EIA Report PDF

EIA report for Proposed Chennai Peripheral Road
EXECUTIVE SUMMARY
A. Project description
The Government of Tamil Nadu (GoTN) is promoting the development

of roads and public transportation as a countermeasure to traffic
congestion in CMA. Major arterial road network in CMA are consisted of
National Highways No. 5, No. 205, No. 4, and No. 45 as major radial
roads, and Inner Ring Road (IRR), Chennai Bypass, and Outer Ring Road
(ORR) as ring roads. Implementation of Chennai Peripheral Ring Road
(CPRR) Project is expected to contribute to further expansion of the
Radial-Ring Road Network corresponding to expanding traffic demand.
Chennai has grown as a perfect base in respect of institutions, information

technology, automobile and hardware manufacturing. Due to growing
volume of traffic in and around the City, there is an immediate need for
improvement of infrastructure facilities.
Chennai Peripheral Road is conceptualized to provide better connectivity

around the city catering future traffic requirements and provide efficient
commercial transportation by enhancing port connectivity. This road will
facilitate container movement from southern districts to Ennore Port. The
Government of Tamil Nadu have accorded administrative sanction for
forming Peripheral Road connecting Ennore Port and Mahabalipuram.
The State Government of Tamil Nadu has identified already a tentative

alignment for the proposed peripheral road. This alignment was studied
along with other alternate alignments on the basis of technical and
financial viability. The proposed alignment options were evaluated by the
Technical Sub-Committee, Technical Committee and Steering Committee
based on technical and financial viability. The alignment for Chennai
Peripheral Road was approved by the Steering Committee and finalized
by the Principal Secretary, Highways and Minor Ports, Government of

Tamil Nadu on 09.07.2014.
S.
No. Description Quantity
1 Length of new alignment proposed (Kilometres) 97.47 km
2 Width of the new alignment proposed (Meters) 100m for 24.60 km & 60m for
72.871 km
3 Length of the existing alignment proposed to be 35.400 km
strengthened /widened (Kilometres)
4 Width of the existing alignment proposed 60m for 23.8 km, 30m for 9.6
km and 15m for 2.0 km
(Meters)
5 Width of the existing alignment after widening 60m
proposed(Meters)
6 Total length of the alignment ( Kilometres) 132. 871 km
7 Number of bridges viz Major or Minor Major Bridge - 5 Nos.

Minor Bridge - 20 Nos.
8 Length of bridges (meters) Width of bridges Length of Major Bridges:
(meters) 1. MJB @ km 0+662 = 912.354m
2. MJB @ km 29+332 = 390m
3. MJB @ km 36+886 = 300m
4. MJB @ km 57+532 = 420m
5. MJB @ km 102+831 = 480m
Length of Minor Bridges:
1. MNB @ km 2+475 = 20m
2. MNB @ km 7+183 = 30m
3. MNB @ km 2+013 = 46.5m
4. MNB @ km 26+522 = 60m
5. MNB @ km 30+750 = 30m
6. MNB @ km 37+390 = 30m
7. MNB @ km 44+135 = 60m
8. MNB @ km 63+340 = 60m
9. MNB @ km 73+800 = 50m
10. MNB @ km 106+126 = 50m
11. MNB @ km 110+286 = 50m
12. MNB @ km 110+643 = 50m
13. MNB @ km 115+281 = 30m
14. MNB @ km 115+483 = 30m
15. MNB @ km 118+043 = 30m

16. MNB @ km 118+520 = 20m
17. MNB @ km 119+956= 50m
18. MNB @ km 121+413= 20m
19. MNB @ km 121+984= 50m
20. MNB @ km 123+533= 20m
9 Number of culverts 324 Nos.

10 Length of culverts (meters) 60m
11 Number and distance (meters) 49 Nos. of underpasses proposed.
between underpasses Distance between underpasses:
Max. 6.6km and Min. 0.7km
12 Number of intersections 4 N o s . of i n t e r c h a n g e s
proposed across National Highways.
13 Length of intersections (meters) Length of Interchanges:
1. NH-5 @ km 20+893 = 300 m
2. NH-205 @ km 54+290 = 700

m
3. NH-4 @ km 76+960 = 2255 m
4. NH-45 @ km 101+747 = 541 m
14 Number of railway crossings 3 Nos. Road over Bridges (RoB)

proposed across railway lines.
15 Length of railway crossings (meters) Length of RoBs:
1. ROB @ km 9+750 = 96m
2. ROB @ km 3+378= 100m
3. ROB @ km 55+434= 96.5m

16 Number of villages through which alignment 79 Villages
passes
17 Length of new alignment proposed in agricultural 77 km
land
18 Width of new alignment proposed in agricultural 100m for 18 km & 60m for 59 km
land
19 Length of new alignment proposed in forest area 1.96 km
20 Width of new alignment proposed in forest area 60m
B. Site selection
The alignment for Chennai Peripheral Road is approved by the Steering

Committee and is finalized by the Principal Secretary, Highways and
Minor Ports, Government of Tamil Nadu on 09.07.2014. The approved
alignment plan is given in Figure 2.3. The Peripheral road will starts at
Ennore Port and ends at Poonjeri Junction in Mahabalipuram. The
proposed road will connect four National Highways – NH-5, NH-205,
NH-4 and NH-45, and eight State Highways – SH-51, SH-50A, SH-50, SH-
48, SH-57, SH-49B, SH-49A (OMR) and SH 49 (ECR). Length of proposed
peripheral road will be around 132.871 km which is split into 5 sections.
Section 1: Northern Port Access Road - Ennore Port to Thatchur on NH-5 (24.60
km)
Section 2: Thatchur on NH-5 to Start of Thiruvallur Bypass (26.40 km)
Section 3: Start of Thiruvallur Bypass to Sriperumbudur on NH-4 (30.60 km)
Section 4: Sriperumbudur on NH-4 to Singaperumalkoil on NH-45 (23.80 km)
Section 5: Singaperumalkoil on NH-45 to Mahabalipuram (27.471 km)
C. Baseline environmental data
The findings of the baseline environmental status on land (topography,

geology, soil quality, land use pattern), meteorology (Temperature,
Relative Humidity, rainfall, wind speed, wind rose), air (ambient air
quality- SPM, PM10, PM2.5, SO2, NOX.), water (surface water,
groundwater), noise level, ecological environment (flora & fauna), socio
economic conditions (demographic profile and households condition)
were presented and interpreted with reference to environmental
standards.
Meteorology
The study area is located in Kanchipuram & Tiruvallur districts. These

districts has warm and humid climate. The area experiences warm and
humid summers but cool winters. Winter season ranges from mid of
November to February and summer season ranges from March to mid of
June. The climate shows a major shift from the sultry heat to the
pleasantly cold during winter. The period from mid of June to September
is the monsoon season followed by the months October to mid of
November constitutes the post monsoon or the retreating monsoon.
Air Environment
Specific station-wise Ambient Air Quality (AAQ) data for PM10, PM2.5,
SO2, NOx andCO as recorded during the period November 2017,
February 2018 & March 2018 are summarized in Chapter 3. All the
parameters has been analyzed and found within the standard limit
prescribed by the Central Pollution Control Board (CPCB).
Water Environment
The development of any region is contingent on the availability of

sufficient water resources, as developmental activities require water for
irrigation, domestic and other purposes. The water resources in the area
broadly fall into Surface Water Resource & Ground Water Resource.
Noise Environment
The hourly recorded noise level at various locations in the study area
shows fluctuations because of change in traffic movement, construction
activities and other man made sources. The equivalent values of noise
levels are
Socio-Economic Environment
The prevailing status of socio-economic aspect comprises of demographic

profile, Infrastructure, socio- economic condition, literacy level and
lifestyle, etc. The proposed project will definitely have some positive
impact on the socio-economic environment of the people of surrounding
villages experiencing development in the study area.
Ecology
Ecological resources are among the most important resources impacted by

the road projects. The detailed baseline study of the ecological resources is
essential to estimate the magnitude of potential impacts and to avoid or
mitigate any loss caused by the proposed project. In this section baseline
details of the flora and fauna are presented. There are no endangered
species of flora and fauna present within the project influence area.
D. Impact of the project

Air:
Construction Phase: the impact during construction will be localized and

short term with permanent changes in use of surrounding land as
compared land as compared to the current conditions. Impact will be
primarily related to the civil works and less intensive impact is expected
during erection of the equipment and trial operation
Identification of Activities and probable impacts

Construction activities Environment attribute Probable impacts
Land acquisition Land Change in land use
pattern
Change in land use
pattern in the vicinity
Socio-economics Rehabilitation &
Resettlement issues
Site clearing and Air Fugitive dust emissions
levelling (cutting, Noise/ air emissions
stripping, excavation, from construction
earth movement, equipment and
compaction) machinery
Water Run off from area
Land Loss of top soil
Ecology Loss of vegetation/
habitat
Transportation and Air Noise and air emissions
storage of construction from vehicles

material/ equipment Fugitive dust emissions
due to traffic movement
Water Run off from storage
areas of construction
material
Public utilities Increased flow of traffic
Civil Construction Air Noise and air emissions
Activities from construction
machinery
Fugitive dust emissions
Water Run off from
construction areas
Erection activities water Rin off from erection
areas containing oils,
paints
Influx of labour and Socio economics Stress on infrastructure
construction of temp Stress on social relations
houses Water Sanitary effluents from
labour choice
Transportation and Air Noise and Air Emissions
disposal of construction from Transport Vehicles
debris Fugitive Dust Emissions
due to Movement of
Traffic
Spillage and fugitive
emissions of debris
materials
Water Run-off from Disposal
Areas
soil Conversion of land into
waste land
Operation phase: Potential impact on the air quality during the

construction stage will be due to fugitive dust and the exhaust gas
generated in and around the construction site.
Dust is major component of the air pollution, generated mainly from the
following construction activity.
 Site clearance and use of heavy vehicle and machinery/ equipment

etc. at construction site;
 Procurement and transport of construction materials such as sand,

cement, etc. to the construction site.
 Other gaseous emission during construction results from the

opening of construction vehicles, plant and equipments.
Prediction of Air Impacts
To assess the likely concentration at the major location along the corridor,
prediction of pollutant concentration has been carried out using CALINE-4
(a line source model based on Gaussian Equation). This will be used for
future prediction of air pollution and its impact on near to the posed
project. The emission factor of running vehicles differs from the standards
prescribed by the central pollution control board. The emission factors
(corrected or speed) have been taken. In future, only CO will increase
gradually after operation of the project. However, it is expected that
under standard meteorological conditions and with improvement in
vehicle technology, the actual incremental rise in the concentration of CO
will be less than predicted.
Following mitigation measures are suggested to control the air pollution

during operation phase:-
 Speed of vehicles on proposed road has been designed as per nature

of terrain and nearby habitations.
 Road should be designed with good geometry and bottlenecks

should be avoided for smooth flow of traffic.
 As per IRC guidelines roughness <2000 mm/km is considered good

for bituminous concrete surface.
 All slope and embankments will be turfed as per best engineering

practices to help minimize the dust generation during operation
phase.
 Plantation of pollutant adsorbing and fast growing species trees

along the project road,
 If monitored parameters are above the prescribed limited, suitable

control measures must be taken.
 The following mitigation measures will also be taken to mitigate the

dust entrainment and fugitive
 emissions from the various sources:
 Sprinkling of water will control fugitive dust emissions.
 Sprinkling of water on the dust prone areas and construction yard.
 Regular maintenance of machinery and equipment will be carried

out.
Flora:
 Illegitimate felling of trees exists along the project road.
 Over cutting of trees due to negligence in level and lines in the

widening process.
 Damage to flora due to unsystematic and unplanned excavation of

reverse slope along the project road.
Fauna:
 Loss of shelter for avifauna.
 Aquatic fauna shall be affected due to contamination of Oil and

Grease spillage in traffic accidents and release of toxic chemical into
the water bodies.
E. Mitigation measures
Air Environment
 Speed of vehicles on proposed road has been designed as per nature
of terrain and nearby habitations.
 Road should be designed with good geometry and bottlenecks

should be avoided for smooth flow of traffic.
 As per IRC guidelines roughness <2000 mm/km is considered good

for bituminous concrete surface.
 All slope and embankments will be turfed as per best engineering

practices to help minimize the dust generation during operation
phase.
 Plantation of pollutant adsorbing and fast growing species trees

along the project road,
 Ambient air quality monitoring should be carried out during

operation phase for first 3 years. If monitored parameters are above
the prescribed limited, suitable control measures must be taken.
 The following mitigation measures will also be taken to mitigate the

dust entrainment and fugitive emissions from the various sources:
 Sprinkling of water will control fugitive dust emissions.
 Sprinkling of water on the dust prone areas and construction yard.
 Regular maintenance of machinery and equipment will be carried

out.
Flora
 Proper planning for additional cutting of trees.
 Afforestation should be carried with proper management and

technical planning for successful afforestation programme.
 Existing plantation, along the ROW, should be protected from

illegal felling of trees.
 Systematic planning prior to the excavation of reverse slope (if any)

along the project road.
Fauna
 Plantations of trees along the highways.
 Contingency plan should be developed to minimize contaminations

in traffic accidents.
 Water bodies and wetland should be developed along the highways
F. Project cost
The total estimated cost for Chennai peripheral road project is around Rs.
11528 crores.
CHAPTER 1: INTRODUCTION
1.1 PURPOSE OF THE PROJECT
Road projects are meant for improving the quality of life for people and
developing the country 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 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 limit 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 no resilient to
cope up with changes in physical and natural Environment, thus not only
leading negative impact on them but also, socio-economic losses may occur. To
account for all the issues, environmental and social impact assessment is utmost
necessary. These concerns for environmental and social issues in road projects
have also become a part of legal requirement and for obtaining financial
support. Environmental considerations are therefore of prime importance in
road projects.
The EIA study has been conducted for the Peripheral Road connecting
Mahabalipuram to Ennore Port (via) Singaperumalkoil, Sriperumbudur,
Thiruvallur, Thamaraipakkam, Periyapalayam, Puduvoyal and Kattupalli. The
main objective of the study is to incorporate the environmental consideration
in project planning and designing and formulating the Environmental
Management Plan for implementing the environmental safeguards. The
Environmental Management Plan will be part of the bidding document for

construction.
The project proponents have awarded the works for conducting of

Environment Impact Assessment study (herewith referred as EIA study) to M/s
Ecotech labs Pvt. Ltd., Chennai, (an accredited consultancy organization). ToR
presentation for the project held on 01.02.2018. ToR letter for the project
were issued vide Letter No. SEIAA – TN/F.No. – 6474/SEAC – CII/6(b)/ToR-
305/2017 Dt. 05.03.2018.
1.2 IDENTIFICATION OF PROJECT & PROJECT PROPONENT
The Government of Tamil Nadu (GoTN) is promoting the development of

roads and public transportation as a countermeasure to traffic congestion in
CMA. Major arterial road network in CMA are consisted of National Highways
No. 5, No. 205, No. 4, and No. 45 as major radial roads, and Inner Ring Road
(IRR), Chennai Bypass, and Outer Ring Road (ORR) as ring roads.
Implementation of Chennai Peripheral Ring Road (CPRR) Project is expected to
contribute to further expansion of the Radial-Ring Road Network
corresponding to expanding traffic demand.
Chennai has grown as a perfect base in respect of institutions, information

technology, automobile and hardware manufacturing. Due to growing volume
of traffic in and around the City, there is an immediate need for improvement
of infrastructure facilities.
Chennai Peripheral Road is conceptualized to provide better connectivity

around the city catering future traffic requirements and provide efficient
commercial transportation by enhancing port connectivity. This road will
facilitate container movement from southern districts to Ennore Port. The
Government of Tamil Nadu have accorded administrative sanction for forming

Peripheral Road connecting Ennore Port and Mahabalipuram.

alignment for the proposed peripheral road. This alignment was studied along
with other alternate alignments on the basis of technical and financial viability.
The proposed alignment options were evaluated by the Technical Sub-
Committee, Technical Committee and Steering Committee based on technical
and financial viability. The alignment for Chennai Peripheral Road was
approved by the Steering Committee and finalized by the Principal Secretary,
Highways and Minor Ports, Government of Tamil Nadu on 09.07.2014.
1.3 DEVELOPMENT STRATEGY OF THE PROJECT
The Peripheral road will starts at Ennore Port and ends at Poonjeri
Junction (km 56/800 of ECR) in Mahabalipuram. The proposed road will
connect four National Highways – NH-5, NH-205, NH-4 and NH-45, and
eight State Highways – SH-51, SH-50A, SH-50, SH-48, SH-57, SH-49B, SH-49A
(OMR) and SH 49 (ECR). Length of proposed peripheral road will be around
132.871 km which is split into 5 sections.
 Section 1: Northern Port Access Road Ennore Port to Thatchur on NH-5
 Section 2: Thatchur on NH-5 to Start of Thiruvallur Bypass
 Section 3: Start of Thiruvallur Bypass to Sriperumbudur on NH-4
 Section 4: Sriperumbudur on NH-4 to Singaperumalkoil on NH-45
 Section 5: Singaperumalkoil on NH-45 to Mahabalipuram
Total length of the alignment (km) – 132.871

km
Length of the existing alignment – 35.4 km
Length of new alignment – 97.47 km
1.4 NEED FOR EIA
EIA is an exercise to evaluate the beneficial and adverse effects of development

projects/ activities on the environment system including socio-economic, cultural
and aesthetic concerns. The purpose of such an exercise is to integrate the
environmental considerations with the requirements of economic growth and
social development. EIA helps in examining options in terms of technology
selection, setting of projects and alternatives to development proposals.
The major objective of this study is to establish present environmental

condition along the project corridor through available data / information
supported by field studies to evaluate the impacts on relevant environmental
attributes due to the construction & operation of the proposed project; to
recommend adequate mitigation measures to minimize / reduce adverse
impacts and to prepare an Environmental Management Plan (EMP) for timely
implementation of the mitigation measures to make the project
environmentally sound and sustainable.
An Environmental Impact Assessment (EIA) study basically includes:
 Establishment of the present environmental scenario;

 Study of the specific activities related to the project;
 Evaluation of the probable environmental impacts;
 Recommendations of necessary environmental control measures; and
 Preparation of Environmental Management Plan.
1.5 SCOPE OF THE STUDY
Environmental assessment is a detailed process, which starts from the

conception of the project and continues till the operation phase. The steps for
environmental assessment are therefore different at different phases. The
present report details the environmental setting of the project zone, collects
the baseline data and then identifies the anticipated environmental impact and
finally suggests appropriate mitigation measures and mechanism for ensuring
effective implementation of the environmental safeguard measures at different
stages of the project. To identify critical environmental attributes required to
be monitored
1.6 BRIEF OF THE PROJECT
The brief of the proposed project is described in the below Table 1.1.
S.
Description Quantity
No.
1 Length of new alignment proposed (Kilometres) 97.47 km
2 Width of the new alignment proposed (Meters) 100m for 2 4 . 6 km & 60m for
72.871 km
3 Length of the existing alignment proposed to be 35.400 km

strengthened /widened (Kilometres)
4 Width of the existing alignment proposed 60m for 23.8 km, 30m for 9.6
(Meters) km and 15m for 2.0 km
5 Width of the existing alignment after widening 60m

proposed(Meters)
6 Total length of the alignment ( Kilometres) 132.871 km
7 Number of bridges viz Major or Minor Major Bridge - 5 Nos.

Minor Bridge - 20 Nos.
8 Length of bridges (meters) Width of bridges Length of Major Bridges:

(meters) 1. MJB @ km 0+662 = 912.354m
2. MJB @ km 29+332 = 390m
3. MJB @ km 36+886 = 300m
4. MJB @ km 57+532 = 420m
5. MJB @ km 102+831 = 480m
Length of Minor Bridges:
1. MNB @ km 2+475 = 20m
2. MNB @ km 7+183 = 30m
3. MNB @ km 2+013 = 46.5m
4. MNB @ km 26+522 = 60m
5. MNB @ km 30+750 = 30m
6. MNB @ km 37+390 = 30m
7. MNB @ km 44+135 = 60m
8. MNB @ km 63+340 = 60m
9. MNB @ km 73+800 = 50m
10. MNB @ km 106+126 = 50m
11. MNB @ km 110+286 = 50m
12. MNB @ km 110+643 = 50m
13. MNB @ km 115+281 = 30m
14. MNB @ km 115+483 = 30m
15. MNB @ km 118+043 = 30m
16. MNB @ km 118+520 = 20m
17. MNB @ km 119+956= 50m
18. MNB @ km 121+413= 20m
19. MNB @ km 121+984= 50m
20. MNB @ km 123+533= 20m
Width of Bridges:
Main Carriageway - 2 X
13.550m, Service Road - 2 X
10.550m
9 Number of culverts 324 Nos.

10 Length of culverts (meters) 60m
11 Number and distance (meters) 49 Nos. of underpasses

between underpasses proposed. Distance between
underpasses: Max. 6.6km and
12 Number of intersections 4 N o s . of i n t e r c h a n g e s
proposed across National
13 Length of intersections (meters) Highways.
Length of Interchanges:
1. NH-5 @ km 20+893 = 300
m
2. NH-205 @ km 54+290 =
700 m
3. NH-4 @ km 76+960 = 2255
m
14 Number of railway crossings 34. Nos.
NH-45Road
@ km 101+747
over = 541
Bridges
(RoB) proposed across railway
lines.
15 Length of railway crossings (meters) Length of RoBs:
1. ROB @ km 9+750 = 96m
2. ROB @ km 3+378= 100m
3. ROB @ km 55+434= 96.5m
16 Number of villages through which 79 Villages
alignment passes
17 Length of new alignment proposed in 77 km
agricultural land
18 Width of new alignment proposed in 100m for 18 km & 60m for 59 km
agricultural land
19 Length of new alignment proposed in forest 1.96 km
area
20 Width of new alignment proposed in forest 60m
area
1.7 OBJECTIVES OF EIA STUDY
In order to ensure that development is sustainable it is essential to integrate

environmental concerns into development activities. Environmental impact
assessment and management have been recognized as effective tools for

facilitating the inclusion of the principles of sustainable development in to
development processes or projects. It is also universally accepted that natural
resource development and environmental protection should go hand in hand.
This is in- line with the national policy that the developments of infrastructure
as well as other developmental activities have to follow the principle of
development without destruction, and measures must be adopted to have
environmentally sound and sustainable environment.
In order to avoid or reduce the possible ill effects, it is essential that all the
development projects should be subjected to the requirement of an
Environmental Impact Assessment (EIA). EIA will point out potential
environmental impacts of the proposed project and to recommend appropriate
mitigation measures for the possible adverse impacts. Recommendations are
also made for an environmental management plan.
1.8 ENVIRONMENT IMPACT ASSESSMENT
1.8.1 OBJECTIVE AND NEED OF EIA
The objective of environmental impact assessment study is to identify the

adverse and positive impacts due to project implemtation, suggest
avoidance, mitigation and enhancement measures in project design and
to prepare environmental management plan for pre-construction,
construction and operation phases of the project.
The environmental impact assessment study is a requirement for the
environment clearance of a project as per EIA notification 2006 and its
amendment, 2009. Obtaining environmental clearance is also an
objective.
1.8.2 ENVIRONMENTAL CLEARANCE PROCESS
Environmental clearance of any new project or expansion of existing projects is

now done as per the new notification of the MoEF&CC, Government of India
dated 14th September 2006 and its amendment 2009. The new notification
requires prior environmental clearance of all the projects from competent
central government or state government authorities, as may be the case. The
projects are now classified into category ‘A’ or category ‘B’ projects based on
the spatial extent of potential impacts on human health, natural and man made
resources. The category ‘A’ projects requires prior clearance by the MoEF&CC,
Govt of India while the category ‘B’ projects have to get clearance from the
State level Environment impact assessment authority (SEIAA), constituted by
the central government for this purpose. The environmental clearance
procedure for new projects will require maximum of four stages all of which
may not be applicable to all the projects.
Environmental
Scoping for ToR Impact Public hearing Appraisal Clearance
Assessment
1.9 REPORT STRUCTURE
The report consists of ten chapters and the content is briefly described in this
section.
Chapter 1 - Introduction: This chapter gives the basic information about the
project and project area. It also discusses the justification of the project and the
purpose of the EIA study including the scope of the study.
Chapter 2- Project Description: This chapter provides information related to
various feature of the proposed highway project.
Chapter 3- Analysis of Alternatives: This chapter describes systematic
comparisons of feasible alternatives for the proposed project site, technology,
and operational alternatives. Alternatives have been compared in terms of their
Chapter 4- Description of the Environment: The methodology for assessing
various baseline environmental components in the study area prior to the
commencement of the project has been identified in this chapter. The various
parameters of present environmental status are identified under different
aspects, which include location and regional setting of the area, topographical
aspect which include land use, land cover and soil quality of the study area.
Drainage aspect consists of surface and ground water quality. Meteorological
aspect contains all the climatic factors and ambient air quality of the study area.
Ecological environment describes the flora and fauna of the region. Human
aspect includes the demography features, socio-economic environment and
infrastructure facilities of the area.
Chapter 5- Analysis of potential Environmental impact and Mitigation
Measures: The mitigation / avoidance / enhancement measures for the various
environmental components for the different project packages are described in
this chapter.
Chapter 6- Environmental Monitoring Programme: This chapter emphasizes the

formation of an Environment Management cell with trained staff under Senior
Environment Engineer equipped with all monitoring facilities for monitoring of
all environmental Parameters during construction as well as Post project
monitoring. Organization structure for environmental management and
frequency of monitoring has also been provided.
Chapter 7- Additional Studies: A details of the additional studies / activities
conducted as per the requirements of the TOR is given in this chapter.
Chapter 8- Project Benefits: The benefits that will be accrued from the project
in the locality in particular and society in general as well as development will
be identified and described in this chapter.
Chapter 9 – Environmental Cost benefits analysis: It includes the Environmental
cost benefit analysis
Chapter 10- Environmental Management Plan: This chapter outlines the
Environmental Management system that will be implemented during the
detailed design and construction stage o the project for minimization of
deleterious effects and implementation of enhancement measures.
Chapter 11- Policy, Legal and Administrative Framework: This chapter provides
the details of the clearances and permissions required for the project from
Government of Tamilnadu, Ministry of Environment and forests, Government
of India.
CHAPTER 2: PROJECT DESCRIPTION
2.1 INTRODUCTION
Chennai is located on the shores of Bay of Bengal which makes the road layout in the
metropolitan area is of radial pattern. There are 4 Primary road networks - NH-5 towards
Kolkatta on North, NH-205 towards Tirupathi on North-West, NH-4 towards Bangalore on
West and NH-45 towards Trichy in South. In addition, there are Secondary roads -
Thiruvottiyur High Road, Arcot Road, OMR and ECR.
The existing road network within city includes inner ring road of ~ 25 km which connects OMR
in south and TPP road in north, crossing all radial roads. The Chennai Bypass is a full-access
controlled expressway that interconnects all four radial National Highways, covering a distance
of 32 km from NH-45 at Perungulathur to NH-5 at Madhavaram. This expressway now forms a
part of the circular transportation corridor.
The existing outer most road for the city is Outer Ring Road. The Outer Ring Road is a major
transport corridor being developed along the periphery of Chennai Metropolitan Area (CMA)
by the Chennai Metropolitan Development Authority (CMDA). It is 62.3 km long connecting
NH-45 at Vandalur, NH-4 at Nazarathpet, NH-205 at Pattabiram to NH-5 at Nallur and TPP
road at Minjur. Outer Ring Road has six lane configurations with service roads on both sides of
main road for entire length. The right of way for ORR is 122m, in which a strip of 50 m
earmarked for commercial development on the inner side of the alignment and a strip of 22m
at center of carriageway is earmarked for locating a Public Transportation Corridor. The Project
is being developed in 2 phases under BOT (Annuity) mode. The Phase-1 of the project covers a
distance of 29.65 km, is open to public on August 2014 and the Phase 2 covers a distance of
33.1 km is under construction.
In the face of rapid developments in the districts surrounding Chennai and the expansion of the
city, it has become necessary to develop an alternative road facility away from ORR which will
take away commercial and personalized vehicles entering city centre and at the same time
relieve city roads of traffic congestion. Ideally, Chennai should have a ring road beyond existing
ORR with connection to ORR and city through radial roads (primary and secondary roads).
This will reduce traffic congestion on all radial roads, ORR and city roads.
Chennai Peripheral Road is one of the major projects included in VISION 2023. The project is
conceptualized to provide better connectivity around the city catering future traffic
requirements and provide efficient commercial transportation by enhancing port connectivity.
This road will facilitate container movement from southern districts to Ennore Port.
NECESSITY OF PERIPHERAL ROAD
 Chennai city is located on the coast of Bay of Bengal which makes the road layout in
the metropolitan area is of radial pattern.
 There are 4 principal radial arterials, viz. NH-5, NH-205, NH-4, NH-45, to the north,
north-west, west and south respectively.
 In addition, there are three more radial arterials,(i) along the coast on the
northern side (Thiruvotriyur High Road), (ii) between NH-4 and NH-45 (Arcot Road)
and (iii) along the south coast (ECR & OMR).
 The radial roads are congested and inadequate to handle the growing traffic need.
The connecting road system, with lot of missing links, has put tremendous strain
on the radial network.
 City has got three circumferential roads viz., Inner Ring Road, Chennai
 Bypass and Outer Ring Road which connects the radial roads.
 As the city is developing beyond the limits of these circumferential roads, a new
circumferential road is required.
 Chennai Airport is the third busiest airport in India.
 The city is served by two major ports.
o Chennai port is the largest in Bay of Bengal and India's second busiest
container hub, handling automobiles, motorcycles and general industrial cargo.
o Ennore Port currently handles cargo such as coal, iron ore, other bulk and rock
mineral products and future expansion plans are on the anvil.
 Chennai city has got one more private sea port at Kattupalli near the northern town of
Ennore.
 Road connectivity to the Ennore and Kattupalli ports needs to be provided from
the radial roads without congesting the city roads.
 Also the upcoming regional industries require capacity augmentation in terms of traffic
infrastructure.
2.2 ONGOING AND UPCOMING ROAD PROJECTS
Various road infrastructure development plans that are being implemented and/or proposed for
implementation in near future by various departments/agencies around the project area are
listed below.
1. Widening of NH-205 including construction of Thiruvallur Bypass

2. Widening of section of SH-57 from Singaperumalkoil to Sriperumbudur
3. Widening of OMR (Phase-II)
4. Widening of ECR (Phase-I)
5. Improvement of Grid Roads along ORR
6. Construction of Elevated Road along OMR
7. Construction of Elevated Road along NH-45
Construction of Bypass for Thiruvallur on NH-205
National Highways Authority of India (NHAI) is widening the Thiruninravur -

Thiruttani - Tirupati Section of NH-205 to four lanes and the construction is inprogress. As part
of the project, NHAI is constructing a bypass for Thiruvallur town. The bypass starts at km
43/800 of NH-205 on western side of Thiruvallur, crossing SH-57 at km 44/500 on northern
side of Thiruvallur and ends at km 50/600 of NH205 and starts again at km 50/800 and ends at
km 52/000 of NH-205.
Widening of Section of SH-57
Section of SH-57 from Singaperumalkoil to Sriperumbudur is under widening to 6 lanes with

service roads by Tamil Nadu Road Infrastructure Development Company (TNRIDC). The State
Highway-57 crossing the Railway lines with manned level crossing in Singaperumalkoil for
which Project Wing of Highways Department, GoTN is constructing a Road over Bridge (ROB).
Widening of OMR Phase-II
The IT Corridor Project, is an initiative of Government of Tamil Nadu to develop the Old
Mahabalipuram Road (OMR) as a world-class facility. Tamil Nadu Road Development
Company (TNRDC) has incorporated a SPV called 'IT Expressway Ltd' (ITEL) for developing the
IT Corridor Project. The entire stretch will be built as 6-lane road with service roads and
footpaths on both sides. The Project is being implemented in two phases – Phase-I (20 km)
between Madhya Kailash Temple Junction and Siruseri, and Phase-II (26 km) between Siruseri
and Mahabalipuram.
As the improvement of Phase-I is completed, now ITEL planning to widen Phase-II to 6-lane
Carriageway with service roads on both sides. As part of the Phase-II, two bypasses are
proposed for Kelambakkam and Thiruporur.
Widening of ECR Phase-I
The stretch of ECR from km 22/300 (Akkarai) to km 135/500 (Puducherry) is maintained as a

Toll road by TNRDC. Recognizing the rapid recreational, commercial and residential
developments along the ECR and its influencing areas, TNRDC has decided to upgrade the road
as a dual two lane facility with improved geometry in two phases. The phase-I is from km
22/300 to km 55/800 (Mahabalipuram) and the phaseII is from km 55/800 to km 135/500.
The Phase-I is under construction.
Improvement of Grid Roads along ORR
The State Highways Department and the Chennai Metropolitan Development Authority
(CMDA) have jointly identified 18 road networks to be developed on either side of Chennai
Outer Ring Road. Detailed project report for the development of grid roads along the ORR is
under preparation.
Construction of Elevated Road along OMR
Due to enormous growth in employment at IT Companies and other commercial and major
institutional development that has taken place along OMR, the Phase-I is experiencing traffic
congestion which has resulted in considerable increase in travel time. Huge residential area
developments coupled with Special Economic Zones are sprawling all along OMR. These on-
going and contemplated developments are likely to have huge impact on traffic flow along the
corridor. The widening of road requires considerable land acquisition which causes more social
impact. Hence, Government of Tamil Nadu desired to construct an elevated highway corridor
along OMR from Taramani to Siruseri under Phase-I and Siruseri to Mahabalipuram under
Phase-II, for a length of 45km. Detailed project report for the project is under preparation.
Construction of Elevated Road along NH-45
The NH-45 is the gateway to Chennai from the southern part of Tamil Nadu. The stretch
between the airport and Chengalpattu traverses through major urbanized areas and has major
developments such as IT centre, gated communities, malls, educational institutions, major
industrial centre and SEZs. This area is also witnessing fast growth and it will continue to attract
more developments in future also. The stretch experiences frequent traffic jam and vehicles
cannot move fast resulting reduction in the journey speed. Therefore, CMDA is preparing
detailed feasibility study report for construction of an exclusive elevated road for the thorough
traffic from the Chennai Airport to the Toll-plaza near Chengalpattu along NH-45.
Impact on Peripheral Road
The projects discussed above are improvement of radial roads as part of capacity augmentation.
The improvement of radial roads along with construction of Peripheral Road will reduce traffic
congestion on all radial roads and city roads.
2.3 TRAFFIC SURVEY, ANALYSIS AND FORECAST
2.3.1 General
Various traffic studies carried out for the project, their analysis and the traffic forecast.
The findings of analysis form inputs for designing the pavement, carrying out economic
and financial analysis, planning the tolling strategy, design of intersections and wayside
amenities for the project road.
2.3.2 Secondary Data Collection
The following secondary data for the project have been collected.
 Fuel sales data - from fuel filling stations (5 numbers) within the project area
 Details of ongoing/upcoming infrastructure projects - from various agencies
 Socio Economic Indicators like NSDP, NNP, PCI - from Directorate of
Statistics and Economics survey of Tamil Nadu 2012-2013.
 Vehicle Positions data from State Transport Authority, Govt of Tamil Nadu.
 Details of upcoming industrial developments within the project
2.3.3 Planning for Traffic Surveys
A map study was taken up for the proposed Peripheral road. The senior traffic engineers
have visited the site and carried out a reconnaissance survey to identify the proposed
locations of the surveys in conjunction with the network of roads. The network was also
verified by visiting all the associated road junctions and links so as to assess the traffic
level and the requirements of survey arrangements. Traffic survey stations for carrying
out classified traffic volume count, origin-destination survey and axle load survey were
selected considering the following parameters:
 The station should represent homogeneous traffic section

 The station should be outside urban and local traffic influence
 The station should be located in a reasonably level terrain with good visibility
The traffic survey locations, methodology, schedule and survey formats were finalised
in-consultation with Highways Department.
2.3.4 Schedule of Traffic Surveys
The following traffic surveys were carried out for the project as per ToR.
 Classified Traffic Volume Count Survey

 Turning Movement Survey
 Origin-Destination and Commodity Movement Survey
 Axle Load Survey
 Pedestrian Count Survey
 Speed and Delay Survey
 Truck Terminal survey
ThetrafficsurveylocationsandscheduleispresentedinTable2.1andthesurvey location
map is given inFigure2.1.
Table 2.1 Schedule ofTraffic Surveys
Sl. Type of Station

N Survey Duration No Survey Location Date
o Road Name Chainage Area
km57/400 Poonjeri 05.12.2013to
TVC1 ECR Village 12.12.2013
km12/000 Paiyanur 05.12.2013to

TVC2 SH-49B Village 12.12.2013
km49/300 Singaperumalk 05.12.2013to

TVC3 NH-45 oil 12.12.2013
km7/800 NearHirco 05.12.2013to

TVC4 SH-57
Palace 12.12.2013
Garden
Classified
Traffic km23/000 06.12.2013to
1 Volume 7 Days TVC5 SH-57 Sriperumbudur
13.12.2013
Count
Survey
km43/500 05.12.2013to
TVC6 NH-4 Sriperumbudur
12.12.2013
km37/000 Thirukovilur 05.12.2013to
TVC7 SH-57
Village 12.12.2013
km17/000 20.12.2013to
TVC8 SH-50 TirurVillage
27.12.2013
km51/000 Ramapura 20.12.2013

TVC9 NH-205 m to
Village 27.12.2013
km53/800 Vishnuvakkam 20.12.2013to
TVC10 SH-57
Village 27.12.2013
km18/100 Thamaraipak 20.12.2013to
TVC11 SH-50A k 27.12.2013
km8/500 amVillage
Kannigaipair 20.12.2013to
TVC12 SH-51
Village 27.12.2013
km32/000 Thatchur 20.12.2013to
TVC13 NH-5
Village 27.12.2013
km9/000 Chinnakavan 20.12.2013to
TVC14 SH-104 a 27.12.2013
mVillage
TVC15 Minjur- km7/200 KatturVillage 20.12.2013to
Sl. Type of Station

No Survey Duration No Survey Location Date
Road Name Chainage Area
Thirupalaiva 27.12.2013
n
amRoad
Thirukazhuku km5/000
ndram- Manamath 15.12.2013to
TVC16 Thiruporu i 18.12.2013
r
Road Village
Chengalpatt km12/900
Vengur 15.12.2013to
TVC17 u
3 Days -Thiruporur Village 18.12.2013
Road
Putlur- km2/500
Thozhur 29.12.2013 to
TVC18 Aranvoyal
Village 31.12.2013
Road
kattupalli km2/000 Kattupalli 29.12.2013to
TVC19 road Village 31.12.2013
km56/700 Poonjeri
TMC1 ECR Junction 13.12.2013
(ECR-OMR)
km56/800 Poonjeri
TMC2 SH-49B Junction 13.12.2013
(ECR-SH49B)
Thirukazhuku km4/900
ndram- Manampath
TMC3 13.12.2013
Thiruporu i
r Road Junction
km47/800 Singaperumal
TMC4 NH-45 koil 13.12.2013
km12/800 Oragada
TMC5 SH-57 m 13.12.2013
Turning Junction
1 Day
2 Movemen km42/200 (SH57-SH48)
Sriperumbudur
(24
t Count TMC6 NH4 Junction(SH- 16.12.2013
hours
Survey 57-
) km32/000 Mannur
Junction
TMC7 SH57 (SH57- 19.12.2013
ArakonamRd)
km51/400 Thaneer
TMC8 NH-205 KulamVillage 26.12.2013
km60/400 Thamaraipakk
TMC9 SH-57 amVillage 26.12.2013
TMC10 SH-51 km12/800 Periyapalayam 26.12.2013
km31/000 ThatchurX
TMC11 NH-5 26.12.2013
road bus stop
km35/000 Puduvoyal
TMC12 NH-5 26.12.2013
Village
km57/400 Poonjeri
OD1 ECR 05.12.2013
Village
Origin- 1 Day
km12/000 Paiyanur
3 Destinatio (24 OD2 SH-49B 17.12.2013
Village
n Survey hours Chengalpattu km12/900 Vengur
OD3 17.12.2013
) -Thiruporur Village
Sl. Type of Station

Road
OD4 NH-45 koil 09.12.2013
km7/800 NearHirco
OD5 SH-57 Palace 06.12.2013
OD6 SH-57 km23/000 Garden
Sriperumbudur 10.12.2013
OD7 NH-4 km43/500 Sriperumbudur 17.12.2013
km37/000 Thirukovilur
OD8 SH-57 Village 11.12.2013
OD9 SH-50 km17/000 TirurVillage 20.12.2013
km51/000 Ramapura 23.12.2013
OD10 NH-205 m
km53/800 Village
Vishnuvakkam
OD11 SH-57 24.12.2013
Village
km18/100 Thamaraipakk
OD12 SH-50A 30.12.2013
amVillage
km8/500 Kannigaipair
OD13 SH-51 30.12.2013
Village
km32/000 Thatchur
OD14 NH-5 03.01.2014
Village
km9/000 Chinnakavan
OD15 SH-104 a 30.12.2013
km56/800 mVillage
Poonjeri
PC1 SH-49B Junction 16.12.2013
(ECR-SH49B)
PC2 NH-45 16.12.2013
koil
PC3 SH-57 km6/200 Appur 18.12.2013
PC4 SH-57 km11/800 Oragadam 18.12.2013
km12/800 Oragada
PC5 SH-57 m 18.12.2013
Junction
PC6 SH-57 km15/000 (SH57-SH48)
Oragadam 18.12.2013
km16/400 Vallakkottai
PC7 SH-57 Village 18.12.2013
Pedestrian km42/200 Sriperumbudur
4 16 hours Junction(SH-
Countsurvey PC8 NH-4 18.12.2013
57-
PC9 SH-57 km29/300 NH4)
NemiliVillage 18.12.2013
km32/000 Mannur
Junction
PC10 SH-57 (SH57- 19.12.2013
ArakonamRd)
km40/100 Melnallathur
PC11 SH-57 18.12.2013
Village
km48/300 Ikkadu 18.12.2013
PC12 SH-57 Kandigai
Village
km58/000 Valliyur 18.12.2013
PC13 SH-57
Village
Sl. Type of Station

