The document discusses conducting an Environmental Impact Assessment (EIA) for a proposed express highway project between Kasargod and Trivandrum in Kerala, India. It addresses: A) Identifying potential impacts during construction and operation, including impacts to air quality, noise levels, water quality, and land. B) Predicting the impacts, such as increased dust and emissions during construction, and increased vehicular emissions during operation. C) Evaluating impacts using the BEES (Building for Environmental and Economic Sustainability) method. D) Developing an Environmental Management Program to mitigate impacts and enhance environmental performance.

1. QUESTION
An express highway was proposed to be constructed between Kasargod and
Trivandrum. Carryout an EIA for the project with respect to the following:
A)Identification of Impacts
B)Prediction of Impacts
C)Evaluation of impacts using BEES
D)Environmental Management Programme
ANSWER
Environmental Impact Assessment (EIA) is the formal process used to predict the
environmental consequences (positive or negative) of a plan, policy, program, or project prior
to the decision to move forward with the proposed action. Formal impact assessments may be
governed by rules of administrative procedure regarding public participation and
documentation of decision making, and may be subject to judicial review. An impact
assessment may propose measures to adjust impacts to acceptable levels or to investigate new
technological solutions (Encyclopedia, 2015).

2. It is anticipatory, participatory, and systematic in nature and relies on multidisciplinary input
(Glasson, Therival, & Chadwick, 1994). EIAs commenced in the 1960s, as part of increasing
environmental awareness. In India, EIAs of development projects were first started in 1977-78
when the Department of Science and Technology took up environmental appraisal of river
valley projects. Subsequently, various other projects were brought under the purview of EIA.
It was, however, in 1994 when EIA was made mandatory in India under the Environmental
Protection Act of 1986.
The EIA experience in India indicates that the lack of timely availability of reliable and
authentic environmental data has been a major bottle neck in achieving the full benefits of EIA.
The environment being a multi-disciplinary subject, a multitude of agencies is involved in
collection of environmental data. However, no single organization in India tracks available data
from these agencies and make it available in one place in a form required by environmental
impact assessment practitioners. Further, environmental data is not available in enhanced forms
that improve the quality of the EIA. This makes it harder and more time-consuming to generate
EIAs and receive timely environmental clearances from regulators (Encyclopedia, 2015).

3. Its fundamental goal is therefore to: maximise environmental benefits,and minimize or
eradicate impacts,during the construction,operation and decommissioning phases of
development (UNEP 2002). The final EIA report is referred to as an Environmental Impact
Statement (EIS). Most national environmental laws have specified what the content of EIS
should have. Multilateral and bilateral financial institutions have also defined what should be
contained in an EIS. At each stage of EIA, interim decisions are made. These decisions
influence final decisions made about the EIA.
The EIS is submitted to designate authority for scrutiny before the final decision. The authority,
together with technical review panel determines the quality of EIS and gives the public further
opportunity to comment. Based on the outcome of the review, the designated authority or
lending institution will accept, reject or make further modifications to avoid future
confrontation. EIA certainly has a crucial role to play in addressing environmental issues
surrounding project development and especially power projects. The integration of
environment into development planning is the most important tool in achieving sustainable
development. Environmental protection and economic development must thus be dealt with in
an integrated manner. EIA process is necessary in providing an anticipatory and preventive
mechanism for environmental management and protection in any development.
Commonly Used EIA Tools :
 Checklists
 Matrices
 Networks

4.  Map overlays
 Geographic information systems (GIS)
 Task-specific computer modeling
 Expert systems
Successful utilization of analytical tools depends on:
 Nature of the project and competence of the users.
 Scale and scope of anticipated impacts For example, the use of costly GIS technology
and expertise may not be justified for a small project of limited environmental scope.
The EIA report is the main output from the EIA process. It contains the information that will
facilitate a decision about whether the project should be approved and what conditions
would have to be set. It will provide the developer and the design team
with information that will improve the design and manage the unwanted impacts of the
proposal; and it will inform the public of the likely impacts of the project on
them and their community.
Numerous benefits accrue from conducting EIA. Because EIA requires a thorough
examination of the proposal its inputs and outputs; EIA requires a complete analysis of
the physical, ecological, legislative, social and economic context into which
the project will be implemented;EIA requires the consideration of alternative e.g.
locations, processes, technologies and schedules; EIA can result in improved
project design which means that:
• Facilities would be located in environmentally optimum locations
• Improved technology would result in lower waste outputs
• There would be compliance with environmental and social standards
• There is increased transparency leading to public acceptance of the project
Ultimately, EIA lowers costs:
• The cost of impairing human health;
• The cost of losing valuable natural resources;
• The penalties and fines for remedial treatment and compensation as a result of damages
to the environment and to human health and safety.

5. Proposed Project
The proposed expressway extends from Nandarapadvu in Kasaragod
district to Parassala in Thiruvananthapuram district, will have a length of 1332.16 km. The
proposed expressway would pass through areas
including Bandadka, Malom, Chittarikkal, Cherupuzha, Alakode, Payyavoor, Ulikkal, Manan
thavady, Kalpetta, Thiruvambady, Edakkara, Palakkad, Pattikkad, Neriamangalam, Kattappa
na, Mundakayam, Erumely, Ranni, Konni, Pathanapuram, Punalur, Anchal, Kulathupuzha, M
adathara, Palodeand Vithura. This expressway will pass through 13 out of the 14 districts of
Kerala state. Alappuzha is not connected by this highway as that district is not part of the hilly
ranges of Kerala.
Aimed at improving the road connectivity of the coastal belt of the State. Besides reducing the
congestion in the NH corridors, the Coastal Highway is expected to boost the tourism sector
and help better integration with various other modes of transport, especially water transport.

6. The objectives of the EIA study include but not limited to
 Evaluate potential impacts of the project
 Establish an engineering design philosophy that integrates environmental and social
considerations into the project’s detailed engineering design;
 Assess alternative project designs and provide input into project design;
 Design appropriate and practical mitigation and environmental management measures to be
implemented during road construction and operation to avoid or minimize adverse impacts;
 Provide practical environmental and social management plans, including an Environmental
Management Plan and a Resettlement Action Plan;
 Propose and design environmental enhancements to be incorporated in the project
implementation plans

7. The Environmental Impact Assessment of the proposed improvements for the project road
began with the adoption of an Environmental Screening procedure during the feasibility stage.
The purpose of the screening was to review the proposed project activities and broadly identify
the key environmental issues related to the project such as environmentally sensitive receptors
along the alignment, change of land use; impacts on surface water bodies, availability of
borrow areas, impacts on community facilities, impacts on ecologically sensitive areas, etc.
The information gathered during the screening process helped in identifying the areas of
concernalong the stretch and critical issues to be studied in detail. As the project has already
been screed, no screening has been done during updation stage.
DELINEATION OF PROJECT IMPACT ZONE
To study the impacts of the project, two major zones have been identified that shall give fair
idea of the impact on the project corridor:
strip of land on either side of the centre line
of the proposed alignment. 500 m width on either side of the centre line has been adopted for
detailed inventory of environmental features.
5 Km width on either side of
the proposed carriageway. Here, the existence of sensitive features was identified and possible
impacts on them due to the project corridor were assessed.
BASELINE ENVIRONMENTAL MONITORING
Fresh environmental monitoring was carried out for determination of ambient air quality,
water quality, and noise level at various locations along the proposed alignment to establish
the baseline status of these environmental parameters along the project area.

