2 Laning of NH223 Andaman Nicobar

FINAL ENVIRONMENTAL IMPACT ASSESSMENT REPORT
AND ENVIRONMENTAL MANAGEMENT PLAN

FOR REHABILITAION & UPGRADING
TO 2 LANE / 2 LANE PAVED SHOULDER CONFIGURATION
AND STRENGTHENING
OF PORTBLAIR – MAYABUNDER‐DIGLIPUR SECTION
FROM KM 0+000 TO KM 333+000 OF NH‐223
IN
UNION TERRITORY OF ANDAMAN & NICOBAR ISLAND
Department of Road Transport and Highways

Ministry of Road Transport & Highways
Government of India
Environment Consultant
Vardan Environet
(QCI/NABET Accredited Certificate No. NABET/EIA/1316/IA001)
D-142, Sushant Lok-III, Sector 57
Gurgaon (Haryana)
Mail ID: vardanenviro165@gmail.com
Contact No. 0124-4291036, 09899651342, 9810355569
Document No. 2015VM_100079_Final EIA
(October 2015)
Project: 2‐laning of NH‐223 (NH‐4) from Portblair – Diglipur (Km.0/000 to Km.333/000)
TABLE OF CONTENTS
Cha Title Page No.
pter
Table of Content
List of Tables
List of Figures
1.0 Introduction 1-5

1.0 Introduction 1
1.1 Purpose of the Report 1
1.2 Identification of project and project proponent 2
1.3 Regulatory Frame Work 3
1.4 Importance of Project to the Country and Region 4
1.5 Structure Of the Report 4
2.0 Project Description 6-29

2.0 Introduction 6
2.1 Type of the Project and Site Description 6
2.2 Project Location and Layout 6
2.3 Need for the Project 14
2.4 Project Objective 14
2.5 Project Approach For Environmental Studies 15
2.6 Corridor of Impact 16
2.6.1 Corridor of Impact (COI) and Right of Way (ROW) 16
2.7 Geotechnical Investigation For Bridges, Flyovers/Robs And Underpasses 17
2.8 Road Junctions 17
2.9 Inventory and Condition Survey Of Existing Culverts 17
2.10 Roadside Development and Villages 18
2.11 Bus Laybye, Truck Lay-Bye And Rest/Parking Areas 20
2.12 Traffic details per Route 21
2.12.1 Design Speed 21
2.12.2 Improvement Proposal 21
2.13 Road Construction Materials 26
2.14 Street Furniture 27
2.14.1 Realignments and Bypasses 29
2.15 Land Requirement 29
2.16 Water Requirement 29
2.17 Manpower Requirement
3.0 Analysis of Alternative Site 30-31

3.0 Analysis of Alternative 29
Document no. 2015_VH_10079_EIA Page | i

Cha Title Page No.

pter
4.0 Description of the Environment 32-68
4.0 Introduction 32
4.1 Study Area 32
4.2 Physical Environment 32
4.2.1 Location 32
4.2.2 Geology 33
4.2.3 Topography 33
4.2.4 Land Use 33
4.3 Water Environment 34
4.3.1 Surface Water 34
4.3.2 Conclusion 34
4.4 Micro Meteorology 42
4.4.1 Climate 42
4.5 Ambient Air Quality 43
4.5.1 Ambient Air Quality Monitoring 43
4.5.2 Baseline Data 46
4.5.3 Conclusion 49
4.6 Noise Environment 49
4.6.1 Noise Analysis within the Study Area 49
4.6.2 Conclusion 50
4.7 Land Environment 52
4.7.1 Soil Quality and Characteristics 52
4.7.2 Conclusion 54
4.8 Biological Environment 56
4.8.1 Description of Biodiversity in Andaman and Nikobar Island 57
4.8.1.1 Fauna 57
4.8.1.2 Marine 57
4.8.2 Coral Reefs 58
4.8.3 Management of biodiversity in Andaman and Nicobar Islands 59
4.8.4 Mangrove 60
4.9 Socio-Economic Environment 63
4.9.1 Demographic Profile 63
4.9.2 Schedule Tribes 64
4.9.3 Literacy Rate 65
4.9.4 Employment Pattern 66
4.9.5 Economic Development 68
4.9.5.1 Agriculture Pattern 68
5.0 Anticipated Environmental Impact and Mitigation Measures 69-89

5.0 Introduction 69
Document no. 2015_VH_10079_EIA Page | ii

Cha Title Page No.

pter
5.1 Impacts During Design/ Pre-Constructional Phase 70
5.1.1 Impact on Land Resources 70

5.1.2 Impact on People due to land acquisition and properties 71
5.1.3 Impacts on Other Assets 71
5.1.4 Landuse Change 72
5.1.5 Impact on Utilities 72
5.1.6 Impact on Roadside Trees 72
5.1.7 Impact on Forest Land 73
5.2 Impacts During Construction Phase 73
5.2.1 Impact on Land Resources 74
5.2.2 Impact on Soil 75
5.2.3 Impact on Water Resources 76
5.2.4 Impact on Water Quality 78
5.2.5 Impact on Ambient Air Quality 79
5.2.6 Impacts on Ambient Noise Level 81
5.2.7 Impact on Ecological Resources 84
5.2.8 Impact on Social Environment 84
5.3 Impacts During Operational Phase 86
5.3.1 Impacts on Water Quality and Resources 87
5.3.2 Impact on Air Quality 87
5.3.3 Impact on Noise Quality 88
5.3.4 Human Use Values 88
5.3.5 Road Safety 88
6.0 Environmental Monitoring Programme 90-100

6.0 Introduction 90
6.1 Performance Indicators (PIS) 90
6.1.2 Monitoring Parameters and Standards 9
7.0 Project Benefits 101-108

7.0 Introduction 101
7.1 Direct Benefits 101
Document no. 2015_VH_10079_EIA Page | iii
Cha Title Page No.

pter
7.2 Macro Level Benefits 101
7.3 Technological Benefits 101
7.4 Socio-Economic Benefits 102
7.5 Environmental Benefits 102
7.6 Environmental Cost Benefit Analysis 102

7.6.1 Unit Rates 103
7.7 Estimation of Project Costs 104
8.0 Environment Management Plan 109-138

8.1 Objective of EMP 109
9.0 Summary and Conclusion 139-142

9.1 Project Description 139
9.2 Analysis of Alternatives 140
9.3 Description of The Environment 140
9.4 Anticipated Environmental Impact 140
9.5 Environmental Monitoring Program 140
9.6 Project Benefits 141
9.7 Environment Management Plan 141
9.8 Conclusion and recommendations 141
10.0 Disclosure of Consultants Engaged 143-144

10.1 Disclosure of Consultants Engaged 143
Document no. 2015_VH_10079_EIA Page | iv

LIST OF TABLE
Table No. Title Page No.

2.1 Sections of Project Road 7
1.2 Length of the Forest in Section-1 8
2.6 Existing Row 16
2.7 Major Intersection/Junction along the Project Road 17
2.8 Summary of Existing Culverts on the Project Road 17
2.9 Roadside Development & Villages along the Project Road 18
2.10 Average Daily Traffic (ADT) on Project Corridor by Location 22
2.11 Design Speed 19
2.12 Summary of Widening Proposal 24
2.13 Proposal for Realignment 24
2.14 Location of Proposed Retaining / Breast Walls 26
2.15 Raw Materials 27
2.16 Schedule of Typical Cross Sections 28
2.17 Water Requirement 29
4.1 Co-ordinates of Project Site 33
4.2 Land Use Pattern of the Study Area 35
4.3 Surface Water Sampling Locations 37
4.4 Surface Water Sampling Results 39
4.5 District-wise No. of rainy days & rainfall (mm) recorded 42
4.6 Procedures for Determining Various Air Quality Parameters 44
4.7 Air Quality Monitoring Locations 44
4.8 Ambient Air Quality Monitoring Results 47
4.9 Noise Monitoring Result 49
4.10 Soil Analysis Result 54
4.11 Status of marine mammals and reptiles in A and N Islands 56
4.12 Status of marine faunal groups in A and N Islands 60
4.13 Some major National Parks/ Wildlife Sanctuaries in A and N Islands 60
4.14 Mangrove Cover in Andaman and Nikobar Island 61
4.15 District-wise, Sex-wise & Rural/Urban-wise Population of 2001 Census & 63
2011 Census (P)
4.16 ST Population of Concern District in Project Area 64
4.17 Area wise male and female literate and Ill-literates of the project area 65
Document no. 2015_VH_10079_EIA Page | v

Table No. Title Page No.

4.18 Work Participation for the Main and Marginal Workers 66
4.19 Area, Production and Productivity of Major Crops Cultivated South and 68
N&M Andaman District
5.1 Water Requirement for Construction 77
5.2 Typical Noise Levels of Principal Construction Equipment during major 82
construction activity (Noise Level in dB(A) at 50 Feet)
6.1 Performance Indicators and Monitoring Plans for Project Implementation 91
6.2 Environmental Monitoring Plan 93
6.3 Estimation of Environmental Management Plan Cost 98
7.1 Summary of Cost Estimate 104
7.2 Details of Environmental Cost Benefit Analysis 107
8.1 Environmental Management Plan Matrix (EMP) 110
Document no. 2015_VH_10079_EIA Page | vi

LIST OF FIGURE
Figure Title Page No.

No.
2.1 Location Map of the Project Site 11
2.2 Linear Plan for Project Road 13
2.3 Photographs of Project Location 14
4.1 Methodology Used for Land use Classification and Mapping 34
4.2 Land Use Pattern of the Study Area 36
4.3 Water Quality Monitoring Locations 38
4.4 Water Quality Monitoring Locations 39
4.5 Air Quality Monitoring Locations 45
4.6 Air Quality Monitoring Photographs 46
4.7 Noise Level Monitoring Locations 51
4.8 Photographs of Noise Level Monitoring 52
4.9 Photographs of Soil Sampling 53
4.10 Soil sampling Locations 59
4.11 Coral Reefs found in A and N Island 60
4.12 Mangrove found in A and N Island 62
4.13 Male-Female population of project area 64
4.14 ST Male-Female population of project area 65
4.15 Literacy Rate of project area 66
4.16 Male-Female population of Main workers of project area 67
4.17 Male-Female population of Main workers of project area 68
Document no. 2015_VH_10079_EIA Page | vii

ABBREVIATIONS
S. No. Abbreviation Description
1 AADT Annual Average Daily Traffic
2 AAQ Ambient Air Quality
3 AMSL Above Mean Sea Level
4 BDL Below Detectable Level
5 BIS Bureau of Indian Standards
6 CD Cross Drainage
7 CO Carbon Monoxide
8 COI Corridor of Impact
9 CPCB Central Pollution Control Board
10 DPR Detailed Project Report
11 EAC Environmental Appraisal Committee
12 EIA Environmental Impact Assessment
13 EMP Environmental Management Plan
14 EPC Engineering Procurement & Construction
15 GoI Government of India
17 GWQ Ground Water Quality
19 HC Hydrocarbons
Document no. 2015_VH_10079_EIA Page |

viii
20 IC Independent Consultant
21 IMD Indian Meteorological Department
22 IRC Indian Road Congress
23 ILO International Labour Organisation
24 MoRTH Ministry of Road Transport & Highways
25 MoEF&CC Ministry of Environment, Forests and Climate Change
26 NAAQ National Ambient Air Quality
27 NH National Highway
28 NHAI National Highways Authority of India
29 NHDP National Highways Development Program
30 NOC No Objection Certificate
31 NOx Oxides of Nitrogen
32 NPR&R National Policy on Rehabilitation and Resettlement
33 PAP Project Affected Persons
34 PM Particulate Matter
35 PCU Passenger Car Unit
36 PIU Project Implementation Unit
37 PPE Personal Protective Equipments
38 PPP Public – Private - Partnership
39 R&R Rehabilitation and Resettlement
40 RAP Resettlement Action Plan
41 ROW Right of Way
42 SC Scheduled Caste
Document no. 2015_VH_10079_EIA Page | ix

43 SO2 Sulphur Dioxide
44 SPM Suspended Particulate Matter
45 SPCB State Pollution Control Board
46 SQ Soil Quality
47 ST Scheduled Tribe
48 SW Surface Water
49 VOC Vehicle Operating Cost
Document no. 2015_VH_10079_EIA Page | x

CHAPTER -1
INTRODUCTION
1.0 INTRODUCTION
The Department of Road Transport & Highways, Ministry of Shipping, Road Transport and
Highways, Government of India intends to undertake widening to 2-lane/2-lane with Paved
Shoulder and improvement of about 277 km length of National Highway-223 (renumbered as
NH- 4 in 2010) from Km 0.00 (Chidya Tapu) to Km 61.00, Km. 104.00 to Km. 142.00 and
Km. 155.00 to Km. 333.00 of NH-223 in the UT of Andaman & Nicobar Islands to augment
capacity of the highway, with enhanced safety features. The present EIA has been prepared for
this project.
1.1 PURPOSE OF THE REPORT
Road projects are meant for improving the quality of life for people and developing the country’s
economy. For all positive impacts of the road projects, there may be also some significant
detrimental impacts on nearby communities and natural environment. There may be impact on
properties of people, their livelihood and other social components. Similarly, there can be direct
or indirect impact on flora, fauna, water resources, land use etc. The environment has a limited
carrying capacity and it can only sustain a negative impact up to a level without further
degradation. Several systems, however, temporarily disturb it leading to a new balance in order to
re-establish the equilibrium between human activity and nature. But sensitive systems are not so
resilient to cope up with changes in physical and natural Environment, thus not only leading to
negative impact on them but also, socio-economic losses may occur. To account for all these
issues, environmental and social impact assessment is utmost necessary. These concerns for and
social issues in road projects have also become a part of legal requirements and for obtaining
financial support. Environmental considerations are therefore of prime importance in road
projects.
The purpose of the EIA report is to provide a coherent statement of the potential impacts of
proposed project and the measures that should be taken to establish the impacts and suggest
mitigation measures. It contains essential information for:
i. The proponent to implement the proposal in an environmentally and socially responsible
manner;
ii. The responsible authority to make an informed decision on the proposal, including the terms
and conditions that must be attached to an approval or authorization; and
iii. The public to understand the proposal and its likely impacts on people and the environment.
Document no. 2015_VH_10079_EIA 1

1.2 IDENTIFICATION OF PROJECT AND PROJECT PROPONENT

The Andaman Trunk Road (ATR) has been designated as NH-223 vide Ministry of Shipping,
Road Transport and Highways, Government of India Notification dated 25.08.2005 except the
Chainages between Km. 61 to 104 and Km. 142 to 155. Subsequently, the entire ATR situated
within the Union Territory of Andaman & Nicobar Islands was designated as NH-223 vide GOI
MOSRTH Notification dated 07.07.2008.
Shoulder and improvement of about 277 Km length of National Highway-223 (renumbered as
NH- 4 in 2010) from Km 0.00 (Chidya Tapu) to Km 61.00, Km. 104.00 to Km. 142.00 and Km.
155.00 to Km. 333.00 of NH-223 in the UT of Andaman & Nicobar Islands to augment capacity
of the highway, with enhanced safety features.
Considering the status as observed on ground after topographical survey, the following is
proposed:
(a) The Project Road stretches for NH‐223 where No work can be done in the Jarwa Reserve
Forest are:
i) Km. 59.400 to Km. 107.00 &
ii) Km.138.200 to Km. 155.00
The end point of the Jarwa Reserve Forest will remain same as mentioned above (indicated by
APWD) as no survey work can be under taken in these stretches. First Jarwa Reserve Forest area,
the end chainage will be kept as km 107. Second Jarwa Reserve Forest area, the end chainage will
be kept as Km. 155.00.
(b) As per GOI Notification dated 25.08.2005 the ATR has been designated as NH‐223. However
on ground the ATR terminates at Aerial Bay at Km.319.00. The project road from Km. 319.00
(End of ATR) to Km.333 (Foot Hill of Saddle Peak) is presently not the part of ATR, but it is a
rural road under village panchayats (length=11 Kms.) and another 2.5‐3.0 Kms. of rural road upto
Foot Hill of Saddle Peak is under construction by APWD.
The Project stretch starts from the southern end of the South Andaman Island at Km. 0/000 of
NH‐223 at a place named as Chidya Tapu (just adjacent to the forest rest house). This place is
famous for migratory birds. 2 Kms. ahead towards east is a sea beach named Mundapahar and
terminates at Km 333.00 (at the foothill of Saddle Peak).

1.3 REGULATORY FRAME WORK

The principal environmental regulatory agency in India is the Ministry of Environment, Forests
and Climate change (MoEF&CC), New Delhi. MoEF&CC formulates environmental policies and
accords environmental clearance for the projects.
It is important to note that the Central Government framed ‘umbrella legislation’, called the
Environment (Protection) Act, 1986 to broadly encompass and regulate an array of environmental
issues. The overall purpose of EPA is to establish an overall coherent policy and provide a basis
for the coordinated work of various government agencies with operational responsibility for the
environment and natural resources. This legislation also invests authorities with regulatory
powers to address specific issues affecting the environment. The Act does not allow any person to
establish an industry, operation or process that discharge or emit any environmental pollutant in
excess of standards prescribed under specific rules and notifications.
The Acts, Rules and Notifications applicable to environmental aspects of the construction and
operational phases of proposed Highway project is briefly described in the following sections:
Summary of Environmental Legislation for Proposed Project
i. Environment Impact Assessment Notification, dated 14th September 2006, as
amended on 1st December, 2009.
ii. Environment (Protection) Act, 1986
iii. Environment (Protection) Rules, 1986.
iv. Air (Prevention and Control of Pollution) Act, 1987 (as amended) with Rules.
v. Water (Prevention and Control of Pollution) Act, 1974 with Rules.
vi. Noise Pollution (Regulation and Control) Rules, 2006 (as amended).
vii. Forest Conservation Rules,2003
viii. The Wild Life (Protection) Amendment Act,2002
ix. The Municipal Solid Waste (Management and Handling) Rules, 2000.
x. The Public Liability Insurance Act, 1992 (as amended).
xi. The Motor Vehicle Act 1988
xii. Central Motor Vehicle Rules,1989
xiii. The Ancient Monuments and Archeological Sites and Remain Act,1958
xiv. Environmental Guidelines and Norms set by Indian Roads Congress
xv. National Rehabilitation and Resettlement Policy (NPRR), 2007
xvi. The National Highway Act,1956

1.4 IMPORTANCE OF PROJECT TO THE COUNTRY AND REGION

Infrastructural development, particularly faster movement and transportation of goods in a
country like India, is a guiding factor for economic development. Proper transportation of goods
requires comprehensive transport systems and increasing road traffic requires better riding quality
of roads and uninterrupted movement. Hence it becomes necessary to develop new roads.
In the recent liberalized economic environment of India, transport system in general and road
transport in particular is considered to improve the international competitiveness of exports and
attract foreign investments. Considering the above benefits more attention is being given now to
road projects by national and multilateral funding agencies. The ongoing ambitious National
Highway Development Project (NHDP) of the Government of India and likewise massive
expansion of state roads and rural roads are indicative of road sector development in India. Such
engineering projects also accompany with attendant human and environmental problems which
need to be addressed and integrated to produce sustainable streams of social and economic
benefits.
1.5 STRUCTURE OF THE REPORT
The entire EIA report is prepared based on the generic structure of EIA document given at
APPENDIX III of the Notification No. S.O. 1533 dated 14th September, 2006 at MoEF & CC,
New Delhi.
The report has been divided into ten chapters as described below:
Chapter-1 provides the introduction to the present project, identification of project proponent. It
also outlines the statutory requirement of obtaining prior Environment Clearance, steps to be
followed for the same and basic purpose, scope and methodology of EIA study.
Chapter-2 It provides the details of salient features of the existing project road, details of the
proposed developments – widening proposal, service roads, details of bridges, culverts, flyover,
vehicular/ pedestrian underpasses, bus bays, truck lay byes, entry and exit locations, rest areas
and toll plaza etc.
Chapter-3 This chapter provides detailed analysis of alternatives that has been carried out “with
project” or “without project” scenario in terms of potential environmental impacts as well as the
alternative analysis of the alignment/bypasses.
Chapter-4 The chapter describes Baseline Environmental features within the project area in
details. It includes detailing of physical environmental resources viz. (Physiography, Geology and
Soils, Quarry Site and Borrow Area, Climatology details), Ecological and social & cultural
resources along the project road corridor and its area of influence. The data presented in the
chapter is collected from primary and secondary sources.

Chapter-5 is Identification of Impacts and its mitigation measures, which identifies the impacts
of various environmental parameters whether beneficial or deleterious for the construction and
operation phase of the project. It also quantifies significant impacts of the proposed project on
various environmental components for the construction and operation phase of the project.
Chapter-6 The chapter provides the details about the Environmental Monitoring Plan in
Construction Stage and in Operation Stage. The monitoring plans details out the performance
indicators, monitoring parameters, standards, frequency, duration, implementation and
responsibilities required for monitoring and the cost of monitoring the parameters.
Chapter-7 is Benefits due to the proposed project including improvement in Physical
infrastructure, improvement in the social infrastructure, Employment potential–skilled, semi-
skilled and others.
Chapter-8 This chapter comprises a set of environmental safeguard measures for identifies
adverse impacts during different stage of the project and activities with an objective to offset or
reduce adverse environmental impacts to acceptable levels. The EMP provides action plan of
implementation of mitigation measures at different locations, time frame with responsibility
assignments for implementing appropriate measures at appropriate time for ensuring effectiveness
of the proposed safeguard measures. Adequate budgetary provisions have also been made for
implementation and monitoring of the effectiveness of the suggested measures.
Chapter-9 is the Summary and Conclusion of the proposed Project, includes overall justification
of the project.
Chapter-10 is Profile of Consultant Engaged for the monitoring and preparation of EIA report.

CHAPTER - 2
PROJECT DESCRIPTION
2.0 INTRODUCTION
This chapter deals with the technical details of the proposed project, details of infrastructure,
various sources of pollution and mitigation measures proposed to control pollution.
2.1 TYPE OF THE PROJECT AND SITE DESCRIPTION

Shoulder and improvement of about 277 km length of National Highway-223 (renumbered as
NH- 4 in 2010) from Km 0.00 (Chidya Tapu) to Km 61.00, Km. 104.00 to Km. 142.00 and
Km. 155.00 to Km. 333.00 of NH-223 in the Union Territory of Andaman Island to augment
capacity of the highway, with enhanced safety features.
Considering the status as observed on ground after topographical survey, the following is
Proposed:
(a) The Project Road stretches for NH‐223 where No work can be done in the Jarwa Reserve
Forest are:
i) Km. 59.400 to Km. 107.00 &
ii) Km.138.200 to Km. 155.00
The end point of the Jarwa Reserve Forest will remain same as mentioned above (indicated by
APWD) as no survey work can be under taken in these stretches. First Jarwa Reserve Forest area,
the end chainage will be kept as km 107. Second Jarwa Reserve Forest area, the end chainage will
be kept as Km. 155.00.
(b) As per GOI Notification dated 25.08.2005 the ATR has been designated as NH‐223. However
on ground the ATR terminates at Aerial Bay at Km.319.00. The project road from Km. 319.00
(End of ATR) to Km.333 (Foot Hill of Saddle Peak) is presently not the part of ATR, but it is a
rural road under village panchayats (length=11 Kms.) and another 2.5‐3.0 Kms. of rural road up
to Foot Hill of Saddle Peak is under construction by APWD.
The Project stretch starts from the southern end of the South Andaman Island at Km. 0/000 of
NH‐223 at a place named as Chidya Tapu (just adjacent to the forest rest house). This place is
famous for migratory birds. 2 Kms. ahead towards east is a sea beach named Mundapahar and
terminates at Km 333.00 (at the foothill of Saddle Peak).
2.2 PROJECT LOCATION AND LAYOUT

The Project stretch starts form southern end of South Andaman Island at Km 0/000 of NH-223 at
a place named Chidya Tapu. This place is famous for migratory birds.2 Kms. ahead towards east
is a sea beach named Mundapahar and terminates at Km 333.00 (at the foothill of Saddle
Peak).The length of entire project road (NH-223) is described as under:
Table 2.1 Sections of Project Road
S.No. Project Project Remarks

Stretches Length
1. Km 0.00 to Km 59.4 Kms. Section 1 : Chidya Tapu to Jirkatang in Southern
59.4 Andeman Island
2. Km 59.40 to Km 46 Kms. 1st Jarwa Reserve Forest : Jirkatang to Middle Strait
107.00 Jetty in Sothern Andaman Island
3. Km 107.00 to 23 Kms. Section 2 : Nilambpur Jetty to Gandhi Ghat Jetty in
Km 130.00 Baratang Island
4. Km 130.00 to 12 Kms. Section 3 :Uttara Jetty to Kadamtala in Northern
Km 138.20 Andaman Island
5. Km 142.00 to 12 Kms. 2nd Jarwa Reserve Forest : Kadamtala to Police Check
Km 155.00 post no. 11 in Northern Andaman Island
6. Km 155.00 to 178 Kms. Section 4 : Police Check Post no. 11 via Diglipur in
Km 333.00 Northern Andaman Island to end of Proposed Road.
Total length of NH‐223 is about 333.00 Kms, 107 Kms. of which lies in Southern Andaman
Island, 23 Kms. lies in Baratang Island & 203 Kms. lies in Northern Andaman Island. The
National Highway‐223 starts at Chidya Tapu (a place famous for the migratory birds) at the
extreme Southern end of the Andaman Island at a distance of about 15 Kms from Port Blair City
and passes through places namely Prothrapur (Km. 17.00), Bathu Basti ( Km. 19.00 ),
Garacharma (Km. 20.00), Ferrargunj (Km. 42.70), Jirkatang (Km.59.70), Baratang (Km. 108.50),
Kadamtala (From Km. 141.00), Kaushalya Nagar (Km. 164.800), Rangat (Km.176.00),
Panchavati (Km.193.00), Swadesh Nagar (Km. 207.000), Billi Ground Market (Km.209.500),
Lucknow (Maya Bunder, Km.239.00), Mohanpur (Km.250.00), Kishorinagar (Km. 290.00),
Subhash Gram (Km. 310.00), Diglipur (Km.312.00) & ends at Aerial Bay (Km. 319.00). There
after the alignment follows the Rural Road up to Km 330 (a total of 11Km) which is maintained
by various village panchayats. From Km 330 to 333.00 (as indicated by APWD authorities at
Diglipur) is being constructed as rural road with 3.0 m pavement width by APWD. The point

indicated by the APWD authorities is at the foot hills of Saddle Peak which is the highest point in
the Andaman’s.
1. Section 1- Km. 0.00 to Km. 59.400 (Chidiyatapu to Jirkatang in Southern Andaman Island):-
Section-1 is the most important part of the project stretch. It crosses through the capital of
Andaman & Nicobar Islands Port Blair. Density of population is maximum around areas near
Port Blair. The condition and geometrics of the road in this stretch is fair. The road is generally
single lane in rural areas and two lane or intermediate lane in urban stretches near Port Blair. 37%
of the Length of the section-1 lies in Forest area, Details of the Forest area is shown in table 2
Table 1.2 Length of the Forest in Section-1
S.No Chainage Length Side

From To
1 0.00 4.00 4.00 Both
2 32.00 34.00 2.00 Left
3 35.00 36.80 1.80 Both
4 45.00 51.00 6.00 Both
5 51.00 59.20 8.20 Right
22.00
The connectivity between Section-1 & Section-2 is restricted due to the presence of Jarwa
Species (Km 59.400 to Km 107.00) & middle strait creek at Km 107.00. The traffic moves in
convoy system in this restricted part from Km 59.400 to Km 107. Ferry services are provided by
the administration to cross the middle strait creation.
2. Section 2- Km.107.00 to Km. 130.00 (Nilambur Jetty to Gandhi Ghat Jetty in Baratang Island):-
Population density is less in this part of the project stretch. It crosses through Baratang Island
famous for its lime caves & Mud volcano. The condition and geometrics of the road in this stretch
is poor. The road is generally single lane. The total land in this stretch is forest land, which needs
dereservation. 96% of the Length of the section-2 lies in Forest area, Details of the Forest area is
shown below.

