higher level of noise. The impacts on noise due to the project will be of significance in both the construction as well as the operation stages.

Table 5-8: Noise Impacts

Sl. No.

Phase Source Impact

1 Pre-

Construction

Man, material and machinery movement

Establishment of camps, site office, stock yards, construction plants etc.

Short duration

Localised impact

Negligible

2 Construction

Plant site

Hot mix plants, machineries, excavation, grading, paving activities Work zones

Community residing near the work zones

Plant site: significant impact within 500m

Work zones: temporary and negligible

3 Operation Increase in traffic Long term impact

The noise levels are a common concern due to the number of sensitive receptors located along the project road. The impacts on the receptors shall basically relate to increase in noise levels, access and physical damage to the structure.

Noise Impact Prediction

Noise shall be caused by the vehicular traffic during operation of the proposed highway. About 80 dB (A) of noise shall be generated from vehicular traffic which shall attenuate to less than 45 dB (A) i.e. night time prescribed noise level at about 100 m. The nearest habitation is adjacent to the sites. Therefore, the impact due to the noise shall be significant at these settlements. Prior mitigation measures shall be required for neutralizing the affects.

Mitigation

The contribution of project design towards mitigation of increased noise levels would be the improved riding surface and geometry, which will reduce vehicular noise generation, at least during the initial years after construction. The mitigation measures for noise are essentially aimed at protecting the receptor.

Provision of Personal Protective Equipment (PPE) for the crew will be made a part of conditions of contract. Specifying construction timings will prevent disturbance to the local populations. The following mitigation measures as given in table below need to be worked out for the noise impacts



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associated with the various construction activities

Table 5-9: Generic Mitigation Measures

Source of Noise Pollution Impacts Generic Mitigation Measures

ilisation of heavy

construction machinery;

Acceleration /

deceleration / gear

changes by the vehicles

depending on the level of

congestion and

smoothness of road

surface;

Construction of structures

and facilities;

Crushing plants, asphalt

production plants; and

Loading, transportation

and unloading of

construction materials.

Increased Noise

Levels causing

discomfort to

local residents

and workers

All construction equipment, plants, machinery and

vehicles will follow prescribed noise standards. All

construction equipment used for an 8 hour shift shall

conform to a standard of less than 90 dB (A). If

required, machinery producing high noise as concrete

mixers, generators etc. must be provided with noise

shields;

At construction sites within 500 m of human

settlements, noisy construction activities shall be

stopped between 9.00 PM and 6.00 AM;

Vehicles and construction machinery shall be

monitored regularly with particular attention to

silencers and mufflers to maintain noise levels to

minimum;

Workers in the vicinity of high noise levels must wear

ear plugs, helmets and should be engaged in diversified

activities to prevent prolonged exposure to noise levels

of more than 90 dB (A) per 8 hour shift;

Hot mix plant, batching or aggregate plants shall not be

located within 500 m of sensitive land use and

settlements;

The project road designed is a 8 lane carriageway +

Granular Shoulder. This design shall help in reducing

the impact of highway noise.

Planting of trees, bushes and shrubs shall also to

reduce noise levels.

Provision for noise barriers.

Table 5-10: Project Specific Mitigation Measures

S. No. Item Impact Reason Mitigation / Enhancement

1 Sensitive

receptors

Direct

impact

Increase in noise

pollution Man, material

and machinery

movements

Noise barrier will be provided at all the

noise sensitive receptors

Speed Barriers near sensitive

receptors

No Horn Zone sign Post

2a

Noise

Pollution (Pre-

Construction

Stage)

Direct

impact,

short

duration

Establishment of labour

camps, onsite offices,

stock yards and

construction plants

Machinery to be checked and

complied with noise pollution

regulations

Camps to be setup away from the

settlements, in the down wind

direction

2b Noise Marginal Asphalt production plant Hot mix plants to be setup away from



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S. No. Item Impact Reason Mitigation / Enhancement

Pollution

(Construction

Stage)

Impact and batching plants,

diesel generators etc.

Community residing

near to the work zones

the settlements, in the down wind

direction

Noise pollution regulation to be

monitored and enforced

Temporary as the work zones will be

changing with completion of

construction

2c

Noise

Pollution

(Operation

Stage)

Marginal

Impact

Due to increase in traffic

(due to improved

facility)

Will be compensated with the

uninterrupted movement of vehicles

3

Noise

Pollution

Monitoring

-

Effectiveness / shortfall

(if any) Any unforeseen

impact

Measures will be revised and improved

to mitigate / enhance environment due

to any unforeseen impact.

To reduce noise and vibrations, plantation and compound wall as noise barriers (Wall of 2m height)

is proposed. As per research carried out in the developed countries, a masonry wall has Noise

Reduction Coefficient (NRC) value between 0.2 to 0.5. Most of the sensitive receptors have their

own compound wall. However, costing of the boundary wall have been calculated considering that

compound wall need to be constructed afresh. The feasibility of extending the existing boundary

wall will be checked by the contractor during construction phase. The plantation along the

compound wall will act as additional facility to inhibit noise disturbance. Shade and flowering trees

shall be planted within the boundary of the sensitive receptor, between the building line and the

compound wall. Cross section of the Boundary wall (Noise Barrier) is given as figure below.

Figure 5-4: Compound Wall as Noise Barrier

Out of 44 sensitive receptors are likely to get affect and expose for a high noise level. Out of these

some School & temples will get fully affected, which need to be shifted to the suitable place.

Sensitive receptors likely to be affected due to proposed development are presented in table below

with proposed mitigation measure.

Table 5-11: Impact on Noise Sensitive Receptors & Proposed Mitigation

S. No. Chainage Side Distance From

Centre Line Type of

Structure Length (mtr.)

Width (mtr.)

Affected Area



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(mtr.)

1. 122+910 RHS 4.58 Temple 2.39 5.55 13.25

2. 122+916 RHS 2.05 Temple 2.50 2.97 7.44

3. 124+725 RHS 32.58 Temple 5.60 4.36 24.43

4. 131+873 RHS 32.06 Temple 5.12 6.32 32.34

5. 131+943 RHS Crossing School 5.00 22.58 112.91

6. 131+943 LHS Crossing School 5.00 37.06 185.30

7. 143+875 RHS 24.23 Temple 30.30 25.50 772.51

8. 158+998 RHS 27.47 Temple 8.33 4.08 34.02

9. 159+008 RHS 28.98 Temple 3.30 6.57 21.70

10. 159+978 RHS 45.28 School 7.99 5.58 44.56

11. 163+780 RHS 11.22 Temple 4.53 10.38 47.02

12. 173+910 RHS 21.96 Temple 6.58 4.88 32.14

13. 173+916 RHS 22.64 Temple 7.40 5.11 37.85

14. 173+918 RHS 25.52 Temple 5.16 4.20 21.64

15. 174+250 RHS 35.91 Temple 3.45 6.55 22.60

16. 178+255 LHS 35.68 Temple 2.89 2.55 7.36

17. 181+640 RHS 36.95 Temple 7.51 15.87 119.27

18. 183+150 LHS Crossing School 44.59 33.60 1497.99

19. 183+150 RHS Crossing School 62.31 63.08 3930.35

20. 199+262 RHS 12.99 Temple 4.19 2.74 11.47

21. 199+272 LHS 26.43 Temple 5.54 13.75 76.16

22. 203+605 LHS 31.04 Temple 3.42 5.92 20.21

23. 203+610 LHS 49.60 Temple 1.88 0.41 0.78

24. 203+610 RHS 23.34 School 7.99 16.14 129.05

25. 203+610 RHS 46.59 School 5.23 2.38 12.44

26. 209+400 LHS Crossing Temple 47.78 55.05 2630.32

27. 209+400 RHS Crossing Temple 43.50 17.91 778.81

28. 219+770 RHS 210.79 Temple 3.37 2.84 9.58

29. 220+555 LHS 35.76 School 13.07 7.88 102.97

30. 220+580 LHS 22.24 School 3.66 7.88 28.85

31. 224+465 LHS 15.12 Temple 7.25 13.29 96.30

32. 226+378 LHS 17.51 Temple 4.99 3.87 19.34

33. 228+763 LHS 62.26 Temple 2.07 3.99 8.26

34. 232+157 RHS Crossing Temple 7.92 20.17 159.66

35. 232+157 LHS Crossing Temple 6.40 7.94 50.87

36. 235+956 RHS 4.61 Temple 3.04 3.15 9.57

37. 241+660 RHS 25.02 Temple 4.58 4.32 19.78

38. 250+670 RHS 29.94 Temple 2.99 3.67 10.97

39. 258+913 RHS 23.64 Temple 6.00 8.85 53.07

40. 258+920 RHS 1.70 Temple 15.02 17.14 257.42

41. 266+800 RHS 39.81 Temple 5.25 6.12 32.17

42. 272+662 LHS 15.53 Temple 4.04 13.12 53.01



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43. 283+555 RHS 0.00 Temple 2.51 2.32 5.82

44. 285+935 LHS 23.79 Temple 7.86 2.40 18.85

Source: Primary Survey & Noise Modelling

The measures adopted for noise attenuation for receptors (schools and hospitals for all type of land

use) identified above are as below:

Noise barrier has been proposed for the entire project

The boundary wall can be painted with posters to provide aesthetic views. The option of posters

or creepers shall be agreed by the school / health centre administrator..

5.2 Biological Environment

5.2.1 Forest Areas

Need for diversion of forest land has been envisaged for this project. Hence Forest Clearance under

the purview of Forest (Conservation) Act, 1980 is applicable. The actual extent of forest land to be

diverted shall be furnished after completion of Land Acquisition Plan.

5.2.2 Roadside Plantations

Impact

The principal impact on flora involves the removal of trees for the creation of a clear zone within the Corridor of Impact. Reason for clearing trees is threefold:

To prevent single-vehicle collision with the roadside trees, trees very close to the road need to be cleared. Roadside trees are safety hazards, particularly those trees with strong and rigid stems. Some trees are safety hazards because they preclude clear sight distances. Some trees such as Tamarindus indica have a propensity to overturn when old and are potential safety hazards depending upon age and decay condition. All trees that are safety hazards need to be cleared.

To ease construction of the embankment for the widened road formation and, to permit construction of adequate roadside drainage structure, trees located within the area between the pavement and the daylight line needs to be removed.

Trees need to be cleared to facilitate construction of traffic detours. As the present project road is mainly two lanes, there shall be need for diversions especially except for construction of bridges.

The stage wise impact on roadside trees and plantation has been described in the following sections.

o Pre-Construction Stage & Construction Stage

The project has a significant, direct and long-term impact on roadside trees in the Pre-construction stage. The cutting of trees shall have manifold impact. Most visible impact is the loss of shade. Also, there is a possibility of the local people being deprived of tree products, such as wood, fruits, leaves etc. Removal of roadside tress will reduce comfort levels for slow moving traffic and pedestrians.

A far less contentious issue, which normally takes the back seat, is the importance of the ecosystems supported by the roadside trees. Not only would the removal of trees lead to erosion, it would also mean that the micro-ecosystems developed on the roadside with the birds, animals and insects using the plantation over the years would be lost too.

The roadside plantations will need to be cleared for the project. 6922 roadside trees are likely to be affected due to the proposed development. Though the loss of these trees is an irreversible and



112

long-term impact, the loss of the roadside plantations shall have to be compensated in accordance to the principles of the Forest (Conservation) Act.

Mitigation

The felling of trees need to be compensated for by the afforestation along the road sides. Adequate provisions for monitoring of the same must be worked out. Activities during the construction period are likely to have adverse impact on the plant species located along the carriageway. Proper care should be taken for protection of these species too.

The roadside plantation will be carried out with native species and proper care of the saplings will be taken to ensure that the roadside plantation returns to its previous state as quickly as possible. Co-operation of locals to ensure that local cattle do not damage the saplings during the early stages of growth will be required. The compensatory plantation shall act as the new habitat for avifauna, lesser mammals, herpetofauna & insects. List of species recommended for taking up compensatory afforestation has been presented in below tables. Local authority and populace may also be consulted for selection of species types.

Table 5-12: Species Recommended in Settlement Areas (Within 1 km of Last Dwelling)

Scientific name Common Name Reason

Azadirachta indica Neem Noise barrier, Pollution sink, Economic &

Medicinal Value

Cassia fistula Indian laburnum Landscaping, Flowering plant, Pollution sink

Ficus bengalensis Banyan Noise barrier, Pollution sink, Shade, Supports

other species, Religious values

Ficus religiosa Peepal Noise barrier, Pollution sink, Shade, Supports


Magnifera indica Mango Noise barrier, Pollution sink, Economic Value,

Shade

Table 5-13: Species Recommended in Rural Areas

Scientific Name Common Name Reason

Azadirachta indica Neem Noise barrier, Pollution sink, Economic &

Medicinal Value

Ficus bengalensis Banyan Noise barrier, Pollution sink, Shade, Supports


Ficus religiosa Peepal Noise barrier, Pollution sink, Shade, Supports


Magnifera indica Mango Noise barrier, Pollution sink, Economic Value

(fruit bearing)

Syzygium cumini Jaman Pollution sink, Economic Value (fruit bearing)

Tamarindus indica Tamarind Noise barrier, Pollution sink, Economic &

Medicinal Value

Terminalia arjuna Arjun Noise barrier, Pollution sink

Tree Plantation strategy has been attached as Annexure 5.7

5.2.3 Impact on Protected Area

Impact

The project road not crossing any protected area (Under Wild Life Act, 1972).

Mitigation



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The project road not crossing any protected area (Under Wild Life Act, 1972).Hence no mitigation is

required.

5.2.4 Fauna

Impact

No Presence of Endangered/ Schedule - I species in the project area confirm by site visit as well as consultation with community and Forest/Wildlife department.

There is a scope of slight impact to local domestic animals, which graze in the area especially after the road is constructed. Increased vehicle movement in the area might lead to accidents involving animals. Apart from this, micro-ecosystems developed on the roadside with the birds, animals and insects using the plantation over the years would be lost due to loss of their habitat.

Mitigation

Speed control from km 0.000- km 45.000 (excluding km 22.000 – 35.000) has been proposed. Design speed should be limited within 45 km/hr. Proper signage must be placed at 1 km interval at each side of road (smaller size: 900mm eq. triangle) & 2 km interval at each side of road (Larger Size: 1200 x 600 mm)

Speed limit from Km 22.000 – 35.000 must be restricted within 30Km/hr. Proper signage (Size: 900 x 1800 mm) must be placed every Km at both Sides/ as per the direction of Environmental Specialist / Environmental Engineer

Mandatory / Regulatory sign (60 cm circular) for entire section of project road for every 2 km at alternate side is proposed

No negative impacts are envisaged on the fauna during the construction phase & operational phase.

Special care of Ponds shall be taken since the wildlife and Public dependent on these water bodies.

No horn zone and no halting sign shall be placed in stretch between km Noise Sensitive receptor like school and Hospitals.

The compensatory plantation shall act as the new habitat for the birds, animals and insects species

Conceptual drawing of Roadside Signage is presented in Annexure 5.8 & format for reporting of Road kill is provided in Annexure 8.1.

5.2.5 Aquatic Ecology

Contamination of the surface water due to spillage of construction material, sediment loading & increased turbidity shall result in decline in the number and diversity of aquatic flora and fauna and thus the food web species during construction period. No negative impacts are envisaged on the aquatic ecology during the operational phase. Mitigation as proposed in section 7.1.4.4 must be followed

5.3 Social Environment

5.3.1 Land Acquisition & Extent of Loss to Properties

The Land required for construction of proposed highway is 2325.8ha which includes 279.8 Ha. of

other facility such as interchange, rest area and truck lay bye etc. SIA & RAP shall furnish further

details.



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5.3.2 Project Affected Families

SIA and RAP shall detail out the extent of Project Affected Families.

5.3.3 Public Amenities

All public utilities like electricity lines, telephone lines or electric transformer which are likely to be impacted shall be replaced before the start of work i.e. 1242 electric poles, 148 transformers, 47 Hand Pump, HT Line 33 and 6 OFC poles are likely to be shifted before start of construction.. The poles will be shifted after taking approval from the concerned dept.

5.3.4 Cultural Properties

There is no place of archaeological importance along the road. Presence of no heritage site was observed. However, the impact on local Cultural & Religious properties shall be elaborated in SIA & RAP.