8. A) Identification of Impacts
Projects are classified into one of following four categories, depending on the type, location,
sensitivity, and scale of the project and the nature and magnitude of its potential environmental
impacts.
 Category A: A proposed project is classified as Category A if it is likely to have
significant adverse environmental impacts that are sensitive, diverse, or unprecedented.
These impacts may affect an area broader than the sites or facilities subject to physical
works. EA for a Category A project examines the project’s potential negative and positive
environmental impacts, compares them with those of feasible alternatives (including the
“without project” situation), and recommends any measures needed to prevent, minimi ze,
mitigate, or compensate for adverse impacts and improve environmental performance. A
comprehensive Environmental impact Assessment Report is to be prepared for a Category
A project.
 Category B: A proposed project is classified as Category B if its potential adverse
environmental impacts on human populations or environmentally important areas –
including wetlands, forests, grasslands, and other natural habitats – are less adverse than
those of Category A projects. These impacts are site-specific; few if any of them are
irreversible; and in most cases mitigatory measures can be designed more readily than for
Category A projects. The scope of EA for a Category B project may vary from project to
project, but it is narrower than that of Category A Environmental Assessment.
 Category C: A proposed project is classified as Category C if it is likely to have minimal
or no adverse environmental impacts. Beyond screening, no further EA action is required
for a Category C project.
Environmental effects of roads include spatial and temporal dimensions and biotic and
abiotic components. Effects can be local (along a road segment) or extensive (related to a
large road network). In addition to direct loss of habitat and ecosystems caused by the
footprint of resource roads, another spatial aspect is the “road-effect zone”3 that can radiate
out from the sides of the road and/or extend downstream where effects on aquatic
conditions may be located a distance from the source. The road-effect zone also changes
light conditions and disturbs soils and thus creates conditions suitable for invasive plants.
Spatial effects of roads vary because species habitat requirements and ecosystem
characteristics are diverse. For example, less mobile wildlife species tend to have smaller
habitats whereas wide-ranging mammal and bird requirements tend to be spread across

9. macroenvironments. With respect to temporal dimensions, road-related negative effects
may occur during road construction or from the subsequent presence, use, and maintenance
ofthe road and its verges. Some species (e.g., amphibian species such as the salamander)
have seasonal life-cycle necessities and require both aquatic and terrestrial habitats to meet
their needs.
Roads may negatively affect species, habitats, and physical and chemical
characteristics at the site and landscape levels. In some cases, authors group road effects
into direct and indirect impacts (e.g., Gucinski et al. [editors] 2001). In another instance,
Spellerberg (1998) summarized road effects as those common during construction, those
along a newly completed road, and those with long-term impacts. In most reports
highlighted in this article, researchers have focused directly on road effects; in other
instances, researchers are testing for the effects of an array of variables including roads.
Areas for identification of Environmental aspects and impacts. The overall project will have
two phases, the construction phase and operation phase. In construction phase, basic
infrastructure facilities like internal roads, water supply, sewerage system, storm water
drainage, street lighting, construction of different buildings, culverts, electrical substations,
sewage treatment plant, solid waste disposal & treatment arrangement, rain water
harvesting systems etc. will be developed. During operation phase, the developed
infrastructure will be in operation and will have environmental aspects like vehicular
movement, operation of D.G. sets, effluent & sewage generation, generation of MSW, e-
waste, hazardous waste etc. The areas of environmental concerns for which the impacts and
their predictions are taken into consideration are :-
• Air Environment
• Noise Environment
• Water Environment
• Land Environment
• Biological Environment
• Socio-Economic Environment
• Aesthetics
• Building Materials
• Energy Conservation

10. 1.Air Environment
Environmental aspects during Construction Phase The potential sources of air emissions
during the construction phase of the project will be as follows:
• Dust from earth works (during site clearance and preparation);
• Emissions from diesel generators at site;
• Emissions from the operation of construction equipments and machineries.
• Fugitive emissions from vehicles running to site;
• Fugitive emissions during the unloading of loose construction materials at site;
• Fugitive emissions during mixing of cement with other building materials during
construction activities;
• Air emissions other than dust arise from combustion of hydrocarbons. The pollutants of
concerns are NOx, SOx, CO, particulate etc
. • Use of fire wood, coal etc as fuel for domestic cooking etc. in labour colony.
Ambient air quality effects are normally assessed in relation to their potential to cause
health deterioration and nuisance in local communities, health deterioration amongst on
site workers etc. During the excavation of foundations, unloading of loose construction
materials, cement bags and mixing of cement with other building materials such as brick
and stone dust, sand, aggregates, fugitive dust emissions may be emitted at construction
site. It may be noted that these emissions will be in the form of coarse particulate matter
and settle down ultimately in closed vicinity of construction site. Emissions from the D.G.
sets during construction phase may cause some localized impact on ambient air quality for
short duration, as it will be operated during power failure only. It may be noted that the
D.G. set power will be used to operate construction equipment only if required. Adequate

11. height of stacks and Acoustic enclosures will be provided to the D.G. set as per guidelines
of CPCB to facilitate the dispersion of flue gases into the atmosphere.
During the operation phase, cars, scooter/motorcycle will be owned & used by
the occupiers of proposed project. Also, the vehicles and the transport system for staff in
different buildings and visitors at hotel and convention centre etc. will be at site. Vehicular
emissions will be major source of air pollution. Quantum and dispersion of pollutants form
vehicular emission will depend upon the following:
• Volume of traffic on the roads
• Meteorological conditions.
• Emission sources from D.G. Sets From vehicular emissions, SOx, NOx and CO are
pollutants of primary concern.
The dispersion of vehicular emissions will be confined upto 100 m from the road and
concentration will decrease with the increase in distance from road. It is anticipated that
the contribution of vehicular emissions in ambient air quality will be marginal but well
within the stipulated National Ambient Air Quality standards. At higher wind speed,
dispersion will be faster. D.G. sets will be provided for back up electricity supply during
power failure. This will cause emission of SPM, SOx, NOx and CO. However, since the
D.G. Sets will be operational only during power failure, the emissions will also be limited.
Improper disposal of sewage and municipal solid waste in the land also causes nuisance in
the operation phase of the project.
2. Noise Environment
During the construction phase of project, noise will be generated from the various sources.
Some major sources of noise generation at project site are listed here under:
Generation of noise during movement of vehicles carrying materials and also during
loading & unloading activities.
• Generation of noise from excavation machines, concrete mixer and other construction
machines,
• Generation of noise during the operation of D.G. Sets,
• Generation of noise during concreting, hammering, drilling, stone cutting etc.
All the above-mentioned sources of construction activities at proposed project would be
intermittent and experienced occasionally. It may also be noted that the most of the

12. construction activities would be carried out only during the daytime. The expected noise
levels from various activities are given hereunder:
From vehicles bringing materials to the site 70 dB(A)
D.G. Set 85 dB(A)
Excavation 80 dB(A)
Concrete Mixtures 80 dB(A)
Hammering 85 dB(A)
The sound level generated by noise source decreases with increasing distance from the
source due to wave divergence. An additional decrease in sound pressure level from the
source is expected due to atmospheric effect or its interaction with objects in the
transmission path. The noise produced during construction phase will have temporary
impacts on the existing, ambient noise levels at project site but restricted to small distance
and only during daytime.
The main sources of noise from the project are running of D.G. Sets, HVAC system and
vehicular traffic. D.G. Sets installed in the proposed project will provide emergency
electricity supply during power failure. This will be intermittent and for short durations.
The vehicles plying within the site will be mainly of the occupiers and hence not expected

13. to cause unnecessary noise. Hence, during this phase, no major impact on noise
environment is anticipated.
3. Water Environment
The primary concerns relating to surface water associated with construction activities are
pointed out below:-
• Consumption of large quantity of water for site preparation & development.
• Loose excavated earth and loose construction material at site & runoff related to unpaved
and excavated / exposed areas during rainy days.
• Sediments transported along with the runoff from the construction site.
• Run off related to area where lubricant, fuel other construction materials are stored, used
and disposed, off.
• Water consumption in labour colony and generation of sewage & MSW from the labour
colony.
Large quantity of water required for site preparation & development also water
consumption in labour colony during construction phase. There is a drain passing through
the site which is flowing north to south side within the proposed site. This drain will be
retained and maintained during construction phase & operation phase. Also, it is proposed

14. to construct an elevated arrangement for across the drain flowing within the site. Surface
water (drain) quality may be affected with the discharge of the runoff from the project site.
The impact to the surface water bodies could arise from the increased soil erosion from
excavated site / exposed soil causing increase in the suspended particles and turbidity of
runoff water from the site. Also the non-point sources of pollution can affect the surface
water body. Also, the municipal solid waste and the sewage generation from the labour
colony will affect the water quality for a shorter period. Therefore, the surface water quality
during rains will be impacted marginally for short duration.
Due to the presence of high ground water table within the project site, the excavation during
construction phase for below ground level structures if carried out will lead to dewatering
and depletion of ground water and will have impact for a longer duration. Consumption of
ground water for construction activities and for labour colony will have impact on
competing users for a shorter duration. Discharge of sewage & MSW to land can
contaminate ground water for a shorter duration.
4. Land Environment
Environmental aspects during construction phase in the land environment are: -
• Infrastructure development
• Site clearance & excavation
• Excavated earth & loose construction materials
• Loss of topsoil due to storm water
 Labour colony & generation of sewage and municipal solid waste
 Physical & chemical contamination of soil.
 Compaction and structural damage.
 Soil erosion.
 Construction waste generation and disposal
5. Wildlife and habitat
•Increased wildlife road kills and injuries (e.g., roads warm up quickly and
hence are attractive to reptiles and amphibians for basking; this can increase the incidence of
road kill)
•Increased road-kill carrion that may become attractants to carrion-feeding
wildlife and result in more collisions