From To

1 108.00 130.00 22.00 Both

The connectivity between Section-2 & Section-3 is restricted due to the presence of another creek
namely Humphrey Strait at Km 130.00. Ferry services are provided by the administration to cross
the Humphrey Strait.
3. Section 3- Km.130.00 to Km. 138.20 (Uttara Jetty to Kadamtala in Middle Andaman Island):-
Population density is less in this part of the project stretch. It crosses through Kadamtala village.
The condition and geometrics of the road in this stretch is poor. The road is generally single lane.
10% of the Length of the section-3 lies in Forest area, Details of the Forest area is shown in table
2.4

From To
1 137.40 138.20 0.80 Both
The connectivity between Section-3 & Section-4 is partially restricted due to the pres-ence of
second Jarwa Reserve forest (Km 138.200 to Km 155.00). Administrative per-mission is needed
to cross the stretch. There is no natural barrier between Section-3 & Section-4.
4. Section 4- Km. 155.00 to Km. 333.00 (Police Check post No.-11 via Diglipur in Northern
Andaman Island to end of Project road):- Section-4 is the longest part of the project stretch. It
crosses through the major towns of Andaman & Nicobar Islands like Rangat, Mayabunder &
Diglipur. Density of population is maximum around areas near urban portions. The condition and
geometrics of the road in this stretch is fair in urban portions & poor in rural portions. The road is
generally single lane in rural areas and two lane or intermediate lane in urban stretches. 37 % of
the Length of the section-4 lies in Forest area, Details of the Forest area is shown in table-2.5.
Chainage
S.No Length Side
From To
1 155.000 163.500 8.500 Both
2 220.900 232.500 11.600 Both
3 240.300 248.400 8.100 Both
4 256.000 282.500 26.500 Both
5 290.700 296.100 5.400 Both

6 298.500 304.000 5.500 Both

65.600
The Location map of the project site is given in Figure -2.1.

Figure 2.1 Location Map of the Project Site

Figure 2.2 Linear Plan for Project Road

Figure 2.3 : Photographs of Project Location
2.3 NEED FOR THE PROJECT

Road projects are generally undertaken to improve the economic and social welfare of those using
the road or served by it. Increased road capacity and improved pavements can reduce travel times
and lower the costs of vehicle use. Benefits include increased access to markets, jobs, education
and health services, and reduced transport costs for both freight and passengers, reduce fuel
consumption and exhaust emissions from the vehicle plying on the road. The road conditions and
geometrics at many locations are poor causing accident hazards for the road users as well as for
the residents living along the road corridor. Thus it is imperative to enhance the capacity of these
road sections to ensure smooth traffic flow, to minimize the accident hazards and to provide
better road facilities.
2.4 PROJECT OBJECTIVE

The main objective of the project is to prepare a proposal to:
 To enhance the capacity of the project section to accommodate the exceeding traffic
volume.
 Enhanced safety of the traffic, the road users and the people living close to the
Highway.
 Enhanced operational efficiency of the highway.
 Fulfillment of the access needs of the local population.
 Minimal adverse impact on the road users and the local population due to construction.
Feasible and constructible options for the project with least cost options.
2.5 PROJECT APPROACH FOR ENVIRONMENTAL STUDIES
The basic approach adopted for conducting the environmental study for the project will
strongly pursue the prevailing institutional and legislative setup of the Government of
India (GoI) and in conformity with NHAI policy on this subject. The main approaches
are:
 Identification, appraisal and division between positive and negative impacts,

direct and indirect impacts, and instant and long-term impacts likely to result
from the proposed bypass;
 Identification of unavoidable or irreversible impacts;
 Explanation of the impacts quantitatively, in terms of environmental costs and

benefits, if possible;
 Characterization of the extent and quality of available data;
 Identification of significant information deficiencies;
 Identification as well as estimation of any uncertainties associated with

predictions of impacts;
 Identification of un-mitigated negative impacts;
 Exploration towards the opportunities for environmental enhancement; and

 Identification of feasible and cost effective mitigation measures to minimize

negative impacts and enhance positive impacts by incorporating in the
preliminary engineering design.
2.6 CORRIDOR OF IMPACT

The corridor of impact in the project road is 25 m in rural or unhabitated areas & 20 m in urban or
hilly stretches.
2.6.1 Corridor of Impact (COI) and Right of Way (ROW)
Table 2.6 Existing Row
Existing
Existing
Carriageway Chainage
Name of ROW
S. Width (Single
the Road Adjacent Land use pattern
No. Lane /
Section
Intermediate / From To (m)
Two lane)
Single Lane 0.000 12.000 08 - 15 Defense, Forest & Private Land
Intermediate Lane 12.000 18.000 08 - 20 Defense & Private Land
2 lane 18.000 24.000 09 - 20 Private Land
Chidiyatapu
1 Intermediate Lane 24.000 32.000 07 - 30 Private Land
to Jirkatang
Single Lane 32.000 50.000 06 - 20 Private Land & Forest
Intermediate Lane 50.000 53.000 10 - 32 Forest
Single Lane 53.000 59.000 09 - 24 Forest
Nilambur Single Lane 107.000 108.000 15 - 24 Private Land
Jetty to Single Lane 108.000 129.700 14 - 20 Private Land & Forest
2
Gandhighat
2 lane 129.700 130.000 10 - 30 Private Land & Forest
jetty
Single Lane 130.000 142.000 09 - 24 Private Land & Forest
Single Lane 155.000 171.000 10 - 27 Forest & Private Land
Uttara Jetty Intermediate Lane 171.000 178.000 10 - 20 Forest & Private Land
3 to Single Lane 178.000 179.000 09 - 15 Private Land
Pathartikri Intermediate Lane 179.000 183.000 10 - 20 Private Land
Single Lane 183.000 213.000 09 - 32 Private Land
4 Pathartikri Single Lane 224.000 256.000 14 - 25 Forest & Private Land

to Foothills Intermediate Lane 256.000 262.000 15 - 30 Forest

of Saddle Single Lane 262.000 264.000 15 - 30 Forest
peak Intermediate Lane 264.000 266.000 15 - 30 Forest
2 lane 309.400 310.400 12 - 26 Private Land
Rural Road (3 m) 310.400 333.000 08 - 12 Forest & Private Land
2.7 GEOTECHNICAL INVESTIGATION FOR BRIDGES, FLYOVERS/ROBS AND

UNDERPASSES
There are no flyovers/ROBs and underpasses in this project. Geotechnical Investigation of
bridges to be reconstructed shall be conducted as per guidelines laid down in IRC‐78. The
proposal for same are submitted for approval.
2.8 ROAD JUNCTIONS
Table 2.7: Major Intersection/Junction along the Project Road
S.No. Chainage Description Road Category Junction Type
1. Km 17.500 Porthrapur Junction NH-223_MDR Y-Type

2. Km 19.000 Bathu Basti Junction NH-223_MDR T-Type
3. Km 23.230 Sippighat Junction NH-223_SH07 Y-Type
4. Km 34.000 Ograbraj Junction NH-223_SH12 T-Type
5. Km 37.300 Tusnabad Junction NH-223_SH11 Y-Type
6. Km 40.060 Ferrargunj Junction NH-223_SH09 Y-Type
7. Km 239.500 Lucknow Junction NH-223_MDR Y-Type
8. Km 311.000 Subhash Gram Junction NH-223_MDR T-Type
2 .9 INVENTORY AND CONDITION SURVEY OF EXISTING CULVERTS

There are 1087 Nos. of culverts on the Project Road. Section wise details of culverts are
summarized as under.
Table 2.8 Summary of Existing Culverts on the Project Road
Hume Pipe Slab Box
S.No. Project Sections Total
Culverts Culverts Culverts

Hume Pipe Slab Box

S.No. Project Sections Total
Culverts Culverts Culverts
Section-1 : (Km 00 to Km
1. 218 61 Nos. 147 Nos. 4 Nos.
59.4)
Section -2 : (Km 107.0 to Km
2. 53 34 Nos. 19 Nos. --
130.0)
Section -3: (Km 130.0 to Km
3. 43 29 Nos. 14 Nos. --
138.0)
Section -4: (Km 155.0 to Km
4. -- -- -- --
333.0)
Sub-Section _4A (Km 155.0
(i) 169 66 Nos. 101 Nos. 2 Nos.
to Km 195.0)
Sub –Section_4B (Km 195.0
(ii) 186 112 Nos. 74 Nos. --
to Km 240.0)
Sub –Section_4C (Km 240.0
(iii) 375 340 Nos. 87 Nos. 4 Nos.
to Km 333.0)
Total 1094 642 Nos. 442 Nos. 10 Nos.
Hume pipe culverts of pipe‐diameter less than 900mm are proposed to be replaced with 1.2m
diameter concrete Hume pipes. Moreover, many culverts on this stretch are either in poor
condition, or require raising due to inadequacy of waterway. Hence these culverts are
recommended to be reconstructed. The balance culverts are proposed for widening. In case of
culverts which are in fair condition, suitable repair works are proposed apart from widening.
2.10 ROADSIDE DEVELOPMENT AND VILLAGES
There are 64 Nos. small & large size villages and 5 Nos. of towns (big & small) along the
project road. The details of all built‐up areas/ towns are summarized in Table – 1.3 below:
Table 2.9 Roadside Development & Villages along the Project Road
S.No. Project Sections Villages Towns Remarks
Section-1 : (Km 00 to The towns are Prothrapur & Bathu Basti (located
1. 20 3
Km 59.4) at Port Blair) and Ferrargunj located at Km.42.70
Section -2 : (Km 107.0
2. 5 -- --
to Km 130.0)
3. Section -3: (Km 130.0 3 -- --

to Km 138.0)
Section -4: (Km 155.0
4.
to Km 333.0)
Sub-Section _4A (Km The only town is at Rangat which is at
(i) 9 1
155.0 to Km 195.0) Km.176.000
The only town of Maya Bunder is at a distance
Sub –Section_4B (Km
(ii) 13 -- of 10.00 Kms from the junction at Km. 239.500
195.0 to Km 240.0)
with NH‐223.
Sub –Section_4C (Km The only town is at Diglipur which is at
(iii) 14 1
240.0 to Km 333.0) Km.312.000
Total 64 5
Major and Minor bridges
1. The improvement proposal for major and minor bridges is as per the following details.
 8 nos. of bridges are having their carriageway between 6.2m to 6.8m. So considering the
condition of these bridges and the traffic plying on the road, it is proposed to retain these
bridges as Reduced 2-Lane Bridge.
 Bridge at Km 219+259 with carriageway width of 6.8m is in good condition and is
proposed to be retained as Reduced 2-Lane bridge. However it has been observed that
utility lines (Water pipe line & OFC) has been laid over the carriageway of the bridge
which are required to be shifted to the outer side of the bridge by providing cantilever
platform.
 2 nos. of bridges having carriageway as 4.75m & 5.88m are in good condition, hence
they are proposed for widening to meet the roadway width along with provision of
footpath.
 11 nos. of bridges are having carriageway width between 4.2m to 4.7m and are in fair
condition. These bridges are constructed in between 1976 to 1980 and are designed for
Class A loading. Initially substructure was constructed with RCC and the superstructure
with TIMBER. Later on in between 1995 to 1998 the timber superstructures were
replaced with the RCC Solid Slab structure. Widening of these single lane bridges will be
difficult hence it is proposed to retain these structures with minor repairs and construct a
new 2-Lane bridge parallel to existing structure to minimize the cost of the project.
 4 nos. of bridges are in fair condition and are proposed for reconstruction due to poor
geometrics.

 5 nos. of bridges are in good condition with carriageway width greater than 7.5m, hence
proposed for minor repairs only.
2. Out of the 14 bridges in poor condition 11 nos. are proposed for reconstruction with 3-Lane
bridges. 2 nos. are to be abandoned as they will become redundant after construction of new 3-
lane bridges in place of existing Bailey bridges. 1 bridge (at Louki Nallah) is under construction
by APWD
3. Apart from the 47 existing bridges there are two unbridged gaps on the sea creeks. 1st creek is
called Middle Strait which is at Km 107 separating the South Andaman Island and Baratang
Island. The 2nd creek is called Humphrey Strait which is at Km 130 separating Baratang Island
and the Middle Andaman Island. RCC bridges over these two creeks are proposed.
4. Junction
To appreciate the traffic volume characteristics at intersections, turning movement surveys have
been conducted at eight important junctions. The peak hour flow has been observed to be
maximum at Bathu Basti (2200 PCU), followed by Prothrapur Junction at Port Blair and Dolphin
Square Junction at Diglipur with peak hour volume of 774 PCU and 528 PCU respectively. Due
to peak hour traffic, none of these junctions require a grade separator and as such it is proposed
that all the eight important intersections are designed at grade.
2.11 BUS LAYBYE, TRUCK LAY-BYE AND REST/PARKING AREAS
It may be reiterated here that in the rural areas it has been observed that wherever there are hotels
and dhabas, these are at an offset of 3-5 m from the road and truck parking usually takes place on
the shoulders nearby on the land owned by the hotels and dhabas. The requirement of truck
Laybye after studies, have been proposed at four locations on the project stretch as follows:
1. At km 21+300 on LHS having length of 200 m,
2. At Km 59+300 on RHS having length of 300 m,
3. At Km 178+800 on RHS having length of 300 m,
4. At Km 210+700 on LHS having length of 200 m.
The parking length at bays for each vehicle shall not be less than 15 m and parking width for
each vehicle shall be 2.75 m. The minimum width of the raised separator between the lay-by and
the carriageway will be 3m in rural sections. The parking spaces will be parallel to the road.
Parking lots will be adequately illuminated. The parking spaces will be so paved by precast

Cement Concrete (CC) (M-40) blocks to withstand vehicle loads and forces due to frequent
acceleration and deceleration of vehicles. Parking bays/ lots shall have proper cross slope and
drainage. They shall be marked with paint as per IRC: 35-1997 to demarcate parking and
circulation spaces.
Busbay with bus shelter have been proposed on the project road at 32 locations. The area for
Busbay on plain terrain shall not be less than 402.5 sqm. {i.e. 2 x (0.5 x 3.5m x 100m) + 15m x
3.5m} and for hilly terrain it shall be not less than 129.5 sqm {i.e. 2 x (0.5 x 3.5m x 22m) + 15m
x 3.5m}. The pavement of busbay shall be flexible with the same composition as that of main
carriageway.
2.12 TRAFFIC DETAILS PER ROUTE
The total project stretch has been segmented into four homogeneous sections, based upon the
vicinity of major towns & villages and major intersections that act as main collectors or
distributors of traffic along the project corridor; i.e., sections of more or less similar traffic
characteristics.
Table 2.7 presents location wise traffic in Average Daily Traffic (ADT) in vehicles and in PCU.
The table also provides the total number of motorized passenger vehicles, motorized goods
vehicles and non-motorized vehicles by location on the project corridor.
Table 2.10 Average Daily Traffic (ADT) on Project Corridor by Location
Motorized
Motorised Goods Non-Motorized Total Total
Location Passenger
Vehicle Vehicle Vehicle PCU
Vehicle
Garacharma
5221 630 22 5873 5917
(Km.22.300)
Baratang
810 59 33 902 999
(Km.107.450)
Swadesh Nagar
468 64 64 596 610
(Km.208.750)
Kishori Nagar
231 41 39 311 344
(Km.280.000)
The Vehicle to PCU ratio on the project corridor comes to 1:1.05 (Vehicle: PCU) signifying a
major share of Passenger cars on the project corridor.
2.12.1 Design Speed

Choice of design speed depends on function of the road and also terrain conditions. The Project
highway being a National Highway, the following design speed corresponding to the terrain has
been adopted.
Table 2.11 Design Speed
Existing Chainage (Km) Ruling Design Minimum
S.No. Length Terrain Speed Design Speed
From To
(Kmph) (Kmph)
1 0.000 0.800 0.800 Rolling 80 65
2 0.800 6.650 5.850 Hilly 50 40
3 6.650 13.100 6.450 Rolling 80 65
4 13.100 13.925 0.825 Hilly 50 40
5 13.925 17.000 3.075 Rolling 80 65
6 17.000 22.000 5.000 Plain 100 80
7 22.000 27.225 5.225 Rolling 80 65
8 27.225 29.050 1.825 Hilly 50 40
9 29.050 38.550 9.500 Rolling 80 65
10 38.550 41.650 3.100 Hilly 50 40
11 41.650 43.200 1.550 Rolling 80 65
12 43.200 55.850 12.650 Hilly 50 40
13 55.850 59.400 3.550 Rolling 80 65
14 107.000 112.300 5.300 Rolling 80 65
15 112.300 130.000 17.700 Hilly 50 40
16 130.000 138.200 8.200 Rolling 80 65
17 155.000 159.800 4.800 Rolling 80 65
18 159.800 161.625 1.825 Hilly 50 40
19 161.625 166.025 4.400 Rolling 80 65
20 166.025 167.300 1.275 Hilly 50 40
21 167.300 171.375 4.075 Rolling 80 65
22 171.375 176.850 5.475 Hilly 50 40
23 176.850 179.700 2.850 Rolling 80 65
24 179.700 183.000 3.300 Hilly 50 40
25 183.000 191.250 8.250 Rolling 80 65
26 191.250 194.250 3.000 Hilly 50 40

Existing Chainage (Km) Ruling Design Minimum

S.No. Length Terrain Speed Design Speed
From To
(Kmph) (Kmph)
27 194.250 202.500 8.250 Rolling 80 65
28 202.500 203.000 0.500 Hilly 50 40
29 203.000 208.000 5.000 Rolling 80 65
30 208.000 210.250 2.250 Hilly 50 40
31 210.250 243.450 33.200 Rolling 80 65
32 243.450 244.700 1.250 Hilly 50 40
33 244.700 247.250 2.550 Rolling 80 65
34 247.250 251.175 3.925 Hilly 50 40
35 251.175 256.000 4.825 Rolling 80 65
36 256.000 258.600 2.600 Hilly 50 40
37 258.600 299.000 40.400 Rolling 80 65
38 299.000 302.800 3.800 Hilly 50 40
39 302.800 331.000 28.200 Rolling 80 65
40 331.000 333.000 2.000 Hilly 50 40
2.12.2 Improvement Proposal
1. After analyzing the details obtained from topographical survey for the project road, it is inferred
that widening of existing road shall generally be concentric primarily to minimize the cutting of
trees on both sides, which are situated at a distance of 5-6m away from the existing edge of the
road. Moreover, where carriageway configuration equivalent to intermediate lane/2-lane already
exists, concentric widening shall be done so that the existing carriageway can be utilized to the
maximum extent possible and acquisition of land becomes minimum.
2. The balance stretches where concentric widening is not possible due to its topography, widening
is proposed eccentrically either on the left or on the right side generally on the hillside except
where improvement of curves requires minor realignments towards the valley side with proper
protection works.
3. At some of the locations eccentric widening is also proposed because of the existence of sea very
close to the alignment. In these locations, widening is proposed on the land side and not towards
the sea.
Summary of widening proposal is presented in Table 2.12.

Table 2.12 Summary of Widening Proposal

S. No. Type of Widening Length (Kms.)
1 Concentric 206.418
2 Eccentric (Left) 33.725
3 Eccentric (Right) 28.457
Total 268.600
4. Apart from short re-alignments due to reconstruction of bridges and improvement of curves, three
re-alignments are proposed, which are tabulated in Table 2.13.
Table 2.5: Proposal for Realignment

Existing Chainage Existing Re-alignment
S.No. Length Length
From To Remarks
(meter) (meter)
1. 119.000 119.600 600 450 To improve geometrics at Lorojig
Excluding proposed bridge proper
2. 106.470 107.800 1330 940
length of 1000 m
Excluding proposed bridge proper
3. 127.550 131.250 3700 5050
length of 580 m
5. Out of the 1917 curves presently along the project road, 870 curves are deficient, having a radius
of less than 155m for a minimum design speed of 65 Kmph for rolling terrain and 50m for a
minimum design speed of 40 Kmph for hilly terrain. At some of the locations, broken back curves
have been observed and have been replaced with a single curve of sufficient radii.
6. Rising of the road is required at three locations on the project road due to water logging/
submergence. The aggregate length of raising works out to 1.20 Kms (i.e. Km 119.00 to Km
119.600, Km 169.750 to Km 170.150 & Km 238.200 to Km 238.400)
7. Apart from the areas under submergence, there are several other stretches which shall require
correction in gradient. Looking at the terrain of the project area, it can be seen that the project
road is generally in rolling terrain and therefore a rolling gradient of 5% has been adopted for
design. There are several stretches in which the existing gradient is greater than 5%. The
aggregate length of these stretches is 47.7 Km.

8. The inventory of minor bridges reveals that 14nos. are in poor condition, 18 nos. are in fair
condition and 13 nos. of bridges are in good condition i.e. a total of 31 nos. of bridge are in fair/
good condition as per the following details
 8 nos. of bridges are having their carriageway between 6.2m to 6.8m. So considering the
condition of these bridges and the traffic plying on the road, it is proposed to retain these
bridges as Reduced 2-Lane Bridge
 1 bridge at Km 219+259 with carriageway width of 6.8m is in good condition and is
proposed to be retained as Reduced 2-Lane bridge. However it has been observed that utility
lines (Water pipe line & OFC) have been laid over the carriageway of the bridge which is
required to be shifted outside of the bridge by providing cantilever platform on one side of
the bridge.
 2 nos. of bridges having carriageway as 4.75m & 5.88m are in good condition, hence they are
proposed for widening to meet the roadway width along with provision of footpath.
 11 nos. of bridges are having carriageway width between 4.2m to 4.7m and are in fair
condition. These bridges are constructed between 1976 to 1980 and designed for Class A
loading. Initially substructure was constructed with RCC and the superstructure with
TIMBER. Later on between 1995 to 1998 the timber superstructures were replaced with the
RCC Solid Slab structure. Widening of these single lane bridges will be difficult hence it is
proposed to retain these structures with minor repairs and construct a new 2-Lane bridge
parallel to existing structure to minimize the cost of the project.4 nos. of bridges are in fair
condition and are proposed for reconstruction due to poor geometrics.
 5 nos. of bridges are in good condition with carriageway width greater than 7.5m, hence
proposed for minor repairs only.
9. Out of the 14 bridges in poor condition 11 nos. are proposed for reconstruction with 3-Lane
bridges. 2 nos. are to be abandoned as they will become redundant after construction of new 3-
lane bridges in place of existing Bailey bridges. 1 bridge (at Louki Nallah) is under construction
by APWD.
10. There are 1037 nos. of culverts in the project stretch, out of which 7 nos. of hume pipe culverts of
pipe-diameter less than 900mm are proposed to be replaced with 1.2m diameter concrete Hume
pipes. Moreover, 240 nos. culverts on the project stretch are in poor condition (out of which 172
are HP culverts, 66 are slab culverts and 2 nos. are box culverts) which are recommended to be
reconstructed. The balance 790 nos. of culverts are proposed for widening. Out of these 790 nos.
of culverts proposed for widening, 692 nos. are in fair condition. These 692 nos. are proposed for

suitable repair works are proposed apart from widening. The summary for provision of retaining /
breast walls is presented in Table 2.14.
Table 2.14 Location of Proposed Retaining / Breast Walls
S.No. Existing Chainage (Km.) Length of Proposed Length of Proposed

From To Retaining Walls (m) Breast Walls (m)
1. 0.000 59.400 131.00 1277.83
2. 107.000 130.000 294.00 528.00
3. 130.000 138.200 - -
4. 155.000 333.000 622.00 7863.75
Total 1047.00 9669.58
11. Side slopes corresponding to 1V: 2H have been provided, Embankments less than 3m is proposed
to be turfed and stone pitching has been proposed for embankment having height more than 3
meters.
12. In the present project, it is recommended that in habitated rural areas longitudinal lined drain (V
shaped) is proposed to be constructed all along the roadway on the hill side with a toe wall and in
unhabitated rural areas longitudinal unlined drain is proposed to be constructed all along the road
to cater for the discharge. This drain shall follow the natural gradient of the road and shall
discharge into the nearest Cross Drainage. In case of urban section in plain and rolling areas
covered drain with footpath have been provided. The inner dimensions of the drain proposed are
(0.6m deep) x (0.5m-0.75m wide). At all the major intersections and in built up-areas, footpaths
of 1.5m width Guard railings, Zebra crossings, Pedestrian cross signs and flashing signals are
provided pedestrian safety.
13. In general, it can be observed that at most of the locations, hazard index is within the acceptable
limit (1X108) in case of undivided carriageway facility and hence these locations (except at
Bathu Basti Junction) do not require separate type of pedestrian crossing facilities other than
zebra markings on the pavement. Only Bathu Basti Junction has the hazard index significantly
more than the acceptable limit. Therefore it is recommended that separate pedestrian facility e.g.
foot over bridge be provided at Bathu Basti Junction to facilitate pedestrian crossing without
hindering NH traffic flow and also ensure safety to the pedestrians. Therefore, a provision of foot
over-bridge has been proposed at Bathu Basti Junction.
2.13 ROAD CONSTRUCTION/RAW MATERIALS

The raw materials required for proposed project is given in Table 2.15.