5.3.5 Land use Change

The development will induce a ribbon development alongside road. The availability of cheap labour and easy access to markets in the city will make roadside areas quite an incentive for the industrialist. Reduced transportation costs and availability of high-class transportation facilities for raw materials and products will be the most important advantage of the improved road.

5.3.6 Exploitation of Resources

Improvement in the road condition can have an impact on the natural resources. Easy accessibility of the area will increase the population of the region. This means more and more exploitation of the natural resources like ground water, fuel, etc. While the medium term impacts may not be large enough to be noticed, the long-term implications of such depletion are potentially disastrous. Separate labour camp away from habitation shall be constructed. All day to day need shall be procured from nearby city markets. No tree cutting shall be permitted for the cooking and other purpose.

5.3.7 Traffic congestion during construction

Traffic congestion due to construction activities is common phenomena for any road project. Safe and convenient passage for vehicles, pedestrians and livestock to and from side roads and property access connecting the project road is the mostly required. The construction activities that shall affect the use of side roads and existing access to individual properties shall not be undertaken without providing adequate provisions.

Detailed Traffic Control Plans will be prepared prior to commencement of works on any section of the project road. These plans shall be approved by the consultant and employer prior to execution. The traffic control plans will contain details of temporary diversions details of arrangements for construction under traffic and details of traffic arrangement after cessation of work each day.

Temporary diversion (including scheme of temporary and acquisition) will be constructed with the approval of the Monitoring consultant. Special consideration will be given in the preparation of the traffic control plan to the safety of pedestrians and workers at night. The road safety measured to be adopted during construction for traffic control and safety during construction are provided under Annexure 5.9.

5.3.8 Working conditions

Contractor is required to comply with all the precautions as required for the safety of the workmen as per the International Labour Organisation (ILO) Convention No.62 as far as those are applicable to



115

this contract. Contractor supply all necessary safety appliances such as safety goggles, helmets, masks, etc., to the workers and staff. Contractor shall to comply with all regulation regarding sage scaffolding, ladders, working platforms, gangway, stairwells, excavations, trenches and safe means of entry and egress.

5.3.8.1 Risk from Electrical Equipment

Adequate precautions will be taken to prevent danger from electrical equipment. No material or any of the sites will be so stacked or placed as to cause danger or inconvenience to any person or the public. All necessary fencing and lights will be provided to protect the public.

5.3.8.2 Risk at Hazardous Activity

All workers employed on mixing asphaltic material, cement, lime mortars, concrete etc, will be provided with protective footwear and protective goggles. Workers, who are engaged in welding works, would be provided with welder’s protective eye-shields. The use of any toxic chemical, if any will be strictly in accordance with the manufacturer’s instructions. The Monitoring consultant will be given at least 6 working days’ notice of the proposed use of any toxic chemical.

5.3.8.3 Malarial Risk

Gravid, blood-laden mosquitoes cannot fly very far, so they generally bite within a kilometre or so of their breeding place. Pits dug up nearby settlement will be adequately drained to prevent water logging. Similarly compensatory measures for filling up part of the water bodies situated adjacent to the project corridors will be directed towards deepening of the water bodies concerned. This way the capacity of the water body remains the same, while water surface available for breeding of mosquitoes is reduced.

5.3.8.4 First Aid

At every workplace, a readily available first-aid and unit including an adequate supply of sterilised dressing material and appliances will be provided as per the Factory Rules.

5.3.8.5 Potable Water

In every workplace at suitable and easily accessible places a sufficient supply of temperate potable

water (as per IS) will be provided and maintained. If the drinking water is obtained from an

intermittent public water supply then, storage tanks will be provided.

5.3.8.6 Construction Camp

Contractor during the progress of work will provide, erect and maintain necessary living

accommodation and ancillary facilities for labour to standards and scales approved by monitoring

consultant. All temporary accommodation shall be constructed and maintained in such a fashion

that uncontaminated water is available for drinking, cooking and washing. The sewage system for

the camp shall be properly designed, built and operated so that no health hazard occurs and no

pollution to the air, ground or adjacent watercourses take place. Compliance with the relevant

legislation must be strictly adhered to. Garbage bins shall be provided in the camp and regularly

emptied and the garbage disposed off in a hygienic manner. Guidelines for Sitting and Layout of

Construction Camp have been presented in Annexure 5.10.

5.3.9 Safety

The improvement of the project road will entail increasing the existing carriageway and improve its

condition to allow vehicles at design speeds of 80-100 km/hr. Increased vehicular speed mean that

the fringe areas of the road are at increased risk from speeding vehicles. The existing facilities and



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amenities along the road shall be subjected to adverse impacts of road operation. The possibility of

accidents is likely to increase. The possibility of this happening is a cause of concern as there are

many educational, cultural and health institutes along the road. Provision of road markings footpath

and improvement of geometry will be helpful in reduction of accident probability.

5.4 Conclusion

Based on the analysis of environmental impacts in the above sections, it can be concluded that the project is anticipated to cause the following environmental impacts:

Partial physical damage of 2 School is envisaged. Whereas 1 school will be completely damaged. However, impact due to noise and dust may occur which shall be tactfully mitigated.

Need for about 2325.8 ha of land acquisition is envisaged for improvement of the project road section. SIA & RAP shall elaborate the mitigation measures to be taken

Partial physical damage to 6 water body has been envisaged. Design modification to avoid acquisition of pond is recommended.

Movement of wildlife like Blue Bull, Chingkara and Black Buck has been reported from project area. Hence proper mitigation (as addressed in relevant sections of the report) must be taken

Since the Project is categorized as Category A as per EIA Notification 2006 & its subsequent amendments, environmental clearance is required to be taken

There is a need for diversion of forest land. Hence Forest Clearance under purview of Forest (Conservation) Act, 1980 is required to be taken

Loss of about 30247 roadside trees along the existing project road due to felling. Compensatory afforestation shall be adopted to mitigate the loss and tree felling permission must be taken from concerned authority.



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6 ENVIRONMENTAL MONITORING PROGRAMME

6.1 General

The environmental monitoring programme is devised to ensure that the envisaged purpose of the

project is achieved and results in the desired benefit to the target population. To ensure the

effective implementation of the EMP, it is essential that an effective monitoring programme be

designed and carried out. Broad objectives of the monitoring programme are:

To evaluate the performance of mitigation measures proposed in the EMP;

To suggest improvements in the management plans, if required;

To satisfy the statutory and community obligations; and,

To provide feedback on adequacy of Environmental Impact Assessment

6.2 Monitoring Indicators:

The monitoring programme contains monitoring plan for all performance indicators, reporting

formats and necessary budgetary provisions. Physical, biological and environmental management

components identified as of particular significance in affecting the environment at critical locations

have been suggested as Performance Indicators. The Performance Indicators shall be evaluated

under three heads as:

Environmental condition indicators to determine efficacy of environmental management

measures in control of air, noise, water and soil pollution;

Environmental management indicators to determine compliance with the suggested

environmental management measures.

Operational performance indicators have also been devised to determine efficacy and utility

of the mitigation/enhancement designs proposed

For each of the environmental condition indicator, the monitoring plan specifies the parameters to

be monitored, location of the monitoring sites, frequency and duration of monitoring. The

monitoring plan also specifies the applicable standards, implementation and supervising

responsibilities.

The Environmental Monitoring Programme has been detailed out in Annexure 9.2 along with

stipulated standards. Successful implementation of the Environmental Monitoring Program is

contingent on the following:

The Monitoring Consultant to request the Concessionaire / Contractor to commence all the initial

tests for monitoring of air, water quality, soil and noise levels early in the contract to establish the

'baseline' i.e. to assess the existing conditions prior to effects from the Construction activities being

felt.

The Monitoring Consultant to request the Concessionaire / Contractor to submit for approval a

proposed schedule of subsequent periodic tests to be carried out.

Monitoring by the Monitoring Consultant of all the environmental monitoring tests, and subsequent

analysis of results.

Where indicated by testing results, and any other relevant on-site conditions, Monitoring Consultant

to instruct the Concessionaire / Contractor to:



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Modify the testing schedule (dates, frequency)

Modify (add to or delete) testing locations

Verify testing results with additional testing as/if required

Require recalibration of equipment, etc., as necessary

Request the Concessionaire / Contractor to stop, modify or defer specific construction

equipment, processes, etc., as necessary, that are deemed to have contributed significantly

to monitoring readings in excess of permissible environmental "safe" levels.

6.3 Monitoring of Earthworks Activities

Most of the environmental problems related to the construction works are anticipated to be

associated with the earthworks, particularly for the Quarries and Borrow Areas. Details regarding the

guidelines and procedures adopted to minimize the environmental impacts of opening, operating

and closing of Quarries and Borrow Areas are presented in Annexure 5.1, 5.2, 5.3, 5.4, 5.5 & 5.6.

Other environmental effects associated with the earthworks include the development of adequate

temporary drainage to minimize detrimental effects (e.g. erosion) due to run-off, and safety aspects

related to Works implementation.

6.4 Monitoring of Concessionaire / Contractor's Facilities, Plant and Equipment

All issues related to negative environmental impacts of the Concessionaire / Contractor's facilities;

Plant and equipment are to be controlled through:

The Concessionaire / Contractor's self-imposed quality assurance plan Regular / periodic inspection

of the Concessionaire / Contractor’s plant and equipment Monthly appraisal of the Concessionaire /

Contractor.

Other environmental impacts are to be regularly identified and noted on the monthly appraisal

inspection made to review all aspects of the Concessionaire / Contractor's operation. The

Monitoring Consultant is to review all monthly appraisal reports, and instruct through team leader

to the Concessionaire / Contractor to rectify all significant negative environmental impacts.



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7 ADDITIONAL STUDIES

7.1 Public Consultation

7.1.1 General

As a part of the project preparation and to ensure that the community support is obtained and the

project supports the felt needs of the people; public consultations were carried out as an integral

component. A continuous involvement of the stakeholders and the affected community was

obtained. The feedback in the consultation sessions has led to substantial inputs for the project

preparation including, influencing designs. Consultations involve soliciting people’s views on

proposed actions and engaging them in a dialogue. It is a two-way information flow, from project

authorities to people and, from people to project authorities. While decision making authority would

be retained by the project authority, interaction with people and eliciting feedback allows affected

populations to influence the decision making process by raising issues that should be considered in

designing, mitigation, monitoring and management plans and the analysis of alternatives.

Well planned public consultation meeting can lead to reduced financial risks of time and cost over-

run, legal disputes, and negative publicity, direct cost savings, increased market share through good

public image, and enhanced social benefits to the affected local communities. Public Consultation

Meeting (PCM) provides an opportunity for the general public, private and community bodies to

know the environmental and social impacts as a result of project implementation.

Major purpose of the public consultation of environmental issues in the EIA study is to appraise the

stakeholders on potential environmental impacts and collect their feedback so that adequate

safeguards can be considered during the planning phases. The objectives of consultation sessions,

the procedure adopted and the outputs of the consultation conducted have been described in the

following sections.

7.1.2 Objectives:

The main objective of the consultation process is to minimize negative impacts of the project and to

maximize the benefits from the project to the local populace. The objectives of public consultation

as part of this project are:

To obtain the information on baseline scenario

Promote public awareness and improve understanding of the potential impacts of proposed projects;

Identify alternative designs, and mitigation measures;

Solicit the views of affected communities / individuals on environmental and social problems;

Improve environmental and social soundness;

Identify contentious local issues which might jeopardize the implementation of the project;

Establish transparent procedures for carrying out proposed works;

Inform the affected populace about the entitlement framework and to settle problems with mutual consent; and

Create accountability and sense of local ownership during project implementation.



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7.1.3 Type of Stakeholders:

For the project road, following major groups of stakeholders were identified for consultations at

screening stage:

Primary Stakeholders are local people including project affected people, local residents,

shopkeepers, farmers, etc.; and

Institutional Stakeholders such as concerned Govt. departments etc.

The stakeholder consultation adopted was rapid appraisal methodology which included community

meetings and in-depth interviews institutional stakeholders.

Consultations were done using various tools including, interviews with government officials,

dialogues were set-up with the community through structured questionnaire and general

environment & social aspects related questions. The public consultation carried out at the various

stages of the study has been summarized in this section.

7.1.4 Methodology

Arrangement: Major settlements located close to proposed highway were selected for conducting

public consultation. Affected communities and potential stakeholders such as local residents,

panchayat members, school children’s and teachers etc. were invited to attend the meeting. Effort

was made to make the gathering representative of the local population directly or indirectly affected

by the potential impacts. During the meetings, no person is prevented from entering and /or leaving

the PCM as he / she shall so desire.

Discussions, Questions and Answers: During consultation meeting, the participants were explained

the proposed improvement proposal and potential environmental impacts due to the proposed

green field highway. Thereafter, a session for question and answer was kept to facilitate interaction

with the stakeholders, exchange of information, & direct communication and collect their opinion on

the environmental issues.

The issues broadly covered in questionnaire included the following topics

Disturbance due to present traffic scenario with respect to environmental pollution and

road safety

Anticipation of disturbance due to the proposed green field highway with respect to

environmental pollution and road safety

Expectation on road safety measures in the improvement proposal

Accidents and conflicts involving wildlife, if any

Preference of avenue trees, if any

Forest, Wildlife and environmental sensitive area.

Historical and Archeological sites

Flore & fauna of the area

7.1.5 Consultations with Institutional Stakeholders

The institutional level consultations were held with representatives of institutions having stakes in

implementation of the project. The institutions namely field officials of State Forest Department,

State Wildlife Department etc were consulted. Several meetings were held with state Forest and

Wildlife Officials and their inputs have been incorporated in the Reports. Details of Consultations

with Institutional Stakeholders are given in below table and figure



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Table 7-1: Consultations with Institutional Stakeholders

S. No

Contacted Officials Discussed points

1 Mr. Ram Babu Bhardwaj DCF, National Chambal sanctuary

Information on presence of forest land along the road and Flora of the area

Presence of Notified Protected Area (covered under Wildlife Protection Act, 1972)

Record of sighting of Endangered/Migratory species in the vicinity of Project Area

Forest Map showing the alignment

Wildlife crossing/ corridor crossing the project area

Endemic / Keystone Species

Project impact

2 Mr. Chanda Ram Meena DCF, Sawai Madhopur Territorial

3 Mr. AN Gupta DCF, Alwar

4. Mr. Ramanand Bhakar DCF, Dausa

7.1.6 Consultations with Community / Primary Stakeholders

The extent or the likely level of adverse impacts was one of the major criteria in deciding locations

for public consultation sessions. Consultations were held with the affected population and

community residing in near the vicinity of project. Details of Participants attended the public

consultation meeting are enclosed as Annexure 7.1. Details of consultation along with outcome are

presented in tables below:

Table 7-2: Consultations with Community / Primary Stakeholders

S. No.

Chainage (Km)

Date Settlement Participants Number of

Participants Issues Discussed

1. 79+700 24/10/2018 Kheda,

Karmala Affected Population and nearby

HHs

7

Project proposal details

Quality of the surrounding environment

Sources of drinking water

Environmental degradation

Presence of places with archaeological / historical importance

Previous history of natural calamity

Local flora and fauna

Safety & occurrence of accidents

Previous records of Epidemic/severe disease

Loss of livelihood due to proposed project

Suggestions to make the project much beneficial

2. 80+500 24/10/2018 Sukhawas,

Rasgan 8

3. 84.350 24/10/2018 Golebaas, Khuspuri

8

4. 95.000 24/10/2018 Jaisinghpura Local

Community 6

5. 100+750 25/10/2018 Khorpuri, Bedha Affected Population and nearby

HHs Affected

13

6. 102+100 25/10/2018 Bhuda ka Baas

19

7. 102+450 25/10/2018 Bhutiana ka

Baas 8

8. 116+500 25/10/2018 Roonj

Maujpur 13

9. 129+000 25/10/2018 Pinan Local

Community 7

10. 132+050 26/10/2018 Kaneti

Affected Population and nearby

HHs

6

11. 143+000 26/10/2018 Hatouj 11

12. 149+150 26/10/2018 Chugalpura 6

13. 184+200 25/10/2018 Bhandarej 7

14. 188+250 25/10/2018 Bhoglai 7

15. 194+700 26/10/2018 Aluda 11

16. 196+600 26/10/2018 Ladhali ka bas

9

17. 210+000 27/10/2018 Dholawas

18. 225+300 28/10/2018 Sanwasa 6

19. 245+300 25/10/2018 Jhanon, Boli 7



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S. No.