15. •Increased mortality (and injuries) because of expanded hunting
and trapping pressures, poaching, and management actions
•Loss of species, habitat, and vegetation (particularly when roads
are in riparian areas)
•Fragmented wildlife habitat
•Altered and disrupted habitat caused by logging, human-induced
fire ignition, fire suppression and exclusion, fencing, fuel-wood collection, and recreation
•Diminished habitat suitability adjacent to roads caused by edge effects
•Increased human disturbance of sensitive wildlife (e.g., from noise,
traffic movement, lights) resulting in habitat effectiveness being degraded
•Increased wildlife harassment and human–wildlife conflicts
•Modified wildlife behaviour (such as changes to animal movement,
dispersal, or migration; home range shifts; reduced body mass, reproduction, or survivorship;
habituation to human presence; road avoidance or escape responses)
•Altered predator–prey relations along artificial “hard-edge” habitat
created by roads (e.g., nest predation by jays and ravens)
•Contaminant emissions (e.g., road salt, oil, gasoline, metals, or other
chemicals), noise and other disturbances may extend into roadside vegetation for varying
distances, resulting in changes in species composition and contaminated soil, plants, animals,
and water. Road salt may attract animals which then may be killed in vehicle collisions
•Increased fish mortality caused by expanded angling pressures,
poaching, and management actions
•Disrupted turtle and amphibian migration patterns and population
connections and increased road kills where roads bisect wetlands
•Displaced and compacted soils resulting in loss of biomass
productivity
•Altered conditions that change soil pH, plant growth, and the vegetative
community structure (i.e., light levels and water retention; soil displacement, temperature, and
compaction; and dust).Increased number and extent of landslides and
debris flows, which can affect terrestrial and aquatic systems
•Restricted fish passage (as a result of road infrastructure such
as culverts and bridges) that can block up-stream migration, eliminate or reduce access to
spawning sites, and thus fragment fish habitat patches

16. •Reduced number, size, and depth of stream pools, which thus diminish
habitat for fish and other aquatic organisms
•Disrupted large organic debris input to streams, which can affect channel
morphology and alter habitat
•Reduced stream bank vegetation where roads are located in riparian areas
•Increased erosion leading to sediment and nutrient delivery to streams
and wetlands, which results in adverse impacts to aquatic habitats and species (e.g., fish, their
prey, and other species)
•Increased non-native fish (e.g., some people use road access to
intentionally stock streams and lakes with non-native fish and thus disrupt native aquatic
systems)
6.Social Environment
Entire corridor will acquire a pattern of urban and rural stretches. At certain stretches the
concentration, density and level of urbanisation will be much higher due to the overlapping and
amalgamation of two to three settlements over time. All along the corridor length the urban
and rural stretches have been identified. Within the urban settlements the areas with highest,
high, medium and low concentrations have been filtered and accordingly suggested appropriate
treatment to avoid further and future ribbon development.
Loss of Land:As far as possible the land acquisition has been kept to the minimum, by
restricting the geometric improvement within the existing right of way. However the land
acquisition will be done at sections having width, insufficient to accommodate the approved
cross-sections & geometric Improvements.
Bus Shelters and Bus Bays:The existing design is may not be suitable to the local climate .
Further, utility of these facilities varies according to the traffic volume, intensity of user groups
and visibility of the moving traffic from the bus stop and comfort conditions within the bus
stop. In places where bus stops already exist, changes should be incorporated to increase the
utility of these structures:
d be positioned in straight and level sections of road and should be visible from a
long distance in both directions.

17. Rest areas: Roadside rest areas are intended for rest and relaxation intended for long distance
travellers, and may occasionally provide facilities for overnight stay also. The generic design
for rest areas shall take into account:
ed. Vehicle parking lay-by shall be provided at the frontage
of these locations.
soft landscaped areas and outdoor seating spaces. Shade and fruit trees as well as flowering
shrubs are proposed in the rest areas.
and drinking water facilities at each of the rest areas.
st food joints, General stores, Chemists
/ medicine shops, STD / PCO and Vehicle repairing shops shall be proposed
advance.
Truck lay byes: The lay-byes have been proposed where congestion of heavy commercial
vehicles was observed. An additional pavement on both sides (but alternating with each other)
shall be developed so that the flow of traffic in carriageway is not obstructed.
7.Disruption to the Community
Loss of Access The contractor shall provide safe and convenient passage for vehicles,
pedestrians and livestock to and from side roads and property access connecting the project
road. The construction activities that shall affect the use of side roads and existing access to
individual properties shall not be undertaken without providing adequate provisions. The
construction works will not interfere with the convenience of the public or the access to, use
and occupation of public or private roads whether public or private. Service roads are proposed
along with underpasses to ease access at locations where land acquisition shall impact access.
The locations of service road are provided in table 2-6 of this report.
:Detailed Traffic Control Plans will be prepared prior
to commencement of works on any section of the project road by the concessionaire. These
plans shall be approved by the IC and or the site office of the NHAI prior to execution. The
traffic control plans will contain details of temporary diversions details of arrangements for
construction under traffic and details of traffic arrangement after cessation of work each day.
Temporary diversion (including scheme of temporary and acquisition) will be constructed with
the approval of the Engineer. Special consideration will be given in the preparation of the traffic

18. control plan to the safety of pedestrians and workers at night. The Contractor and the
concessionaire will ensure that the running surface is always properly maintained, particularly
during the monsoon so that no disruption to the traffic flow occurs. The temporary traffic
detours will be kept free of dust by frequent application of water, if necessary. The Contractor
and the concessionaire will take all necessary measures for the safety of traffic during
construction and provide, erect and maintain such barricades, including signs, markings, flags,
lights and flagmen as may be required by the Engineer for the information and protection of
traffic approaching or passing through the section of the highway under improvement.
8.IMPACT ON HUMAN USE VALUES
Induced Development: (Land use pattern change) The improvement of the project road is
expected to cause some changes in the land use. In this process, areas presently under
agriculture and mixed jungle vegetation area may be diverted for development and other usage.
The impact of the road improvement on the socio-economic environment will be significantly
beneficial, as it is likely to stimulate the economic growth of the area. The specific benefits of
the road improvement will include reduction in travel time, travel cost, reduction in the time to
bring the agricultural goods to the markets. Mitigation Measures Degraded land will be
developed by adopting appropriate enhancement measures. Compensatory plantation of new
trees will make up for the loss of trees. Private land acquired will be compensated financially
as per state govt. laws. Market places along the project road will be enhanced.
Loss of Monuments/Historical Areas:There is no monument along the project road, which
might be impacted due to the widening activity. There are a number of shrines and a temples
existing very near to project road. Adjustment in alignment is required in order to minimize the
loss to these religious structures. Health, Safety and Hygiene for Construction Workers The
most significant impact of the project on public health is likely to arise from construction
camps. These camps are anticipated to house up to 200 people for 30-40 months. Given this
concentration of people, the potential for disease and illness to be transmitted may increase.
Mitigation Measures Construction workers will be fully trained and will be provided adequate
safety measures viz. helmets, gumboots, earplugs, and gloves. During construction regular
training will be given to construction worker in respect of safety measures as well as
environmental protection measures. Provisions of heath care facilities at construction camps
will be made available and training will be imparted to reduce transmission of diseases i.e.
HIV/AIDS. Social Development due to Road Widening and Increased Traffic Industries and
business may grow as well as tourism industries may flourish further. In other words this will