Table 2.15 Raw Materials

Estimated raw material requirements
S.No. Item Unit Quantity Mode of Transport Source
1 Blue metal cum 4957900 Ship West Bengal
3 Sand cum 196000 Ship West Bengal
4 Cement T 161000 Ship West Bengal
6 Bitumen T 20000 Ship West Bengal
7 Diesel KL 27000 Road Andaman
2.14 STREET FURNITURE
2.14.1 Realignments and Bypasses

Apart from short re-alignments due to reconstruction of bridges and improvement of curves, only
one re-alignment is proposed near Lorojig Nallah at Km.119.0. The proposal for realignment at
Lorojig is proposed. There is no requirement of any bypass in this project.
Moreover, Apart from the 47 existing bridges there are two unbridged gaps on the sea creeks. 1st
creek is called Middle Strait which is at Km 107.00 separating the South Andaman Island and
Baratang Island. The 2nd creek is called Humphrey Strait which is at Km 130.00 separating
Baratang Island and the Middle Andaman Island. Bridge alignment alternatives for both these
creeks were studied and suitable alternative have been recommended. The aggregate length of
realignments for the construction of these creek bridges works out to 5990m. The details of
recommended options for these creek bridges are given in volume-II B of Draft Detailed Project
report.
Construction and Replacement of Bridges and Culverts

Considering the traffic plying on this road, the bridges with carriageway width greater than 6m
and in good/ fair condition are proposed to be retained as Reduced 2-Lane bridge. Further it is
proposed to retain the existing bridges having fair condition and carriageway width between 4.2m
to 4.7m and construct a new 2-Lane bridge parallel to the existing one. This will ensure the
smooth and safe traffic movement during the construction period as well.
Economic Internal Rate of Return (EIRR)

From the results of economic analysis including sensitivity analysis, it can be seen that for all the
scenarios, the EIRR is negative (i.e. less than the accepted value of 12%) for section 2 & 3 of the

project road, whereas, the EIRR for Section - 1 (i.e. from Km.0.00 to Km.59.40) works out to
29.04%. Therefore, it can be inferred that only section-1 is economically viable design.
Design Cross Sections and Road Widening and Improvement
Keeping in view, the cross sectional elements as per IRC guidelines, the schedule of typical cross
sections for the project road are presented in Table 2.16 below.
Table 2.16 Schedule of Typical Cross Sections
S. No. Type of Cross Description Length (Km)

Section
1. Type - I Two laning with earthen shoulder of 2.5m width in Rural 21.325
stretches by Concentric widening in Plain/Rolling areas
where Intermediate Lane Carriageway exists
2. Type - II Two laning with earthen shoulder of 2.5m width in Rural 84.025
stretches by Concentric widening in Plain/Rolling areas
where Single Lane Carriageway exists
3. Type - III Two laning with earthen shoulder of 2.5m width in Rural 10.000
stretches by Eccentric widening in Plain/Rolling areas
where Intermediate Lane Carriageway exists
4. Type - IV Two laning with earthen shoulder of 2.5m width in Rural 57.075
stretches by Eccentric widening in Plain/Rolling areas
where Single Lane Carriageway exists
5. Type - V Two laning with earthen shoulder of 2.5m width in Rural 20.900
stretches by Eccentric widening in Hilly areas where Single
Lane Carriageway exists
6. Type - VI Two laning with earthen shoulder of 2.5m width in Rural 2.525
stretches by Eccentric widening in Hilly areas where
Intermediate Lane Carriageway exists
7. Type - VII Two laning with earthen shoulder of 2.5m width in Rural 5.350
stretches by Concentric widening in Hilly areas where
Intermediate Lane Carriageway exists
8. Type - VIII Two laning with earthen shoulder of 2.5m width in Rural 36.850
stretches by Concentric widening in Hilly areas where
Single Lane Carriageway exists

9. Type - IX Two laning with earthen shoulder of 2.5m width in Urban 4.400
stretches where Two Lane Carriageway already exists
10. Type - X Two laning with earthen shoulder of 2.5m width in Rural 14.275
stretches for New Construction in Plain/Rolling areas
11. Type - XI Two laning with earthern shoulder of 2.5m width in Rural 3.200
stretches for New Construction in Hilly areas
12. Type - XII Two lane carriageway width of 9.0m (already existing) 6.350
with earthen shoulder of 1.5m width in selected urban
stretches from Prothrapur to Sippighat.
2.15 LAND REQUIREMENT

For geometric improvement i.e., curve improvement and widening of road to 2 lane/2 lane paved
shoulder tentatively 150 hectare of land is required for the total project length.
2.16 WATER REQUIREMENT
Table 2.17 Water Requirement
Details
S. No. Particular
requirement (KL)
1 For road preparation 1741800
2 For dust suppression 90000
3 For drinking purpose 10000
4 For Plantation 126000
5 Others 54900
Total 2022700
2.17 MANPOWER REQUIREMENT

Total number of manpower required for this project road is 500 out of which 400 are labors and
100 are Technical staffs.

CHAPTER -3
ANALYSIS OF ALTERNATIVE SITE
3.0 ANALYSIS OF ALTERNATIVE
Because of poor road condition and increased traffic, the development of road infrastructure and
the “do-nothing alternative” is not viable.
The project road is an already existing National Highway and the project proposes to 2-lane/2-
lane with Paved Shoulder and improvement of about 277 Km length of National Highway-
223.Considering the possible positive impacts to the economic and social infrastructure of the
region, the proposed road development is imperative; however with such development the
impacts on the regional environment are also unavoidable. Hence to understand the significance
of the proposed project better “With” and “Without” Project scenarios are compared and
presented below in Table 3.1.
Table 3.1: Comparison between ‘With’ and ‘Without Project’ Scenarios
Component “With” Project Scenario “Without” Project Scenario

The width of the carriageway will be
increased to 2 lanes (2x3.50=7.00 m)
The width of the carriageway is
with earthen shoulders of 2.5 m on
varying between 3.50-7.00m; The
Carriageway either side. The quality of road as well
road quality is poor, which leads to
as riding quality will significantly
lower fuel efficiency of vehicles.
improve. Also, it will lead to saving of
precious fuel.
Traffic movement will improve and The project alignment has towns
Traffic congestion will be reduced once the road and intersections enroute. Traffic
Congestion is widened to 2-lanes. Bottlenecks along congestion occurs with in towns
the road will be removed. and at junctions.
There will be a decrease in the number
of road accidents after geometric
The project road has many sharp
improvement with widening of the
curves without proper super-
highways, as there will be adequate
Road Safety elevations with increase in traffic
space for plying vehicles to cross and
accidents may increase in those
overtake. Also, proper road signage will
areas.
be provided for safety and convenience
of people.
The free flow of traffic on the improved Environmental quality will further
highway will improve the environmental deteriorate due to pollution and
Environmental quality as the emissions from the plying high emission from slow traffic
Quality vehicles will reduce. movement and congestions. With
There will be temporary increase in dust increase in traffic, the pace of
and emissions during the construction degradation of environment will
Component “With” Project Scenario “Without” Project Scenario

phase only and is reversible. only hasten.
Total 30 no. of bus bays are proposed
along the project road for convenience
of people and to provide better
Transportation
transportation infrastructure to local Bad travel quality.
Facilities
communities. Also the travel quality will
drastically improve on the widened and
improved road.
Economic activities will automatically
improve once the road is widened. It The economic activity will remain
Economic
will also benefit farmers as they will be static and local and will improve
Development
able to sell their produce in distant only at a laggard pace.
markets due to improved transportation.
There will be higher potential for
development in this area due to
improvement in access and consequent
Development activity will be
Development increase in economic activity. Essential
greatly hampered due to
Potential community infrastructures like drainage
inadequate connectivity.
system, water supply, electricity,
transportation etc. will come as
consequence of current development.
It can be concluded that “With” project scenario having positive/ beneficial impacts will
significantly enhance social & economic development of the region when compared to the
“Without” project scenario. Hence, the “With” project scenario with some reversible impacts is a
preferred and acceptable option rather than the “Without” project scenario. The implementation
of the project, therefore, will definitely be beneficial for overall socio-economic environment of
the impacted region.

CHAPTER - 4
DESCRIPTION OF THE ENVIRONMENT
4.0 INTRODUCTION
As a precursor for the prediction of various types of the environmental impacts likely to arise due
to implementation of this project, it is essential to establish the baseline environmental status of
the physical, biological and social environmental components within the study area. The main
objectives of describing the environment, which may be potentially affected, are (i) to assess
present environmental quality in the study area; (ii) to assess environmentally significant factors
that could preclude proposed development and (iii) to identify the impacts on the environment
based on the proposed development. This chapter contains information on existing environmental
status of the study area and includes -
1. Physical Environment;
2. Water Environment;
3. Micro – Meteorology;
4. Air Environment;
5. Noise Environment;
6. Biological Environment;
7. Socio-economic Environment
The main objectives of describing the environment, which may be potentially affected, are (i) to
assess present environmental quality and the environmental impacts and (ii) to identify
environmentally significant factors. The chapter contains information on existing environmental
scenario of the proposed project study area.
4.1 STUDY AREA

As per guideline of EIA preparation for road projects, study area has been considered for baseline
data collection.
4.2 PHYSICAL ENVIRONMENT

4.2.1 Location
The proposed project is located in Andaman Islands. The latitude and longitude of starting and
end point of project sections are given in Table 4.1.

Table 4.1: Co-ordinates of Project Site
Co-ordinates –Start Point Co-ordinates-End Point

Section Chainage
Latitude Longitude Latitude Longitude
Section -1 0-61Km 92°58'22.594"E 13°14'46.054" N 92°52'31.534"E 12°44'46.334" N
Section -2 104-142 Km 92°47'52.098"E 12°30'13.053"N 92°45'58.101"E 12°24'18.823"N
Section 3 155– 333 Km 92°46'23.867"E 12°10'4.382"N 92°38'53.194"E 11°40'30.692"N
The project road marked on Google Earth is attached in Figure 4.1.

4.2.2 Geology
Late Cretaceous Igneous rocks, the Ophiolite Suite, Marine Sedimentary rocks of Palaeocene
to Oligocene age and Recent to Sub-Recent Beach sand, Mangrove clay, Alluvium and Coral
rags are the major geological formation in the area. The Ophiolite suite of rocks comprises a
wide variety of acidic to ultrabasic plutonic rocks and their equivalent basic volcanic rocks
occur in sporadic patches in both Andaman and Nicobar Group of Islands.
Other rock types are white clay beds and raised coralline limestone of late Pliocene to
Pliestocene age. The rocks of this group are generally rendered good aquifers due to
krastification. The ophiolite and marine sedimentaries have undergone different phases of
folding, faulting. The area is considered to be orogenically active even to date.
4.2.3 Topography
The capital of the union territory, Port Blair, is located 1,255 Km (780 mile) from Kolkata, 1,200
Km (750 mile) from Visakhapatnam and 1,190 Km (740 mile) from Chennai. The northernmost
point of the Andaman and Nicobars group is 901 Km (560 mile) away from the mouth of the
Hooghly River and 190 Km (120 mile) from Burma. Indira Point at 6°45’10″N and 93°49’36″E
at the southern tip of the southernmost island, Great Nicobar, is the southernmost point of India
and lies only 150 Km (93 mile) from Sumatra in Indonesia.
4.2.4 Land Use
Shri Joshua Anand FAE along with Mr. Bhagwan Sahay FAA involved in preparing the land use
report.

(A) Data Used

United States Geological Survey (USGS) Satellite Data: Landsat 8 cloud free data has been used
for Landuse / landcover analysis, Satellite Sensor – OLI_TIRS multi-spectral digital data has
been used for the preparation of land use/ land cover map of present study. Survey of India
reference map on 1:50,000 scales have been used for the preparation of base map and geometric
correction of satellite data. Ground truthing has been carried out to validate the interpretation
accuracy and reliability of remotely sensed data, by enabling verification of the interpreted details
and by supplementing with the information, which cannot be obtained directly on satellite
imagery.
(B) Methodology
The methodology used for the study consists of following components.
Methodology adopted for thematic data extraction from the Satellite Imageries
ERDAS image processing 10.0 software and ARC/GIS 10.0 software were used for the project.
ERDAS 10.0 image processing software was used for digital processing of the spatial data.
Digital image processing techniques were applied for the mapping of the land use land cover
classes of the provided area from the satellite data. Methodology Used for Land use Classification
and Mapping is presented in Figure 4.1
Figure 4.1: Methodology Used for Land use Classification and Mapping

Results
In the present study, both digital image processing using visual interpretation technique were used to
generate output of Land use cover map of study area. The land use pattern of the study area is given
in Table 4.2.
Table 4.2 :Land Use Pattern of the Study Area
Landuse Area (in Hectares) % Area

Water Body 116435.5 25.16684432
Sand/River Bank 4073.04 0.880363494
Dense Forest 322481.27 69.70241823
Fallow Land 6354.36 1.373457312

Open Scrub 11559.9 2.498603979
Settlement 1750.28 0.378312665
Total Area 462654.35 100%

Figure 4.2: Land Use Pattern of the Study Area

4.3 WATER ENVIRONMENT

4.3.1 Surface Water
The Quality of surface water was studied by collecting five water samples from representative
locations. Sampling points were decided using google image and field survey. Standard
procedures were followed for the sampling and analysis of physico–chemical parameters of
water.
Table 4.3 : Drinking Water Sampling Locations

Co-ordinates
S.No. Location
Latitude Longitude
W1 Lucknow Junction 92°52'20.462"E 12°51'36.221"N
W2 Aerial Bay 93°0'54.437"E 13°17'30.078"N
W3 Near Village-Rangat 92°54'46.83"E 12°30'11.404"N
W4 Baratang 92°45'56.464"E 12°8'53.606"N
W5 Manglutan 92°39'26.182"E 11°34'57.333"N

Figure 4.3: Water Quality Monitoring Locations

Figure : 4.4 Drinking Water Quality Monitoring Locations
Table 4.4 : Drinking Water Sampling Results
Limits of IS:10500 -
2012
Permissible
limit in the
S. Desirable
Parameter W1 W2 W3 W4 W5
No. Absence of
limit
Alternate
(Max.)
Source
(Max.)
No
1. pH 8.07 8.36 8.30 7.91 8.23 6.5 to 8.5
Relaxation
2. Temperature (̊C) 28.0 28.0 28.0 28.10 28.0 -- --

Conductivity
3. 0.363 0.323 0.530 0.340 0.592 -- --
(mS/cm)
BDL (DL BDL (DL BDL (DL
4. Turbidity (NTU) BDL (DL 1 ) BDL (DL 1) 1 5
1) 1) 1)

2012
Permissible
limit in the
S. Desirable
No. Absence of
limit
Alternate
(Max.)
Source
(Max.)
Total Hardness
5. as CaCO3 170.28 152.88 266.56 121.52 266.56 200 600

(mg/L)
Calcium as Ca
6. 30.16 25.14 18.85 29.85 40.85 75 200
(mg/L)
Alkalinity as
7. 173.04 160.68 235.10 119.48 259.56 200 600
CaCO3(mg/L)
Chloride as Cl
8. 7.60 5.70 9.50 11.40 17.10 250 1000
(mg/L)
Magnesium as
9. 23.09 21.91 53.34 11.43 40.01 30 100
Mg (mg/L)
Total Dissolved
10. 196.00 150.00 253.00 168.00 282.00 500 2000
Solids (mg/L)
Total Suspended
11. Solids <5.0 <5.0 <5.0 <5.0 <5.0 -- --

(mg/L)
Sulphate as SO4
12. 0.18 0.55 0.28 145.00 3.49 200 400
(mg/L)
Fluoride as F BDL(DL BDL(DL BDL(DL BDL(DL
13. 0.04 1.0 1.5
(mg/L) 0.02) 0.02) 0.02) 0.02)
Nitrate as NO3 No
14. 0.10 0.08 0.09 0.09 0.10 45
(mg/L) Relaxation
Ammonical
15. <1.0 <1.0 <1.0 <1.0 <1.0 -- --
Nitrogen (mg/L)
Iron as Fe No
16. 0.22 0.17 0.07 0.42 0.04 0.3
(mg/L) relaxation
17. Sodium (mg/L) 20.00 25.00 18.00 16.00 16.00 -- --
18. Phosphate 0.88 1.05 1.19 0.80 0.80 -- --

2012
Permissible
limit in the
S. Desirable
No. Absence of
limit
Alternate
(Max.)
Source
(Max.)
(mg/L)
Dissolved
19. 5.5 5.5 5.7 5.5 5.5 -- --
Oxygen (mg/L)
BOD (3 Days at
20. Nil Nil Nil Nil Nil -- --
27 ̊ C)
21. COD (mg/L) <5.0 <5.0 <5.0 <5.0 <5.0 -- --

Oil and Grease
22. <1.0 <1.0 <1.0 <1.0 <1.0 -- --
(mg/L)
Lead as Pb BDL(DL BDL(DL BDL(DL BDL(DL BDL(DL No
23. 0.01
(mg/L) 0.02 ) 0.02 ) 0.02 ) 0.02) 0.02) Relaxation
Chromium BDL(DL BDL(DL BDL(DL BDL(DL BDL(DL
24. -- --
(mg/L) 0.02 ) 0.02 ) 0.02) 0.02) 0.02)
Total Coliform
25. <2/100 mL <2/100mL <2/100mL <2/100mL <2/100mL - 10.00
(MPN/100 mL)
Faecal
26. Coliforms <2/100mL <2/100mL <2/100mL <2/100mL <2/100mL Absent Absent

(MPN/100 mL)
4.3.2 Conclusion
Analysis results of ground water reveal the following;
 pH varies from 7.91 to 8.36.
 Total Hardness varies from 121.52 to 266.56 mg/L.
 Total Dissolved Solids varies from 150.00 to 282.00 mg/L.
A review of the above chemical analysis reveals that water from all sources remains suitable for
drinking purposes as all the constituents are within the limits prescribed for drinking water
standards promulgated by Indian Standards (IS: 10500-2012).

4.4 MICRO METEOROLOGY
4.4.1 Climate
The area enjoys tropical humid climate due to its geographical location. Relative humidity ranges
from 79 % to 89%, average wind speed is 7 to 10 Km/hr, maximum temperature varies between
27° to 33°C and minimum temperature fluctuates between 21° to 25°C. Evaporation rate is very
high, i.e. 1500 -1800 mm/year. The most predominant wind direction was South-West (SW)
followed by W during the monitoring period.
Table 4.5 District-wise No. of rainy days & rainfall (mm) recorded
2009 2010 2011

Year
Rainy Days Rainfall Rainy Days Rainfall Rainy Days Rainfall
N&M Andaman District
Mayabunder 121 3958.5 134 4441.1 156 5361.3
Long Island 131 2786.9 128 2366.6 163 3655.6
South Andaman District
Port Blair 151 2496.7 159 3116.6 166 3888.7
Hut Bay 138 2153.8 166 2779.2 170 3350.3
Nicobar District
Car Nicobar 127 1987.4 162 3076.6 162 3258.6
Nancowrie 135 1806.1 151 2980.4 158 3115.3
A and N Islands 134 2531.6 150 3126.75 163 3771.62

Weather of Port Blair town of South Andaman District for the year 2011
Ite Januar Februa Marc Apr Ma Jun Jul Augu Septemb Octob Novemb Decemb
m y ry h il y e y st er er er er
Temperature
Max.
Temp 30.4 31.1 30.6 32 31.9 30.4 29.6 29.6 29.6 24 32.5 30.4
.
Min.
24 23 24 25 25 25 24 24 24 25 25 25
Temp
Humidity
08:30
77 78 80 75 82 88 91 91 93 83 72 77
hrs
17
:30 81 77 83 80 86 90 91 94 94 94 89 79
hrs
Wind 10.6 18.2 15.5

7.2 7.75 7.85 4.9 13.77 12.87 9.33 9.07 11.68
speed 7 9 6
4.5 AMBIENT AIR QUALITY

The ambient air quality with respect to the study area baseline information. The various sources
of air pollution in the region are dust rising from unpaved roads, domestic fuel burning, vehicular
traffic, agricultural activities, other industries, etc. The prime objective of baseline air quality
monitoring is to assess existing air quality of the area. This will also be useful in assessing the
conformity to standards of the ambient air quality during the operations. The baseline status of the
ambient air quality has been assessed through scientifically designed ambient air quality network.
The design of monitoring network in the air quality surveillance program has been based on the
following considerations:
 Meteorological conditions.
 Topography of the study area.
 Likely impact area.
4.5.1 Ambient Air Quality Monitoring
Ambient air monitoring was carried out 1 day as per CPCB guidelines in the surrounding areas of
the project site to assess the ambient air quality. To know the ambient air quality at a larger
distance air quality survey has been conducted at 10 locations. Major air pollutants viz, PM10,

PM2.5, Sulphur Dioxide (SO2), Nitrogen Dioxide (NO2), CO representing the basic air pollutants
in the region were identified for Ambient Air Quality Monitoring (AAQM).
Table 4.6 Procedures for Determining Various Air Quality Parameters
Parameters Testing Procedure
Gravimetric Method by using Repairable Particulate Matter sampler “Respairable

PM10 & PM 2.5
Dust Sampler” (RDS)
Absorption in diluted NaOH and then estimated calorimetrically with

NO2 sulphanilamide and N (I-Nepthyle) Ethylene diamine Dihydrochloride and
Hydrogen Peroxide (IS: 5182 1975, Part-VI).
Absorption in Sodium Tetra Chloromercurate followed by Colorimetric estimation

SO2
using P-Rosaniline hydrochloride and Formaldehyde (IS: 5182 Part – II, 2001).
CO Non Dispersive Infrared Spectroscopy
Table 4.7 : Air Quality Monitoring Locations
Co-ordinates
S.No. Location
Latitude Longitude
A1 Port Blair (Taylor Bad) 92°43'10.437"E 11°37'22.09"N
A2 Manglutan 92°39'26.182"E 11°34'57.333"N
A3 Village Diglipur 92°58'58.906"E 13°15'53.02"N
A4 Kadamtala 92°46'27.977"E 12°20'42.398"N
A5 Lucknow Junction 92°52'20.462"E 12°51'36.221"N
A6 Village Billy Ground 92°52'56.878"E 12°40'10.736"N
A7 Rangat 92°54'46.83"E 12°30'11.404"N
A8 Kalighat 92°57'42.681"E 13°6'48.408"N
A9 Farragunj Village 92°39'22.623"E 11°43'15.677"N
A10 Jirkatang Village 92°40'1.313"E 11°50'11.595"N

Figure 4.5: Air Quality Monitoring Locations

4.5.2 Baseline Data

Five major air pollutants viz. PM10 and PM2.5, Sulphur Dioxide (SO2), Nitrogen Dioxide (NO2),
CO were monitored to establish the baseline air quality.
Figure 4.6: Air Quality Monitoring Photographs

Table 4.8 :Ambient Air Quality Monitoring Results
Name of Village PM10 PM 2.5 NOX SO2 CO

Monitoring Date
(s) 3
(µg/m ) 3
(µg/m ) 3
(µg/m ) (µg/m )3
(mg/m3 )
16.08.2015-17.08.2015 54.10 26.10 16.20 8.10 0.39

A1
19.08.2015-20.08.2015 54.90 27.20 17.20 8.80 0.40
16.08.2015-17.08.2015 50.10 24.10 15.10 7.90 0.40

A2
19.08.2015-20.08.2015 51.20 25.20 14.80 8.20 0.41
16.08.2015-17.08.2015 49.10 25.10 17.50 9.20 0.38

A3
20.08.2015-21.08.2015 50.80 24.60 18.10 9.10 0.40
17.08.2015-18.08.2015 56.10 28.10 19.10 10.10 0.42

A4
20.08.2015-21.08.2015 57.20 27.50 18.50 10.50 0.40
17.08.2015-18.08.2015 58.10 28.10 17.20 8.10 0.40

A5
20.08.2015-21.08.2015 57.20 27.30 18.10 7.80 0.37
17.08.2015-18.08.2015 47.10 26.10 16.10 9.10 0.42

A6
21.08.2015-22.08.2015 46.40 27.10 17.00 10.20 0.44
18.08.2015-19.08.2015 52.10 23.10 16.50 8.90 0.40

A7
21.08.2015-22.08.2015 53.20 24.20 17.30 9.10 0.40

Name of Village PM10 PM 2.5 NOX SO2 CO

Monitoring Date
(s) 3
(µg/m ) 3
(µg/m ) 3
(µg/m ) (µg/m )3
(mg/m3 )
18.08.2015-19.08.2015 58.10 26.10 17.20 9.20 0.42

A8
21.08.2015-22.08.2015 57.00 26.90 18.20 10.00 0.41
18.08.2015-19.08.2015 55.10 24.00 17.30 10.20 0.38

A9
22.08.2015-23.08.2015 49.20 25.10 18.20 9.10 0.40
19.08.2015-20.08.2015 59.10 26.10 14.50 8.50 0.30

A10
22.08.2015-23.08.2015 57.80 27.30 15.00 9.20 0.30

4.5.3 Conclusion
Ambient Air Quality Monitoring reveals that the minimum and maximum concentrations of PM10
for all the 10 AAQM stations were found to be 47.10 g/m3 and 59.10 g/m3 respectively, while
for PM2.5 it vary between 24.20 g/m3 to 28.10 g/m3. As far as the gaseous pollutants SO2 and
NO2 are concerned, the prescribed CPCB limit of 80 g/m3 for residential and rural areas has
never surpassed at any station. The maximum and minimum concentrations of SO2 were found to
be 7.80 g/m3 to 10.50 g/m3 respectively. The maximum and minimum concentrations of NOx
were found to be 14.50 g/m3 to 19.10 g/m3 respectively. Also the CO level found to be vary
between 0.30 to 0.42 mg/m3.
4.6 NOISE ENVIRONMENT

Noise often defined as unwanted sound, interferes with speech communication, causes
annoyance, distracts from work, disturb sleep, thus deteriorating quality of human environment.
Noise Pollution survey has therefore been carried out. Noise levels were measured in residential
areas and other settlements located within 10 Km radius around the site.
4.6.1 Noise Analysis within the Study Area
The noise analysis within the study area was recorded using 4012 Maxtech sound level meter.
The analysis reveals that the noise’s well within the permissible range.
Table 4.9 : Noise Monitoring Result
Noise Level Leq. dB (A)

Night Time
S. No Locations Day Time
(10:00 P.M. to 6:00
(6:00 A.M. to 10:00 P.M.)
A.M.)
N1 Port Blair 45.97 37.65
N2 Manglutan 49.08 41.66
N3 Diglipur 49.84 42.71
N4 Kadamtala 42.87 36.66
N5 Lucknow 46.21 40.39
N6 Billy Ground 45.01 38.68
N7 Rangat 47.27 42.19
N8 Kalighat 47.36 44.16
N9 Farrargunj 46.89 42.44
N10 Jirkatang 46.81 42.93

4.6.2 Conclusion
Ambient noise levels were measured at 10 locations around the proposed project site. A noise
level varies from 36.66 to 49.84 Leq dB during day time and during night time. Maximum and
minimum noise levels recorded during the day time were from 49.84 Leq dB and 42.87 Leq dB
respectively and maximum and minimum level of noise during night time were 36.66 Leq dB and
44.16 Leq dB respectively. Thus noise levels at all locations were observed to be within the
prescribed limits.
From the above study and discussions it can be concluded that noise levels in the study area are
well within the prescribed limits as prescribed by the CPCB and State Pollution Control Board.