Speed &
Delay Alongthe 07.12.2013to
5 -
Survey ProjectRoad 09.12.2013
km57/400 Poonjeri 05.12.2013to

ALS1 ECR
Village 06.12.2013
km49/300 Singaperumalk 09.12.2013
ALS2 NH-45
oil to
km7/800 NearHirco 10.12.2013
06.12.2013
ALS3 SH-57
Palace to
km23/000 Garden 07.12.2013to
10.12.2013
ALS4 SH-57 Sriperumbudur
11.12.2013
km43/500 17.12.2013to
2 Day ALS5 NH-4 Sriperumbudur
Axle Load 18.12.2013
6 (24
Survey km37/000 Thirukovilur 11.12.2013to
hours ALS6 SH-57
Village 12.12.2013
) km17/000 20.12.2013to
ALS7 SH-50 TirurVillage 21.12.2013
km51/000 Ramapura 23.12.2013 to
ALS8 NH-205 m 24.12.2013
km53/800 Village
Vishnuvakkam 24.12.2013 to
ALS9 SH-57 Village 25.12.2013
km32/000 Thatchur
ALS10 NH-5 Village
Singaperumal Singaperumalk
TTS 1 koil to oilto 10.12.2013
Truck Orgada Orgada
7 Termina - m
Oragadamto m
Oragadamto
l Survey TTS 2 Sriperumbu Sriperumbudur 12.12.2013
d ur
TTS 3 Thatchur Thatchur 14.12.2013
2.4 TRAFFICFORECAST
The traffic forecast for the proposed peripheral road was carried out by the
transport demand elasticity method, which is a proven technique worldwide
and is the preferred technique in India. While the forecast is considered to be
reliable for a period of 10 years, the forecast beyond 10 years can only be
indicative, as there are certain policy variables that could change in long run
and cannot be predicted based on the past performance. The vehicle
registration data was obtained from the available State Government sources.
Similar time series past data on economic and demographic variables for Tamil
Nadu State such as population, state income (NSDP) at constant prices and per
capita income at constant prices were also collected.
2.5 TRANSPORT DEMANDELASTICITY
Elasticity of traffic demand is defined as the rate at which traffic changes due to
changes in the corresponding selected economic variables. The growth rate for
calculating elasticity was adopted by vehicles positions in Tamil Nadu; because the
growth rates observed were more realistic as compared to the past traffic data.
Therefore, to estimate the elasticity of traffic demand, we have established the
relationship between the traffic growth of a particular vehicle with the economic
variables considered, such as NNP, NSDP, per capita income and population growth
of Tamil Nadu. The vehicle positions data was collected from the Road Transport
year book and its growth rate was calculated from Linear Regression Analysis. The
growth rate of registered vehicles is given in Table 6.27. The growth rate of
Economic Indicators at Constant Prices (2004-05) is given in Table 6.28. The
schematic of linear regression graph of various vehicles & economic indicators is.
Schematic Diagram of Linear Regression Graph of Vehicles

Table 2.2 Growth Rates for Registered Vehicles in TamilNadu
No. of Vehicles Log (No. of Vehicles)
Sl.
Year
No
2 &3 2 &3
. Two Passenge Car/ Two Passenger Car
Bus LCV Axle MAV Bus LCV Axle MAV
Wheeler r Auto Jeep Wheeler Auto /Jeep
Trucks Trucks
1 2001-2002 4163002 108090 61032 25265 40598 139007 38431 6.62 5.03 4.79 4.40 4.61 5.14 4.58
2 2002- 4600565 111942 64036 25805 43864 136113 40431 6.66 5.05 4.81 4.41 4.64 5.13 4.61
2003
3 2003-2004 5073643 119719 69804 28158 48239 136770 44084 6.71 5.08 4.84 4.45 4.68 5.14 4.64
4 2004-2005 5547755 119937 67647 29732 62240 133254 47655 6.74 5.08 4.83 4.47 4.79 5.12 4.68
5 2005-2006 6106057 122832 65811 30061 74380 136440 52248 6.79 5.09 4.82 4.48 4.87 5.13 4.72
6 2006-2007 6750328 133639 76990 32957 101637 162932 58706 6.83 5.13 4.89 4.52 5.01 5.21 4.77
7 2007-2008 7503426 136986 84668 33767 103911 168393 65488 6.88 5.14 4.93 4.53 5.02 5.23 4.82
8 2008-2009 8260019 146244 103816 36274 130659 204562 67579 6.92 5.17 5.02 4.56 5.12 5.31 4.83
9 2009-2010 9036783 152072 116291 39790 148375 231493 76448 6.96 5.18 5.07 4.60 5.17 5.36 4.88
No. of Vehicles Log (No. of Vehicles)
Sl.
Year
No
2 &3 2 &3
. Two Passenge Car/ Two Passenger Car
Bus LCV Axle MAV Bus LCV Axle MAV
Wheeler r Auto Jeep Wheeler Auto /Jeep
Trucks Trucks
10 2010-2011 9969598 160734 133055 42496 148249 251784 75931 7.00 5.21 5.12 4.63 5.17 5.40 4.88
11 2011-2012 11207338 202133 152377 44867 160002 269167 77311 7.05 5.31 5.18 4.65 5.20 5.43 4.89
12 2012-2013 12659928 209003 172494 47335 173857 295080 79053 7.10 5.32 5.24 4.68 5.24 5.47 4.90
13 2013-2014 14150373 218329 177410 51666 183433 304523 80610 7.15 5.34 5.25 4.71 5.26 5.48 4.91
Const in Equation 0.04 0.03 0.04 0.03 0.06 0.03 0.03

Source: Govt of Tamilnadu, State Transport Authority
Growth Rate 10.41% 5.93% 10.15% 6.17% 14.55% 8.14% 6.91%
Table 2.3 Growth Rate of Socio Economic Indicators at Constant Price
Per Capita Income NNP NSDP Log
Sl. no Year Population

At Constant At Constant
At Constant Prices
Prices (04- Prices (04-05) P PCI NNP NSDP
(04-05) (in Rs)
05) (Rs in (Rs in Lacs)
1 2004- 66836000 3006 crore)
2629198 193645 7. 4.48 6.42 5.29
2 2005
2005- 67698000 2
34126 2877284 221588 8
7. 4.53 6.46 5.35
3 2006
2006- 68501000 39166 3149149 256286 8
7. 4.59 6.50 5.41
4 2007
2007- 69251000 41314 3451829 272340 8
7. 4.62 6.54 5.44
5 2008
2008- 69926000 43193 3664388 286744 8
7. 4.64 6.56 5.46
6 2009
2009-2010 71009000 4739 3966408 316760 8
7. 4.68 6.60 5.50
7 2010-2011 72147039 4
5350 4310195 359961 8
7. 4.73 6.63 5.56
8 2011-2012 72980698 7
57131 4572075 386768 8
7. 4.76 6.66 5.59
9 2012-2013 73897443 59113 4817007 402603 8
7. 4.77 6.68 5.60
Const. in Equ. 8
0.005 0.060 0.035 0.066
Growth Rate 1.16% 14.82% 8.39% 16.28%
Source: SocioEconomicSurveyofTamilNadu2012-13
Schematic Diagram of Linear Regression Graph of Economic Indicators
From the above analysis, the growth rate of socioeconomic indicators has been
calculated for five years time interval and it is given in Table 6.29.
Table 2.4 Socio Economic Indicators Growth
Year Gp Gpci NSD NN

P P
2004-2013 1.16% 8.64% 9.40% 7.89%
2013-2018 1.15% 8.50% 9.00% 8.00%
2018-2023 1.14% 8.50% 9.00% 8.00%
2023-2028 1.08% 8.50% 9.00% 8.00%
2028-2033 1.02% 8.50% 9.00% 8.00%
2033-2038 0.97% 8.50% 9.00% 8.00%
2038-2043 0.93% 8.50% 9.00% 8.00%
Elasticity for passenger vehicles (Two Wheelers, Three Wheelers & Cars)
E =G / ((1+Gp)* (1+Gpci) -1)
E =G / 9.9
Where
Gp=Growth Rate of Population

Gpci=Growth Rate of Per Capita Income
Elasticity for Buses

E =G /growth rate of
NSDP E =G / 9.4
Elasticity for Trucks and MAV

E =G / (NSDP of States +
NNP) E =G / 17.29
The comparison of Elasticity with IRC and vision 2021 is shown inTable6.30.
Table 2.5 Comparison of Elasticity
Two Three Cars/ Two- Three- Multi-

Source Buses
Wheeler Wheeler Vans Axle Axle Axle
Elasticity as
1.05 0.60 1.03 0.66 0.84 0.47 0.40
per calculation
Elasticity as per
2.50 2.50 2.00 1.60 2.00 2.00 2.00
SP-19
Elasticity as
per vision - - 1.70 1.40 1.50 1.50 1.50
2021
Based on the elasticity, the growth rate was divided into three scenarios i.e. Most likely,
Optimistic and Pessimistic scenario. In the most likely scenario, the minimum elasticity
obtained from the different sources as mentioned in the Table 6.30 above was adopted. For
the Optimistic Scenario, the maximum elasticity was adopted. But elasticity was too much
higher for the first five year i.e. year 2013 to 2018 and development goes fast after the
construction of the highway. Therefore the optimistic scenario, the consultant has adopted the
same elasticity for first five year i.e. 2013 to 2018 as in the most likely scenario. For the
pessimistic scenario, it was assume that if nothing is to be happen in the future regarding
developments, growth will be minimum of 5% for all vehicle category.
The elasticity adopted in the base year was reduced by 10% in the five years slab as per
IRC SP: 19 2001. Elasticity of Mostly likely scenario and Optimistic scenario in
different year are shown in the below table.
Table 2.6 Elasticity in Different Years (Most Likely Scenario)
Two Passenger 2 & 3Axle

Year Car/Jeep Bus LCV MAV
Wheeler Auto Trucks
2004-2013 1.05 0.60 1.03 0.66 0.84 0.47 0.40
2013-2018 0.95 0.54 0.92 0.59 0.76 0.42 0.36
2018-2023 0.85 0.49 0.83 0.53 0.68 0.38 0.32
2023-2028 0.77 0.44 0.75 0.48 0.61 0.34 0.29
2028-2033 0.69 0.39 0.67 0.43 0.55 0.31 0.26
2033-2038 0.62 0.35 0.61 0.39 0.50 0.28 0.24
2038-2043 0.56 0.32 0.54 0.35 0.45 0.25 0.21
Table 2.7 Elasticity in Different Years (Optimistic Scenario)

Wheeler Auto Trucks
2004-2013 1.05 0.60 1.03 0.66 0.84 0.47 0.40
2013-2018 1.00 0.57 0.97 0.62 0.80 0.45 0.38
2018-2023 0.95 0.54 0.93 0.59 0.76 0.42 0.36
2023-2028 0.90 0.51 0.88 0.56 0.72 0.40 0.34
2028-2033 0.86 0.49 0.84 0.53 0.69 0.38 0.33
2033-2038 0.81 0.46 0.79 0.51 0.65 0.36 0.31
2038-2043 0.77 0.44 0.75 0.48 0.62 0.35 0.29
Basedonelasticityadopted,econometricmodelranforeachcaseseparately and find

out the growth rate. The growth rate of corresponding scenario in different
year is shown in the Table 2.8, 2.9 &2.10 respectively.
Table 2.8 Growth Rate of Most Likely Scenario

Wheeler Auto Trucks
2013-2018 9.37% 5.34% 9.14% 5.55% 13.10% 7.33% 6.22%
2018-2023 8.43% 5.00% 8.22% 5.00 11.79% 6.59% 5.60%
%
2023-2028 7.59% 5.00% 7.40% 5.00 10.61% 5.93% 5.04%
%
2028-2033 6.83% 3.89% 6.66% 4.05% 9.55% 5.34% 4.53%
2033-2038 6.15% 3.50% 5.99% 3.64% 8.59% 4.81% 4.08%
2038-2043 5.53% 3.15% 5.39% 3.28% 7.73% 4.33% 3.67%
Table 2.9 Growth Rate of Optimistic Scenario

Wheeler Auto Trucks
2013-2018 9.89% 5.63% 9.64% 5.86% 13.82% 7.73% 6.56%
2018-2023 9.39% 5.35% 9.16% 5.57% 13.13% 7.35% 6.24%
2023-2028 8.93% 5.08% 8.70% 5.29% 12.47% 6.98% 5.92%
2028-2033 8.48% 4.83% 8.27% 5.03% 11.85% 6.63% 5.63%
2033-2038 8.05% 4.59% 7.85% 4.77% 11.26% 6.30% 5.35%
2038-2043 7.65% 4.36% 7.46% 4.54% 10.70% 5.98% 5.08%
Table 2.10 Growth Rate of Pessimistic Scenario

Wheeler Auto Trucks
2013-2018 5.00% 5.00% 5.00% 5.00 5.00% 5.00% 5.00%
%
2018-2023 5.00% 5.00% 5.00% 5.00 5.00% 5.00% 5.00%
%
2023-2028 5.00% 5.00% 5.00% 5.00 5.00% 5.00% 5.00%
%
2028-2033 5.00% 5.00% 5.00% 5.00 5.00% 5.00% 5.00%
%
2033-2038 5.00% 5.00% 5.00% 5.00 5.00% 5.00% 5.00%
%
2038-2043 5.00% 5.00% 5.00% 5.00 5.00% 5.00% 5.00%
%
2.6 TRAFFIC PROJECTIONS
In order to predict the traffic intensity, the proposed Peripheral road is divided
into 5 stretches as follows,
Section-1: Northern port access road to Thatchur on NH-5
Section-2: NH-5 at Thatchur to Start of ThiruvallurBypass
Section-3: Start of ThiruvallurBypass to NH-4 at Sriperumbudur
Section-4: NH-4 at Sriperumbudurto NH-45 at Singaperumalkoil
Section-5: NH-45 at Singaperumalkoil to Mamallapuram
Current Traffic
This represents the existing traffic that would use the improved highway
when it is opened to traffic. Current traffic estimates are worked out
based on traffic surveys.
Diverted Traffic
The expected diverted traffic in each project section was identified from the
origin- destination survey analysis. The impact of other ring roads like Chennai
Outer Ring Road, Chennai Bypass, etc was considered in the analysis.
Generated Traffic
The section-2 from Thatchur (NH-5) to start of Thiruvallur bypass is new
formation passing through agricultural and barren land. More residential
developments are expected in these stretches due to the improved connectivity
by Peripheral road.
In the Section-3, stretch of SH-57 from start of Thiruvallur bypass to

Sriperumbudur (NH-4) will be improved with bypasses for Sriperumbudur and
Thiruvallur as part of proposed Peripheral road. Proposed Chennai Green
Field Airport at Sriperumbudur and proposed Chennai-Bangalore
Expressway (from Sriperumbudur) will induce more developments on
section 3 & 4, from Thiruvallur to Singaprumalkoil and considerable impacts on
other sections.
The section-5 from Singaperumalkoil to Mamallapuram is new formation

(except 2 km) passing through agricultural, barren and forest land. Considering
the close proximity to recreational and industrial areas, more residential
development with some industrial pockets are expected in this section.
The section-5 from Singaperumalkoil to Mamallapuramis new formation

(except2km) passing through agricultural, barren and forestland. Considering
the close proximity to recreational and industrial areas, more residential
development with some industrial pockets are expected in this section.
Improvement of other roads including radial and ring roads within the project
influence area may disperse the developments expected on the proposed
Peripheral road. Considering this, 5% generated traffic was considered for all
the sections of proposed Peripheral road for first 5 years after construction of
project (i.e. 2018-23).
Traffic projections was made by applying the mode-wise growth rates of Most
Likely Scenario discussed above to the base year (2013) traffic with generated
traffic up to horizon year of 2043. The projected AADT of project with traffic
on Main Carriageway and Service Road are illustrated
Table 2.11 Projected Traffic in PCU (AADT)
Sections
Year 2 3 4 5
2013 19669 39554 49263 11924
2014 21163 42576 53091 12884
2015 22776 45843 57234 13926
2016 24518 49376 61718 15057
2017 26401 53198 66573 16286
2018 28436 57334 71833 17621
2019 31838 64229 80552 19807
2020 35655 71971 90352 22270
2021 39939 80668 101369 25047
2022 44748 90438 113759 28177
2023 50149 101419 127695 31706
2024 53364 108041 136134 33881
2025 56799 115122 145163 36212
2026 60468 122694 154825 38714
2027 64389 130795 165170 41398
2028 68581 139464 176246 44279
2029 72688 147982 187093 47098
2030 77055 157047 198642 50105
2031 81700 166697 210943 53315
2032 86641 176973 224047 56741
2033 91899 187916 238010 60398
2034 96835 198114 251117 63851
2035 102056 20890 264996 67513
2036 107580 7
220331 279697 71400
2037 113424 232426 295271 75526
2038 119611 245236 311775 79905
2039 125505 257447 327519 84091
2040 131713 270312 344115 88511
2041 138252 283869 361613 93179
2042 145141 298158 380066 98109
2043 152400 313222 399530 103318
Table 2.12 Projected Main Carriageway Traffic in PCU(AADT)
Sections
Year
2 3 4 5
2013 18014 32945 42039 9606
2014 19370 35446 45282 10373
2015 20835 38149 48790 11204
2016 22415 41070 52584 12106
2017 24123 44229 56691 13085
2018 25967 47646 61139 14149
2019 29059 53355 68529 15896
2020 32526 59764 76832 17864
2021 36415 66960 86163 20081
2022 40780 75042 96653 22580
2023 45678 84123 108449 25398
2024 48580 89573 115557 27126
2025 51678 95398 123161 28980
2026 54987 101628 131297 30969
2027 58522 108291 140006 33103
2028 62300 115422 149332 35394
2029 66001 122424 158457 37636
2030 69936 129876 168174 40029
2031 74121 137809 178523 42583
2032 78571 146257 189549 45310
2033 83306 155256 201299 48223
2034 87755 163668 212355 50979
2035 92461 172572 224065 53905
2036 97438 182000 236471 57011
2037 102705 191986 249618 60310
2038 108280 202564 263553 63815
2039 113592 212652 276850 67167
2040 119186 223285 290872 70708
2041 125079 234494 305661 74451
2042 131287 246314 321263 78408
2043 137830 258779 337726 82591
LOC B-4 Lanewith Paved Shoulder
LOC B-6 Lanewith Paved Shoulder
LOC B -8 Lanewith Paved Shoulder
LOC B-10 LanewithPaved Shoulder
Table 2.13 Projected Service Road Traffic in PCU (AADT)
Sections
Year
2 3 4 5
2013 1655 6609 7224 2317
2014 1792 7130 7809 2511
2015 1941 7695 8444 2722
2016 2102 8306 9133 2951
2017 2278 8969 9882 3201
2018 2469 9688 10694 3472
2019 2779 10874 12023 3911
2020 3129 12208 13520 4406
2021 3524 13708 15206 4966
2022 3969 15396 17106 5596
2023 4471 17295 19246 6308
2024 4784 18468 20577 6754
2025 5120 19723 22002 7232
2026 5481 21066 23528 7745
2027 5867 22504 25163 8295
2028 6281 24042 26915 8884
2029 6686 25558 28636 9461
2030 7119 27171 30468 10076
2031 7579 28888 32419 10732
2032 8070 30715 34498 11431
2033 8593 32660 36711 12175
2034 9080 34446 38762 12871
2035 9596 36335 40931 13608
2036 10141 38331 43226 14389
2037 10719 40441 45653 15215
2038 11331 42672 48222 16090
2039 11914 44794 50668 16924
2040 12527 47027 53242 17803
2041 13173 49375 55952 18728
2042 13853 51845 58803 19702
2043 14570 54442 61804 20728
2.7 TENTATIVE ALIGNMENT PROPOSED BY GoTN
The State Government of Tamil Nadu has identified already a tentative alignment for
the proposed peripheral road. The alignment plan is given in Figure 2.2.
Puduvoyal Ponneri THIRUVELLAVOYAL
PUDUVOYAL
Periyapalayam
Kattapalli Port
Thatchur
Vadamadurai
KANNIGAIPAIR
MINJUR
Ennore Port
Vengal
Tamaraipakkam Alternative Plans

New Construction
Velliyur Original
Plan Wi dening
New Plan
New Construction
Thiruvallur Kakkalur
Wi dening
SH 57
Thiruvallur
Manavalanagar
Melnallathur
CHENNAI
PALAVAKKAM
Chennai Port
International
Thodukkadu Airport
Sriperumbudur
Chennai
REPUBLIC OF INDIA
Legend
Oragadam CPRR
New Section
Widening Section
Inne r Ring Road

Chennai Bypass
Outer Ri ng Road
Na ti onal Highway
Singaperumalkoil Sta te Highway
Ra ilway
SIRUKUNDRAM
CHENGALPATTU
MANAMATHI
THIRUKAZHIKUNDRAM Mahabaripuram
Poonjeri Jct Thirukazhukundram Rd
Base Map：Open Street Map
As per the tentative alignment, the peripheral road will be around 162 km length,
formed by improving 77.0 km length of existing roads and construction of 85.1 km
length of new alignment including bypasses for 6 built-up sections.
Peripheral road starts at Thirukazhukundram Road in Mahabalipuram. A new

alignment is proposed from ECR to Singaperumalkoil, which starts at ECR-
Thirukazhukundram Road junction (km 55/400 of ECR) and ends at km 47/400 of
NH-45 at Singaperumalkoil where a new ROB for SH-57 is under construction. The
alignment follows SH -57 from km 0/000 in Singaperumalkoil to km 24/000 in
Sriperumbudur. This section of road is under widening by TNRIDC.
In order to avoid Sriperumbudur built-up section, a bypass is proposed on western

side of the town in between the lake and proposed Airport. The proposed bypass
starts at km 24/000 and ends at km 28/000 of SH-57 for a length of around 4 km.
After that the alignment will be along SH-57 from km 28/000 to km 42/000 near
Thiruvallur.
A bypass is proposed for Thiruvallur town on eastern side which starts at km 42/000
and ends at km 45/200 of SH-57, for a length of around 12.3 km. After that the
alignment will be along SH-57 from km 45/200 to km 58/200 in Thamaraipakkam.
The SH-50A (KTP Road) lead to Periyapalayam is crossing the SH-57 at km 60/400 in
Thamaraipakkam. To avoid the densely built-up sections, a bypass is proposed on
western side of Thamaraipakkam, which starts at km 58/200 of SH-57 and ends at km
18/400 of SH-50A, for a length of around 2 km.
After that the alignment will be along SH-50A from km 18/400 to km 28/200 where
it ends at SH-51 near Periyapalayam. There are 2 major villages i.e. Vengal and
Vadamadurai, in this stretch of SH-50A, for which bypasses are proposed. Vengal
Bypass starts at km 20/200 and ends at km 23/000, for a length of 3km.
Vadamadurai Bypass starts at km 25/000 and ends at km 26/400, for a length of
2km.
Periyapalayam town is located at the junction of SH-51 and PuduvoyalPeriyapalayam

Road. In order to avoid Periyapalayam built-up section, a bypass is proposed for the
town which will be an extension of SH-50A, from km 12/800 of SH51 to km 10/200
of Puduvoyal-Periyapalayam Road. The length of proposed bypass will be around
3km. After that the alignment will be along Puduvoyal-Periyapalayam Road from km
10/200 to km 0/000 where it meets NH-5 (at km 34/800 of NH-5) in Puduvoyal.
From there, a new alignment is proposed up to Kattupalli. The stretch of Kattupalli
Road from km 0/000 to km 5/000 and Ennore Port Road from km 2/300 to km
4/300 will form part of alignment. The abstract details of the proposed alignment are
given in Table 2.1.
Table 2.14Abstract of Chennai Peripheral Road proposed by GoTN
S.No Description Sub Total Total

(km) (km)
1 New Alignment 58.800
1. Mahabalipuram to Singaperumalkovil 27.200
2. Puduvoyal to Kattupalli 31.600
II Improvement of existing roads 77.000
1. Thriukalukundram Road 3.200
(km 0/000 to km 3/200
2. SH-57 (SSTR Road) 24.000
(i) Singaperumalkoil to
Sriperumbudur (km 0/000 to km
24/000)
(ii) Sriperumbudur to Thiruvallur 14.000
(km 28/000 to km 42/000)
(iii) Thiruvallur to Thamaraipakkam
(km 45/200 to km 58/200) 13.000
3. SH-50A (KTP Road) 5.600
(km 18/400 to km 20/200, km
23/000 to km
26/000 & km 27/400 to km 28/200)
4. Puduvoyal - Periyapalayam Road 10.200
(km 0/000 to km 10/200)
5. Kattupalli Road (km 0/000 to km 5.000
5/000)
6. Ennore Port Road (km 2/300 to km 2.000
4/300)
III Bypasses 26.300
1. Sriperumbudur 4.000
2. Thiruvallur 12.300
3.Thamaraipakkam 2.000
4. Vengal 3.000
5. Vadamadurai 2.000
6. Periyapalayam 3.000
Total Length of the peripheral road 162.100
2.8 ALIGNMENT OF CHENNAI PERIPHERAL ROAD
The alignment for Chennai Peripheral Road is approved by the Steering Committee
and is finalized by the Principal Secretary, Highways and Minor Ports, Government of
Tamil Nadu on 09.07.2014. The approved alignment plan is given in Figure 2.3. The
Peripheral road will starts at Ennore Port and ends at Poonjeri Junction in
Mahabalipuram. The proposed road will connect four National Highways – NH-5,
NH-205, NH-4 and NH-45, and eight State Highways – SH-51, SH-50A, SH-50, SH-
48, SH-57, SH-49B, SH-49A (OMR) and SH 49 (ECR). Length of proposed peripheral
road will be around 132.871 km which is split into 5 sections.
Section 1: Northern Port Access Road - Ennore Port to Thatchur on NH-5 (24.60 km)
Section 2: Thatchur on NH-5 to Start of Thiruvallur Bypass (26.40 km)
Section 3: Start of Thiruvallur Bypass to Sriperumbudur on NH-4 (30.60 km)
Section 4: Sriperumbudur on NH-4 to Singaperumalkoil on NH-45 (23.80 km)
Section 5: Singaperumalkoil on NH-45 to Mahabalipuram (27.471 km)
The details of project sections are described below.

Section - 1: Northern Port Access Road from Ennore Port to Thatchur on NH-5
The proposed Northern Port Access Road (NPAR) is an important link to the fast
growing Ennore Port which handles major cargo movements. This will also cater to
the needs of the recently developed L & T Ship Yard.
The proposed new road will connect the Northern Gate of Ennore Port and NH-5
near Thatchur and with an additional spur road for connecting to the Thiruvottiyur-
Ponneri-Pancheti (TPP) road.
The detailed feasibility report for this project was originally prepared by NHAI and
handed over the report to State Government to take the project forward. GoTN
appointed TNRDC as Managing Associate for the project and modified the alignment
with additional access provisions as per the requirements of major stakeholders.
TNRDC's updated alignment starts at Ennore Port and ends at km 30.270 of NH-5.
In order to avoid built-up section, HT lines and to accommodate the interchange at

NH-5, the end of project road is shifted southwards to km. 29/000 of NH-5. As the
alignment of NPAR from Ch. 17+300 to NH-5 is modified, the length of NPAR will
be 20.900 km against the original length of 21.120 km.
The proposed NPAR will have 4-lane divided carriageway plus paved shoulder with
2-lane service roads on both sides. The proposed RoW is 100m to accommodate
various utilities in-between the main carriageway and service road. There are 5
vehicular underpasses and 1 light vehicular underpass are proposed in NPAR. The
project section crosses Chennai-Gummudipoondi Railway line, for which a new RoB
is proposed.
The proposed TPP link road starts at Ch. 6+200 of NPAR and ends at km 13/950 of
TPP road. Length of this link road is 4.21km. The last 2 km stretch of TPP Link Road is
passing through densely developed built-up area which affects about 166 buildings
(out of 222 buildings affected in Section-1 of CPR). People affected by the TPP Link
Road objected to the acquisition of their properties for laying the new road and
staged protests. The affected people attended the Public hearing conducted by
TNPCB, as part of environmental clearance process, at Tamaraipakkam on 12.07.2018
and requested to shift the alignment. Considering the requests by the project affected
people and intensity of social impact, Highways Department studied alternate

alignment options and finalized to shift the end point of link road to km 15/400 of
TPP road where the Chennai Outer Ring Road ends.
This revised alignment (named as CORR-CPR Link Road) is an extension of ORR upto
NPAR to reach Ennore Port. Total length is 3.70 km in which the old TPP Link Road
alignment is followed for 1.30km from NPAR and thereafter deviates from the
original alignment to reach ORR.
The starting 1.30km stretch will be in at-grade road with 4-lane carriageway and 2-
lane service roads on both sides. After that, elevated road (2 x 3 lanes) is proposed
for a length of 2.85 km (including 0.45km length of approach inside ORR) upto ORR
i.e. starts before Pudupedu village road junction, crossing village roads, railway lines,
TPP road and ends in ORR. Service roads are proposed under the deck of elevated
road. Additional entry/exit ramp is proposed in-between TPP road and Railway line
to facilitate turning traffic movements of project road. The proposed RoW is 100m
for the existing alignment stretch after that it is reduced to 45m.
As per the above modifications, the length of CORR-CPR Link Road is 3.70km against
the original TPP Link Road length of 4.21 km.
Hence, the total length of Section 1 is 24.60 km covering 20.900 km of NPAR and
3.7 km of CORR-CPR link road.
Section - 2: Thatchur on NH-5 to Start of Thiruvallur Bypass
The entire section will be new alignment from km 29/000 of NH-5 near Thatchur to
km 50/500 of SH-57 near Othikkadu Village. The length of section is 26.40 km. The
alignment will cross SH-51 at km 9/100 and SH-50A at km 18/400. As the SH-57 from
km 50/500 to km 56/900 is passing through 6 villages, to avoid social impact new
alignment is proposed parallel to SH-57, behind the settlements, from km 56/900
near Velliyur Village to end of project section (i.e. km 50/500 of SH-57).
The project road will have 6-lane with paved shoulder carriageway with 2-lane
service road on both sides. Proposed right of way is 60m. Cloverleaf type
interchange is proposed for NH-5 junction at km 29/000. Underpasses are proposed
at important junctions and built-up sections. There are 6 vehicular underpasses and 3
light vehicular underpasses proposed in this section. The project section crosses
Kosathalai River near Thamaraipakkam. There are 2 major bridges and 6 minor
bridges proposed in this section.
As the project section is developed as access controlled facility, entry/exit ramps from
Service road to Main carriageway are proposed on both sides of the project road.
This section is passing entirely through Thiruvallur district covering two taluks of
Thiruvallur and Uthukottai passing nearly 20 villages along the project section.
Section - 3: Start of Thiruvallur Bypass to Sriperumbudur
This section starts at km 50/500 of SH-57 i.e. start of Thiruvallur bypass and ends
atkm 42/250 of NH-4 in Sriperumbudur. Total length of this section is 30.60 km in
which 9.6 km is improvement of existing SH-57 and balance is in new alignment.
Bypasses are proposed for Thiruvallur and Sriperumbudur towns and a realignment is
proposed for Thodukkadu village.
Thiruvallur bypass starts at km 50/500 of SH-57, crosses NH-205 at km 51/650 and

SH-50 at km 16/900 and ends at km 38/900 of SH-57. Length of this bypass will be
around 15.7 km. The realignment of Thodukkadu village is from km 27/600 to km
30/300 of SH-57, for a length of 2.85 km. In order to avoid the built-up area of
Sriperumbudur town, a new alignment is proposed along the Sriperumbudur tank
bund from km 26/600 of SH-57 to km 42/250 of NH-4, for a length of 1.6 km.
The project road will have 6-lane with paved shoulder carriageway with 2-lane
serviceroad on both sides. Proposed right of way is 60m.
Cloverleaf type interchanges are proposed for NH-205 junction at km 51/650 and
NH4 junction at km 42/250.Underpasses are proposed at important junctions and
built-up sections.
There are 6 vehicular underpasses and 1 light vehicular underpasses proposed in this
section. The project section crosses Chennai-Arakonam Railway line, for which a new
RoB is proposed. The project section crosses Coovam River near Thiruvallur, for
which a major bridge is proposed.
As the project section is developed as access controlled facility, entry/exit ramps from
Service road to Main carriageway are proposed on both sides of the project road.
This section of the road is passing through two districts namely Kanchipuram and
Thiruvallur. The road transverses through Sriperumpudur, and Thiruvallur Taluks and
covers 11 settlements. The land use pattern observed was predominantly agricultural
fields all along the road with few commercial establishments. Thiruvallur Bypass
mostly runs along the agricultural fields. Most of the developments along the road
were clearly developed outside the Right of Way (RoW) and few settlements inside
the Row.
Section - 4: Sriperumbudur to Singaperumalkoil
This section is stretch of SH-57 from NH-4 in Sriperumbudur to NH-45

inSingaperumalkoil. Tamil Nadu Road Infrastructure Development Company
Ltd.(TNRIDC), is widening this stretch of SH-57 to 6-lanes with service roads
(exceptforest stretches). Projects wing of Highways Department, Government of
Tamil Naduis constructing a ROB (in lieu of LC 47) with interchange (elevated
roundabout) onNH-45 at start of SH-57. Total length of this section is 23.80 km.
As this stretch of SH-57 is under widening to 6-lanes by TNRIDC, no

furtherwidening/modifications/CD structures are proposed to avoid land acquisition.
To improve the road safety, 9 vehicular underpasses and 3 light vehicular underpasses
are proposed in this section within the available land.
This section of the road passes entirely through Kanchipuram district covering two
taluks Chengalpattu and Sriperumpudur and passes through 20 settlements. Land use
pattern observed was predominantly Industrial fields along the road with commercial
establishments. Most of the developments along the road were clearly taken place
outside the Right of Way (RoW).
Section - 5: Singaperumalkoil to Mahabalipuram
This section starts at km 47/400 of NH-45 in Singaperumalkoil, where the

Interchange-cum-ROB is under construction and ends at Poonjeri Junction in
Mahabalipuram. Total length of this stretch is 27.471 km in which 2.0 km is
improvement of existing SH-49B and balance is new alignment.
The project section starts as new alignment from km 47/400 of NH-45 where a
Interchange-cum-ROB is under construction at end of Section - IV. In order to
incorporate this additional approach and to increase the weaving length, it is
proposed to change the shape of elevated roundabout from circular to elliptical

shape. The existing SH-49B from km 11/200 to km 13/200 will be widened as per the
proposed configuration.
The project road will be 4-lane with paved shoulder carriageway with 2-lane service
road on both sides. Proposed right of way is 60m.
At-grade rotary intersection is proposed for Poonjeri junction where the OMR also
ends at ECR. Underpasses are proposed at important junctions and built-up sections.
There are 6 vehicular underpasses and 7 light vehicular underpasses proposed in this
section. There are 1 major bridge proposed in this section. As the project section is
developed as access controlled facility, entry/exit ramps from Service road to Main
carriageway are proposed on both sides of the project road.
2.9 DESIGN DETAILS
A proper design would play a vital role in ensuring the proper functioning of the
project. Every element of the road is designed in such a manner that it is cost effective
and increases road user comfort and safety.
The project is designed as per the parameters recommended in the relevant standards
of the Indian Roads Congress (IRC) and MoRTH circulars. The following are taken
into consideration for the design of the project road.
1. The designed facility shall not become obsolescent before the designed life.
2. Design shall be consistent and the standards followed for different elements shall be
compatible with one another.
3. The design shall cover all geometric aspects of road including signages, grade
separated structures, etc.
4. The design will be done aiming at minimizing the vehicle operating cost.
5. The design will take into consideration of the environmental, aesthetic and
landscaping aspects.
2.9.1 DESIGN STANDARDS AND DESIGN CRITERIA
The basic objective of good functional road design is to arrange the physical elements
of the highway to meet traffic volume capacity, safety and vehicle operating cost
requirements of drivers and vehicles. The criteria of safety and economy are often in
conflict and the application of design standards to a specific project often have to
provide a “trade-off”, i.e. to provide an appropriate and acceptable compromise
between engineering and economic constraints.
The design standards and principles for the project are proposed in the Inception
report and approved already by Highways Department, Government of Tamil Nadu.
The design is carried out primarily based on IRC: SP: 87-2013: Manual of Specification
and Standards for Six Laning of Highways through Public Private Partnership and the
recommendations made by the Steering Committee of the project.
The individual components of the project are designed as per the relevant standards
of the Indian Roads Congress (IRC) and MORT&H specifications.
2.10 PROJECT ROAD SECTIONS
The alignment for Chennai Peripheral Road is approved by the Steering Committee
and is finalized by the Principal Secretary, Highways and Minor Ports, Government of
Tamil Nadu on 09.07.2014. The approved alignment plan is given in Figure 1.1.
The Peripheral road starts at Ennore Port and ends at Poonjeri Junction in
Mahabalipuram. Length of proposed peripheral road is 132.871 km which is split into
5 sections.
Section 1: Northern Port Access Road - Ennore Port to Thatchur on NH-5 (24.60km)
Section 2: Thatchur on NH-5 to Start of Thiruvallur Bypass (26.40km)
Section 3: Start of Thiruvallur Bypass to Sriperumbudur on NH-4 (30.60km)
Section 4: Sriperumbudur on NH-4 to Singaperumalkoil on NH-45 (23.80km)
Section 5: Singaperumalkoil on NH-45 to Mahabalipuram (27.471km)
2.11 CONFIGURATION OF PROECT ROAD
The configuration and right of way for Section 1 was finalised already in the feasibility
study done by NHAI which was updated by TNRDC. Hence the same is adopted in
the DPR. For the remaining sections, number of lanes for each section of project road
is approved by the Steering Committee considering the presence & proximity of
Chennai Outer Ring Road and Chennai Bypass and their influence on the projected
traffic volumes of the project road and also the right of way is restricted to 60m. The
Steering Committee finalized the following lane configuration:
Table 2.15 Proposed Lane Configuration
Section – Section – Section – Section – Section –

S.No. Description
1 2 3 4 5
1 Right of way 100m 60m 60m 40 – 60m 60m
2 X 2- 2 X 2-
2 X 3- 2 X 3- 2 X 3-
Number of lane lane
lane with lane with lane with
2 lanes in Main with with
paved paved paved
Carriageway paved paved
shoulder shoulder shoulder
shoulder shoulder
Central
3 4.00m 4.00m 4.00m 1.0m 4.00m
Median
2 X 2- 2 X 2- 2 X 2- 2 X 2- 2 X 2-
4 Service Road
lane lane lane lane lane
Footpath/
Drain/ 2 X 2m &
5 2 X 3m 2 X 3m 2 X 2.5m 2 X 3m
Utility 2 X 3m
Corridor
Width of
Main
2X 2X 2X 2X 2X
6 Carriageway
12.5m 12.5m 12.5m 12.5m 12.5m
in
Structures
2.12 CROSS SECTIONAL ELEMENTS
Right of Way
As per IRC: SP: 87-2013, minimum Right of Way (RoW) of 60m should be available
for development of a 6-lane highway which is adopted in the project i.e. 100m RoW
for Section 1 and 60m RoW for Section 2, 3 & 5 are proposed. The Section 4 (existing
6-lane road) also has 60m RoW except forest stretches.
Lane Width
The width of a basic traffic lane is taken as 3.5 m.
Median
As per IRC: SP: 87-2013, the minimum width of raised median in Plain and Rolling
terrains should be 5.0m including kerb shyness of 0.5m on either side which is
adopted in the project except for Section 4 (existing 6-lane road) where the existing 1
to 1.5m wide median is maintained.
Shoulders
As per IRC: SP: 87-2013, width of paved shoulder should be 1.5m in open country
areas which is adopted in the project road Sections 2 to 5. The earthen shoulder of
2.0 m wide is proposed on both sides of the project road in Section 1.
Footpath
Footpath is proposed throughout the project on both sides adjacent to service road.
The proposed width of footpath is 2m for Section 1, 3m for Section 2, 3 & 5 and
2.5m for Section 4 (existing footpath is maintained).
Roadway Width
As per IRC: SP: 87-2013, on the horizontal curves with radius from 75 to 100m, width
of pavement and roadway in each carriageway is increased to 0.9m and it is increased
to 0.6m for the radius from 101 to 300m.
Cross fall
Cross fall or Camber is the slope provided to the road surface in the transverse
direction to drain off the rain water from the surface. The cross falls adopted for the
pavement and paved shoulders of the proposed road is 2.5% and for earthen
shoulders the corresponding value is 3.0%. The cross fall is unidirectional for
eitherside carriageway sloping towards the shoulders in straight reaches and towards
the lower edge on horizontal curves.
Side Slopes
For fill sections, the side slope of 2H:1V is proposed. There is no cut section in
theproject road. Retaining walls are proposed on the road boundary wherever
theembankment slope falls beyond the right of way. Stone pitching with chute drain
and
side slope of 1.5H:1V is proposed at the stretches where the height
ofembankment/retaining wall is more than 3m.
Access to Project Highway
The project road is designed as an access controlled highway. Access to highway is
onthe principle of left-in/left-out arrangement and interconnected through
interchanges.
The service road is proposed on both sides throughout the project road. The
minimumwidth of paved portion of service road is 7m and kerb shyness of 0.25m is
proposedadjacent to raised kerbs. Minimum design speed of 40 km/h is adopted for
serviceroads.
As suggested in IRC: SP: 87-2013, entry/exit ramps are proposed between
mainhighway and service roads through properly designed acceleration and
decelerationlanes.
Separator
As suggested in IRC: SP: 87-2013, a raised separator between main carriageway
andservice road is proposed to prevent the pedestrians, local vehicles and
animalsentering the highway.
Utility Corridor
Dedicated utility space of 3m wide is proposed on both sides adjacent to RoW
inSection 1. For other sections, the space for utilities is reserved under the footpath
onboth sides of the project road. As the project road is predominantly in new
alignment,there are number of CD structures proposed at close interval which can be
used for theutility crossing.
Cross Sectional Elements of Section - 1
This section comprises of 4-lane with paved shoulder carriageway and 2-lane service
road with 2m wide footpath on both sides. The proposed Right of Way is 100m.
Typical cross section comprises of following cross section elements:
 Main Carriageway - 7m wide, each side

 Paved Shoulder - 1.5m wide, each side
 Central Median - 5.0m wide with 0.5m wide shy away on both sides
 Earthen shoulder - 2.0m wide, each side
 Reserve for future widening - 3.5m adjacent to earthen shoulder
 Space between Main Carriageway and Service Road - 12.25m wide
 Service Road - 7.0m wide, each side
 Earthen shoulder - 1.0m wide on main carriageway side
 Shy away - 0.25m wide on kerb side
 Footpath - 2.0m wide, on road boundary side
 Utility Corridor - 3.0m wide, adjacent to road boundary
 Brick lined drain - In the space between MCW and Service Road
Cross Sectional Elements of Section - 2 & 3

These sections comprise of 6-lane with paved shoulder carriageway and 2-lane service
road with 3m wide footpath-cum-drain on both sides. The proposed Right of Way is
60m. Typical cross section comprises of following cross section elements:
 Main Carriageway - 10.5m wide, each side
 Divider between MCW and SR - 2.0m wide, each side
 Shy away - 0.25m wide adjacent to kerb, each side
 Footpath-cum-drain & utility corridor - 3.0m wide, on road boundary side
Cross Sectional Elements of Section-4

road with 2.5m wide footpath-cum-drain on both sides with 1 to 1.5m wide central
median. The improvements are under construction by TNRIDC. Under the present
project, only underpasses are proposed at required locations within the available land
i.e. 40 to 60m. Typical cross section comprises of following cross section elements:
 Divider between MCW and SR - 1.25m wide, each side
Cross Sectional Elements of Section - 5

road with 3m wide footpath-cum-drain on both sides. The proposed Right of Way is
60m. Typical cross section comprises of following cross section elements:
 Divider between MCW and SR - 5.5m wide, each side incl. reserve for
 future widening.
Typical cross section drawings are given in Figure 2.3 to 2.7.