19. lead to induced development and may lead to increased tourism along with other problems of
social and cultural nature. However, these need to be tackled as and when they occur.
9. SOLID WASTE COLLECTION AND DISPOSAL AT CONSTRUCTION CAMP
IMPACTS DURING CONSTRUCTION :Various construction activities such as demolition
of structures, cutting of earth and rock mass for widening in some sections of project road,
scarification of existing pavement will results to generation of huge quantity of construction
waste. Further, substantial amount of domestic waste will also generate from workers camps.
Improper disposal of these wastes may obstruct water flow resulting in reduction in water
carrying capacity of the water body. Unscientific disposal of domestic waste may cause filthy
smell resulting in health problems in workers and local residents. Improper collection waste
from construction site may lead to traffic congestion and inconvenience for commuters.
Enough management provisions are included in EMP to address these issues.
IMPACTS DURING OPERATIONAL STAGE :No impact is envisaged during operation
phase of the project and hence no mitigation proposed.
10.HUMAN HEALTH AND SAFETY
Studies revealed that the construction camps are rarely well managed by the contractors. The
labour camps are very important with regard to environmental management as the impact due
to the construction workers camp could be of higher magnitude. The type of adverse impacts
could be any one or more of the following.
-wood even when alternative fuel is made available
improper methods used for disposal of solid wastes and
effluent
-force, due to lack of
discipline
due
to inappropriate health monitoring facilities
needs and provision for pedestrians

20. 11.IMPACT ON AGRICULTURE IN THE AREA
IMPACTS DURING CONSTRUCTION :Some of agricultural land will be acquired and
converted to transportation land in these three project corridors. Except the impact to ancillary
construction sites such as borrow area, quarry areas etc, no adverse impacts are expected to the
agricultural activities in the PIA region of the project corridosr. The positive impacts include
better communication and transport facilities due to the project. Induced impacts include
conversion of paddy fields by people adjacent to the road for residential and commercial
purposes.
IMPACTS DURING OPERATIONAL STAGE :The envisaged land use changes will
adversely impact the area of agricultural use. The agricultural areas immediately adjacent to
the project road may be converted to business establishments as well as new dwelling units.
Other than this, there will not be any adverse impacts on the agricultural activities in the area.
12.IMPACT ON INDUSTRIAL SECTOR
The industrial sectors will positively benefit due to the improved roads in the region. Other
than this, there will not be any impact on the industrial sector. Easy connectivity to the
waterways is very important for industrial development. Once the waterways of Kerala is fully
developed these connectivity will provide economic boosts due to a growth in tourism and
industrial sector. The west coast canal will provide cheapest or economic mode of cargo
transport.
13.IMPACT ON TOURISM ACTIVITIES
The impacts are provided separately for constructional and operational phases. Induced
impact on tourism is a possibility but cannot be visualised at this stage.
IMPACTS DURING CONSTRUCTION During construction, there will be slight difficulties
for the road users. Although during construction period a significant decrease in the number of
tourists is not anticipated, there will be definite difficulties to move along the project corridors.
The mitigation measures are proposed and provided in the respective sections.
IMPACTS DURING OPERATIONAL STAGE Operational stage impacts are generally
positive and will improve the prospects of tourism in the region. Overall development in the
sector will improve the local economic situation thus helping the locals to obtain better
employment opportunities.

21. Major Negative Impacts and Their Mitigation
Other negative effects of roads
•Expanded unmanaged recreation (such as unauthorized snowmobiling and
motorized off-road vehicle use) resulting in negative effects on wildlife, and degradation
of soils and riparian and wetland areas
•Increased invasive alien plants and animals that establish along the
colonization corridors provided by roads; in addition, non-native plant species are often
sown to stabilize slopes along roads
•Increased spread of insects and disease
•Increased fuel emissions (e.g., carbon dioxide) into the airshed
Major Positive Impacts
 Reduced noise and air pollution.
 Reduced risk of accidents.
 Improved accessibility and connectivity.
 Reduced vehicle operating and maintenance cost.
 Savings in fuel consumption.
 Improved facilities to road users.
 Improved quality of life.
 Improved aesthetics.
 Generation of local employment.

22. Economic Benefits The project will entail positive impact on the local economy in a
multidimensional way. The construction phase of the project will engage a large number of
construction workers, whether skilled, semi-skilled or unskilled. The workers will also be
ensured welfare facilities such as drinking water, sheds for resting, medical aids and aid in
children’s education. The local market will also receive an impetus to grow in meeting the
daily need goods for the workers as well as in meeting day-to-day odd job requirements of
the construction activities. During the operation phase, the proposed IT Township project
will provide about 10,000 jobs (direct), it is proposed to employ mainly local population
for various maintenance related activities after imparting adequate training. It is also
proposed to engage in arrangements with local facilities for maintenance and related
procurement of spare parts etc. In meeting the day-to-day and recreational demands of the
occupants of the site, the region is also likely to develop a number of shopping, institutional
and amusement facilities, thereby, further stimulating the local economy. Also there will
be various ancillary activities like convenient shops, transport facilities etc. attached to the
project which will benefit the local people and change their living condition.
INDIRECT BENEFITS :In addition to direct impacts, a number indirect benefit attributed
to highways project. Lowering transportation cost for users and improving access to goods
and services enables new and increased economic and social activity. Over time
individuals, households and firms adjusts to take the advantage of those benefits, leading
to several indirect impacts. These indirect impacts include changes in Landuse and
development, changes in decision to locate houses and business in areas where houses and

23. land are less expensive or more desirable, and changes in warehouse and delivery procedure
for businesses in order to take advantage of improved speed and reliability in the
transportation system. These impacts then lead to increased property values, increased
productivity, employment and economic growth. The indirect benefit of proposed widening
would work through the dynamic developmental externalities generated through the
forward and backward linkages. The change in Landuse pattern in the areas that are greater
connectivity due the highway, since there will be a change in the patterns of settlement,
agricultural land use and location of industries, trading and other services and non-farm
unorganized sector activities. All the above would reflect in the changes in the pattern of
economic activities, income generation, price evolution, employment condition and ground
rent prevailing in the region. A new Landuse pattern may in turn induce greater accessibility
to job market, health and educational facilities etc., attract investment for development of
feeder roads, power distribution networks, telecommunication facilities and other modes of
connectivity among other, leading to a greater access to of the local people to markets and
infrastructure facilities.
Induced Impact: Ribbon developments and consequent impact to coastal ecosystems
Improved commercial and tourism activities. During operational phase induced impacts
like ribbon developments will be accelerated due to the improved nature of the road. None
of these impacts are expected to introduce any significant impacts to natural environment.
Minor Impacts: All other impacts such as erosion, tree removal, impact to cultural
properties etc are of smaller magnitude and have been considered for mitigation and
avoidance.
METEOROLOGIC AND CLIMATIC IMPACTS :trees to be cut and removed for
widening and improvement of the project road. The impact due to the tree removal would
be an increased exposure to sunlight. Other than this, there would not be any change in the
micro climatic conditions in the area due to the project improvement activities during
construction phase.

25. B)Prediction of Impacts
Several techniques can be used in predicting the impacts. The choices should be appropriate
to the circumstances. These can be based on:
Professional judgment with adequate reasoning and supporting data. This technique
requires high professional experience.
 Experiments or tests. These can be expensive.
 Past experience
 Numerical calculations & mathematical models. These can require a lot of data and
competency in mathematical modelling without which hidden errors can arise
 Physical or visual analysis. Detailed description is needed to present the impact.
 Geographical information systems,
 Risk assessment
 Economic valuation of environmental impacts
It must be recognised that, although many environmental models have been developed, we will
rarely have models at our disposal that can provide sound, quantitative estimates. This is partly
due to the fact that these models have been developed for research areas that are usually of
orders of magnitude smaller than management areas . Research areas are often selected on the
basis of interest in a specific phenomenon or process or on the basis of data availability. This
is not appropriate within an impact assessment framework, where the study area is provided
not by an interest in a specific process but rather by the focus of the project (in this case the
construction of infrastructure) or a particular hazard (flooding of a given river). Considerable