Chainage (Km)

Date Settlement Participants Number of

Participants Issues Discussed

20. 240+100 25/10/2018 Ghata Nenwadi,

Boli 18

21. 284+000 25/10/2018 Itawa 20

22. 272+500 25/10/2018 Bhagwatgarh Local

Community 15

23. 260+200 26/10/2018 Bairwa Basti

Hindpura Affected

Population and nearby

HHs

21

24. 229+300 26/10/2018 Chimanpura 7

Source: Primary Survey

7.1.7 Outcome of the Consultation with Institutional Stakeholders

The suggestion / observation of the public was recorded and summarized in below table. Proposed

project activities and further impact on social and environment aspects were discussed during

consultation. Probable Management plan to avoid or minimize the negative impacts were also

discussed during consultation. The Attendance Sheet of attendees has been attached as Annexure

5.1.

Table 7-3: Outcome of the Consultations with Community / Primary Stakeholders

Outcome of the Discussion

Settlement- Kheda, Karmala, Alwar

Surrounding environment is quite satisfactory

Ground Water available at 100ft depth

Drought is the frequent phenomena

Existing village road should be developed

Vehicular underpass should be provided for day to day activities

Provision of Light poles where alignment passes through the settlement areas and near vehicular & pedestrian underpass

Drainage and sewerage line near habitation area

Settlement- Sukhawas, Rasgan, Alwar

Surrounding environment is good and satisfactory


No issue related to air and noise pollution were observed

Adequate drainage network to manage the run-off from high elevated area located on other side of the highway

Vehicular underpass on both side of the village

Pipeline as passing through the acquired land should be suitably relocated

Street light near habitation area

Market access should be retained

Settlement- Golebaas, Khuspuri, Alwar



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Drinking water is not suitable due to high TDS level

Ground water is available at 100 ft depth

No pollution issue related to Air and Noise

Village graveyard is getting affected due to proposed highway development

Underpass is request on both side of habitat area

Drinking water facility can be developed as part of CSR activity

Street light near habitat area

Avoid the graveyard acquisition if possible

Settlement- Jaisinghpura, Alwar

Drinking water quality is satisfactory and ground water is available at 120ft depth

No noise source except day to day activities were observed in the vicinity of the project

Wind-blown dust is the source of particulate emission in village area

Underpass, light and sewerage facility were demanded by the villagers

Settlement- Khorpuri Bedha, Alwar

No surface water source in near vicinity of the proposed alignment

Ground water is the source of water and one boring cost around INR 2.0 Lakhs

Wind-blown dust from agriculture activities and day to day routine are the only source of air pollution

Navmi puja is being held annually in near vicinity of proposed highway alignment

Underpass at km 87+850 to access the Navmi Puja place

An irrigation system (Canal) can be developed along the side of proposed highway as social service to the community

Drainage network on both side of the proposed highway

Drinking water facility ‘near Shiv Mandir’ can be developed by Highway Authority

Settlement- Bhudha ka baas, Sheetal, Alwar



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Ground water is available at a depth of 200 ft and found satisfactory for drinking purpose

No archaeological / historical place in near vicinity of the project

Vehicular traffic on nearby road is the source of noise and air pollution

Rehabilitation of the affected population should be carried out before dispossession

Compensation should be as per market rate and should be paid in single premium

Measures should be adopted for management of construction related dust

Intersection should be provided at village point and should be named as Budha ka Baas

Settlement- Butiana ka baas, Sheetal, Alwar


Ground water is available at a depth of 200ft

No issue related to Air, Noise and water pollution were recorded

Existing village road should be paved by project budget

Underpass should be provided near village area

Dust management should be undertaken during construction stage

Settlement- Roonj Maujpur, Alwar


Ground water is available at a depth of 200ft

High fluoride content is reported in ground water so Nalgonda technique should be utilize for Defluoridation of water

No issue related to air and noise were reported

Rehabilitation should be carried out before dispossession

Compensation should be provided 6 months before dispossession

Provision of widow pension should be kept

Possibility to shift the alignment should be explored

Tube well connection should be shifted to new residence of the affected population

Employment opportunity should be provided for family members of affected community

Settlement- Pinan, Alwar



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Residents of Pinan welcomed the project in single voice

Residents of Pinan shows their concern on traffic planning as expected to increase after proposed highway construction

Underpass for all the existing roads should be provided

Adequate compensation should be provided to the affected population

Drinking water facility can be provided in nearby settlements

Settlement- Kanati, Alwar


Rainy water is the source of water for surface water bodies

Ground water depth is 500 ft

No prominent pollution source in near vicinity of the project is reported

School as getting affected should be shifted to nearby Govt. Land

School is in operation since 1963 and providing education facility of 300 nos. of students annually from 13 nos. of villages

Underpass for the existing road should be provided

Irrigation pipeline of the villages as getting affected due to proposed development should be relocated before start the construction activities

Settlement- Hatouj, Alwar

No prominent source of any kind of pollution in village vicinity


Underpass on both side of settlement to access their farms and local market

Noise pollution measures should be provided during construction and operation phase of the project

Lighting facility should be provided near underpass and settlement area

Drainage line on both side of the highway should be provided

Plantation along the highway should be developed to curb the air pollution from vehicular load

Rain water harvesting should be adopted

Employment opportunities should be provided to the local during construction phase

Service road provision can be kept

Settlement- Chugalpura, Alwar



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Underpass on both side of settlement to access their farms and local market

Traffic management on proposed highway to manage highway generated noise and air pollution

Specific noise study should be undertaken to design project specific mitigation measures

Greenbelt on both side of highway should be developed

Underpass in front of the village should be provided

Settlement - Bhandarej, Alwar

Employment opportunities should be provided to the local during construction phase.



There is no wildlife seen in last 1 year.

Maximum Tube wells comes under the alignment. Need proper planning so that irrigation facility may not be hampered.

Major occupation is agriculture.

There is no historical and archaeological place near the alignment.

People welcome the project they think that project will generate employment and social economic development of the area.

Underpass in front of the village should be provided.

Local area development plan should be provided.

Settlement - Bhoglai, Dausa


Ground water is available at a depth of 300-350ft

Noise and Dust pollution measures should be provided during construction and operation phase of the project


Labour influx is the major issue, employment priority should be given to local people during the construction.

Major occupation is agriculture and laboring

Service lane for movement of tractor and bull cart.

Provision to provide irrigation facility as the



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major source of water like tube wells comes under the alignment.


Rain water harvesting structure should be provided as ground water scarcity in the area

Settlement- Aluda, Dausa




Rain water harvesting should be adopted

Tube well connection should be shifted to new residence of the affected population

Employment opportunity should be provided for family members of affected community


Plantation along the highway should be developed to curb the air pollution from vehicular load

Residents welcomed the project in single voice


Settlement- Ladhili ka Bas, Dausa


People welcome the project they think that project will generate employment and social economic development of the area.



Maximum Tube wells come under the alignment. Need proper planning so that irrigation facility may not be hampered.

Major occupation is agriculture.

There is no historical and archaeological place near the alignment.

Underpass in front of the village should be provided.


There is no wildlife seen in last 1 year.

Settlement- Dholawas, Dausa



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Ground water is the source of water and one boring cost around INR 3-4 Lakhs

Wind-blown dust from agriculture activities and day to day routine are the only source of air pollution

An irrigation system (Canal) can be developed alongside the proposed highway as social service to the community




Settlement- Sanwasa, Dausa


Ground water is available at a depth of 250-300ft

Noise and Dust pollution measures should be provided during construction and operation phase of the project


Labour influx is the major issue, employment priority should be given to local people during the construction.

Major occupation is agriculture and laboring

Service lane for movement of tractor and bull cart.

Provision to provide irrigation facility as the major source of water like tube wells comes under the alignment.


Rain water harvesting structure should be provided as ground water scarcity in the area

Settlement- Jhanon, Sawai Madhopur

Surrounding environment is quite satisfactory


Drought is the frequent phenomena

Existing village road should be developed

Vehicular underpass should be provided for day to day activities

Light poles suggested where alignment passes through near settlement area, & pedestrian underpass

Drainage and sewerage line near habitation area



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Settlement- Ghata Nenwadi, Sawai Madhopur

Surrounding environment is good and satisfactory

Ground Water available at 300ft depth with fluoride content.

No issue related to air and noise pollution were observed

Adequate drainage network to manage the run-off from high elevated area of the highway

Vehicular underpass on both side of the village

Pipeline as passing through the acquired land should be suitably relocated


Market access should be retained

Settlement- Itawa, Sawai Madhopur

Drinking water is not suitable due to high TDS level

Ground water is available at 100 ft depth


Village graveyard is getting affected due to proposed highway development

Underpass suggested on both side of habitation area

Drinking water facility can be developed as part of CSR activity


Avoid the graveyard acquisition if possible

Settlement- Bhagwatagarh, Swaimadhopur

Drinking water quality is satisfactory and ground water is available at 100ft depth.

No noise source except day to day activities were observed in the vicinity of the project

Wind-blown dust is the source of particulate emission in village area

Underpass, light and sewerage facility were demanded by the villagers

Settlement- Bairwa Basti Hindpura, Sawai Madhopur



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Ground water used as source of drinking and irrigation and one boring cost around INR 2 Lakhs. People are not aware about the compensation for utility shifting norms.

Wind-blown dust from agriculture activities are only source of air pollution

Navmi puja is being held annually in near vicinity of proposed highway alignment

Underpass at km 87+850 to access the Navmi Puja place

An irrigation system (Canal) can be developed alongside the proposed highway as social service to the community



Settlement- Chimanpura, Sawai Madhopur

Ground water is available at a depth of 200 ft and found satisfactory for drinking purpose


Vehicular traffic on nearby road is the source of noise and air pollution

Rehabilitation of the affected population should be carried out before dispossession

Compensation should be as per market rate and should be paid in single premium

Measures should be adopted for management of construction related dust

Intersection should be provided at village point and should be named as Budha ka Baas

Source: Primary survey

7.1.8 Key Findings & Recommendations

Major findings related to key issues such as general perception about the project; suggestions to mitigate hardships resulting from dislocation and loss of livelihood are presented below: It was observed that people are not only aware of the project but also welcomed the project in general.

The project road lies in water scarce region. People uses bore wells for drinking water and irrigation purpose. Availability of Ground Water is very low and not suited for drinking purpose. People requested for provision for drinking and irrigation purpose.

People suggested for development of irrigation system (Canal) along the side of proposed highway as social service to the community.

Affected people demanded for vehicular underpass for day to day activities, village and market access.

Pipeline as passing through the acquired land should be suitably relocated in concurrence with local panchayat.



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Air & Noise pollution is not a big concern in the project area. However dust pollution in dry season and noise due to traffic movement sometime disturbs immediate roadside dwellers.

Stakeholders are concerned about the traffic noise and anticipate that increase of green field highway may lead to increased noise level after project implementation.

The potential PAPs in general were very much concerned about the mode of compensation and employment.

People suggested that adequate safety measures should be provided. In brief, it was felt during consultation that regular meeting with the local population / community could easily resolve any dispute between the community people and implementing agency settlements.

Green Belt development along the highway

Boundary wall acting as noise barriers along the school premises are welcomed by all of the participants. The stakeholders felt construction of boundary will also provide the security to the students and should be implemented before the start of construction activity to safeguard the students during construction and Operation phase.

Site specific EMP has been designed to address environmental and social related issues

7.1.9 Conclusion

The Public Consultation is ongoing process which starts from the inception stage and continues throughout the construction; till completion of project. All the above feasible suggestions have been addressed in DPR and Environment Management Plan. Public Consultation has been conducted in all the districts through which proposed highway are passing in accordance with EIA Notification 2006 for obtaining the prior environmental clearance for the project.

7.2 Public Hearing

7.2.1 Purpose of Public Hearing

Public consultation is an integral part of project requiring prior EC. Public consultation is the process by which the concerns of local affected persons and others who have reasonable stake in the environmental impacts of the project or activity are ascertained. The projects that comes in the Category ‘A’ or ‘B1, activities shall undertake Public Hearing as per the provisions of EIA notification 14 September 2006. The application was submitted to Rajasthan Pollution Control Board by the PP along with the EIA report, executive summary in Hindi and English for its wide circulation. The press notification, as shown below, pertaining to the proposed Public Hearing scheduled at Alwar, Bharatur, Dausa and Sawai Madhopur districts for the information of General Public, stake holders, residents, villagers, panchayats, Industrial unit owners, educational institutions, NGO’s , etc.

Paper cutting

7.2.2 Proceedings of Public Hearing

The public hearing has been successfully conducted at Alwar(02.01.2019), Bharatur(03.01.2019),

Dausa(11.01.2019) and Sawai Madhopur(11.01.2019) districts as per EIA Notification 2006 and its

subsequent amendment. The proceeding of the public hearing is enclosed as Annexure

7.2A,7.2B,7.2C and 7.2D.

S.No. District Date of Public

Hearing Location of Public

Hearing Publication in News

paper and Date

1 Alwar 02.01.2019 Sub Divisional Office

Barauda Mev Times of India and Rajasthan

Patrika on 29.11.18

2 Bharatpur 03.01.2019 Sub Divisional Office

Nagar Dainik Bhaskar and Rajasthan

Patrika on 30.11.2018

3 Dausa 11.01.2019 Meeting Hall Samachar Jagat and D.N.A



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Collectorate, Dausa Akhabar on 11.12.18

4 Sawai

Madhopur 11.01.2019

Meeting Hall Panchayat Samity, Sawai Madhopur

Samachar Jagat and D.N.A Akhabar on 06.12.18

Proceedings

The Minutes of the Environmental Public Hearing are appended with this chapter of EIA/EMP Report

and also attached as Annexure-7.2A,7.2B,7.2C and 7.2D.

Minutes of PH Alwar District



133



134

Minutes of PH Bharatpur District



135



136



137

Minutes of PH Dausa District



138



139



140



141



142



143

Minutes of PH Sawai Madhopur District



144



145



146



147



148

7.3 Disaster Management, Risk Assessment & Mitigation Procedures

Risk assessment is a process that seeks to estimate the likelihood of occurrence of adverse effects as a result of major road mishaps, gas tanker explosions, fire hazards, floods, cyclones, earth quakes etc. at Highway projects. Fatality rate on Indian highways is very high mainly due to road accidents. The other adverse impacts due to gas tanker explosions, fire hazards, floods, cyclones, earth quakes etc. are nominal. Elimination of the risk (avoidance of accidents) is given prime importance and NHAI has introduced road safety provisions during the design of highway with the help of Road Safety Manual. Some of these are listed below:

Safety barriers/delineators hard shoulders on main roads

Traffic signs and pavement markings

Underpasses and other grade separators at congested junctions

Removal of junctions and direct access points on main roads

Improved median openings with stacking lanes

Separate provisions and direct access point

Service roads in towns and villages for segregating local and highways traffic. Contractor shall conduct Risk Assessment for all works to decide on priorities and to set objectives for eliminating hazards and reducing risks.

7.3.1 The Risk Assessment Process and Hazard Identification

A critical observation/study of the structure/process/site under consideration by the risk assessment

team is an essential part of hazard identification as is consultation with the relevant section of the

workforce. It is important that unsafe conditions are not confused with hazards, during hazard

identification.

Data Collection

Hazard Identification

Frequency Analysis

Meteorological DataIgnition Probability

Risk Comparison with Risk Criteria

Population Data

Risk Reduction Measure

Consequence Analysis

Failure Case Listing

Risk Estimation

7.3.2 Person(s) at Risk

On a construction/ plant area, the persons at risk could be site operatives, supervisors, transport drivers, other visitors and the general public. The risk assessment must include any additional controls required due to mitigate vulnerability of any of these groups, perhaps caused by inexperience or disability.

7.3.3 Risk Control Measures and Hierarchy of Risk Control



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The next stage in the risk assessment is the control of the risk. When assessing the adequacy of existing controls or introducing new controls, a hierarchy of risk controls should be considered. The principles are:

Avoiding risks.

Evaluating the risks which cannot be avoided.

Combating the risks at source.

Adapting the work to the individual, especially as regards the design of the workplace, the choice of work equipment and the choice of working and production methods, with a view, in particular, to alleviating monotonous work and work at a predetermined work rate and to reducing their effects on health.