Fig 2.3 Typical cross sections for Section -1
Fig 2.4 Typical cross sections for Section - 2 & 3
Fig 2.5 Typical cross sections for Section - 4
Fig 2.6 Typical cross sections for Section - 5
2.13 GEOMETIRC DESIGN
The highway design is carried out primarily based on IRC: SP: 87-2013: Manual of
Specification and Standards for Six Laning of Highways through Public Private
Partnership and the recommendations made by the Steering Committee of the
project. Geometric design of the project road is predominantly based on IRC: SP: 87-
2013,IRC: 73-1980 and IRC:SP:23-1993.
The project road, under the scope of study, runs predominantly through plain
terrain.Design speed is the basic parameter, which governs the geometric
characteristics ofthe road. As suggested in IRC: SP: 87-2013, ruling design speed of
100kmph isadopted in the project except in some stretches where the minimum
design speed of80kmph is maintained. In the Section 4, the existing alignment is
followed to avoidland acquisition, hence design speed of 50 kmph only achieved at
some stretches.
Horizontal curve
The horizontal alignment should be fluent and blend with the surrounding
topography. A flowing line which confirms to natural contours is aesthetically
preferable to onewith long tangents slashing through the terrain. The horizontal curve
should consist ofa circular portion flanked by spiral transitions at both ends.
Design speed, super elevation and coefficient of side friction govern the design
ofcircular curves. The provision of transition curves enhances the safety of the
roadusers, as it will allow a smooth change in the rate of change of super-elevation,
andalso reduces the centrifugal forces on the vehicle. Length of transition curve
isdetermined on the basis of rate of change of centrifugal acceleration or the rate
ofchange of super elevation, whichever is higher.
The project road has 99 number of curves with/without super-elevation.
Section 1: 8 curves (no super elevation for all the curves)
Section 2: 14 curves (4 curves have super elevation)
Super elevation
Super elevation is tilting the roadway to help offset centripetal forces developed as
the vehicle goes around a curve along with friction that keep a vehicle from going off
the road. As per IRC: SP: 87-2013, the super elevation is limited to 7 percent if the
radius of curve is less than desirable minimum radius and limited to 5 percent if radius
is more than desirable minimum. For the project, maximum super elevation adopted
is 5% only.
Radii of curve
The desirable minimum and absolute minimum radii of horizontal curves

recommended in IRC: SP: 87-2013 is adopted in the project.
Sight distance
The safe stopping sight distance and desirable minimum sight distance for divided
carriageway for various design speeds given in IRC: SP: 87-2013 is adopted in the
project. Summit curves are designed for safe stopping sight distance and valley curves
are designed for headlight sight distance.
Transition curve
A transition curve had a radius which decreases from infinity at the tangent point to a
designated radius of the circular curve. Transition curves on highways are provided to
bring about gradual change in carriageway rotation from normal camber of 2.5% to
the value equal to that of super elevation. This is required to counteract centrifugal
force a vehicle will develop during negotiating a horizontal curve. The required
length of transition curves are provided for all the horizontal curves of the project.
Vertical curve
The vertical alignment should provide for a smooth longitudinal profile. Grade
changes shall not be too frequent as to cause kinks and visual discontinuities in the
profile. As per IRC: 73 - 1980, grade change should not be too frequent as to cause
kinks and visual discontinuities in the profile. Desirably, there should be no change in
grade within a distance of 150m.
A vertical curve provides a transition between two sloped roadways, allowing vehicle
to negotiate the elevation rate change at a gradual rate rather than sharp cut. The
design of the curve is dependent on the intended design speed for the roadway, as
well as other factors including drainage, slope, acceptable rate of change, and friction.
Vertical curves should be provided at all grade changes exceeding 0.5%. These curves
are designed as square parabolas. Design of vertical curves and its coordination with
horizontal curves are in accordance with IRC:SP:23.
Gradients
Gradient is proposed keeping in view the design speed and terrain condition. The
ruling gradient (2.5% for plain/rolling terrain) proposed in IRC: SP: 87-2013 is
considered as maximum gradient in the project.
Combination of horizontal and vertical curves
Where the vertical and horizontal curves cannot be separated, sufficient care has been
taken to contain the vertical curves within, and where it was not possible, they were
kept outside the horizontal curve. Horizontal alignment and vertical profile are made
as flat as possible at intersections, where sight distance is an important design aspect.
Lateral and vertical clearances at underpasses
Full road width of the cross road shall be carried through the vehicular underpass.
Hence, as suggested in IRC: SP: 87-2013, the lateral clearance of 12m is proposed for
each vent of vehicular underpass in the project.
As per IRC: SP: 87-2013, the vertical clearance of the vehicular underpass should
be5.5m which is adopted in the project. For light vehicular underpass, the vertical
clearance of 4.5m is adopted in the project.
2.14 PAVEMENT DESIGN
Flexible pavement is proposed for the project. Design of new pavement and
strengthening of existing pavement are carried out in accordance with the criteria,
standards and specifications given in IRC:37-2012 and IRC:81-1997.
The thickness of sub-base and base of pavement section is designed for a minimum
design period of 15 years and the initial bituminous surfacing for a minimum design
period of 10 years.
The details of pavement surveys and investigation, existing pavement crust

investigation, sub-grade soil tests, vehicle damage factor, detailed design of new
pavement and strengthening measures for existing pavements for the project are given
in Volume IIA: Design Report of the DPR.
The proposed pavement composition for each section of the project road for the sub
grade with 8% CBR is given below.
Table 2.16 Proposed Pavement Compositions for Main Carriageway

Description Section 1 Section 2 Section 3 Section 4 Section 5
Bituminous
50 50 50 50 50
Concrete
Dense
Bituminous 115 115 115 135 110
Macadam
Wet Mix
250 250 250 250 250
Macadam
Granular Sub-
200 200 200 200 200
base
Total 615 615 615 635 610
Service roads are proposed on both sides of the project road in all the sections. The
design traffic loading is considered as 30 msa and the sub-grade CBR of 8% used in
the calculation. The proposed pavement compositions for service roads are given
below.
Table 2.17 Proposed Pavement Composition for Service Road

Pavement Composition in mm
BC DBM WMM GSB TOTAL
40 100 250 200 590
As per the project proposal, the strengthening of existing pavement is proposed only
for Section 4 i.e. Stretch of SH-57 from NH-4 to NH-45which is under improvement
by TNRIDC. Reconstruction of pavement crust is proposed for the existing roadstretch
of SH-57 (9.6km length) in Section 3 and SH-49B (2km length) in Section 5.
As per the traffic loading and deflection values identified by the field surveys,
40mmBC and 50mm DBM is proposed as overlay for the existing road stretch of SH-
57 in Section 4. The pavement composition given in Table 2.4 shall be followed for
the approaches of proposed underpasses in this Section.
Fly ash
The source for the fly ash is from North Chennai Thermal Power Plant located at the
start of the project road in Ennore which shall be used as earth-fill material for
embankment construction of the road.
Soil improvement
The following soil improvement measure is proposed wherever the CBR value of
natural soil is less than 5%.
Bottom of Sub-grade - MacGrid EG40S: Bi-axial extruded high modulus

polypropylene geogrid having minimum tensile strength 40kN/m in the longitudinal
and transverse direction, with 14kN/m and 28kN/m tensile strength at 2% and 5%
strain respectively in the longitudinal and transverse direction, junction efficiency not
less than 95% and with 38mm X 38mm mesh opening.
Bottom of Embankment - MacTex N60.1: Mechanically bonded polypropylene non

woven geotextile as separator between the soft soil and the Granular fill as per
MoRTH 700 Type-I geotextile.
The soil improvement is proposed for the entire length of Section 1 and 2, for 5km
length in Section 3 and 6km length in Section 4.
2.15 DRAINAGE DESIGN
Design of surface and sub-surface drains is carried out in accordance with IRC: SP: 87-
2013 and IRC: SP: 42-1994.
As suggested in IRC: SP: 87-2013, minimum longitudinal slope of 0.3 percent is

proposed in the project for effective drainage.
As per Flood Estimation Report for Coast Region of Central Water Commission, 25
year 24 hour rainfall in the project area is 300mm and 50 year 24 hour rainfall is 320
mm. Considering the minor difference, 320mm rainfall is considered in the project.
Since the surface drains are having a well defined catchments and the area of
catchment is much less that 25 sqkm, Rational Method is adopted in estimating the
run off. Capacity of the storm water drain is designed using Manning’s Formula.
Brick Lined Open Trapezoidal Drain
This type of drain has been provided in the space between main carriageway and
service road of Section 1. This is a brick lined open trapezoidal drain of 0.30m base
width and 0.60m depth with a side slope of 1V:1H.
As the CD structures are proposed in close interval, the length of this drain generally
will be 150m to 250m, consistent with critical depth and maximum velocity. The
adequacy of proposed section for the length more than 500m and the gradient of
0.5% in the worst case also checked and found sufficient to carry the design
discharge.
As the road is passing through agricultural/low lying area, no drain is proposed on the
road boundary.
RCC Lined Covered Rectangular Drain
This type of drain has been provided under the footpath of Section 2 to 5 except
Section 4 which has drains already. This is a RCC rectangular covered drain with the
inner width of 1.2m and clear depth of 1.5m.
As the CD structures are proposed in close interval, the length of this drain also
generally will be 150m to 250m. adequacy of proposed section for the length more
than 500m in the worst case also checked and found sufficient to carry the design
discharge.
Chute Drain
In high embankments at Section 1, if surface run-off is allowed to flow over the

carriageway at undefined spots, it may cause erosion of embankment and eventually
undermines the pavement. At each location, rain water is collected in small
manageable quantities through longitudinal kerb channel alongside earthen shoulder
and will be let down through chutes with precast channels at regular spacing without
causing pavement / slope damage. The chutes should be lined with cement concrete
on stable supports and located at 15m intervals. Also energy dissipation basins are
used at the end of chutes.
In the other Sections, the lined drain is proposed under the footpath on the edge of
roadway, so there is no need for kerb drains in high embankments. Stone pitching
with chutes is proposed on the side slopes above the retaining wall wherever the
height of retaining wall is more than 3m.
Discharge Points
As the project road is predominantly in new alignment, cross drainage structures are
proposed at regular interval (culverts 150m spacing) in addition to the bridges. The
storm water collected in the drains will be discharges into these outlets. Both sides of
the project road is predominantly agriculture, discharging the rain water collected
from the roadway, which will be less quantity due to more number of discharge
points, may not cause any drainage issue to the adjoining areas.
2.16 STRUCTURES
Interchanges
Interchanges are proposed at the intersection of project highway with all the National
Highways. The type of interchange at each crossing is approved by the Steering
Committee of the project. The project road crosses four National Highways for which
the following type of interchanges are proposed.
Project Section Cross Road Type of Interchange

Section - 2 NH-5 Cloverleaf
Section -3 NH - 205 Cloverleaf
NH - 4 Cloverleaf
Section - 5 NH - 45 Elevated Roundabout
The geometry of interchanges is designed in accordance with relevant clauses ofIRC:

SP: 90-2010, IRC: 92-1985 and IRC: 65-1976.
 Interchange at NH-5
The project road crosses NH-5 at km 29/000. Cloverleaf interchange is proposed to

facilitate all the traffic turning movements between Peripheral road and NH-5.
As per the approved configuration, 6-lane with paved shoulder carriageway (each
carriageway is 12.5m width) is proposed on the main flyover of Peripheral road with
4m wide central median.
Two lane loops are proposed on four corners of the junction to cater right turning
traffic movements and two lane slip roads are proposed adjacent to loops for left
turning traffic movements.
As per the requirements of NHAI, 8-lane with paved shoulder (each carriageway
is16m width) is proposed for NH-5 at the interchange location.
As per IRC: SP:90-2010, the carriageway width of connecting one way loops shall
not be less than or equal to 2-lanes. The proposed carriageway width of each loop is
8.6m which includes 2-lane carriageway of 7.5m wide, extra widening of 0.9m (for
radius 60-100m) and clearance of 0.2m (5 times the super elevation).
As per IRC:SP:90-2010, the super elevation shall be restricted to 7% whereas the

maximum super elevation of 4% is adopted in the interchange.
As per IRC:65-1976, the width of weaving section should be 3.5m (one lane) wider
than entry width. Hence the carriageway width of Peripheral road is widened to 16m
(12.5m + 3.5m) at the weaving portion.
 Interchange at NH- 205
The project road cross NH-205 at km 51/650 where the proposed NH-205 bypass
ends at existing NH. Cloverleaf interchange is proposed to facilitate all the traffic
turning movements between Peripheral road and NH-205.
As per the requirements of NHAI, 3-lane with paved shoulder (each C/W-12.5m
width) is proposed for NH-205 with 2 lane service roads. Improvement also covers
the existing NH leading to Thiruvallur town.

The project road crosses NH-4 in Sriperumbudur at km 42/250. Cloverleaf

interchange is proposed to facilitate all the traffic turning movements between
Peripheral road and NH-4.
As per the requirements of NHAI, 3-lane with paved shoulder (each C/W-12.5m
width) is proposed for NH-4 with 2 lane service roads. Improvement also covers the
junction of SH-113 with NH-4.

The project road cross NH-45 at km 47/400. Project Wing of Highways Department
is constructing this interchange at km 47/400 of NH-45 including ROB for Chennai
Chengalpattu.
Railway line in lieu of LC 47. The details of interchange under construction is as

follows.
 Elevated roundabout (Circular shape) proposed on NH-45.

 Inner radius of roundabout is 30m
 4-lane approach from SH-57 and 2-lane approaches from NH-45 on both
 sides, both direction.
 8-lane with paved shoulder (each C/W-16m width) is proposed for NH-45
 with service road.
Steering Committee approved to connect Section-5 of the project on this roundabout

to make continuity for Peripheral road. In order to increase the weaving length, the
circular roundabout is modified to elliptical roundabout with major axis of 130m,
minor axis of 80m which increase the weaving length from 35m to around 50m.
Underpasses
Underpasses are proposed at important junctions and built-up sections along the
project road. Two types of underpasses are proposed as per IRC-87:2013.
1. Vehicular Underpass (Vertical Clearance - 5.5m)

 vents X 12 m for SH & MDR and
 1 vent X 12 m for ODR & Panchayat roads
2. Light Vehicular Underpass (Vertical Clearance - 4.5m)
 1 vent X 12 m for ODR & Panchayat roads

Number of underpasses proposed in each section is given below. Location and type of
underpasses are approved by the Steering Committee.
Vehicular Underpass Light Vehicular

Project Section
Double Vent Single Vent Underpass
Section - 1 0 5 3
Section - 2 3 3 3
Section - 3 2 4 1
Section - 4 6 3 3
Section - 5 3 3 7
Total 14 18 17
Bridges and culverts
The project road crosses two Rivers, i.e. Coovam River and Kosathalai River, and
number of tanks, channels, nallahs, etc. Bridges are proposed for these waterway
crossings.
Junction improvements
Specific form of intersection design depends on the physical conditions of the site such
as topography, available ROW, land use and developments along the intersecting
roads, expected volumes of through and turning traffic, etc.
As discussed in the previous clauses, Interchanges and Underpasses are proposed at all
the important junctions.
The project has two major at-grade junctions which are designed as per IRC guidelines
and type design of Intersections proposed by MoRT&H. The junction of NPAR with
Link Road is designed as a 3-arm at-grade junction and Poonjeri junction, end of
project report, is designed as at-grade junction with elliptical roundabout covering
project junction and ECR-OMR junction. Necessary channelizing island, sign boards,
markings are proposed at the junctions. Landscaping is proposed on the islands and
high mast lights are proposed to illuminate the junction area.
The project road has 56 minor junctions formed by low category cross roads with the
proposed service road which are designed as per IRC guidelines with adequate turning
radius, sign boards, marking, speed breakers, etc. The traffic from these cross roads
shall merge with service road and crossing through the next available vehicular
underpass.
No direct entry/exit is permissible from the cross roads to the Main carriageway of
Peripheral Road except at Interchanges. The entry/exit ramps are proposed at specific
locations for the traffic movements between Main carriageway and Service Road.
2.17 ROAD FURNITURE
Various types of road furniture proposed for the project are given in following
sections.
Road Signs
The three type of road signs viz Mandatory, Cautionary and Informatory signs have
been provided depending on the situation and function they perform in accordance
with the IRC: 67-2012 and Section 802 of MORTH guidelines. Adequate signs are
proposed for main carriageway, service road and other project facilities.
Kerb mounted sign shall be supported on GI pipe and overhead sign shall be
structurally supported gantry or cantilever. Road signs will be installed on
divider/earthen shoulder/central median/footpath edge. Clustering and proliferation
of road signs are avoided for enhancing their effectiveness.
Road Markings
Road markings perform the important function of guiding and controlling traffic on a
highway. The markings serve as psychological barriers and signify the delineation of
traffic paths and their lateral clearance from traffic hazards for safe movement of
traffic. Road markings are therefore essential to ensure smooth and orderly flow of
traffic and to promote road safety.
The Code of Practice for Road Markings, IRC: 35- 1997, has been used in the study as
the design basis. The location and type of marking lines, material and color is
followed using IRC: 35-1997 “Code of Practice for Road Markings”.
Centre, edge line, stop line, give way line, diagonal/chevron markings, etc shall be
painted with hot applied thermoplastic paints with reflect rising glass beads as per
MOSRTH specification.
Delineators and Object Markers
Roadway indicators are intended to mark the edges of the roadway so as to guide
drivers on the alignment ahead. As the crash barriers are proposed throughout the
project, delineators are proposed at super elevated sections only with 30-40m
spacing.
Hazard markers are used to define obstructions like guardrails, abutment, etc adjacent
to carriageway. The hazard markers are proposed in curved stretches at the crash
barriers of structures like interchanges, underpasses, bridges, etc and the object hazard
markers are proposed at the start of concrete crash barrier of these structures.
Delineators and object markers are provided in accordance with the provisions of
IRC:79-1981 and IRC: 67-2012. They are basically driving aids and should not be
regarded as substitutes for warning signs, road markings or barriers.
Raised pavement markers
Road studs are proposed at the edge lane marking, acceleration lane, deceleration
lane, weaving portion, chevron markings, entry/exit ramps, bus bays, zebra crossings,
etc as per IRC:SP:87-2013.
The spacing of road studs is 18m in straight stretches, 9m in curved stretches, 6m

along chevron markings and 2 rows at 0.5m apart in zebra markings.
Metal Crash Barrier
There are two types of safety barriers viz. roadside safety barriers and median safety
barriers.
The longitudinal roadside safety barriers are basically meant to shield two types of
roadside hazards i.e. embankment and roadside obstacles, and also for preventing
vehicles veering off the sharp curves. The median safety barriers required to avoid the
head on collisions caused by out of control vehicles jumping across the medians.
The semi rigid, Thrie beam type steel barrier is proposed all along the project road at
central median, divider/earthen shoulder and footpath. The barrier consists of steel
posts at 2m spacing and a 3mm thick Thrie beam rail. There shall be a steel spacer
block between the post and the beam to prevent the vehicle from snagging on the
post as the snagging can cause the vehicle to spin round. The Thrie beam has higher
initial cost than the W-beam type but is less prone to damages to vehicle collisions
especially for shallow angle impacts.
Concrete Crash Barrier
New jersey concrete barriers are rigid barriers having specifically designed to minimize
damage and reduce the likelihood of a car crossing into oncoming lanes in the event
of a collision. The barrier will be of pre-cast in M 30 concrete grade preferably having
height of 800mm. They are proposed at approaches to major structures.
Kilometer and Boundary Stones
The details of kilometer stones are in accordance with IRC: 8-1980 guidelines.
Kilometer stones are located on left side of both carriageways in project road.
Kilometer stones shall be fixed at right angles to the centre line of the carriageway.
The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC:
25- 1967. 200m stones are located on the same side of the road as the kilometer
stones. The inscription on the stones shall be the numerals 2, 4, 6 and 8 marked in an
ascending order in the direction of increasing kilometer away from the starting
station. The numerals shall be 80mm high. The colour of the numerals shall be black
on a white background.
Boundary stones shall be located on either side of the road opposite every 200m
stone and kilometre stone. In addition these shall be fixed at all angular points of the
boundary. Where the boundary is on a curve or the land is of significant value and
likely to be encroached upon, the boundary stones, as required, shall be installed at

closer intervals.
Kerbs
Kerbs are proposed along the edge of the pavement for strengthening/protecting the
edge and to clearly define the edge to road users. It also serves control drainage and
presents a more finished appearance. Barrier kerbs (I shape & L shape) are proposed
for the project road at divider, footpath and islands.
Flashing Beacons
Flashing beacon is a traffic signal head having a amber lens in each face which is
illuminated by rapid intermittent flashes. When an amber lens is illuminated with
rapid intermittent flashes, drivers of the vehicles may proceed through with caution.
The flashing beacons are proposed for the safety purpose at the at-grade junction in
underpasses, truck parking locations, entry/exit ramps and rest area locations.
Anti Glare Measures
The blinding effect at night will be uncomfortable and cause safety hazard. W-beam
crash barriers proposed on both sides of central median to obstruct high light beam
from opposite traffic.
2.18 PROJECT FACILITIES
The project facilities including access facilities, pedestrian facilities, lighting, truck
parking, bus bays, rest areas, etc are proposed as per the standards.
Access Control Facility
The project road is designed as an access controlled road due to its high-speed traffic
movement. The following aspects have been considered to ensure partially controlled
access system:
 Service roads (2-lane) proposed on both sides of the project road
 Grade separators proposed for major road crossings and minor roads
are dealt with service roads
 No direct access provided for the Main Carriageway - entry/exits
proposed at limited locations
Service Roads
Service roads segregate local traffic from the high speed through-traffic and intercept
local access of residential and commercial properties along the highway. Through
character of the access controlled traffic is preserved and is kept unaffected by
subsequent development along the service road. Two lane service roads is proposed
onboth sides of Main Carriageway, separated by divider.
Road Crossing
Interchanges proposed at the crossing of National Highways which facilitates all the
turning movements including entry/exit in the main carriageway of project road.
Vehicular underpasses and light vehicular underpasses are proposed for major road
crossings and required locations which cater the crossing traffic movements and
entry/exit in Service Roads.
Entry and Exit Ramps
The project road is designed for free flow and access controlled to ensure savings in
travel time and improve road safety. Hence, no median opening is provided along
the project road. Service road is provided on either side of project road for local
traffic.
Entry and exit ramps along with separate lane for acceleration and deceleration are
provided to facilitate safe access between Main Carriageway and Service Road. The
layout and geometry for entry and exit ramps are designed as per IRC: SP: 84-2014.
The number of entry/exit ramps is given below.
Separate Entry/Exits Combined

Project Section
Entry Ramp Exit Ramp Entry/Exit Ramp
Section - 1 5 4 4
Section - 2 6 6 2
Section - 3 5 5 4
Section - 4 0 0 0
Section - 5 3 3 4
Total 19 18 14
Pedestrian Facilities
Footpaths are proposed on both sides of the project road throughout the length
including waterway crossings. The width of footpath is 2m in Section 1, 3m in Section
2, 3 & 5 and 2.5m in Section 4. No exclusive pedestrian crossing facility is proposed
in the project whereas the pedestrian can cross the project road through underpasses.
The underpasses are proposed in the built-up locations also to facilitate pedestrian
crossing the road. The bus bays are located adjacent to the underpasses to increase the
access for pedestrian. At-grade pedestrian crossings are proposed for all the
intersections with adequate signs, zebra markings, studs, speed breakers, etc.
Street Lighting
Highway lighting is proposed throughout the project road to illuminate the roadway
by single arm and double arm light poles based on the requirements. Additional
lighting is proposed in the truck parking, rest areas and entry/exit ramps. Lighting is
proposed inside the underpasses for safe movement of vehicles and pedestrian. High
mask lights are proposed at interchanges and major at-grade junctions.
Truck Lay Bye
Truck lay-byes are proposed on the main carriageway as per the layout given in
IRC:SP:87-2013. The places are selected based on the geometry of highway without
interference with other facilities of the project road. Five truck lay byes are proposed
in each section of the project road and one truck lay bye is proposed in the link road.
Bus Bays
The proposed peripheral road is designed for high speed vehicles/fright movement,
and is designed as access controlled facility, so the local bus transport should be in the
service roads only. This will enable the bus traffic movement between cross roads and
through the project alignment. Bus bays are proposed in the service roads, adjacent to
underpasses to facilitate pedestrian crossings. The layout of bus bays is proposed as
per the guidelines of IRC:SP:87-2013. The bus shelters are proposed in each bus bay
for passengers. The shelters are designed as structurally safe, aesthetic in appearance
and also being functional to protect the waiting passengers from sun, wind and rain.
Totally 68 number of bus bays are proposed in the project road.
 Section - 1: 12 Nos. & Link Road: 2 Nos.

 Section - 2: 17 Nos.
Rest Areas
The rest areas are proposed in the project as suggested in IRC:SP:87-2013 with the
facilities like toilets, telephones, cafeteria, restaurant, parking for cars, buses and
trucks, dormitory, rest rooms, fuel stations, etc. Two rest areas are proposed in each
section of the project road.
2.19 ROAD SIDE SAFETY MEASURES
Median Plantation
Raised median being provided to separate the two carriageways, will have plantation
as per MoRT&H guidelines to cutoff the glare from vehicles coming from opposite
direction thereby enhancing the traffic survey
Fencing
 Fences of expressways are integral to the facility placed within the ROW to
help enforce observance of the acquired access rights
 Access control extends to the limits of the legal access control on the ramps
terminals i.e. along the ramp to the beginning of the taper on the local road
 Fencing shall be standard chain link type or of similar suitable arrangement
 The fencing will be placed at the end of PROW on both side and also to
separate the service road from Expressway
Landscaping and Arboriculture
A proper landscape has been proposed to be provided along the express alignment,
especially in the new alignment, toll plaza areas, rest and service areas to fit in with
the surroundings for pleasing appearance, reducing headlight glare and adverse
environmental effects such as air pollution, noise pollution and visual intrusion.
The proposal for landscaping includes the following:
 Treatment of embankment slopes as per IRC:56-1974, depending upon soil
type involved
 Turfing of slopes of high embankment for controlling rain and wind erosion
 Planting of low height shrubs on medians for reducing glare effect and visual
intrusion
 Planting of trees along PROW as part of compensatory a forestation as per
IRC: SP: 21
 Grading of ground between the embankment toe and PROW and provision of
surface drain along the ROW. This will help in physical delineation of the
PROW and avoid encroachment of later date.
 No advertisement/hoarding shall be allowed within PROW
Highway Landscaping
Trees shall be planted in ROW on either side of the road with staggered pitch as per
IRC: SP-21. Arrangements for plantation of trees shall be in accordance with the
MoRT&H. A spacing of 10-15 m c/c is recommended for spacing of trees parallel to
the roads. Set back distance of trees needed in different situations shall be as per IRC:
SP-21.
For safe traffic operation, vertical clearance between the crown of the carriageway
and lower part of the overhang of the tree available across the roadway shall
conform to the standard laid down in IRC: SP: 21. The pit size, fencing watering and
manuring requirements shall also conform to the above standard. Planting shall be
such that it does not obstruct the visibility of traffic from any side and shall be
pleasing in appearance.
Institutional Framework
Institutional framework, to review an accident and plan for corrective measures,

should be established. Road safety audit are best done by road or traffic engineers
who have had experience of understanding hazardous location improvement
programs as this type of work often enables them to develop better insights into the
range of situations and circumstances that can lead to unsafe conditions. It is
preferable that the safety audit should be conducted every fortnight and undertaken
by members of the road safety unit.
The safety unit should consist of a person from highways, qualified consultant
specifically dealing with the safety & environmental and the safety expert of
contractor headed by a senior person. The procedures of safety audit and their
application will be the responsibility of the road safety unit. This will perform
excellent work in accident reduction and prevention.
Monitoring framework
The general procedures and processes for monitoring of road safety audit are
described below.
Highways encroachment
An encroachment is any object placed without permission within the legal limits of a
highway right-of-way or in any way interfere with the land within the limit of a
highway or the roadway or any structure forming a part of the highways. These
include: hording signs, fences, walls and lights, squatters and hats/market of
agricultural produce on the side of road.
Objects generally are not permitted in the right-of-way unless the objects serve an
official highway purpose instances as public utility electric poles, mail boxes,
telephone line.
Prevention and Removal of Encroachment
The control of encroachment is essential for mainly public safety and legal liability.
Encroachment of highway right of way thought the squatters, market of agricultural

produce, illegal hording signs etc. may interfere with a driver’s view of other traffic,
official traffic signs, and traffic signals. And accidents may result. If a motorist collides
with an illegally placed object, the owner of the object and the authority may be used
for the resulting injuries or damages. Moreover, it needs legal actions to clear the site
from the squatters if they finally established.
Appointment of Highway Authority
The Government by notification in official Gazette should appoint one or more

officers to be Highway Authority for the purposes of this Act. The Highway Authority
shall exercise powers and discharge duties in accordance with the provisions of the
Act relating to the maintenance and control of the highways, the prevention of
encroachments thereon and the removal of encroachments there from and matters
incidental thereto.
Responsibility of Highway Authority
The highway authority should ensure that the right-of-way of the highways that
includes the shoulder and beyond is free and clear of any objects that might distract
motorists and cause accidents. The highway authority also must up-hold the laws
regulating placement of outdoor advertising signs.
The authority will first send a written request to the responsible person(s) to remove
the sign. If not removed, NHAI is authorized by law to enter private property to
remove the illegal sign and to collect the costs of removal from responsible person(s).
The law also provides a fine for the person(s) responsible for the illegal sign, upon
summary conviction.
Provision for Safety and Prevention of Damage to Highways
For prevention of encroachment on highway and removal of encroachment there

from and certain other matters connected therewith, an Act should be made. The act
should take the provision for penalty of illegal construction on highways.
The highway authority, therefore, has made an act by setting of highway

administration for the control of illegal encroachment on the highway through the
enforcement of laws under the act ‘The Control of National Highways (Land &
Traffic) Act, 2002, In this consequences, the Central Government has established 192
Highway Administrations for implementation of the provisions of the Act, vide
notification, dated 20.01.2005. The Highway Administrations are esponsible to
prepare the LandE Registers, take cognizance of the instances encroachments, issue
notices and remove the encroachments on the National Highway Land and property.
Therefore, the highway administration is obligated by law to remove encroachments
from the highways. All the Highway Administrations are, therefore, prepare Action
Taken Report (ATR) on the progress of preparation of land registers, number of
encroachments taken cognizance of, number of cases in which notices have been
issued and the number of cases in which encroachments have been removed. All the
Highway Administrations are also furnish the quarterly report on the status of
implementation of the provisions of the Act.
2.20 PROJECT BENEFIT & FUEL SAVING
This is a proposed green alignment project to 6/8-lane highway for capacity

argumentation of transportation need. Therefore, project benefit is briefly elaborated
in relation to the following heads.
 Environmental Benefit
 Economic Benefit/Fuel Saving

 Societal Benefits
 Nation Benefits
2.21 ENVIRONMENTAL BENEFIT
Improvement in Air quality: Air and dust pollution (RSPM/SPM) in inhabitations

particularly through air emissions shall be reduced due to construction of flyovers,
underpasses and service roads along the project corridor.
Reduction in roadside Noise level: Noise level shall reduce through reduced traffic
congestion. In the other hand, plantation of trees along the right of way shall
contribute substantially in noise reduction. Whereas the construction of flyovers,
underpasses and service roads shall contribute in noise reduction due to segregation of
main traffic away from population in horizontal and vertical directions.
Improvement in Pollution Level: Riding quality of road shall increase manifold by

upgradation and rehabilitation of existing highway. This shall result in not only
reduction in average travel time and vehicles maintenance cost, but also reduce the
pollution level due to protection of degradable shoulder materials and reduction in
spills due to the reduction in repair/occasion for ailing vehicles.
Improvement in Vibration Level: Multiple division of travel path by increasing lanes,

provision of service roads and segregation of traffic at urban settlement etc., shall cut
down resonance of vibration.
Erosion Control: Turfing by grass-sods in embankments coupled by pitching for

protection works shall reduce erosion of soil from road embankment.
Improvement Environmental Quality: Afforestation programme and landscape along

the highway shall provide greenery which ultimately reduce pollution and improve
the environmental quality.
2.22 ECONOMIC BENEFIT

Reduces Vehicular Operating Cost: The main economic benefits generated by the
project will be savings of vehicle operating cost. The smooth riding quality of
pavement and separate lane for the vehicles for providing 100km/hr speed reduced
engine load and travel time consequently provide fuel saving for vehicles and
ultimately reduces vehicular operating cost after widening of highways. The separate
lanes of vehicles also reduce probable accidents and traffic jam which shall be cost
efficient for operating vehicle on the highways.
Reduction in Freight Cost: The saving of freight cost and resource cost shall arise from
diversion of freight from rail to highway.
Reduction of Accident: The highways with good traffic facilities and having adequate
safety provisions shall reduce the number and severity of accidents. It constitutes an
important elements of the economic benefits. While economic cost of individual
accidents ma be higher on the highways than on rural roads, the total number of
accidents per vehicle-km in the project corridor will probably be reduced substantially
after widening to six lanes of existing four lanes.
2.23 SOCIAL BENEFITS
Increase of Living Standard: The infrastructure development shall induce new

establishment and construction of Commercial, Industrial and Residential structure as
Hotel, Dhabas, Restaurant, Petrol Pumps that provide good business opportunity
resulting direct and indirect generations of employment that improve the living
standard of the local communities.
Access for Settlement Dwellers: Settlement dwellers shall enjoy better access to the
workplace/seasonal gathering at junctions and Underpasses/Flyovers locations by
reduction/segregation from interference with main traffic on the highways that results
in prevention of accidents.
Improvements in Safety for Road Users: Widened Highway with safety provision as
IRC Specifications as provision of retro-reflective safety signboard, crash barriers, lane
marking, pedestrian underpass, cats eyes, pedestrian guard rail, delineators along the
curve edge at both side of the project road shall provide better safety for the road
users.
2.24 NATION BENEFITS:
Economic Development of Country: The demand for expressway travel is relatively

inelastic; therefore, increase in toll fees will result in a significant increase of economic
benefits to the Nation. The money collected from the toll fees shall utilize for the
development works as research, safety and security of nation and other development
work. Further, infrastructure development shall facilitate direct and indirect
development with regard to the communities. It will increase the economic status of
the public that induce the person to live in better environment. The hygiene and
better environment of the communities shall lead silent indicator of national
development.
The peripheral road will be formed by improving existing roads and construction of
missing links. Length of proposed peripheral road is around 133.65 km which is
divided into 5 sections.
Section 1: Northern Port Access Road - Ennore Port to Thatchur on NH-5

Section 2: Thatchur on NH-5 to Start of Thiruvallur Bypass
Section 3: Start of Thiruvallur Bypass to Sriperumbudur on NH-4
Section 4: Sriperumbudur on NH-4 to Singaperumalkoil on NH-45
Section 5: Singaperumalkoil on NH-45 to Mahabalipuram
Out of this section I : Northern Port Access Road - Ennore Port to Thatchur on NH-5
attracts CRZ clearance. The survey numbers which cover section I and its extent are as
follows.
a. Ennore - Thatchur Road

Sl. Survey Area in
State District Taluk Village
No. Number sq.m
1 Tamilnadu Thiruvallur Poonjeri Kattupalli 32/A 93
32/B 1541
33 2890
34 107
35 3453
36 4508
39/B 695
40 187
41 4010
42/B 35
43/B 386
47 1253
48 1252
317 8029
318 4777.86
323 2792
Sub Total 36008.86
2 Tamilnadu Thiruvallur Pooneri Vayalur 2053/B 31857
2042 2581
Sub Total 34438.00
Total 70446.86
b. Kattupalli Ramp
Area in
Sl. No. State District Taluk Village Survey Number
sq.m
1 Tamilnad Thiruvallu Pooneri Kattupall 48 1893.99
u r i 49 616
50 2523
51 677
56 1285
57 2485
58 1373
59 560
60 5
62 728
63 47
Total 12192.99
We would also like to inform that we have obtained the demarcation of HTL, LTL
and set back lines for the proposed project (at CH: 0+000 to CH: 2 + 800 of Ennore
- Thatchur road & CH 0+000 to CH: 0+409.652 of Kattupalli Ramp) in Kattupalli
village, ponneri taluk, Tiruvallur district from Institute of Remote Sensing, Anna
University.
The findings are given below.
i) As per existing Approved CZMP (as per 1991 notifications)

a) Ennore - Thatchur Road
S.NO Chainage in Km Classification Area of proposed

bridge in Sqm
1 0+000 to 0+639.374 between HTL of creek 17717.03
and 100m setback line
from HTL of creek
2 0+263.935 to 0+639.374 creek water 1496.16
3 0+639.374 to 0+728 creek water 1514.57
4 0+728 to 0+846 between HTL of creek 3562.54
from HTL of creek
5 1+200 to 2+800 Non CRZ 59637.02
83927.32
b)Kattupalli Ramp
bridge in Sqm
from HTL of creek
2 0+000 to 0+409.652 creek water 4248.98
12310.04
ii) As per CRZ notifications, 2011

bridge in Sqm
2 0+639.374 to 0+706 and 100m setback line 1933.68
from HTL of creek
3 0+706 to 0+754 creek water 1370.01
from HTL of creek
5 0+782 to 1+051 creek water 8080.99
from HTL of creek
7 1+151 to 1+339 Non CRZ 5582.83
from HTL of creek
9 1+442 to 1+949 Salt pan 15247.36
10 1+949 to 2+427 creek water 14377.26

from HTL of creek
12 2+537 to 2+800 Non CRZ 7897.63
83927.32
b)Kattupalli Ramp
bridge in Sqm
from HTL of creek
2 0+406.652 to Non CRZ 117.05
0+409.652
12310.04
Marine studies:
The part of the section I falls under the area which comprises of back water and
Buckingham Canal. The pollution of the Buckingham canal due to the discharge of
industrial effluents and domestic sewage is well documented. Further, the inadequate
water flow pattern prevailing in the canal further is also one of the factors
contributing to the pollution. The persistent pollution in the backwaters has had a
detrimental effect on the aquatic ecosystem, which once flourished with diverse
species of fishes, bivalves, prawns and crabs.
The samples were collected from the Buckingham canal for determining the baseline
data. The water samples had a TDS of 23000 ppm, which shows that the water is
saline in nature. The dissolved oxygen of the water was found to be 7.4 mg/L, which
helps in the survival of the existing aquatic species prevalent in the backwaters.
Flora in the Study Area
The Vegetation present within a defined area is termed as a plant community. This is
determined by the nature of the dominant species it contains. By the term dominant
species or dominance it is understood that species of plants having same life and
growth, forms predominating in an area. The distribution of vegetation at different
sites, its density, dominance, frequency, Importance Value Index, economic
importance, and medicinal uses were studied and the dominant species of the area are
given below. Mangrove vegetation, Avicennia sp., is found widely spread along the
bund of the canal extending upto 30m to 40m. During the bridge construction proper
care will be taken to protect the existing mangrove vegetation and it is also proposed
to increase the number of mangroves plantations in our EMP studies. Further, there is
no endangered, threatened, or rare species of plants recorded in the study area
Dominant Species in the study area