26. database development is needed for analysis of urban watersheds (Maidment, 1996). Lumped
models have traditionally been developed for application to large watersheds and require less
data input, but they are clearly not capable of providing distributed information.
Expected effects on hydrology and related processes due to motorway construction
The development of a workable methodology for the adaptation of environmental models
to their use in EIA and converting the model into an interactive tool that generates useful
information regarding the implications of the proposed construction could be a very useful
aid to environmental management (useful in the sense that the results can be: (1) interpreted
by decision makers; and (2) compared to other impacts). “Information technology, and in
particular the integration of database management systems, GIS, remote sensing and image
processing, simulation and multi-criteria optimisation models, expert systems and
computer graphics provide some of the tools for effective decision support in natural
resources management.”. The combination of a distributed hydrological model and the
mapping capabilities of a GIS greatly reduce processing time for data preparation and
presentation. This combination is sometimes referred to as a decision support system. The
main rationale for the development and use of decision support systems is its power to
reduce redundancy by summarising, categorising and projecting relevant data (Barr &

27. Sharda, 1997). This should ideally decrease the amount of cognitive effort required for
processing large amounts of information.
An approach for the development of hydrological models for specific use within an EIA
framework. The approach is divided into three main steps: (A) the development of a
dynamic, spatially distributed hydrological model for a specific part of the hydrological
regime (related to concerns) in a given area; (B) implementation a proposed project in the
model; and (C) implementation of the model in the EIA framework for aid in decision
support. These three phases are interrelated. That is, the models structure will depend on
both nature of the infrastructure considered and desired output (if flood hazard is a major
concern, relevant output indicators would be area potentially affected, flood
frequency/level etc.). Changes in the hydrological regime can then be used to assess the
expected effects on geomorphological processes such as channel flow, soil and channel
erosion, waterlogging, or sediment production and transport.
Land disturbance and runoff will affect soil erosion and the consequent change
in channel sediment load. This effect is likely to be enhanced by channel erosion, which
could increase directly as a result of modifications by roadworks and indirectly by the
increase in streamflow. The net result will be alteration of suspended load in channel, with
the consequent decrease in water quality for aquatic life. Changes in sediment load will
affect channel and reservoir siltation. Chemical pollution of surface waters is also likely to
occur, due to operation of machinery and use of a variety of chemical substances during
the construction period. Most of the effects described are likely to disappear when the
construction phase is over.
During the operational phase, the main impact will probably be increase and diversion of
runoff (a significant area will be covered with asphalt). Overland flow will be diverted,
either by the construction of ditches and gutters, or indirectly due to landform changes
which introduce barriers, depressions, small valleys, etc. The pattern of runoff and channel
discharge will be altered. Although overall discharge of main water courses is unlikely to
be significantly affected, changes could be important in some small streams and local
increases in flood hazard may occur. Increased water-logging problems in some areas may
also appear as a consequence of landform changes. These changes may affect erosion and
related effects, although probably not as much as during the construction phase. On the
other hand, pollution of surface and groundwater is likely to be more important at this stage.
Combustion pollutants and leaks from vehicles will affect soil and groundwater in the
vicinity of the motorway and surface waters downstream from it.

28. Fundamental relations between these processes are conceptually established and
transformed into a mathematical model, where relations are represented by equations and
parameters represent field characteristics. If all model input can be obtained the model is
calibrated and validated. Thus, relevant processes are formulated in a way that complies to the
limits of data availability.If not, conceptual and/or mathematical changes (simplification of
interrelations) will have to be introduced or reasonable estimates can be used.
SCOPING WORKSHOP
MAIN ISSUES Water logging on roads (flooding sections) recurs during the monsoons due to
inappropriate design for the soil conditions and poor drainage. Strict laws and regulations
should facilitate land acquisition. The importance of heritage tourism and the need for creating
a cultural awareness in Kerala was emphasised. There is a land degradation problem in Kerala
due to the varying terrain and the fact that approximately 40% of the landmass of the State is
prone to landslides and slope instability. The apparent absence of coordination between the
PWD and other line departments need to be corrected. The inadequate traffic signals,
signboards and milestones and the frequent digging within the highways are very important
concerns. The effective width of the roads is reduced with inadequate provisions for the
pedestrians using the roads and also due to the existence of the utility poles. It is also mentioned
that the environmental and social impacts couldn’t be solved by the PWD alone. There should
be a realistic and pragmatic approach towards these problems.
RECOMMENDATIONS The road alignments and widths in Kerala are unscientific, which
may be improved with the use of satellite survey information. Considering the physical set up
of Kerala, the design of north-south roads and the east-west roads should be different.
Consideration should be given to a proper water management system, minimizing disturbance
to the paddy fields, and the biotic issues during the execution of the project. A committee
should examine the environmental aspects and ensure that the guidelines are being followed.
The biological aspects of the environment should be given more importance in this project.
Various mitigation measures and safeguards should be ensured to protect the bio-diversity of
the State. The importance of the NGO involvement in this project that the mitigation measures
for various negative impacts can be formulated by conducting talks with stakeholders like
NGOs, local people, etc. The coordination of various agencies should facilitate the
rehabilitation programme, undertaking awareness classes for the pedestrians, and creating road
management committees at the Panchayat level. C)Evaluationof impacts using BEES

29. Battelle method: This method has been identified as one of the most quantitative methods. In
the Battelle method, 78 measurable environmental parameters are divided into four major
categories of ecology, environmental contamination, aesthetics, and human interest. The first
step includes the conversion of parametric estimates into an environmental quality (EQ) scale
that ranges between 0 and 1, where 0 denotes extremely bad quality and 1 denotes very good
quality. The next step includes multiplication of EQ values with the respective parameter
importance unit (PIU) values to obtain environmental impact units (EIU) for each parameter.
Addition of EIU values provides a composite score. Total environmental impact is calculated
by evaluating the expected future condition of the environmental quality with and without the
project. Therefore due to limitations of some method there is need of analysis of EIA
methodology. In this study Battelle method was as identified the most suitable methods for
EIA, a computer program on Battelle method is developed to provide flexibility to expert
judgments in entering of input data, maximize accuracy in result, provide baseline data for new
project and minimize time, manpower and complicated work for large project.
Once the environmental indicators are chosen, the method follows three steps:
 First step: at this stage, the goal of the method is to transform environmental
indicators into environmental quality. The notation table defines a number from 0
to 1 (0 for poor quality and 1 for good quality). Thus it is possible to quantify
evaluation both in the wrong or right direction (environmental deterioration or
improvement).
 Second step: a total of a 1000 points (or Parameter Importance Unit: PIU) are
shared among the indicators by the user or expert of the EIA. They reflect the
relative importance of each parameter.
 Third step: the comparison between the situation with and without the project is
done in Environmental Impact Units (EIU). It can even reflect benefits or losses
in terms of environmental conditions.
 (Vi)₁ environmental quality for indicator “i” project conditions
 (Vi)₂ environmental quality for indicator “I” without the project wᵢ relative
weight of the indicator “i” (EIU)
 m total number of indicators.

30. The Battelle Method Advantages :
1. The Battelle method can be easily used for the case study considered in this scope of
study.
2. The principal advantage of this method is that it gives a comparative analysis
between several situations. Thus, it is particularly efficient when effecting choice
between alternatives.
3. This method has been identified as one of the most quantitative method.
4. This is the easiest method as compared to other methods for EIA.

31. 5. It gives flexibility for required changes in the environmental indicators and it’s PIU
values according to type of the project.
6. It gives flexibility for required changes in the EQ value of environmental indicators.
7. The flexibility for required changes of indicators and it’s PIU values according to
project results in better EIA.
8. The mathematical calculations are based on only one type of mathematical
expression for determination of EIU.
9.There is less theoretical part.
Disadvantages
1. The environmental acceptibilty range of EIU is not defined.
2. In this method mathematical calculation part is maximum and critical. Therefore any
changes in input data leads to complications.
3. In this method resources requirement is high such as time and skilled manpower.
4. The result of EIA depends on expert’s judgment.
5. The environmental categoriwise results are not defined.
6. In this method judgment of inputs such as environmental indicators, PIU and EQ are
not defined.
7. There is difficult to choose environmental indicator.
8. There is difficult to share PIU of environmental indicators.
9. There is difficult to decide environmental conditions with or without project.
10. There is difficult to transfer of environmental indicator into environmental quality
Causes and effect diagrams
On the way of construction of expressway, air pollution has been raised up due to several
project activities. Burning of fossil soils, more carbondioxide and emission of sulfur dioxide,
household cleaning etc has been working as the source of air pollution which causing the
significant effect on vegetation growth, human health and wild life on the hills where human
health causing short term and long term effects by causing several diseases on human body
such as heart attacks, respiratory heart problem, asthma, pneumonia etc.