Adapting to technical progress

Replacing the dangerous by the non-dangerous or the less dangerous. Developing a coherent overall prevention policy which covers technology, organization of work, working conditions, social relationships and the influence of factors relating to the working environment.

Giving collective protective measures priority over individual protective measures and giving appropriate instruction to employees.

In addition to the above the following principles shall also to be employed:

Eliminating;

Substitution;

Applying engineering controls (e.g. isolation, insulation and ventilation);

Reduced or limited time exposure;

Good housekeeping;

Safe systems of work, Method Statement, Permit to work,

Training and information;

Personal protective equipment;

Welfare;

Monitoring and supervision;

Review

The purpose of the risk assessment, therefore, is to reduce the remaining risk after taking into consideration of risks already addressed. This is called the residual risk.

The goal of risk assessment is to reduce all residual risks to as low as reasonably practicable (ALARP).

In a relatively complex workplace, this will take time so that a system of ranking risk is required the higher the risk level the sooner it must be addressed and controlled. For most situations, an alliterative risk assessment will be perfectly adequate.

For all high-risk activities, a quantitative risk assessment shall be conducted to quantify the risk level in terms of the likelihood of an incident and its subsequent severity. Clearly the higher the likelihood and severity, the higher the risk will be. The likelihood depends on such factors as the control measures in place, the frequency the exposure to the hazard and the category of person exposed to the hazard.

The severity will depend on the magnitude of the hazard (e.g. voltage, toxicity etc.). A simple of 3 x 3 matrix shall be used to determine risk levels at Construction / erecting sites as given in the Project EHS manual.

7.3.3.1 Matrix for Risk Assessment

Table 7-4: Consultations with Community / Primary Stakeholders



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Pro

bab

ility

Consequence

1 2 3 4 5

1

2

3

4

5

7.3.3.2 Severity of hazard (Consequence)

Severity is the degree or extent of injury or harm caused by the hazards, or as a result of an accident. Severity of hazard is classified as per the table given below

Table 7-5: Consequence Descriptions

Value Result of Hazard to personnel Result of Hazard to Assets/Progress

5 Single or multiple fatality Catastrophic damage, Critical Delay, May result in fatality

4 Serious Injury requiring hospitalization Major Damage, Serious Delay

3 Lost time Accident Serious Damage, Moderate Delay

2 Injury requiring medical treatment but not lost time

Moderate Damage, Minor delay

1 First Aid Treatment Only Minor Damage, No Delay

7.3.3.3 Likelihood of occurrence (Probability)

Likelihood of occurrence of an accident or incident or ill health is classified as per the table given below.

Table 7-6: Classification of Occurrence of likelihood

Value Status Description

5 Inevitable Happens regularly on this site

4 Most Likely Known to have occurred on this site in the past

3 Likely Known to occur on other sites

2 Unlikely Known to Occur in the industries

1 Most Unlikely Never known before

7.3.3.4 Hazard Identification Risk Assessment Is To Be Prepared In The Format No.Im-08 Procedure:

The procedure for preparing the Hazard Identification Risk Assessment is as follows:

Risk involved in each activity and existing control measures are analyzed and Impact Rating and probability rating are given in Hazard Identification Risk Assessment sheet.

Risk level is identified from the matrix based on the rating given.

Control measures are evolved to bring the risk level to ALARP (as low as reasonably practicable and residual risk is also identified.

If the residual risk is not an acceptable level, then assessment process shall be repeated to bring the residual risk at ALARP.

This activity is done for activities identified as Medium & High Risk.



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The lists of control measures for the activities are handed over to the concerned execution engineer for implementation and the HIRA shall be explained to the concerned workmen/supervisors and engineer for implementation

7.3.4 Emergency Response Plan

Concessionaire/Contractor will prepare Emergency Response Plans for all work sites as a part of the Safety procedures. The plan shall integrate the emergency response plans of the contractor and all other sub-contractors.

Each Emergency Response Plan shall detail the procedures, including detailed communications arrangements, for dealing with all emergencies that could affect the site. This include where applicable, injury, sickness, evacuation, fire, chemical spillage, severe weather and rescue. Emergency plans and Fire Evacuation plans shall be prepared and issued. Mock drills shall be held on a regular basis to ensure the effectiveness of the arrangements and as a part of the programme, the telephone number of the local fire brigade should be prominently displayed near each telephone on site

The Emergency Response Plan is prepared to deal with emergencies arising out of:

7.3.4.1 Fire and Explosion

Fire Safety Procedures will be developed and shall be integrated into Emergency Response Plan.

7.3.4.2 Road Accident

In case of Road Accident the following contact no should be contacted.

Table 7-7: Emergency Contact Number

Help Line no Description

100 Police

101 Fire

102 Ambulance

103 Traffic Police

1033 Emergency Relief Centre on National Highways

104 State level helpline for Health

104 Hospital On Wheels

1066 Anti-poison

1070 Central Relief Commissioner for Natural Calamities

1070 Relief Commissioners of Central/State/Union territory

1073 Road Accident

1073 Traffic Help Line

1077 Control room of District Collector/Magistrate

108 Disaster management

1090 Anti-terror Helpline/Alert All India

1091 Women in Distress

1092 Earth-quake Help line service

1096 Natural disaster control room

1099 Central Accident and Trauma Services

1099 Catastrophe & Trauma service

112 General emergency Department of Telecommunications (DoT)

112 All in one Emergency Number

155233 Indian Oil Help Line



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1906 LPG emergency helpline number

1910 Blood bank Information

1911 Dial a doctor

1913 Tourist Office (Govt.of India)

Source: http://www.newincept.com/helpline-numbers-all-over-in-india.html

7.3.5 Operation Control Procedure For Traffic Management

7.3.5.1 Hazards Due To External Traffic Are As Follows

Construction workers hit by external vehicles while working.

Injury to Pedestrians:

Due to fall in excavated trenches.

Hit by construction equipment / vehicle.

As they use carriageway due to blockage / absence of footpath.

Collision due to improper traffic management.

Between external vehicle and construction equipment / vehicle.

Between external vehicles.

External vehicle with other stationery objects in the side of the road

7.3.5.2 Objectives

Warn the road user clearly and sufficiently in advance.

Provide safe and clearly marked lanes for guiding users.

Provide safe and clearly marked buffer and work zones.

Provide adequate measures that control driver behaviour through construction zones

7.3.5.3 Traffic Control Plan

This plan gives the detailed guideline for traffic management in most of the common situations at our Projects. Traffic Control Plan for a specific road sections should be prepared based on this general guideline and applying the following variables, which may vary from project to project. The variables are:

Average Vehicular Traffic Density in peak and non-peak hours.

Maximum width of lane required for construction during various activities.

Number and types of junctions in the road.

Availability of standard footpath and its location and dimensions.

Change in the lane width if any and its location.

Regulatory and advisory speed limits etc.

7.3.5.4 TRAFFIC CONTROL DEVICES

Traffic control devices used to regulate the traffic in Road Construction Zones include, 1. Road Signs 2. Delineators 3. Barricades 4. Cones 5. Pylons 6. Pavement markings 7. Flashing lights

Table 7-8: Minimum sightline distance and the minimum size of the signs

Average Speed (Km/h)

Distance of first sign in advance of the first channelizing device (m)

Size of Warning Sign (mm)

Minimum no of signs in advance of the

http://www.newincept.com/helpline-numbers-all-over-in-india.html



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hazard

Under 50 100 600 3

51 – 60 100 – 300 750 3

61 – 80 120 – 300 900 3 or 4

81 – 100 300 – 500 1200 4

Over 100 1000 1200 to 1500 4

Cautionary / Warning Signs

In case of divided carriageways, the signs should be provided both adjacent to the shoulder and on the central median so as to be visible from all lanes.

Delineators

Delineators are devices or treatment which outlines the roadway or portion thereof. They include Safety Cones, Traffic Cylinders, Tapes, Drums, Painted lines, Raised Pavement Markers, Guide Posts, and Post-mounted Reflectors etc. They are used in or adjacent to the roadway to control the flow of traffic. Delineators are basically driving aids and should not be regarded as a substitute for warning signs or barriers for out-of-control vehicles.

Guide Post

They are intended to delineate the edges of the midway so as to guide driven about the alignment ahead, particularly where it might be confusing. Guideposts can be of metal, concrete, cut stone, amber or plastic. The posts can be made of Circular, Rectangular or Triangular Cross-section but the side facing traffic should be at least 10 cm wide.

Drums

Drums of height 800 mm to 1000 mm high and 300 mm in diameter can be used as either channelizing on warning devices. Both plastic and metallic drums (e.g. Bitumen drums) can be used for this purpose. Drums need to be filled up with earth or sand to increase its stability. Drums should be refectories and painted as shown in the figure.



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Figure 7-1: Drum Reflections

Safety Cones

Safety cones are 500 mm, 750 mm and 1000 mm high and 300 mm to 500 mm in diameter. They are usually made of plastic, rubber, HDPE, PVC and have retro refectories red and white bands. Safety cones would be displaced or blown unless their bases are anchored or loaded with ballast. This can be avoided by, using sand bag rings to provide increased stability. Using heavier weighted cones. Using cones with special weighted bases. Doubling the cones to provide added weight.

Barricades

CMRL prescribed standard barricades are used.

Flagmen

An authorised personnel at least average intelligence, be mentally alert and good in physical condition be selected, since flagmen are responsible for public and workmen safety.

Flagmen should be equipped with yellow helmet with green reflective sticker fixed around and reflective jacket along with hand signalling devices such as flags and sign paddles. The typical specification are given below,

Flagmen need to maintain the flow of traffic continuous past a work zone at relatively reduced speeds by suitably regulating the traffic. He shall stop the traffic for a short while whenever required (e.g. for entry and exit of construction equipment in to work zone).

Flagman should be positioned in a place where he is clearly visible to approaching traffic and at a sufficient distance to enable the drivers to respond for his flagging instructions. A flagman never leaves his post until properly relieved,

The standard distance shall be maintained at 60 – 100 m but can be altered depending upon the approach speed and site conditions. In urban areas this distance shall be taken as 20 m to 50 m.

7.3.6 Traffic Management Practices

7.3.6.1 Definitions

Road traffic control involves directing vehicular and pedestrian traffic around a construction zone, accident or other road disruption, thus ensuring the safety of emergency response teams, construction workers and the general public.

7.3.6.2 Working zone:

The Plant Site, construction zone of road etc. at which workmen will be working.

7.3.6.3 Working space:

The space around the works area that will require storing tools, excavated material and other equipment. It is also the space to allow workmen, movement and operation of plant, (e.g. swing of jibs, excavator arms) to move around to do the job. Materials and equipment must not be placed in the zone either. Workmen will only need to enter the zone to maintain cones and other road sign.



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7.3.6.4 Figure: Road Signals Traffic Signals



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Figure 7-2: Traffic Signals

7.3.6.5 Safety zone:

The zone that is provided to protect workmen from the traffic and to protect from them.

7.3.6.6 Approach Transition zone:

This will vary with the speed limit and the width of the works as given in (diag: Traffic Control zone)

7.3.6.7 Longitudinal buffer zone:

This is the length between the end of the lead-in taper of cones (T) and the working space. It will vary with the speed limit as given in table (Traffic Control zone)

7.3.6.8 Lateral buffer zone:



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This is the width between the working space and moving traffic. It will vary with the speed as given in table (Traffic Control zone). The lateral buffer zone safety clearance is measured from the outside edge of the working space to the bottom of conical sections of the cones on the side nearest to the traffic.

7.3.6.9 Works on Strengthening of Existing Carriageway

Approached diversion would be taken out of the works zone for the movement of construction supervision vehicles.

The construction zone shall be barricaded with standard CMRL barricade.

The ‘works traffic” shall be governed by the location of base camp where workmanship less than 20, a flagman shall be kept for controlling traffic, public and workmen safety or more than 20 in addition to that a safety steward shall be kept for continuous monitoring to identify and removal of unsafe acts and conditions.

7.3.7 Traffic Management on Road Junction

7.3.7.1 Construction traffic meets live traffic from quarry/plant/borrow pit

Where vehicles are more to the approach junction from the side road, permission shall be seek for providing speed breaker at junction from local traffic police and road-authority.

The layout for signs and traffic control devices.

Flag man shall be kept in the peak time provided with the traffic circle painted with red and white at the corner at a height of 500 mm, clearly visible to approaching traffic for a distance provided with while gloves and STOP, GO Paddle. And night time flagman should use LED Batons.

All vehicles from approaching road should be STOP, LOOK and GO.

Spillage of earth / Gravel / Aggregates / Bituminous mix from the tipper shall be cleaned on regular basis, if required 2 coolies permanently posted for booming.

All Construction vehicles must follow lane discipline and road signs.

7.3.7.2 Activities inside Median / Island

The traffic would discontinue from plying temporarily on the carriageway; for 2 min for reversing & dumping earth / stones / etc., , by the direction of helper and the flagman controls the traffic as shown in Picture- 01 and made continue the traffic and for the next trip repeating the same.

The construction zone shall be barricaded with standard CMRL barricade.

One Flagman (refer flag man clause) shall be appointed at traffic coming side of the transition zone.

No personnel are allowed to come out of the safety zone, unless flagman guidance.



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7.4 Disaster Management Manual

7.4.1.1 General

During South West Monsoon period there is absolute possibility of rains resulting in inundation, floods etc. The rains may cause heavy inflow of water in the rivers and jungle streams etc. however Alwar, Bharatpur, Dausa and Sawai Madhopur in Rajasthan state having low history of Rain fall. Therefore, the water overflows thereby breaching embankments, causes enormous damages to houses, huts, agricultural lands, roads, telephone lines, railway tracks, electricity lines and other public properties. It is not feasible to completely prevent nature's fury at one stroke. However, to minimize the damage caused by nature's onslaught and to ensure speedy relief thereby mitigating the sufferings of the people. The plan can be set in motion when the need arises with the active coordination of inter departmental officials.

7.4.1.2 Community Awareness and Involvement

Following steps to be taken by public when a warning for Cyclone threatening the area is received:-

Keep your T.V., Radio on and listen to latest weather warnings and advisories from the Doordharsan All India Radio station. Pass on the information to others as quickly as possible.

Avoid being misled by rumours. Pass on only the official information you have got from the T.V. Radio to others.

Move away from low-lying beaches or other location, which may be swept by high tides or storm waves. Leave sufficiently early before your way to high ground gets flooded. Do not delay and run the risk of being marooned.

If your house is out of danger from high tides and flooding from the river and it is well built it is then probably the best place to weather the storm. However, please act promptly if asked to evacuate.

Be alert for high water in areas where streams of rivers may flood due to heavy rains.

Bolt up glass windows or put storm shutters in place. Use good wooden blanks securely fastened provide strong suitable support for outside doors.

If you do not have wooden boards handy, paste paper strips on glasses to prevent splinters flying in to the house.

Get extra food, especially items which can be eaten without cooking or with very little preparation. Store extra drinking water in suitably covered vessels. Make provision for children and adults requiring special diets.

If you are in one of the evacuation areas, move your valuable articles to upper floors to minimise flood damages.

Have hurricane latern, flash lights and other emergency lights in working condition and keep them ready.

Check on everything that might blow away or be born loose. Kerosene tins, canes, agricultural implements, garden tools, road signs and other objects become weapons of destruction in strong winds. Remove them and store them in a covered room.

Be sure that a window or door can be opened on the left side of the house [i.e] the side opposite the one facing the wind.

Remove cattle to safe place as far away as possible.



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If the centre of eye of the storm passes directly over your place, there will be wind and rain lasting for half an hour or more. During this period stay in a safe place. Make emergency repairs during the pre-monsoon period, if necessary, but remember that strong winds will return suddenly from the opposite direction, frequently with even greater velocity.

Be calm your ability to meet any emergency which will inspire and help others.

7.4.2 Natural Hazard Profile of Project Area

District wise Hazard Profiling

Table 7-9: District-wise hazard profile

Name of district Wind Flood Drought Earthquake Industrial Accident

Alwar Moderate Moderate Moderate High High

Bharatpur Moderate Moderate Low Moderate Moderate

Dausa Moderate Low Moderate Low Moderate

Sawai Madhopur Moderate Low Moderate Low Moderate

7.4.2.1 Draughts:

Low rainfall coupled with erratic behavior of the monsoon in the state makes Rajasthan the most

vulnerable to drought. Of all the natural disasters, drought can have the greatest impact and affect

the largest number of people and livestock. Drought invariably has a direct and significant impact on

food

Production and the overall economy. Drought, however, differs from other natural hazards. Because

of its slow onset nature, its effects may accumulate over time and may linger for many years. The

impact is less obvious than for events such as earthquakes or flood but may be spread over a larger

geographic area. Because of the pervasive effects of drought, assessing its impact and planning

assistance becomes more difficult than with other natural hazards.