Dominant Species
Abutilon indicum, Acacia nilotica, Acalypha indica, Achyranthes aspera, Aerva
lanata, Amaranthus spinosus, Aristida adscensionis, Aristida funiculate,
Aristolochia bracteolata, Arundo donax, Azadirachta indica, Bambusa
arundinacea, Borassus flabellifer, Calotropis gigantea, Cardiospermum
halicacabum, Cassia alata, Cassia auriculata, Chloris barbata, Chrysopogon
aciculatus, Cissampelos pareira, Cissus quadrangularis, Citrullus colocynthis,
Cleome viscose, Coccinea indica, Crateva nurvala, Croton bonplandianum,
Cyanodon dactylon, Cyclea burmanni, Cyclea peltata, Cyperus alternifolius,
Cyperus rotundus, Cyphostemma auriculatum, Daemia extensa, Datura metal,
Derris scandens, Diplocyclos palmatus, Dolicus lab lab, Eichhornia crassipes,
Eucalyptus terreticornis, Euphorbia antiquorum, Euphorbia hirta, Euphorbia
royleana, Euphorbia tirucalli, Gynandropsis pentaphylla, Hibiscus vitifolius,
Hibiscus sabdariffa, Ipomea aquatica, Ipomoea alba, Ipomoea carnea, Lantana
camara, Leucaena leucocephala, Leucas aspera, Moringa oleifera, Nelumbo
nucifera, Nymphaea pubescens, Ocimum canum, Parthenium hysterophorus,
Pennisetum hohenackeri, Polygonum glabrum, Pongamia glabra, Prosopis
juliflora, Ricinus communis, Saccharum spontaneum,Samanea saman, Setaria
verticillata, Setaria viridis, Sida acuta , Sporobolus coromandelianus, Thephrosia
purpurea, Thespesia populnea, Tribulus terrestris, Tridax procumbens, Typha
angustifolia, Vernonia cinerea , Ziziphus oenoplea.
Fauna in the Study Area

The following fauna were observed in the study area.
List of Molluscans / Crabs / Shrimps
Common name Scientific name
Apple snail Pilaglobosa
Wheel snail Planorvisgyrautus
Tower snail Limnaeaperegra
Cone snail Limnaeatruncatula
Shrimp Macrobrachiumrosenbergii
Common Name Scientific Name
Skittering frog Ranacyanophlyctis

Indian Bull frog Hoplobatrachustigerinus
Painted kaloula Kaloulataprobanica
Spotted snake head, green snake Channapunctatus
head
Minor carp Labeobata
Mozambique Tilapia Oreochromismossambicus
shrimp Macrobrachiumrosenbergii
Catla Cyprinuscatla
Common Carp Cyprinuscarpio
Mud Carp Cirrhinusmolitorella
List of Reptiles
common skink Mabuyacarinata
Indian rat snake Ptyasmucosus
Common vine snake Ahaetullanasurta
Montior Lizard Varanusbengalensis
List of Birds
KINGFISHERS
COMMON KINGFISHER Alcedoatthis
WHITE-THROATED
Halcyon smynensis
KINGFISHER
PEAFOWL Pavocristatus
BEE-EATERS
GREEN BEE-EATER Meropsorientalis
BLUE-TAILED BEE-EATER Meropsphilippinus
CUCKOOS AND COUCALS
PIED CUCKOO Clamatorjacobinus
ASIAN KOEL Eudynamysscolopacea
GREATER COUCAL Centropussinensis
PARAKEETS
ROSE-RINGED PARAKEET Psittaculakrameri
SWIFTS
ASIAN PALM SWIFT Cypsiurusbalasiensis
HOUSE SWIFT Apusaffinis
EAGLES
BLACK KITE Milvusmigrans
BRAHMINY KITE Haliasturindus
MARSH HARRIER Circus aeruginosus
CRAKES AND RALLIDS
PURPLE SWAMPHEN Porphyrioporphyrio
COMMON MOORHEN Gallinulachloropus
COMMON COOT Fulicaatra
DUCKS
SPOT BILLED DUCK Anasporcilorhyncha
GARGANEY Anasquerquedula
WADERS
GREEN SANDPIPER Tringaocropus
WOOD SANDPIPER Tringaglareola
COMMON SANDPIPER Actitishypoleucos
WADERS AND JACANAS
BLACK-WINGED STILT Himantopushimantopus
PLOVERS
LITTLE RINGED PLOVER Charadriusdubius
LAPWINGS
YELLOW-WATTLED LAPWING Vanellusmalarbaricus
RED-WATTLED LAPWING Vanellusindicus
FLAMINGOS,IBISES AND
SPOONBILL
GLOSSY IBIS Plegadisfalcinellus
BLACK-HEADED IBIS Threskiornismelanocephalus
EURASIAN SPOONBILL Platalealeucorodia
PELICANS
SPOT-BILLED PELICAN Pelecanusphilippensis
STORKS
PAINTED STORKS Mycterialeucocephala
ASIAN OPENBILL Anastomusoscitans
WOOLLY-NECKED STORK Ciconiaepiscopus
SHRIKES
RUFOUS TREEPIE Dendrocittavagabunda
HOUSE CROW Corvussplendens
LARGE-BILLED CROW Corvusmacrorhynchos
ORIOLES AND
CUCKOOSHRIKES
ASHY WOODSWALLOW Artamusfuscus
EURASIAN GOLDEN ORIOLE Oriolusoriolus
BLACK-HEADED
Coracinamelanoptera
CUCKOOSHRIKE
Flow pattern
During field inspection, there is a steady state of water is observed, the slow water
movement from sea to canal is observed during early morning time and during
afternoon and evening time the water movement from the canal to sea is observed
The Peripheral roads will starts at Ennore Port and ends at Poonjeri Junction (km
56/800 of ECR) in Mahabalipuram. The proposed road will connect four National
Highways – NH-5, NH-205, NH-4 and NH-45, and eight State Highways – SH-51,
SH-50A, SH-50, SH-48, SH-57, SH-49B, SH-49A (OMR) and SH 49 (ECR). Length of
proposed peripheral road will be around 133.381 km. The project road crosses
Buckingham Canal near Kattupalli, for which a major bridge is proposed. As the
project section is developed as access controlled facility, entry/exit ramps from Service
road to Main carriageway are proposed on both sides of the project road.
The section 1 is start at Ennore Port and cross Buckingham Canal which is falling in
CRZ. The alignment of proposed bridge project site (at Ch:0+000 to Ch:2+800 of
Ennore-Thatchur Road & Ch:0+000 to Ch:0+409.652 of Kattupalli Ramp) is passing
through Kattupalli Village, Ponneri Taluk, Tiruvallur District in Tamilnadu State. The
width of proposed bridge is 30.050 m.
Buckingham Canal is part of National Waterway 4 - a 50 km stretch within Chennai
city between Ennore south and Muttukad The Buckingham Canal was once a 796
kilometres (494.6 mi) long fresh water navigation canal, running parallel to the
Coromandel Coast of South India from Kakinada in the East Godavari district of
Andhra Pradesh to Villupuram District in Tamil Nadu.
The Buckingham canal is now badly polluted and a breeding ground for mosquitoes.
Insufficient freshwater flow in the canal aggravates the pollution and has deteriorated
the water quality of shallow aquifers in both sides of the canal. Further, the canal is
acting as open drain and place of waste disposal in the urban sector over years and
the present stage of contamination of surface water and in turn the ground water
BUCKINGHAM CANAL AND ITS INFLUENCE ON DRAINAGE
o Formed as Drought Relief work in 1806

o Intercepts all the East flowing drains
o Constant Bed level : (-) 1.83 M (Below MSL)
o Length in CMA : 44 km
o Connects Araniyar, Kosasthalaiyar, Cooum and Adayar River

o Major Drains falling in Buckingham Canal : Kodungaiyur Drain, Captain
Cotton CanalOtteri Nullah, and other Minor Drains between Cooum
and Adayar
o Acts as a barrier for arresting sea water intrusion.
o Disrupted by Solid waste and anaerobic growth in sewage
o 25 m wide waterway restricted in many places to 10m due to MRTS
stations and pile caps of MRTS pillars. Century old arch bridges across
the canal prevent free flood flow (Elephant gate, Ice house, Kutcheri
Road, Adams Road).
Flood Impact
It is to be noted here that the Buckingham canal has been constructed more than 200
years ago, as a navigation channel. It originates close to Kakinada in Andhra Pradesh
and runs along the east coast for a total length of 418 km. Its entry point into CMA is
near Athipattu village and the exit point is near Semmencheri village. While the three
rivers run west to east, Buckingham canal runs north to south and connects all these
three rivers. While Otteri Nullah, Kodungaiyur drain and Captain Cotton Canal drain
into the Buckingham canal, Veerangalodai and Velacheri drain discharge into
Pallikaranai marsh.
CHAPTER 3: ANALYSIS OF ALTERNATIVES
Tamil Nadu State Government proposed a draft alignment of the Chennai Peripheral Road, here
in after the Original Plan, which had a total length of 162.1 km consisting of 85.1 km new
installation and 77.0 km existing road improvement as described in Figure 4.2.18.
The DPR does not contain information of the timing of the start of the study on the Original
Plan. On the other hand, DPR states that the New Plan (Current Plan) shown in red in Figure
4.2.18 was approved by HMPD in July 2014. Therefore, it is assumed that the Original Plan was
studied by June 2014 or before.
The major characteristics of the Original Plan are as follows:
 The point of origin in the Original Plan was set at Mahabalipuram in south of Chennai and
the end point was set at the Kattupalli in north. In the New Plan, Mahabalipuram is set as
the end point and Kattupalli set as the point of origin.
 Maximum utilization of the existing road for improvement.
 Bypassing the major residential areas from south to north, in total about 26 km;
 Sriperumbudur bypass about 4 km,

 Thiruvallur bypass about 12 km,
 Thamaraipakkam bypass about 2 km,
 Vengal bypass about 3 km,
 Vadamadurai bypass about 2 km and
 Periyapalayam bypass about 3 km.
 The new installation sections, in total about 58 km., except for the bypass, consist of:
 from the point of origin in Mahabalipuram to Singaperumalkoil for about 27 km,

 from Kattupalli to the end point in Puduvoyal for about 31 km and
Puduvoyal Ponneri THIRUVELLAVOYAL

PUDUVOYAL
Periyapalayam
Kattapalli Port
Thatchur
Vadamadurai
KANNIGAIPAIR
Ennore Port
MINJUR
Vengal
Tamaraipakkam Alternative Plans

New Construction
Velliyur Original
Plan Wi dening
New Plan
New Construction
Thiruvallur Kakkalur
Wi dening
SH 57
Thiruvallur
Manavalanagar
Melnallathur
CHENNAI
PALAVAKKAM
Chennai Port
International
Thodukkadu Airport
Sriperumbudur
Chennai
REPUBLIC OF INDIA
Legend
Oragadam CPRR
New Section
Widening Section
Inner Ring Road

Chennai Bypass
Outer Ri ng Road
Na tional Highway
Singaperumalkoil State Highway
Ra i lway
SIRUKUNDRAM
CHENGALPATTU
MANAMATHI
THIRUKAZHIKUNDRAM Mahabaripuram
Poonjeri Jct Thirukazhukundram Rd
Base Map：Open Street Map
Fig 3.1 Original Plan and New Plan of CPRR

Note: the new installation intervals are expressed as gray line and the existing road improvement intervals as
gray dotted line.
Tamil Nadu State Government set up three (3) committees, namely Steering Committee,
Technical Committee and Sub-technical Committee, for assessing the Original Plan. The Steering
Committee assessed the plan from political aspect, while Technical Committee and Sub-technical
Committee assessed the plan from the technical aspect and delivered the following comments for
the improvement of the plan:
 The point of origin in Mahabalipuram is in the World Heritage Sites, where the
alteration of existing condition is not permitted by Archaeological Survey of
India.
 Proposed Sriperumbudur Bypass passes through built-up sections and waterbodies and
wetlands of Sriperumbudur Lake and surrounding area.
 Proposed Thiruvallur Bypass starts/passing through built-up sections and industrial area.
 The Section between NH-5 in Thatchur and the Ennore Port is a new road alignment.
Consideration of Avoidance, Mitigation and Minimization of Impacts in the New Plan

Considering the items pointed out by the committees as described above, HMPD prepared the
DPR with New Plan, and the New Plan was approved by the Principal Secretary of HMPD on July
9th, 2014.
Outline of the major characteristics and mitigation measures by section of the New Plan
(Current Plan) are described in Table 5.1.
Table 3.1 Consideration of Avoidance, Mitigation and Minimization of Impacts in New Plan
・ The alignment of Northern Port Access Road and TPP Link Road which had been
prepared by NHAI independently is also followed in the New Plan.
Sec. 1 ・ The alignment of the Northern Port Access Road and TPP Link Road passes south
of the Original Plan to avoid the residential areas such as Puduvoyal, Ponneri and
others.
(North of Tamaraipakkam)
・ The New Plan avoids residential areas such as Vengal, Vadamadurai,
Sec. 2 Periyapalayam. Vengal bypass road as well as Vadamadurai bypass road are no
longer necessary.
(South of Tamaraipakkam)
・ Not by improving the existing road, but by constructing a new bypass road, the
New Plan avoids residential areas such as Tamaraipakkam and Velliyur as well as
religious facilities such as Hindu temples and Christian churches.
・ The New Plan avoids residential areas such as Thirvallur, Kakkalur and
Manavalangar as well as Melnallathur industrial area for minimizing adverse
impacts.
Sec. 3
・ For the area close to Sriperumbudur residential area and Srperubudur Lake, the
adverse impacts are minimized by improving the existing road rather installing a
new road.
・ Improvement of the existing road is planned for this Section and thus no
Sec. 4
difference between the Original and New Plans.
・ By passing the north of Singaperumalkoi through farm lands as well as paddy
fields, the new alignment avoid causing adverse impacts on residential area.
・ By moving the end point to the cross point of NH 49 close to Poonjeri, the New
Sec. 5
Plan avoids having adverse impacts on the World Heritage site. The end point,
originally set up as start point, was at Thirukazhukundram Road in
Mahabalipuram.
Original Plan: New Construction

Original Plan: Widening
New Plan: New Construction
New Plan: Widening
Sec. 1 and Sec. 2


New Plan: Widening
Sec. 3 and Sec. 4

Fig 3.2 Comparison of the Original Plan and the New Plan (1)
New Plan: Widening
Sec. 5
Figure 3.3 Comparison of Original Plan and New Plan (2)
The JICA Study Team compared the zero-option (no project option), the Original Plan, and the
New Plan. Table 3.2 shows the comparison of alternative plans. The Team concluded the New
Plan is the most reasonable plan among the alternatives.
Table 3.2 Comparison of Alternative Plans
Plan-0
Compared Plan-1 Plan-2 Plan-2
Zero-Option
Items Original Plan New Plan New Plan with ITS
-without any project-
 The peripherical  In addition to the  In addition to the  In addition to the
road is not existing road existing road existing road
implemented while network, network, network,
the existing road peripherical road peripherical road peripherical road
network handles the with original with current with current
expected traffic alignment handle proposed alignment proposed alignment
demands. the expected traffic and ITS facilities and ITS facilities
 The current road demands. handle the expected handle the expected
Outline
network as well as traffic demands. traffic demands.
the current traffic Peripherical Ring Peripherical Ring Peripherical Ring
conditions is Road： Road： Road：
maintained. L=133km L=133km
 L = 162km
 Main road with  Main road with  Main road with
4-6 lanes with 4-6 lanes with 4-6 lanes with
one lane service one lane service one lane service
roads on both roads on both roads on both
Plan-0
Zero-Option
sides with the sides with the sides with the
total length of distance of distance of
162km consists 162km consists 162km consists
of 85.1km of of 96.9km of of 96.9km of
new installation new construction new construction
intervals and intervals intervals
77.0km of 36.5km of 36.5km of
improvement improvement improvement
(widening) (widening) (widening)
intervals. intervals. intervals.
 Maximize the  The alignment of ITS Facilities：
use of existing the plan-2 is  Traffic control
road while install approved by the system covering
bypasses to committees set by the project
avoid passing the state proposed
through government. intervals consists
residential area of traffic
along the management
suburbs of system and toll
Chennai collecting
metropolitan system.
area.  Traffic
information
system covering
whole Chennai
metropolitan
area, City bus
management
system, traffic
control system in
Chennai
metropolitan
area
 The alignment of
the plan-2 is
approved by the
committees set by
the state
government.
Improve × ○ ○ ◎
ment of  With out the project  Peripherical ring  Peripherical ring  Peripherical ring
the which improve the road is expected to road is expected to road is expected to
traffic conditions, properly allocate properly allocate properly allocate
traffic
the traffic condition the incoming traffic the incoming traffic the incoming traffic
conditio to Chennai by to Chennai by
is expected to be to Chennai by
ns worsen according to working as ring working as ring working as ring
the social and road and expected road and expected road and expected
economic growth of to alleviate the to alleviate the to alleviate the
Chennai area. traffic congestion in traffic congestion in traffic congestion in
the city in certain the city in certain the city in certain
level. level. level.
 The distance to the  By including the
Ennore/Katapari TPP Link road in
port from the this project and ITS
industrial zone is implementation,
Plan-0
Zero-Option
shorter than that of systematic
Plan 1 and thus, this utilization of road
plan contributes network in Chennai
better regarding the area becomes
improvement of available and thus,
accessibility to the the effects of the
ports. traffic congestion
 By having longer alleviation is
new installation expected to be the
intervals, the most.
flexibility of  The distance to the
designing the Ennore/Katapari
alignment became port from the
industrial zone is
shorter than that of
Plan 1 and thus, this
plan contributes
better regarding the
improvement of
accessibility to the
ports.
 By having longer
new installation
intervals, the
flexibility of
designing the
alignment became
increased. This leads
to more higher
traveling
performance and
safety of the road
comparing to those
of plan-1.
Impact △ △ △ △
on living  The degraded traffic  Traffic congestion is  Traffic congestion is  Traffic congestion is
and local condition lead to expected to be expected to be expected to be
conditio the disturbance of alleviated and the alleviated and the alleviated and the
the community life possibility of health possibility of health possibility of health
ns
such as commuting deterioration by deterioration by deterioration by
to work, job and exhaust gas will be exhaust gas will be exhaust gas will be
hospitals. In decrease. decrease. decrease.
addition, the  By having service  By having service  By having service
possibility of having road on both sides road on both sides road on both sides
health deterioration of the highway, the of the highway, the of the highway, the
is expected to be fragmentation of fragmentation of fragmentation of
higher by the the local area will the local area will the local area will
increase of exhaust be alleviated in be alleviated in be alleviated in
gas from increased certain degree. certain degree. certain degree.
traffic.
 No fragmentation
of the community is
expected.
Adverse ◎ △ ○ ○
impacts  No direct adverse  There is a possibility  There is a possibility  There is a possibility
on impact nor the any of having adverse of having adverse of having adverse
Plan-0
Zero-Option
natural change by the impact on the impact on the impact on the
environ project is expected. natural natural natural
ment environmental by environmental by environmental by
altering the land use altering the land use altering the land use
and
of the CRZ area and of the CRZ area and of the CRZ area and
mitigatio reserved forest reserved forest reserved forest
n partially. partially. partially.
measures  The length of  The length of
intervals passing the intervals passing the
reserved forest is reserved forest is
shorter than that of shorter than that of
Plan-1. Plan-1.
Adverse △ × ○ ○
impacts  No change  Land acquisition  Land acquisition  Land acquisition
on social regarding the illegal and resettlement are and resettlement are and resettlement are
environ occupation in ROW required and this required and this required and this
is expected while no may cause adverse may cause adverse may cause adverse
ment
resettlement occurs. effect on the effect on the effect on the
and  The degree of the livelihood of the livelihood of the livelihood of the
mitigatio traffic congestion is residents. residents. residents.
n expected to become  The total length of  The total length of  The total length of
measures worse. the proposed the proposed the proposed
alignments is 162km alignments is 133km alignments is 133km
and therefore the and therefore the and therefore the
size of the area for size of the area for size of the area for
land acquisition land acquisition land acquisition
becomes bigger than becomes smaller becomes smaller
that of the plan-2. than that of the than that of the
 In addition, the plan-1. plan-1.
intervals of the  In addition, the  In addition, the
improvement by intervals of the intervals of the
widening the improvement by improvement by
existing road is widening the widening the
77km long and existing road is existing road is
therefore the 37km long and 37km long and
expected number of therefore the therefore the
the residents for the expected number of expected number of
resettlement the residents for the the residents for the
becomes larger than resettlement resettlement
that of plan-2. becomes smaller becomes smaller
 Gap between the than that of plan-1. than that of plan-1.
JICA guideline \and  Gap between the  Gap between the
India legal system JICA guideline \and JICA guideline \and
regarding the India legal system India legal system
resettlement while regarding the regarding the
the Gap can be resettlement while resettlement while
filled by conducting the Gap can be the Gap can be
gap analysis and filled by conducting filled by conducting
proper counter gap analysis and gap analysis and
measures. proper counter proper counter
 The traffic measures. measures.
conjunction in the  The resettlement  The resettlement
central area will be number is smaller number is smaller
alleviated. than that of Plan-1 than that of Plan-1
due to the due to the
alignment shape alignment shape
Plan-0
Zero-Option
which is avoiding which is avoiding
larger number of larger number of
residential areas. residential areas.
 Although the length  Although the length
of the new of the new
installation intervals installation intervals
are longer than that are longer than that
of Plan-1, the of Plan-1, the
expected adverse expected adverse
impacts can be impacts can be
smaller than that of smaller than that of
Plan-1 as far as the Plan-1 as far as the
proper proper
compensation for compensation for
farmland, wasteland farmland, wasteland
and paddy field and paddy field
where the where the
alignment passes are alignment passes are
properly properly
compensated. compensated.
 The traffic  The traffic
conjunction in the conjunction in the
central area will be central area will be
alleviated to a alleviated.
certain extent.
Economi ○ △ △ △
c  Initial cost as well as  It is necessary to  It is necessary to  It is necessary to
Performa any operational cost secure the cost as secure the cost as secure the cost as
nce are not required. initial investment initial investment initial investment
 Social loss due to for, equipment, for, equipment, for, equipment,
the traffic construction and its construction and its construction and its
congestion becomes management & management & management &
worst. supervision, land supervision, land supervision, land
acquisition and acquisition and acquisition and
resettlement, resettlement, resettlement,
compensation, as compensation. compensation, as
well as operation  Social loss due to well as operation
and maintenance the traffic and maintenance
cost for road and congestion becomes cost for road and
ITS. less than that of ITS.
 Social loss due to plan-1.  Social loss due to
the traffic the traffic
congestion becomes congestion becomes
less than that of less than that of
plan-0. plan-1.
Total △ ○ ○ ◎ -proposed plan-
Evaluatio  Due to the non-  Although initial cost  Although initial cost  Although initial cost
n implementation of as well as the as well as the as well as the
any project activity, operational costs operational costs operational costs
no budget is are required, are required, are required,
required and no positive impacts on positive impacts on positive impacts on
direct adverse social environment social environment social environment
impact on is expected due to is expected due to is expected due to
environmental and the alleviation of the alleviation of the alleviation of
social conditions is traffic congestion. traffic congestion at traffic congestion
expected while the  This plan may cause certain extent. over a side range.
Plan-0
Zero-Option
economical and adverse impacts on  This plan may cause  This plan may cause
social loss due to both natural and adverse impacts, adverse impacts,
the traffic social environment which is lesser than which is lesser than
conditions becomes and thus the that of Plan-1, on that of Plan-1, on
worst. mitigation measures both natural and both natural and
and the monitoring social environment social environment
activities are and thus the and thus the
required. mitigation measures mitigation measures
and the monitoring and the monitoring
activities are activities are
required. required.
CHAPTER 4: DESCRIPTION OF THE ENVIRONMENT
4.1 INTRODUCTION
In order to assess the impacts of the proposed improvement to the project

road, field visits were made undertaken to understand environmental profile of
the project influence area. This involved field inspections at all the sensitive
locations, collection of secondary information for all the environmental
components and discussions with the officials, NGO’s and local populace. The
profile presented below comprises of the following:
 Physical environmental components such as meteorology, geology,

topography, soil characteristics, air quality, surface and sub-surface water
quality;
 Biological environmental components such as aquatic, biotic and marine
flora,
fauna and mammals, and
 Land environment in terms of land use, soil composition.
4.2 COLLECTION OF BASELINE ENVIRONMENTAL DATA
4.2.1 PRIMARY BASELINE DATA
Primary baseline data has been collected in the right of way as well as the area
falling within 500 meters on either side of right of way and secondary data has
been collected within 15km aerial distance as specifically mentioned at Para
9(iii) of Form I of EIA Notification 2006 and its amendment 2009. Baseline
data of prominent environmental attributes like ambient air, water, soil, noise,
socio-economic features, and terrestrial ecology was collected. The baseline
study for the project was conducted in the month of November 2017,
February, 2018 and March, 2018.
4.2.2 SECONDARY BASELINE DATA
Secondary data of the project area were collected from secondary sources like
publishes literatures from various government agencies, or institutions on
physical, biological and social components of environment. The data were
reviewed and verified for establishing existing environmental and ecological
status within the project area. Following documents from different sources
were consulted for collection of baseline environmental data.
Table 4.1 Sources of Secondary Data
S. No. Information Source

Topo sheets, District Planning
1 Survey of India, Govt. of India
Maps
Indian Meteorological
2 Meteorological data
Department, Govt. of India
Reserve Forests, Protected Department of Forests, Govt of
3
Forests and Wildlife Sanctuaries Tamil Nadu
Department of Forests, Govt of
4 Forests Statistics
Tamil Nadu
Wildlife Sanctuary/ National Wildlife Department/ Forest
5
Parks department, T.N
District Census Handbook, Govt.
6 Demographic Profile
of India,
7 Archeological Monuments/Sites Archaeological Survey of India
8 Legislative Acts and Rules Ministry of Environment and
S. No. Information Source

Forest, Govt. of India
Census of India, Government of
9 Census Data of 2011
India
4.2.3 METHODOLOGY ADOPTED
The following methodology was adopted for data collection.

 Sampling of soil and water, monitoring of air quality and noise level and
other field data collection were carried out.
 In order to assess the Ambient Air Quality (AAQ), samples of ambient air
were collected by installation of Respirable Dust Sampler at different
locations within the study area during study period and analyzed for
primary air pollutants to work out the existing status of air quality.
 Surface water collected from rivers and available local surface water
body like pond, lakes etc. The samples were analyzed for parameters
necessary to determine water quality (based on IS: 10500 criteria) and
those which are relevant from the point of view of environmental
impact of the proposed highway project.
 Soil samples were collected and analyzed for relevant physical and
chemical characteristics in order to assess the impact of the proposed
project on soil.
 The noise level measurements were made at various locations (24 hr
sampling) with the help of sound level meter in the study area to
establish the baseline noise levels in the impact zone.
 Socio-economic data was collected from field studies during study
period and secondary sources like district administration & Census of
India 2011.
 Inventory of flora and fauna species was made by a team of ecologist

during the site visit in November 2017.
4.2.4 PHYSICAL ENVIRONMENT
Information of various physical parameters was collected from the Indian

Meteorological Department, Statistical Department, Forest Department,
Department of Environment and other concern Government Departments and
discussions with the officials from these agencies.
Proposed development covers both Tiruvallur and Kanchipuram district.

4.2.5 RAINFALL AND CLIMATE
The Thiruvallur district receives the rain under the influence of both southwest
and northeast monsoons. Most of the precipitation occurs in the form of
cyclonic stoms caused due to the depressions in Bay of Bengal chiefly during
Northeast monsoon period. The southwest monsoon rainfall is highly erratic
and summer rains are negligible. Rainfall data analysis shows that the normal
annual rainfall varies from 950mm to 1150mm.
The district enjoys a tropical climate. The period from April to June is generally
hot and dry. The weather is pleasant during the period from November to
January. Usually mornings are more humid than afternoons. The relative
humidity varies between 65 and 85% in the mornings while in the afternoon it
varies between 40 and 70%.
The annual mean minimum and maximum temperature are 24.3 ° and 32.9°C
respectively. The day time heat is oppressive and the temperature is as high as
41.2°C. The lowest temperature recorded is of the order of 18.1°C.
Kanchipuram district generally experiences hot and humid climatic conditions.
The district receives the rain under the influence of both southeast and
northeast monsoons. Most of the precipitation occurs in the form of cyclonic
storm caused due to the depressions in Bay of Bengal chiefly during northeast
monsoon period. The southwest monsoon rainfall is highly erratic and summer
rains are negligible. The normal annual rainfall over the district varies from
1105 mm to 1214mm. The minimum and maximum temperature is 20°C &
37°C. The daytime heat is oppressive and the temperature is as high as 43°C.
Meterology:
The study area is located is Kanchipuram and Tiruvallur Districts. These districts
has warm climate. The area experiences warm summers and cool winters.
Winter season ranges from mid of November to February and summer season
EIA report for Proposed
oposed Chennai Peripheral Road
ranges from March to mid of June. The climate shoes a major shift from the
study heat to the pleasantly cold during winter.
Wind direction - Nov

Wind direction - Feb
Wind direction - Mar

4.2.6 GEOMORPHOLOGICAL AND SOIL TYPES
The prominent geomorphic units identified in the district through

interpretation of Satellite imagery are 1) Alluvial Plain, 2) Old River Courses 3)
Coastal plains 4) Shallow & deep buried Pediments, 5) Pediments and 6)
Structural Hills.
The elevation of the area ranges from 183 m amsl in the west to sea level in the
east. Four cycles of erosion gave raise to a complex assemblage of fluvial,
estuarine and marine deposits. The major part of the area is characterised by an
undulating topography with innumerable depressions which are used as
irrigation tanks.
The coastal tract is marked by three beach terraces with broad inter-terrace
depressions. The coastal plains display a fairly lower level or gently rolling
surface and only slightly elevated above the local water surfaces or rivers. The
straight trend of the coastal tract is resultant of development of vast alluvial
plains. There are a number of dunes in the coastal tract.
In Kanchipuram district, the coastal plain displays a fairly low level or gently
rolling surface and only slightly elevated above the local water surfaces on
rivers. The straight trend of the coastline is a result of development of a vast
alluvial plain. There are a number of sand dunes in the coastal tract. The
coastal landforms include estuarine tidal, mud flats or lagoons and salt marsh
etc.
SOILS
In Tiruvallur district Soils in the area have been classified into i) Red soil ii)
Black soil iii) Alluvial soil iv) colluvial soil. The major part is covered by Red
soil of red sandy/clay loam type. Ferrugineous red soils are also seen at places.
Black soils are deep to very deep and generally occurs in the depressions
adjacent to hilly areas, in the western part. Alluvial soils occur along the river
courses and eastern part of the coastal areas. Sandy coastal alluvium
(arenaceous soil) are seen all along the sea coast as a narrow belt.
In Kanchipuram district, Soils have been classified into 1) clayey soil, 2) red
sandy or red loamy soil 3) Red sandy brown clayey soil and 4) Alluvial soil. Of
the above soils brown clayey soil is the most predominant, covering more than
71 percent of the areal extent of Kanchipuram district. Alluvial soils are found
on the banks of Palar, Cheyyar and other rivers. The river alluvium is
transported and is seen in coastal area of this district. Sandy coastal alluvial
(arenacious soil) occurs along the seacoast as a narrow belt.
HYDROGEOLOGY
The Tiruvallur district is underlain by both porous and fissured formations. .
The important aquifer systems in the district are constituted by i)
unconsolidated & semi-consolidated formations and ii) weathered, fissured and
fractured crystalline rocks. The porous formations in the district include
sandstones and clays of Jurassic age (Upper Gondwana), marine sediments of
Cretaceous age, Sandstones of Tertiary age and Recent alluvial formations. As
the Gondwana formations are well-compacted and poorly jointed, the
movement of ground water in these formations is mostly restricted to shallow
levels.
Ground water occurs under phreatic to semi-confined conditions in the inter-
granular pore spaces in sands and sandstones and the bedding planes and thin
fractures in shales. In the area underlain by Cretaceous sediments, ground water
development is rather poor due to the rugged nature of the terrain and the
poor quality of the formation water. Quaternary formations comprising mainly
sands, clays and gravels are confined to major drainage courses in the district.
The maximum thickness of alluvium is 30.0 m. whereas the average thickness is
about 15.0 m. Ground water occurs under phreatic to semi-confined conditions
in these formations and is being developed by means of dug wells and filter
points.
Alluvium, which forms a good aquifer system along the Araniyar and
Korattalaiyar river bed which is one of the major sources of water supply to
urban areas of Chennai city and also to the industrial units. Ground water
generally occurs under phreatic conditions in the weathered mantle and under
semi-confined conditions in the fissured and fractured zones at deeper levels.
The thickness of weathered zone in the district is in the range of 2 to 12 m. The
depth of the wells ranged from 8.00 to 15.00 m bgl.
The Kanchipuram district is underlain by both sedimentary and fissured
formations. The important aquifer system in the district are constituted by 1)
unconsolidated and semi consolidated formations and 2) weathered, fissured
and fractured crystalline rocks.
- Unconsolidated - Consolidated
Fig 4.1 Hydrogeology – Thiruvallur District
- Unconsolidated
- Consolidated
- Semi
Consolidated
Fig 4.2 Hydrogeology – Kanchipuram

4.2.7 LAND USE
The proposed route passes mainly through agricultural land and Bay of Bengal
A glimpse of some of the land uses along the project roads are as follows:
Table 4.2 Land-use of the Study Area (15km buffer)

Classification Area in Sqkm %
Agriculture Double Crop 687.74 15.55
Agriculture Single Crop 919.95 20.79
Agriculture Plantation 401.28 9.07
Agriculture Fallow Land 352.76 7.97
Forest 219.52 4.96
Barren/Unculturable/
568.47 12.85
Waste Lands/Scrub Land
Builtup Land 300.39 6.79
Ind/Mine/Quarry/Port 152.81 3.45
Saltpans 43.02 0.97
Water Body 778.09 17.59
It can be seen from Table 3.2 that the area of project site is predominated by
agricultural area (53.38%). water body covers about 17.59% of the total area.
4.2.8 AMBIENT AIR QUALITY
The monitoring of the ambient air quality (AAQ) for 15 locations along the
project corridor was carried out at each station (7 consecutive days once in a
month for 3 months - 24hr monitoring). Monitoring was carried out by taking
24 hourly samples at each location as per guidelines of Central Pollution
Control Board and the requirements of MoEF&CC&CC.
The figure 3.3 below shows the location of monitoring station.
Fig 4.3 Location of monitoring station
The table 3.3 below shows the location of the sampling sites and its
coordinates in the project route.
Table 4.3 Location of the sampling sites
Site location
S. No Site Section Location
coordinates
13°16'37.14"N
Kattupalli
1 AAQ 1 Section 1 80° 9'8.25"E
Section 1 Nandiyampakkam 13°16'27.37"N

2 AAQ 2
80°16'23.08"E
Section 1 Neithavayal 13°17'32.56"N
3 AAQ 3
80°16'0.28"E
13°19'48.92"N
4 AAQ 4 Section 1 Vannipakkam 80°20'9.30"E
Site location
S. No Site Section Location
coordinates
13°17'15.53"N
5 AAQ 5 Section 2 Athipedu
80°13'10.55"E
Section 2 13°13'37.68’’N
6 AAQ 6 Thamaraipakkam
80°1'43.69’’E
Section 2 13°11'50.17’’N
7 AAQ 7 Kilanoor
79°57'31.64’’E
13° 7'11.50’’N
8 AAQ 8 Section 3 Putlur
79°56'14.53’’E
Section 3 13°03'22.37"N
9 AAQ 9 Polivakkam
79°54'46.73"E
Section 3 12°58'2.80"N
10 AAQ 10 Sriperumbudur
79°56'30.73"E
12°36'53.55”N
11 AAQ 11 Section 4 Poonjeri
80°10'9.16"E
12°39'49.17’’N
12 AAQ 12 Section 4 Otteri
80°5'33.38’E
12°44'23.50"N
13 AAQ 13 Section 5 Hanumanthapuram
80° 3'49.09"E
12°45'56.05’’N
14 AAQ 14 Section 5 Singaperumalkoil
80°0'16.94’’E
12°50'38.63"N
15 AAQ 15 Section 5 Oragadam
79°56'44.56"E
Specific station-wise Ambient Air Quality (AAQ) data for PM10, PM2.5, SO2,
NOx
CO and HC as recorded during the period of November, February and March
2018 are described below:
Particulate Matter - 7 consecutive day sampling once in a month for 3 month -
24 hr sampling
Gases - 7 consecutive day sampling once in a month for 3 month - 8 x 3:
averaged for 24 hr sampling.
Table 4.4 Ambient Air Quality Data
Pollutant concentration
Monitori
PM 10
ng station PM2.5 SO2 NOX CO HC
(µg/m3
code (µg/m3) (µg/m3) (µg/m3) (mg/m3) (ppm)
)
BQL(LOQ:1.
AAQ 1 82.5 53.6 9.5 18.8 BQL(LOQ:0.1)
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 2 58.1 36.6 7.1 14.4
1)
AAQ 3 44.6 27.3 0 7.2
1)
AAQ 4 62.2 38.4 9.8 18.43
1)
AAQ 5 91.0 57.1 9.2 20.2
1)
BQL(LOQ:1.
AAQ 6 128.2 83.7 8.4 18.1 BQL(LOQ:0.1)
1)
AAQ 7 201.1 131.3 15.9 34.6
1)
AAQ 8 153.5 99.9 12.5 26.8 BQL(LOQ:1. BQL(LOQ:0.1)
Pollutant concentration
Monitori
PM 10
ng station PM2.5 SO2 NOX CO HC
(µg/m3
code (µg/m3) (µg/m3) (µg/m3) (mg/m3) (ppm)
)
1)
AAQ 9 156.9 99.6 10.9 22.9
1)
AAQ 10 133.7 86.1 10.1 19.7
1)
AAQ 11 217.5 135.4 22.9 47.6
1)
AAQ 12 208.4 119.1 38.6 35
1)
AAQ 13 135.5 90.9 9.7 21.3
1)
AAQ 14 215.8 131 20.8 48.5
1)
AAQ 15 190.7 115.1 15.9 33.9
1)
PM 10 PM 2.5
NOx SO2
Section 1 Section 2 Section 3 Section 4 Section 5
Result and discussion:

Particulate matter (PM 2.5):
The value of PM 10 varies from 44.7 to 217.5 µg/m3. The values are well
within the limits in all the places in section 1. The values are high in all places in
the remaining sections. The maxim
maximum
um value is observed in Poonjeri.
Poonjeri The
reason is mainly because the area is industrialized and also d
due to the traffic
congestions over there.
Particulate matter (PM 10):

The values range from 27.3 to 135.4 µg/m3. The values are well within the
standards in all the places in section 1 and section 2 except in kilanoor. In
remaining sections, the values are very high in all the places. The highest
highe value
is observed in Poonjeri. The reason is mainly due to the vehicular movement
Oxides of Nitrogen (NOx)

The values ranges from 8.4 to 38.6. The highest value is recorded in Otteri
(Section 4). But all the values are well within the NAAQ Standards. So there is
no significant impact.
Sulphur Dioxide (SO2)

The concentration of SO2 varies from 7.2 to 48.5. The highest value is
recorded in Singaperumal Koil (Section 5 ). The values were within the NAAQ
Standards.
CO and HC:
The values of CO and HC are well below the quantification limit in all the
places. Hence there will not be any significant impact due to these parameters.
Air modeling
To assess the impact on air quality of the project area during operation phase,
air pollution dispersion modeling was carried out using future traffic
projections. The modeling was carried out using CALINE 4, line source model
developed by the California Transport Department. Carbon monoxide (CO) is
the main component of the vehicular pollution. So, prediction of CO
concentration is representative of the impacts of air pollution due to traffic
movement.
CALINE – 4 Model
CALINE - $ is line source Gaussian plume dispersion model, employing a mixing

zone concept to characterize pollutant dispersion over the highway. The main
purpose of the model is to assess air quality near transportation facilities. Given
source strength, meterology and site geometry, CALINE -4 can predict the
pollutant concentrations for receptors located within 500 m of the roadway. It
predicts the concentrations of Carbon monoxide (CO), nitrogen dioxide
(NO2), and suspended particle matter (SPM) near roadways. CALINE-4 model
can be run for standard and worst case conditions to predict the increment in
pollutant concentration due to the proposed activity. For the present project,
the model was used to predict for worst case scenario, to predict the maximum
pollution levels at receptors due to the proposed project.
Traffic Data
The traffic surveys have been carried out along the corridor to establish base
year traffic with reference to traffic movements.
Road geometry
In the CALINE 4 model the entire length of the road section is divided into
various links. The division of sections into links has been done in such a way, so
that the link can be fairly considered as straight stretch of road having
homogenous geometry with uniform width, height and traffic volume. The
coordinates of end point of links specify the location of the links in the model.
The model uses Guassian dispersion parameters that are fairly accurate upto 10
km distance.
Emission factor
The following emission factors have been taken from the automotive research
association of India, Pune and details area given below table as per standard.
Emission factors for Indian Vehicles
Type of vehicles Emission factor (gm/km)

PM NOx CO HC
HCV diesel truck 1.24 9.30 6.0 0.37
HCV Diesel Bus 0.30 6.53 3.92 0.16
HCV CNG Bus 0.044 6.21 3.72 3.75
LCV Diesel 0.475 2.12 3.66 1.35
MUV Diesel 0.096 0.67 0.25 0.19
Passenger Cars (CNG) 0.002 0.01 0.60 0.36
Passenger Cars (Diesel) 0.015 0.28 0.06 0.08
Passenger Cars (Petrol) 0.002 0.09 0.84 0.12
Passengers cars 0.004 0.20 1.30 0.24
Three Wheeler CNG 0.118 0.19 0.69 2.06
Three Wheeler Diesel 0.091 0.51 0.41 0.14
Three Wheelers (4 Stroke) 0.015 0.53 2.29 0.77
Three wheeler (2 stroke) 0.043 0.16 1.15 1.63
Motorcycle (4 Stroke) 0.013 0.15 0.72 0.52

Type of vehicles Emission factor (gm/km)
PM NOx CO HC
Motorcycle (2 stroke) - - - -
Scooter (4 stroke) 0.015 0.25 0.40 0.15
Scooter (2 stroke) 0.057 0.02 0.16 0.86
Moped (4 stroke) 0.010 0.29 0.81 0.50
Moped (2 stroke) 0.018 0.02 0.46 0.60
It was observed that the maximum emission load due to road traffic occurred
in morning and there is no source of air pollution. This will be used for future
prediction of air pollution and its impact on near to the proposed project.
In future, only CO will increase gradually after operation of the project.