Figure 4.7: Noise Level Monitoring Locations

Figure 4.8: Photographs of Noise Level Monitoring
4.7 LAND ENVIRONMENT
4.7.1 Soil Quality and Characteristics
The information on soils has been collected from various secondary sources and also through
primary soil sampling analysis of which is described in this section. For studying the soil profile

of the region, 6 locations were selected to assess the existing soil conditions around the contract
area representing various land use conditions. The concentrations of physical and chemical
parameters were determined. The sampling locations have been finalized with the following
objectives:
To determine the baseline soil characteristics of the study area; and
To determine the impact of industrialization on soil characteristics.
Quality of the soil in the area is showing a marked diversity in nature depending upon the parent
rock and climatic conditions prevailing in different parts of the district.
Figure 4.9: Photographs of Soil Sampling

Table 4.10 : Soil Analysis Result
Rangat
Lucknow Village (Near Village Village
S. No. Parameter
Junction Kerlapuram Police Baratang Jirkatang
Station)
1. pH (at 25 0C) 7.14 8.50 7.48 7.20 7.74
Conductivity
2. 0.305 0.430 0.298 0.408 0.330
(mS/cm)
Clay 30.0 34.0 32.0 52.0 48.0
3. Soil Texture Silt 51.5 58.0 50.8 35.0 35.0
Sand 18.5 8.0 17.2 13.0 17.0
Water holding
4. 29.03 29.08 28.50 25.10 28.10
capacity (%)
5. Porosity (%) 51.00 48.00 48.00 45.20 55.0
Permeability
6. 0.85 0.90 1.1 1.00 0.95
(cm/hour)
Bulk Density
7. 1.37 1.04 1.50 1.66 1.38
(gm/cc)
Cation Exchange
8. 25.00 28.00 26.80 28.00 26.00
Capacity
Potassium as K
9. 74.94 76.50 95.00 89.93 87.10
(mg/100gm)
10. Organic Carbon 0.68 0.48 0.52 0.62 0.58
Available Nitrogen
11. 179.12 182.00 148.10 168.50 178.40
as N (kg. /hec.)
Available
12. Phosphorus (kg. 16.51 23.10 18.50 18.50 23.50
/hec.)
Lead as
13. 0.22 0.90 0.52 0.62 0.10
Pb(mg/100gm)
14. Iron (mg/100gm) 2.10 1.17 2.10 2.15 2.98
4.7.2 Conclusion
Soil is the media for supplying the nutrients for plant growth. Nutrients are available to plants at
certain pH and pH of soils can reflect by addition of pollutants in it either by air, or by water or
by solid waste or by all of these. In order to establish the baseline status of soil characteristics,
soil samples were collected at 6 sampling locations. The analysis results show that soil was basic
in nature as pH value ranges from 7.14 to 8.50 with water holding capacity of 25.10 to 29.08%.
The concentration of Nitrogen, Phosphorus has been found to be in good amount in the soil
samples. Soil texture is Sandy loam.

Figure 4.10: Photographs of Soil Sampling

4.8 BIOLOGICAL ENVIRONMENT
Biogeographically, Andaman and Nicobar islands are very rich, harbouring unique endemic life
forms. Apart from having a varied and well developed range of terrestrial ecosystems, these
islands have rich marine ecosystems, such as mangroves, coral reefs and sea grass beds. The rich
marine biodiversity includes 25 species of marine mammals such as whales, dolphins, dugong; 4
species of marine turtles; estuarine or salt water crocodile; more than 1,000 species of fishes;
about 50 species of prawns and lobsters; more than 350 species of corals; 313 species of sea
shells including rare and endangered Trochus and Giant Clam Shells and thousands of other
marine life forms including coelenterates, echinoderms etc. The sandy beaches on some islands
provide nesting places for four species of marine turtles. The near shore waters are rich in fin fish,
shell fish and other economically important species such as sea shells, sea cucumbers, crabs,
lobsters etc. While seas around these islands are also rich in pelagic fishes such as Tunas, Indian
Mackerel, Seer fish, Sharks etc. The rich marine resources not only provide livelihood to local
fisherman, but attract fishing vessels such as trawlers for deep sea fishing in these waters from
mainland India also. The status of wildlife in Andaman and Nicobar Islands (Marine Species) are
as given below:
Table 4.11: Showing the status of marine mammals and reptiles in A and N Islands
Faunal Group No. of Species Marine Species.

Mammals 62 Dugong, Dolphins & Whale
Reptiles 104 Marine Turtles, Estuarine Crocodile, Sea
Snakes
(Source- Zoological Survey of India, Port Blair)
The Andaman and Nicobar Islands consists of very fragile island ecosystems and some of the
most pristine in the world. These ecosystems are very diverse and support very unique flora and
fauna. Both these island groups are a distinct eco region and are classified as one of the 12
biogeographical zones of India of the total forest cover, dense forests with crown density of 40 %
and above constitute 85. 9 %, open forests with crown density less than 40 % constitute 1. 7%.
The mangroves occupy 12 % of the land area. The mangrove ecosystem are protected, in the
Andaman Islands. Mangroves cover an area of 929 km² and in the Nicobar the extent is 37 km².
Grasslands are unique to the central group the Nicobars and occur on low hillsides of Teressa,
Bompoka, Nancowry and Camorta and in the central part of Trinket. Lowland grasslands are
restricted to Great Nicobar Islands mainly on the inland riverbanks.

4.8.1 Description of Biodiversity in Andaman and Nikobar Island
4.8.1.1 Fauna
The reptile and amphibian fauna comprises over 125 species and is diverse with an assemblage of
several species of frogs and toads. Reptiles include several species of lizards, geckos, snakes and
four species of marine turtles. The mega species in the Andamans include the king cobra
(Ophiophagus Hannah), the Andaman cobra (Naja sagittifera), water monitor lizard (Varanus
salvator), and saltwater crocodile (Crocodylus porosus). In the Nicobars the mega herpetofauna
includes the Malayan box turtle (Cuora amboinensis) on Great and Little Nicobar Islands, the
sunbeam snake (Xenopeltis unicolor), the saltwater crocodile (Crocodylus porosus), the
reticulated python (Python reticulates) in the southern Nicobar group, besides several species of
pit vipers in the central Nicobars . Four species of marine turtles, leatherback turtle (Dermochelys
coriacea), hawksbill turtle (Eretmochelys imbricata), green sea turtle (Chelonia mydas), and the
olive ridley turtle (Lepidochelys olivacea) also feed and nest around the Andaman and Nicobars.
Species richness and diversity are very high in areas and islands where intensive surveys and
studies have been conducted. Of the 27 species of reptiles and amphibians recorded for Mount
Harriet National Park, 12 are endemic and these represent 80% recorded for the Andaman Islands
reported 120 species of moths for the same park with new additions to the moth fauna of India.
The avifauna in Saddle Peak National Park is also diverse; of the 88 species recorded 49 are
endemic recorded 393 plant and tree species for Mount Harriet National Park of which 74 are
endemic. 13 species of bats for the Rani Jhansi Marine National Park and this is 50% of the 26
species reported for the Andaman Islands and these included three new records and an endemic.
4.8.1.2 Marine
In all, over 1200 species of fishes have been reported from the surrounding seas of the islands and
of these 300 are commercial species has reported on the 282 commercially important fish species
and 147 species of marine fishes belonging to 33 families as poisonous and venomous, reported
over 200 species of reef fishes for the islands and have reported 1282 species of mollusca from
145 families and 372 genera for the Andaman and Nicobars. have recorded 51 species of
mangrove crabs belonging to 33 genera from 10 families Status surveys and studies in these
islands have recorded India’s best nesting beaches for three species - leatherbacks, hawksbills and
green turtles. The presences of green turtle and hawksbill feeding grounds have also been
confirmed. The hawksbill population in the Andamans and Nicobars are the largest for India and
most important for the Northern Indian Ocean region. The leatherback nesting population in the

Nicobar is one of the last four large colonies that exceeds 1000 individuals in the Indo-Pacific,
and hence of global significance (Andrews & Shanker, 2002; Andrews et. al. 2002).
Table 4.12 showing the status of marine faunal groups in A and N Islands
Faunal Group No. of Species

Fish 1283
Echinoderms 430
Molluscs 1583
Crustaceans 607
Corals 431*
Sponges 112
(Source- Zoological Survey of India, Port Blair)
4.8.2 Coral Reefs
The total coral reef area in India is 5,790 Km2, distributed between 4 major regions:
Lakshadweep; Gulf of Mannar; Gulf of Kutch; and Andaman and Nicobar Islands. Reef structure
and species diversity vary considerably between the areas due to differences in size and
environmental conditions.
The Andaman Islands have around 80% of the global maximum for coral diversity, suggesting a
final count could reach 400 species of coral.

Figure 4.11 : Coral Reefs found in A and N Island
In the Andaman and Nicobar Islands, there are 203 hard coral species with Porites spp. being
dominant in the northern and southern Andaman Islands, while Acropora spp. dominates the
middle Andaman and the Nicobar Islands. The 1998 bleaching had far less effect on corals in the
archipelago compared to other parts of the region. Currently live coral cover averages 65% and
about 1,200 fish species have been recorded. The diversity of the Andaman and Nicobar Islands
has greater affinity to Southeast Asia than to other reef areas in the South Asian Region due to the
currents in the north-eastern Indian Ocean promoting larval exchanges with Southeast Asia.
4.8.3 Management of biodiversity in Andaman and Nicobar Islands:
To protect and conserve the fauna and flora of these islands, many Protected Areas, both
terrestrial and marine, have been constituted under the Wildlife Protection Act. At present there
are 9 National Parks and 96 sanctuaries which have been established in these islands. Most of
these Protected Areas are small isolated islands. Details of some of the major ones have been
tabulated below:

Table 4.13: Some major National Parks/ Wildlife Sanctuaries in A and N Islands
S.No. Name of the National Park/ Sanctuary Area (Km2)
1 Mahatma Gandhi Marine National Park (MGMNP) 281.50
2 Rani Jhansi Marine National Park (RJMNP) 256.14
3 Mt. Harriet NP 46.62
4 Saddle Peak NP 32.54
5 Campbell NP 426.00
6 Galathea NP 110.00
7 Interview Islands Sanctuary 133.00
8 North Reef Islands Sanctuary 1.74
9 Cinque Islands Sanctuary 9.51
10 Narcondam Islands Sanctuary 6.81
11 Barren Islands Sanctuary 8.00
12 Loahabarrack Crocodile Sanctuary 100.00
13 Cuthburt Bay Sanctuary 5.82
14 Galathea Bay Sanctuary 11.44
4.8.4 Mangrove
Salient features of mangroves
 Mangroves are practically evergreen with thick leathery leaves designed to minimize
transpiration.
 Root system is adapted to the peculiar conditions found in the mangrove forests such as still root
in Rhizophora and knee roots in Bruguiera. Pneumatophores (breathing roots) are sent in
profusion in Sonneratia andAvicennia.
 Viviparous germination where the seed germinates while still on the tree and falls down in the
germinating condition with a long radicle- characteristic of Rhizophoraceae.

Table 4.14 Mangrove Cover in Andaman and Nikobar Island
Area in Km2
S.No. State /UT Very Dense Moderately Open

Total
Mangrove Dense Mangrove
Mangrove
Andaman
1 & Nicobar 262 312 97 671
Islands, Coral Reefs,Mangroves & Wetlands In Environment & Forests(2007-2012)
Status of Mangroves of Andaman & Nicobar Islands
Total area under mangrove vegetation in India is 4827 sq.km. as per the latest estimate of the
Forest Survey of India (1999 ). Out of this, 966 sq.kms. area of mangrove vegetation occur in
Andaman and Nicobar Islands which means that one fifth of the country’s total mangroves occur
in these islands. In Andaman district, area under mangroves is 929 Km2, while in Nicobar district
mangroves occupy 37 Km2. Area wise A and N islands are third in the country after W. Bengal
and Gujarat, but as far as density and growth are concerned, mangroves of these islands are
probably the best in the country. The mangrove vegetation of these islands constitutes 9.4% of the
land area or 10.85% of the total forest area. Mangroves occurring in these islands are mostly
fringing the creeks, backwater and muddy shores. Along the creeks the width ranges from 0.5 km.
To 1 km.at places this salt tolerant community is found on rock shores subjected to tidal action
and regular deposits of mud. Luxurient mangroves can be seen in Shoal Bay (South Andaman),
Yerrata Jetty in Rangat (Middle Andamans) and in Austrin Creek (Mayabunder).

Figure 4.12 : Mangrove found in A and N Island
Important Mangrove Species of A and N Islands

About 60 species of mangrove occur through out the world. Asia is the richest region of
mangrove species diversity with 44 species reported to occur. As per available information from
various sources 27 tree species, 5 shrubs, 1 climber and 2 species of palms and ferns each
belonging to 17 genera are reported to occur in the mangrove ecosystem of these islands.
Important mangrove species found in these islands include- Rhizophora mucronata, R. apiculata,
Bruguiera gymnorrhiza, B. parviflora, Avicennia officinalis, A. marina, Ceriops tagal, Heritiera
littoralis, Sonneratia caseolaris, S. alba, Exoecaria agallocha, Xylocarpus granatum, Aegiceras
corniculatum, Scyphiphora hydrophyllacea, Nypa fruticans etc.
This is very rich biodiversity area for flora and fauna including coral reef and mangroves.

4.9 SOCIO-ECONOMIC ENVIRONMENT

The entire project road is passing within the North & Middle Andaman and South Andaman
district. Hence, for analyzing the immediate influence area of the project road North & Middle
Andaman and South Andaman district and Andaman & Nicobar Union Territory has been
considered.
4.9.1 Demographic Profile
The total population of combined district of North & Middle Andaman and South Andaman is
2,16,858. The sex ratio of the project concern districts 904 females for every 1000 males, which
is greater than the state’s ratio of 876 females
The demographic features of the project district as per 2011 Census are provided
Table 4.15 District-wise, Sex-wise & Rural/Urban-wise Population of 2001 Census & 2011
Census (P)
Name of village Attributes No_HH Population Male Female

Total 10702 43183 22599 20584
Diglipur Rural 10702 43183 22599 20584
Urban 0 0 0 0
Total 6316 25788 13329 12459
Mayabunder Rural 6316 25788 13329 12459
Urban 0 0 0 0
Total 9181 36626 18933 17693
Rangat Rural 8457 33885 17529 16356
Urban 724 2741 1404 1337
Total 14424 57696 31650 26046
Portblair Rural 8083 32969 18322 14647
Urban 6341 24727 13328 11399
Total 12498 53565 27908 25657
Ferrargunj Rural 10591 45603 23817 21786
Urban 1907 7962 4091 3871
Source: Census 2011
HH- Household

Figure 4.13 Male-Female population of project area
4.9.2 Schedule Tribes
Table10 depicts the population details of Scheduled Tribes (ST) in the concerned districts.
Table 4.16 ST Population of Concern District in Project Area
Name ST Population Male (ST) Female (ST)

Diglipur Total 125 74 51
Rural 125 74 51
Urban 0 0 0
Mayabunder Total 189 105 84
Rural 189 105 84
Urban 0 0 0
Rangat Total 444 236 208
Rural 434 231 203
Urban 10 5 5
Portblair Total 628 343 285
Rural 368 218 150
Urban 260 125 135
Ferrargunj Total 489 241 248
Rural 420 209 211
Urban 69 32 37
Source: Census of India, 2011 Census

Figure 4.14 ST Male-Female population of project area

4.9.3 Literacy Rate
Literacy rate is a significant indicator of any district or state’s economic as well as social
development status. The higher literacy rate indicates higher awareness and vice-versa.
Table 4.17 Area wise male and female literate and Ill-literates of the project area
Name Total literacy Male literacy Female literacy

rate rate rate
Diglipur 82.2 87.4 76.6
Mayabunder 86.0 89.8 81.9
Rangat 84.4 88.5 79.9
Portblair 90.1 93.2 86.3
Ferrargunj 87.8 90.7 84.6

Figure 4.15 Literacy Rate of project area
4.9.4 Employment Pattern

The work participation rate for total workers is defined as the percentage of total workers to total
population. In a similar way it is defined for main and the marginal workers. The relative
importance of the main spheres of economic activity may be gauged from the pattern of
distribution of main workers in cultivation, agricultural labor, household industry and other
economic activities.
Table 4.18 Work Participation for the Main and Marginal Workers
Name Main Workers Marginal Workers
Population Male Female Population Male Female
Diglipur 13010 11108 1902 3374 1863 1511

Rural 13010 11108 1902 3374 1863 1511
Urban 0 0 0 0 0 0
Mayabunder 7315 6194 1121 1922 1171 751
Rural 7315 6194 1121 1922 1171 751
Urban 0 0 0 0 0 0
Rangat 10713 8597 2116 2245 1679 566
Rural 9837 7908 1929 2087 1580 507

Urban 876 689 187 158 99 59

Portblair 22116 18528 3588 2870 1862 1008
Rural 13086 11124 1962 1826 1084 742
Urban 9030 7404 1626 1044 778 266
Ferrargunj 16317 13336 2981 4241 3142 1099
Rural 13666 11170 2496 3940 2938 1002
Urban 2651 2166 485 301 204 97
Figure 4.16 Male-Female population of Main workers of project area

Figure 4.17 Male-Female population of Main workers of project area
4.9.5 Economic Development
4.9.5.1 Agriculture Pattern
Agriculture remains the main occupation of the people of the project concerned district and about 80% of
the population depends on agriculture for its livelihood. The distribution of area of land irrigated by
different sources of irrigation is Canals and bore wells.
Table 4.19 Area, Production and Productivity of Major Crops Cultivated South and N&M
Andaman District
Crop South Andaman North & Middle Andaman

Area (ha) Production (MT) Area (ha) Production (MT)
Paddy 317.4 1187.95 7685.25 23170.74
Maize 45 111.5 75.4 176.1
Green Gram 14 7.6 305.15 131.28
Black Gram 6.5 3.1 242.28 111.86
Arhar 0.5 0.2 1 3
Seasam 0 0 29.5 6.29
Groundnut 1.2 0.92 0.5 0.5
Mustard 0 0 9.2 6.52
Sugarcane 57.5 2058 210 4704.6

CHAPTER-5
ANTICIPATED ENVIRONMENTAL IMPACT AND
MITIGATION MEASURES
5.0 INTRODUCTION
In this chapter, potential environmental impacts, both bio-physical and socio-economic, are
assessed in terms of the direct and indirect nature of the impact, extent, duration and significance.
The level of assessment of each potential impact was based on the important environmental issues
identified in baseline environmental studies and the proposed improvement and activities of the
project. The impacts of major infrastructure projects can be divided into two principal categories.
First direct impacts which result from physical presence of the facilities and the way they are
designed, built and operated. Second, indirect impacts, which stem from the construction and
economic activities surrounding construction and the induced development resulting from
improved access. These impacts occur in two main phases - Construction and operation. Direct
environmental impacts are those that are directly caused by road construction or operation.
During construction these impacts primarily occur within the road formation area or immediately
adjacent to it, and at ancillary sites such as quarries and workforce camp. Direct construction
impacts can include the loss of agricultural land damage to ecological features such as land
resources and water bodies, damage to manmade structures and resettlement. During road
operation direct impacts may include a reduction in air and water quality.
Relatively small potential for negative impacts is generally envisaged for road widening and
upgrading project. Most of these negative environmental effects can be 'design out' at an early
stage through proper engineering designs, which will emphasize the contractors to follow
environmentally friendly construction methodology.
The construction activities will mainly be restricted to the proposed ROW along the entire stretch
except few locations where existing alignment is modified due to environmental or social
negative impacts and the temporary camp sites, quarry and borrow areas which are the activities
associated with the construction and are usually located beyond the right of way. All the proposed
construction activities will follow the current Indian and International standards for highway
engineering design. The potential environmental impacts are studied as direct, indirect or
cumulative effects on various environmental components. The improvement of road have positive
influence by virtue of better connectivity and accessibility, low vehicle operating cost, quick

access to marketing centers, educational and medical facilities, improvement of way side
amenities, enhancement of safety for the road users as well as the population living in the vicinity
of the highway, etc. and thus provide tremendous opportunities of socio-economic development
of the region. Besides these, the negative environmental impacts due to the road development
works can be correlated to the loss of land and properties, deterioration of environmental quality
(air, water, soil and noise) phase due to increase in traffic volume, change in land use pattern,
landscape deterioration, etc.
The road improvement project may influence various environmental components at different
stages of the project viz: Pre-constructional phase, Constructional phase and Operational phase.
The impacts may be direct or indirect and may be beneficial or adverse with respect to the
environment. The major works associated with the construction phase mainly are site clearance,
Earth work in embankment, excavation, pavement and cross drainage works, dumping of spoils
and waste materials and other construction activities and associated works like mobilization of
constructional equipments, setting up of workforce camps, quarrying, transportation and storage
of materials, etc. These activities have potential impacts on physical, biological as well as social
environment. The impacts may be of short terms and temporary or long terms and permanent.
The likely impacts on various environmental components have been described as follows:
5.1 IMPACTS DURING DESIGN/ PRE-CONSTRUCTIONAL PHASE

The major impacts during pre-construction and designing phase are related with the land
acquisition, since widening needs land area throughout the corridor. The present ROW is 333 Km
and acquisition of land will be needed where there is no adequate available ROW or where there
is proposal of correction of geometrics to accommodate the desired widening of the road upto 4
laning as per specification. In such case loss of productive agricultural land, private properties
and business is anticipated. The major landuse along the project road is agriculture, so the major
share of land acquisition will be from agriculture land.
5.1.1 Impact on Land Resources
The project involves widening of highway from existing Two/intermediate/Single lane to
standard 2 lane/2 lane with paved shoulder configurations which require additional land beyond
the existing carriageway. The available ROW at many sections is not sufficient to accommodate
the proposed widening and require additional land width in those sections. A total area of 150
Hec. of land (tentative) will be required for acquisition to accommodate proposed widening
beyond existing ROW.

5.1.2 Impact on People due to land acquisition and properties

Impact of another issue after land acquisition envisaged during the pre-construction phase is
related to acquisition of various commercial and residential structures and displacement of
people. Such issues are described in details under Resettlement and Rehabilitation Report. High
social risk and a high social content characterize the proposed project. Initial studies and
experience indicate three broad categories of social and economic impacts due the proposed
project, which require mitigation measures. These are loss of assets, including lands and houses;
loss of livelihood or income opportunities and collective impacts on groups, such as loss of
common property resources.
Mitigation Measures:
 A separate R&R policy has been framed after identified different category of entitlement
and benefits to each category to address the issues pertaining to the Project Affected
People and their rehabilitation & resettlement depending upon the Entitlement.
 The acquisition of land and private properties will be carried out in accordance with the
RAP and entitlement framework for the project.
 Early identification of entitlement for Compensation and Advance planning of
Resettlement and Rehabilitation Action Plan to Compensate the Losses.
 All the affected people will be compensated as per NPRR, 2007 before commencement
of Construction works and the cost of compensation will be finalized by the Competent
Authority and the Project Proponent will pay the compensation at all the entitles persons
through the Competent Authority.
 It will be ensured that all R & R activities including implementation of Environment
Management Plan are completed before the start of work.
 PIU has to ascertain that any additional environmental impacts resulting from acquisition
of land are addressed and integrated into the EMP and other relevant documents.
The NHAI has appointed Competent Authority in each affected districts. The Competent
Authority is from District Revenue Department. The Competent Authority will assess the cost of
the losses and then decides the compensation for each properties and assets as well as identifies the
affected persons as per records. The NHAI accordingly will pay the compensation to the affected
persons through the competent authority.
5.1.3 Impacts on Other Assets
In addition to the above details, few hand pumps, wells and water tanks will be affected due to the
proposed widening in both the project sections.