The State Drought Monitoring Cell (SDMC) in collaboration with the Agriculture, Animal Husbandry,

and Water Resources departments, and the National Crop Forecasting Centre (NCFC) would carry

out assessment of expected damage which would include impact on agricultural production,

depletion of water resources, impact on livestock population, land degradation and deforestation as

well as human health.

The Department of Agriculture and Cooperation in collaboration with the SDMC and NCFC would

standardize the Unit of deceleration of drought and would evolve alternative methods of quicker

assessment of crop yield to mitigate the impact of drought in time.

SDMC would facilitate the integration of data and expertise from multiple institutions such as ICAR,

NRSC, IMD, Agricultural Universities, State Departments of Irrigation, Ground Water, Revenue,

Agriculture, Animal Husbandry etc., to evolve a robust method for drought intensity assessment.

Once the indicators cross the defined threshold level (level to be decided by the state), the SDMA

Secretariat would help in declaring drought at sub-district levels.



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Figure 7-3: Draught Map Rajasthan

7.4.2.2 Floods

Figure 7-4: Flood Map Rajasthan



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Though most parts of Rajasthan receive scanty rainfall, the State has a history of floods and

inundations, mostly along the basins of rivers like Luni and Chambal. There are 13 river basins in the

state viz.: Shekhawati, Ruparail, Banganga, Gambhiri, Parbati, Sabi ,Banas, Chambal, Mahi,

Sabarmati, Luni, West Banas, and Sukli. Out of these, Luni, Banas, and Chambal basins are the largest

and are divided into several sub basins. While the Luni river flows through parts of Ajmer, Barmer,

Jalore, and Jodhpur, its sub basins of Bhund Hemawas, Sukri, Jawai and Bendi cover parts of Pali,

Jalore, and Sirohi. Similarly, the Banas basin falls in Udaipur and Bundi districts and its sub basins of

Berach, Morel and Mashi cover parts of Chittorgarh and Jaipur districts. Chambal is the largest basin

of the State. Along with its sub basins of Kali Sindh and Parwati, it covers parts of Bundi, Kota,

Jhalawar and Baran districts.

Figure shows the flood prone areas of Rajasthan. These include major parts of the basins and sub

basins of River Luni in Barmer, Pali, Sirohi and Jalore; and the basins and sub basins of River Chambal

in Baran, Kota and Bundi districts. Also, major portions of Bharatpur districts falling under the basin

of River Banganga, and the basins of River Ghaggar in Sriganganagar are prone to floods. The

reasons for flooding in these regions include:

Excess rain in the catchment

Sudden release of large quantities of water from Dams/ water reservoirs

Breach/ damage in major reservoirs/ dams

Limited holding capacity

Besides the floods in these natural drainage systems, there are other reasons for inundation.

Changes in rainfall patterns have also increased the risk of flash floods in many areas that were not

flood prone historically. The Barmer flood in 2006 was a revelation and made disaster managers and

policy makers take a fresh view of the risks and vulnerability from floods in the State. People living in

the low-lying areas of the above-mentioned basins are the most vulnerable to floods.

7.4.2.3 Urban Flooding:

Rapid urbanisation has led to an emerging concern of urban flooding. In urban areas, flooding is

primarily due to drainage failures and increased run-off loads on hard surfaces. Filling up of natural

drainage channels, urban lakes, storm water drains contribute towards flooding. Besides this, poor

water and sewerage management leads to outbreak of epidemics in case of flooding. For example in

1981 heavy rainfall caused flooding in Jaipur, Tonk, Nagaur and Sawai Madhopur and caused

extensive damage to property and lifeHail Storms, Frost and Cloudburst Hailstorms cause heavy

damage to crops and vegetation’s. Secondary hazards like snapping of electric poles due to

uprooting of trees, disruption of communication links, etc. are also attributed to hailstorms13. Frost

is a regular feature in many parts of Rajasthan and has adverse effects on winter crops. Though

cloudburst is not a regular phenomenon, it leads to exceptionally heavy rainfall and sudden flash

floods in streams and rivers, leading to breaching of banks and overflowing of dams.



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7.4.2.4 Sand Storms

Sand storms are typical features of south-western Rajasthan. High velocity winds along with sand,

often cyclonic in nature, blow through most of the western districts, particularly in months from

March to June. High wind and sand storms severely disrupt the routine life, transportation,

electricity and other essential services. High winds also take away the top soil of the land which has

vital nutrients for fertility. Livestock are particularly vulnerable to sand storms. It also leads to

shifting of sand dunes, and often covers roads, rivers, ponds, and canals with large quantities of sand

deposits

7.4.2.5 Earthquake zone

Table 7-10: Earthquake frequency of Project district

S. No. Seismic Zone Intensity MSK Magnitude District

1 III [Moderate Damage Risk Zone] VI-VII 5.0 - 5.9 Alwar, Bharatpur and Dausa

2 II [Low damage Risk Zone] IV-VI 4.0 - 4.0 Sawai Madhopur

Figure 7-5: Earthquake zone of project Road



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7.4.2.6 Rajasthan Wind and Cyclone Zone:

Figure 7-6: Rajasthan wind and cyclone zone Map

Table 7-11: Animal Epidemics in Rajasthan

S. No. Disease Affected Animals

1 Black Quarter (BQ): Cattle, particularly young animals are more severely affected

2 Foot and Mouth Disease (FMD) Cattle, mostly cross bred

3 Sheep pox Sheep and Goats

4 Enterotoxaemia (ET): Sheep and Goats

5 CCPP Sheep and Goats

6 Pestes des petits ruminants (PPR)- Sheep and Goats

7 Bird flu Poultry, Duck, Turkey and Water Fowl

8 Equine influenza Equines

9 Swine Fever Pigs

10 Swine Pasteuralosis Pigs

7.4.3 Trigger Mechanism & Operational Direction

Every operation must be aimed at a direction so as to get desirable results. Disaster Management Plan aimed at to face any eventuality with confidence. It is not only guidance but also provide various insights towards disaster management and mitigation. Every new experience and instances that encountered every year are added so as to take a cue and derive a lesson. So that Disaster Management Plan is prepared and updated.



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7.4.4 Damage Assessment and Immediate Restoration/ Rehabilitation

In the aftermath of rescue operations are over, the rehabilitation process has to be taken up. A quick assessment of damages to houses eligible for grant of relief for house damages, financial assistance to the families, who have lost their kith and kin, should be done pragmatically. The Revenue Divisional Officers should allocate the work of intensive enumeration to designated staff that should be fixed with the responsibility of collecting data of People death if any and Cattle death if any Damages to the houses/damages to crops etc. in Form No.20-A. The correctness and promptness of report preparation and transmissions to higher ups are important. A duty chart should be devised involving all revenue personnel and earmarking area if possible in batches of Revenue Staff should be listed out and kept ready to depute them to the affected areas as soon as the calamities are over. As far as possible, the personnel assigned with rescue operations may be left out from enumeration work as the enumeration will have to be undertaken quickly and simultaneously. As and when the assessment of damages is over, the payment of cash doles, issue of free rice and distribution of clothing shall follow according to standing orders on the subject amended from time to time.

7.4.5 Mitigation Measures Undertaken

7.4.5.1 Relief Measures

Relief measures are taken with co-ordination of all Departments



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Table 7-12: Role and Action Plan of Various Departments

S. No. Department Disaster Specific Action Plan

1. Disaster Management & Relief

(DM&R)

Ensure coordinated movement of all departments, officials and agencies for combating the disaster

Issue necessary directions and ensure effective and coordinated response of all departments.

Arrange regular meetings for updating the apex body on a daily basis.

Provide inputs to concerned departments for effective implementation of the rehabilitation plans.

Document the experiences and best practices.

2. Animal Husbandry

Prepare contingency plan

Constitute veterinary mobile teams with required resources like medicines, doctors, subordinate staff, laboratories, protective gears, antibiotics, vaccines and antitoxins, etc. in abundance.

Constitute technical groups at state, zone and district levels.

Identification of affected areas.

Disposal of dead carcasses.

Focused attention to veterinary health.

Mass vaccination programme of animals in affected areas Make arrangements for rescue and evacuation of stranded livestock.

Pool in sufficient doctors for treatment of sick animals/ poultry.

Control spread of animal disease.

Carry out epidemiological surveillance to evade biological disasters.

Promote awareness through IEC activities.

3 Public Health Engineering

Department (PHED)

Prepare Contingency plan

Enforce ground water legislation

Strict monitoring and vigilance on water for drinking purpose only.

Identify additional sources of water for maintenance of regular supply.

Ensure supply of sufficient water through tankers for habitats and cattle camps.



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Provide household water purification tablets.

Augmentation of existing Resources

Hiring of Private Wells

Hand Pump repair programme

Installation of New Hand Pumps and Tube wells

Revival of traditional water sources like Wells, Bawdis, Tankas, etc.

Transportation of water through road tankers and by Rail

Earmark water for drinking purpose available in the tanks and ensure no illegal pumping takes place.

Provide adequate quantity of bleaching powder to PRI, especially Gram Panchayats to protect spread of water and vector borne diseases.

Promote awareness on safe hygienic practices and sanitation.

4 Department of Medical and Health

Health and epidemiology surveillance

Constitute mobile teams with required resources like medicines, doctors, subordinate staff, laboratories, protective gears, antibiotics, vaccines, etc. in abundance.

Mobile clinics for health checkups

Organise regular rural health camps and keep public informed of such camps.

Check the nutritional status especially for women and children and give treatment.

Check samples of food grains, cooked food in community kitchens, etc.

Promote general awareness of health and hygiene

Issue warnings to all officials/ staff.

Manning of control room 24x7.

Maintain regular contact with EOC.

Keep all ambulances, mobile teams, specialists, blood, medicines, paramedics, etc. in a state of readiness.

Carry out triage.

Provide first aid to minor injuries.

Evacuate injured to hospitals.



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Constitute and effectively deploy mobile teams having Doctors paramedical,

Set up health centers in relief camps and assure hygiene and sanitation.

Prevention/ control of epidemics and vaccination, availability of adequate x-ray machines and orthopedic, neurology equipment.

Availability of stretchers, blood, medicines, ambulances.

Arrange additional beds and medical treatment in local and nearby hospitals as required.

Psychosocial counseling to distressed people.

Health and epidemiology Surveillance

Monitor nutrition status of affected people and take appropriate actions.

Maintain continuous supply of medicines and emergency services till normalcy is restored.

5 Disaster Management & Relief

(DM& R)

Ensure coordinated movement of all concerned departments, officials and agencies for combating Drought.

Make sufficient funds available for Drought response

Arrange regular meetings for updating the apex body and issue directions to all concerned departments regularly.

Document experiences and best practices.

6 Public Works Department (PWD )

Listing of works that could be done as relief programmes - pond desilting, excavation of water structures, construction of Government infrastructures, etc.

Carry out sudden checks and supervise the relief works.

Generate employment through cash for work/ food for work relief programmes, Issue warnings to all officials/ staff.


Maintain regular contact with EOCs at district/ state levels.

Keep all resources in the state of readiness.

Assessment of damage to infrastructure, roads, bridges and buildings and commencement of restoration work.

Carry out search, rescue, evacuation, relief operation.

Clearance of roads and debris of collapsed infrastructures.

Identification and demolition of unsafe buildings/ infrastructures.



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Barricade the disaster site and unsafe areas.

Identification and demarcation of safe areas and preparation of temporary shlters for relief camps.

Prepare temporary roads and bridges, helipads and air strips on the need basis for effective relief operations.

Deployment of heavy equipment like dozers, excavators, cranes, pulleys, power saws, gas cutters, L&Ts, JCBs and other specialist equipment and vehicles.

Restoration of buildings, roads, bridges and other Government buildings.

Ensure close monitoring of response and rehabilitation operations and relief camps.

7 Civil Supplies and Public

Distribution System (PDS)

Distribution of food packets, dry rations, fuel, oil and lubricants

Take precautionary steps against hoarding and profit mongering and ensure normal prices of commodities in the market.

Adequate supply and reserves of FOL and coordinate with all the national agencies for smooth transportation of food and civil supplies.

Supply daily necessities of food items, stock position and ensure continuous supply, in relief camp too.

Coordination with FCI/ warehouses.

Make public aware through media about food distribution and also about the availability of items at subsidized rates.

8 Municipal Corporation

Coordination and supply of safe drinking water using tankers, etc.


Issue warnings to all Fire Service stations.

Keep all resources in a state of readiness

Assist in evacuation, search and rescue operations.

Ensure availability of all types of extinguishers for fire following earthquakes.

Appoint labourers for excavation works; dismantle unsafe buildings, disposal of solid garbage and liquid waste, disposal of dead persons and carcasses.

Control other potential hazardous situations that might arise from oil, gas and hazardous material spills.

Organise relief camps wherever required; ensure pure drinking water, Sanitation, food, temporary shelters, basic relief materials as per requirements and needs.



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Assist in post disaster response and rehabilitation work

9 District Administration

Prepare Drought Contingency Plan.

Issue necessary directions/ instructions to all concerned departments to combat the upcoming situation in an effective and coordinated manner. Ensure effective coordination with all departments, agencies, NGOs and stakeholders.

Arrange/mobilize equipment and resources like water tankers, trucks/ vehicles to transport food supply, fodder, mobile medical vehicles, ambulances, etc.

Arrange for disposal of dead carcasses.

Generate daily reports of relief activities and disseminate.

Organise relief camps wherever required; ensure pure drinking water, Sanitation, food, temporary shelters, basic relief materials as per requirements and need.

Media Management

Procure tents, sanitation block, essential materials, etc. for relief camps.

Generate daily reports of relief activities and disseminate.

10 Department of Information and

Public Relation

Information dissemination, issue periodic bulletins to media.

Ensure information given to media are facts and true to avoid rumours. Arrange visit for local and foreign journalists in affected areas.

Information dissemination, update public on various relief interventions.

Operate the Control Room round the clock.

Nodal person to be designated as spokesperson for the Government.

Information dissemination, issue periodic bulletins to media.

11 Emergency Operation Centre (EOC)

Coordinate and issue direction to all concerned stake holders/ departments regularly

Brief the Disaster Management & Relief Commissioner regularly.

Coordinate the relief and rescue operation.

EOC to function as control room where all SDMA members and experts from various departments are available and take charge for effective coordination monitoring and implementation of rescue operations.



170

Prepare, forward and compile reports and returns from time to time.

Brief media regularly about the situation’

Brief/ Update the chief minister and cabinet about the situation.

12 Police


Maintain regular state of readiness

Communication to EOC and stakeholders instantly.

As first responder assume command for security and law and order

Demarcate entries and exits for rescue and relief operation and proper traffic management.

Support SDRF, Civil Defence, Home Guard, Army, Sainik Kalyan and other first responders for search and rescue.

Take necessary actions to avoid rumours.

Ensure prevention of theft and loot.

Provide effective communication network work.

Deployment and monitoring of 108 ambulances.

Deployment of lady police personnel in relief camps for Gender concerns.

13 Electricity Board



Keep all resources in a state of readiness

Immediately shut down the supply of electricity in the area

Start restoration work of the damaged lines

Simultaneously, make electricity arrangements at the rehabilitation, relief camp areas.

14 Rural Development Department

(RDD)



Keep all resources in a state of readiness.

Distribution of relief materials to Panchayats,

Relief equipment, tractors, labour, digging/ excavation tools, etc. to be arranged to mobilising and raising fund



171

Support PRI in organising relief camps wherever required

Ensure pure drinking water, Sanitation, food, temporary shelters, basic relief materials as per requirements and needs.

Arrangement of Rural relief camps

Arrangement of community kitchens.

Assist in post disaster response and rehabilitation work

15 Indian Meteorological Department Transmit updated information to EOC

Mass media publicity/ issue bulletins at regular intervals.

16 Railways


Alert officials/ staff and keep all resources in a state of readiness.

Search, rescue and evacuate injured persons to safer places.

Assess the situation for appropriate actions.

Regulate the movement of all trains

Carry out inspection of railway bridges and lines.