However, it is expected that under standard meteorological conditions and
with improvement in vehicle technology, the actual incremental rise in the
concentration of CO will be less than predicted.
4.2.9 NOISE ENVIRONMENT
The baseline assessment of prevailing noise levels in and around the study area
is an important parameter in preparation of impact assessment report. Impact
of noise sources on environment depend upon the sources which are
generating noise and their respective characteristics. Noise levels are more
annoying in the night time particularly in the residential area. The
environmental impact of noise can have several effects varying from hearing
loss to annoyance depending on loudness of noise levels. In the present study,
Sound Pressure Level (SPL) was measured by a sophisticated sound level meter
(Integrating Sound Level Meter Cygnet, Model 2031A). since loudness of sound
is important by its effects on people, the dependence of loudness upon
frequency must be taken into account in environmental noise assessment. This
has been achieved by the use of A-weighting filters in the noise measuring
instrument which gives a direct reading of approximate loudness. As per these
rules, noise levels should be managed as per Ambient Air Quality Standards in
respect of Noise. Ambient air quality standards in respect of noise are given in
Table 4.5.
Table 4.5 Ambient Air Quality Standards in respect of Noise
Noise dB(A) Leq

Area Code Category of Area
Day time* Night time*
A Industrial Area 75 70
B Commercial Area 65 55
C Residential Area 55 45
D Silence Zone 50 40
Note: Daytime is from 6.00am to 10.00 pm and Nighttime is from 10.00

pm to 6.00 am.
Methodology
The ambient noise level was monitored using Integrating/logging Sound level
meter. It has an indicating mode of Lp and Leq. Keeping the mode in Lp for
few minutes and setting the corresponding range and the weighting network
in “A” weighting set the sound level meter was run and Leq was measured at
all locations. Intensity of sound energy in the environment is measured in a
logarithmic scale and is expressed in a decibel, dB (A) scale. The day noise
levels have been monitored during 6.00am to 10.00pm and night noise levels,
during 10.00pm to 6.00am at all the ten locations covered in 10 km radius of
the study area. Some protocols mentioned below were adopted while
monitoring the levels to ensure the credibility of the monitoring data.
Protocols for Ambient Noise Level Monitoring
1 Ensure that the microphone of the instrument shall be kept clean & free
from any dust.
2 Ensure the equipment used to be properly calibrated and calibration

status of equipment to be used for monitoring.
3 Ensure that the CPCB methodology shall be used for monitoring.
4 Ensure that only Type II or Type III noise level monitoring instrument
shall be used for monitoring.
5 Ensure that the laboratory personnel are competent to carryout spot

calibration, if required.
6 The field sampling dates to be informed well in advance to depute

experts at site during the field measurement.
Principle of Sound level Meter
Ordinary sound level meter measures the sound energy that reaches the
microphone by converting it into electrical energy and then measures the
magnitude in dB(A). In a sophisticated type of sound level meter, an
additional circuit (filters) is provided, which modifies the received signal in

such a way that it replicates the sound signal as received by the human ear and
the magnitude of sound level in this scale is denoted as dB (A). The sound
levels are expressed in dB (A) scale for the purpose of comparison of noise
levels, which is universally accepted by the international community.
Sampling Locations, Parameters and Frequency
Study area comprises of mixed land-use. Noise quality monitoring was carried
out during Nov 2017, Feb, 2018 and March, 2018. Noise Quality Monitoring
Stations were selected based on following criteria.
Criteria for selection of noise quality monitoring stations are:
1) Monitoring stations shall be selected both in dominant upwind and

downwind directions.
2) Monitoring stations to be selected near ecologically sensitive areas.
3) Monitoring stations shall be selected near highly populated areas.
4) Stations shall be selected near main roads or highways
5) Stations shall be selected near industrial or commercial area, if any
Noise quality monitoring station is listed in Table 4.6.
Table 4.6 : Location of Noise Quality Monitoring Stations
S. Locations
Locations
No. Code
1 Nolapakkam N 01
2 Nauvayal N 02
3 Vannivakkam N 03
4 Athipedu N 04
5 Kattupalli N 05
6 Thamaraipakkam N 06
7 Kilanoor N 07
8 Putlur N 08
9 Pollivakkam N 09
10 Sriperumbadur N 10
11 Orgadam N 11
12 Singaperumalkoil N 12
13 Hanumanthapuram N 13
14 Otteri N 14
15 Poonjeri N 15
Results and Discussion
Results of noise quality monitoring studies are given in Table 3.7 & Figure 3.4
(a).
Table 4.7: Results of Noise Level monitoring in Study Area (Pre-Monsoon

Season, March-May)
Location Noise Levels in dB(A)

S.No. Location
Code Day Time Night Time
(Leq) (Leq)
1 N 01 Nolapakkam 50.11 39.6
2 N 02 Nauvayal 49.9 41.1
3 N 03 Vannivakkam 51.6 40.4
4 N 04 Athipedu 50.4 39.4
5 N 05 Kattupalli 48.3 37.8
6 N 06 Thamaraipakkam 55.5 42.7
7 N 07 Kilanoor 52.1 40.1
8 N 08 Putlur 44.8 37.1
9 N 09 Pollivakkam 51.3 41.5
10 N 10 Sriperumbadur 46.3 37.2
11 N 11 Orgadam 47.5 38.5
12 N 12 Singaperumalkoil 52.2 42.4
13 N 13 Hanumanthapuram 45.8 33.0
14 N 14 Otteri 49.6 44.2
15 N 15 Poonjeri 55.6 57.6
Figure 4.4 (a) Noise Levels in Study Area – Day time
Figure 4.4 (b) Noise Levels in Study Area – Night time
Monitoring stations were chosen in both residential area and near the highways
all along the entire stretch. As per the noise level monitoring data, it has been
found that night time Leq varies from 33 to 57.6 dB (A) during night time and
day time Leq varies from 44.8 to 59.6 dB (A) during the daytime Leq (Ld) within
the study area. Noise level at Poonjeri is higher than the other monitoring
stations.
Since monitoring location at Poonjeri is near highway road, the values are
above the standards. It is well indicated from the result that the noise levels are
close to the standards as the areas are already well developed. During
construction time appropriate mitigation measures will be taken care off.
Construction activity will not be taken during night time. Maintenance for the
heavy machinery will be done at regular intervals.
Noise Modeling
To assess the noise levels at the various sensitive receptor locations along the
corridor, the prediction of noise levels has been made for the horizon year
2015, 2025 and 2035 using the FHWA Transport Noise Model. The highway
Noise model presented below is based upon calculating the hourly Leq for
Category wise vehicles separately and then adding these logarithmically to
obtain the overall hourly Leq as follows:
Where,
Leq (hi): Equivalent noise level at the hour (hi) for vehicle type(i)
Loei: Reference mean energy level for (ith) vehicle type
Ni: Number of vehicles of (ith) cass passing in time (T) one hour (1 hour)
Si: Average speed of vehicles of (ith) class (kmph)
T: Time duration corresponding to Ni, one hour
D: Perpendicular distance in (m) from centre line of the traffic lane to observer
A: Factor relating to absorption characteristics of the ground cover between

roadway and observer
∂S: Shielding factor for barrier
The combined effect of all the vehicle categories can be determined at the
receptor by adding the individual values using the following equation
4.2.10 WATER ENVIRONMENT
Surface water have been collected from five places along the project road to
ascertain the baseline conditions of water quality.
S. Surface water sampling Project Co ordinates

No station Latitude Longitude
1 Buckingham Canal 13o17’61”N 80o19’42.12”E
2 Kosasthalaiyar River 13o13’50.97”N 80o1’35.84”E
3 Cooum River 13o06’33.99”N 79o56’7.65”E
4 Tank north east of 12o45’44.26”N 80o0’52.41”E
Thangamal colony
5 Sriperumbudur Lake 12o58’03.1”N 79o56’29.6”E
Surface water was collected from the above mentioned sampling

stations. The type of sampling was Area-Integrated grab sample: made by
merging the sequence of samples taken at different sampling locations spatially
dispersed in the river courses (at predetermined depth of 20 cm). The table
shows the sampling stations with geographical locations. Water samples were
collected for the analysis of physic-chemical parameters.
Location
Parameters
SW1 SW2 SW3 SW4 SW5
pH (at 25°C) 7.59 7.05 7.83 7.67 7.14

Electrical
37000 1200 945 479 358
Conductivity
BQL (LOQ: BQL (LOQ
Turbidity 42.6 10.2 6.3
1) :1)
Total
Dissolved 23000 780 614 281 224
Solids
Total
Suspended 10.8 BQL(LOQ:2) BQL(LOQ:2) 4 BQL(LOQ:2)
Solids
Total
Hardness as 5575 132 236 184 126
CaCO3
Calcium as
735 110 52 49.7 29.7
Ca
Magnesium
908 35 25.8 14.6 12.2
as Mg
Chloride as
12172 173 146 92.3 62
Cl
Total
Alkalinity as 404 307 196 36.1 84.8
CaCO3
Results and Discussion:

pH:
14
12
10
8
6
4
2 pH
0 Nuetral
The pH value in the all the sampling locations is found to be neutral. According
to the standards prescribed by CPCB (Best Designated use criteria), the pH
value should be in the range of 6.5 to 8.5 for class A, B, D and E. Hence the
quality of water in this regard was found to satisfy the above mentioned
classes.
Electrical conductivity and TDS:
40000
35000
30000
25000
20000 Series1
15000 Series2
10000
5000
0
SW 1 SW 2 SW 3 SW 4 SW 5
The Electrical conductivity of water is indicator of salinity in the river water

and a combination of total cations and anion, higher concentration of EC can
have positive physiological effects, which will be more dangerous for
agricultural use and for plant community. The electrical conductivity is found
to be high in SW1 (Buckimgham Canal) due to the tidal flux. In other locations,
the values of EC were found to be within the criteria prescribed by CPCB (Best
designated use criteria for Class A-E). The TDS also follows the same pattern as
that of Electrical conductivity.
Ions:
The concentration of ions like calcium, magnesium and chlorides are high in
SW1which was well reflected in the concentrations of TDS and EC. The
increased concentration of ions (Calcium, Magnesium and Chlorides) in SW1
are found to be the contributing factors for the high value of total hardness and
alkalinity.
4.3 ECOLOGY
The detailed ecological assessment of the study area has been carried out with
the following objectives:
 Identification of flora and fauna and their biodiversity within the study
area
 Preparation of checklist of species which also include endangered,
endemic and protected (both floral and faunal categories)
 Evaluation of impact of proposed project on flora and fauna of the area.
The Flora and Fauna assessment has been carried out along the proposed
Peripheral Road from Ennore to Mamallapuram. The study area has been
divided into Coastal Regulation Zone, Reserved Forest, Water Body – (Lentic
and Lotic), and Extra survey areas. The details of the field monitoring stations
are given in Table
The flora and fauna studies were carried out in 14study sites representing the
study area along the proposed Peripheral road alignment.
Table 4.8 Summary of Study Area and Number of Monitoring Stations
S. Name of the Division No. of Monitoring

No. Stations
1 Coastal Regulation 1
Zone
2 Reserved Forest 3
3 Water Body
Lentic 3
Lotic 2
4 Extra Survey Areas
Reserved Forest 3
Water Body 2
Total 14
Table 4.9 Details of Monitoring Stations - Target Locations
S. Monitoring Stations Coordinates

No.
Costal Regulation Zone
1. Kattupalli 13.182000N,
80.195100E
Reserved Forest
1. Mannur RF 13.05750N,
79.553907E
2. Tirutteri RF 12.452925N,
80.12684E
3. Sengundram RF 12.45437N, 80.22353E
Water Bodies
1. Sriperumbhudur 12.575344N,
Lake 79.562553E
2. Coovum River 13.63411N, 79.553712E
3. Kosasthalaiyar River 13.134074N,
80.21408E
4. Kannigaipair Tank 13.165367N,
80.44128E
5. Thangata Colony 12.454319N,
80.04879E
Extra Survey Areas
1. Vattambakkam RF 12.50082N, 79.57072E
2. Appur RF 12.474626N,
79.584494E
3. Sirukundram RF 12.423818N, 80.41144E
4. Manamathi Tank 12.394359N,
80.61072E
5. Poonjeri Tank 12.37004N, 80.10530E
Table 4.10 Section wise Details of Ecological Monitoring Stations
S. Monitoring Stations Coordinates

No.
SECTION-1
1. Kattupalli 13.182000N,
80.195100E
2. Backingham Canal
SECTION-2
3. Kannigaipair Tank 13.165367N, 80.44128E
4. Kosasthalaiyar River 13.134074N, 80.21408E
SECTION-3
5. Coovum River 13.63411N, 79.553712E
6. Mannur RF 13.05750N,
79.553907E
7. SriperumbhudurTank 12.575344N,
79.562553E
SECTION-4
8. Vattambakkam RF 12.50082N, 79.57072E
9. Appur RF 12.474626N,
79.584494E
SECTION-5
10. Tirutteri RF 12.452925N, 80.12684E
11. Sengundram RF 12.45437N, 80.22353E
12. Sirukundram RF 12.423818N, 80.41144E
13. Manamathi Tank 12.394359N, 80.61072E
14. Poonjeri Tank 12.37004N, 80.10530E
4.3.1 Sampling Locations
4.3.2 Methodology
Based on the scope the study, data pertaining to biodiversity assessment have
been collected from primary and secondary sources. The study has been carried
out in 14locations along the proposed peripheral road alingnment covering
Coastal Regulation Zone, Reserved Forest, Water Body and Extra Survery
Areas. Primary data pertaining to flora and fauna and relevant secondary data
have been collected from Department of Forests, Environment, Agriculture,
Govt. of Tamilnadu and Botanical Survey of India and Zoological Survey of
India. Detailed methodologies for floral and faunal survey are given in the
following sections:
Flora
The Study of flora involved intensive sample survey of vegetation in the
project site and other locations applying standard methods (e.g., Greig-Smith
1983, Caustan 1988). To examine the trees and shrubs, quadrats of 25 x 25 m
and for herbs 2 x 2 m were laid. In each of the larger quadrats (i) Species (ii)
their number, and (iii) Girth at Breast Height (GBH) were measured.
(Chaturvedi and Khanna, 1982). At each location, 3 plots (quadrats) were
examined and the average was computed. In the smaller quadrat (2 x 2m)
herbs were enlisted and enumerated. Photographs of few specimens of the
plants whose identity could not be confirmed in the field were taken and
identified subsequently using regional and district floras (Gamble 1957, Mathew
1983, Bose and Chaudhury 1991).
Abundance, relative abundance, density and relative density of each species
and species diversity and evenness for each of the Zones were calculated using
the numerical data (Ludwig and Reynolds 1988, Lande 1996, Smith and Wilson
1996).
The data were analyzed following the relations given in the box below to
estimate various vegetation parameters. Abundance, relative abundance,
density and relative density of each species and species diversity and evenness
for each of the Zones were calculated using the numerical data (Ludwig and
Reynolds 1988, Lande 1996, Smith and Wilson 1996). The species diversity and
evenness are two of the many measures of an ecological community, which are
used, widely in ecological literature while other parameters denote the
numerical status of a species in a location.
Importance Value Index

Relative Abundance, R. Density, R.Dominance and R.Frequency
N = I Where;
P=ni/N HI = species diversity
H’=(pilnpI) E = evenness index
E=Hi/In(S) In = natural logarithm
AI = ni/nqj S = total number of species
a rel = aix100/aI aI = number of individuals of
frel =(nqj/ nqj)x100 species i
a= n/nqj nI = number of individuals of a
arel = (a= a)x100 species I
drel=(d/d)x100 nql = number of quadrats where
Ab= (GBHI2/4Pi) species I occur
Drel=(Abi/Abi)x100for trees frel = relative frequency
Drel=(Ci/CI)x100 for shrubs and arel = relative abundance
herbs drel = relative density
IVI= frel + drel +Drel d = density per quadrat

Ab = based area/ quadrat
Drel = relative dominance
C = Cover
1.1.1.1.1 IVI = Importance
value index
The standard statistical analysis, the normal frequency diagram and

distribution of plants in the study area were analyzed using the procedures
of Raunkiaer, 1934. The analysis carried out as per Raunkiaer’s law of
frequency classes provides the information on the Heterogeneity and
Homogeneity of plants and its pattern of distribution in the study area.
The species of vegetation found in each station were identified and listed
according to their families, both in dicotyledons and monocotyledons of the
plant kingdom. The plant species were classified as per the classifications of
“Bentham and Hooker” and identified by using Gambles book on “Flora of
Madras Presidency” and Mathew’s book on “Flora of the Tamil Nadu
Carnatic”.
The study is conducted as per the guidelines of the Ministry of Environment
and Forests, Government of India (Anonymous 1994) and World Bank (1991 a
and b), with respect to the scope and objectives. The study involved collection
of primary data by conducting survey in the field, examination of floral and
faunal records in previously published reports and records, and analysis of the
information in view of the possible alteration in environment of the plant.
Fauna
Both direct and indirect observation methods were used to survey the fauna.
Visual encounter (search) method was employed to record vertebrate species.
Additionally survey of relevant literature was also done to consolidate the list
of vertebrate fauna distributed in the area (Smith 1933-43, Ali and Ripley 1983,
Daniel 1983, Prater 1993, Murthy and Chandrasekhar1988).
Since birds may be considered as indicators for monitoring and understanding
human impacts on ecological systems (Lawton, 1996) attempt has been made
to gather quantitative data on the group by
Point Survey Method: observations were made in each site for 15

minutes duration.
Road Side Counts: The observer traveled by motor vehicles from site to
site, all sightings were recorded (this was done both in the day and night time).
An index of abundance of each species was also established.
Pellet and Track Counts: All possible animal tracks and pellets were
identified and recorded (South Wood, 1978).
Based on the Wildlife Protection Act, 1972 (WPA 1972, Anonyomous. 1991,
Upadhyay 1995, Chaturvedi and Chaturvedi 1996) species were short-listed as
Schedule II or I and considered herein as endangered species. Species listed in
Ghosh (1994) are considered as Indian Red List species.
Plankton
The studies on the aquatic biological environment were carried out in selected
sites. The analysis of Phyto and Zoo-plankton was carried out as per the
procedures of APHA 1987. The concentrated samples were analyzed by Sedge
wick rafter cell for plankton density and diversity, Shannon Weaver Index
calculations were applied to find out the diversity of Plankton groups and the
status of water body (Welch, 1964; Prema Michael, 1972).
ASSESSMENT OF FLORA IN THE STUDY AREA: PLANT COMMUNITIES
The Vegetation present within a defined area is termed as a plant community.

This is determined by the nature of the dominant species it contains. By the
term dominant species or dominance it is understood that species of plants
having same life and growth, forms predominating in an area. The distribution
of vegetation at different sites, its density, dominance, frequency, Importance
Value Index (IVI), economic importance, and medicinal uses were studied and
the results are given in the following sections. Based on the study carried out in
core and buffer zones 154 plant species were recorded in the study area. (Tabel
4).
Table 4.11 Flora in the Study Area - Core and Buffer Zone
S.
Plant Name Family Habit Common Name
No.
Abelmoschus Wild musk
1 ficulneus Malvaceae Shrub mellow
2 Abutilon indicum Malvaceae Herb Indian Mallow
3 Acacia nilotica Mimosaceae Tree Babool
Indian
4 Acalypha indica Euphorbiaceae Herb Copperleaf
Prickly Chaff
5 Achyranthes aspera Amaranthaceae Herb Flower
Bael
6 Aegle marmelos Rutaceae Tree tree/Vilvamaram
Mountain Knot
7 Aerva lanata Amaranthaceae Herb Grass
Ageratum
8 conyzoides Asteraceae Herb Goat weed
9 Ailanthus Excelsa Simaroubaceae Tree Tree of Heaven
10 Albizia odoratissima Fabaceae Tree Black Siris
11 Allizzia labbeck Fabaceae Tree Siriss tree
12 Ananus sativus Bromeliaceae Shrub Pineapple
S.
No.
13 Andrographis alata Acanthaceae Herb Chiretta
Andrographis
14 paniculata Acanthaceae Herb Nilavembu
Anisomeles
15 malabarica Lamiaceae Herb Malabar catmint
16 Annona reticulata Annonaceae Tree Bulluelis heart
17 Annona squamosa Annonaceae Small Tree custard apple
Anthocephalus
18 cadamba Rutaceae Tree Wild cinchone
Six-weeks three-
19 Aristida adscensionis Poaceae Herb/Grass awn
20 Aristida funiculata Poaceae Herb/Grass Aristida
Aristolochia Ground
21 bracteolata Aristolochiaceae Herb Birthwort
Artocarpus
22 integrifolia Moraceae Tree Jackfruit
Sedge
23 Arundo donax Poaceae Grass Giant Cane
24 Azadirachta indica Meliaceae Tree Neem
25 Azima tetracantha Salvadoraceae Herb Divi-divi tree
Bambusa
26 arudinaceae Poaceae Shrub Bamboo
Barringtonia Freshwater
27 actangula Lecithidaceae Tree mangrove
Barringtonia Powder-puff
28 racemosa Lecithidaceae Tree tree
S.
No.
Indian butter
29 Bassia latifolia Sapotaceae Tree tree
30 Bauhinia purpurea Fabaceae Tree Orchid tree
31 Bauhinia tomentosa Fabaceae Tree Orchid tree
32 Bauhinia variegate Fabaceae Tree Camel foot tree
Palm Trees,
33 Beaucarnea srticta Asparagaceae Shrub Bottle Palm
Bombax Red silk cotton
34 malabaricum Bombacaceae Tree tree
35 Borassus flabellifer Areacaceae Tree Palmyra tree
Indian Franker
36 Boswellia serrata Buseraceae Tree Cense
Brosimum
37 acutifolium Moraceae Tree Milk tree
38 Butea frondosa Fabaceae Tree Pastard teak
Calophyllum Alexandrian
39 inophyllum Calophyllaceae Tree Laurel
40 Calotropis gigantea Asclepiadaceae Shrub Crown Flower
41 Calotropis procera Asclepiadaceae Shrub Rubber Bush
42 Carica papaya Caricaceae Tree Papaya tree
43 Caryota urens Areacaceae Tree Fishtail palm
44 Cassia alata Caesalpiniaceae Tree Candle Bush
45 Cassia angustifolia Fabaceae Shrub Sonamukhi
46 Cassia auriculata Caesalpiniaceae Tree Tanner's Cassia
47 Cassia fistula Fabaceae Tree Golden rain tree
S.
No.
Casuarina
48 equisetifolia Casuarinaceae Tree Casuarina
49 Catharanthus roseus Apocyanaceae Shrub Rose periwinkle
Cissus
50 quadrangularis Vitaceae Shrub devil's backbone
51 Citrus limon Rutaceae Tree Lemon
52 Coccoloba uvifera Polygonaceae Tree Sea grape tree
53 Cocos nucifera Poaceae Tree Coconut tree
Coriandrum
54 sativum Apiaceae Herb Coriander
55 Cyanodon dactylon Poaceae Herb/Grass Bermuda Grass
Downy thorn
56 Datura metal Solanaceae Herb apple
Creamy peacock
57 Delonix elata Fabaceae Tree flower
58 Delonix regia Fabaceae Tree Flamboyant
59 Derris scandens Fabaceae Climber Jewel Vine
60 Diospyros ebenum Ebenaceae Tree Ebony
61 Diospyrus catechu Fabaceae Tree Black catechu
Diplocyclos Lollipop
62 palmatus Cucurbitaceae Climber Climber
63 Dodonea viscosa Sapindaceae Tree Soap berry
64 Dolicus lab lab Fabaceae Herb Garden Bean
Aquatic
65 Eichhornia crassipes Pontederiaceae herb Water Hyacinth
S.
No.
Epipremnum
66 aureum Araceae Shrub Money Plant
67 Erythrina indica Fabaceae Tree Coral tree
Eucalyptus
68 terreticornis Myrtaceae Tree Forest Red Gum
69 Eugenia uniflora Myrtaceae Shrub Surinam cherry
Euphorbia Triangular
70 antiquorum Euphorbiaceae Shrub Spurge
71 Euphorbia hirta Euphorbiaceae Herb Asthma Weed
72 Euphorbia royleana Euphorbiaceae Shrub Royle's Spurge
73 Euphorbia tirucalli Euphorbiaceae Shrub Pencil plant
74 Ficus Benghalensis Moraceae Tree Banyan
75 Ficus benjamina Moraceae Tree Ficus tree
76 Ficus hispida Moraceae Tree Fig
77 Ficus religiosa Moraceae Tree Peepal tree
78 gmelina arborea Lamiaceae Tree White teak
Coast cooton
79 Hibiscus tiliaceus Malvaceae Shrub wood
Water morning
80 Ipomea aquatic Convolvulaceae Creeper glory
81 Ipomoea alba Convolvulaceae Climber Moon Vine
Bush Morning
82 Ipomoea carnea Convolvulaceae Herb Glory
83 Ipomoea staphylina Convolvulaceae Climber Lesser Glory
84 Ixora coccinea Rubiaceae Shrub Ixora pink
S.
No.
Jatropha Glandular
85 glandulifera Euphorbiaceae Herb Jatropha
86 Justicia simplex Acanthaceae Herb Water-willow
Lagerstroemia
87 speciosa Lythraceae Tree Queen's crape
88 Lantana camara Verbenaceae Herb Spanish Flag
89 Lawsonia inermis Lythraceae Tree Mehendi
Leucaena
90 leucocephala Mimosaceae Tree White Leadtree
91 Leucas aspera Lamiaceae Herb Common Leucas
92 Leucas martinicensis Lamiaceae Herb Whitewort
93 Mangifera indica Anacardiaceae Tree Mango
94 Manilkara elata Sapotaceae Tree Spanish Cherry
95 Manilkara hexandra Sapotaceae Tree Khirni tree
Melia
azadirachta
96 Melia azadirachta Meliaceae Tree Linn.
Melia composita
97 Melia composita Meliaceae Tree willd.
98 Melia dubia Meliaceae Tree Melia dubia cav
Memcylon
99 umbellatum Melastomatoceae Tree Iron tree
100 Mentha arvensis Lamiaceae Shrub Mint (Pudina)
101 Michelia champaca Magnalioceae Tree Joy perfume
102 Morinda citrifolia Rubiaceae Tree Indian Mulberry
S.
No.
103 Morinda tinctoria Rubiaceae Tree Indian mulberry
Moringa
104 concanensis Moringaceae Tree Kattu Murungai
Moringa
105 pterigosperma Moringaceae Tree Drum stick
106 Morus indica Moraceae Shrub Mulberry
107 Mucuna pruriens Fabaceae Shrub Velvet bean tree
Curry plant
108 Murraya koenigii Rutaceae Shrub (leaves)
109 Musa paradisicum Musaceae Tree Banana
Aquatic
110 Nelumbo nucifera Nelumbonaceae herb Lotus
Nymphaea Aquatic Common water
111 pubescens Nymphaeaceae herb lily
112 Ocimum canum Lamiaceae Herb Hoary Basil
113 Parkinsonia aculeata Fabaceae Tree Jelly bean
Parthenium
114 hysterophorus Asteraceae Herb Carrot Grass
115 Passiflora foetida Passifloraceae Climber Love in a Mist
Peltophorum
116 pterocarpum Fabaceae Tree Copper pod
117 Phoenix sylvestris Areacaceae Tree Date Palm Trees
118 Phyllanthus emblica Phyllanthaceae Tree Amla (Nellikai)
119 Pithecelobium dulce Mimosaceae Tree Madras Thorn
120 Plumeria rubra Apocyanaceae Tree Red jamine
S.
No.
121 Polyalthia longifolia Annonaceae Tree Ashoka tree
122 Pongamia pinnata Fabaceae Tree Pungai tree
123 Prosopis juliflora Mimosideaceae Tree Mesquite
124 Psidium guajava Myrtaceae Tree Guava Trees
Pterocarpus Malabar kino
125 marsupium Fabaceae Tree tree
Pterocarpus
126 santalinus Fabaceae Tree Red sanders
127 Punica granatum Punicaceae Shrub Pomegranate
128 Ricinus communis Euphorbiaceae Shrub Castor
Royal Palm
129 Roystonea regia Areacaceae Tree Trees
Wayside
130 Ruellia tuberosa Acanthaceae Herb tuberose
131 Samanea saman Mimosaceae Tree Rain tree
132 Saraca asoka Fabaceae Tree Sara a indica
133 Sida acuta Malvaceae Shrub Wire weed
134 Sterculia foetida Malvaceae Tree Almond tree
Strychnos nux-
135 vomica Loganiaceae Tree Nux Vomica
136 Syzygium cumini Myrtaceae Tree Black plum tree
Syzygium
137 Jambolanum Myrtaceae Tree Rose apple tree
138 Tamarindus indica Mimosoideae Tree Tamarind Tree
139 Tectona grandis Lamiaceae Tree Teak trees
S.
No.
Marudha
140 Terminalia arjuna Combretaceae Tree maram
141 Terminalia sericea Combretaceae Tree Silver
142 Terminalia bellrica Combretaceae Tree myrobalon
143 Terminalia catappa Combretaceae Tree Badam tree
Silver
144 Terminalia chebula Combretaceae Tree Greywood
145 Thespesia populnea Malvaceae Tree Puvarasu
146 Tinospora cordifolia Menispermaceae Climber Guduchi
147 Tribulus terrestris Zygophyllaceae Creeper Puncture Vine
148 Tridax procumbens Asteraceae Herb Tridax Daisy
Sedge Indian Reed
149 Typha angustifolia Cyperaceae Grass Mace
White wood
150 Vitex leucoxylon Lamiaceae Tree chaste
151 Wrightia tinctoria Apocyanaceae Tree Indigo plant
152 Zea mays Poaceae Herb/Grass Maize
Ber/ Indian
153 Ziziphus mauritiana Rhamnaceae Tree plum
154 Ziziphus oenoplea Rhamnaceae Shrub Jackal Jujube
The plant species were classified into Agricultural crops, commercial

crops, plantation, natural vegetation, Endangered and endemic plants and
medicinal plants. It has been obserced that Oryza sativa, Lycopersicum
esculentam, Sorghum bicolor, Phyllanthus emblica, Pithecelobium dulce,
Psidium guazava, Punica granatum, Saccharum officinarum, Sesamum indicum,
Solanum melongina, Solanum nigrum, Sorghum bicolor, and Zea mays werethe
cultivated plants. None of these zones possess endangered and endemic plants.
The details of natural vegetation and medicinal plants are given in Table 3.12
Table 4.12: Distribution of Vegetation in the Core and Buffer Zone
Agricultural Crops
Abolmoscus esculentus, Amaranthus viridis, Artocarpus heterophyllous,
Borassus flabellifer, Brassica juncea, Capsicum annuum, Cocos nucifera,
Gossypium hirsutum, Ixora coccinea, Lycopersicum esculentam, Mangifera
indica, Momordica charantia, Moringa oleifera, Oryza sativa, Phyllanthus
emblica, Pithecelobium dulce, Psidium guazava, Punica granatum, Saccharum
officinarum, Sesamum indicum, Solanum melongina, Solanum nigrum,
Sorghum bicolor, Tamarindus indicus, Zea mays.
Commercial Crops
Bambusa arundinacea, Casuarina equisetifolia, Cyperus alternifolius, Tectona
grandis.
Plantation
Eucalyptus globules, Eucalypyus terreticornis, Mangifera indica, Tamarindus
indicus, Tectona grandis.
Natural Vegetation
lanata, Ageratum conyzoides, Ailanthus excelsa, Albizia lebbeck,
Altrernanthera sessilis, Amaranthus spinosus, , Ammania baccifera, Argemon
maxicana, Aristida adscensionis, Aristida funiculate, Aristolochia bracteolate,
Arundo donax, Azadirachta indica, Bambusa arundinacea, Calotropis
gigantea, Calotropis procera, Cardiospermum halicacabum, Cassia alata,
Cassia auriculata, Ceiba pentandra, Chloris barbata, Chrysopogon aciculatus,
Cissampelos pareira, Cissus quadrangularis, Citrullus colocynthis, Cleome

viscosa, Coccinea indica, Crateva nurvala, Croton bonplandianum, Cucumis
maderaspatanus, Cyanodon dactylon, Cyclea burmanni, Cyclea peltata,
Erythrina indica, Eucalyptus terreticornis, Euphorbia antiquorum, Euphorbia
hirta, Euphorbia royleana, Euphorbia tirucalli, Feronia elephantum, Ficus
benghalensis, Ficus carica, Ficus religiosa, Guazuma tomentosa, Gynandropsis
pentaphylla, Hibiscus vitifolius, Hibiscus sabdariffa, Ipomea aquatic, Ipomoea
alba, Ipomoea carnea, Ipomoea staphylina, Jatropha glandulifera, Justicia
simplex, Lantana camara, Leucaena leucocephala, Leucas aspera, Leucas
martinicensis, Loranthus parasiticus, Macaranga indica, Melochia
corchorifolia, Morinda tinctoria, Moringa oleifera, Mucuna monosperma,
Nelumbo nucifera, Nymphaea pubescens, Ocimum canum, Oxystelma
esculentum, Parthenium hysterophorus, Passiflora foetida, Pennisetum
hohenackeri, Phoenix pusilla, Phoenix sylvestris, Phyllanthus acidus,
Phyllanthus amaras, Phyllanthus reticulates, Polyalthia longifolia, Polygonum
glabrum, Pongamia glabra, Prosopis juliflora, Ricinus communis, Ruellia
tuberose, Saccharum spontaneum,Samanea saman, Setaria verticillata, Setaria
viridis, Sida acuta , Sida cordifolia, Solanum xanthocarpum, Sporobolus
coromandelianus, Stephania japonica, Syzigium cumini, Terminalia arjuna,
Terminalia catappa, Thephrosia purpurea, Thespesia populnea, Tinospora
cordifolia, Tribulus terrestris, Tridax procumbens, Typha angustifolia,
Ventilago maderaspatana, Vernonia cinerea, Wrightia tinctoria, Xanthium
strumarium, Ziziphus mauritiana, Ziziphus oenoplea.
Endangered Species:Nil
Endemic Species: Nil
Medicinal Plants

lanata, Ageratum conyzoides, Ailanthus excelsa, Albizia lebbeck,
Altrernanthera sessilis, Amaranthus spinosus, , Ammania baccifera, Argemon
maxicana, Aristida adscensionis, Aristida funiculate, Aristolochia bracteolate,
Arundo donax, Azadirachta indica, Bambusa arundinacea, Calotropis
gigantea, Calotropis procera, Cardiospermum halicacabum, Cassia alata,
Cassia auriculata, Ceiba pentandra, Chloris barbata, Chrysopogon aciculatus,
Cissampelos pareira, Cissus quadrangularis, Citrullus colocynthis, Cleome
viscosa, Coccinea indica, Crateva nurvala, Croton bonplandianum, Cucumis
maderaspatanus, Cyanodon dactylon, Cyclea burmanni, Cyclea peltata,
Erythrina indica, Eucalyptus terreticornis, Euphorbia antiquorum, Euphorbia
hirta, Euphorbia royleana, Euphorbia tirucalli, Feronia elephantum, Ficus
benghalensis, Ficus carica, Ficus religiosa, Guazuma tomentosa, Gynandropsis
pentaphylla, Hibiscus vitifolius, Hibiscus sabdariffa, Ipomea aquatic, Ipomoea
alba, Ipomoea carnea, Ipomoea staphylina, Jatropha glandulifera, Justicia
simplex, Lantana camara, Leucaena leucocephala, Leucas aspera, Leucas
martinicensis, Loranthus parasiticus, Macaranga indica, Melochia
corchorifolia, Morinda tinctoria, Moringa oleifera, Mucuna monosperma,
Nelumbo nucifera, Nymphaea pubescens, Ocimum canum, Oxystelma
esculentum, Parthenium hysterophorus, Passiflora foetida, Pennisetum
hohenackeri, Phoenix pusilla, Phoenix sylvestris, Phyllanthus acidus,
Phyllanthus amaras, Phyllanthus reticulates, Polyalthia longifolia, Polygonum
glabrum, Pongamia glabra, Prosopis juliflora, Ricinus communis, Ruellia
tuberose, Saccharum spontaneum,Samanea saman, Setaria verticillata, Setaria
viridis, Sida acuta , Sida cordifolia, Solanum xanthocarpum, Sporobolus
coromandelianus, Stephania japonica, Syzigium cumini, Terminalia arjuna,
Terminalia catappa, Thephrosia purpurea, Thespesia populnea, Tinospora

cordifolia, Tribulus terrestris, Tridax procumbens, Typha angustifolia,
Ventilago maderaspatana, Vernonia cinerea , Wrightia tinctoria, Xanthium
strumarium, Ziziphus mauritiana, Ziziphus oenoplea.
It was observed that the Flora, dominated byherbs followed by shrubs

and trees that were sparsely distributed in the study area. The natural
vegetation showed moderate growth with herbaceous and shrubby
vegetation.Among natural vegetation the common herbs such as Abutilon
indicum, Acalypha indica, Achyranthes aspera, Aerva lanata, Ageratum
conyzoides, Altrernanthera sessilis, Amaranthus spinosus,Ammania baccifera,
Argemon maxicana,andcommon grasses like Aristida adscensionis, Aristida
funiculate, Aristolochia bracteolate, Arundo donax,andCynodon dactylon,
were in the study areas. Jatropha glandulifera,Cassia alata,Calotropis gigantea,
Calotropis procera, Punica granatum, Ricinus communisand Vitex
negundo,were some of the well thriving shrubs in thedry areas.
4.3.3 Stratification
Stratification, or layering, is the occurrence of plants at different levels in
a stand. The number of strata above the ground varies according to the kind
of community. The study sites are characterized by scrub and Grass elements
with low thorny trees and intermittent xerophytic vegetation and sparse
aquatic herbs. The stratification in the study area is as follows:
Stratum 1 - Grasses: Aristida adscensionis, Aristida funiculate, Arundo
donax, and Cynodon dactylon.
Stratum 2 - Herbs: Abutilon indicum, Acalypha indica, Achyranthes aspera,

Aerva lanata, Ageratum conyzoides, Altrernanthera sessilis, Amaranthus
spinosus, Ammania baccifera, Argemon maxicana, Crotons parviflora,
Tephrosia purpurea
Stratum 3 - Shrubs: Calotropis gigantea, Euphorbia antiquorum, Euphorbia
royleana, Euphorbia tirucalli, Punica granatum, Ricinus communis.
Stratum 4 - Climbers: Cissampelos pareira, Cissus quadrangularis, Citrullus
colocynthis, Coccinea indica, Cyclea burmanni, Cyclea peltata, Daemia
extensa, Derris scandens, Diplocyclos palmatus.
Stratum 5: Trees
Pongamia pinnata, Syzigium cumini, Tamarindus indicus, Tectona grandis,
Terminalia arjuna, Terminalia catappa, Thespesia populnea
The above five strata were found in the entire field monitoring stations
with equal representation. This shows the life – forms of the area and its
amplitude. This also reflects the light intensity, temperature, and organic
content of the soil and other factors of the area.
4.3.4 Periodicity (Phenology)
Periodicity refers to the regular seasonal occurrence of various processes such as

photosynthesis, growth, pollination, flowering and ripening of fruits and seeds;
and the manifestations of the processes, such as formation of leaves, elongation
of shoots, appearance of flowers and dissemination of seeds. This results from
the inherent genetic characteristics of each species, under the influence of a
particular combination of the environmental conditions.
Periodicity means particularly the recurrence at certain times of these
processes and their manifestations, while phenology refers more to the
appearance of the manifestations at certain seasons of the year, rather than to

their cyclic nature.
The characteristic species of the scrub forests and other elements are in
flowering and noted with fruiting stage and are well adapted to the seasonal
changes in the physical environment.
Periodicity and Phenology is perfectly maintained in the study area
among the various species recorded during the survey.
4.3.5 Vitality (Vigor)

Vitality relates to the condition of plant and its capacity to complete the
life cycle, while vigor refers more specifically to the state of health or
development within a certain stage.
The studies carried out at different sites reveals that the plant species
found in the area are well-developed plants, showing various stages of growth
which regularly complete their life cycle.
4.3.6 Life Form
The life form in a broad sense is meant the characteristic vegetative
appearance such as the size, shape, branching etc. The life form observed in the
study area reveals that there are several communities ranging from open
grassland, succulent perennials (Euphorbia sps), aquatic herbs (Eichhornia
crassipes,Nelumbo nucifera, Nymphaea pubescens) and small annual plants.
The kinds of life forms, the number of individuals of each kind and their
spacing gives a good structure to the community.
4.3.7 Habitat Forms
The habitat forms of the study area can be broadly classified into three
classes
in the order of their dominance.
(a) Xerophytes: Euphorbia. Antiquorum,Euphorbia royleana,Euphorbia
tirucalli,
(b) Mesophytes: Pongamia pinnata,Thespisia populnea, Ficus sps.