32. Another significant environmental pollution has been raised up known as noise pollution. For
several construction activities, transportation, social events, household chores etc are worked
as the source of noise pollution which created the effect on human health and wildlife by
causing hearing problem, sleeping disturbances, blood pressure level, psychological problem,
trouble communication etc.
While implementing the project there are several changes in environment has been
observed which causes are Lack of solid waste management can cause atmospheric
pollution, lack of sanitation facilities creates different types of diseases which is
harmful for human health, limited aware ness of environmental issues are responsible
for atmosphere pollution, earth cutting & filling, uncontrolled discharge of polluting
effluents of surface water and cutting down trees can formulate atmosphere pollution

33. which causing the several types of effects on environment which are, increased health
risk, decrease quality of human life, pollution increases chemical particles to air and
Water pollution can be divided into two types such as drinking and low quality of
irrigation water.
D)Environmental Management Programme
A separately bound Environmental Management Plan is part of the EIA document. The
Environmental Management plan addresses the following construction aspects. These include

34.  Water supply- Refers to water supply requirements at construction camps, construction, and
also for the lost drinking water resources during resettlement and rehabilitation.
 Power plants- Refers to power plants required at camps, plants and at the construction sites
etc.
 Raw materials- Raw materials are required for constriction of camps, plants etc
 Construction camps-This include camps for managers, engineers, technicians, laborers etc.
 Housing- This refers to all housing requirement at plant sites, camps etc.
 Quarries- Refers to quarries for the construction works
 Blasting - Refers to any blasting requirement at quarries, approach roads borrow areas etc.
 Access roads – required at camps, plant sites borrow areas and quarry areas
 Hazardous materials – require at plant sites, quarries etc
 Waste (all kind of solid and liquid wastes) quantities generated- wastes will be generated at
construction zones, camps, plant sites etc.
An Environmental Management Plan (EMP) is a detailed plan and schedule of measures
necessary to minimize, mitigate, etc. any potential environmental impacts identified by the EIA
(World Bank 1999). Once the EIA the significant impacts have been identified, it is necessary
to prepare an Environmental Management Plan.
An EMP should consist of a set of mitigation, monitoring and institutional measures to be taken
during the implementation and operation of the proposed project to eliminate adverse

35. environmental impacts, offset them or reduce them to acceptable levels. The EMP should also
include the actions needed to implement these measures, including the following features:
Mitigation based on the environmental impacts reported in the EIA, the EMP should
describe with technical details each mitigation measure. The EMP should then include
monitoring objectives that specifies the type of monitoring activities that will be linked to the
mitigation measures. Specifically, the monitoring section of the EMP provides: o A specific
description, and technical details, of monitoring measures that includes the parameters to be
measured, the methods to be used, sampling locations, frequency of measurements, detection
limits (where appropriate), and definition of thresholds that will signal the need for corrective
actions; o Monitoring and reporting procedures to ensure early detection of conditions that
necessitate particular mitigation measures and to furnish information on the progress and
results of mitigation. The EMP should also provide a specific description of institutional
arrangements i.e. who is responsible for carrying out the mitigating and monitoring measures
(for operation, supervision, enforcement, monitoring of implementation, remedial action,
financing, reporting, and staff training). Additionally, the EMP should include an estimate of
the costs of the measures and activities recommended. It should consider compensatory
measures if mitigation measures are not feasible or cost effective. EMP must be operative
throughout the whole Project Cycle.
IMPACT ON SOIL QUALITY
During the construction period, the EMP stipulates the preservation of topsoil from the
construction areas as per the gudelines. This guideline gives detailed measures about preserving
fertile topsoil as so to avoid erosion during rainfall and flooding (along coastal area) during
monsoon. If required the soil heap will be protected by rock boulders or ridges with gaps filled
by soil. The heaped area will be sufficiently drained to avoid any flooding events. The MoRTH
specifications including those mentioned in EMP has specified the need to store and utilise the
topsoil. During the monsoon season, all construction/disturbed areas along the project road that
will be susceptible to erosion will be maintained properly to avoid large-scale erosion of soil
from the work area. Areas requiring soil stabilisation have been identified during all surveys
and have been taken into account in the construction design. There could be permanent loss of
agriculture/productive soils especially paddy field areas due to widening borrow areas. All
borrow pits are identified in the interior areas in the midland. In most of the cases, the distance
to the borrow pit locations is expected to be 10-30 km. The network of roads available
throughout the area will facilitate the material transport. It is not possible to clearly identify the

36. haul routes because of the various options and constraints available. The specific locations of
borrow pits identified are provided in the baseline section. There will be significant adverse
impacts due to the creation of borrow pits. The contractual clauses in the EMP will address
these issues.
EROSION
The envisaged project design considerations and construction activities will not accelerate the
rate of erosion. The improvement of the project will be along the available corridor and to the
immediately adjacent area to be acquired for the project. The design was in accordance with
the standards of the Indian Roads Congress (IRC) pursuant to surveys carried out as per
“IRC:56- 2011 Recommended Practices for Treatment of Embankments and rode side slops
for erosion control” The improvements along the project corridor will not itself lead to any
additional significant erosion. Raised berms will, wherever necessary, be stabilised by retaining
walls, riprapping, fibre mats, sodding, and/or replanting. Road drainage will be upgraded to
accommodate the 25-year floods. All drainage ways will be of suitable size and aligned to
minimise any potential erosion. If proper measures are not taken, the nearby surface water
bodies will be contaminated depending on the type of material stored. The Contractor will have
to take the necessary precautions to avoid erosion. All material storing places will be covered
using tarpaulin. The topsoil heap and storage also will be subjected to erosion, if proper
measures are not taken. The measures required at the topsoil preserved sites include lining of
the soil heap boundary with bricks or rocks of boulder size. The EMP will ensure that the
topsoil will be stored to avoid erosion during the monsoon months. As in other parts of Kerala,
the project roads region receive heavy monsoon showers. The project has considered and
provided adequate arrangement for both longitudinal and cross drainage structures. As the
Kasaragod - Kanhangad region receives long spell of rainfall, the project has considered and
provided adequate arrangement for both longitudinal and cross drainage structures. This will
allow much better drainage facilities and thus avoid scouring and erosion of the embankment
and the road itself. The drainage facilities at urban, semi urban and village areas are considered
to fit into the local conditions. The cross-sections at cut sections that are employed in the project
have provision for increased longitudinal drainage. The drainage facilities at cut sections would
be according to the design cross-section for cut sections. The project has avoided chances of
erosion to the extent possible in the CRZ areas. Wherever possible suitable measures are
suggested for CRZ preservation and ecological enhancement. This includes fencing (will help
the vegetation to grow strongly thereby reducing erosion) retaining wall, toe wall construction.

37. These measures are practical and consistent with other social and environmental concerns (e.g.
tree preservation, buildings), wherever possible the widening of the project road has been
planned to take place away from the water bodies. A mangrove afforestation plan has also been
formulated for the project which will be implemented through Kerala Forest and Wild Life
Department. All developmental activities at or close to CRZ areas will be well thought out and
well planned. These are specially incorporated in the Environmental Management Plan (EMP).
The cooperation with local people and authorities are an integral part of the project planning.
The public consultation conducted as part of the project will continue throughout the project
implementation and operation phases.
FLORA AND FAUNA
The cost of planting is estimated in the EMP is tentative and has been decided in consultation
with the sector experts. The mangrove afforestation plan has highlighted the methods of
planting of mangroves.
Roadside trees. The loss of trees will be mitigated by planting at least three trees per tree
removed from the roadsides. Similarly in addition to compensation at appropriate market rate,
the trees removed from the private land also will be replaced at the same rate. The loss of trees
and vegetation at ancillary sites like borrow areas, quarry areas, labour camps, WMM plant,
hot mix plant etc. will also be mitigated according to the measures adopted in the
Environmental Management Plan. Widening will be done on one side, having relatively thin
trees. No trees will be removed without prior approval. Compensatory and additional plantation
will be done under a planned program. Indigenous tree species will be accorded priority over
exotic species.
Private trees. The trees/plants/shrubs lost on construction site under in take points if any will
be considered for replanting as per EMP. Throughout the project road, there are trees in private
ownership. Those trees, which are required to be removed for the purpose of this project, will
be subjected to compensation and likely replanting at the rate of three trees planted against
every tree removed.
Cautionary signage will be erected at suitable places in consultation with Wildlife Department.
Under passes will be constructed as per advice of Wildlife Department.
Borrow-pits for Embankment Construction