Deployment of equipment like generators sets, pump sets, cranes pulleys, dozers, gas cutters, earthmovers, labourers for clearance of fallen bogies, electricity Poles, damaged tracks, etc.

Transport and provide emergency tents, water, medicines, food, etc. to the accident site.

Adequate arrangement of specialized trains for transportation of rescue and relief material.

Restoration of damaged railway lines, electricity poles to restart services as soon as possible.

17 NGO Provide first aid, health services, financial assistance and relief materials etc.



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8 PROJECT BENEFITS

8.1 Introduction

Community will accrue the befit from proposed development project by way of improvement in the

physical infrastructure; social infrastructure; development of economy; reduced pollution, vehicle

maintenance, fuel saving; employment potential and other tangible benefits.

In general Project will have following benefits at national and regional level:

High-speed connectivity and access: The projected corridor is a proposed 8-lane, access-

controlled highway. This will avoid traffic congestion and speed-up the freight movement. It

is expected that overall, the proposed Delhi-Mumbai corridor will reduce the travel time

between the two economic hubs by half.

Aiding economic growth: The seamless connectivity will provide better access to vehicles as

a link to the National Highways. The Project will reduce travel time and provide boost to

trade and commerce linked to the regions connected through this highway.

Growth of backward areas: The biggest strength of the alignment is that it plans to cover

backward districts of Rajasthan. As a result of connectivity and access to other parts of the

country, these backward areas will be aided to integrate with other part of India. Further,

freight and passenger traffic on the highway will help promoting ancillary economy of these

regions.

Decongestion of existing National and State Highways: The proposed corridor will take

away traffic pressures from existing SH and NH passing through various cities. Also, long-

distance traffic will shift to the proposed highway, thereby reducing traffic and congestion

on the existing NH and SH for regional and local usage.

Usage shift: Long-distance traffic will shift from existing National Highways to the

proposed highway, resulting in lesser congestion leading to higher fuel savings and

reduced travel time on these highways

Improved safety: Due to access control, the Roadway & Travel Safety of the traffic

connecting the cities will be enhanced as there will be minimum distractions & conflict

zones

Support to industry: Different types of industries like Manufacturing, Tourism etc. along

the proposed corridor will be facilitated in their business operation and reachability.

Detailed environmental and social benefits associated with the proposed highway development are

described in sections below.

8.2 Efficient and Safe Connectivity Option

The Project is a part of the proposed 8-lane access-controlled Greenfield Delhi-Mumbai highway

corridor (~1,335 km) interlinking different State & National highways while connecting Delhi to

Mumbai. The Project is planned as high-speed corridor which provides high speed connectivity

between states of North India and states of West & South India, more importantly giving a reliable

access to the country’s prominent economic and social hubs like Mumbai, Delhi, Vadodara, Jaipur

and Kota etc.



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The proposed highway will provide better connectivity to several towns and cities viz. Gurgaon,

Alwar, Dausa, Sawaimadhopur, Bundi and Kota etc. and give an infrastructure boost to the states of

Delhi, Haryana, Rajasthan, Gujarat, Madhya Pradesh and Maharashtra. The highway will be access-

controlled and ensure high speed traffic movement from Delhi to Mumbai. The proposed alignment

is selected so as to cover one of the most important North-South arterial connectivity in the country,

further interspersed with feeder highways on its either sides.

At present, the connectivity between Delhi and Mumbai is either via NH-48 or via NH-19 & NH-47,

which are 4/6 lane. The new proposed highway shall bring down the travel distance by

approximately 95 km (as compared to alternate routes) and result in time savings of over 2 hours.

Moreover, the new highway facility is access controlled and hence will provide good riding quality,

better safety and a reliable infrastructure. All of these elements will result in cost savings and

efficiency improvement.

8.3 Traffic Decongestion

A traffic study has been conducted across various locations of the proposed highway and the

alternate routes. It has observed that the traffic along NH-48 (Delhi-Jaipur-Ajmer route) 30% higher

than the IRC guidelines for highway ideal performance (Max. 60,000 PCUs) and is currently

congested with below acceptable Level of Service performance. The route (NH-48) currently being

the main connector between Delhi and Mumbai, there is a strong need for finding alternate access

between the two cities to ease connectivity and travel time.

As an alternate, it has observed that traffic on Alwar-Sawai Madhopur-Kota stretch (Average Annual

Daily Traffic of less than 16,000 PCUs per day) is within reasonable and accepted traffic standards.

Hence, it may be used as optimum alignment for the proposed Delhi-Vadodara-Mumbai highway.

Following major types of traffic load are expected to accrue the maximum benefit from the project:

Commercial and Industrial: Traffic on the existing roads is driven by local, commercial and

industrial traffic. Industries such as cement, chemicals and minerals are present along and

around the proposed corridor as it traverses through Haryana, Rajasthan, Madhya Pradesh

and Gujarat. These industries are expected to benefit from the highway.

Tourist: Passenger traffic will be generated due to many places of tourist interest in the

districts connected by the project corridor. Apart from places of historical importance such

as forts and palaces, traffic would be augmented due to several famous religious places such

as the Mehandipur Balaji Temple (Dausa) and wildlife parks and safari like Ranthambore

National Park and Tiger Reserve.

Health and Education: Faster connectivity and accessibility to Delhi NCR will help in higher

flow of traffic from Rajasthan, especially for higher education, tertiary healthcare and

specialized treatments. Reduction in travel time will allow patients to avail OPD / other

medical services from the capital region.

8.4 Savings in Travel Time and Cost

The proposed highway is expected to reduce the distance to be travelled between Delhi-Mumbai by

~95 km, leading to the following cost savings for users:

Vehicle Operation Cost (VOC)



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Travel Time (VOT)

Toll costs

Initial estimates show savings of approximately INR 290 and INR 520 for car and heavy truck (MAV)

respectively for the length of the section (~204.990 km) on each one-way trip.

8.5 Benefit to Local Trade and Economy

The proposed Project plans to link Delhi NCR to Jaipur, Kota, Vadodara and Mumbai. The strong

regional connectivity proposed through the Project will further increase regional trade and economic

growth. The regions to be connected through the Project have their distinct economic profiles:

Delhi NCR has industrial catchment focused on agriculture and processed food,

automotive & auto ancillary, home consumables, and appliances, metals and minerals

etc.

Alwar district has several export focused units serving the pharmaceutical, healthcare,

automotive and FMCG industries in its 27 designated industrial areas.

Dausa has more than 3500 small scale industrial units and 5 designated industrial areas.

Major output is mineral and leather-based products. Many construction-linked small

industries also present in the district.

Sawai Madhopur district has 3 government designated industrial areas. Clusters of

MSMEs producing leather footwear and Marble figurines attract commercial traffic in the

district.

Vadodara industrial belt is concentrated with industries like textiles, chemicals &

petrochemicals, pharmaceuticals and bio-technology etc.

These regions source their raw materials as well as transport their finished goods to various parts of

the country. The corridor will provide efficient access to various markets by ensuring smooth flow of

goods and services.

The highway will also support the local businesses and economy along the project corridor. It will

facilitate small-scale industries such as Pharma and chemicals in Alwar, mineral and leather goods

units in Dausa etc. by streamlining transport of raw and finished material. Alwar alone has 21

industrial areas with ~40,000 industrial employees. More than 70 allotted industrial areas in other

connected districts also stand to be benefited by use of this proposed highway.

8.6 Employment Generation (Direct and Indirect)

The highway project is expected to generate employment during construction phase. It is estimated

that ~1,200 direct employees will be required per day during construction of the highway. Further,

due to ecosystem which will be created during construction and operations phase of the project, the

highway will also create considerable indirect employment opportunities in form of transportation

of construction materials, greenbelt development, ancillary facilities like canteens, dhabas etc.

During operations phase, the Project will largely have indirect employment benefits in form of

highway amenities and through economic & social hubs developed around the highway. Efficient

reach and connectivity to distant markets will further enhance economy of the districts and create

employment opportunities.



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9 ENVIRONMENTAL MANAGEMENT PLAN

9.1 General

The Environmental Management Action Plan (EMP) is required to ensure managing environment impacts within acceptable limits in addition to environmental enhancement during construction and operational phases. EMP is location and time specific. In general, PWD, Rajasthan (with assistance from Contractor/Concessionaire and Monitoring Consultant) is the responsible entity for ensuring that the mitigation measures are carried out. Impact mitigation measures are provided under in Annexure 9.1. The list provides reference (MoRT&H specification), implementing organization and responsible entity.

9.2 Specific Activities by Contractor/Concessionaire and Monitoring Consultant

The role of PWD NH division in the implementation of EMP involves the following activities:

NOC from Rajasthan State Pollution Control Board under Air and Water Act by Contractor/Concessionaire

Permission from Forest / District Administrative Department for felling of trees by Contractor/Concessionaire.

Supervision of implementations of EMP through Contractor/Concessionaire and Monitoring Consultant

9.3 Specific Activities by Concessionaire/Contractor

The activities to be performed by the Concessionaire/contractor to implement the EMP shall comprise the following:

Confirm the Tree Cutting Schedule based on the final design and provide the same to PWD

Felling of trees after PWD secures Forest Department’s/ District Administrative Department’s permissions

Selection of material sources (quarry, water, sand etc).

Selection, design and layout of construction areas, hot mix and batching plants, labour camps etc.

Apply for and obtain all the necessary clearances from the agencies concerned after finalizing the locations of the sites.

Planning traffic diversions and detours including arrangements for temporary land utilization on lease basis

Plant and maintain of flowering, shade, medicinal, ornamental & fruit bearing trees in suitable area for the entire duration of the contract period

Planting and maintenance of ornamental, medicinal & flowering plants and shrubs for the entire duration of the contract period

9.4 Site Specific Management Plan

9.4.1 Cultural Properties

The relocation & mitigation issue of the cultural properties directly or partially impacted shall be taken up in RAP. Where ever possible the Concessionaire/contractor shall try to enhance the aesthetic of the area.



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9.4.2 Sensitive Features

Noise barriers in the form of compound walls have been proposed.

The 3 educational institutes (Ch. 131.950, Ch 220+550, Ch 222+850) have direct impacts of the road widening so, relocation of the impacted school should be proposed.

6 Nos. of pond will be impacted due to proposed road. Elevated structures are proposed along the water body crossing.

In case wherein direct impact, new boundary wall which shall also act as noise barrier shall be constructed to a height of 2 m.

The Contractor/Concessionaire shall provide proper cautionary/information sign board or other facilities like barricading near schools & hospitals (if found necessary during construction)

9.4.3 Water Quality

Silt fencing at proper locations have been proposed

Oil Interceptor at Camp site have been proposed

9.4.4 Wildlife Movement Sections

Since no wildlife movement was reported in this project section. Hence no special management plan is required.

However, a record is to be maintained to store data in case any accidental killing happens.

9.4.5 Community properties

The relocation / rehabilitation of affected community resources shall be as per the RAP.

New bus bays and truck lay byes are proposed

9.5 Implementation of EMP

The Environmental Officer of the Concessionaire/Contractor should be available for the entire duration of the project. The Environmental Officer shall be primarily responsible for compliance of EMP. The Environmental Specialist of the Monitoring Consultant who should ideally be deployed for the entire duration shall monitor the compliance of the EMP. The key issues that require special attention along with the mitigations and enhancement measures to be implemented have been detailed in Annexure 9.1.

9.6 Environmental Monitoring Programme

The Environmental Monitoring Programme has been detailed out in Annexure 9.2 along with stipulated standards. Successful implementation of the Environmental Monitoring Program is contingent on the following:

The Monitoring Consultant to request the Concessionaire / Contractor to commence all the initial tests for monitoring of air, water quality, soil test and noise levels early in the contract to establish the 'base line' i.e. to assess the existing conditions prior to effects from the Construction activities being felt.

The Monitoring Consultant to request the Concessionaire / Contractor to submit for approval a proposed schedule of subsequent periodic tests to be carried out.

Monitoring by the Monitoring Consultant of all the environmental monitoring tests, and subsequent analysis of results.

Where indicated by testing results, and any other relevant on-site conditions, Monitoring



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Consultant to instruct the Concessionaire / Contractor to:

Modify the testing schedule (dates, frequency)

Modify (add to or delete) testing locations

Verify testing results with additional testing as/if required

Require recalibration of equipment, etc., as necessary

Request the Concessionaire / Contractor to stop, modify or defer specific construction equipment, processes, etc., as necessary, that are deemed to have contributed significantly to monitoring readings in excess of permissible environmental "safe" levels.

9.6.1 Monitoring of Earthworks Activities

Most of the environmental problems related to the construction works are anticipated to be associated with the earthworks, particularly for the Quarries and Borrow Areas. Details regarding the guidelines and procedures adopted to minimize the environmental impacts of opening, operating and closing of Quarries and Borrow Areas are presented in Annexure 5.1, 5.2, 5.3, 5.4, 5.5 & 5.6. Other environmental effects associated with the earthworks include the development of adequate temporary drainage to minimize detrimental effects (e.g. erosion) due to run-off, and safety aspects related to Works implementation.

9.6.2 Monitoring of Concessionaire / Contractor's Facilities, Plant and Equipment

All issues related to negative environmental impacts of the Concessionaire / Contractor's facilities; Plant and equipment are to be controlled through:

The Concessionaire / Contractor's self-imposed quality assurance plan

Regular / periodic inspection of the Concessionaire / Contractor’s plant and equipment

Monthly appraisal of the Concessionaire / Contractor.

Other environmental impacts are to be regularly identified and noted on the monthly appraisal inspection made to review all aspects of the Concessionaire / Contractor's operation. The Monitoring Consultant is to review all monthly appraisal reports, and instruct through team leader to the Concessionaire / Contractor to rectify all significant negative environmental impacts.



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9.7 Budget

The EMP cost has been presented in below table. The budgeted cost of EMP is Rs. 20.95 Cr.

Table 9-1: Project Road-Wise Environmental Budget

Item No.

Component Description Unit Quantity Unit cost

(INR)

Total cost (INR)

Detail Cost Cost in Crores

1 MITIGATION / ENHANCEMENT COST

1.1 Pre-construction Stage

1.1.1 Land

acquisition Covered in RAP Budget 0.00 0.000

1.1.2 Water Relocation and construction of affected hand pumps, water storage tanks, open wells, water taps, OHT etc. as per directions of the Engineer.

Covered in Utility Shifting Budget 0.00 0.000

1.2 Construction Stage

1.2.1

Horticulture

Compensatory Re-plantation to offset the loss of trees due to widening of the project corridor in accordance to the relevant forest laws (Minimum of 03 trees planted for every tree cut) including Plantation and maintenance at locations & as per directions of the forest department or administrative department

No. 90741 1,500.00

13,61,11,500.00 13.611

1.2.2

1.2.3 Tree guard/Wire fencing/other for protection of plantation No. 90741 500.00

4,53,70,500.00 4.537

1.2.4

Landscaping and aesthetics of junctions and at other loactions as per design, drawings and direction of the Environmental Engineer / Environmental Specialist of the Engineer

LS - 5,00,000.00

5,00,000.00 0.050

1.2.5 Slope /

Embankment protection

Turfing of embankment with grasses and herbs. sq.m. (Covered in Engineering

Cost) 0.00 0.000

1.2.6 Soil & Ground

Water

Providing Oil Interceptors as per design and drawing at vehicle parking areas and as per directions of the Environmental Specialist / Environmental Engineer of the Engineer.

Nos. 5 30,000.00

1,50,000.00 0.015

1.2.7 Surface Water Silt Fencing for Water Bodies adjacent to the road running 540 1,100.00 0.059



179

Item No.


(INR)

Total cost (INR)


m 5,94,000.00

1.2.8 Cooking Fuel Cost of transport & distribution of cooking fuel to construction workers to prevent indiscriminate felling of trees

Months 24 20,000.00

4,80,000.00 0.048

1.2.9 Air Dust Management with sprinkling of water, covers for vehicles transporting construction material

Km 204.000 30,000.00

61,20,000.00 0.612

1.2.10 Noise Barrier

1) provision of and 2) Dismantleling and new construction of compund wall of noise sensitive features upto a height of total 2m above ground level complete in all respect as per Technical Specifications and as per the direction of the Engineer.

running m

400 8,000.00

32,00,000.00 0.320

1.2.11 Solid Waste

Disposal

Disposal of Sewage and other wastes in the construction yard and labour camps as per directions of the Environmental Specialist / Environmental Engineer of the Engineer.