Mitigation Measures
All the affected hand pumps, wells and water tanks will be relocated at suitable locations
before commencement of construction activities.
5.1.4 Landuse Change
In order to accommodate the proposed alignment, some land will be acquired. This will cause
diversion of land to highway from current use. Acquisitions of some agricultural or some
commercial land will be needed for widening of the road to meet the design specification. As the
land acquisition is very limited along the entire project stretch beyond the existing ROW the
severity of diversion of other land would not be high. The widening section would involve only a
small section of agricultural land and thus the anticipated loss of productive agricultural land is not
significant.
5.1.5 Impact on Utilities
Several types of utilities serving local and regional needs are falling under Community of Interest
will need to be relocated from their present position due to the proposed widening alignment.
These services are mainly electric poles, transformers, OFC lines, wells and bore wells and water
supply pipelines which may be required to be relocated at some locations. Such type of impacts
due to the widening of highways is inevitable.
Mitigation Measures
All the utilities will be restored in advance prior to the start of construction works. The required
mitigation measures would be to instruct in advance the relevant owners of these utilities to shift
those before construction starts to avoid disruption of local services. The Concessionaire will
submit the details of such features falling within the alignment and inform the PIU (Project
Implementation Unit). It will be judicious for the PIU to assist the owners to get land for new
locations.
5.1.6 Impact on Roadside Trees
The present project will have varying levels of impact on the roadside plantations throughout the
entire stretch of the road. This impact is viewed critical due to long duration required for its
reversal and sometimes it is irreversible. Roadside plantations not only provide a healthy aesthetics
to the road users but also provide shade and protect the users from harmful effects of contaminants
by absorbing them through vegetation canopy.
These trees are likely to be affected and will require to be felled due to the proposed project. Effort
will be made to minimise the tree felling by restricting tree felling within the formation width
only. The baseline studies showed that there is no any endangered or rare tree species located

within the project area. During the design and construction of project road, some vegetation in the
form of trees, shrubs and grasses will be cleared.
Important impacts on flora, fauna and ecosystem due to project road are:
 Approximately 4900 trees are growing within the ROW. These trees will be required to be
relocated for 2 laning of the project road.
 The aquatic ecology will not be damaged, as structures like culverts / temporary bridges
will be provided on the water bodies crossed by project road.
 The loss of trees and herbal cover at least during the construction phase, is likely to
produce some negative impacts.
 Accident of animals may happen after growth of traffic.
Mitigation Measures
 Careful and proper planning should be done for re‐plantation of trees during design and
right at the commencement of construction and the phase wise removal of growing trees
will mitigate the negative impacts.
 Speed limit should be restricted within the reserve forest area through rumble strips to
avoid accidents inside forest area.
 Signage of “No Horn” should be displayed within the reserve forest area, near other
sensitive receptors.
 Compensatory plantation of 24500 trees should be started during construction phase
parallel to the construction activities.
5.1.7 Impact on Forest Land
The baseline study showed that the project road traverses some reserved/unclasses forest
patches. The proposed widening and upgradation of the project road will require some of these
forest lands to be diverted for non-forest use i.e. for highway construction. Generally open
shrubs are present apart from the agriculture fields along the project stretch. The area along the
existing ROW of the project stretch is dotted with few forests pockets. Plantation has been done
in these forest area and the predominant species in the forest stretch are Mangroves, epiphytes,
woody climbers, timbers, palms, and tropical fruit trees.
5.2 IMPACTS DURING CONSTRUCTION PHASE
The construction phase, in general, has adverse influence on all the components of environment.
Most of these impacts are primarily due to negligent practices but are short lived and reversible in

nature. A proper care is essential to minimize the adverse impacts to the possible extent to facilitate
the restoration of the environment and can be discussed under following sub-heads.
The standard road construction works involve are site clearance, excavation, filling of earth
materials and sub grade materials, laying of bituminous mixtures, handling of hazardous materials
like bitumen, diesel, etc, dumping of unusable debris materials, transportation of materials from
production site to construction site, and other constructional activities and associated works like
mobilization of constructional equipments, setting up of different construction plants, setting up of
workforce camps, quarrying, transportation of materials, material storage etc. These activities have
certain impacts of various magnitudes on different components of environment. The anticipated
impacts due to all these activities have been described below:
5.2.1 Impact on Land Resources

Clearing and grubbing and excavation of the land within the extent of formation width of the
proposed alignment as well as the proposed bypasses are the primary activity to prepare the bed for
road construction. The excavation activity will lead into generation of excavated materials which
would mainly soil mixed with pebbles and rocks in the project area. Most of these materials will be
re-used as fill materials, aggregates and for construction of retaining walls. However about 10
percent of the excavated material will be needed to be disposed off due to non-suitability for use in
road fill materials. The disposal of debris materials in haphazard manner will not only hamper the
aesthetic look of the area but at the same time they are potential contaminant for the surrounding
land.
Some land would be needed to establish site offices and construction camps, worker/labour camps.
These will require temporary land acquisition for a short period. Substantial amount of land would
also be required for extraction of borrow materials. For fulfilling the requirement of soil and
aggregates certain land acquisition will be required followed by excavation of that land area. Such
type of activity can lead into disfiguration of topography of the area. Water stagnation in the borrow
pit provides ideal breeding sites for mosquitoes and thereby can spread malaria and dengue if borrow
pit is not properly managed. Pits near settlements can pose health risk. For fulfilling of requirement
of soil and aggregates certain land acquisition will be required followed by excavation of materials
from that land area. Such type of activity can lead into disfiguration of topography of the area to
minor extent. Water stagnation in the borrow pit provides ideal breeding sites for mosquitoes and
thereby can spread malaria and dengue if borrow pit is not properly managed. Pits near settlements
can pose health risk.

 The Construction camps will be located preferably on barren land and sufficiently away from
settlements and water bodies. The Construction camp will be provided with necessary sanitation
arrangements and basic facilities.
 After dismantling of Camp the natural condition of the land will be restored.
 No scare will be left unattended after excavation activity.
 The Borrow area will be located preferably on barren land or unirrigated land.
 The Borrow pits will not be dug within 800 m of town or village settlement or within ROW.
 After excavation is over, the borrow area will be suitable rehabilitated either by backfilling it of
by dressing the sides of the borrow pit to create slope consistent to the adjoining land.
5.2.2 Impact on Soil
The site clearance process includes excavation and vegetation clearance which ultimately
induces vegetation loss as well as loss of top soil. Since vegetation clearance shall be confined to
the minimum area required for widening activities beyond the ROW, the area
affected would be very less. The activities associated with the site preparation and excavation
plus movement of vehicles and equipments can disturb the surrounding lands.
Contamination of Soil
Contamination of soil during construction stage is primarily due to construction and allied
activities. The sites where construction vehicles are parked and serviced are likely to be
contaminated because of leakage or spillage of fuel and lubricants. Pollution of soil can also
occur in hot-mix plants from leakage or spillage of asphalt or bitumen. Refuse and solid waste
from labour camps can also contaminate the soil. Contamination of soil during construction might
be a major long-term residual negative impact. Unwarranted disposal of construction spoil and
debris will add to soil contamination. This contamination is likely to be carried over to water
bodies in case of dumping being done near water body locations.
However, by following mitigation measures such as maintenance of vehicles and machines and
fuel refilling is carried out in a confined area can avoid contamination of soil to a great extend.
The provision for oil interception chamber is suggested in EMP for treating the waste water
generated from vehicle washing, refilling and maintenance areas. Fuel storage and refilling sites
should be kept away from cross drainage structures and important water bodies.

Compaction of Soil
Compaction of soil may anticipate due to the movement of construction vehicles and heavy
machines. Thus regulation of movement of heavy equipments and vehicles shall be essential to
prevent this.
Mitigation Measure:
 The excavation activities and vegetation clearance will strictly be limited to formation
width only.
 All the usable excavated materials will be re-used as fill materials and aggregates.
 Fill materials for the embankments are to be arranged from places located outside ROW.
 The movement of construction vehicles and equipments will be restricted to only
designated route.
 Designated storage site for fill materials and adequate stockpiling to prevent erosion and
runoff related problem.
 Construction of temporary berms, sediment basins, slope drains and use of temporary
mulches fabrics or other control measures necessary to control soil erosion and
sedimentation will be done at site
5.2.3 Impact on Water Resources
The proposed widening will result in increase of surface run-off. It will have adverse impact
on ground water recharging if measures are not taken during the design and construction of
longitudinal drainages.
The geological studies of the project area show water table 6-20 m below the surface. As the
depth of the ground water table is very high no adverse impact is anticipated on ground water.
Laying of pavement within the formation width may lead to reduction in the ground water
recharge capacity. But as the area involved in the road construction is very less, the chances of
this influence will be non-significant The water and soil quality monitoring results revealed no
contamination with vehicular emission. Due to increasing traffic i.e. increasing emission, the
adjoining soil and receiving water bodies may get contaminated with vehicular emission and
spillages.

Water Requirement for Construction
As per assessment water requirement for construction and other purposes during peak period
would be about 2000 KL/day. The detailed break up of water requirement is given in Table 5.1
Table 5.1 : Water Requirement for Construction
Sr. No. Particular Details

1 For road preparation 1741800
2 For dust suppression 90000
3 For drinking purpose 10000

4 For Plantation 126000
5 Others 54900
Total (KL) 2022700
The water demands for the construction work may pose severe stress on the public water
supply if the water for construction and allied activities are taken from the same source as the
project area is a water stressed area and water supply sources are limited.
The main source of water for construction and other related activities will be a mixture of
surface water source and ground water source. Most of the rivers and water tanks along the
project corridor are rainfed and contain water for a brief period. Surface water may be used to
meet the water requirement for the project. However groundwater may be used by installing
borewells at different locations such at camp sites and plant sites. Separate water supply
arrangement for construction and allied works will be made in from ground water/surface
water source away from public water supply source so that there is no interfere with the
normal public water supply. The water for the construction will be taken after taking prior
permission from Competent Authority and comply with all the requirements of State Ground
Water Authority/ Irrigation Department. The Concessionaire will take all the measures in
order to minimize wastage of water during the construction.
The baseline study indicate that the area along the project falls under safe to subcritical zones
in terms of ground water availability, usage and water balance and recharging capacity.

The estimated water requirement is for the entire project length and the abstraction of water
will not be confined to a single location but will be extended at different locations, therefore
pressure on a single aquifer will not be significant. The overexploited zone will be avoided for
abstraction of water for construction purpose.
The Source of water for construction shall be identified by the Concessionaire depending upon
the location of construction sites, construction camp and plant site locations in consultation
with line department and NHAI and will obtain all necessary statutory permits for usage of
water before start of abstraction of water.
Mitigation Measures
 Longitudinal drains of sufficient capacity will be provided on both sides of the road
to accommodate increased run-off.
 In urban stretches, the lined drains will be provided with cut in between to facilitate
ground water recharging. The cut will be made of granular coarse material, which
will increase the infiltration rate.
 In rural stretches the unlined drains will be connected with ponds. New small ponds
will be dug if necessary. It will help in rainwater harvesting.
 Rainwater Harvesting pits will be provided in consultation with Ground Water
Boards at an average interval of 500 m covering the entire project stretch including
in new proposed bypasses depending upon the water table status (The recharge pit
can only be provided at those locations where the water table is greater than 5 m
deep).
 The Concessionaire will have to collect the information about the water table and
then construct the rainwater harvesting pits which will be approved by the Engineer
and Project Implementation Unit NHAI.
 The Concessionaire will submit completion after construction of rainwater
harvesting pits along with their details duly certifies by the Engineer and Project
Implementation Unit NHAI.
 The Contractor will arrange separate water supply arrangement for construction
work and will not interfere with the normal public water supply.
5.2.4 Impact on Water Quality:

No permanent impact is anticipated on water quality due to the project. Construction activity
may temporarily deteriorate surface water quality near the alignment through increase in
turbidity as well as in oil and grease. These impacts are temporary in nature and will be handled
through the proposed mitigation measures:
All water and liquid wastes arising from construction activities will be properly disposed off
and will not be discharged into any water body without adequate treatment.
Littering or unauthorized discharge will not be permitted.
Permission of the engineer and the concern regulatory authorities will be obtained for disposal
of the waste as the designated disposal point.
The stream course and drain will be kept free from dumping of solid wastes and earth
materials.
The construction materials and debris will be stored away from water bodies or water ways
and only on the designated sites along the construction zones.
5.2.5 Impact on Ambient Air Quality
The air quality parameter is the most common environmental feature, which is being affected by any
road improvement projects at different stages i.e. during constructional as well as operational phase.
The major indicators of Ambient Air Quality relevant to the road project are PM10, PM2.5, SO2, NOx,
CO in the atmosphere. The majority of the air pollutants are emitted from the traffic as there is no
major activity along the project road. The result of the measurement of these parameters in the
atmosphere along the project road showed that the concentration of these air pollutants are well
below the safe limit as prescribed for the National Ambient Air Quality laid by Ministry of
Environment and Forests, Government of India at all the places.
Significant amount of dust would be generated due to site clearance and excavation activities,
exhaust of mobile and stationary construction equipment, crushing plant, batching plant, HMP,
demolition, embankment and grading activities, transportation of earth materials and dumping of
spoils, which have potential deterioration of air quality during the process. This can increase the
localized concentration of fugitive during construction phase. During asphalt preparation, operation
of hot mixing plants needs burning of fuels that result into release of significant amount of gaseous
pollutants into the atmosphere like oxides of sulfur, hydrocarbons and particulate matters. These are
likely to deteriorate the air quality in general and also cause occupational exposure in particular.
These impacts are, however, temporary one that will remain only upto the period of clearance and
excavation processes. Besides this, air quality deterioration is also expected at deposits and borrows

sites, materials treatment areas, quarries, access roads and the site where facilities provided for
project workers due to dust generation and gaseous pollutant emission. Additional vehicular
emission is expected during the mobilization of construction equipments, transportation of materials,
etc. due to the increased vehicular number at the project sites but that will be minor in extent as there
will not be significant increase in vehicle numbers.
The improper sanitation at work camps and waste disposal usually lead to odour problem. Foul
odour may also cause during laying of pavement. The abovementioned problems related to the
deterioration of air quality, however, will temporal in nature till the construction period only.
Further, the activities will not be confined to any one place rather, it will progressively move along
the ROW, so prolonged deterioration in air quality will not occur at any one site. The minor volume
of dust generated will cause a short-term localized problem through settlements.
Mitigation measures:
Generation of Dust
 Water will be sprayed during construction phase, in earth handling sites, asphalt mixing
sites and other excavation areas for suppressing fugitive dust.
 Water sprinkling and transporting construction materials with tarpaulin coverage
during the construction stage.
 During the sub-grade construction, sprinkling of water will be carried out on regular basis
during the entire construction period especially in the winter and summer seasons.
 In case fly ash is used, dust emission during its loading and unloading, storage at open
place and handling for road construction shall be suppressed by regular water
sprinkling.
 Dust emission from stock piles of excavated material will be controlled either by covering
the stockpiled materials or water spraying over it.
 Special attention will be given when working near educational institutions and health
centers and settlement areas.
 As soon as construction is over all the surplus earth will be utilized properly all loose earth
will be removed from the site.
Mitigation measures for Plants & Equipments:

 The Stone crusher plant, Hot mix plant and Wet Mix Plant will be located sufficiently
away from settlement towards downwind direction and will conform to the siting and
operation requirements under Environmental (Protection) Rules, 1986.
 Proper management of all Plant sites having stone crusher unit, Hotmixplants, Batchmix plant,
stockyards.
 All the vehicles used during the construction stage to have valid PUC certificate
 Provision of effective air pollution control systems in stone crushers, Hotmix Plant, Batchmix
plants such as Dust containment cum suppression system for the equipment, Construction of wind
breaking walls along periphery of plant sites, construction of the metalled roads within the
premises, regular cleaning and wetting of the ground within the premises, etc.
Gaseous Pollution
 All the Construction vehicles and machineries will be regularly maintained to conform to the
emission standards stipulated under Environment (Protection) Rules, 1986.
 Asphalt mixing /Stone Crusher plans should be located at list 800 m away from and habitation or
sensitive environmental site and at least 250 m away from highway towards downwind direction.
 All the DG sets will conform to the emission standards as stipulated under Environment
(Protection) Rules, 1986.
 The workers working at asphalt mixing and subsequent application of asphalt mix on
road surface will be provided with heat resistant shoes and masks.
5.2.6 Impacts on Ambient Noise Level

Operation of heavy machineries; movement of heavy vehicles, stone crushing aggregate mixing
activities generates high noise increasing the ambient noise level in the surrounding.
The behaviour of truck drivers also plays roles in increasing the noise level by the injudicious
frequent use of blow horns. Especially in the settlement area this can pose a problem.
Workers working near the noise generating equipments and plants are likely to be exposed to high
noise level. The acceptable limits (for 8 hour duration) of the equivalent noise level
exposure during one shift is 90 dB (A). Hence, noise generated due to various activities in the
construction camps may affect health of the workers if they area continuously exposed to high noise
level. For reasons of occupational safety, exposure to impulses or impact noise should not exceed
140 dB (A) (peak acoustic pressure). Exposure to 10,000 impulses of 120 dB (A) are permissible in
one day. The noise likely to be generated during excavation, loading and transportation of material
will be in the range of 90 to 105 dB (A) and this will occur only when all the equipment operate

together and simultaneously. This is however, is a remote possibility. The workers in general are
likely to be exposed to an equivalent noise level of 80 to 90 dB (A) in an 8-hour shift, for which all
statutory precautions should be taken into consideration. However, careful planning of machinery
selection, operations and scheduling of operations can reduce these levels. A typical Noise
generation due to different activities has been given in the Table 5.2.
Table 5.2: Typical Noise Levels of Principal Construction Equipment during major construction
activity (Noise Level in dB(A) at 50 Feet)
Clearing
Bulldozer 80
Front end loader 72-84
Dump truck 83-94
Juck Hammer 81-98
Crane with ball 75-87
Excavation and Earth Moving
Bulldozer 80
Backhoe 72-93
Dump Truck 83-94
Jack hammer 81-98
Scraper 80-93
Structure Construction
Crane 75-77
Welding generator 71-82
Concrete Mixer 74-88
Concrete Pump 81-84
Concrete vibrator 76
Air Compressor 74-87
Pneumatic tools 81-98
Bulldozer 80
Cement and dump trucks 83-94


Dump truck 83-94
Paver 86-88
Grand and Compacting
Grader 80-93
Roller 73-75
Paving
Paver 86-88
Truck 83-94
Tamper 74-77
Landscaping and Clean Up
Bulldozer 80
Backhole 72-93
Truck 83-94
Front end Loader 72-84
Dump Truck 83-94
Paver 86-88
Source: CPCB, Govt. of India
It is evident from the above table that the operation of construction machinery e.g. hot-mixer, bulldozer,
loader, backhoes, concrete mixer, etc will lead to rise in noise level to the range between 80-95 dB (A).
Vehicles carrying construction materials will also act as the noise sources. The magnitude of impact from
noise will depend upon types of equipment to be used, construction methods and also on work
scheduling. However, the noise pollution generated due to different construction activities is a temporary
affair. Each type of activity can generate different type and levels of noise that continue for a short period
during the operations of those activities.
Implementing proper mitigation measures can reduce a lot of problem associated with noise pollution due
to construction activities.
 All noise generating equipments will be installed sufficiently away from settlement areas.

 The main stationary noise producing sources such as generator sets shall be provided with
noise shields around them. The noise shields can either be a brick masonry structure or any
other physical barrier which is effective in adequate attenuation of noise levels. A three meter
high enclosure made up of brick and mud with internal plastering of a non-reflecting surface
will be very effective in these regards
 The plants and equipment used for construction will strictly conform to CPCB noise
standards.
 Vehicles and equipments used will be fitted with silencer and maintained accordingly.
 Noise to be monitored as per monitoring plan and if the noise level at any time found to be
higher then immediate measure to reduce noise in that area will be ensured.
 Noise standards of industrial enterprises will be strictly enforced to protect construction
workers from severe noise impacts. All the workers working very close to the noise generating
machinery shall be provided Earplugs to avoid any ill impacts on their health.
 An awareness programme will be organized for drivers and equipment operators to make them
aware of the consequences of noise and to act properly at site.
5.2.7 Impact on Ecological Resources
The baseline study of the biological environmental within the project area did not show any
endangered or significant flora or fauna and within the corridor of impact and there is no wildlife
migration route reported, therefore, any potential direct impact on biological environmental
characteristics such as, loss of rare or endangered species, habitat fragmentation and wild life
migrations is not envisaged. The area is not characterized by any significant ecosystem so loss of
habitat is not there. Moreover, the alignment of proposed road widening is mostly along the
existing road, the potential for habitat fragmentation negligible. Similarly, since the road
improvement is proposed for the already existing one the extent of impact is minimum. The
temporary impact may be in the visual appearance of the trees and shrubs as construction activity
may lead to deposition of dust cover over the leaves and foliage. This is limited to construction
period and gets washed away with the first monsoon shower.
5.2.8 Impact on Social Environment
Impairment of access to the properties
During construction of road, cross water and side drain temporary blockage of access or
interference with the access to the properties located along the right of way may occur, causing
inconvenience to the road users and enhances the accident risk if not managed properly. Such
impact can be avoided through proper planning of works and good engineering practices. Safe

and convenient passage for vehicles, pedestrians and livestock to and from roadsides and property
accesses connecting the project road shall be ensured by providing temporary access. Adequate
signage and barricades shall be raised at the expected bottlenecks for safe movement of people.
The Concessionaire shall provide early information to the affected people. On completion of the
works, all-temporary obstructions to access shall be cleared away, all rubbish and piles of debris
that obstruct access should be cleared.
Aesthetics
Disturbance of landscape aesthetics due to excavation of borrow pits, extensive quarrying,
disposal site of spoils, is expected during the constructional phase. However, it is only temporary
one and it can be restored with proper management plans within a short period such as roadside
plantation, etc. During operational phase this will be enhanced with the activities associated with
the maintenance of landscape such as plantation programme, by providing road side amenities,
parks etc.
 The site will be cleaned immediately after the construction activity is over.
 The debris materials will be disposed off only at identified area for disposal and proper
leveling will be done after disposing the materials and shall be covered with top soil and
some plantation will be done at the disposal site
 The borrow area will be rehabilitated as per site condition. It can either be developed as
ponds, backfilled and leveled matching with the surrounding terrain.
Public Health and Safety
Health and safety are of major concern during the construction as well as operational phases. The
impact on health and safety can be envisaged for both workers at site and road users as well as
inhabitants of nearby areas. Emission of gaseous pollutants and dusts are major result of various
processes like material treatment, operation of hot mix plant, stone crushing, and asphalt
preparation. This emission effect is only for short term till the construction work is over but the
effect may be significant from the point of view that the workers are directly exposed to these
emissions. Apart from this, safety risks to road workers, primarily in the areas of storage and
handling of dangerous materials, and in operation of heavy machinery close to traffic, slopes,
power line and water courses, are also involved during the construction works.
The dust and gaseous pollutant generation within the congested area during the construction
works will adversely affect the health of people residing in the close proximity of the road.
Excavation of borrow pits on both the sides of roads within and outside the existing ROW can

create unhealthy aesthetics and also enhance the risk of malaria. These areas provide ideal
breeding zones for flies and insects. Stagnancy of water in borrow pits located nearby settlements
during rains may enhance the possibility of spreading of diseases. The vehicles and equipment
operation increase the chances of collision with vehicles, pedestrians and livestock. The poor
sanitation and poorly manages dispose off the waste may cause increase in communicable
diseases.
 The plants and equipments will be installed sufficiently away from the settlement.
 All the construction equipments and vehicles will conform with the emission
standards stipulated by the CPCB.
 Safe working techniques will be followed up and all the workers will be trained All
the workers will be provided with proper personal safety equipments at construction as
well as plant site
 Proper caution signage, barricading, delineators etc. will be installed at Construction
zone and temporary diversions
 Proper traffic management will be ensured at the Construction zone as per IRC.
 An Emergency Response system in case of any incidence will be developed and
implemented
 Periodical health check facility will be provided at camp sites.
5.3 IMPACTS DURING OPERATIONAL PHASE
During operation stage, the main sources of environmental impacts are the increased traffic volume
and speeds and better access to forest lands. The increase in traffic volume and speed may enhance
the safety risk especially in the rural area. The better access to the forest area can stimulate the
human interference in these areas. No sudden change in the traffic volume is expected due to this
road as the road is already existing one and opened for public traffic. The project also provides the
opportunities of the restoration of vegetation around the vicinity of the worksite and roads by
implementing the compensatory plantation programme, which will not only enhance the aesthetic
view but can also help in reclamation of soil. During operational phase this will be enhanced with
the activities associated with the maintenance of landscape such as plantation programme, by
providing roadside amenities, parks etc. During the operational phase when the plantation works
will be adequately implemented will enhance the aesthetic as well as hygienic environment thereby
reducing the chances of diseases due to vehicular emission. Widening will ensure smooth plying of

the vehicles and also will help in reducing the congested zone and thus will reduce the emission rate
of vehicles. Various impacts during operation phase are discussed below:
5.3.1 Impacts on Water Quality and Resources
During the operation phase, the possibility of degradation of water quality is very remote. The
impact on the surface water quality during operation can be expected due to accidental
spillage. However the probability of such accidents are minimal since enhancement of road safety
measures such as improvement of curves and widening of the roads and other pedestrian facilities
are taken care of in the design stage.
5.3.2 Impact on Air Quality
The baseline data shows that the major air pollutants are well within permissible limit at all
monitoring locations except for fine dusts in terms of PM10 and PM2.5. The dry condition and
exposed area, earthen shoulders along the highway sections is the main reason behind the high
concentration of PM10 and PM2.5 in the ambient air. Improvement in road surface condition such as
roughness, pot, patch, congestion, etc., improvement of curves and junctions, provisions of
organized parkings, segregation of local traffic and through traffic will ensure the smooth traffic
flow and reduce idling time of engines thus will reduce the emission rate of vehicles and also the
vehicle maintenance cost thereby reducing the magnitude of air quality degradation. Further,
roadside avenue plantation with pollution abating tree species will also help in reducing the ambient
pollution levels. Moreover, widened road will provide more space for dispersion and thereby the
concentration of pollutants will be diluted faster.
Thus the net air quality impact following construction of new road is anticipated to be beneficial.
The project will not stimulate the traffic flow significantly as this road is already in use. The traffic
will however rise with the current growth rate and the number of vehicles plying over will certainly
be increased whether the project will come or not. Although the emission rate per vehicle will
reduce as stated earlier, but the total emission can increase in
future with the increase in traffic.
Prediction of Carbon Monoxide (CO) Concentration along the Project Highway
Carbon monoxide (CO) is an odorless, colorless, poisonous gas whose primary source is motor
vehicle emissions. Carbon Monoxide is chemically inert under normal conditions and has an
estimated atmospheric mean life of about two and half months. CO is emitted by incomplete burning
of fossil fuel. Concentrations of this gas are highest near the road.
Because meteorological conditions are a significant factor affecting the development of high levels
of CO, CO is primarily a winter period pollution problem, when periods of light winds or calm

conditions combine with the formation of ground level temperature inversions; typically from the
evening through the early morning period. At higher concentrations, i.e., above 5 mg/m3 it can
seriously affect human aerobic metabolism, owing to its high affinity for haemoglobin and thus
would affect the central nervous system, impairing a person’s time-interval discrimination and
brightness discrimination and over 10 mg/m3 concentration would result in cardiac, pulmonary
functional changes / failure leading to death.
5.3.3 Impact on Noise Quality
Noise level is a matter of concern. Interrupted movement of heavy and light vehicles at high
speeds and movement in upward direction increase ambient noise levels along the roadway.
Noise produced by vehicles using the road can be attributed to the engine, vibration, friction
between tyres and the road, and horns. Increased levels of noise depend upon volume of traffic, road
condition, vehicle condition, vehicle speed, congestion of traffic and the distance of the receptor
(home, store etc.) from the source. The friction caused due to contact between tires and pavement
increases the traffic noise. The proposed work includes
smoothening of pavement, reduction of gradient and curves at several places that will reduce the
overall noise level.
The avenue plantation along the highway within the ROW will act as a vegetative noise barrier,
which will absorb the noise level from the highway traffic. The congested settlement areas have
been avoided by providing bypasses which will minimize the direct impact on the population.
Further noise barrier is recommended along the sensitive locations to minimize the impact of noise
pollution.
5.3.4 Human Use Values
Both land use and aesthetics are in fact, likely to improve due to afforestation and proper
andscaping. Proper engineering design like raising of embankment, provision of sufficient number
of culverts will ensure the reduction of the chances frequent road damages due to water logging and
runoff water during rains and landslide. The provision of parking space, way side amenities, rest
area, toilets and drinking water will also help in smooth and comfortable flow of traffic and better
acceptability of the project by the community.
5.3.5 Road Safety
The general objectives are for the concessionaire to make the main highway alignment and the
service roads as safe as possible for all users. The concessionaire shall follow all relevant IRC
Guidelines and codes of IRC & MoRTH on road safety, especially The Manual for Safety in Road

Design (A guide for Highway Engineers) prepared in September 1998. A formalized safety audit
procedure must be followed by the concessionaire during the detailed design and during the
Construction and post construction periods. From the above discussions it can be clear that the
project does not conflicts with any significant issues except for acquisition of land and properties,
partial acquisition of water Tanks/ Ponds and roadside tree cutting. These issues can be successfully
resolved/mitigate through proper planning and management. The adverse impacts envisaged due to
the project during construction stage are mostly increase in air pollution levels, dust generations,
interference with traffic movement due to diversions but are localised of short duration during the
construction period and are manageable with proper Mitigation Plan. The project, on the other hand,
shall yield positive impacts by virtue of better accessibility, better safety for road users and local
population, more economic opportunity, better health and education facility etc.
From the above discussions it can be clear that the project does not conflicts with any significant
issues except for acquisition of land and properties, diversion of reserved forest
land during preconstruction stage and during the construction period. These issues can be
successfully resolved/mitigate through proper planning and management. The adverse impacts
envisaged due to the project are mostly localised one and are of short duration during the
construction period and are manageable with proper Mitigation Plan. The project, on the other hand,
shall yield positive impacts by virtue of better accessibility, better safety for road users and local
population, more economic opportunity, better health and education facility, etc.