38. Borrow pits shall not be dug within the Right-of-Way of the road. Arable lands will not be used
for earth borrowing. The Concessionaire will ensure that proper excavation techniques are used
to improve stability and safety of the borrow area. The excavation shall be carried out in such
a way that the area does not inundate during monsoons or generate cesspools of water to
become mosquito-breeding sites.
Quarry Operations
The Concessionaire shall obtain material from licensed quarries only after the consent of the
forest department or other concerned authorities. The quarry operation shall be undertaken
within the purview of the rules and regulations in force. The Concessionaire shall ensure
scheduling the movement of transport carrying material to and from the site during non-peak
hours. The trucks carrying all the dusty material, red earth, moorum and fly ash/ pond, ash shall
be covered with a tarpaulin and provided with adequate free board to prevent spillage. End
boards shall be provided in loaders to prevent spillage. Stockpiling of material shall be properly
planned so as to ensure that no traffic jam takes place on the highway.
Control of Soil Erosion, Sedimentation and Water Pollution
The Concessionaire shall carry out the works in such a manner that soil erosion is fully
controlled, and sedimentation and pollution of natural water courses, ponds, tanks and
reservoirs is avoided.
Precautions against Dust
The Concessionaire shall take all reasonable steps to minimize dust nuisance during the
construction of the works. All existing highways and roads used by vehicles of the
Concessionaire or any of his sub-contractors or suppliers of materials or plant, and similarly
any new roads which are part of the works and which are being used by traffic shall be kept
clean and clear of all dust / mud or other extraneous material dropped by the said vehicles or
their tyres. Similarly, all dust / or mud or other extraneous material from the works spreading
on these highways shall be immediately cleared by the Concessionaire. Clearance shall be
effected immediately by manual sweeping and removal of debris, or, if so directed by the
Independent Engineer, by mechanical sweeping and clearing equipment, and all dust, mud and
other debris shall be removed entirely from the road surface. Additionally, the road surface
including haul road from Quarries and Plants shall be hosed or watered using suitable

39. equipment to avoid dust pollution. Special care shall be taken to combat dust problem
originating from useof fly ash/pond ash.
METEOROLOGY AND CLIMATE
Under the heading natural environment; temperature, rainfall and humidity are included. The
effect of clearing of vegetation, cutting of a few trees etc will not itself contribute to generate
any impact of noticeable nature and does not warrant any special mitigation measures. There
are very few trees along the project corridor, which will be cut and removed due to safety
reasons. There will be removal of trees from the private properties also. Although the private
trees will be compensated, the project will plant trees as a compensation package at the rate of
three per tree removed. However unlike other KSTP project corridors the replanting of trees
will be carried out along the project corridors. Therefore other than the envisaged replanting of
trees, no other mitigation measures are required.
Pollution from Hot Mix Plant, WMM Plant, Batching Plant & Crusher and Other
Construction Machinery
The Concessionaire shall ensure the use of a relatively new, well maintained hot mix plant
(batch type) so that any emission conforms to the CPCB norms and be fitted with a dust
extraction unit to avoid prolonged engine powered equipment illness. Hot Mix Plant, WMM
plant, Batching Plant, Generator set & Crusher shall be located more than 500 m from any
community or residence. The Concessionaire has to obtain necessary consent/clearance from
State Pollution Control Board to operate Hot Mix Plant, WMM plant, Batching Plant & Crusher
before commencement of works. All vehicles, equipment and machinery needed for
construction will be regularly maintained to ensure that pollution emission levels conform to
CPCB norms. All vehicles should be fitted with silencers. Construction vehicles, machinery &
equipment will move or be stationed in designated areas to avoid compaction of soil to ensure
the preservation of the top soil for agriculture.
Road Safety
The Concessionaire shall provide adequate circuit for traffic flow around construction areas,
control speed of construction vehicles through road safety and training of drivers, provide
adequate signage, barriers and flag persons for traffic control. If there are traffic jams during
construction, measures shall be taken to relieve the congestion with the assistance of traffic
police. Safety of workers undertaking various operations during construction will be ensured

40. by providing helmets, masks, safety goggles, etc. One Qualified Safety Officer and one Safety
Supervisor must be available in the Concessionaire’s working team for the entire construction
period.
Sanitation & Waste Disposal in Construction Camp
The Concessionaire shall ensure that construction camps are located at a distance of minimum
200m from water sources. Special attention shall be paid to the sanitary conditions of the
camps. The Concessionaire shall ensure that sufficient measures are taken i.e. provision for
safe disposal of garbage and sanitation facilities. Waste in septic tanks shall be cleaned
periodically. Garbage shall be collected in four collection pits at each construction site and
disposed of daily. TheConcessionaire shall provide adequate measures for the health care of
workers and arrange their regular medical check-up to ensure that they do not suffer from any
communicable disease. At every workplace, good & sufficient water supply will be maintained
to avoid waterborne / water related diseases. If any pits are dug at construction / camp sites
which are not filled and then may turn into mosquito breeding sites during monsoons, either
these shall be filled up properly to avoid water stagnation and also sprayed frequently with
pesticides to prevent mosquito breeding. In addition the following care may be taken: -Avoid
usage of Plastic materials like carry bags etc at the Labour camps -Provision of first aid
facilities at the Labour camps -Facilities for proper disposal of sewage at the Labour camps -
Provide fire extinguishers at storage facilities of fuel and lubricants -Use of LPG should be
encouraged instead of fire wood for cooking at the labour camp -Small incinerators should
beprovided for burning waste oil, grease materials etc -Dedicated service stations with oil &
grease interceptors to be provided -Store Yard for storing used tiers, scrap materials/ released
materials etc -Tree plantations on the periphery of Crusher Plant, Construction Plant and labour
camp etc
Substance Hazardous to Health
The Concessionaire shall not use or generate any material in the works, which is hazardous to
the health of persons, animals or vegetation. Where it is necessary to use some such substance
which can cause injury to the health of the workers, the Concessionaire shall provide suitable
protective clothing or appliances to his workers, viz. earplugs, helmets or dust masks.
Damage to Existing road/CD Structures

41. Any structural damage caused to the existing roads/structures to be retained as per Concession
Agreement by the Concessionaire’s construction equipment shall be made good without any
extra cost.
Disposal of Materials outside Work Site
Notwithstanding other relevant provisions in the Agreement, the excess material generated by
dismantling, excavation, waste material and lubricants, used oil, gasoline and other such
substance etc., shall be removed from site outside the right of way at regular intervals and site
shall kept clean from all such disposable materials. Grease, cotton and other waste construction
materials shall be disposed off in shallow soakage wells constructed at each construction site.
Also safety measures should taken in to account for safe disposal/handling of Hazardous
materials such as explosive, fuels etc Such intervals shall not exceed one month under any
circumstances. The selection of the disposal site in consultation with Independent Engineer
shall be the responsibility of the Concessionaire and he shall ensure that the selected site does
not result in any claim for damages to the Authority or violation of any existing laws.
Disposal of Unserviceable Materials
The locations of Disposal sites have to be selected such that:
- Locating the disposal sites is the sole responsibility of the Concessionaire with the
approval of Independent Engineer.
- Joint inspection of all disposal sites shall be done by Independent Engineer and
Concessionaire prior to approval.
- No residential area are located downwind side of these locations,
- Disposal sites are located at least 1000 m away from sensitive locations like
Settlements, Water body notified forest areas, Sanctuaries or any other sensitive
locations.
- Disposal sites do not contaminate any water sources, rivers etc for this site should
be located away from water body and disposal site should be lined properly to
prevent infiltration of water.
- Public perception about the location of debris disposal site has to be obtained
before finalizing the location.
- Permission from the Village/local community is to be obtained for the Disposal
site selected.