Month 24 15,000.00 360000.00 0.036

1.2.12 Cultural

properties Relocation of cultural properties Covered in RAP Budget 0.000

1.2.13 Roadside amenities

Construction of Bus Bays Covered in Engineering Cost 0.00 0.000

1.2.14

Wildlife

Signage – Information (size 900 x 1800 mm) including lettering as per IRC code: as per the direction of Environmental Specialist / Environmental Engineer of the Engineer

No 0 25000 0.00 0.000

1.2.15

Signage – Information (size 1200 x 600 mm) including lettering as per IRC code as per the direction of Environmental Specialist / Environmental Engineer of the Engineer

No 0 15000 0.00 0.000

1.2.16 Cautionary/ Warning signs ( 900 mm Eq. triangle) as per IRC code: as per the direction of Environmental Specialist / Environmental Engineer of the Engineer

No 0 6000 0.00 0.000

1.2.17

Mandatory / Regulatory sign (60 cm circular) as per IRC code: for entire section of project road for every 2 Km at alternate side / as per the direction of Environmental Specialist / Environmental Engineer of the Engineer

No 0 5000 0.00 0.000



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Item No.


(INR)

Total cost (INR)


TOTAL MITIGATION / ENHANCEMENT COST 19,28,86,000.00 19.289

2 MONITORING COST

2.1 Construction Stage

2.1.1

Air

Sampling and monitoring ambient Air Quality and gaseous pollutants as per CPCB Standard Procedures at 25 locations including approved hot mix plant locations, sensitive area and chainages as per direction by Environmental Specialist / Environmental Engineer of the Monitoring Consultant for three seasons a year for 3 years as per the Monitoring Plan given in EMP

No. of Samples

360 2,000.00

7,20,000.00 0.072

2.1.2 Analysis charges of Ambient air from samples collected for parameters as per AAQ Standards Notification, 2009 and CPCB manual.

No. of Samples

360 4,000.00

14,40,000.00 0.144

2.1.3

Water Quality

Collection of grab samples of water quality at 10 locations at chainages identified by the engineer for 3 years (twice a year) in pre & post monsoon seasons as per the Monitoring Plan given in EMP /as per direction of Environmental Specialist / Environmental Engineer of the Monitoring Consultant

No. of Samples

40 400.00

16,000.00 0.002

2.1.4

Analysis of water quality at locations in the monitoring plan for pH, Turbidity, total solids, turbidity COD, BOD, DO, Chlorides, Hardness, Oil & Grease, TSS, TDS, Total Coliform, Iron, Fluorides, Nitrates, E. coli, Total coliform and faecal coliform as specified in "Standard Methods for Examination of Water and Wastewater" published by WEF, AWWA and APHA as per direction of Environmental Specialist / Environmental Engineer of the Engineer and as per MoEF rate list.

No. of Samples

40 6,000.00

2,40,000.00 0.024

2.1.5 Noise

Monitoring Noise level at Equipment Yards, Sensitive area and Settlements using hand held noise meters at 10 locations at chainages identified by the Engineer as per directions of Environmental Specialist / Environmental Engineer of the Monitoring Consultant for three seasons in a year for 3 years as per the Monitoring Plan given in

Nos. 16 1,500.00

24,000.00 0.002



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Item No.


(INR)

Total cost (INR)


EMP

2.1.6 Soil

Monitoring Soil at 5 locations at chainages identified by the Engineer as per directions of Environmental Specialist / Environmental Engineer of the Monitoring Consultant for twice a year for 3 years as per the Monitoring Plan given in EMP

Nos. 40 2,000.00

80,000.00 0.008

2.1.7 Transportation

Cost Transportation cost for monitoring of noise, air and water during construction period

L.S. - 1,50,000.00 1,50,000.00 0.015

2.1.8 Environmental Enhancement

LS 0.00 0.00 0.000

2.2 Operation Stage

2.2.1

Air

Sampling and monitoring ambient Air Quality and gaseous pollutants as per CPCB Standard Procedures at 2 locations including sensitive area and chainages as per direction by Environmental Specialist of Consultant for once in a month for 3 months x 3 season in every alternate year for 2 years

No. of Samples

120 2,000.00

2,40,000.00 0.024

2.2.2

Analysis charges of Ambient air from samples collected for parameters as per AAQ Standards Notification, 2009 in consultations and directions of the Consultant and PWD as per MoEF charges.

No. of Samples

120 4,000.00

4,80,000.00 0.048

2.2.3

Water Quality

Collection of grab samples of water quality at 5 locations at chainages for twice a year in pre & post monsoon seasons in every alternate year for 2 years as per direction of Environmental Specialist / Environmental Engineer of the Consultant

No. of Samples

100 400.00

40,000.00 0.004

2.2.4

Analysis of water quality at locations in the monitoring plan for pH, Turbidity, total solids, COD, BOD, DO, Chlorides, Hardness, Oil & Grease, TSS, TDS, Total Coliform, Iron, Fluorides, Nitrates, E. coli, Total coliform and faecal coliform etc. as specified in "Standard Methods for Examination of Water and Wastewater" published by WEF, AWWA and APHA as per direction of Environmental Specialist / Environmental Engineer of the

No. of Samples

100 6,000.00

6,00,000.00 0.060



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Item No.


(INR)

Total cost (INR)


Consultant and as per MoEFCC rate list.

2.2.5 Noise

Monitoring Noise level at Sensitive area and Settlements using hand held noise meters at 10 locations for once a year for every alternate year for 2 years as per directions of Environmental Specialist / Environmental Engineer of the Monitoring Consultant

Nos. 40 1,500.00 2,25,000.00 0.023

2.2.6 Soil

Monitoring Soil at 5 locations at chainages identified by the Engineer as per directions of Environmental Specialist / Environmental Engineer of the Engineer for once a year for 2 year as per the Monitoring Plan given in EMP

Nos. 30 2,000.00

60,000.00 0.006

2.2.7 Transportation

Cost

Transportation cost for monitoring of noise, air and water during operation period for 2 years considering every alternate year.

L.S. - 50,000.00 50,000.00 0.005

TOTAL MONITORING COST 43,65,000.00 0.437

3 MISCELLANEOUS COST

3.1 Training Capacity Development of Env. Cell Execution team L.S. - 10,00,000.00 10,00,000.00 0.100

3.2 Advocacy and Policy Making

Holding meetings for policy planning and subsequent review meetings with Revenue Department, Forest Department, local representatives, NGOs, etc. regarding development controls.

Year 12 15,000.00 1,80,000.00 0.018

3.3

Administrative Charges including logistics

Maintenance of vehicle with the Environment Cell, Data processing, administrative support, stationery etc.

Months 24 35,000.00 8,40,000.00 0.084

3.4 Miscellaneous Items

Digital Camera for the Environment Cell No. 1 5,000.00 5,000.00 0.001

3.5 Portable sound level meter No. 1 2,50,000.00 2,50,000.00 0.025

TOTAL MISCELLANEOUS COST 22,75,000.00 0.228

TOTAL COST 19,95,26,000.00 19.953

Contingency @ 5% on Total Environmental Cost 9976300.00 0.998

GRAND TOTAL 209502300.00 20.950

Rate per kilometer 1026972.06 0.10



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9.8 Corporate Environmental Responsibility (CER)

Particulars Area specific expensex Unit Budget (INR)

Health & wellness Provision for fulfillment of PHC Requirements in 9 Tehsil 9 Tehsil 4500000

Education Awareness regarding Environment & Social Concern on quarterly basis in 9 Tehsil 36 1800000

Skill development, Deploy Environmental Engineer by contractor for Awareness’ regarding Road Safety and Uses of PPE and other environmental Aspects. Skill up gradation of the communities in identified tehsils.

4 2400000

Roads Approach road near Junction (05 nos.) as per Bid Documents 5 0

Infrastructure creation for drinking water supply and its

safe handling.

Water testing kits, Demonstration, Awareness and prevention of water borne diseases, safe handling of drinking water through water and sanitation committees of Panchayats

9 4500000

Electrification including solar power

Installation of Solar Panel and LED Bulb near Project road crossing at 5 junction 5 2500000

Solid waste management facilities

Collection, Segregation, Transportation and Disposal of Solid waste from nearby village and Municiple area. (Provision of Solid waste collection Vehicle)

9 4500000

Rain water harvesting Provision of Rain water Harvesting at 500 mtr at each side in 204 x2=408 km 408 18360000

Avenue plantation

Planting of flowering, shade, medicinal, ornamental & fruit bearing trees in suitable area @ 1584 numbers per Km. ( As per Letter No. NHAI/GHD/02/01/02-22/2016/50 Dated 17.01.2018) and Green Highways (Plantation & Maintenance) Policy-2015 in rural areas and its maintenance.

255000 382500000

Plantation in community areas Fruit bearing trees plantation in community area (162 Village*100 fruit bearing tree per village) and distribution of sapling of fruit bearing trees to the rural people in affected project areas.

16200 8100000

Other Expenditures Miscellaneous 1000000

Total 430160000



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10 EXECUTIVE SUMMARY

The Project shall start from Haryana - Rajasthan Boarder at Chainage 79.394 km (27°39'13.12"N,

76°57'46.62"E) near Firozpur Jhirka and traverses entirely through plain / rolling terrain in Rajasthan

state and ends near Itawa village at Chainage 284.000 (26°01'57.27"N 76°15'42.06"E) km of Sawai

Madhopur district, in the state of Rajasthan. Total length of the proposed Section is about 204.606

Km.

The project proponent for the Project is National Highways Authority of India (NHAI).

10.1 Need of The Project

The Project is a part of the proposed 8-lane access-controlled Greenfield Delhi-Mumbai highway

corridor (~1,335 km) interlinking different State & National highways while connecting Delhi to

Mumbai. The Project is planned as ambitious high-speed corridors which provide high speed

connectivity between states of North India and states of West & South India, more importantly

giving a reliable access to the country’s prominent economic and social hubs like Mumbai, Delhi,

Vadodara, Jaipur, Kota etc.

The proposed highway will provide better connectivity to several towns and cities viz. Gurgaon,

Alwar, Dausa, Sawai Madhopur, Bundi, Kota and give an infrastructure fillip to the states of Delhi,

Haryana, Rajasthan, Gujarat, Madhya Pradesh and Maharashtra.

At present, the connectivity between Delhi and Mumbai is either via NH-48 or via NH-19 & NH-47,

which are 4/6 lane. The new proposed highway shall bring down the travel distance by

approximately 95 Km (as compared to alternate routes) and result in time savings of over 2 hours.

Moreover, the new expressway facility is access controlled and hence will provide good riding

quality, better safety, and a reliable infrastructure. All of these elements will result in cost savings

and efficiency improvement.

10.2 Project Area

The project falls under district of Alwar, Dausa and Sawai Madhopur in the state of Rajasthan.

10.3 Environmental Impact Assessment (EIA) Study

The study methodology for the EIA employs a simplistic approach in which the important

environmental issues have been identified before initiation of the baseline study. Based on the

identification baseline data was collected during the study period from March to May 2018. This

data has analyzed to predict and quantify the impacts and suggest best suited mitigation measure to

mitigate the identified impacts.

10.4 Policy, Legal and Administrative Framework

As part of the project execution, developer shall take the following clearances and NOCs:



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The proposed project is a development of New National highway, Hence Environmental

Clearance will be required under the purview of EIA Notification 2006 & amended thereof.

Diversion of forest land will be required under purview of Forest (Conservation) Act, 1980.

Prior permission for tree felling need to be obtained from Forest dept. /District Authorities.

Need of land acquisition is envisaged to accommodate the proposed development

Affected households shall be compensated as per entitlement matrix based on Right to Fair

Compensation and Transparency in Land Acquisition, Rehabilitation & Resettlement Act

2013.

NOC and Consents under Air & Water Acts for establishing and operating the “Construction

Camps” from Rajasthan State Pollution Control Board

NOC under the Hazardous And Other Wastes (Management and Trans-boundary Movement)

Rules, 2016 from SPCB

PUC certificate for use of vehicles for construction from Transport department

NOC for ground water extraction for construction and allied works from Central Ground

Water Board/Authority

Apart from the above clearances, developer also has to comply with the following:

Clearance of monitoring consultant for location and layout of Worker’s Camp, Equipment

yard and Storage yard.

Clearance of monitoring consultant for Traffic Management Plan for each section of the

route after it has been handed over for construction.

An Emergency Action Plan shall be prepared by the Contractor and approved by the

Monitoring consultant for accidents responding to involving fuel & lubricants before the

construction starts.

10.5 Baseline Environmental Profile

10.5.1 Physical Environment

Physical environmental components along the project road are described below.

Climatology

Rajasthan state has divided into five climatic regions on the basis of rainfall and temperature

variations. The project area lies in semi-arid region of the state. The region is characterized by low

and highly variable rainfall. It is characterized by very hot summer and very cold winters with fairly

good rainfall during south west monsoon period

Physiography and Terrain

Rajasthan has fairly mature topography developed during the long period of denudation and erosion. The proposed alignment follows mostly plain and rolling terrain. Elevation varies from about 219 m above MSL to 350 m above MSL. Proposed alignment mostly passes through the agricultural and barren lands with patches of habitation & forest areas. Some settlement areas are also located in close vicinity of proposed alignment.

Geology



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Alwar, Bharatpur and Sawai Madhopur districts endowed with a number of non-metallic minerals

out of which garnet, Silica sand, quartz and soap are found in abundance. Besides these minerals,

felspar, mica and corundum are also found but in small quantities.

Primary minerals found in the Dausa district are silica sand, soap stone, dolomite and quartzite,

whereas in secondary minerals - missionary stones, kankar, bajri, marble block, kharda, patti-katla

slate stone and bricks are found.

Soil

Soil of the Alwar, Dausa and Sawai Madhopur districts is Brown loamy suitable for production of

rapeseed and mustard and wheat. The soil quality analysis results shows that soils are slightly

alkaline to neutral in nature and moisture content represents dry nature of soil. The soils do not

show any contamination with toxic and heavy metals.

Ambient Air Quality (AAQ)

Ambient air quality monitoring has been done at evenly distributed 12 locations along the proposed

alignment. The results indicate that all air quality parameters are within the standards specified in

the NAAQS.

Ambient Noise Level (ANL)

Noise monitoring has been carried out once during the entire study period at 12 locations along the

alignment for a period of 24 hours. Day & Night time Leq has been computed from the hourly Leq

values as per standards. Results shows that Leq day time varies from 46.56 dB(A) to 51.8 dB(A) and

leq night time varies from 33.4 dB(A) to 38.35 dB(A).

Surface Water

Surface water quality of the entire project stretch has been monitored as per the parameters laid

down by Central Pollution Control Board for surface water quality criteria classes A, B, C, D & E at 4

locations along the proposed alignment.

Ground Water

Keeping in view the importance of ground water to the local population, nine representative ground

water sampling locations were identified and analyzed for assessment of ground water quality. The

water was analyzed in a laboratory and the result was compared against IS 10,500: 2012 for drinking

water standards.

10.5.2 Biological Environment

Forest

The recorded forest area of the state is 32,737 SQM, which is 9.57% of its geographical area. About 28 ha of forest land will be required for the proposed project. Out of total project length, this is passing through about 3.15 km in the forest area under Alwar, Dausa and Sawai Madhopur forest divisions.

Protected Areas / Eco-sensitive Zones/ Animal Corridor

No Wildlife Sanctuary or National Park is located within 10.0 km radius of the proposed alignment.

The proposal alignment is having sufficient distance (>10 Km) from protected areas. Ranthambore



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National Park and Sawai Madhopur WLS are about 13.90 km & 11.3 km away from the project road

respectively.

Flora & Fauna

The vegetation of Alwar district correspondent to northern tropical dry deciduas forest and northern tropical thorn forest. (Champion & Seth 1986). During the field visit Babul, Kikar, Khejri, Ker and Aak are commonly found in the area.

Alwar forests is rich in wildlife antelope, ravine deer and the usual small animals are found while tigers, hyaenas, leopards and sambhar are found in the hilly parts of the area. Among the reptiles lizards and snakes are commonly found in the area

Dausa District

Dausa district falls under Indus plains floristic region of India. Each region has its distinctive species. Subsidiary edaphic types of dry tropical forests are found in the district. Common tree species found in area are Babul, Adoosa, Karaya, Khejra, Gular, Shisham, Kher and Pilu.