CHAPTER -6
ENVIRONMENTAL MONITORING PROGRAMME
6.0 Introduction
The 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
The monitoring programme contains monitoring plan for all performance indicators, reporting
formats and necessary budgetary provisions. Monitoring plan for performance indicators and
reporting system is presented in the following sections
6.1 Performance Indicators (PIS)
Physical, biological and environmental management components identified as of particular
significance in affecting the environment at critical locations have been suggested as
Performance Indicators (PIs). 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
 The Performance Indicators and monitoring plans prepared for Project Implementation
are presented in Table 6.1.

Table 6.1: Performance Indicators and Monitoring Plans for Project Implementation
S. No Indicator Stage Responsibility

A. Environmental Condition Indicators and Monitoring Plan
PIU through approved monitoring
Pre Construction
agency
Contractor/PIU through approved
1 Air Quality Construction
monitoring agency
PWD through approved monitoring
Operation
agency
Pre Construction
agency
2 Noise Levels Construction
monitoring agency
Operation
agency
Pre Construction
agency
3 Water Quality Construction
monitoring agency.
Operation
agency
Contractor through approved
Construction
monitoring agency.
4 Soil Quality
Operation
agency
B. Environmental Management Indicators and Monitoring Plan
Construction
1 Pre-construction Contractor
Camps
2 Borrow Areas Pre-construction Contractor
3 Tree Cutting Pre-construction Forest Department to PIU
4 Tree Plantation Construction Forest Department
C. Management & Operational Performance Indicators
Survival Rate
1 Operation Forest Department/ PIU
of Trees
Status
Regarding
The PIU will be responsible for a period
2 Rehabilitation Operation
of two years.
of Borrow
Areas
The PIU will be responsible for a period
3 Soil Erosion Operation
of two years.

6.1.2 Monitoring Parameters and Standards

The Environmental monitoring of the parameters involved are discussed below:
Ambient Air Quality Monitoring
The air quality parameters viz: Sulphur Dioxide (SO2), Oxides of Nitrogen (NOX),
Carbon Monoxide (CO) and Particulate Matter (PM 2.5 & 10) shall be regularly monitored
at identified locations from the start of the construction activity. The duration and the
pollution parameters to be monitored and the responsible institutional arrangements are
detailed out in the Environmental Monitoring Plan Table 6.2.
Noise Quality Monitoring
The duration and the noise pollution parameters to be monitored and the responsible
institutional arrangements are detailed in the Environmental Monitoring Plan Table 6.2.
Water Quality Monitoring
Water quality parameters such as pH, BOD, COD, DO Coliform count, total suspended
solids, total dissolved solids, Iron, etc. shall be monitored at all identified locations
during the construction stage. The duration and the pollution parameters to be monitored
and the responsible institutional arrangements are detailed out in the Environmental
Monitoring Plan Table 6.2.

Table 6.2: Environmental Monitoring Plan

Institutional
Monitoring
Environmenta Project Responsibility
l Component Stage Parameter Special Implementatio Supervisio
Standards Location Frequency
s Guidance n n
At sites where
hotmix plants Continuou
The Air / batching s 24 Hrs,
(Prevention plants are Contractor
thrice In a
PM2.5, PM10 As per And Control located. through
Constructio Year for PIU,
SO2, NOX, CPCB of Pollution) approved
n Stage Stretch of the Three PWD
CO guidelines Rules, monitoring
Road Where Years at
CPCB, agency
Construction Minimum 2
1982
Air Is In Progress Locations
at the Site
The Air
(Prevention Continuous Contractor
PM2.5, As per and Control 24 Hrs through
Operation PIU,
PM10, SO2, CPCB of Pollution) At 4 Locations thrice In a approved
Stage PWD
NOX, CO guidelines Rules, Year for monitoring
CPCB, Two Year agency
1982

Institutional
Monitoring
s Guidance n n
Grab
pH, BOD, Sample
COD, TDS, Collected
TSS, Do, From
Total Source and
Coliform, Analyze As
Constructio
Conductivit Per
n Stage
y, Standard
Methods for
Oil & Examination
Grease and of Water Contractor
Pb Water
and Twice In A through
quality PIU,
Water Quality Wastewater At 4 Locations Year for approved
standards PWD
Three Year monitoring
Grab by CPCB
agency
sample
collected
pH, TDS, from source
TSS, DO, and analyze
Operation
Temp, Pb, as per
Stage
Oil and standard
Grease methods for
examination
of water and
wastewater

Institutional
Monitoring
s Guidance n n
In free field
at 1m
distance Once
from the Every
At Equipment
equipment Month for
Yards
whose noise Three
levels are Years
being
determined.
Contractor
Noise Equivalent Noise through
Constructio Levels on Noise PIU,
Noise Levels standards approved
n Stage Db (A) Levels PWD
by CPCB monitoring
Scale Using an Quarterly agency
Integrated for three
Noise Level years
Meter Kept At 4 Locations continuous
At A over 24
Distance Of hours
9m & 15m
From Edge
Of
Pavement

Institutional
Monitoring
s Guidance n n
Equivalent
Noise
Levels
Using an
Integrated Contractor
Noise
Noise Level Noise Twice a through Engineer
Operation Levels on
Meter Kept standards At 4 Locations Year for Approved PIU,
Stage Db (A)
At a by CPCB One Year Monitoring PWD
Scale
Distance of Agency
9m And
15m from
Edge of
Pavement
Contractor
Monitoring As per IRC Thrice In a through
Construction Engineer
of Heavy code of At 4 Locations Year for Approved
Stage PIU, PWD
Metals practice Three Year Monitoring
Agency
At Minimum 2
Locations
Soil Quality and at
Monitoring Accident /
As per IRC Once a PWD through
Operation of Heavy Spill PIU,
code of Year for an Approved
Stage Metals and Locations PWD
practice One Year Agency
Grease Involving Bulk
Transport of
Carrying
Hazardous
Materials

Institutional
Monitoring
s Guidance n n
It should be
ensured that
Pre- Monitoring As given in During The
only those All along the Forest PIU,
Constructio of Felling of the EIA Felling Of
trees that are Corridor department PWD
n Stage Trees report Trees
marked are
felled
The Number
Road side of Trees The
Plantation Surviving survival
Survival
During Each rate should At Locations
Rate of
Visit Should be at least of
Constructio Trees, Every Year PIU,
Be 70% below Compensator PWD
n Stage Success of for 3 Years PWD
Compared which re- y
Re-
With the plantation Afforestation
Vegetation
Number of should be
Saplings done
Planted

6.2 ENVIRONMENTAL BUDGET
Environmental Management Plan will be prepared as part of detailed EIA study and is intended to become a part of the
contract documents so that implementation of all the environmental measures can be ensured. The implementation actions,
responsibilities and timeframes will be specified for each component. The preliminary environmental management cost is
approximately Rs. 8.19 Crores as presented in Table 6.3 given below:
Table 6.3: Estimation of Environmental Management Plan Cost
S. Cost of Environmental / Unit Rate Amount

No. Mitigation Plan Description Unit Quantity (Rs.) (Rs.)
A Annual Cost During Construction Phase
Compensatory avenue plantation of
10 times the number of trees to be
cut and their fencing and
1 maintenance for 2 years No. 49000 800 39200000
Shrub plantation @ 500 saplings
(single row) per km for the entire
corridor and their fencing and
2 maintenance for 2 years No. 45 10000 450000
3 Environmental Monitoring
Air Quality Monitoring at 4
sensitive locations for 3 seasons for
3.1 3 consecutive years No. 36 8000 288000
Surface Water Quality Monitoring
at 4 locations for 2 seasons for 3
3.2 consecutive years No. 24 6000 144000
Ground Water Quality Monitoring
at 4 locations for 2 seasons for 3
3.3 consecutive years No. 24 8000 144000

Noise Quality Monitoring at 4

Soil Quality Monitoring at 4
Mobilization Charges for 3
3.5 seasons for 3 consecutive years No. 9 50000 450000
Dust Suppression at Site (2 21
4 trips/day for 365 days for 3 years) No. 90 10000 21900000
Severances & Others (including Lump
training, workshops, awareness
5 campaigning etc.) sum 2500000 2500000
Two Rainwater Harvesting
Structures per 5 Kilometer for 277
6 km (both sides) No. 55 50000 1400000
Total cost during construction
phase 66728000
B Annual Cost During Operational Phase
1 Environmental Monitoring
Air Quality Monitoring at 4
1.1 2 years No. 24 10000 240000
Noise Quality Monitoring at 4
1.2 2 years No. 24 3000 72000
Total cost during Operation
phase 312000
Corporate Social Responsibility Lump
C Cost sum 7500000 7500000

Total Cost (A+B+C) 74540000

Contingency (10%) 7454000
Total 81994000

CHAPTER -7
PROJECT BENEFITS
7.0 INTRODUCTION
Highway projects promote access to markets, materials and opportunity by facilitating movement
of persons and goods and improve earning and thereby level of leaving. This in turn enhances the
demand for transport. This two way interaction works through a host of intersectorial forward and
backward linkages effects and dynamic externalities, tends to relocate industries, services and
labour thus help to shape the economical geography of the region.
The ultimate aim of the up-gradation and widening of NH-223 is to promote social welfare of
Andoman and Nikobar Island. The development of the project play a significant role in changing
the socio-economic condition of the living of the people of a region through dynamic externalities
that such development often generates.
7.1 DIRECT BENEFITS
i. Fast and Safe connectivity
ii. Decongestion of traffic on road
iii. Saving in fuel, travel time and total transportation cost of road users
iv. Reduction in road accidents resulting in life saving
v. Reduction in soil contamination due to leakage and spillage
vi. Reduction in pollution due to constant flow and segregation of traffic from other roads
7.2 MACRO LEVEL BENEFITS
i. Development of local industry
ii. Development of tourism
iii. Quick transport of agriculture produce and perishable goods
iv. Improved quality of life for people
7.3 TECHNOLOGICAL BENEFITS
i. Provide better infrastructure facility within 7 Km wide carriageway and 1.5 m paved
shoulder on entire road, proposed new cross drainage structures, proposed bypasses,
improved junctions and pedestrian and vehicular safety measures.
ii. Providing better level of services in terms of in term of improved riding quality and smooth
traffic flow
iii. Faster transportation will ultimately lead to massive savings in term of reduced wear and
tear of vehicles, reduce vehicles operating costs (VOCs) and total reduction in
transportation costs

iv. With the improvement of road surface, the obstruction to vehicle will reduce and wastage
of fuel emission will be minimized
v. Introduction to additional safety measures like crash barrier, road illumination, retro
reflective boards, delineators etc. will result in lesser accidents.
vi. Infrastructure facilities like water supply, power supply and sewerage will also be enhanced
sue to improvement and up-gradation of project road.
7.4 SOCIO-ECONOMIC BENEFITS
i. Employment opportunity to people
ii. Enhance the accessibility of villages and small settlements to urban area, thus providing
the easy transport of perishable farm goods to urban market leading to better
remuneration for the producer.
iii. Higher education facility of rural population will increase with the increased connectivity
to urban areas.
iv. Access to better medical facilities in nearby towns and cities.
v. Rural population leading to better health care due to accessibility
vi. Easy transportation of construction material for many local economic activities (e.g.
house building, shops, school building etc. ) will strengthen local economy.
vii. With the up-gradation of road and implementation of proper safety measures road
accident will reduce.
viii. Faster accessibility to tourist destination.
ix. Overall an improved quality of life for the lesser development areas in the neighborhood.
7.5 ENVIRONMENTAL BENEFITS
i. Reduction in air pollution, vehicle maintenance, fuel saving due to better quality of roads.
ii. Noise pollution reduction due to reduced traffic congestion and better riding quality.
iii. Extensive new plantation along the corridor will serve as noise barrier over a period of time.
iv. Improved drainage condition will reduce ground water pollution.
v. Road sided drainage as well as cross drainage will reduce water logging along the road and
also reduce water borne disease.
vi. The environment along the road will be enhanced by inclusion of tree planting on both side of
improved road. Provision of footpath, bus bays and drainage facility will also help to improve
the aesthetics along the road.
7.6 ENVIRONMENTAL COST BENEFIT ANALYSIS
The preliminary project cost estimates have been prepared considering the various items of
works associated with identified improvements so as to assess financial and economic costs for
evaluating viability of the project.
All broad work items have been identified. Unit rates of different work items have been derived
using MORTH Standard Data Book for Rate Analysis. Basic rates of materials, labour and
machinery were taken from Andaman PWD.
Stone Aggregates, moorum, boulders, Hume pipes etc. are available at Port Blair in Andaman
Islands. All manufactured items such as Steel, cement, bitumen, emulsions etc. are not
manufactured anywhere in Andaman Islands. Therefore carriage of steel & cement from
Mainland (Kolkata) and carriage of bitumen & emulsion from Mainland (Vizag) have been
considered in estimation. Moreover, sand is also not available in Andaman Islands. Hence
carriage of sand has also been considered from mainland (Kolkata).
For estimation of carriage of materials, the entire project road has been divided into three sections
which are given below:
 Section ‐1: Km. 0.00 to Km. 59.40
 Section ‐2: Km. 107.00 to Km. 130.00
 Section ‐3: Km. 130.00 to Km. 333.00
The proposed sea creek bridges (in Middle strait & Humphrey Strait) have been considered in
Section -2 as both these creeks are the extremities of this section. For carriage of materials from
Port Blair, materials shall be transported from Port Blair by road for section-1 and section-2,
whereas for section-3, materials shall be transported to Mayabunder by ship and then by road to
the project section. This was considered due to the fact that transportation of such huge quantum
of material by vehicle ferry on unbridged gaps at two sea creeks is merely impossible.
For carriage of materials from mainland, materials shall be transported from mainland by ship to
Port Blair for section‐1 and 2 and to Mayabunder for Section ‐3. Thereafter, materials shall be
transported by road to the respective sections. The project costs have been estimated for design
improvements for various sections. Quantities of different work items have been worked out
considering the typical cross sections proposed improvement, road alignment and widening
proposals as recommended.
7.6.1 For Items available in Andaman Islands
All construction materials are to be brought from mainland.
The Market Rate at Kolkata has been taken for the manufactured items such as aggregates, steel,
cement etc., whereas market rate of bitumen & emulsions etc. have been taken from Vizag. The
prevalent basic rate of sand at Kolkata as per West Bengal PWD SOR has been considered.
For carriage of materials by ship from mainland, unit rates for transportation were obtained from
Indian Coastal Conference (ICC, the autonomous body for fixing rates and guidelines for shipping
in India). After addition of bunker surcharge, dirty cargo charges, provision for freight increase,

service tax etc. (as per guidelines laid down by ICC), final unit rate for transportation of materials
by sea route have been worked out.
Value Added Tax (VAT @ 4%) was added to the basic rate of all the materials transported from
Mainland. Moreover, Octroi duty @ 4% was also added to the basic rate of materials at Port Blair
for the materials transported from Mainland (as per guidelines laid down by Port Blair Municipal
Council, PBMC).
Estimation of Quantities
The quantities of the following major items of work were considered for preliminary cost
estimation:
1. Site Clearance & other Preparatory Works
2. Earth Work
3. Pavement Work
a. Non‐ Bituminous Work
b. Bituminous Work
4. Bridges and Other CD Works
a. Major, Minor and New Sea Creek Bridges
b. Culverts (HP, RCC Slab, Box)
5. Junctions
6. Drainage and Protective measures.
7. Road Appurtenances (Traffic Signs, Road Markings, other safety devices etc.)
8. Miscellaneous (Truck Lay Bye, Bus Shelter, Emergency call booth, etc.)
9. Maintenance during construction
10. Environmental and Social Cost.
7.7 ESTIMATION OF PROJECT COSTS
Estimated cost for project option is given in Table –7.1 below
Table 7.1 Summary of Cost Estimate
Amount in Crores
S.No. Description Without Creek With Creek Remarks
Bridges Bridges
414.8 --
1. Section-I Both the Creek
6.8 per Km -- Bridges are
266 445.72 considered in
2. Section-II between Section‐
7 per Km 11.72 Km

Amount in Crores
S.No. Description Without Creek With Creek Remarks
Bridges Bridges
1103.6 -- II as they are at

3. Section-III the extremities
6.2 per Km -- of this section
Total Cost
For total length–
4. (Without Creek 1784.4
266.275 Kms.
Bridges)
Total Cost For total length–

5. 1964.12
(With Creek Bridges) 273.775 Kms.
Cost per Km
6. (Without Creek 6.45
Bridges)
Cost per Km
7. 7.1
(With Creek Bridges)
The cost of construction per Km. is high because of the following reasons:
 Material cost calculated for Andaman Islands including transportation from mainland is
approximately double the rate when compared with the same at mainland.
 Additional cost for construction of two sea creek bridges.
Maintenance Cost
For Single lane road
Routine maintenance cost -Rs. 0.5 Lakhs/ Km/ Year
Periodic maintenance cost -Rs 150 /m2(Cost of 30mm SDBC overlay at 5 year interval)
For Intermediate lane road
Routine maintenance cost ‐ Rs. 0.75 Lakhs/ Km/ Year
Periodic maintenance cost ‐ Rs 160/m2 (Cost of 30mm SDBC overlay at 5 year interval)
For Two lane road
Routine maintenance cost-Rs. 1.0 Lakhs/ Km/ Year
Periodic maintenance cost – Rs. 180 /m2 (Cost of 30mm SDBC overlay at 5 year interval)
Construction Time Period
A 36 months construction period from 2012 to 2014 have been considered.
Economic Analysis

The objective of the economic evaluation is to enable Government authorities to determine whether the
project is an economically worthwhile investment proposal and whether it should be taken up at all. This
is done by identification of the potential benefits expected to accrue to the community and comparison
with the economic costs of the project. Economic viability of the project has been assessed within the
broad framework of the cost benefit analysis technique, which is widely used in the appraisal of public
investment projects. Economic analysis involves comparison of cost and benefit streams under both the
“without” and “with” project conditions, over a fixed analysis period. The “without project” situation is
the base case option or the “do‐minimum” case where the project road is a Single Lane/ Intermediate
Lane/2‐lane National Highway. In the “with project” situation, it is upgraded to a 2‐lane with earthen
shoulders with realignment and other improvements. All costs and benefits considered in the study have
been valued in monetary terms and expressed in economic prices to reflect the true resource cost to the
economy. The economic analysis has been carried out using the HDM IV Model. The results have been
expressed in terms of Economic Internal Rate of Return (EIRR) and Net Present Value (NPV) of the
project at 12 % discount rate. These are calculated using discounted cash flow methods since costs are
incurred and benefits accrue at different dates. The feasibility of the project is determined by comparing
the EIRR with the current accounting rate of 12%. This represents the opportunity cost of capital and is
considered the appropriate minimum criterion for economic viability by both Government agencies and
International Funding Agencies like World Bank (WB) and Asian Development Bank (ADB). The
project is further subjected to sensitivity analysis by varying the project costs and benefits by 15% and
the effect on the EIRR reviewed. This helps to gauge the economic strength of the project to withstand
future risks and uncertainties.
The analysis has been carried out for each homogenous section and for the total project road.
These are:
‐ Section 1 : Chidiyatapu to Jirkatang (length ≈ 59.4 kms)
‐ Section 2 : Baratang to Gandhi Ghat Jetty including two sea creek bridges (length ≈ 23
kms)
- Section 3 : Uttara Jetty to Foot Hill of Saddle Peak excl. 2nd Jarwa Reserve Forest (length
≈ 186.2 kms).

Table 7.2 Details of Cost Benefit Analysis
S.No Item Quantity Unit Rate (Rs.) Amount (Rs.)
Compensation for Land

Compensation for Private Land
Agricultural land 124.99 Acre 685,000.00 85,618,150.00
Habitated Land 68.68 Acre 1,310,000.00 89,970,800.00
Subtotal A 175,588,950.00
Compensation for Private Structure

Compensation for Permanent
1100 m2 9,000.00 9,900,000.00
Structure
Compensation for Semi-Permanent
1680 m2 6,000.00 10,080,000.00
Structure
Compensation for Temporary
5180 m2 2,500.00 12,950,000.00
Structure
Subtotal B 32,930,000.00
Compensation for Community Structure
Provision for compensation for
- Lumpsum 1,000,000.00 1,000,000.00
Community Structures
Subtotal C 1,000,000.00
Compensation for Private Trees
Compensation for Fruit Bearing
200 Nos. 7,500.00 1,500,000.00
Trees
Compensation for Non-Fruit
2300 Nos. 5,000.00 11,500,000.00
Bearing Trees
Subtotal D 13,000,000.00
Assistance
Ex-gratia amount 203 Family 20,000.00 4,060,000.00
Shifting Assistance to Titleholder

142 Months 6,000.00 2,556,000.00
(Structures) for 3 months
Rental Assistance to Titleholder

142 2,000.00 284,000.00
(Structures)
Shifting Assistance to Squatter for 3

20 Months 6,000.00 360,000.00
months
Shifting Assistance to Tenants in

41 6,000.00 246,000.00
Structures
Rehabilitation Assistance to DPs Lump

76 9,000.00 684,000.00
losing Business Establishment sum

S.No Item Quantity Unit Rate (Rs.) Amount (Rs.)
Training Assistance to Agricultural

41 4,000.00 164,000.00
Titleholders
Rehabilitation Assistance to
Employees in Business 35 Day 150.00 525,000.00
establishment for 100 days
Rehabilitation Assistance to
Agricultural laborers/sharecroppers 120 150.00 1,800,000.00
for 100 days
Assistance to Vulnerable
30 Day 150.00 450,000.00
Households for 100 days
Subtotal E 7,069,000.00
RP Implementation Support Cost
Training of DPs by NGO 6 per Block 200,000.00 1,200,000.00
Subtotal F 1,200,000.00
Total (A+B+C+D+E+F) 230,787,950.00
Contingency (10%) 23,078,795.00
Grand total 253,866,745.00
Twenty Five Crores Thirty Eight Lakhs Sixty Six Thousand Seven Hundred and Forty Five Only
From the traffic analysis and projections presented above, it can be seen that the project corridor has very
low intensity of traffic. At most of the sections it is below 2000 PCU/day even at the horizon year, 2020
except in one homogeneous section (i.e. Homogeneous Section-2) of length 25 Kms, where the present
traffic of 5278 PCU/day is expected to grow upto more than 10000 PCU/day only after 2025. It clearly
reflects that this project cannot be financially viable when implemented by any mode of funding other
then funding from budgetary resources.

CHAPTER -8
ENVIRONMENT MANAGEMENT PLAN
8.0 INTRODUCTION
The Environmental management plan is the synthesis of all proposed mitigation and monitoring
actions, set to a time frame specific responsibility assigned and follow-up actions defined. It
contains all the information for the proponents, the contractors and the regulatory agency to
implement the project within a specified time frame. Environmental management plan (EMP) deals
with the implementation procedure of the guidelines and measures recommended avoiding,
minimizing and mitigating environmental impacts of the project. It also includes management of
measures suggested for enhancement of the environmental quality along the highways.
8.1 OBJECTIVE OF EMP

The EMP is a plan of action for mitigation/management/avoidance of the negative impacts of the
project and enhancement of the project corridor. For each measure to be taken, its location,
timeframe, implementation and overseeing/supervision responsibility are listed. These components
of EMP is given in Table 8.1 which explains the environmental issues and the
avoidance/minimization/mitigation or enhancement measures adopted and/or to be adopted during
different phases of the project.