(c) Hydrophytes: Eichhornia crassipes, Nelumbo nucifera, Nymphaea
pubescens, Typha angustifolia.
The xerophytes group is classified on the basis of its ability to endure
drought, plants belonging to the xerophytic group and were not seen in the
core zone. Mesophytes include sun and shade plants and Hydrophytes include
submerged, floating and amphibious plants.
4.3.8 Quantitative Characteristics
The quantitative characteristics are the one, which can be readily
measured. It includes density of the plants, basal area, dominance and
frequency.
4.3.9 Relative Density and Dominance

The relative density and dominance values of different species found in the
study are shows that the dominant plants of various sites have a high
percentage value of density and dominance. These values are incorporated
in calculating the Importance value Index.
4.3.10 Importance Value Index (IVI)

The Importance Value Index (IVI) is an expression used to summarize the
plant data; it is desirable to use as many values as possible. The density of
one species gives an idea of the number of plants in a stand; the dominance
gives an idea of relative degree to which a species predominate a
community by its numbers, size or biomass.
Species that exerts the greatest control or influence in the community are
called ‘dominants’. Plant dispersion over an area or within a community is
another parameter; frequency is the measure of species in a series of plots.
Frequency expresses the proportion of equal size sample plots in which

at least one plant of that species occur relative to the number of plots taken.
Thus the IVI of species is the combination of relative density, relative

dominance and relative frequency values of a species added together to
obtain a single expression. Importance value Index (IVI).
The Importance value allows quantitative comparison of each species in a

stand with the other species in the stand, or allows comparison of the
species in one stand with species in other stands.
Table 4.13 Importance Value Index
S. Frequency Relative Relative Relative Relative

Plant Name IVI
No. Class Abundance Dominance Frequency Density
Abelmoschus
1 ficulneus A 9.263 0.007 20 4.673 33.943
Abutilon
2 indicum C 5.465 0.552 60 8.765 74.782
3 Acacia nilotica D 3.485 1.954 70 3.077 78.516
4 Acalypha indica C 4.263 1.669 45 5.536 56.468
Achyranthes
5 aspera C 3.571 0.044 50 1.026 54.641
6 Aegle marmelos A 9.737 6.154 16 24.903 56.794
7 Aerva lanata B 7.562 0.171 40 5.447 53.18

Plant Name IVI
Ageratum
8 conyzoides B 2.672 12.21 40 1.538 56.42
9 Ailanthus Excelsa B 7.123 2.358 30 8.221 47.702
Albizia
10 odoratissima A 9.113 2.216 20 8.755 40.084
11 Allizzia labbeck B 4.778 0.044 40 5.641 50.463
12 Ananus sativus B 2.857 1.954 40 44.103 88.914
Andrographis
13 alata A 3.654 0.324 20 5.524 29.502
Andrographis
14 paniculata A 2.919 0.142 20 1.515 24.576
Anisomeles
15 malabarica C 3.221 8.876 50 2.524 64.621
Annona
16 reticulata C 3.476 0.122 50 3.077 56.675
Annona
17 squamosa C 5.376 0.012 50 4.386 59.774
Anthocephalus
18 cadamba B 4.301 1.33 30 1.754 37.385
Aristida
19 adscensionis D 3.838 1.497 70 2.778 78.113
Aristida
20 funiculata D 4.454 1.201 70 2.238 77.893
Aristolochia
21 bracteolata D 1.946 0.023 70 1.01 72.979
22 Artocarpus C 6.075 1.539 60 2.918 70.532

Plant Name IVI
integrifolia
23 Arundo donax E 2.737 4.095 90 3.93 100.762
Azadirachta
24 indica D 3.848 3.038 70 2.062 78.948
Azima
25 tetracantha C 3.242 0.22 60 2.987 66.449
Bambusa
26 arudinaceae C 3.265 0.25 60 1.231 64.746
Barringtonia
27 actangula B 6.201 4.274 40 15.564 66.039
Barringtonia
28 racemosa B 7.243 1.885 30 35.088 74.216
29 Bassia latifolia B 5.363 0.027 30 4.386 39.776
Bauhinia
30 purpurea A 2.356 5.334 20 32.738 60.428
Bauhinia
31 tomentosa A 3.336 0.009 20 18.07 41.415
Bauhinia
32 variegate B 7.724 0.6799 40 7.897 56.3009
Beaucarnea
33 srticta A 3.465 1.365 20 7.143 31.973
Bombax
34 malabaricum A 8.221 15.165 20 8.929 52.315
Borassus
35 flabellifer A 3.855 58.49 20 3.556 85.901
36 Boswellia serrata A 6.578 1.454 15 6.186 29.218

Plant Name IVI
Brosimum
37 acutifolium B 5.982 0.421 40 4.673 51.076
38 Butea frondosa B 2.002 22.453 50 0.288 74.743
Calophyllum
39 inophyllum C 5.005 0.898 60 3.614 69.517
Calotropis
40 gigantea D 9.686 0.006 70 8.889 88.581
Calotropis
41 procera D 2.873 0.035 70 4.141 77.049
42 Carica papaya B 6.747 0.053 40 6.222 53.022
43 Caryota urens A 6.566 1.327 20 4.124 32.017
44 Cassia alata A 3.265 0.25 20 1.231 24.746
Cassia
45 angustifolia A 4.653 0.067 20 6.751 31.471
46 Cassia auriculata D 5.326 0.139 70 4.845 80.31
47 Cassia fistula D 2.633 0.318 70 9.029 81.98
Casuarina
48 equisetifolia E 4.458 1.34 90 2.89 98.688
Catharanthus
49 roseus A 4.345 1.365 20 2.381 28.091
Cissus
50 quadrangularis C 1.253 0.398 55 2.317 58.968
51 Citrus limon B 5.781 0.053 25 3.556 34.39
Coccoloba
52 uvifera A 5.642 0.165 20 2.823 28.63
53 Cocos nucifera C 5.783 0.146 60 8.889 74.818

Plant Name IVI
Coriandrum
54 sativum A 2.296 1.592 20 2.549 26.437
Cyanodon
55 dactylon E 3.755 0.398 95 2.53 101.683
56 Datura metal B 3.325 0.007 40 6.542 49.874
57 Delonix elata C 5.065 60.661 45 4.167 114.893
58 Delonix regia C 6.737 0.009 50 7.246 63.992
59 Derris scandens C 2.633 0.005 56 4.966 63.604
Diospyros
60 ebenum A 8.408 0.002 20 5.076 33.486
Diospyrus
61 catechu A 5.354 0.083 20 5.67 31.107
Diplocyclos
62 palmatus A 3.157 0.009 20 4.237 27.403
63 Dodonea viscosa B 4.323 9.57 30 7.961 51.854
64 Dolicus lab lab A 7.918 0.6 20 9.778 38.296
Eichhornia
65 crassipes D 8.431 5.42 80 4.956 98.807
Epipremnum
66 aureum B 3.893 0.036 25 3.03 31.959
67 Erythrina indica A 9.133 1.858 15 8.333 34.324
Eucalyptus
68 terreticornis C 4.236 0.035 50 4.555 58.826
69 Eugenia uniflora A 3.893 17.834 20 4.04 45.767
Euphorbia
70 antiquorum A 1.872 0.053 20 1.33 23.255

Plant Name IVI
71 Euphorbia hirta A 3.458 0.037 20 2.577 26.072
Euphorbia
72 royleana A 4.876 0.007 20 4.673 29.556
Euphorbia
73 tirucalli A 5.652 0.21 20 10.29 36.152
Ficus
74 Benghalensis B 8.631 0.152 30 4.762 43.545
75 Ficus benjamina A 6.982 0.568 20 6.789 34.339
76 Ficus hispida A 4.625 14.623 20 7.111 46.359
77 Ficus religiosa A 7.229 0.006 20 6.667 33.902
78 gmelina arborea A 6.716 3.583 20 12.399 42.698
79 Hibiscus tiliaceus A 4.123 1.752 20 8.243 34.118
80 Ipomea aquatic A 3.253 1.24 20 2.765 27.258
81 Ipomoea alba B 1.489 3.791 30 13.69 48.97
82 Ipomoea carnea B 5.983 0.191 30 9.261 45.435
Ipomoea
83 staphylina B 3.893 2.275 40 3.03 49.198
84 Ixora coccinea A 7.124 0.199 20 18.259 45.582
Jatropha
85 glandulifera B 0.799 21.754 30 0.828 53.381
86 Justicia simplex A 3.458 11.288 20 2.577 37.323
Lagerstroemia
87 speciosa A 3.354 0.007 20 6.542 29.903
88 Lantana camara B 5.065 60.661 30 4.167 99.893
89 Lawsonia inermis B 6.737 0.009 25 7.246 38.992
90 Leucaena A 2.633 0.005 20 4.966 27.604

Plant Name IVI
leucocephala
91 Leucas aspera C 8.408 0.002 70 5.076 83.486
Leucas
92 martinicensis B 5.554 0.083 40 5.67 51.307
93 Mangifera indica B 3.587 0.009 25 41.237 69.833
94 Manilkara elata A 4.323 8.57 20 17.961 50.854
Manilkara
95 hexandra D 7.958 0.006 80 9.778 97.742
Melia
96 azadirachta C 8.431 5.412 50 22.956 86.799
97 Melia composita C 3.893 0.036 45 3.03 51.959
98 Melia dubia A 9.133 1.858 20 8.333 39.324
Memcylon
99 umbellatum B 4.246 0.035 25 4.555 33.836
100 Mentha arvensis A 3.832 17.834 20 4.04 45.706
Michelia
101 champaca A 1.812 0.053 20 1.33 23.195
Morinda
102 citrifolia A 3.258 0.037 20 2.577 25.872
Morinda
103 tinctoria A 5.765 0.007 20 4.673 30.445
Moringa
104 concanensis A 5.651 0.221 20 10.029 35.901
Moringa
105 pterigosperma A 8.683 0.152 20 4.762 33.597
106 Morus indica C 6.982 0.568 55 6.789 69.339

Plant Name IVI
107 Mucuna pruriens A 4.665 14.623 15 7.111 41.399
108 Murraya koenigii B 7.289 0.006 25 6.667 38.962
Musa
109 paradisicum B 6.716 3.583 25 12.399 47.698
Nelumbo
110 nucifera A 2.123 1.752 20 8.243 32.118
Nymphaea
111 pubescens B 3.253 1.24 35 2.765 42.258
112 Ocimum canum A 5.489 3.791 10 13.69 32.97
Parkinsonia
113 aculeata A 5.983 0.191 10 9.261 25.435
Parthenium
114 hysterophorus A 3.893 2.275 15 3.03 24.198
115 Passiflora foetida A 7.124 0.199 15 18.259 40.582
Peltophorum
116 pterocarpum C 0.769 21.754 60 0.828 83.351
Phoenix
117 sylvestris B 3.458 11.288 40 2.577 57.323
Phyllanthus
118 emblica B 3.254 0.007 40 6.542 49.803
Pithecelobium
119 dulce B 5.065 6.61 40 4.167 55.842
120 Plumeria rubra C 6.737 0.009 55 7.246 68.992
Polyalthia
121 longifolia B 2.633 0.005 35 4.966 42.604
122 Pongamia A 8.408 0.002 20 5.076 33.486

Plant Name IVI
pinnata
123 Prosopis juliflora E 5.355 0.083 90 2.67 98.108
124 Psidium guajava A 3.158 0.009 20 41.237 64.404
Pterocarpus
125 marsupium A 4.323 9.57 20 17.961 51.854
Pterocarpus
126 santalinus B 7.958 0.006 40 9.778 57.742
127 Punica granatum A 3.431 5.412 20 40.956 69.799
Ricinus
128 communis A 3.893 0.036 20 3.03 26.959
129 Roystonea regia C 9.133 1.858 60 8.333 79.324
130 Ruellia tuberosa A 4.246 0.035 20 4.555 28.836
131 Samanea saman A 3.893 1.834 20 4.04 29.767
132 Saraca asoka B 3.258 0.037 35 2.577 40.872
133 Sida acuta B 2.876 0.007 40 4.673 47.556
134 Sterculia foetida A 5.655 0.221 16 10.029 31.905
Strychnos nux-
135 vomica A 2.633 0.005 15 4.966 22.604
136 Syzygium cumini A 8.408 0.002 17 5.076 30.486
Syzygium
137 Jambolanum A 5.354 0.083 16 5.67 27.107
Tamarindus
138 indica A 3.158 0.009 15 41.237 59.404
139 Tectona grandis A 2.302 8.57 16 17.961 44.833
Terminalia
140 arjuna A 7.958 0.006 18 9.778 35.742

Plant Name IVI
Terminalia
141 sericea B 8.403 5.42 30 40.95 84.773
Terminalia
142 bellrica A 9.133 1.858 16 8.333 35.324
Terminalia
143 catappa C 4.246 0.035 50 4.555 58.836
Terminalia
144 chebula C 3.893 17.834 55 4.04 80.767
Thespesia
145 populnea A 1.872 0.053 17 1.33 20.255
Tinospora
146 cordifolia B 2.152 0.152 40 2.152 44.456
147 Tribulus terrestris D 3.055 1.5 80 1.526 86.081
Tridax
148 procumbens D 2.151 0.56 80 2.35 85.061
Typha
149 angustifolia D 1.212 0.635 80 6.352 88.199
150 Vitex leucoxylon B 1.652 0.546 40 4.254 46.452
Wrightia
151 tinctoria B 1.352 0.315 40 5.212 46.879
152 Zea mays B 1.584 0.322 40 4.251 46.157
Ziziphus
153 mauritiana B 1.468 0.325 40 6.215 48.008
Ziziphus
154 oenoplea B 1.952 0.321 40 5.212 47.485
STATUS OF FLORA AS PER RAUNKIAER’S FREQUENCY CLASSES
Raunkiaer classified the occurrence of species in an area into five classes

of frequency Class – A (1 to 20%), Class – B (21 to 40%) Class – C (41 to
60%) Class – D (61 to 80%) and Class – E (81 to 100). The normal
distribution of the frequency percentages derived from such classification is
expressed and has been named Raunkiaer’s “Law of Frequency”. The
numbers of species falling in the above five categories are given in the
following tables. The ecological status of vegetation was calculated using the
Raunkiaer’s normal frequency diagrams and the results are given in Table
and depicted in Fig. for core zone.
The heterogeneity of species in the core and buffer zone and the
distribution of five different classes in the study area fulfill the Raunkiaer’s
“Law of Frequency”.
Table 3.14 - Ecological Status of Vegetation as per Raunkiaer’s Law
Heterogeneous -Fulfills Raunkiaer’s Law
Dominant Species
Abutilon indicum, Acacia nilotica, Acalypha indica, Achyranthes

aspera, Aerva lanata, Amaranthus spinosus, Aristida adscensionis,
Aristida funiculate, Aristolochia bracteolata, Arundo donax,
Azadirachta indica, Bambusa arundinacea, Borassus flabellifer,
Calotropis gigantea, Cardiospermum halicacabum, Cassia alata, Cassia
auriculata, Chloris barbata, Chrysopogon aciculatus, Cissampelos
pareira, Cissus quadrangularis, Citrullus colocynthis, Cleome viscose,
Coccinea indica, Crateva nurvala, Croton bonplandianum, Cyanodon
dactylon, Cyclea burmanni, Cyclea peltata, Cyperus alternifolius,
Cyperus rotundus, Cyphostemma auriculatum, Daemia extensa,

Datura metal, Derris scandens, Diplocyclos palmatus, Dolicus lab lab,
Eichhornia crassipes, Eucalyptus terreticornis, Euphorbia antiquorum,
Euphorbia hirta, Euphorbia royleana, Euphorbia tirucalli,
Gynandropsis pentaphylla, Hibiscus vitifolius, Hibiscus sabdariffa,
Ipomea aquatica, Ipomoea alba, Ipomoea carnea, Lantana camara,
Leucaena leucocephala, Leucas aspera, Moringa oleifera, Nelumbo
nucifera, Nymphaea pubescens, Ocimum canum, Parthenium
hysterophorus, Pennisetum hohenackeri, Polygonum glabrum,
Pongamia glabra, Prosopis juliflora, Ricinus communis, Saccharum
spontaneum,Samanea saman, Setaria verticillata, Setaria viridis, Sida
acuta , Sporobolus coromandelianus, Thephrosia purpurea, Thespesia
populnea, Tribulus terrestris, Tridax procumbens, Typha angustifolia,
Vernonia cinerea , Ziziphus oenoplea.
70
60
50
40
30 Core
20 Buffer
10
0
A 1-20% B 21 - C 41 - D 61 - E 81 -
40% 60% 80% 100%
Fig. 4.5 Raunkiaer’s Law of Frequency
The conclusions were made as per the Raunkiaer’s law on the basis of the
following.
(a) Whether the distribution of plants fulfils the Raunkiaer’s law of

frequency diagram, if it does not fulfill then it indicates that the
distribution of plant community is affected by human impact.
(b) A comment on the impact – whether the distribution is
Homogeneous or Heterogeneous.
The result shows that, the distribution is Heterogeneous, in the study area
thus fulfilling the Raunkiaer’s law. The Heterogeneity and the species
diversity observed among the plant community reveals that, the
characteristic species of scrub forests and dry ever green elements are
distributed evenly throughout the study area. They were recorded in all
the stands used for this investigation showing the highest frequency; there is
a wide distribution of plant species observed in various stands. Though,
there were dominancy observed for few cultivatedspecies, the distribution
of vegetation throughout the study area is heterogeneous in nature.
4.3.11 Habitat Pattern
The environmental conditions with one kind of habitat exhibit variation

from spot to spot. The ecological amplitude of one or more of the species
under consideration delimits the extent of a habitat. The habitat pattern is
associated with the environmental conditions; this has been very well
manifested in the study area. Though the topography is plain with some
undulations here and there the presence of scrub elements and dry
evergreen species clearly shows the habitat pattern in this area.
4.3.12 Changes
The Changes from the initial establishment of vegetation on an area to the

terminal climax community are continuous. However, a given group of
species will reach a peak of dominance at a certain stage of the sequence.
Then as the dominance of this group decreases, the dominance of another

group of species will develop to a maximum. This kind of change in
dominant species have been observed in the study area, among different
transectswith the dominance of aquatic species like,Eichhornia crassipes,
Ipomea carneaand Typha angustifolia and other grasses. This group is then
characteristic as an indicator of its respective stage of the directional change
sequence.
The Change from one stage to the subsequent stage may be especially
prominent where there is a change of life form of the dominant species.
There is usually an increase in productivity per unit area, in organic mass per
unit area because of the presence of the larger life forms, in complexity and
diversity of species and life forms, and in the relative stability and
homogeneity of the populations. The soil and other aspects of the habitat
will also undergo progressive development.
4.3.13 Climax
The Climax community is the one in which no further directional change

takes place under the prevailing environmental conditions. This is the terminus
of habitat and vegetation development.
The climax community of the study area is Grasses, Aquatic herbs,
Climbers and other thorny shrubs. The climax community is in the steady state
with respect to productivity structure and population, with the dynamic
balance of its populations dependent upon its respective site. The community
has a maximum diversity, relative stability and homogeneity of the species
populations within and between the stands of a given climax type. The given
climax type is characterized in appearance within and between stands.
4.4 Assessment of Fauna
4.4.1 The Plankton
The term plankton refers to unattached organisms that are dispersed

individually or in colonies in water. Phytoplanktons are plant plankton, and
zooplanktons are animal plankton. Water samples were collected from
Manamathy, Kosasthalayar, Sirukundram and Poonjeri tanks representing lotic
and lentic system.
4.4.2 Shannon Weaver Index (SWI)
The SWI is a measure of diversity, it may be considered as an overall
index of diversity as it concedes a true picture of the information theory. The
species diversity of such a community may be computed by employing the SWI
of diversity by applying the Index.
H = - n/N log n/N

Where, Or
H = -  pi log pi
n = Number of individual species
N = Total number of individual species
Pi = Importance value for each species n/N
The SWI can be interpreted based on the SWI-H values obtained by
computing the values of quantitative plankton analysis. Based on the H-values
of SWI, the quality of water can be classified into the following three
categories.
Table 4.15 SWI – STANDARD TABLE
1.2 SWI – H 1.2.1.1.1.1.1 QUALITY OF

VALUE WATER
1.2.1.1.1.1.2 X > 3 Clear
1.2.1.1.1.1.3 1 to 3 Moderately polluted
1.2.1.1.1.1.4 X < 1 Heavily polluted
Samples for the plankton study were collected from Appathurai,

Sarkarpalayam, Vengur and Samayapuram(Lotic and Lentic systems) using
standard methods and analyzed for plankton diversity. The list of plankton
present in the water body are given in Table – 3.16 along with its SWI values.
Table 4.16 List of Plankton
S. No. Plankton Manampathy Kosasthalaiyar Sriperumbudur Poonjeri

1 Calamus √ √ √ √
2 Cyclops √ √ √ √
3 Daphnia √ √ √ √
4 Moina √ √ √ √
5 Nauplius √ √ √ √
6 Rotifer √ √ √
7 Notonecta √ √ √ √
8 Streptocephalus √ √ √ √
9 Conocostrachan √ √ √ √
10 Dysticus √ √ √ √
11 Dragonfly √ √ √ √
nymph
12 Chironomous √ √ √ √
H - Value 3.18 3.26 3.45 3.32
Status Clear Clear Clear Clear
The SWI – H values were calculated and the results show that it is clear.
Table 4.17 List of Butterflies

Common Name Scientific Name Status/Schedule

SKIPPERS
Ceylon swift/African straight Parnarabada Common/Na
1 swift
2 Rice swift Borbocinnara Common/ NA
3 Bevan’s Swift Pseudoborbobevani Common/Na
4 Indian palm bob Suastusgremius Common/Na
SWALLOWTAILS
5 Common jay Graphiumdoson Common/ NA
6 Tailed jay Graphiumagamemnon Common/Na
7 Common rose Atrophaneuraaristolochiae Common/Na
8 Crimson rose Atrophaneura hector Common/ NA
YELLOWS AND WHITES
9 Common grass yellow Euremahecabe Common/ NA
10 Spotless grass yellow Euremalaeta Common/Na
11 Common emigrant Catopsiliapomona Common/Na
12 Yellow orange tip Ixias pyrene Common/Na
13 Crimson tip Colotisdanae Common/Na
14 Great orange tip Hebomoiaglaucippe Common/ NA
15 Common albatross Appiasalbina Common/Na
16 Western striped albatross Appiaslibythea Common/Na
17 Common gull Ceporanerissa Common/ NA
18 Common Name Scientific Name Status/Schedule
19 Common jezebel Delias eucharis Common/Na
BLUES
20 Forget-me-not Catochrysopsstrabo Common/Na
Common Name Scientific Name Status/Schedule

21 Pale grass blue Pseudozizeeriamaha Common/ NA
22 Lesser grass blue Zizinaotis Common/Na
23 Tiny grass blue Zizulahylax Common/Na
24 Eastern grass jewel Freyeriaputli Common/ NA
25 Indian cupid Evereslacturnus Common/Na
26 Lime blue Chiladeslajus Common/ NA
27 African babul blue Azanusjesous Common/Na
BRUSH FOOTED
28 Plain tiger Danauschrysippus Common/ NA
29 Blue tiger Tirumalalimniace Common/Na
30 Black rajah Charaxes solon Common/Na
31 Common evening brown Melanitisleda Common/ NA
32 Common bush brown Mycalesisperseus Common/Na
33 Tawny coster Acraeaviolae Common/Na
34 Common leopard Phalantaphalantha Common/ NA
35 Common castor Ariadne merione Common/Na
36 Angled castor Ariadne ariadne Common/Na
Table 4.18 List of Insects
S.No Common name Scientific Name Status/Schedule

1 House fly Muscadomestica Common/ NA
2 Common grasshopper Gastrimargusmarmoratus Common/ NA
3 Painted grasshopper Cleoboracrassa Common/ NA
4 Red cotton bug Dysdercuscingulatus Common/ NA
5 White spotted cockroach Coridiapetivariana Common/ NA
6 House cockroach Periplanataamericana Common/ NA

7 Honey bee Apisindica Common/ NA
8 Small honey bee Apisflorea Common/ NA
9 Anopheles mosquito Anopheles meigen Common/ NA
10 Water scorpion Nepacinerea Common/ NA
11 Praying mantis Gongylusgongiloides Common/ NA
12 Water strider Gerrisgracilicornis Common/ NA
Table 4.19 List of Molluscans / Crabs / Shrimps
S.No Common name Scientific name Status / Schedule

1 Apple snail Pilaglobosa Common / NA
2 Fresh water mussel Lamellidenscorrianus Common / NA
3 Fresh water mussel Parreysiafavidens Common / NA
4 Wheel snail Planorvisgyrautus Common / NA
5 Tower snail Limnaeaperegra Common / NA
6 Cone snail Limnaeatruncatula Common / NA
7 Freshwater crab Parathelphusaconvexa Common / NA
8 Shrimp Macrobrachiumrosenbergii Common / NA
List of Amphibians
S. No Common Name Scientific Name Status/Schedule
1. Skittering frog Ranacyanophlyctis Common/ NA
2. Indian Bull frog Hoplobatrachustigerinus Common/ NA


3. Painted kaloula Kaloulataprobanica Common/ NA
4. Common Indian toad Bufomelanostictus Common/ NA
5. Indian Pond frog Ranahexadactylus Common/ NA
List of Fishes
1 Spotted snake head, green Channapunctatus Common / NA
snake head
2 Tank-goby Glossogobiusgiuris Common / NA
3 Minor carp Labeobata Common / NA
4 Mozambique Tilapia Oreochromismossambicus Common / NA
5 Climbing perch Anabas testudineus Common / NA
6 Freshwater crab Parathelphusaconvexa Common / NA
7 shrimp Macrobrachiumrosenbergii Common / NA
8 Catla Cyprinuscatla Common / NA
9 Common Carp Cyprinuscarpio Common / NA
10 Mud Carp Cirrhinusmolitorella Common / NA
List of Reptiles
1 common skink Mabuyacarinata Common / NA
2 Indian rat snake Ptyasmucosus Common / NA
3 Common vine snake Ahaetullanasurta Common / NA
Buff-striped keelback water Amphiesmastolata Common / NA
4 snake
5 Indian chameleon Chamaleozeylanicus Common / NA

6 Montior Lizard Varanusbengalensis Common / I
7 Indian mud turtle Lissemyspunctata Common / NA
8 Indian pond terrapin Melanochelystrijuga Common / NA
Table 4.20 List of Birds
S.No Common name Scientific name Remarks Status

I KINGFISHERS
1 COMMON KINGFISHER Alcedoatthis C,R
WHITE-THROATED
2 Halcyon smynensis C,R
KINGFISHER
3 PIED KINGFISHER Cerylerudis C,R
II PEAFOWL Pavocristatus Schedule I C,R,Br
BEE-EATERS
4 GREEN BEE-EATER Meropsorientalis C,R
5 BLUE-TAILED BEE-EATER Meropsphilippinus C,M
III CUCKOOS AND COUCALS
6 PIED CUCKOO Clamatorjacobinus C,R,Br
7 COMMON HAWK CUCKOO Hierococcyxvarius C,R
8 ASIAN KOEL Eudynamysscolopacea C,R,Br
9 GREEN-BELLIED MALKOHA Phaenicophaeustristis C,R
10 GREATER COUCAL Centropussinensis C,R
IV PARAKEETS
11 ROSE-RINGED PARAKEET Psittaculakrameri C,R, Br
V SWIFTS

12 ASIAN PALM SWIFT Cypsiurusbalasiensis C,R,Br
13 HOUSE SWIFT Apusaffinis C,R
VI OWLS
14 BARN OWL Tyto alba C,R
15 COLLARED SCOPS OWL Otusbakkamoena O,R
16 SPOTTED OWL Athenebrama C,R
VII EAGLES
17 BLACK KITE Milvusmigrans C,R,Br
18 BRAHMINY KITE Haliasturindus C,R,Br
19 MARSH HARRIER Circus aeruginosus C,M
20 SHIKRA Accipiter badius C,R,Br
21 OSPREY Pandionhaliaetus Schedule I Rare
VIII PIGEONS
22 ROCK PIGEON Columba livia C,R
IX DOVES
23 LAUGHING DOVE Streptopeliasenegalensis C,R,Br
24 SPOTTED DOVE Streptopeliachinensis C,R,Br
25 RED COLLARED DOVE Streptopeliatranquebarica C,R,Br
26 EURASIAN COLLARED DOVE Streptopeliadecaocto C,R,Br
X CRAKES AND RALLIDS
27 PURPLE SWAMPHEN Porphyrioporphyrio C,R,Br
28 COMMON MOORHEN Gallinulachloropus C,R
29 COMMON COOT Fulicaatra C,R,Br
XI DUCKS
30 SPOT BILLED DUCK Anasporcilorhyncha C,R,Br
31 GARGANEY Anasquerquedula C,M

XII WADERS
32 COMMON REDSHANK Tringatotanus O,M
33 COMMON GREEN SHANK Tringanebularia O,M
34 GREEN SANDPIPER Tringaocropus O,M
35 WOOD SANDPIPER Tringaglareola C,M
36 COMMON SANDPIPER Actitishypoleucos C,M
XIII WADERS AND JACANAS
37 BLACK-WINGED STILT Himantopushimantopus C,R, Br
XIV PLOVERS
38 LITTLE RINGED PLOVER Charadriusdubius O,M
XV LAPWINGS
YELLOW-WATTLED
39 Vanellusmalarbaricus C,R,Br
LAPWING
40 RED-WATTLED LAPWING Vanellusindicus C,R, Br
FLAMINGOS,IBISES AND
XVI
SPOONBILL
41 GLOSSY IBIS Plegadisfalcinellus C,SM
42 BLACK-HEADED IBIS Threskiornismelanocephalus NT C,R,Br
43 EURASIAN SPOONBILL Platalealeucorodia C,R,Br
XVII PELICANS
Re,SM,
44 SPOT-BILLED PELICAN Pelecanusphilippensis NT
Br
XVIII STORKS
45 PAINTED STORKS Mycterialeucocephala NT Re,SM,Br
46 ASIAN OPENBILL Anastomusoscitans C,R,Br
47 WOOLLY-NECKED STORK Ciconiaepiscopus O,M

XIX SHRIKES
48 RUFOUS TREEPIE Dendrocittavagabunda C,R
49 HOUSE CROW Corvussplendens C,R
50 LARGE-BILLED CROW Corvusmacrorhynchos C,R
ORIOLES AND
XX
CUCKOOSHRIKES
51 ASHY WOODSWALLOW Artamusfuscus O,SM
52 EURASIAN GOLDEN ORIOLE Oriolusoriolus C,M
BLACK-HEADED
53 Coracinamelanoptera O,SM
CUCKOOSHRIKE
XXI DRONGOS
54 BLACK DRONGO Dicrurusmacrocercus C,R,Br
55 ASHY DRONGO Dicrurusleucophaeus O,M
ASIAN PARADISE-
56 Terpsiphoneparadisi C,M
FLYCATCHER
57 COMMON IORA Aegithinatiphia C,R
58 COMMON WOODSHRIKE Tephrodornispondicerianus C,R
XXII MYNAS
59 COMMON MYNA Acridotherestristis C,R,Br
NT-NEAR THREATENED C – Common R – Resident SM – Seasonal

Migrant
Br - Breeding O – Occassional Ra – Rare
Table 4.21 List of Mammals
S.No. Common Name Scientific Name IUCN status / Schedule


1 Bonnet Macaque Macacaradiata Lower risk/II
2 Jackal Canisaureus Lower risk/II
3 Indian palm squirrel Pumambuluspalmarum Lower risk/III
4 Grey mongoose Herpestesedwardsii Lower risk/II
5 Black naped hare Lepusnigricollis Lower risk/III
6 Indian flying fox Pteropusgiganteus Lower risk/III
7 Short nosed fruit bat Synopterus sphinx Lower risk/III
9 Indian gerbils Tateraindica Lower risk/III
10 Large bandicoot – rat Bandicotaindica Lower risk/III
11 House rat Rattusrattus Lower risk/III
Based on the above tables, the following observations were made:

INVERTEBRATES
The insects in the study area are interrelated with each other and other
organisms. They are in perfect balance in their existence. Some of them act as
pests, while others are useful and beneficial to the environment and human
beings.
PISCES
The lentic and lotic systems represent common fishes which supports the
local people during the seasons.
AMPHIBIANS
The toads and frogs were the amphibians recorded in the study area.
Many of them were seen along the Lentic water system and other areas.
REPTILES
The reptiles recorded in the study area include lizards, and snakes.
BIRDS
Birds play an important role in understanding the ecological balance and

its interrelationships. The occurrence of birds in various locations largely
depends on the site characteristics and their presence in different study sites
reveals that there is a good relationship between the birds and other organisms
and the environment. The maintenance of the eco-balance could be seen in the
selected study areas.
MAMMALS
The distribution of mammals is largely dependent upon the environment
of the respective areas. The mammals present in the study area include
Mongoose, Indian palm Squirrel, etc. These mammals are spread over the study
area.
Target Species – Fauna
A detailed literature survey has been carried out with reference to the
following target species of fauna:
1. Pethia sharmai ( Chennai Sawfin Barb)
2. Geochelone elegans (India Star Turtle)
3. Nilssonia leithii (Leith’s Softshell Turtle)
It has been reported that the Pethia sharmai(Chennail Sawfin Barb)ispresent in
the Sriperumpudur Tank which is one of thepermanent water body.The other
two target species Geochelone elegans and Nilssonia leithiiare absent in the
lentic and lotic water body in the study area.
Pethia sharmai is a fresh water fish foundin ponds and lakes. Standard length of
the fish is 2.7 cm. (Menon 1999). Currently it is known only from two
localities and the extent of occurrence (EOO), even after considering inferred
basins, range between 2,500 to 3,000 km². Fish was described by Menon and
Rema Devi (1993) from Mogappair, West Annanagar, Madras, Tamil Nadu,
India. Jayaram (1999). considered Puntiussharmai (Pethia sharmai) as a juvenile
of Puntiusfraseri and suggested that it may have been accidentally introduced
for larvicidal work. Currently it is endemic to Tamilnaduand known from two
localities, namely Mogappair and Kunrathur(Menon and Rema Devi 1993). The
species is recorded from freshwater ponds in urban areas so increasing
urbanization leading to habitat degradation, which is ongoing in the given
area, could be a threat to the species. Thus, Pethiasharmai is assessed as
Endangered.No quantitative information is available on the population status
of Pethiasharmai but Menon (1999) suggests it is rare. However, now it is
common in its range (K.R. Devi pers. comm.).
4.5 SOCIO ECONOMIC ASSESSMENT
4.5.1 Introduction
In this section of the EIA report an attempt has been made to assess Socio-
Economic Impact Assessment and needs of nearby community to the project
site, a socio-economic and community need assessment study was carried out.
The main purpose of the study was to know the present Socio-Economic
profile of the community and to assist in delivering their Corporate Social
Responsibility (CSR), as per the guidelines of Company’s Act (Amendment)
2013.
The study was undertaken by a team consisting of the approved functional area
expert with respect to demography, occupational pattern, living conditions,
literacy rate and other important socio-economic indicators in order to
decipher the socio economic structure of the project area.
The objects of the socio-economic impact assessment are as follows:
 To study the socio-economic status of the people living in the study area
of the proposed project site.
 To assess the impact on socio-economic environment due to

development of project.
 To evaluate the community development measures proposed to be

taken up by the Project Proponent, if any.
 To suggest Community Development measures need to be taken for the

study area.
4.5.2 Methodology
The methodology adopted for impact assessment is as follows:
a) The details of the activities and population structure have been obtained
from Census 2001 and analyzed.
b) Considering the various Quality of Life (QoL), indicators, and satisfaction

level of the residents of the study area, an attempt was made for
developing the QoL of a family and the community as well.
c) Based on the above data, impacts due to the project on the community
have been assessed and recommendations for further improvement have
been made.
The present report has been prepared on the basis of secondary data collected
from various published reports/ literatures. The main source of data is from
Census 2001. Information was also collected by surfing net and also from the
knowledgeable persons in the study area.
Socio Economic profile of the study Area

The major part of the study area is spread over in Thiruvallur and Kanchipuram
District. About 35-40 villages/sectors are located in and around study area.
According to Census 2001, the total population of the area is 3,728,104 of
which 50.3 percent are male and the remaining 49.7 percent are female.
Average literacy rate is 84.03%. Socio-economic profile of Thiruvallur District
is given below in Table 3.16.
Table 3.16: Population as per census 2011 and 2001 (Thiruvallur District)
Description 2011 2001
Population 3,728, 104 2,754, 756
Male 1,876, 062 1, 397, 407
Female 1, 852, 042 1, 357, 349
Population Growth 35.33% 23.06%
Area sq.km 3394 3394
Density/km2 1098 776
Proportion to TN 5.17% 4.41%
Population
Sex Ratio (Per 1000) 987 971
Child Sex ratio (0-6 age) 946 957
Average Literacy 84.03 76.94
Literates 2, 791, 721 1,865, 707
Male Literates 1,495, 711 1,047,763
Female Literates 1, 296, 010 817, 944
Child Proportion (0-6 10.88% 11.97%
Age)
Boys Proportion (0-6 age) 11.11% 12.06%
Girls Proportion (0-6 age) 10.65% 11.88%
Source: Census 2011
40,00,000 70
35,00,000 60
30,00,000
50
25,00,000
40
20,00,000
30
15,00,000
20
10,00,000
5,00,000 10
0 0
Total Population Male Female Literates Male Literates Femal Literates
2001 2011 Series3
Table 3.16: Population as per census 2011 and 2001 (Kanchipuram District)

Population 3, 998, 252 2,877, 468
Male 2, 012, 958 1, 457, 242
Female 1, 852, 042 1, 420, 226
Population Growth 38.95% 19.15%
Area sq.km 4483 4483
Density/km2 892 668
Proportion to TN 5.54% 4.61%
Population
Sex Ratio (Per 1000) 986 975
Child Sex ratio (0-6 age) 959 961
Average Literacy 84.49 76.85

Literates 3, 013, 382 1, 952, 198
Male Literates 1, 611, 461 1, 088, 943
Female Literates 1, 401, 921 863, 255
Child Proportion (0-6 10.79% 11.71%
Age)
Boys Proportion (0-6 age) 10.95% 11.80%
Girls Proportion (0-6 age) 10.64% 11.64%
4500000 90
4000000 80
3500000 70
3000000 60
2500000 50
2000000 40
1500000 30
1000000 20
500000 10
0 0
Total Male Female Literates Male Femal
Population Literates Literates
2001 2011
CHAPTER 5: ANALYSIS OF POTENTIAL ENVIRONMENTAL IMPACTS &