The Dausa district falls under oriental faunal region. Monkey, lemur (langoor), panther, black buck & the peafowl are commonly seen in the area.

Sawai Madhopur District

The forest in Sawai Madhopur unevenly distributed over the hilly areas. The important trees found in the Sawai Madhopur are Aam, Aranja, Dhok, Jamun, Koulassi, Neem, Pipal and Tendu.

Sawai Madhopur area pulsates with innumerable, huge mass of animals, birds, reptiles, fish, tiger, leopard or panther, wild dog (Dhole), Sambhar, Nil Gai, chital, chinkara, wild pigs and sloth bear are found commonly.

The birds found in the area are peafowl, doves, parakeets, owls, egrets, pond herons, gray and purple herons, storks, whistling teal, nukta, comb-duck chuckle teal, spot bill and coots.

10.5.3 Social Environment

Census Profile

As per census 2011, the state of Rajasthan having 6.9 Cr population, it is witnessed an increase of 1.2

Cr from 2001 population. This is significant to note that Kota district shows the highest decennial

growth rate of 24.37% followed by Dausa (23.54%), Alwar (22.82%), Bharatpur (21.35%) and lowest

is Sawai Madhopur 19.56% in the period 2001-2011.

Workforce in Project area

The people in the villages are mostly engaged in the agricultural work and economy is largely based on agricultural activities. Some people are also working as a laborer in nearby area.

Educational Institutes

There are 11 Schools located along the project road. Out of 11 school only 5 school are affected due to proposed project.

Cultural Properties

There are about 57 Cultural & Religious (Temple) Properties have been observed along the project road section.



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10.6 Public Interactions & Consultation

Public Interactions & consultations were conducted during the project preparations. The main purpose of these consultations was to know the community’s reaction to the perceived impact of proposed project on the people at individual and settlement level.

10.7 Potential Environmental Impacts

The environmental components are mainly impacted during the construction and operational stages of the project and have to be mitigated for and incorporated in the engineering design. Environmental mitigation measures represent the project’s endeavor to reduce its environmental footprint to the minimum possible. These are conscious efforts from the project to reduce undesirable environmental impacts of the proposed activities and offset these to the degree practicable. Enhancement measures are project’s efforts to gain acceptability in its area of influence. They reflect the pro-active approach of the project towards environmental management.

10.7.1 Impacts on Climate

Slight change in the micro-climate of the area is expected due to Heat Island Effect as unpaved area

will be converted into the paved road. However, Impact on the climate conditions from the

proposed road project widening will not be significant in long run as deforestation and / or removal

of vegetation will be compensated by compensatory plantation to the tune of double the area

denuded.

10.7.2 Impact on Air Quality

There will be rise in PM levels during the construction activities, which shall again be within

prescribed limit after the construction activities are over. The level of CO is likely to be increase,

however level shall remain within prescribed standards.

10.7.3 Impact on Noise Levels

The area is likely to experience an increment in noise level due to increase in vehicle density after

road strengthening. Locations of sensitive receptors were identified and noise barriers in the form of

compound wall are proposed at these locations to mitigate the noise level up to acceptable levels.

10.7.4 Impact on Water Resources and Quality

The construction and operation of the proposed project roads will not have any major impacts on

the surface water and the ground water quality in the area. Design made to avoid physical loss to the

water bodies to the extent possible.

Contamination to water bodies may result due to spilling of construction materials, oil, grease, fuel

and paint in the equipment yards and asphalt plants. This will be more prominent in case of

locations where the project road crosses rivers, nallahs, etc. Mitigation measures have been planned

to avoid contamination of these water bodies.

10.7.5 Impact on Ecological Resources

Trees within ROW are likely to be affected due to the proposed development leading temporally loss

of micro ecosystem. However, on the long run the impacts will be compensated in terms of

compensatory afforestation and avenue plantation. The proposed alignment is passing through the

forest area; hence forest clearance will be required for the proposed project.



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10.7.6 Impact on Land

During the construction of the proposed project, the topography will change due to cuts & fills for

project road and construction of project related structures etc. Provision of construction yard for

material handling will also alter the existing topography. The change in topography will also be due

to the probable induced developments of the project. Land acquisition is proposed at realignment

and bypass locations

10.8 Analysis Of Alternatives

Detailed analyses of the alternatives have been conducted taking into account both with and

without project. The proposed strengthening of the road is likely to have a positive impact on the

economic value of the region. However, there are certain environment and social issue, these needs

to be mitigated for sustainable development.

10.9 Mitigation Avoidance & Enhancement Measures

Mitigation and enhancement measures have been planned for identified adverse environmental

impacts. The construction workers camp will be located at least 500 m away from nearby

habitations. Construction yard, hot mix plants, etc. will also be located more than 500 m away from

habitations and in downwind directions. Existing cross drainage structures have been planned to

maintain for proper cross drainage. In order to compensate negative impacts on flora due to cutting

of trees the project plans compensatory plantation in the ratio of 1:2 i.e. for every tree to be cut,

two trees will be planted. The project shall also witness the plantation of trees for providing

aesthetic beauty and shade. As the space for compensatory afforestation might not be adequate

along the project road, this plantation shall be taken up by the forest department, after payment of

the cost for raising and maintaining the saplings for three years. The project will take an opportunity

to provide environmental enhancement measures to improve aesthetics in the project area. The

planned environmental enhancement measures include plantation in available clear space in ROW,

enhancement of water bodies etc. In order to avoid contamination of water bodies during

construction Silt fencing, oil interceptors at storage areas and at construction yard have been

proposed.

10.10 Institutional Requirements & Environmental Monitoring Plan

The responsibility of implementing the mitigation measures lies with Environment Team duly

appointed by the Contractor/Concessionaire. The overall supervision of Environmental monitoring

works during construction and operation stage shall be carried out by NHAI with the help of the

Monitoring Consultant.

To mitigate the potential negative impacts of proposed development and measurement the

performance of mitigation measures, an Environmental Monitoring and Management Plan is

developed. The formulation of an appropriate environmental monitoring plan and its diligent

implementation are keys to overall success for the project.

10.11 Environmental Management Plan

Project specific environmental management plan have been prepared for ensuring the

implementation of the proposed measures during construction phase of the project,



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implementation and supervision responsibilities. The cost for environmental management during

construction has been indicated in EMP. The project impacts and management plan suggested

thereof are summarized in next section.

10.12 Environment Impact & Management Matrix

Table 10-1: Environment Impact & Management Matrix Particulars Stages Potential Impacts Mitigation Measures

Physiographic Environment

Topography Preconstruction & Construction

Slight changes are expected due to widening and improvement of the road

Impacts are marginal, but permanent.

Proper planning to keep the land reformation upto bare minimum

No new quarry for the project

Geology Preconstruction & Construction

Impacts are moderate because of extraction of sand

No mitigation measure is required.

Climate

Temperature/Rain fall/Humidity

Preconstruction & Construction

Tree felling will have an impact of micro-climate of the area

Heat island effect due to increase in paved roads

Low spatially restricted short-term impact

Compensatory afforestation of double of the trees to be cut

With the proposed avenue plantation scheme, the micro climate of the project corridor will be smoothening

Land

Loss of Forest & Trees Design,


Diversion of Forest & Conservation Reserve Land

Forest & WL Clearance to be obtained

Recommendation of concerned authorities must be followed

Payment of NPV & Compensatory Afforestation

Loss of Other Land Design,


Loss of Property & Livelihood

Compensation as per RAP

Induced Development


Insignificant change in the land use pattern

Civil authorities to plan and guide any induced development using the prevailing regulatory framework

Soil

Soil Erosion Preconstruction, Construction &

Operation

In Road slopes and spoils

Erosion in excavated areas

Embankment protection through pitching & turfing

Regular water sprinkling in excavated areas

Contamination of Soil Preconstruction, Construction &

Operation

Scarified bitumen wastes

Oil and diesel spills

Emulsion sprayer and

Hazardous And Other Wastes (Management and Trans-boundary Movement) Rules, 2016



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Particulars Stages Potential Impacts Mitigation Measures

laying of hot mix

Production of hot mix and rejected materials

Residential facilities for the labour and officers

Oil Interceptor will be provided in storage areas for accidental spill of oil and diesel

Rejected material to be laid as directed by monitoring consultant.

Septic tank to be constructed for waste disposal.

Water

Impact on Water Resource

Design, Preconstruction, Construction &

Operation

Depletion of ground water recharge

Contamination from fuel and lubricants & waste disposal in camp area

Contamination of surface water system due to run-off from road construction area

Provision of Storage/harvesting structure of water, wherever feasible

Oil Interceptor and Septic tank in construction camp

Enforcement of Hazardous And Other Wastes (Management and Trans-boundary Movement) Rules, 2016

Both side drain facility to suitably divert the run-off from roads

Air

Dust generation Preconstruction&

Construction

Shifting of utilities, removal of trees & vegetation, transportation of material

Regular Sprinkling of Water

Fine materials to be completely covered, during transport and stocking.

Hot mix plant to be installed in down wind direction with at least 500m distance from nearby settlement.

Regular monitoring of particulate matter in Ambient Air

Gaseous pollutants Preconstruction, Construction &

Operation

Operation of Hot mix plant and vehicle operation for material transportation

Air pollution Norms will be enforced.

Only PUC certified vehicle shall be deployed

Labourers will be provided with mask.

Regular gaseous pollution monitoring in ambient air

Ambient air quality Operation Air pollution from traffic

CO level is likely to increase

Compliance with statuary regulatory requirements

Noise

Pre-Construction Activity

Pre-Construction

Man, material and machinery movements

Establishment of labour camps, onsite offices, stock yards and

No Horn Zone sign, Speed Barriers near sensitive receptors

Camps will be setup more than 500m away from settlements.



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Particulars Stages Potential Impacts Mitigation Measures

construction plants

Construction Activity Construction

Operation of high noise equipment like hot mix plant, diesel generators etc.

Community residing near to the work zones.

Camp will be setup more than 500m away from the settlements, in down wind direction.

Noise pollution regulation to be monitored and enforced.

Operation Stage Operation Indiscriminate blowing

of horn near sensitive area

Restriction on use of horns

No Horn Zone sign.

Ecology

Flora Preconstruction,

Construction

Loss of vegetation cover

Felling of 1058 nos. of trees

Felling of only unavoidable trees

Compensatory Afforestation in the ratio of 1:10

Fauna Preconstruction, Construction &

Operation

Loss of insect, avian and small mammalian species due to felling of trees

Accidental run over

Compensatory Afforestation

Speed breaker, Signage and limit in sensitive areas

Social

Socio Environment Design,


Loss of Property & Livelihood

Loss of CPRs, Religious Structures

Compensation as per RAP

Relocation of CPRs, Religious Structures to suitable place

Public Health and Road Safety

Health and safety Preconstruction,

Construction & Operation

Psychological impacts on project affected people

Migration of worker may lead to sanitation problem creating congenial condition for disease vectors

Discomfort arising of air and noise pollution

Hazards of accident

Continued consultation with PAPs and the competent authority for speedier settlements of appropriate compensation package and resettlement.

Ensuring sanitary measures at construction camp to prevent water borne disease and vector borne disease.

Provision for appropriate personal protective equipments like earplugs, gloves gumboot, and mask to the work force.

Safe traffic management at construction area.

Drive slow sign and speed barriers near community facilities like school, hospital, etc.

10.13 Conclusions

Based on the EIA study and surveys conducted for the Project, it can be safely concluded that

associated potential adverse environmental impacts can be mitigated to an acceptable level by

adequate implementation of the measures as stated in the EIA Report. Adequate provisions shall be



193

made in the Project to cover the environmental mitigation and monitoring requirements, and their

associated costs as suggested in environmental budget. The proposed project shall improve Road

efficiency and bring economic growth. In terms of air and noise quality, the project shall bring

considerable improvement to possible exposure levels to population.



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11 DISCLOSURE OF CONSULTANT

Declaration by Experts contributing to the Environment Impact Assessment Study for Development of 8 lanes (Greenfield Expressway) from Firozpur Jhirka (Ch. 79.394 Km) to Itawa (Ch. 284.000 Km) Section of NH-148 N (Total length 204.606 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan.

I, hereby, certify that we were part of the EIA team in the following capacity that developed the above EIA.

Signature :

Name of EIA Coordinator : Dr. R.K.Singh

Date : 12.11.2018

Period of Involvement : February, 2018 to till date

Contact Information : Dr. R.K.Singh

General. Manager

Feedback Infra Pvt. Ltd.

15th Floor, Tower 9B,

DLF Cyber City Phase III, Gurgaon

Functional Area Experts:

S. No.

Functional Areas

Name of the expert/s

Involvement

(Period & Task) Signature & Date

1 AP Dr. R. K. Singh/ Navneet Kumar

February, 2018 to till date

Task: a) Preparation of Scope for baseline

study b) Crosschecking of monitoring c) Impact assessment for air quality d) Mitigation measures for air pollution



195

S. No.

Functional Areas


Involvement


2 SE

Dr. Gandikota Ananda /

Munna Kumar


Task: a) Socio-economic survey of the area b) Impact on inhabitants c) Management plan

3 EB Arijit Choudhury


Task: a) Ecology & biodiversity survey of the

study area b) Preparation of inventory of flora and

fauna c) Consultation with institutional and

community d) Impact and mitigation measures for

ecology

4 HG Aruna

Tageja/Dinesh Kumar Verma


Task: a) Review of Hydro- geological pattern

of the area b) Assessment of project impacts c) Development of Management plan

5 Noise /

Vibration

Saurabh Kumar Garg /

Arijit Choudhury


Task a) Noise monitoring scoping b) Noise impact analysis c) Preparation of management plan

6 RH Pintu Kumar


Task: a) Hazard Identification b) Risk Assessment c) Preparation of management plan

7 WP Pintu Kumar


Task: a) preparation of Scope for baseline

study b) Crosschecking of monitoring c) Impact assessment for water quality d) Mitigation measures for water

pollution



196

S. No.

Functional Areas


Involvement


8 AQ Pintu Kumar/

Saurabh Kumar Garg



study b) Crosschecking of monitoring c) Impact assessment for water quality d) Mitigation measures for water

pollution

9 SC Dr. Raj Kumar

Singh



study b) Crosschecking of monitoring c) Impact assessment for water quality d) Mitigation measures for Soil

pollution

10 LU Virender Kumar


Task: e) preparation various Land Use Map f) Crosschecking of Maps g) Impact assessment of Land USE h) Mitigation measures for land Use

11 Geo Salabh Saha

May, 2018 to till date

Task: i) Geological study of the project j) Impact assessment with respect to

Geological feature k) Mitigation measures with respect to

geology

12 SHW Saurabh Kumar

Garg


Task: l) Preparation of SHW Report m)Impact assessment for SHW n) Mitigation measures for water SHW

13 EIA Expert & Report Reviewer

Dr. Raj Kumar Singh


Task: a) Project Management b) Report Review

Declaration by the Head of the Accredited Consultant Organization / Authorized Person

I, Pranav Ranjan, hereby, confirm that the above-mentioned experts prepared the EIA for Declaration by Experts contributing to the Environment Impact Assessment Study for Declaration by Experts contributing to the Environment Impact Assessment Study for ‘Development of 8 lanes (Greenfield Expressway) from Firozpur Jhirka (Ch. 79.394 Km) to Itawa (Ch. 284.000 Km) Section of



197

NH-148 N (Total length 204.606 Km), Under BHARATMALA PRIYOJANA Lot-4/Pkg-4 in the state of Rajasthan.’. I also confirm that I shall be fully accountable for any mis-leading information mentioned in this statement.

Name: Pranav Ranjan

Designation: COO

Name of the EIA Consultant Organization: Feedback Infra Pvt. Ltd.

NABET Certificate No. & Issue Date: NABET/EIA/1518/RA0052 dated June12, 2017

S. No. Functional Area

Code Complete name of the Functional Areas

1. AP Air Pollution Monitoring, Prevention & Control

2. WP Water Pollution Monitoring, Prevention and Control

3. SE Socio-Economics

4. EB Ecology and Biodiversity

5. HG Hydrology, Ground Water & Water Conservation

6. NV Noise and Vibration

7. AQ Meteorology, air quality modeling & prediction

8. RH Risk Analysis and Hazard Management

9. GEO Geology

10. SHW Solid and Hazardous Waste Management

11. LU Land Use

12. SC Soil Conservation