42. - Concessionaire will resolve all claims arising out of waste disposal at his own
cost.
- Concessionaire shall utilize the suitable burrow areas, abandoned quarries and
other waste land for the debris disposal.
Concessionaire needs to plan the disposal in the following way:
- Identify the disposal area.
- Prepare a Concessionaires debris disposal plan with design drawings for each
identified area approved by the Independent Engineer.
- Need to photograph the present land use and condition of the area. - Construct all
required structures (e.g. retaining wall).
- The dumpsites filled only up to the ground level with compaction of the debris
materials in layers after disposal.
- The 30 cm top layer of disposal pit shall be provided with good earth suitable for
development of vegetation/plantation.
- After leveling, the site could be suitably rehabilitated by planting local species of
grass (turfing), shrubs and other plants as decided by the Independent Engineer.
Scarified Bitumen Disposal Pits
Scarified bitumen generated out of scarification of existing pavement is used for approach
roads by mixing it with fresh bitumen or other granular materials to achieve the required
strength followed by profiling and compaction. The left out portion of the scarified bitumen is
disposed safely in a clay lined pit. or as directed and approved by the Independent Engineer. A
typical clay lined bitumen disposal pit with standard dimensions has been worked out. The
dimension of the bitumen disposal pit may change provided the clay lining of required
thickness is adhered to. The selection of sites for disposal of scarified bitumen is made on
following lines:
- Locating the bitumen disposal sites is the sole responsibility of the Concessionaire
with the approval of Independent Engineer.
- Selection of bitumen disposal site is avoided in the quarry regions. If the disposal
site has to be located in the abandoned quarry, region is suitably treated to seal the
fractures and fissures.
- Joint inspection of all disposal sites shall be done by Independent Engineer and
Concessionaire prior to approval.

43. – Disposal sites shall be located at least 1000 m away from sensitive locations like
Settlements, Water body notified forest areas, Sanctuaries or any other sensitive
locations.
- Disposal sites do not contaminate any water sources, rivers etc for this, site should
be located away from water body and disposal site should be lined properly to
prevent infiltration of water.
- Public perception about the location of bitumen disposal site has to be obtained
before finalizing the location.
- Permission from the Village/local community is to be obtained for the Disposal
site selected.
- Concessionaire will resolve all claims arising out of waste disposal at his owncost.
Concessionaire needs to plan the bitumen disposal in the following way: -Identify
the disposal area
. -Prepare a Concessionaires bitumen disposal plan with design drawings for each
identified area and get it approved by the Independent Engineer.
-Need to photograph the land use and condition of the area during pre, during, post
project implementation stages.
-Construct all required structures (e.g. retaining wall) along with clay lining and
measures to prevent the seepage of bitumen leechate.
-The dumpsites filled only up to the ground level with compaction of the materials
in layers after disposal.
-The 30 cm top layer of disposal pit shall be provided with good earth suitable for
development of vegetation/plantation.
-After leveling, the site could be suitably rehabilitated by planting local species of
grass (Turfing), shrubs and other plants as decided by the Independent Engineer.
Environmental Monitoring
Environmental Monitoring of Air, Noise, Water and Soil parameters shall be carried by the
Concessionaire as per the consents and latest environmental norms, guidelines and policies of
national and state level environmental authorities. The Concessionaire shall comply by all
obligations and make sure that there are no deviations from them or from the Agreement.
Environmental Management Strategies (EMS)

44. Strategy for environment management in construction work is based on three-pronged
approach comprising of:
• Pollution prevention.
• Pollution control.
• Protection of pollution recipients.
Protection of Existing Trees
Some of the existing trees within the right of way are likely to be cut down by the Authority
prior to handing over of the site to the Concessionaire. The Concessionaire shall take all
necessary measures to ensure safety and protection of the remaining trees from any action
whatsoever relating to his constructionoperations in the adjoining areas.
Construction of Silt Traps
Silt fences shall be planned such that each recharge pit will have one silt fence to prevent silt
from entering the nearest water bodies and also prevent choking of recharge pit by the silt

45. coming from runoff water and increase the life of recharge pits. Silt fence are mounted in
guiding drains at a distance of 3 to 5 M in the upstream direction depending on the gradient of
the guiding drains. However any proposal for change in number and location silt fences by the
Concessionaire shall be checked and approved by the Independent Engineer. Sand / silt
removal facilities such as sand traps, silt traps and sediment basins should be provided to
remove sand / silt particles from run-off.
Construction of Water Recharge Pits
Storm water recharge pits shall be located such that it should be in the valley of the surface
layout nearbycross drainage structures and other water bodies along the project road. Water
recharge pits shall be located at an height of 3 m. above the ground water table of the area as
per the Central Ground Water Board norms. Recharge pits are constructed by the side of the
guiding drains such that all the storm water shall be directed to the recharge pit. Any proposal
for change in number and location recharge pits bythe Concessionaire shall be checked and
approved by the Independent Engineer. Pits, trenches, abandoned dug wells, recharge wells or
abandoned bore wells shall be connected by the rain water harvesting system with the consent
of the respective owner or as approved by the Independent Engineer.

46. The Environmental Management plan is a site specific plan developed to ensure that the
project is implemented in an environmentally sustainable manner where all contractors and
sub-contractors, including project consultants if any, understand the potential environmental
risks arising from the proposed project and take appropriate actions to minimize those risks.
EMP also ensures that the project implementation is carried out in accordance with the
planned design and by taking appropriate mitigative actions to reduce adverse environmental
impacts during project’s life cycle both during construction and operation phase.
Construction Phase:-
1. Particulate Matter & Gaseous emissions (including worst condition of operating all DG sets)
2. Impact on competing users due to large consumption of water for curing, dust suppression,
construction, domestic use etc.
3. Noise & Vibration from DGSets due to inadequate acoustic enclosure (including worst condition of
operating all DG sets)

47. 4. Unhygienic site sanitation facilities may cause health damage to construction workers.
5. Use of energy in-efficient building materials may lead to higher consumption of electricity in air
conditioned buildings.
6. Use of farfetched construction materials than the locally available construction materials may lead to
over exploitation of natural resources & increase in carbon footprint.
Operation Phase :-
1. Particulate Matter & Gaseous emissions (including worst condition of operating all DG sets)
2. Impacton competing usersdue to consumption of public supply / ground waterfor domestic purpose
(resource loss)
3. Impact on competing users due to consumption of public supply / ground water as make-up water
(resource loss).
4. Improper discharge of untreated sewage may lead to impact on surface / ground water quality.
5. Improper storage & disposal may lead to leaching of heavy metals leading to contamination.
6. Improper storage & disposal may lead to leaching of hazardous waste leading to contamination.
7. Improper disposal of municipal solid waste may lead to impact on land.
8. Improper discharge of untreated sewage may lead to impact on land.
9. Improper storage & disposal may lead to leaching of heavy metals leading to contamination.
10. Improper storage & disposal may lead to leaching of hazardous waste leading to contamination. 11.
Improper disposal of MSW may attract scavenger avifauna which may lead to dissertations of native
fauna
12. Improper disposal of MSW may lead to un-aesthetic conditions
13. Adoption of energy in-efficient vehicles, HVAC system,appliances, lights etc. may lead to wastage
of energy
14. Non adoption of renewable sources of energy like solar energy may lead to increase dependency on
public supply may lead to consumption of energy by competing users.
Common Property Resources (CPRs) and other Utilities
All, fully or partially affected Common property resources has already been shifted by employer
however during implementationof projectif any CPRs needs to be taken care shall be carried out as per
below mitigation measures with the assistance of employer.

48. PREPARATION OF ENVIRONMENTAL MANAGEMENT PLAN
Much of the environmental degradation that happens during the construction stage of a
highway can be prevented or controlled, if there is an appropriate system in place. Hence, this
EMAP table has been specifically designed to capture all the impacts that take place during the
entire life cycle of a project from design to operation stage. Accordingly, a thorough activity
analysis was carried out listing out all the project activities, based on which an impact
identification matrix was prepared to understand the impacts upon various environmental
parameters such as land, water, air, noise, flora and fauna. Lastly, socio-economic impact upon
people and solid waste generation was also considered as separate impacts. Based on this
exercise, a totally new Environmental Management Plan (EMP) has been prepared suggesting
various mitigation measures to avoid or minimize the impacts of the project on the environment
during the pre-construction, construction and operation phases. Two sets of guidelines were
prepared and incorporated in the Generic EMAP table of EMP reports to enable the contractor
to implement the project with least impact upon the environment– (i) Guidelines for entire
project stretch including the project facilities like camps and sites and (ii) Guidelines
exclusively for siting, management and restoration of project facilities like camps and sites.
.