Table 8.1 ENVIRONMENTAL MANAGEMENT PLAN (EMP) MATRIX
Responsibility
Environmental
S. No. Management Measures Reference Planning and Supervision/
Issue
Execution Monitoring
PRE-CONSTRUCTION STAGE
Pre-construction activities by Project implementation Unit
The acquisition of land and private properties will be
carried out in accordance with the RAP and entitlement
framework for the project.
It will be ensured that all R & R activities including PIU, Revenue
implementation of Environment Management Plan are Dept., NGOs,
P.1 Land Acquisition PIU
completed before the start of work. Collaborating
PIU has to ascertain that any additional environmental Agencies
impacts resulting from acquisition of land are addressed
and integrated into the EMP and other relevant
documents.
All efforts will be made to preserve trees including
evaluation of minor design adjustments/alternatives to
save trees. Specific attention will be given for protecting
giant trees, and locally important trees (religiously Clause No. 201.2
important etc.).
MoRT&H
Tree cutting is to proceed only after all the legal PIU, Forest Supervision
Preservation of Specifications for
P.2 requirements including attaining of In-principle and Formal Department, Consultants
Trees Road and Bridge
Clearances from the Forest Dept./DoEF/MoEF are Contractor and PIU
works
completed and subsequently a written order is issued to
the Contractor.
Particular species declared as ‘protected’ by the State’s
Forest Dept. in the private land will be felled only after due
clearance from the Forest Dept./ concerned agencies is

Responsibility
Environmental
Issue
obtained.
In the event of design changes, additional assessments
including the possibility to save trees shall be made.
Stacking, transport and storage of the wood will be done
as per the relevant norms.
All community utilities and properties i.e., water supply
lines, sewer lines, hand pumps and religious structure will
Relocation of be relocated before construction starts, on any section of
Community the project corridor. The PIU will relocate these properties PIU, Concerned
P.3 Utilities and in consultation and written agreement with the agency/ Agencies, PIU
Common Property owner/community. Environmental considerations with Contractor
Resources suitable/required actions including health and hygiene
aspects will be kept in mind while relocating all community
utilities and resources.
Pre-construction activities by the Contractor/Environmental Expert of Supervision Consultants (SC)
P.5 Field Verification and Modification of the Contract Documents
The Environmental Expert of SC and the Contractor will
carry out Joint field verification to ascertain any additional
possibility to saving trees, environmental and community
resources.
The verification exercise should assess the need for Contractor/
Joint Field
P.5.1 additional protection measures or changes in Environmental PIU
Verification
design/scale/nature of protection measures suggested in Expert of SC
the EMP. Proper documentation and justifications/reasons
shall be maintained in all such cases where deviation from
the original EMP is proposed.
Assessment of The Environmental Expert of SC will assess impacts and Contractor/
P.5.2 Impacts due to revise/modify the EMP and other required sections of the Environmental PIU
Changes/Revision project document/s in the event of changes/revisions Expert of SC

Responsibility
Environmental
Issue
s/Additions in the (including addition or deletion) in the project’s scope of
Project Work work.
Hot mix plants and batching plants will be sited sufficiently
away from settlements and agricultural operations or any
commercial establishments. Such plants will be located at
least 1000 m away from the nearest village/settlement
preferably in the downwind direction.
The Contractor shall submit a detailed layout plan for all
such sites and approval of Environmental Expert of SC
shall be necessary prior to their establishment.
Crushers, hot-mix Clause No 111.1
Arrangements to control dust pollution through provision of Contractor /
plants and MoRT&H
P.5.3 windscreens, sprinklers, dust encapsulation will have to be Environmental PIU
Batching Plants Air (P&CP)
provided at all such sites. Expert of SC
Location Act 1981
Specifications of crushers, hot mix plants and batching
plants will comply with the requirements of the relevant
current emission control legislations and Consent/NOC for
all such plants shall be submitted to the Supervision
Consultant and PIU
The Contractor shall not initiate plant/s operation till the
required legal clearances are obtained and submitted.
All vehicles, equipment and machinery to be procured for
construction will confirm to the relevant Bureau of India
Other Standard (BIS) norms. The discharge standards
Construction promulgated under the Environment Protection Act, 1986 Contractor/
P.5.4 Vehicles, will be strictly adhered to. Environmental PIU
Noise limits for construction equipments to be procured
Equipment and Expert of SC
such as compactors, rollers, front loaders concrete mixers,
Machinery cranes (moveable), vibrators and saws will not exceed 75
dB (A), measured at one meter from the edge of the
equipment in free field, as specified in the Environment

Responsibility
Environmental
Issue
(Protection) Rules, 1986.
The Contractor shall maintain a record of PUC for all
vehicles and machinery used during the contract period.
Mobile equipment shall be placed at least 100metres away
from the nearest dwelling.
P.6 Identification and Selection of Material Sources
Finalizing borrow areas for borrowing earth and all logistic
arrangements as well as compliance to environmental
requirements, as applicable, will be the sole responsibility
of the contractor.
The Contractor will not start borrowing earth from select Clause No. 111.2
borrow area until the formal agreement is signed between & 305.2.2
landowner and contractor MORT&H
Locations finalized by the contractor shall be reported to Specifications for
the Environmental Expert of SC and who will in turn report Contractor/
Road and Bridge
P.6.1 Borrow Areas to PIU. Environmental PIU
works
Planning of haul roads for accessing borrow area will be Expert of SC
Guideline-V
undertaken during this stage. The haul roads shall be
routed to avoid agricultural areas as far as possible (in Guidelines for
case such a land is disturbed, the Contractor will Borrow Area
rehabilitate it as per Borrow Area Rehabilitation approval Management).
Format for reporting will be as per the Reporting Format
for Borrow Area
The SC will make sure that each such site is in line with
IRC and other Project Guidelines.
Contractor will finalize the quarry for procurement of Clause No. 111.3
P.6.2 Quarry construction materials after assessment of the availability & Contractor Environmental
of sufficient materials, quality and other logistic MORT&H Expert of SC

Responsibility
Environmental
Issue
arrangements. Specifications for and PIU
In case the contractor decides to use quarries other than Road and Bridge
recommended by DPR consultants, then it will be selected works
based on the suitability of the materials and as per
established law.
The contractor will procure necessary permission for
procurement of materials from Mining Department, District
Administration and State Pollution Control Board and shall
submit a copy of the approval and the rehabilitation plan to
the PIU and Environmental Expert of the SC
Contractor will also work out haul road network and report
to Environmental Expert of SC and SC will inspect and in
turn report to PIU before approval.
The contractor will use ground water as a source of water
for the construction and can set up the own bore well
facility for construction work.
Contractor can use the ponds, which are not in use by
community or identified to fill up for the project, but in that
case, before using any pond water contractor will obtain Clause No. 1010
written consent from the owner and submit then to SC. MORT&H
Arrangement for To avoid disruption/disturbance to other water users, the Environmental
Specifications for
P.6.3 Construction contractor will extract water from fixed locations and Contractor Expert of SC
Road and Bridge
Water consult the Environmental Expert of SC before finalizing and PIU
works
the locations.
The Contractor will provide a list of locations and type of EP Act 1986
sources from where water for construction will be used.
The contractor will seek approval from the SC prior to the
finalization of these locations
The contractor will not be allowed to pump from any
irrigation canal and surface water bodies used by

Responsibility
Environmental
Issue
community.
The contractor will need to comply with the requirements
of the State Ground Water Department and seek their
approval for doing so and submit copies of the permission
to SC and PIU prior to initiation of any construction work.
The contractor preferably will use unskilled labor drawn Environmental

Labor
P.7 from local communities to give the maximum benefit to the Contractor Expert of SC
Requirements
local community. and PIU
Siting of the construction camps will be as per the

guidelines. Locations identified by the contractor will be
reported as per format.
Construction camps will not be proposed within 500 m
from the nearest settlements to avoid conflicts and stress Guidelines II
Construction over the infrastructure facilities with the local community Guidelines for
applies only in case where a construction camp doesn’t Environmental
Camp Locations Siting and Layout
P.8 house plant sites. Contractor Expert of SC
Selection, Design of
Location for stockyards for construction materials will be and PIU
and Lay-out Construction
identified at least 1000 m from watercourses.
Camp
The waste disposal and sewage system for the camp will
be designed, built and operated such that no odor is
generated.
The contractor as per prevalent rules will carry out

Arrangements for negotiations with the landowners for obtaining their Environmental
P.9 Temporary Land consent for temporary use of lands for construction Contractor Expert of SC
Requirement sites/hot mix plants/traffic detours/borrow areas etc. and PIU
The Contractor will submit a copy of agreement to the

Responsibility
Environmental
Issue
Environment Expert of Supervision Consultant.
The Environmental Expert of SC will be required to ensure
that the clearing up of the site prior to handing over to the
owner (after construction or completion of the activity) is
included in the contract.
Orientation of The PIU shall organize orientation sessions and regular
Implementation training sessions during all stages of project. This shall
P.10 include on site training of all staff of environmental Cells, EMU/PIU PIU
Agency and
field level implementation staff of PIU, Environmental
Contractor experts of Sc and Contractors
CONSTRUCTION STAGE
Activities to be Carried out by the Contractor
C.1 Site Clearance
Vegetation will be removed from the construction zone Clause No. 201
before commencement of construction. All works will be MORT&H
carried out such that the damage or disruption to flora Specifications for
other than those identified for cutting is minimum.
Road and Bridge
Only ground cover/shrubs that impinge directly on the
works
permanent works or necessary temporary works will be
Annexure 4.5
removed with prior approval from the Environmental Environmental
Clearing and Expert of SC.
C.1.1 Contractor Expert of SC
Grubbing The Contractor under any circumstances will not cut trees and PIU
other than those identified for cutting and for which he has
written instructions from the PIU. The PIU will issue these
instructions only after receiving all stages of clearances
from the Forest Department/ MoEF. Guideline-III
Vegetation only with girth of over 30 cm will be considered Guidelines for
as trees and shall be compensated, in the event of PIU’s Site Clearance

Responsibility
Environmental
Issue
instruction to undertake tree cutting.
The sub grade of the existing pavement shall be used as
embankment fill material.
The existing base and sub-base material shall be recycled
as sub-base of the haul road or access roads.
The existing bitumen surface may be utilized for the paving
of cross roads, access roads and paving works in
construction sites and campus, temporary traffic
diversions, haulage routes etc.
The contractor shall identify disposal sites. The identified
locations will be reported to the Environmental Expert of
SC. These locations will be checked on site and
accordingly approved by Environmental Expert of SC prior
to any disposal of waste materials. Clause No. 201.4
All arrangements for transportation during construction MORT&H
including provision, maintenance, dismantling and clearing Specifications for
Disposal of debris
debris, will be considered incidental to the work and will be Road and Bridge Environmental
from dismantling
C.1.2 planned and implemented by the contractor as approved works Contractor Expert of SC
structures and
and directed by the Environmental Expert of SC. Guideline-IV and PIU
road surface
The pre-designed disposal locations will be a part of Guidelines for
Comprehensive Solid Waste Management Plan to be Disposal Site
prepared by Contractor in consultation and with approval Management
of Environmental Expert of SC.
Debris generated from pile driving or other construction
activities shall be disposed such that it does not flow into
the surface water bodies or form mud puddles in the area.

Responsibility
Environmental
Issue
The pre-identified disposal locations will be a part of
Comprehensive Waste Disposal Solid Waste Management
Plan to be prepared by the Contractor in consultation and
with approval of Environmental Expert of SC. Location of
disposal sites will be finalized prior to initiation of works on
any particular section of the road.
The Environmental Expert of SC will approve these
disposal sites after conducting a joint inspection on the site
with the Contractor.
Contractor will ensure that any spoils of material
unsuitable for embankment fill will not be disposed off near
any water course, agricultural land, and natural habitat like
grass lands or pastures. Such spoils from excavation can Clause No.
Other be used to reclaim borrow pits and low-lying areas located 301.3.2 MORT&H Environmental
C.1.3 Construction in barren lands along the project corridors (if so desired by Specifications for Contractor Expert of SC
the owner/community and approved by the Environment
Wastes Disposal Road and Bridge and PIU
Expert SC).
works
Non-bituminous wastes other than fly ash may be dumped
in borrow pits (preferably located in barren lands) covered
with a layer of the soil. No new disposal site shall be
created as part of the project, except with prior approval of
the Environmental Expert of SC.
All waste materials will be completely disposed and the
site will be fully cleaned and certified by Environmental
Expert of SC before handing over.
The contractor at its cost shall resolve any claim, arising
out of waste disposal or any non-compliance that may
arise on account of lack of action on his part.
Stripping, stocking The topsoil from all areas of cutting and all areas to be Clause No. Environmental
C.1.4 Contractor
and preservation permanently covered will be stripped to a specified depth 301.2.2 MORT&H Expert of SC

Responsibility
Environmental
Issue
of top soil of 150 mm and stored in stockpiles. A portion of the Specifications for and PIU
temporarily acquired area and/or Right of Way will be Road and Bridge
earmarked for storing topsoil. The locations for stock piling works
will be pre-identified in consultation and with approval of
Environmental Expert of SC. The following precautionary
measures will be taken to preserve them till they are used:
Stockpile will be designed such that the slope does not
exceed 1:2 (vertical to horizontal), and height of the pile is
restricted to 2 m. To retain soil and to allow percolation of
water, silt fencing will protect the edges of the pile.
Stockpiles will not be surcharged or otherwise loaded and
multiple handling will be kept to a minimum to ensure that
no compaction will occur. The stockpiles shall be covered
with gunny bags or vegetation.
It will be ensured by the contractor that the topsoil will not
be unnecessarily trafficked either before stripping or when
in stockpiles.
Such stockpiled topsoil will be utilized for -
covering all disturbed areas including borrow areas only in
case where these are to be rehabilitated as farm lands (not
those in barren areas)
top dressing of the road embankment and fill slopes filling
up of tree pits, in the median and in the agricultural fields
of farmers, acquired temporarily.
Residual topsoil, if any, will be utilized for the plantation at
median and side of the main carriageway.
The contractor will provide safe and convenient passage
Environmental
for vehicles, pedestrians and livestock to and from
C.1.5 Accessibility Contractor Expert of SC
roadsides and property accesses connecting the project
and PIU
road, providing temporary connecting road.

Responsibility
Environmental
Issue
The Contractor will take care that schools and religious
places are accessible to Public. The contractor will also
ensure that the work on / at existing accesses will not be
undertaken without providing adequate provisions and to
the prior satisfaction of Environmental Expert of SC.
The contractor will take care that the cross roads are
constructed in such a sequence that construction work
over the adjacent cross roads are taken up one after one
so that traffic movement in any given area not get affected
much.
Temporary diversions will be constructed with the approval

of the Resident Engineer and Environmental Expert of SC
Clause No. 112
for which contractor will seek prior approval for such plans.
MORT&H
Detailed Traffic Control Plans will be prepared and
submitted to the Resident Engineer for approval, seven Specifications for
days prior to commencement of works on any section of Road and Bridge
road. The traffic control plans shall contain details works
Planning for diversions; traffic safety arrangement during construction; IRC; SP 55 Environmental
C.1.6 Traffic Diversions safety measures for night – time traffic and precautions for Guideline-VII Contractor Expert of SC
transportation of hazardous materials. Traffic control plans
and Detours Guidelines for and PIU
shall be prepared in line with requirements of IRC’s SP- 55
document and The Contractor will ensure that the Traffic
diversion/detour is always maintained in running condition, management
particularly during the monsoon to avoid disruption to during
traffic flow. construction
The contractor will also inform local community of changes
to traffic routes, conditions and pedestrian access
arrangements with assistance from SC and PIU. The

Responsibility
Environmental
Issue
temporary traffic detours will be kept free of dust by
sprinkling of water three times a day and as required under
specific conditions (depending on weather conditions,
construction in the settlement areas and volume of traffic).
C.2 Procurement of Construction Material

No borrow area will be opened without permission of the
Environmental Expert of SC. The location, shape and size
of the designated borrow areas will be as approved by the
Environmental Expert of SC and in accordance to the IRC
recommended practice for borrow pits for road
embankments (IRC 10: 1961). The borrowing operations
Clause No.
will be carried out as specified in the guidelines for siting
305.2.2 MORT&H
and operation of borrow areas.
Specifications for
The unpaved surfaces used for the haulage of borrow
Road and Bridge
Earth from Borrow materials, if passing through the settlement areas or Environmental
works
C.2.1 Areas for habitations; will be maintained dust free by the contractor. Contractor Expert of SC
Guideline-V
Construction Sprinkling of water will be carried out twice a day to control and PIU
Guidelines for
dust along such roads during their period of use.
Borrow areas
During dry seasons (winter and summer) frequency of
management
water sprinkling will be increased in the settlement areas
and Environmental Expert of SC will decide the numbers
of sprinkling depending on the local requirements.
Contractor will rehabilitate the borrow areas as soon as
borrowing is over from a particular borrow area in
accordance with the Guidelines for Redevelopment of
Borrow Areas or as suggested by Environmental Expert of

Responsibility
Environmental
Issue
SC.
The contractor shall obtain materials from quarries only

after the consent of the Department of Mining / OPCB /
District Administration or will use existing approved
Clause No. 111.3
sources of such materials. Copies of consent/ approval/
MORT&H
rehabilitation plan for opening a new quarry or use of an
Specifications for
existing quarry source will be submitted to Environment Environmental
Road and Bridge
C.2.2 Quarry Operations Expert SC and PIU Contractor Expert of SC
works
The contractor will develop a Comprehensive Quarry and PIU
Guidelines VI for
Redevelopment plan, as per the Mining Rules of the state
Quarry
and submit a copy to PIU and SC prior to opening of the
Management
quarry site.
The quarry operations will be undertaken within the rules
and regulations in force in the state.
Contractor will maintain all roads (existing or built for the
project), which are used for transporting construction
materials, equipment and machineries as précised. All
vehicles delivering fine materials to the site will be covered
Transporting to avoid spillage of materials.
Construction All existing highways and roads used by vehicles of the Environmental
C.2.3 Materials and contractor or any of his sub-contractor or suppliers of Contractor Expert of SC
materials and similarly roads, which are part of the works,
Haul Road and PIU
will be kept clear of all dust/mud or other extraneous
Management materials dropped by such vehicles.
Contractor will arrange for regular water sprinkling as
necessary for dust suppression of all such roads and
surfaces with specific attention to the settlement areas.
The unloading of materials at construction sites/close to

Responsibility
Environmental
Issue
settlements will be restricted to daytime only.
Contractor will arrange adequate supply and storage of

water for the whole construction period at his own costs.
The Contractor will submit a list of source/s from where Clause No. 1010
water will be used for the project to SC and PIU The EP Act 1986
contractor will source the requirement of water Environmental
Construction MORT&H
C.2.4 preferentially from ground water but with prior permission Contractor Expert of SC
Water from the Ground Water Board. A copy of the permission Specifications for
and PIU
will be submitted to SC and PIU prior to initiation of Road and Bridge
construction. works
The contractor will take all precaution to minimize the
wastage of water in the construction process/ operation.
C.3 Construction Work
While working across or close to any perennial water
bodies, contractor will not obstruct/ prevent the flow of
water.
Construction over and close to the non-perennial streams
Disruption to shall be undertaken in the dry season. If construction work Environmental
is expected to disrupt users of community water bodies,
C.3.1 Other Users of Contractor Expert of SC
notice shall be served well in advance to the affected
Water community by the contractor. and PIU
The contractor will take prior approval of the River
Authority or Irrigation Department or SC for any such
activity. The PIU will ensure that contractor has served the
notice to the downstream users of water well in advance.
Contractor will ensure that no construction materials like Clause No.
Environmental
earth, stone, ash or appendage is disposed off in a 501.8.6 MORT&H
C.3.2 Drainage Contractor Expert of SC
manner that blocks the flow of water of any water course Specifications for
and PIU
and cross drainage channels. Contractor will take all- Road and Bridge

Responsibility
Environmental
Issue
necessary measures to prevent any blockage to water works
flow. In addition to the design requirements, the contractor
will take all required measures as directed by the
Environmental expert‘ SC’ to prevent temporary or
permanent flooding of the site or any adjacent area.
The Contractor will not excavate beds of any
stream/canals/ any other water body for borrowing earth
for embankment construction.
Contractor will construct silt fencing at the base of the
embankment construction for the entire perimeter of any
water body (including wells) adjacent to the RoW and Clause No.
around the stockpiles at the construction sites close to 501.8.6 MORT&H
Siltation of Water water bodies. The fencing will be provided prior to Specifications for
commencement of earthwork and continue till the Road and Bridge Environmental
Bodies and
C.3.3 stabilization of the embankment slopes, on the particular Contractor Expert of SC
Degradation of works
sub-section of the road. The contractor will also put up and PIU
Water Quality sedimentation cum grease traps at the outer mouth of the Water (P & CP)
drains located in truck lay byes and bus bays which are Act 1974
ultimately entering into any surface water bodies / water
channels with a fall exceeding 1.5 m.
Contractor will ensure that construction materials
containing fine particles are stored in an enclosure such
that sediment-laden water does not drain into nearby
watercourse.
The contractor will take slope protection measures as per Clause No. 306 &
Slope Protection design, or as directed by the Environmental Expert of SC 305.2.2 MORT&H Environmental
C.3.4 and Control of Soil to control soil erosion and sedimentation. Specifications for Contractor Expert of SC
Erosion All temporary sedimentation, pollution control works and Road and Bridge and PIU
maintenance thereof will be deemed as incidental to the works

Responsibility
Environmental
Issue
earth work or other items of work and as such as no Guideline-IX Soil
separate payment will be made for them. Erosion &
Contractor will ensure the following aspects: Sedimentation
Control)
During construction activities on road embankment, the
side slopes of all cut and fill areas will be graded and
covered with stone pitching, grass and shrub as per
design specifications.
Turfing works will be taken up as soon as possible
provided the season is favorable for the establishment of
grass sods. Other measures of slope stabilization will
include mulching netting and seeding of batters and drains
immediately on completion of earthworks.
In borrow pits, the depth shall be so regulated that the
sides of the excavation will have a slope not steeper than
1 vertical to 2 horizontal, from the edge of the final section
of the bank.
Along sections abutting water bodies, stone pitching as per
design specification will protect slopes.
C.4 Pollution
C.4.1 Water Pollution
The Contractor will take all precautionary measures to Clause No.
prevent the wastewater generated during construction 501.8.6 MORT&H
from entering into streams, water bodies or the irrigation
Water Pollution Specifications for Environmental
C. system. Contractor will avoid construction works close to
from Construction the streams or water bodies during monsoon. Road and Bridge Contractor Expert of SC
4.1.1
Wastes All waste arising from the project is to be disposed off in works and PIU
the manner that is acceptable and as per norms of the Water (P & CP)
Orissa State Pollution Control Board. Act 1974

Responsibility
Environmental
Issue
The contractor will ensure that all construction vehicle
parking location, fuel/lubricants storage sites, vehicle,
machinery and equipment maintenance and refueling sites
will be located at least 500 m from rivers and irrigation
canal/ponds.
All location and layout plans of such sites will be submitted
by the Contractor prior to their establishment and will be
approved by the SC and PIU.
Contractor will ensure that all vehicle/machinery and
equipment operation, maintenance and refueling will be Clause No.
carried out in such a fashion that spillage of fuels and 501.8.6 MORT&H
Water Pollution lubricants does not contaminate the ground. Oil Specifications for Environmental
C.4.1.2 from Fuel and interceptors will be provided for vehicle parking, wash Road and Bridge Contractor Expert of SC
down and refueling areas as per the design provided. works
Lubricants and PIU
In all, fuel storage and refueling areas, if located on Water (P & CP)
agricultural land or areas supporting vegetation, the top Act 1974
soil will be stripped, stockpiled and returned after
cessation of such storage.
Contractor will arrange for collection, storing and disposal
of oily wastes to the pre-identified disposal sites (list to be
submitted to SC and PIU) and approved by the
Environmental Expert of SC. All spills and collected
petroleum products will be disposed off in accordance with
MoEF and state PCB guidelines.
Environmental expert of SC will certify that all
arrangements comply with the guidelines of OPCB/ MoEF
or any other relevant laws.
C.4.2 Air Pollution

Responsibility
Environmental
Issue
The contractor will take every precaution to reduce the
level of dust from crushers/hot mix plants, construction
sites involving earthwork by sprinkling of water,
encapsulation of dust source and by erection of
screen/barriers.
All the plants will be sited at least 1 km in the downwind
direction from the nearest human settlement.
The contractor will provide necessary certificates to Clause No. 111 &
confirm that all crushers used in construction conform to 501.8.6
relevant dust emission control legislation. MORT&H
The suspended particulate matter value at a distance of Environmental
C.4.2. Specifications for
Dust Pollution 40m from a unit located in a cluster should be less than Contractor Expert of SC
1 Road and Bridge
500 g/m3. The pollution monitoring is to be conducted as and PIU
per the monitoring plan. works
Alternatively, only crushers licensed by the PCB shall be Air (P & CP)
used. Required certificates and consents shall be Act 1981
submitted by the Contractor in such a case.
Dust screening vegetation will be planted on the edge of
the RoW for all existing roadside crushers. Hot mix plant
will be fitted with dust extraction units.
Contractor will ensure that all vehicles, equipment and Clause No.
Emission from machinery used for construction are regularly maintained 501.8.6 MORT&H
Construction and confirm that pollution emission levels comply with the Specifications for Environmental
C.4.2.
Vehicles, relevant requirements of PCB. Road and Bridge Contractor Expert of SC
2
Equipment and The Contractor will submit PUC certificates for all vehicles/ works and PIU
Machineries equipment/machinery used for the project. Monitoring Air
results will also be submitted to SC and PIU. (P & CP)