MITIGATION MEASURES
5.1 INTRODUCTION
The negative impacts of road projects can be reduced or minimised only if proper safeguards
are put in place during the design and construction stage itself. These can include reducing
pollutant discharge from the harmful activities at source or protecting the sensitive receptor.
An effective mitigation strategy will utilise a combination of both options to arrive at
practically implementable measures. Conscious efforts have been worked out to minimise any
adverse impacts on the various environmental and social components. Where the impacts on
various environmental components have been unavoidable, mitigation designs have been
worked out.
5.2 MITIGATION MEASURES PROPOSED
The mitigation / avoidance / enhancement measures for the various environmental

components for the different project packages are described below. These measures have
been fully and adequately incorporated in the Environmental Management Plan prepared.
5.2.1 METEOROLOGICAL PARAMETERS
Avoidance measures, such as the minimising of the number of trees to be cut etc, have been
worked out as part of the design finalisation. However, there will be a significant tree felling
due to the project. Though no major change in the macro-climatic setting (precipitation,
temperature and wind) is envisaged due to the project, the microclimate is likely to be
temporarily modified by vegetation removal, loss of roadside plantations and the addition of
increased pavement surface. Compensatory afforestation, planting along the median and
landscaping proposed shall help in restoring the green cover along the corridor along with the
micro climate conditions that exist before the removal of trees, within 2-3 years.
5.2.2 LAND
Land Acquisition, soil erosion and contamination of soil have emerged as major sources of
land impact especially in urban areas and nearby watercourses. Due to the proposed road
improvements aimed at enhancing the efficiency of road transport system, which will result in
economic growth in the region overtime.
Table 5.1 Summary of Mitigation on Impact on Land

S. no Particular Impact Reason Mitigation/ Enhancement
Extraction of
materials
No blasting is envisaged.
Change in Direct, long term, (borrow
1 - Quarry Development
Geology negative Impact earth, coarse
Plan to be enforced.
and fine
aggregates)
Cross drainage structures
are checked and complied
Change in No Negative
2 with the seismological
Seismology Impact
settings of the region
(Zone)
-Land acquisition
minimised. LA only at
locations which require
Land geometric correction
Direct, long-term Acquisition, and where bypasses are
3 Loss of land
negative impact Change in proposed
land use pattern -Design ROW is restricted
within 30 m almost
throughout the stretch &
45 m for bypasses
May
contaminate air,
Generation of
water and Disposed properly to
4 Debris Negative Impact
land, if not avoid contamination.
disposed
properly
Embankment protection
Road slopes and through: Stone pitching
spoils Turfing
Moderate, direct,
Construction of Residual spoil need to be
long-term
5 Soil Erosion new bridges disposed properly Silt
negative
and culverts Fencing need to be
impact
Quarry and provided
Borrow areas Quarries need to be
reclaimed
Scarified Hazardous Wastes
bitumen wastes (Management
Oil and diesel andHandling) Rules, 1989
spills to be enforced.
Contamination Emulsion Oil Interceptor will be
Direct, long term
6 of Soil sprayer and provided for accidental
negative impact
laying of spill of oil and diesel
hot mix Rejected material will be
Production of laid as directed by
hot mix and engineer.
rejected Septic tank will be
S. no Particular Impact Reason Mitigation/ Enhancement

materials constructed for waste
Residential disposal.
facilities for the
labour and
officers
Routine and
periodical
maintenance
Effectiveness / Measures will be revised &
Soil quality shortfall (if improved to
7 monitoring any)Any mitigate / enhance
unforeseen environment due to any
impact unforeseen impact.
Change in Seismology
No negative impact on the seismological setting of the region is anticipated. Rather, as part of
the project all the existing structures will be checked and constructed as per the seismological
requirements of the region in conformity to the IS 1893(Part 1):2002.
Erosion
Incorporating appropriate type of treatments of slopes has reduced the potential for erosion
of high embankments and bridge fills. The soil is assumed to have an angle of repose
corresponding to 1V: 2H. Slope protection is normally required only for slopes steeper than
this. The side slopes gentler than this will be turfed with shrubs and grasses as per IRC: 56-
1974: Recommended Practices for Treatment of Embankment Slopes for Erosion Control.
Contamination of Soil
Contamination of soil can spoil the soil and can also contaminate the surface as well as
ground water sources. Details of the activities from which the contamination can occur are
presented below:
Table 5.2: Mitigation Measures for Soil Contamination

Potential impact Mitigation
Scarified Bituminous  No scarification involved.
Wastes  In case concessionaire decides to scarify then the
material to be reused in the GSB layer.
 Non reusable Bituminous wastes to be dumped in
30cm thick clay lined pits with the top 30cm layer
covered with good earth for supporting vegetation
growth over a period only after obtaining
permission of Independent Engineer.
Scarified Non Bituminous Material  Used in the normal GSB layer (not the drainage
Potential impact Mitigation

layer)
Cut material  Reused as embankment, median & shoulder fill
materials
 Excess material to be used for filling up of borrow
areas identified by the concessionaire and approved
by the Independent Engineer
Construction debris generated from Annexure 8.1 : Guidelines for Identification of Debris
dismantling of structures Disposal Sites & Precautions needed
Annexure 8.2: Guideline for Rehabilitation of
Dumpsites & Quarries
Soil Contamination due to accident  An emergency response team to be created. The
spills team shall contain members of the district and police
administration and also have specialist in
remediation. Responsibility of Concessionaire to
inform the team to take actions. The roles and
responsibility of the members of the ram shall be
framed in conjunction with all the parties to address
the situation arising out of the accidental spills
resulting in situation like water and soil
contamination, health hazards in the vicinity of the
accident spot, fire and explosions etc.
Soil contamination due to Improvements of design shall lead to less accidents
Highway run of and hence less spillage of oil and grease
Soil Contamination during  Fuel storage will be in proper bunded areas.
construction stage from fuel spills  All spills and collected petroleum products to be
disposed off in accordance with MoEF and SPCB
guidelines and as per the directions of the
Emergency Response team.
 Fuel storage and fuelling areas will be located at
least 300m from all cross drainage structures and
significant water bodies
Operation of residential facilities for  Vehicle parking area will be made impervious using
labour camps, Vehicle parking 75 mm thick P.C.C. bed over 150 mm thick rammed
areas brick bats. The ground will be uniformly sloped
towards to adjacent edges towards the road. A drain
will take all the spilled material to the oil interceptor
Productive Top Soil

To conserve the productive top soil the following measures have been proposed:
 The topsoil from all areas of cutting and all areas to be permanently covered shall be
stripped to a specified depth of 150mm and stored in stockpiles. At least 10% the
temporarily acquired area shall be earmarked for storing top soil.
 The stockpile shall be designed such that the slope does not exceed 1:2 (vertical to
horizontal), and the height of the pile be restricted to 2m. To retain soil and to allow
percolation of water, silt fencing shall protect the edges of the pile.
 The stockpiles shall be covered with gunny bags or tarpaulin.

 Such stockpiled topsoil will be returned to cover the disturbed area and cut slopes.
Residual topsoil will be distributed on a areas as identified by concessionaire and
approved by the Independent Engineer in a layer of thickness of 75mm - 150mm. Top soil
shall also be utilised for redevelopment of borrow areas, landscaping along slopes,
medians, incidental spaces etc,
During construction, some land will be temporarily needed to create detours, store
equipment and material, site construction workers' camp and other amenities. The top 150
mm of soil from these areas will be stripped off and stored in heaps of less than 2 m height.
The slope of the pile will be maintained to lesser than 1:4 to reduce removal of sediment with
runoff and to enhance percolation through stored soil. The stored soil will be used for:
 Covering all disturbed areas including for the rehabilitation of borrow areas
 Top dressing of the road embankments and fill slopes
 Distribution over barren / unproductive areas, for a depth of 75-100mm, to make
these lands productive.
Quarries
Existing quarries that are already in operation with the required environmental clearances
have been recommended for this project, and no new quarries have been proposed. The
existing quarries are suitable for the requirement of coarse and fine aggregate required for the
road works. In case the Concessionaire decides in opening up of new quarries for the project,
Details of Quarries
1. Vadagambadi at km 11/0 to km 13/2

i) Vadagadambadi Quarry at km 11/0 to km 12/0
ii) R.S.Quarry, Thirukalukundram at km 12/0 to km 13/2
2. Manamathy -Mullipakkam Road at km 0/0 to km 8/0

i) Manamathy Quarry at km 0/0 to km 6/0
ii) Reddikuppam Quarry at km 6/0 to km 8/0
3. Singaperumalkoil-Reddikuppam Road at km 0/0 to km 13/2

i) Quarry at km 0/0 to km 6/0

ii) Quarry at km 6/0 to 13/2
4. Singaperumalkoil-Sriperumbudhur-Thiruvallur-Redhills Road km 0/0 to km 40/325

i) Quarry at km 12/0
ii) Quarry at km 12/0 km 11/0 to 40/325
5. Kottaimedu quarry (via) Chennai Pulicat Road
5.2.3 AIR QUALITY MITIGATION
Table 5.3 Summary of Mitigations for Impacts on Air Quality

Mitigation/
S.NO Item Impact Reason
Enhancement
 Comprehensive
Meteorological Due to production afforestation
Marginal
1 factors and and laying of hot  Avenue plantation
Impact
climate bituminous mix  Shrub plantation in the
median / island
 Sprinkling of Water
 Fine materials to be
Shifting of utilities,
Temporary completely
removal of trees &
and  Covered, during transport
2 Dust generation vegetation,
location and stocking.
transportation of
specific  Plant to be installed in
material
down wind direction from
nearby settlement.
Clearing and
grubbing materials  Air pollution Norms will be
dumping enforced.
brushing of the  Labourers will be provided
surface access mask.
Gaseous Moderate
3 roads to  Local people will be
pollutants impact
borrow area hot educated on safety and
mix plants, precaution on access roads,
Crushers paving newly constructed
of asphalt layers, embankment etc.
Labour Camps
Air quality impact Moderate Air pollutants from Compliance with statuary
4
emissions impact traffic regulatory requirements
Design / Pre construction Stage
At critical sections especially along the congested stretch of the existing highway, removal of
bottlenecks and relieving congestion in built-up stretches were incorporated through
improved design and improving road geometry and widening of road to smoothen traffic
flow.
Construction Stage
Reduction in congestion due to better highway design being one of the objectives, an
improvement in ambient air quality is expected to be one of the outcomes of the proposed
improvements. However, these may be offset by the projected increase in traffic. Since the
project cannot directly influence the adverse impacts of the operation stage, the efforts are
concentrated in reducing air pollution during the construction phase. Several provisions can
be incorporated within the contract, through the EMP, to ensure that the deterioration in air
quality is limited to the maximum extent possible. During the construction stage, there are
two major sources of Air pollution:
 Construction activities at working zones, which cause primarily dust emission and
 Operation of the construction plant, equipments and machinery, which causes gaseous
pollutants.
The specific measures include:
Dust Control
All precautions to reduce the level of dust emissions from the hot mix plants, crushers and
batching plants and other transportation of materials will be taken up including:
 Vehicles delivering loose and fine materials like sand and fine aggregates shall be covered
to reduce spills on existing roads
 Water will be sprayed on earthworks, temporary haulage and detour roads on a regular
basis. During and after compaction of the sub-grade, water will be sprayed at regular
intervals to prevent dust generation.
 The hot mix plant will be fitted with dust extraction units.
 It shall be ensured that the dust emissions from the crusher and vibrating screen at the
stone quarries do not exceed the emission standards set by CPCB by covering hoods and
incorporation of cyclones.
Emission Control
To ensure the control of exhaust emissions from the various construction activities, the
contractor and the concessionaire shall take up the following mitigation measures:
The asphalt plants and the batching plants will be sited at least 1 km in the downwind
direction from the nearest human settlement.
 An adequate cyclone / scrubber to control emissions from the stack of hot mix plants will
need to be provided in the event of the emissions exceeding the SPCB norms. Other
potential measures include plantation around periphery of the hot-mix plants.
 To ensure the efficacy of the mitigation measures suggested, air quality monitoring shall be
carried out at least once a month during the period the plant is in operation.
 All vehicles, equipment and machinery used for construction will be regularly maintained
to ensure that the pollution emission levels conform to the SPCB norms. A vehicle
maintenance schedule prepared by the contractor and the concessionaire and approved
by the Engineer shall be adhered to.
Operation Stage
During the operation stage, the mitigation that the project can carry out is related more to
facilities for checking levels of pollution. Additional measures proposed are as below:
 Broad-leaved pollution resistant species, which can grow in high pollutant
concentrations or even absorb pollutants, shall be planted as they help settle
particulates with their higher surface areas alongwith thick foliage, which can reduce
the distance for which particulates are carried from the road itself. Cassia fistula
(Amaltas), Ficus religiosa (Peepal), Ficus bengalensis (Banyan), Tamarindus indica
(Imli) and Azadirachta indica (Neem) are recommended.
 Other measures such as the reduction of vehicular emissions, ensuring vehicular
maintenance and upkeep, educating drivers about driving behaviour I methods that
will reduce emissions are beyond the scope of the project but will be far more
effective in reducing the pollutant levels. The concessionaire together with the Motor
vehicles Department and SPCB can arrange for provision for inspection for the
Pollution under Control (PUC) certificates at all the toll plazas proposed.
Air Quality Monitoring
Apart from provision of the mitigation measures, ambient air quality shall be monitored. The
monitoring plan shall be functional in construction as well as in operation stages. The
frequency, duration and responsibility will be as per the Environmental Monitoring Plan.
5.2.4 WATER MITIGATION
The table below presents the adverse impacts on water resources & the proposed mitigation
measures.
Table 5-4: Summary of Mitigations for Impacts on Water
S. Item Impact Reason mitigation/Enhancement
No
1 Alteration of cross very low Major bridge Widening & construction of
drainage impact constructions bridges, there will be an
Widening of improvement in the drainage
minor bridges characteristics of the project
and culverts area.
2 Runoff and Direct Siltation of water Silt fencing to be provided.
drainage Impact bodies Recharge well to be provided to
Reduction in compensate the loss of pervious
ground recharge surface.
Increased Continuous drain is provided,
drainage unlined in rural area and lined in
discharge urban area.
3 Water Direct Water Contractor needs to obtain
requirement for impact requirement for approvals for taking adequate
project construction quantities of water from surface
activity. and ground water sources.
Water This is required to avoid
requirement for depletion of water sources.
labour Water harvesting structures to be
provided.
4 Increased Direct increased Silt fencing to be provided
sedimentation impact sediment laden
run-off
after the nature
and capacity of
the
watercourse
5 Contamination of Direct Scarified bitumen Hazardous wastes (Management
Water adverse wastes and Handling) Rules, 1989 to be
impact Oil and diesel enforced.
spills Oil Interceptor will be provided
Emulsion sprayer for accidental spill of oil and
and laying of hot diesel.
mix Septic tank will be construction
for waste disposal
Protection from Run off

Road run-off is let off into natural drains of adequate capacity from ditches at the end of
formation to prevent destabilisation of the embankment. Release of road run-off directly
from the ditches can erode edges of the water body into which the run-off is let off. Scouring
of banks of flowing water bodies due to high velocity run-off is also a potential danger. To
ensure that run-off does not damage the water body it enters, cascading for scour protection
through stepped gabion is recommended.
Protecting Water Quality

To prevent any degradation of water quality of the various surface and ground water
resources due to the proposed project, the contractor and the concessionaire shall work out
the following mitigative measures during the construction period:
 Provision of necessary mitigation measures at the various locations proposed in the
design to prevent contamination and degradation of water quality.
 Construction work close to the streams or water bodies must be avoided during
monsoon.
 The discharge standards promulgated under the Environmental Protection Act, 1986
will be strictly adhered to.
 Impact on the river / nallah system can be minimised if the bridge construction is
taken up during the lean flow season and construction work close to the water bodies
avoided during monsoon.
 The fuel storage and vehicle cleaning area shall be stationed at least 500m away from
the nearest drain / water body
 The slope of the embankments leading to water bodies shall be modified and re-
channelled to prevent entry of contaminants into the water body.
 Provision of silt fencing and oil interceptors the details of which are given below
Silt Fencing
Silt fencing will be provided to prevent sediments from the construction site entering into the
nearby watercourses. The silt fencing consists of geo textile with extremely small size
supported by a wire mesh mounted on a panel made up of angle / wooden frame and post.
It is expected a single person will be able to drive the angles by pressing from the top. The
frame will be installed at the edge of the water body along which construction is in progress.
The number of such units to be installed can be decided depending upon the length of the
water body along the side of the road construction.
5.2.5 NOISE MITIGATION
The contribution of project design towards mitigation of increased noise levels would be the
improved riding surface and geometry, which will reduce vehicular noise generation, at least
during the initial years after construction. The mitigation measures for noise are essentially
aimed at protecting the receptor. Noise and vibration during construction is a significant
impact especially around settlements and inhabited areas. During the construction stage, the
most vulnerable population is the construction crew which is subjected to very high noise
levels, albeit intermittently. Provision of Personal Protective Equipment (PPE) for the crew
will be made a part of conditions of contract. Specifying construction timings will prevent
disturbance to the local populations.
The following mitigation measures as given in table below need to be worked out by the
contractor and the concessionaire for the noise impacts associated with the various
construction activities.
Table 5.5 - Sources of Noise Pollution, Impacts and Mitigation Measures
Source of Noise Pollution Impacts Mitigation Measures
 Mobilizations of heavy Increased All construction equipment, plants,
construction machinery; Noise Levels machinery and vehicles will follow
 Acceleration / deceleration causing prescribed noise standards. All construction
/gear discomfort to equipment used for an 8 hour shift shall
 changes by the vehicles local residents conform to a standard of less than 90 dB
depending on the level of and workers (A). If required, machinery producing high
congestion and smoothness noise as concrete mixers, generators etc,
of road surface; must be provided with noise shields;
 Excavation for foundations
and At construction sites within 500 m of human
 grading of the site; settlements, noisy construction shall be
 Construction of structures stopped between 9.00 PM and 6.00 AM;
and
 facilities; Vehicles and construction machinery shall be
 Crushing plants, asphalt monitored regularly with particular
production plants; and attention to silencers and mufflers to
 Loading, transportation and maintain noise levels to minimum;
unloading of construction
materials. Workers in the vicinity of high noise levels
must wear ear plugs, helmets and should be
engaged in diversified activities to prevent
prolonged exposure to noise levels of more
than 90 dB (A) per 8 hour shift;
Hot mix plant, batching or aggregate plants

shall not be located within 500 m of
sensitive land use and settlements;
All activities pertaining to procurement,

storage, transport and handling of explosives
and subsequent blasting will be carried out
as per the statutory Indian Explosives Act
1984. Blasting shall be restricted only to
daytime hours. Prior information of blasting
operational times shall be given to people
living near such blasting sites.
The project road designed is a divided raised

carriageway. This design shall help in
reducing the impact of highway noise.
Planting of trees, bushes and shrubs shall also
to reduce noise levels.
Provision of noise barriers. Noise barriers

will be most effective if they break the line
of sight between noise source and the
properties being protected, and if these are
thick enough or adsorb or reflect the noise
received
Noise Pollution Monitoring – Mitigation

The effectiveness of mitigation measures and further improvement in designs to reduce the
noise level due to construction and operational activity shall be monitored. The frequency,
duration and monitoring plan shall be functional in construction as well as in operation stages
as per the Environmental Monitoring Plan. Any value / result not within acceptable limits
shall be reported to engineer, for remedial measures.
5.2.6 BIOLOGICAL ENVIRONMENT
Flora
The major adverse impacts on flora shall involve the removal of trees, shrub and ground
cover from within the Corridor of Impact. As part of the project preparation, to minimise the
loss of trees, clearance of only those trees identified from the design will be removed.
Table 5.6 Summary of Mitigations for Impacts on Biological Environment

S.
Item Impact Reason mitigation/Enhancement
No
Minimum diversion of forest land
Forest Direct Acquisition of forest Bearing the cost for NPV
1
area Impact land Bearing the cost for Compensatory
Afforestation
No Presence of Wild
Wild Life Direct Life Sanctuary or
2 Nil
Impact National Park within
10 Km radius
Compulsory tree plantation in the
ratio of 1:10
Increase in soil Option of compensatory
erosion, silting of afforestation through Forest
Direct water bodies. Department.
Trees
3 Impact Dust and noise Avenue plantation along corridor,
cutting
pollution where ever possible.
Loss of shade and loss Identification of incidental spaces
of tree products (ox bow areas for group plantation.
Transplantation of trees also
explored.
Clearing and grubbing will be
minimised, andsprinkled with water
Increase in soil
to reduce dust pollution.
Direct erosion, silting of
Vegetation Exposed surface like embankment
4 Impact water bodies, noise
slopes will be protected with stone
pollution, dust
pitching and turfing.
pollution
Open land in and around plant will
be vegetated
Cattle No No cattle grazing
5 Nil
Grazing impact found
Forest Areas - Mitigation

The project is expected to lead to cutting of about 4797 trees. Out of which 806 trees will be
felled and the remaining 3991 trees with girth size below 900mm will be transplanted. The
806 tree felling will be compensated by planting 8060 trees at 1:10 ratio. The transplantation
of existing trees and plantation of new trees can be done on the space available within the
proposed RoW and the land available with other Government departments/agencies within
close proximity to improve the environmental status of the project area.
The measures for avoiding / mitigating adverse impacts on the forest stretches are given
below:
 No construction camp shall be allowed within the designate limits of the forest areas
and within 1km from their boundaries.
 No earthworks or surfacing permitted along stretches of road within these areas after
sundown.
 No workmen allowed shall be allowed to stay within the areas after sundown except
with adequate supervision.
 As far as possible, concreting along the stretch of road within the areas to be planned
such that work after sundown is avoided or kept to the absolute minimum. Wherever
this is unavoidable, the Engineer’s Environmental staff shall remain present at site.
 No disposal of debris shall be allowed within these areas except at locations identified
during project preparation.
Fauna
As the entire corridor is subject to intense human habitation, there are no significant fauna
species along the highway. The following measures need to be taken up during the
construction stage by the contractor and the concessionaire.
 All works are to be carried out such that minimum damage and disruption to fauna is
caused.
 Construction workers shall be instructed to protect natural resources and fauna,
including wild animals and aquatic life.
 Hunting and unauthorised fishing shall be prohibited.
 During construction, at any point of time, if a rare / endangered / threatened fauna
species is spotted, the contractor and the concessionaire shall make all arrangements to
intimate the wild life authorities and measures will be taken as for is conservation
during the operation period also.
5.2.7 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 and for the bypasses.
Bus Shelters and Bus Bays
The existing design is not suited to the local climate and thus only finds use during the rainy
season. 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:
 Bus shelters are proposed near to residences to minimise walking distance.

 It should be positioned in straight and level sections of road and should be visible
from a long distance in both directions.
 Bus bays are proposed as per the recommendations of IRC: 80-1981.
 New bus stops would be provided with shade, benches and railings.
 Interpretative signage would be displayed in Tamil and English that could deliver
information about the bus numbers, origin & destination and routes of buses.
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:
 Parking facility shall be provided. Vehicle parking lay-by shall be provided at

the frontage of these locations.
 Based on the location and availability of space landscaping shall comprise of
walkways and soft landscaped areas and outdoor seating spaces. Shade and
fruit trees as well as flowering shrubs are proposed in the rest areas.
 The project proposes to provide the minimum required public conveniences

such as toilets and drinking water facilities at each of the rest areas.
 Restaurant with outdoor and indoor seating spaces, Fast food joints, General
stores, Chemists /medicine shops, STD / PCO and Vehicle repairing shops shall
be proposed
 The locations of rest areas shall be advertised through signboards and overhead
signs in 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.
 Landscaping shall comprise primarily of shade trees. Ornamental trees, shade

trees and shrubs shall be planted in order to develop the area aesthetically.
Trees shall be planted to define the length of the lay-by on its outer side as also
depending on availability of space
 The minimum required public conveniences such as toilets, bathing spaces and
drinking water facilityshall be proposed at these locations.
 Chemists / medicine shops, STD / PCO and Vehicle repairing shops shall be
proposed
 The locations of rest areas shall be advertised through signboards and overhead
signs in advance.
Community / Cultural Resources
Census Survey was carried out for 802 affected buildings. It was identified during the
survey that 455 structures are affected with more than 1/3 or fully affected. It was
identified that 73 CPRs (Church, Temples, Government School, Government building
and a Police booth) is being affected in the road stretch.
Around 75% of the PAHs are Title holders and 25% of them are Squatters. It was
noted that the Encroachers accounts for less than 1% with four structures. It was
observed that 62% affected buildings are of residential usage, 16% of them of
commercial usage, 10% of the assets serve for residence cum commercial use, 1% of
the assets are of agriculture related assets, 2% of them are of industrial use and 8%
accounts for other use such as pump house, shed and godown.
The typology of the affected structures shows that 41% of affected structures are
pucca assets, 8% of them were other assets such as toilets, shed, pump room, etc,
25% of them are Semi-Pucca and 25% are kutcha assets respectively. The extent of
loss depicts that the average loss of affected portion is 56.12 Sq,mts.
Socio-economic survey has been conducted for PAHs covering 56% of the affected
PAHs. The socio-economic profile of the affected people includes the social condition
and economic condition such as housing, income, expenditure, debts, infrastructure,
gender issues, health seeking behaviour, access to facilities, education status and
commercial / business activities.
As per the ToR of DPR works, the consultation meetings addressed to local public
were conducted on 21st to 31st July 2014 at the 5 locations. The number of meeting
points and their locations along with schedule were finalized in consultation with the
respective Divisional Engineers of Highways Department.
The public hearing was conducted on 10.07.2018 and 12.08.2018 by TNPCB in

Chengalpet and Thamaraipakkam respectively. The minutes of the meeting is enclosed
as Annexure.
The R&R budget is estimated to be Rs. 96.28 Cr which includes the cost of structural
compensation, R&R assistance, social manager and environmental specialist
remuneration, training cost for capacity building of staff, monitoring and evaluation
cost and contingency for the project.
Risks Associated - Mitigation
The Contractor and the Concessionaire is required to comply with all the precautions
as required for the safety of the workmen as per the International Labour
Organisation (ILO) Convention No.62 as far as those are applicable to this contract.
The contractor and the concessionaire will supply all necessary safety appliances such
as safety goggles, helmets, masks, etc., to the workers and staff. The contractor and
the concessionaire has to comply with all regulation regarding sage scaffolding,
ladders, working platforms, gangway, stairwells, excavations, trenches and safe means
of entry and egress.
Risk from Electrical Equipment
Adequate precautions will be taken to prevent danger from electrical equipment. No

material or any of the sites will be so stacked or placed as to cause danger or
inconvenience to any person or the public. All necessary fencing and lights will be
provided to protect the public. All machines to be used in the construction will
conform to the relevant Indian Standards (IS) codes, will be free from patent defect,
will be kept in good working order, will be regularly inspected and properly
maintained as per IS provision and to the satisfaction of the Engineer.
Risk at Hazardous Activity
All workers employed on mixing asphaltic material, cement, lime mortars, concrete
etc, will be provided with protective footwear and protective goggles. Workers, who
are engaged in welding works, would be provided with welder’s protective eye-
shields. Stonebreakers will be provided with protective goggles and clothing and will
be seated at sufficiently safe intervals. The use of any toxic chemical, if any will be
strictly in accordance with the manufacturer’s instructions. The Engineer will be given
at least 6 working day’s notice of the proposed use of any toxic chemical. A register
of all toxic chemicals delivered to the site will be kept and maintained up to date by
the Contractor and the concessionaire. The register will include the trade name,
physical properties and characteristics, chemical ingredients, health and safety hazard
information, handling and storage procedures, and emergency and first and
procedures for the product.
Risk of Lead Pollution
No man below the age of 18 years and no woman will be employed on the work of
painting with products containing lead in any form. No paint containing lead or lead
products will be used except in the form of paste or readymade paint. Face masks will
be supplied for use by the workers when paint is applied in the form of spray or a
surface having lead paint dry rubbed and scrapped.
Risk from Explosives

The contractor and the concessionaire will not use explosives except as may be
provided in the contract or ordered or authorized by the Engineer. Where the use of
explosives is so provided or ordered or authorized, the Contractor and the
concessionaire will comply with the requirements of the following sub-clauses of this
clause besides the law of the land as applicable. The Contractor and the
concessionaire will at all times take every possible precaution and will comply with
appropriate laws and regulations relating to the importation, handling,
transportation, storage and use of explosives and will, at all times when engaged in
blasting operations, post sufficient warning flagmen, to the full satisfaction of the
Engineer. The Contractor and the concessionaire will at all times make full liaison with
and inform well in advance and obtain such permission as is required from all
government authorities, public bodies and private parties whatsoever concerned or
affected or likely to be concerned or affected by blasting operations.
First Aid
At every workplace, a readily available first and unit including an adequate supply of
sterilised dressing material and appliances will be provided as per the Factory Rules.
Workplaces remote and far away from regular hospitals will have indoor heath units
with one bed for every 250 workers. Suitable transport will be provided to facilitate
take injured or ill person(s) to the nearest applicable hospital. At every workplace an
ambulance room containing the prescribed equipment and nursing staff will be
provided as prescribed.
Potable Water
In every workplace at suitable and easily accessible places a sufficient supply of cold
potable water (as per IS) will be provided and maintained. If the drinking water is
obtained from an intermittent public water supply then, storage tanks will be
provided. All water supply storage will be at a distance of not less than 15m from any
latrine, drain or other source of pollution. Where water has to be drawn from an
existing well, which is within such proximity of any latrine, drain or any other source
of pollution, the well will be properly chlorinated before water is drawn from it for
drinking water. All such wells will be entirely closed in and be 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 a month.
Hygiene
The Contractor and the concessionaire during the progress of work will provide, erect
and maintain necessary (temporary) living accommodation and ancillary facilities for
labour to standards and scales approved by the resident engineer. Camp.
There will be provided within the precincts of every workplace, latrines and urinals in
an accessible place, and the accommodation, separately for each for these, as per
standards set by the Building and other Construction Workers (regulation of
Employment and Conditions of service) Act, 1996. Except in workplaces provided
with water-flushed latrines connected with a water borne sewage system, all latrines
will be provided with dry-earth system (receptacles) which will be cleaned at least
four times daily and atleast twice during working hours and kept in a strict sanitary
condition. Receptacles will be tarred inside and outside at least once a year. If women
are employed, separate latrines and urinals, screened from those for men and marked
Woman in vernacular will be provided. There will be adequate supply of water, close
to latrines and urinals.
All temporary accommodation must be constructed and maintained in such a fashion

that uncontaminated water is available for drinking, cooking and washing. The
sewage system for the camp must be properly designed, built and operated so that no
health hazard occurs and no pollution to the air, ground or adjacent watercourses
take place. Compliance with the relevant legislation must be strictly adhered to.
Garbage bins must be provided in the camp and regularly emptied and the garbage
disposed off in a hygienic manner. Construction camps are to be sited away from
vulnerable people and adequate health care is to be provided for the work force.
Unless otherwise arranged for by the local sanitary authority, arrangement for proper
disposal of excreta by incineration at the workplace will be made by means of a
suitable incinerator approved by the local medical health or municipal authorities.
Alternatively, excreta may be disposed off by putting a layer of night soils at the
bottom of a permanent tank prepared for the purpose and covering it with 15 cm
layer of waste or refuse and then covering it with a layer of earth for a fortnight (by
then it will turninto manure). On completion of the works, the whole of such
temporary structures will be cleared away, all rubbish burnt, excreta or other disposal
pits or trenches filled in and effectively scaled off and the whole of the site left clean
and tidy, at the contractor and the concessionaire’s expense, to the entire satisfaction
of the Engineer.
CHAPTER 6: ENVIRONMENT MONITORING PROGRAMME
6.1 ENVIRONMENT MONITORING PROGRAMME
The purpose of the monitoring programme is to ensure that the intended

environmental measures are achieved and result in desired benefits to the target
population. To ensure proper implementation of the Environment Monitoring Plan
it is essential that an effective monitoring programme is designed and carried out.
The broad objectives of the environment monitoring program are:
 To monitor impacts on the surrounding environment and the effectiveness of

mitigation measures during the construction and operation.
 To ensure that the environmental control systems installed at the plant and
are operating satisfactorily.
 To suggest ongoing improvements in management plan, if required, for
subsequent effective monitoring.
 To satisfy the requirements of environmental regulatory framework and
community obligations.
6.2 PERFORMANCE INDICATORS
The physical, biological and social components, which are significant in affecting the
environment at critical locations, have been suggested as Performance Indicators. The
following specific environmental parameters can be qualitatively measured and
compared over a period of time and therefore selected as Performance Indicators for
monitoring due to their regulatory importance and the availability of standardized
procedures and relevant expertise.
 Air quality with respect to PM10, PM2.5, NOx, SO2 and CO at selected
locations.
 Water quality with reference to DO, BOD, COD, suspended solids, turbidity,
alkalinity, oil and grease at selected water bodies.
 Noise level at sensitive locations (institutions, hospitals, religious places)
 Survival rates of trees planted as compensatory afforestation to compensate
for removal of roadside trees.
6.2.1 AMBIENT AIR QUALITY MONITORING
The monitoring of air sampling should be conducted at the location of Crusher plant,
HMP, Stockyards Batching plant, Haul roads. In addition to these, air quality should
also be monitored near the storage sites having aggregates, sands etc.
The parameters recommended for monitoring during construction are:

 Particulate Matter, PM10, PM2.5
 Sulphur Dioxide,
 Oxides of Nitrogen, and
 Carbon monoxides,
6.2.2 WATER QUALITY
Water quality and public health parameters should be monitored till the end of
project and two years after the completion. Monitoring should be carried-out at
quarterly basis, to cover seasonal variations, by any recognized agency. Water
quality shall be analyzed by applying the standard technique. The parameters for
monitoring are given in the below.
6.2.3 AMBIENT NOISE MONITORING
The monitoring of noise sampling should be conducted at the location of plant sites
i.e crusher plant, HMP and construction sites etc. In addition to these, noise quality
should also be monitored near the school, hospital, other sensitive sites and
residential areas exist along the 40 meter to 50 meter distance of project road or at
the designated locations.
6.3 ENVIRONMENTAL REPORTING SYSTEM
Monitoring and evaluation are important activities in implementation of all projects.

Monitoring involves periodic checking to ascertain whether activities are going
according to the plans. It provides the necessary feedback for project management to
keep the programme on schedule.
report for Proposed Chennai Peripheral Road
Table 6.1 Environmental Monitoring Plan

Environment
Project Stage Parameters Standards Location Frequency Duration
Component
Twice in a
Plant site, HMP month till
Construction
& stone crusher end of
construction
Stretch of the
road where Once in a
PM10, PM2.5,SO2, construction is in season till Continuous
Air Quality Construction NAAQS
NOx, CO progress at end of 24 hours
minimum 4 construction
locations
Along the project road
at locations Once in a
Operation
of baseline season
monitoring
pH, temperature, Once in a
DO, BOD, COD, Surface Water season till
Construction
Oil & Grease, Quality Standard as end of
Surface Total Suspended per used based At identified construction
Grab Sampling
Water Quality Solid, turbidity, Total classification for locations
Once in a
Hardness, Surface Water as per
Operation season for
Chlorine, Iron, Total CPCB Guidelines
1 years
Coliform
pH, temperature, Once in a
Plant
DO, BOD, COD, season till
Construction Ground Construction
Oil & Grease, end of
Water site
Total Suspended construction
Ground Quality
Solid, turbidity, Total Grab Sampling
water quality Standard as
Hardness, Once in a
per IS10500
Operation Chlorine, Iron, Total At identified locations season for
Coliform 1 year
Leq dB (A) (Day and Ambient At equipment yards and Once in a Readings to be taken at
Noise levels Construction
Night) Average Noise along the project road at season till 60 secs interval for
report for Proposed Chennai Peripheral Road
Environment
Project Stage Parameters Standards Location Frequency Duration
Component
and Peak values Standard locations of end of every hour & then Leq
baseline monitoring construction to be obtained for
At the locations Once in a day and night
Operation of baseline season for time
monitoring 1 year
Physical Parameters Near construction Once in a season
Texture, Grain sites and along excluding the
Construction
Size; project road at monsoon till end of
Chemical Parameter: location construction
Soil Composite Sample
pH, Conductivity,
Once in a
Calcium, Magnesiu At the locations of
Operation season for
Sodium, Nitrogen, baseline monitoring
1 year
Absorption Ratio
Monitoring of:
1. Storage Area
Quarterly in
Construction 2.Drainage As laid out in the
At storage Area and construction
site and construction Construction arrangements Detailed Design for
construction camps stage till end
camps 3.Sanitation in the project
of construction
Construction camps
Monitoring of felling of
As laid out in the
Pre- trees (It should be All along the During the
Detailed Design for
Construction Stage ensured that only corridor felling of trees
the project
marked trees are felled)
Survival rate of trees
Road side success of revegetation.
plantation The number of trees
As laid by Every year for initial
Operation surviving during All along the
The concerned three years during
Stage each visit should be corridor
department operation phase.
compared with
number of saplings
planted.
6.4 ENVIRONMENTAL MONITORING COST
The environmental monitoring cost is estimated on the basis of the length and existing
environmental scenario of the project roads. Environmental monitoring cost of has been
allocated for construction and operation stages for all the four stretches. The details are
provided in Table 6.2.
Table 6.2 Environmental Monitoring Cost

Component Stages Particular Quantity Unit Rate Total
Air Construction Monitoring at At 15 locations for
construction three season in a 60000
sites year for 3 years 4000
Operation Ambient Air At 15 locations for a
Quality year 4000 60000
Monitoring
Surface Construction Surface water At 5 locations for 3
Water resources season in a year for 15000
3 year 3000
Operation At 5 locations for 3
season in a year for 3000 15000
1 year
Ground Construction Ground water At 10 locations for
Water bodies three season in a 3000 30000
year for 3 years
Operation Ground water At 5 locations for 3 3000
bodies season in a year for 30000
1 year
Noise Construction At equipment At 15 locations for 500
Yards/ three season in a 7500
construction site year for 3 years
Operation At 15 locations for 500
three season in a 7500
year for 3 years
Soil Construction At productive
agricultural
lands abutting At 20 locations for
120000
traffic detours three season in a 6000
and traffic year for 3 years
diversions
Operation At 5 locations At 20 locations for 3
where baseline season in a year for 6000
120000
monitoring has 1 year
been carried out
CHAPTER 7: ADDITIONAL STUDIES
7.1 INTRODUCTION
As per the conditions of the Terms of Reference given by EAC for preparation of
the EIA/EMP Report, several studies were to be conducted to provide a clear
picture of the project area. The suggested studies/activities were:
 Public Hearing and Consultation

 Social Impact Assessment
Separate study reports have been prepared for Socio-economic and R&R Study.
A summary of the abovementioned studies are given in this chapter.
7.2 PUBLIC HEARING AND CONSULTATION
The public hearing will be conducted in the month of April 2018 as per the EIA
Notification, 2006 and it’s subsequently amendment. The proceeding of the
public hearing will be once it is completed.
7.3 SOCIAL IMPACT ASSESSMENT

alignment for the proposed peripheral road. This alignment was studied along
with other alternate alignments on the basis of technical and financial viability.
The proposed alignment options were evaluated by the Technical Sub-
Committee, Technical Committee and Steering Committee based on technical
and financial viability. The alignment for Chennai Peripheral Road was
approved by the Steering Committee and finalized by the Principal Secretary,
Highways and Minor Ports, Government of Tamil Nadu.
The Peripheral road will starts at Ennore Port and ends at Poonjeri
Junction (km 56/800 of ECR) in Mahabalipuram. The proposed road will
connect four National Highways – NH-5, NH-205, NH-4 and NH-45, and
eight State Highways – SH-51, SH-50A, SH-50, SH-48, SH-57, SH-49B, SH-49A
(OMR) and SH 49 (ECR). Length of proposed peripheral road will be around
133.381 km which is split into 5 sections. Out of 132.871 km length, new
alignment is 97.471 km and improvement of existing roads is 35.40km.
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Section 1: Northern Port Access Road - Ennore Port to Thatchur on NH-5

Section 2: Thatchur on NH-5 to Start of Thiruvallur Bypass
Section 3: Start of Thiruvallur Bypass to Sriperumbudur on NH-4
Section 4: Sriperumbudur on NH-4 to Singaperumalkoil on NH-45
Section 5: Singaperumalkoil on NH-45 to Mahabalipuram
Social Impact Assessment
The social impact assessment enables to understand the project area

and understanding the project affected household and impacts and their intense
and highlights the major observations of the social components of the project
area.
The project road requires land acquisition in 79 villages falling in Thiruvallur &
Kanchipuram districts, affecting 7802 survey numbers.
Regulatory Framework
The projects that are meant for infrastructure development and have impact on
livelihood loss of the people needs to be consistent and complied with and meet
the requirements of the following applicable acts, notifications, and policies. The
compensation and assistance provided to the project affected will be based on
the applicable acts, legislations, regulations besides the Operational Policies of the
World Bank.
Relevant National and State level laws and policy
 The Right to Fair Compensation and Transparency in