Responsibility
Environmental
Issue
Act 1981
Central Motor &
Vehicle Act 1988
C.4.3 Noise Pollution
The Contractor will confirm the following:
All plants and equipment used in construction (including
PIU, NHAI aggregate crushing plant) shall strictly conform
to the MoEF/CPCB noise standards.
All vehicles and equipment used in construction will be
fitted with exhaust silencers.
Servicing of all construction vehicles and machinery will be
done regularly and during routine servicing operations, the Clause No.
effectiveness of exhaust silencers will be checked and if 501.8.6 MORT&H
found defective will be replaced. Specifications for
Noise Pollution:
C.4.3. Noise from Limits for construction equipment used in the project such Road and Bridge Environmental
as compactors, rollers, front loaders, concrete mixers, works Contractor Expert of SC
1 Vehicles, Plants
cranes (moveable), vibrators and saws shall not exceed EP Act 1986 and PIU
and Equipments
75 dB (A) (measured at one meter from the edge of Noise Rules
equipment in the free field), as specified in the 2002
Environment (Protection) rules, 1986.
Maintenance of vehicles, equipment and machinery shall
be regular to keep noise levels at the minimum.
At the construction sites within 150 m of the nearest
habitation, noisy construction work such as crushing,
concrete mixing, batching will be stopped during the night
time between 9.00 pm to 6.00 am.
No construction activities will be permitted around

Responsibility
Environmental
Issue
educational institutes/health centers (silence zones) up to
a distance of 100 m from the sensitive receptors i.e.,
school, health centers and hospitals between 9.00 am to
6.0 pm.
Monitoring shall be carried out at the construction sites as
per the monitoring schedule and results will be submitted
to SC and PIU
C.5 Safety
Contractor will provide:
Protective footwear and protective goggles to all workers
employed on mixing asphalt materials, cement, lime
mortars, concrete etc.
Welder's protective eye-shields to workers who are
The Building and
engaged in welding works
Other
Protective goggles and clothing to workers engaged in
Construction
stone breaking activities and workers will be seated at
workers
sufficiently safe intervals
Personal Safety (Regulation of Environmental
Earplugs to workers exposed to loud noise, and workers
C.5.1 Measures for Employment and Contractor Expert of SC
working in crushing, compaction, or concrete mixing
Labour Conditions of and PIU
operation.
Service) Act 1996
Adequate safety measures for workers during handling of and cess Act of
materials. 1996 Factories
The contractor will comply with all regulations regarding Act 1948
safe scaffolding, ladders, working platforms, gangway,
stairwells, excavations, trenches and safe means of entry
and egress.
The contractor will comply with all the precautions as
required for ensuring the safety of the workmen as per the

Responsibility
Environmental
Issue
International Labor Organization (ILO) Convention No. 62
as far as those are applicable to this contract.
The contractor will make sure that during the construction
work all relevant provisions of the Factories Act, 1948 and
the Building and other Construction Workers (regulation of
Employment and Conditions of Services) Act, 1996 are
adhered to.
The contractor will not employ any person below the age
of 14 years for any work and no woman will be employed
on the work of painting with products containing lead in
any form.
The contractor will also ensure that no paint containing
lead or lead products is used except in the form of paste or
readymade paint.
Contractor will provide facemasks for use to the workers
when paint is applied in the form of spray or a surface
having lead paint dry is rubbed and scrapped.
The Contractor will mark ‘hard hat’ and ‘no smoking’ and
other ‘high risk’ areas and enforce non-compliance of use
of PPE with zero tolerance. These will be reflected in the
Construction Safety Plan to be prepared by the Contractor
during mobilization and will be approved by ‘SC’ and PIU
The contractor will take all necessary measures for the IRC: SP: 55
safety of traffic during construction and provide, erect and Guidelines VII
Environmental
maintain such barricades, including signs, markings, flags, Guidelines for
C.5.2 Traffic and Safety Contractor Expert of SC
lights and flagmen as proposed in the Traffic Control Traffic
and PIU
Plan/Drawings and as required by the SC’ and for the Management
information and protection of traffic approaching or passing during

Responsibility
Environmental
Issue
through the section of any existing cross roads. Construction
The contractor will ensure that all signs, barricades,
pavement markings are provided as per the MORT&H
specifications. Before taking up of construction on any
section of the existing lanes of the highway, a Traffic
Control Plan will be devised and implemented to the
satisfaction of the Environmental expert of SC.
The Contractor will take all required precautions to prevent
The Building and
danger from electrical equipment and ensure that -
other construction
No material will be so stacked or placed as to cause
workers
danger or inconvenience to any person or the public.
(Regulation of
Risk from All necessary fencing and lights will be provided to protect Environmental
Employment and
C.5.3 Electrical the public in construction zones. Contractor Expert of SC
Conditions of
Equipment(s) All machines to be used in the construction will conform to and PIU
Service) Act 1996
the relevant Indian Standards (IS) codes, will be free from
and Cess Act of
patent defect, will be kept in good working order, will be
1996 Factories
regularly inspected and properly maintained as per IS
Act 1948
provision and to the satisfaction of the ‘Resident Engineer’.
The Building and
The contractor will take all reasonable precautions to other construction
prevent danger to the workers and public from fire, flood
etc. resulting due to construction activities. workers
The contractor will make required arrangements so that in (Regulation of Environmental
Risk Force
C.5.4 case of any mishap all necessary steps can be taken for Employment and Contractor Expert of SC
Measure
prompt first aid treatment. Construction Safety Plan Conditions of and PIU
prepared by the Contractor will identify necessary actions Service) Act 1996
in the event of an emergency. and Cess Act of
1996 Factories

Responsibility
Environmental
Issue
Act 1948
The Building and

other construction
The contractor will arrange for -
workers
A readily available first aid unit including an adequate
(Regulation of
supply of sterilized dressing materials and appliances as Environmental
Employment and
C.5.5 First Aid per the Factories Rules in every work zone Contractor Expert of SC
Conditions of
Availability of suitable transport at all times to take injured and PIU
Service) Act 1996
or sick person(s) to the nearest hospital
and Cess Act of
Equipment and trained nursing staff at construction camp.
1996 Factories
Act 1948
The contractor will provide, erect and maintain
Environmental
Informatory Signs informatory/safety signs, hoardings written in English and
C.5.6 IRC:SP:55 Contractor Expert of SC
and Hoardings local language, wherever required as per IRC and
and PIU
MoRT&H specifications.
C.6 Flora and Fauna: Plantation/Preservation/ Conservation Measures
The contractor will do the plantation at median and/or
turfing at embankment slopes as per the tree plantation
strategy prepared for the project.
Minimum 80 percent survival rate of the saplings will be Forest
Road side Environmental
acceptable otherwise the contractor will replace dead Conservation Act
C.6.1 Plantation Contractor Expert of SC
plants at his own cost. The contractor will maintain the 1980
Strategy plantation till they handover the project site to PWD. and PIU
Guideline X
The Environmental Expert of SC will inspect regularly the
survival rate of the plants and compliance of tree
plantation guidelines.
C.6.2 Flora and Chance The contractor will take reasonable precaution to prevent Forest Contractor Environmental

Responsibility
Environmental
Issue
found Fauna his workmen or any other persons from removing and Conservation Act Expert of SC
damaging any flora (plant/vegetation) and fauna (animal) 1980 Wild Life and PIU
including fishing in any water body and hunting of any Act 1972
animal.
If any wild animal is found near the construction site at any
point of time, the contractor will immediately upon
discovery thereof acquaint the Environmental Expert of SC
and carry out the SC's instructions for dealing with the
same.
The Environmental Expert of SC will report to the near by
forest office (range office or divisional office) and will take
appropriate steps/ measures, if required in consultation
with the forest officials
All fossils, coins, articles of value of antiquity, structures

and other remains or things of geological or archaeological
interest discovered on the site shall be the property of the
Government and shall be dealt with as per provisions of
the relevant legislation.
The contractor will take reasonable precautions to prevent The Ancient
Chance Found his workmen or any other persons from removing and Monument and Environmental
C.6.3 Archaeological damaging any such article or thing. He will, immediately Archaeological Contractor Expert of SC
Property upon discovery thereof and before removal acquaint the Site Remains Act and PIU
Environmental Expert of SC of such discovery and carry
1958
out the SC's instructions for dealing with the same, waiting
which all work shall be stopped.
The SC will seek direction from the Archaeological Survey
of India (ASI) before instructing the Contractor to
recommence the work in the site.

Responsibility
Environmental
Issue
C.7 Labor Camp Management
The Building and
other construction
Contractor will follow all relevant provisions of the
workers
Factories Act, 1948 and the Building and the other
(Regulation of
Construction Workers (Regulation of Employment and
Employment and
Conditions of Service) Act, 1996 for construction and
Conditions of
maintenance of labor camp.
Service) Act 1996
The location, layout and basic facility provision of each Environmental
and Cess Act of
C.7.1 Accommodation labor camp will be submitted to SC and PIU prior to their Contractor Expert of SC
1996
construction. and PIU
Factories Act
The construction will commence only upon the written
1948
approval of the Environmental Expert of SC.
Guidelines II
The contractor will maintain necessary living
Guidelines for
accommodation and ancillary facilities in functional and
Siting and Layout
hygienic manner and as approved by the SC.
of construction
camp
The Contractor will construct and maintain all labour
The Building and
accommodation in such a fashion that uncontaminated
other construction
water is available for drinking, cooking and washing.
workers
The Contractor will also provide potable water facilities
(Regulation of
within the precincts of every workplace in an accessible Environmental
C.7.2 Potable Water place, as per standards set by the Building and other Employment and Contractor Expert of SC
Construction Workers (Regulation of Employment and Conditions of
and PIU
Conditions of Service) Act, 1996. Service) Act 1996
The contractor will also guarantee the following: and Cess Act of
Supply of sufficient quantity of potable water (as per IS) in 1996 Factories
every workplace/labor camp site at suitable and easily Act 1948

Responsibility
Environmental
Issue
accessible places and regular maintenance of such
facilities.
If any water storage tank is provided that will be kept such
that the bottom of the tank at least 1mt. from the
surrounding ground level.
If water is drawn from any existing well, which is within
30mt. proximity of any toilet, drain or other source of
pollution, the well will be disinfected before water is used
for drinking.
All such wells will be entirely covered and provided with a
trap door, which will be dust proof and waterproof.
A reliable pump will be fitted to each covered well. The
trap door will be kept locked and opened only for cleaning
or inspection, which will be done at least once in a month.
Testing of water will be done as per parameters prescribed
in IS 10500:1991.
The contractor will ensure that -
The sewage system for the camp are designed, built and
operated in such a fashion that no health hazards occurs
and no pollution to the air, ground water or adjacent water
courses take place Environmental
Sanitation and
C.7.3 Separate toilets/bathrooms, wherever required, screened Contractor Expert of SC
Sewage System
from those from men (marked in vernacular) are to be and PIU
provided for women
Adequate water supply is to be provided in all toilets and
urinals
All toilets in workplaces are with dry-earth system

Responsibility
Environmental
Issue
(receptacles) which are to be cleaned and kept in a strict
sanitary condition.
The contractor will provide garbage bins in the camps and
ensure that these are regularly emptied and disposed off
in a hygienic manner as per the Comprehensive Solid
Waste Management Plan approved by the Environmental
Expert of SC. Guidelines II
Environmental
Unless otherwise arranged by local sanitary authority, Guidelines for
C.7.4 Waste Disposal Contractor Expert of SC
arrangements for disposal of night soils (human excreta) Siting and Layout
and PIU
suitably approved by the local medical health or municipal of Labor Camp
authorities or as directed by Environmental Expert of SC
will have to be provided by the contractor.
Contractor’s
C.8
Demobilization
Contractor will prepare site restoration plans, which will be
approved by the Environmental Expert of SC. The clean-
up and restoration operations are to be implemented by
the contractor prior to demobilization. The contractor will
clear all temporary structures; dispose all garbage, night
Clean-up Guidelines IV Environmental
soils and POL waste as per Comprehensive Waste
Operations, Guidelines for Expert of SC
C.9.1 Management Plan and as approved by SC. Contractor
Restoration and Disposal Site and PIU
All disposal pits or trenches will be filled in and effectively
Rehabilitation management
sealed off. Residual topsoil, if any will be distributed in pre
identified approved areas or in places suggested by the
Environmental expert SC areas in a layer of thickness of
75 mm-l50 mm. All construction zones including river-
beds, culverts, road-side areas, camps, hot mix plant sites,

Responsibility
Environmental
Issue
crushers, batching plant sites and any other area
used/affected by the project will be left clean and tidy, at
the contractor's expense, to the entire satisfaction to the
Environmental Expert of SC.
OPERATION STAGE
Activities to be Carried Out by the PIU
The PIU will monitor the operational performance of the
various mitigation/ enhancement measures carried out as
Monitoring a part of the project.
O.1 Operation The indicators selected for monitoring include the survival PIU PIU
Performance rate of trees; utility of enhancement provision, status of
rehabilitation of borrow areas and disposal sites, utility of
noise barriers;
PWD will ensure that all drains (side drains, median drain
and all cross drainages) are periodically cleared especially
before monsoon season to facilitate the quick passage of
Maintenance of
O.2 rainwater and avoid flooding. PIU PIU
Drainage
PWD will ensure that all the sediment and oil and grease
traps set up at the water bodies are cleared once in every
three months.
The periodic monitoring of the ambient air quality, noise
level, water (both ground and surface water) quality, soil
pollution/contamination in the selected locations as PWD through
Pollution
O.3 suggested in pollution monitoring plan will be responsibility Pollution PIU
Monitoring
of PWD Monitoring Agency
PWD will either appoint OPCB or its approved pollution-
monitoring agency for the purpose.

Responsibility
Environmental
Issue
Air PWD through
Atmospheric Ambient air concentrations of various pollutants shall be
O.3.1 (P & CP) Pollution PIU
Pollution monitored as envisaged in the pollution-monitoring plan.
Act 1981 Monitoring Agency
Noise pollution will be monitored as per monitoring plan at
sensitive locations. Noise control programs are to be
PWD through
enforced strictly.
O.3.2 Noise Pollution Monitoring the effectiveness of the pollution attenuation Noise Rules 2002 Pollution PIU
barriers Hospital Boundary wall will be taken up thrice in Monitoring Agency
the operation period.
PWD through
Water Quality will be monitored as per monitoring plan at Water (P & CP)
O.3.3 Water Pollution Pollution PIU
identified locations. Act 1974
Monitoring Agency
Visual monitoring and inspection of soil erosion at borrow
Soil Erosion and areas, quarries (if closed and rehabilitated), embankment
O.4. Monitoring of > 2m. And other places expected to be affected, will be PWD PIU
Borrow Areas carried out once in every three months as suggested in
monitoring plan.
Road Safety will be monitored during operation especially
0.5 Road Safety at location where traffic-calming measures have been IRC PWD PIU
proposed.

CHAPTER-9
SUMMARY AND CONCLUSION
9.0 INTRODUCTION
Highways, Government of India intends to undertake widening to 2-lane/2-lane with Paved Shoulder
and improvement of about 277 km length of National Highway-223 (renumbered as NH- 4 in 2010)
from Km 0.00 (Chidya Tapu) to Km 61.00, Km. 104.00 to Km. 142.00 and Km. 155.00 to Km.
333.00 of NH-223 in the UT of Andaman & Nicobar Islands to augment capacity of the highway, with
enhanced safety features. The present EIA has been prepared for this project.
9.1 PROJECT DESCRIPTION

The Project stretch starts form southern end of South Andaman Island at Km 0/000 of NH-223 at a
place named Chidya Tapu. This place is famous for migratory birds.2 Kms. ahead towards east is a sea
beach named Mundapahar and terminates at Km 333.00 (at the foothill of Saddle Peak).The length of
entire project road (NH-223) is described as under:
Table 9.1 Sections of Project Road

S.No. Project Stretches Project Remarks
Length
1. Km 0.00 to Km 59.4 59.4 Kms. Section 1 : Chidya Tapu to Jirkatang in
Southern Andeman Island
2. Km 59.40 to Km 46 Kms. 1st Jarwa Reserve Forest : Jirkatang to Middle
107.00 Strait Jetty in Sothern Andaman Island
3. Km 107.00 to Km 23 Kms. Section 2 : Nilambpur Jetty to Gandhi Ghat
130.00 Jetty in Baratang Island
4. Km 130.00 to Km 12 Kms. Section 3 :Uttara Jetty to Kadamtala in
138.20 Northern Andaman Island
5. Km 142.00 to Km 12 Kms. 2nd Jarwa Reserve Forest : Kadamtala to Police
155.00 Check post no. 11 in Northern Andaman Island
6. Km 155.00 to Km 178 Kms. Section 4 : Police Check Post no. 11 via
333.00 Diglipur in Northern Andaman Island to end of
Proposed Road.
9.2 ANALYSIS OF ALTERNATIVES

The project road is an already existing National Highway and the project proposes to rehabilitate and
upgrade the road stretch to 2 lanes with paved shoulders configuration. Considering the possible
positive impacts to the economic and social infrastructure of the region, the proposed road
development is imperative. To understand the significance of the proposed project better “With” and
“Without” Project scenarios were compared. Based on the analysis it is concluded that the “With”
project scenario with some reversible impacts is an acceptable option rather than the “Without” project
scenario. The implementation of the project will definitely be beneficial for overall socio-economic
environment of the impacted region.

9.3 DESCRIPTION OF THE ENVIRONMENT

The land use of the project area is predominantly agricultural and topography is generally plain and
rolling. No land acquisition is proposed for development of project road section. The project area has
red silty soil. The state has tropical climate, characterized by high temperature, high humidity, medium
to high rainfall and short and mild winters.
The soil, water, air and noise quality and meteorological parameters of the project area were assessed
during the environmental monitoring period. The detailed analysis of environmental monitoring results
is presented on Chapter 4 of this report.
9.4 ANTICIPATED ENVIRONMENTAL IMPACT

Land: The design of the highway has been proposed in such a way that minimum land acquisition is
required.
Topography: There would be insignificant change in topography. There would be some change in
topography due to soil filling in low lying area. The additional culverts / cross drainage structures
would be provided at required locations.
Climate: There would be some impact on microclimate in project area due to cutting of trees. The
compensatory plantation and avenue plantation along the road will improve the microclimatic
conditions over the period.
Air and Noise Quality: The air and noise quality of the project area will degrade during construction
period. Also there would be noise pollution near hospital, schools and religious places. The
construction work would be carried out as per CPCB guidelines to control air emission and noise level
within permissible limits. Noise barrier should be provided near sensitive locations.
Water Quality: Ground water sources will be used for construction purpose. Precautions will be taken
near rivers, canals and ponds to protect them from siltation during construction phase.
Wildlife: There is no direct impact on wildlife. However, there would be indirect impact on wild
animals during construction and operation phase of project. There is no eco-sensitive area around the
project road. There are no wild animal migration routes crossing the project road.
Flora: There are approximately 3023 trees along road side which may be affected due to
developmental activities.
Socio-Economic: No land acquisition is proposed for the development of project road section. There
are total 75 structures falling within COI comprising of residential, commercial and residential cum
commercial structures, which may be affected due to proposed development. In addition there are 19
CPRs which includes 1 community property, 9 religious properties, 7 government properties and 2
others properties.
The compensation as per the WB Environmental and Social safeguard policy would be given to the
affected persons.
9.5 ENVIRONMENTAL MONITORING PROGRAM

The 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, as per the
prevailing environmental standards for air, water and noise quality.

Ambient Air Quality Monitoring

The air quality parameters viz: Sulphur Dioxide (SO2), Oxides of Nitrogen (NOX), Carbon Monoxide
(CO) and Particulate Matter (PM 2.5 & 10) shall be regularly monitored at identified locations from
the start of the construction activity. The air quality parameters shall be monitored in accordance with
the National Ambient Air Quality Standards.
Noise Quality Monitoring

The noise levels shall be monitored at already designated locations in accordance with the Ambient
Noise Quality standards
Water Quality Monitoring

Water quality parameters such as pH, BOD, COD, DO Coliform count, total suspended solids, total
dissolved solids, Iron, etc. shall be monitored at all identified locations during the construction stage as
per standards prescribed by Central Pollution Control Board and Indian Standard Drinking water
specifications IS 10500-1983 Quality Standards.
9.6 PROJECT BENEFITS

Development of road infrastructure is the first step towards wholesome development of State, cities,
towns and people. It is proposed to rehabilitate and upgrade the existing road section to 2 lanes/ 2
lanes with paved shoulder configuration. The project is justified in terms of improvement of
carriageway and road quality, reduction of increased traffic congestion, improvement in road safety,
improvement of environmental quality due to reduction of traffic congestion, improvement in existing
transportation facilities, economic development and infrastructure development potential.
9.7 ENVIRONMENT MANAGEMENT PLAN

Environmental Management Plan (EMP) is the key to ensure that the environmental quality of the
zone under impact does not deteriorate beyond the expected level due to the construction and
operation of the project. The EMP comprises a set of measures to be taken in different stages like the
design, construction and operation to eliminate, offset or reduce adverse environmental impacts to
acceptable levels. The Environmental Management Plan needs to be implemented right from the
conception and should continue till the end. The Plan can be divided into three phases - (a) Design
phase (b) Construction phase and (c) Operational phase. The anticipated impacts were identified and
mitigation measures were suggested to minimize the intensity of impacts.
9.8 CONCLUSION AND RECOMMENDATIONS

The key recommendations for the project are summarized below:
 The widening of existing single lane/intermediate lane to 2 lanes/2 lanes with paved shoulders
configuration and strengthening should be done with safety precautions, such as, road marking
and signing, safety barricading at unsafe locations and proper cross drainage measures.
 Sub-standard curves should be improved and other substandard features of road geometry
should be improved during design of the project road.

 The detailed environmental assessment should be carried out to meet the requirements of the
World Bank.
 Detailed surveys with the help of the design drawings need to be carried out as a part of the
EA process and for the EIA/EMP documents.
 Widening for up-gradation should be concentric as far as possible with adjustments at places
to minimize or to reduce or to avoid the environmental and social impacts
 Environmental monitoring shall be conducted at selected locations to establish baseline of the
project area.
 Comprehensive contractual, design, and budgetary provisions have to be made in contract
specific EMPs for avoidance, minimization, management or enhancement of various
environmental components likely to be impacted due to up-gradation of the project road.
 A working effective systematic supervision and monitoring mechanism need to be developed
as a part of environmental management to ensure compliance of the designed environmental
protection plans, adoption of corrective measures when and where ever required to make the
measures environmentally sustainable.
 Environmental enhancement measures for cultural and community properties along project
road need to be integrated with the project road up-gradation. The community concerns should
be addressed by proper dialogue with the local communities.
 Highway design should consider all consultation outputs as provided in the stakeholder
consultation section.
 Institutional strengthening of APWD needs to be taken for managing, monitoring and
supervising environmental concerns.
 All institutional arrangements including training requirements and modules for the project
needs to be identified and developed as a part of the EA Process.
 All Environmental clearances should be in place before the construction.

Chapter -10
Disclosure of Consultants Engaged
10.1 DISCLOSURE OF CONSULTANTS ENGAGED
Vardan EnviroNet is a “NABET approved EIA Consultant” certificate no.
NABET/EIA/1316/IA001, having its registered office at D-142, Sushant Lok III, Golf Course
Extension Road, Sector 57, Gurgaon 122001.
EIA Coordinator: Mr. Asif Hussain
Team Member: Mr. R.S Yadav & Mr. S.K. Sharma

Functional Area Experts:
Functional Signature
S. No Name of Expert/s
Area
1. AP Mr.S.K.Sharma
2. WP Mr.S.K.Sharma
3. SHW Mr.S.K.Sharma
4. SE Mr. Madhusudan Hanumant
5. EB Mr. H.S. Matharu
6. HG Mr.R.S Yadav
7. GEO Mr.R.S Yadav
8. AQ Mr.Asif Hussain
9. NV Mr. Asif Hussain
10. LU Mr.Joshua Anand
11. RH Mr. Kuldeepak Ahuja
12. SC Mr.S.K.Sharma

2 Laning of NH223 Andaman Nicobar

Uploaded by

Copyright:

Available Formats

You might also like

2 Laning of NH223 Andaman Nicobar

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

2 Laning of NH223 Andaman Nicobar

Uploaded by

Copyright:

Available Formats

FINAL ENVIRONMENTAL IMPACT ASSESSMENT REPORT

AND ENVIRONMENTAL MANAGEMENT PLAN

Department of Road Transport and Highways

Document No. 2015VM_100079_Final EIA

1.0 Introduction 1-5

2.0 Project Description 6-29

3.0 Analysis of Alternative Site 30-31

Document no. 2015_VH_10079_EIA Page | i

Cha Title Page No.

5.0 Anticipated Environmental Impact and Mitigation Measures 69-89

Document no. 2015_VH_10079_EIA Page | ii

Cha Title Page No.

5.1.1 Impact on Land Resources 70

6.0 Environmental Monitoring Programme 90-100

7.0 Project Benefits 101-108

Cha Title Page No.

7.6 Environmental Cost Benefit Analysis 102

8.0 Environment Management Plan 109-138

9.0 Summary and Conclusion 139-142

10.0 Disclosure of Consultants Engaged 143-144

Document no. 2015_VH_10079_EIA Page | iv

Table No. Title Page No.

Document no. 2015_VH_10079_EIA Page | v

Table No. Title Page No.

Document no. 2015_VH_10079_EIA Page | vi

Figure Title Page No.

Document no. 2015_VH_10079_EIA Page | vii

S. No. Abbreviation Description

1 AADT Annual Average Daily Traffic

2 AAQ Ambient Air Quality

3 AMSL Above Mean Sea Level

4 BDL Below Detectable Level

5 BIS Bureau of Indian Standards

8 COI Corridor of Impact

9 CPCB Central Pollution Control Board

10 DPR Detailed Project Report

11 EAC Environmental Appraisal Committee

12 EIA Environmental Impact Assessment

13 EMP Environmental Management Plan

14 EPC Engineering Procurement & Construction

15 GoI Government of India

17 GWQ Ground Water Quality

Document no. 2015_VH_10079_EIA Page |

S. No. Abbreviation Description

21 IMD Indian Meteorological Department

22 IRC Indian Road Congress

23 ILO International Labour Organisation

24 MoRTH Ministry of Road Transport & Highways

25 MoEF&CC Ministry of Environment, Forests and Climate Change

26 NAAQ National Ambient Air Quality

28 NHAI National Highways Authority of India

29 NHDP National Highways Development Program

30 NOC No Objection Certificate

31 NOx Oxides of Nitrogen

32 NPR&R National Policy on Rehabilitation and Resettlement

33 PAP Project Affected Persons

35 PCU Passenger Car Unit

36 PIU Project Implementation Unit