Land Acquisition, Rehabilitation and Resettlement Act 2013;
 The Street Vendors (Protection of Livelihood and Regulation of
Street Vending) Act, 2014;
 Right to Information Act, 2005;
 Environmental and Social Safeguard Policy (TNUISFL);
 Resettlement Policy Framework – (Adopted from TNRSP);
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Entitlements
Entitlement Matrix has been developed, that summarizes the types of losses and
the corresponding nature and scope of entitlements; and is in compliance with
National and state Laws, World Bank OP and resettlement policy of TNRSP.
Entitlements was worked out for various affected target groups and proposed to
mitigate the Title holders, Squatters, Tenants, Encroachers and workers.
Understanding the Project Area
Detailed study on the project area was made through site visit and secondary
data. To understand the magnitude of impacts with respect to the affected
buildings and their assets, a census survey was carried out. The Census Survey
was carried out for the 4 sections. Socio-Economic survey was also carried out
for 55% of the affected structures, to ascertain the loss of asset, livelihood and
standard of living of the PAH and to identify vulnerable families who were
affected due to the proposed project.
Census Coverage
Census Survey was carried out for the 4 sections as listed below. The
improvements on Section-4 are proposed without land acquisition and affecting
any properties.
Details of Section for which Survey Carried out
Section No. Corridor

1 Ennore to Thatchur (NH-5)
2 Thatchur (NH-5) to Start of Thiruvallur Bypass
3 Start of Thiruvallur Bypass to Sriperumpudur (NH-4)
5 Singaperumalkoil (NH-45) to Mahabalipuram (ECR)
Total assets affected due to the project are 802. Census Survey was carried out
for 91% of affected buildings (9% refused to provide details, so only enlistment
was made). Socio–economic survey was done for 55 % of the affected structures.
The enlistment was not only limited to PAHs but also to the affected community
properties. It is identified that, 73 CPRs (church, temples, government school,
government building, pump house, etc) affected by the project.
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15
It is observed that, 63% affected buildings are of residential usage, 16% of them
of commercial usage and 10% of the assets serve for residence cum commercial
use. One percent of the assets are of agriculture related assets, 1.5% of them are of
industrial use and 9% accounts for other uses such as pump house, shed and
godown.
Typology of the affected structures shows that, 46% of them are Pucca assets and
26% of them are Semi-Pucca, 21% are Kutcha structures and 7% are other assets
such as toilets, shed, pump room etc.
The affected loss shows that 86% of them are likely to be fully affected or more
than 1/3rd of the structure and 14% of them are affected with loss of minor
portion. Extent of loss depicts that the average loss of affected portion is 50.5 sqm.
Displaced PAHs
Displaced Title Holders:
The survey shows that 325 Title holders are likely to be displaced in the
project.
Displaced Squatters: 441 Squatters are likely to be displaced.
Displaced Tenants: 229 Tenants are likely to be displaced.
Vulnerable Families
The Vulnerable PAHs shows that 325 of them are eligible for special assistance.
The identification of vulnerability is based on the parameters given in policy
framework.
Outcome of Social Impact Assessment
The Social Impact Assessment highlight the need for preparation of

Resettlement
Action Plan for the affected Project affected

Households.
Preparation of Resettlement Action Plan
The following are the key implementation activities covered under the
RAP:
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a) Approval of RAP thorough GO and Disclosure

b) Notification of PAP list
c) Appointment of NGOs and Concurrent Monitoring consultants
d) Constitution and notification of GRCs
e) Issue of Identity cards
f) MIS in operational for tracking LA and R&R Implementing
progress
g) Structure Valuation
h) R&R Award including assistance for non-title holders i)
Relocation of CPRs
j) Payment of R&R assistance
k) Allotment of house sites or development of Resettlement sites( If
Any).
l)Payment of additional assistance to vulnerable people
m) Shifting of PAPs of alternative resettlement sites
n) Certification of payment of LA and R&R assistance for I milestone
o) Certification of payment of LA and R&R assistance for second
milestone
p) Impact Evaluation
Compensation and Assistance
The displaced persons falling in any of the following three categories will be
eligible for compensation and resettlement assistance in accordance with the
principles of the RPF and World Bank OP:
(i) Those who have formal legal rights to land (including

customary and traditional rights recognized under the laws of
the country);
(ii) Those who do not have formal legal rights to land at the
time the census begins but have a claim to such land or assets;
provided that such claims are recognized under the laws of the
country or become recognized through a process identified in
the resettlement plan; and
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(iii) Those who have no recognizable legal right or claim to the

land they are occupying (squatters and encroachers
occupying the RoW or Government land).
Ready Reckoner for Eligibility and Entitlement
Sl. No Description Eligibility / Entitlement
1 Title holder DPs having document to establish ownership / Patta
2 Non-title holders DPs occupying right-of-way/Government poramboke

land / HR&CE land / temple land
3 Cut-off date  For title holders - Date of 15(2) notification

 For non-title holders - Date of commencement
of census survey for the road-stretch,
4 Land compensation  Title holders
5 Assistances as per Second  Titleholders

Schedule and Third  DPs whose primary source of livelihood is
Schedule of RFCTLARR affected, who had been working/residing 3-years
Act, 2014 prior to the acquisition of land, whose primary
source of livelihood is affected by acquisition of
land
6 R&R Assistances  Title holders

 Non-title holders
 Tenants
 Non-title holders
 Tenants
7 Unit of entitlement PAHs for all assistance as per entitlement matrix
8 Vulnerable DPs  Women Headed Household (WHH) - A

household that is headed by a woman and
does not have a adult male earning member is
a Woman Headed Household. This woman may
be a widowed, separated or deserted person
 Below Poverty Line (BPL) - Planning
commission of India’s, State specific poverty
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line for rural Tamil Nadu for the year 2011-12,

updated for current year based on CPIRL
 Scheduled Caste
 Landless
 Elderly with no adult support member
including orphans and destitute
 Physically and/or mentally challenged / disables

people
9 Disbursement of ECS (Credit) only

compensation and R&R
assistances
10 Salvaging structure All DPs irrespective of their tenure will be entitled to

and other assets salvage the affected structure and other assets
11 Salvaging of trees  Trees within RoW will be auctioned by

Highway authorities and no compensation for
such trees will be payable to anyone.
 Compensation for trees in private land will be
paid to the land owner and the land owner will
have the right to cut the tree and take it.
12 Claims for inclusion as DPs All claims from persons for inclusion as DPs, on the
ground that they were left out during enumeration
will be verified by the Project Unit and NGO before
sending to CE for approval or rejection, as the case
may be.
Land Compensation
Land will be acquired in accordance with provisions of Tamil Nadu Highway

Act, 2001 and while determining the compensation for land, the competent
authority will be guided by the provisions of Sec 26, Sec 27, Sec 28, Sec
29 and Sec 30 of RFCTLARR Act, 2013. The compensation includes 1-2 times
of higher of guideline value or average of higher 50% of sale dead rates
19
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for last 3 years or any rates consented for PPP or private project’s. In
addition 100% solatium or involuntary acquisition of land will be added. If the
residual land, remaining after acquisition, is unviable, the owner of such
land/property will have the right to seek acquisition of his entire contiguous
holding/property provided the residual land is less than the minimal land
holding of the district/State.
Valuation of Assets
The replacement value of houses, buildings and other immovable properties will
be determined on the basis of latest PWD Standard Schedule of Rates (SSR) as on
date without depreciation and 100% solatium will be added to the structure
compensation. While considering the PWD SSR rate, PIU will ensure that it uses
the latest SSR for the residential and commercial structures in the urban and rural
areas of the region. Wherever the SSR for current financial year is not available,
the PIU will update the SSR to current prices based on approved previous year
escalations. Compensation for properties belonging to the community or
common places of worship will be provided to enable construction of the same
at new places through the local self-governing bodies like Village
Panchayat/Village council in accordance with the modalities determined by such
bodies to ensure correct use of the amount of compensation. Further, all
compensation and assistance will be paid to DPs at least 1 month prior to
displacement or dispossession of assets.
Salvage of Materials
Even after payment of compensation, DPs would be allowed to take

away the materials salvaged from their dismantled houses and shops and no
charges will be levied upon them for the same. A notice to that effect will be
issued intimating that DPs can take away the materials so salvaged within 15
days of their demolition; otherwise, the same will be disposed by the project
authority without giving any further notice. Trees standing on the land owned
by the government will be disposed of through open auction by the concerned
Revenue Department/ Forest Department.
Cut-off Date
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The cut-off date for the project road will be the start date of the Census Survey
by the project appointed NGO. The structures enlisted during the survey is the
final one, any structures build up after the Census survey shall not be eligible for
compensation and assistance.
The Baseline Census and Socio Economic survey carried out by the DPR
consultants with the following objectives and purpose as listed below:
 To understand the magnitude of impacts

 To understand the Socio Economic characteristic feature of the project
area
 To prepare a Resettlement Action Plan
 To derive R&R Budget.
Community participation
Consultation with PAHs is the starting point to address involuntary

resettlement issues concerning land acquisition and resettlement. People affected
by resettlement may be apprehensive that they will lose their livelihoods and
communities. Participation in planning and managing resettlement helps to
reduce their fears and gives PAH's an opportunity to participate in key decisions
that affect their lives.
Thus, after the submission of the Screening Report, a public consultation was
conducted to disseminate the course of the study. This will allow the study team
to incorporate the suggestions made in the project and continue with the
drafting of the project. The dissemination process consisted in holding several
meetings with the public, where the proposals of the project were presented as
well as the impacts by the study team. As per the ToR, the consultation meeting
addressed to local public was conducted on 21st to 31st July 2014 at the
following 5 locations. The number of meeting points and their locations along
with schedule were finalized in consultation with the respective Divisional
Engineers of Highways Department.
1. Thirupadalambigai Thirumanamandabam, Manamathi Village

2. GramaSabha Place, Near Eshvaran Temple, Oragadam Village
21
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3.Ariya Vaisya PeriChettiyar Chathiram, ChinnakkadaiSadhukkam,

Sriperumbudur
4. The Panchayath Office, Melnallathur Village
5. The Sports Ground, Government School, Panchetty Village
The Social Impact Assessment report aimed at reporting the outcome of the
aforementioned consultation session with the General public.
R&R Assistance
The Entitlement matrix shall be prepared in accordance with the RPF of TNRSP
and World Bank OP shall be approved by the Chief Engineer of HD. The special
assistance such as vulnerable assistance will be ascertained by the appointed
NGO and displaced families will be paid resettlement assistance as per RPF. The
Entitlements for PAHs were framed based on the following parameters.
R&R Assistance / Entitlements for the Title Holders
Sl. No. R&R Assistance for Title Holders Unit Cost
1 One Time Cattle Shed Relocation Assistance 25000
2 One Time Resettlement Assistance 50000
3 Shifting Assistance 50000
4 Subsistence Assistance 36000
5 Economic Rehabilitation Grant 25000
R&R Assistance / Entitlements for the Non -Title Holders (Squatters)
R&R Assistance for Non-Title Holders –

Sl. No. Unit Cost
Squatters
4 House Construction Grant 70000
22
22
R&R Assistance / Entitlements for the Non -Title Holders (Tenanst)
Sl. No. R&R Assistance for Non -Title Holders- Tenants Unit Cost
4 Rental Allowance for Commercial tenant 24000
5 Rental Allowance for residential tenant 18000
R&R Assistance / Entitlements for the Vulnerable Families
Vulnerable
Sl. No. Unit Cost
Assistance
1 Vulnerable Assistance 5000
R&R Assistance / Entitlements for the workers
Description of R&R Assistance for

Sl. No. Unit Cost
Workers
23
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Revision of R&R Assistance and Amendments
All cash allowances in the Entitlement Matrix shall be revised at the rate of 5% per
annum starting from the financial year of the approval made. PIU has to extend the
revised R&R entitlements with revised rates (with 5% per annum),if it has been not
revised for last 2 years. Any changes or amendment needed in Entitlements matrix
need to be approved by the steering committee appointed by GoTN.
Cash Disbursement
In order to ensure that:
(i) To make frequent visits to his/her bank for depositing the physical
paper instruments;
(ii) S/he need not apprehend loss of instrument and fraudulent encashment;
and
(iii) The delay in realization of proceeds after receipt of paper instrument

is obviated, all disbursement of compensation for land and structure and
R&R assistances shall be done only through Electronic Clearing Service
(ECS) mechanism and charges for ECS, if any, will be borne by TNHD.
If the DPs destination branch does not have the facility to receive ECS (Credit), then
the disbursement shall be done through respective lead banks’ IFSC (Indian Financial
System Code).
Revision of R&R Assistance and Amendments
The NGO and PIU, while collecting bank particulars from the DPs, will also check with
the respective bank branches if the branch has ECS (Credit) mechanism, and if not,
details of lead bank offering the facility will be collected to facilitate ECS
transfer. Wherever new accounts are to be opened, preference will be given to bank’s
having ECS (Credit) facility.
Non Acceptance cases
In the event of non-acceptance of the compensation or due to legal issue or people not
available to accept the compensation or non- available cases, the cash shall be
credited in the ESCROW account.
xvii
Skill Training for the PAHs
The adult member of any vulnerable families with eighth standard qualified shall be
given skill training to enhance livelihood and standard of living.
Relocation of Common Property Resources (CPR)
The impact on the common property resources (CPRs) shows that 73 CPRs are likely
to be affected. The details of the impact are given below.
Common Property Resources (CPRs)

Sl. No. Common Property Resources Affected Nos.
1 Burial Ground 3
2 Tomb 0
3 Crematorium ground 0
4 Govt Building 8
5 Dispensary 1
6 School 1
7 Temples 14
8 Church 4
9 Pump House 22
10 Bus Stop 11
11 Water Tank 5
12 Well 1
13 OHT 3
Total 73
The Common property resources (CPRs) will be replaced or relocated in accordance

with the collective decision taken through focus group discussion (FGD) with the
custodian of the common property and local community. The appointed NGOs will
conduct FGD with all affected CPRs and relocate the same.
R&R Costing and Budgeting
The cost is based on the information based on the information collected during the
Census survey and the components of the Entitlements and the PWD Scheduled rates
for structures. For effective implementation of RAP, it is vital to derive the Budget
considering all the elements of R&R implementation. This Budget includes the cost of
structural compensation, R&R assistance, Social Manager and Environmental
xvii
specialist remuneration, Training cost for capacity building of staff, Monitoring and
Evaluation cost and contingency for the project. The project cost for R&R is
estimated as Rs.96.28 Crores.
Issue of ID card to Non – Title holders
All the identified Non- Title holders shall be issued a bio metric identity card duly
checked and signed by the authorized official from the department. The ID card shall
carry the following details.
 Personal details
 Address
 Impact Category
 Affected portion details
 PAH Photograph
 Entitled Cash assistance
 Other details
Public Disclosure
The following documents shall be disclosed in the Offices of the borrower and PIU
offices, besides in the websites of the HD and relevant departments.
 ESMF
 The approved SIA reports in English
 Executive Summary in English and Tamil.
 The Tamil version of Entitlement Matrix
 RAP/ARAP documents
 Resettlement Impact Evaluation Report.
Encumbrances Free Certificate
Prior to award of contracts, the borrowers shall submit the Encumbrances Free
Certificate for Social component prepared by the Social Manager and certified by the
authorized person /chief engineer(HD) fulfilling the requirements of Social
Safeguards. The Encumbrances Free certificate shall confirm the availability of RoW
required for the project, payment of compensation for the Land to the Title holders,
R&R assistance to PAHs or credited in the escrow account in the event of non-
xvii
acceptance of the compensation or due to legal issue or people not available to accept
the compensation.
Coordination with Civil works
Compensation for land and structure, in accordance with the eligibility and
entitlement, will be paid prior to commencement of civil works. Other R&R
assistances and shifting assistances paid as cash shall also be disbursed prior to civil
works. However, any long term R&R measures like training for skill development that
would continue for a longer period will not be a bar to commence civil works.
The land acquisition and resettlement implementation will be co-coordinated with the
timing of procurement and commencement of civil works. The required co-ordination
has contractual implications, and will be linked to procurement and bidding
schedules, award of contracts, and release of cleared COI sections to the contractors.
The project will provide adequate notification, counselling and assistance to affected
people so that they are able to move or give up their assets without undue hardship
before commencement of civil works and after receiving the compensation.
The following coordination will be maintained. Prior to issue of bids, the

corresponding RAP approval and disclosure and 15(2) notification for land
acquisition will be issued. Subsequently, prior to award of contract, the notification of
eligible DPs, issue of identity cards, identification of house site and resettlement sites,
valuation of structures for first milestone stretches, compensation and R&R awards
will be completed and wherever required, the house sites and resettlement sites are
ready for commencement of construction. . Lastly, the payment of compensation, R&R
assistance and relocation of CPRs will be certified for the first milestone stretches prior
to handing over to the contractors. All stretches involving physical resettlement and
major private land acquisition will be included in the second milestone stretches.
Further certification of payment of compensation, R&R assistance, shifting of
people to new houses and relocation of CPRs, will be certified prior to handing over of
second milestone starches to the contractor
Additional Impacts during Implementation
xvii
In the event of additional impacts to private land acquisition or displacement of

people due to changes in the alignment or otherwise, the RAP will be updated or an
Addendum to RAP will be prepared and submitted to the World Bank for review and
endorsement. The revised RAP or Addendum will also be approved by the competent
authority and re-disclosed.
Management Information System
A well-designed MIS will be created and will be maintained at TNHD offices. This MIS
will be supported with approved software and will be used for maintaining the DPs
baseline socio-economic characteristics, developing predefined reports,
algorithms and calculations based on the available data and updating tables/fields for
finding compensation and assistances, tracking the land acquisition and resettlement
progress. The individual entitlements, compensation calculations, structure valuation,
etc. will be generated using MIS software. In addition, land acquisition notices,
identity cards will also be generated thorough MIS. All quires will be generated and
the baseline data will also be maintained and updated as needed. The data and
information required for periodical progress reports will be generated using MIS
database. The required computer terminals and software will be established at
regional level in order to feed the data to be maintained in the web with backup at
headquarters at Chennai.
Institutional Arrangement
The HD shall initiate t h e following activities to commence and implement the RAP
with the following institutional arrangements:
1. Establish one R&R cell within the TNHD

2. Appointment of Social Manager and Environmental Manager
3. Selection of NGO / Consulting firm for implementation of RAP
4. Appointment of Monitoring and evaluation agency for RAP
5. Orientation and Training to PIU staff, NGO and other RAP
implementers.
xvii
Grievances Redressal Mechanism
Grievance Redressal Committee (GRC) will be established at two-levels to receive,

evaluate and facilitate the resolution of displaced persons concerns, complaints and
grievances. The GRC will provide an opportunity to the DPs to have their grievances
redressed prior to approaching the Jurisdictional LARR Authority. The GRC is aimed
to provide a trusted way to voice and resolve concerns linked to the project, and to
be an effective way to address displaced person’s concerns without allowing it
to escalate resulting in delays in project implementation.
Monitoring and Evaluation
To monitor the effectiveness of the RAP implementation by the NGO, internal

monitoring and external monitoring and evaluation mechanisms will be undertaken.
Internal monitoring will be taken up by the respective PIU. The monitoring and
progress reports will be generated using MIS system. The external monitoring will be
carried out through an independent agency and impact evaluations will be done by
an agency not associated with the implementation.
CHAPTER 8: PROJECT BENEFITS
8.1 INTRODUCTION
Proposed project will provide better, fast, safe and smooth connectivity for the
commuters and will cause only lower emissions thereby reducing pollution levels.
Accident rates are also expected to come down substantially. Development of the
proposed project road will boost the local agriculture and enable farmers to realize
better value for their products as well as attract more investment to that region. The
vehicle operating and maintenance cost is expected to go down substantially. The
proposed road alignment will also include general amenities like bus bays, truck lay
byes, rest areas, service road at built-up locations, pedestrian and cattle underpasses,
landscaping and tree plantation, traffic aid post, emergency telecom system,
emergency medical aid post, street light at built ups etc. and thus overall facilities to
the road users shall improve.
People will have increased access to better social and health infrastructure and other
services located outside the project area. This will in turn lead to overall improvement
of the quality of life of people residing in the project zone in terms of their economic,
social and health status.
8.2 ECONOMIC DEVELOPMENT
The proposed route will provide better connectivity between Ennore port and
Mahabalipuram. This can contribute to economic development by encouraging
attraction of business to site equipped with good access and by improving the travel
efficiencies of the existing business and to start new avenues. This also helps in
developing the following:
 Development of new industries

 Development of new educational institutions and hospitals/health centers
 Development of real estates
 Development of Infrastructure projects
 Development of IT parks
8.3 EMPLOYMENT OPPORTUNITY

Highway development projects require large number of local people during

construction stage. The proposed construction of peripheral road and connecting
roads requires large number of people from nearby villages during construction stage
of the project. Thus there will be increase in employment opportunity for the project
area.
8.3.1 EMPLOYMENT OPPURTUNITY FOR LOCAL COMMUNITY
Proportionate to the investment in the project, large employment opportunities will

be generated as a consequence of the project implementation.
 During the construction phase, the employment opportunities will be created

for skilled (engineers, transport, mechanical), semi-skilled (technician, road
Inspectors, plant operator, office support etc.) and unskilled (general labour)
labourers. Most of the skilled labourers may come from other parts of the
country; the opportunities for semi-skilled and unskilled sections of the work-
force will primarily be available from the local communities.
 Apart from these temporary employment opportunities, there would be
permanent employment opportunities for the local community due to the
enlarged development of industries as it will stipulate more workers to cater to
their increasing needs.
 It is expected that after construction there will be change in land use. There
will be more commercial establishments such as shops, dhaba/ restaurants/,
small workshop serving the vehicles moving. These activities will provide
additional socio-economic development and increased wages in the project
area.
 Additional job opportunities may also be developed due to the development
of proposed industrial and infrastructure activities along the expressway.
As discussed above, the community people will get huge job opportunities due to the
development of the planned expressway, which in turn will further improve their
living status and overall social paradigm of the district.
8.4 ROAD SAFETY
The construction of Chennai Peripheral road and realignment of existing highway will
ensure smooth flow of traffic. Installation of proper road safety system through
signage, barricades and crash barriers will add to be safety to the traffic. Bus bays, lay
byes, rest areas, underpasses, service roads are proposed in the project, which shall
enhance the road safety.
8.5 REDUCTION IN VEHICLE OPERATING COST
Vehicle operating cost (VOC) will be reduced when a road is improved. Fuel
consumption, wear and tear of types, suspension will be benefited when a geometric
of the road is improved. VOC consist of the following
 Fuel consumption
 Lubricating oil consumption
 Spare part consumption
 Type consumption
 Vehicle depreciation
8.6 ENVIRONMENTAL BENEFITS
The proposed widening project will ensure the smooth flow of traffic, which reduces
the emissions and noise level. Apart from these, plantation will be done throughout
the project road, which will increase the aesthetic of the project road. All the bus bays
will be provided with proper toilet and drinking water facilities for the people who
will be using the local communications. Rest areas with various facilities are proposed
for the highway users.
8.7 INDIRECT BENEFITS
In addition to the direct benefits, there are number of indirect benefit attributed to
Highway project. Lowering transportation cost for users and improving access to
goods and services enables new and increased economic and social activity.
The indirect benefits include changes in land use and development, changes in
decision on residential area or colonies where land are less expensive or more
desirable, changes in development of business in order to take advantage of improved
speed and reliability in the transportation system. These benefits hence lead to
increase property values, increased productivity, employment and economic growth.
The indirect benefit of the proposed expressway would work through the dynamic
developmental externalities generated through the forward and backward linkages. A
better connectivity will increase the business, which will reflect in the changes in the
pattern of economic activities, income generation, price evolution, and employment
condition. There will be also increase in greater accessibility to market, health and
educational facilities.
CHAPTER 9: ENVIRONMENTAL COST BENEFIT ANALYSIS
9.1 INTRODUCTION
The objective of the cost benefit economic analysis is to identify and quantify
the benefits and costs associated with the project. This analysis will help in
identification of the optimum solution along with economic viability in terms
of its likely investment return potential. This is carried out in order to test the
economic feasibility of the project road and to assist the Government to take
decision.
The Chennai Peripheral Road project is examined for implementation with

respect to its economic viability. However, since the project of this nature
involves certain social costs in terms of utilization of scarce resources and public
investment, to have significant benefits flowing to the society, it becomes
imperative to undertake an economic analysis to examine whether such
projects are significantly beneficial to the society or the economy.
The economic feasibility study is carried out using the overall guidelines
stipulated by the Indian Road Congress (IRC:SP:30-2009) and the World Bank
in their manuals and Manual for HDM-4. These manuals are accepted by the
Ministry of Road Transport & Highways (MORT&H), National Highways
Authority of India (NHAI) and World Bank for highway projects in India.
Construction of peripheral road for a length of 133.381 km (of which 35.40 km

is existing road) brings about a reduction of vehicle operating costs,
travel time, accidents, environmental pollution, etc. In the present analysis,
the cost stream comprises of the civil cost whereas the benefits are accrued
from saving in vehicle operating costs (VOC) and travel time costs for
passengers and goods. Social development and the quality of life will prove to
be a significant benefit for the project and the same has been separately
quantified based on earlier studies.
The cost-benefit analysis is carried out by using the discounted cash flow (DCF)
technique to obtain the economic internal rate of return (EIRR) and economic
net present value (ENPV) for the proposed investments linked with the project.
This is followed by a sensitive analysis carried out by increasing or decreasing

the critical factors affecting the cost and benefit streams of the proposed
project, in order to ascertain their effect on the economic feasibility indicators
i.e. EIRR, ENPV.
9.2 PROJECT DETAILS
Length of project road in Section-wise is given in Table 9.1.
Table 9.1: Details of Project Road
Existing Road New Alignment Total

Section Project Stretch
Length (km) Length (km) (km)
Ennore Port to Thatchur on NH-5

24.60
Section – 1 incl. Link Road to TPP Road 0 24.60
Thatchur on NH-5 to Start of
Section – 2 Thiruvallur Bypass 0 26.40 26.40
Start of Thiruvallur Bypass to

Section – 3 Sriperumbudur on NH-4 9.60 21.00 30.60
Sriperumbudur on NH-4 to
Section – 4 Singaperumalkoil on NH-45 23.80 0 23.80
Singaperumalkoil on NH-45 to
Section – 5 Mahabalipuram 2.00 25.471 27.471
Total Length 35.40 97.981 132.871
The detailed feasibility report for Section 1 (Ennore Port to Thatchur incl. Link
Road to TPP Road) was originally done by consultants for the NHAI and
TNRDC has updated the feasibility study. Hence for present economic
analysis, rest of the sections i.e. Sections 2 to 5 has been considered.
Approved configuration of project road in Section-wise is given in Table 9.2.
Table 9.2: Configuration of Project Road

S l.
Description Section - 1 Section - 2 Section - 3 Section - 4 Section - 5
No.
1 Right of way (RoW) 100m 60m 60m 40-60m 60m

2 X 2-lane 2 X 3-lane 2 X 3-lane 2 X 3-lane 2 X 2-lane
Number of lanes in
2 with with with with with
Main Carriageway
paved paved paved paved paved
shoulder shoulder shoulder shoulder shoulder
3 Central Median 4.00m 4.00m 4.00m 1.0m 4.00m
4 Service Road 2 X 2-lane 2 X 2-lane 2 X 2-lane 2 X 2-lane 2 X 2-lane

Footpath/Drai 2 X 2m &
5 n/ Utility 2 X 3m 2 X 3m 2 X 3m 2 X 2.5m 2 X 3m
Corridor
9.3 TRAFFIC ASSIGNMENT
The traffic assignment on the proposed peripheral road has been carried out
based on the traffic volume survey and origin-destination surveys conducted on
the project area. Data on traffic movement between various radial roads has
been sorted out to assess the likely traffic assignment. It is expected that, with
the proposed peripheral road, the traffic movement pattern will undergo
significant change. Considering the population, socio-economic characteristics
and economic activities of abutting land use, the likely traffic along the link in
the base year (2013) along with the weighted average has been presented in
Table 9.3.
Table 9.3: AADT along Project Road Sections

Goods Vehicles Passenger Vehicles Total
Length
Sec Year 2-Ax 3-Ax MA Car/ Pass. No.
(Km) LCV T/W Bus
Truck Truck V Jeep Auto
2 26.25 2013 830 1,957 1,544 924 1,34 2,36 89 245 9,296
3 29.55 2013 1,56 3,181 2,077 1,13 5,04 8,09 222 902 22,221
4 24.85 2013 2,12 5,186 2,260 1,24 6,52 9,67 198 1,07 28,297
5 27.50 2013 602 1,031 494 210 2,15 3,42 87 86 8,093
9.4 TRAFFIC FORECAST

The growth rates for various categories of traffic are based on various
assumptions and general growth trends in number of registered vehicles of the
State. It is estimated that the benefits will start accruing from 2019, after the
construction is completed. Further, the generated traffic is estimated as 5% for
each category of vehicle for first 5 years. The estimated growth rates and the
projected traffic are presented in Table 9.4 and Table 9.5.
Table 9.4: Estimated Traffic Growth Rates (% per annum)

Sla T P C B L 2 M
b w as a u C A
20 9 5. 9 5 1 7 6
20 8 5. 8 5 1 6 5
20 7 5. 7 5 1 5 5
20 6 3. 6 4 9 5 4
20 6 3. 5 3 8 4 4
20 5 3. 5 3 7 4 3
Table 9.5: Traffic Projection in PCU (AADT)

Sections
Year 2 3 4 5
2013 19669 39554 49263 11924
2014 21163 42576 53091 12884
2015 22776 45843 57234 13926
2016 24518 49376 61718 15057
2017 26401 53198 66573 16286
2018 28436 57334 71833 17621
2019 31838 64229 80552 19807
2020 35655 71971 90352 22270
2021 39939 80668 101369 25047
2022 44748 90438 113759 28177
2023 50149 101419 127695 31706
2024 53364 108041 136134 33881
2025 56799 115122 145163 36212
2026 60468 122694 154825 38714
2027 64389 130795 165170 41398
2028 68581 139464 176246 44279
2029 72688 147982 187093 47098
2030 77055 157047 198642 50105
2031 81700 166697 210943 53315
2032 86641 176973 224047 56741

2033 91899 187916 238010 60398
2034 96835 198114 251117 63851
2035 102056 208907 264996 67513
2036 107580 220331 279697 71400
2037 113424 232426 295271 75526
2038 119611 245236 311775 79905
2039 125505 257447 327519 84091
2040 131713 270312 344115 88511
2041 138252 283869 361613 93179
2042 145141 298158 380066 98109
2043 152400 313222 399530 103318
9.5 APPROACHES TO ECONOMIC ANALYSIS
The economic analysis of the project road has been carried out through HDM
4-Version 1.3. It allows accessing the physical, functional and economic
feasibility of the specified project alternative by comparing against a base case
or a ‘without project’ alternative. The analysis covers the following;
• Life cycle costing of pavement structural performance.

• Prediction of road deterioration.
• Estimation of road user costs (vehicle operating costs, travel time and
accidents).
• Modeling of road works effects and costs associated to the road
administration.
• Calculation of economic and financial benefits by comparing project
alternatives.
• Maintenance of existing roads.
• Improvement of existing roads. The various steps followed are;
• Creating a project - Project title, road network, vehicle fleet.
• General information - Description, start year of analysis, duration of
analysis period, output currency, conversion rate.
• Network – Section selection based on pavement, speed-flow
type, traffic volume, geometry.
• Vehicle types and traffic characteristics – AADT and year,

composition, growth rate and year of growth period.
• Selection of alternatives – Description, maintenance and/or
improvement standards, generated traffic, exogenous benefits and
costs.
• Running the economic analysis – Base case project alternative,
discount rate, road accident analysis, etc.
• HDM outputs – Input data, deterioration/works effects,
road user effects, environmental effects, energy use, cost streams,
economic comparison summaries/indicators.
9.6 ASSUMPTIONS AND INPUTS
The analysis for the project road is being carried out considering the
following assumptions;
1. The total length of the project road is 132.871 Kms which consists of
34.4 km existing road and remaining is new alignment. The existing
route followed at present is around 20 km more than the
proposed alignment, with no definite routing pattern. For
simplicity the length has been kept at 133 km, with the assumption
that an existing two lane road is available along the proposed
alignment, which needs up-gradation and lane addition.
2. Analysis period is taken as 30 years starting from 2016.
3. Rise and Fall – 3 m/Km for all sections
4. No. of Rise and Falls – 2 / Km for all sections
5. Average curvature – 12 to 26 deg./ Km
6. Altitude – Varies between 8m to 60m from MSL
7. Speed Limit – 30 to 40 Km/hr
8. Sub grade CBR – 8%
9. Roughness (IRI) – 4 to 4.5
10. Total cracking area – 10% to 20%
11. Ravelled area – 5% to 10%
12. Edge break – 10 sqm/ Km for all sections

13. Rut depth – 10 mm
14. Surface thickness – 25 mm
15. No non –motorized vehicle has been considered in the analysis.
16. The economic analysis is based mainly on the saving in vehicle
operating costs and travel time, which is directly related to the
condition and performance of the main carriageway. Hence the
service road component has been excluded from the analysis and
costing part.
17. The economic cost for all the items has been assumed as 90% of the
financial cost.
18. Discount rate – 12%.
9.7 ALTERNATIVES
Based on the above discussions the alternatives considered are;
• Without Project (Do Nothing) – Existing road and assumed 2-lane

alignment with maintenance of the same.
• With Project - Construction of 6-lane divided carriageway (service
road on either side ignored as it will be used for local access) and
maintenance of the same for the total life span.
9.8 PROJECT COST AND INPUTS
For the purpose of carrying out the economic analysis, the cost estimate of the
road has been prepared considering road, structures and other amenities and
facilities separately. Land acquisition costs have been added to arrive at the
total cost estimate of the project. Though some of the activities may start in
2016, the construction is expected to start in 2017 and be completed in the
year 2019, construction period being estimated as 36 months. The total
financial cost of the project road (Section 2 to 5) has been worked out as Rs
8010 Crores at current financial prices (cost of 2-lane service road – Rs 1.6
crores/km). However, like other studies in the state land acquisition cost has
not been considered for the analysis. The distribution of cost has been
estimated as 20% in first year, 40% in second year and 40% in third year.
Further, it may be noted that the benefits of the economic analysis is from the
saving in VOC and travel time cost, which is mainly dependant on the
performance of the main carriageway (not service road). The function of
the service road may be considered as means of controlling access to the
main carriageway. The facility is to be maintained in good condition to ensure
that the level of service provided to the users is not below their expectation. It
normally consists of different maintenance packages provided in the program
and its periodicity. The maintenance work has been made as,
• Reconstruction at IRI between 6 and 8 with responsive intervention

• Overlay at IRI 4 with responsive intervention
• Patching and crack seal as routine with periodicity of 1 year
• Cost considered/ sqm – Overlay 40mm – Rs 440, Overlay 25mm –
Rs 290, Patching – Rs 200, Edge repair – Rs 150.
• Lane addition of average 4 lanes for the entire section (except for
Section 4, where two additional lanes are to be constructed for main
carriageway)
9.9 PROJECT BENEFITS
Road user benefits will be from vehicle operating cost (VOC) savings, travel
time saving and saving in maintenance costs. Social benefits will accrue from
improvements in quality of life and environmental condition and appreciation
of abutting land value. The generated traffic, accident reduction and exogenous
benefits have been excluded from the analysis.
The cost of the project seems to be quite high in comparison to the benefits;
hence an attempt has been made to include the social benefits. As social
benefit forms a major part of the benefit stream, in absence of any clear
guideline, attempts have been made utilizing the result from Bhutan Rural
Road Investment (Credit was approved by IDA Board in December
1999). In that study it was established that 29% of project benefits were
derived from quantifiable social benefits – 27% from education and 2% from
health benefits.
9.10 ECONOMIC INTERNAL RATE OF RETURN (EIRR)
The values of the economic indicator are as under;
• Net Present Value (NPV) : Rs. 6,191.98 million

• EIRR : 13.90 %
9.11 SENSITIVITY ANALYSIS
The sensitivity analysis is required to be done through three different situations

as;
Case –I: Cost increased by 15%

Case –II: Benefit decreased by
15%
As the base case EIRR is on lower side Case –III (Cost increased by 15% and
Benefit decreased by 15%) has not been tried.
It has been observed that for Case-I and Case-II, the EIRR values work out
to be 12.14% and 11.86% respectively, indicating more sensitivity towards
reduction in benefits
9.12 CONCLUSION
The proposed peripheral road will provide improved connectivity with radial
roads while acting as a bypass for Chennai city. Further with construction of the
road, development of educational, health and commercial/ industrial activities
around the corridor is anticipated. Moreover, new port development at
Kattupalli, Petro-Chem Park, Greenfield Airport and Mahindra City will act as
an impetus for full development of the peripheral road. Though the EIRR value
reaches only 13.90% considering the above and other social and development
benefits the project may be considered to be viable.
CHAPTER 10: ENVIRONMENTAL MANAGEMENT PLAN
10.1 ENVIRONMENTAL MANAGEMENT PLAN
The Environmental Management Action Plan (EMP) is required to ensure sustainable

development of the road during construction and operational phases. EMP is location and
time specific. In general, State Highway (with assistance from Contractor / Concessionaire
and Independent Engineer) is the responsible entity for ensuring that the mitigation
measures are carried out. Mitigation measures for generic impacts are listed in Table 10-1.
The list provides reference, implementing organization and responsible entity.
10.1.1 SPECIFIC ACTIVITIES BY STATE HIGHWAY
 The role of state highway in the implementation of EMP involves the following
activities
 Permission from Forest / District Administrative Department for felling of trees.
 Supervision of the implementations through the IE & the concessionaire
10.1.2 SPECIFIC ACTIVITES BY CONCESSIONAIRE
The activities to be performed by the concessionaire to implement the EMP shall comprise
the following:
1. Confirm the tree cutting schedule based on the final design and provide
modified schedule to State Highway.
2. Fell the trees after state highway secures Forest Department permission
3. Selection of material sources(quarry, water, sand etc)
4. Selection, design and layout of construction areas, hot mix and batching plants,
labour camps etc
5. Apply for and obtain all the clearances from the agencies concerned after
finalizing the location of the sites
6. Planning traffic diversions and detours including arrangements for temporary
land acquisition
7. Transplant and maintain 811 trees of various girth, height and species for the
entire duration of the project period
10.2 SITE SPECIFIC MANAGEMENT PLAN
Cultural properties
The relocation and mitigation issue of the cultural properties directly or partially impacted
are taken up in RAP. Where ever possible the concessionaire shall try to enhance the
aesthetic of the area. In this regard the landscaping strategy shall be used
Sensitive features
 Noise barriers in the form of compound walls have been proposed

 The educational institutes (mainly primary and high schools) and hospitals
wherein no direct impacts of the road widening shall happen.
 In case where in there shall be partial impacts, new boundary wall which shall
also act as noise barrier shall be constructed to a height of 2m
 The concessionaire shall provide Foot over bridge or other facilities near
schools & hospitals (if found necessary during construction)
Community properties
 Some community properties are impacted. The relocation shall be as

recommended in the RAP
 New bus shelters along with bus bays are proposed in place of the existing bus
shelters which are directly impacted
10.3 IMPLEMENTATION OF EMP
The Environmental officer of the Concessionaire should be available for the entire duration
of the project. The Environmental officer of the concessionaire shall be primarily responsible
for compliance of EMP. The Environmental specialist of the IE who should ideally be
deployed for the entire duration shall monitor the compliance of the EMP. The key issues
that require special attention along with the mitigations and enhancement measures to be
implemented have been detailed
ENVIRONMENTAL MANAGEMENT PLAN
Environmental Mitigation measures Time Frame Responsibility

impact/ Aspect
Implementation Supervision
DESIGN STAGE
Geometric design The proposed alignment is selected/adjusted (within IRC During Contractor State highway
specifications) alignment
 To minimize land disturbance design
 To avoid culturally & environmentally sensitive

areas- cultural properties, water bodies etc
Issues from Various issues raised were examined and suitably During Contractor State highway
stakeholder incorporated based on merit and other road safety design
consultations measures
Impact on cultural Provide access facilities/or relocate the affected structure During Contractor State highway
properties as per the mitigation measures recommended alignment
design
Prevention of trees No trees will be cut beyond toe line During Contractor State Highway,
Identify incidental spaces for plantation of trees alignment Department of

design Forest

impact/ Aspect
Orientation of A comprehensive orientation schedule has been prepared During State highway State highway
implementation at different stages of state highway design
agency
Road safety issue due Design of geometric improvements as per IRC codes and During Contractor State highway
to geometrics specifications alignment
design
PRE- CONSTRUCTION STAGE
Implementation of All requirements of the RAP shall be complete before start Before State highway State highway
RAP of construction stage. The activities broadly include construction
acquisition of structures, cultural properties, relocation of starts
utilities, common property resources etc
Compensation will be paid to PAPs based on the RAP that

includes the Entitlement Policy
Relocation of utilities All community underground and overhead utilities will be Post Design Contractor State highway
shifted as per utility shifting plan, prior permission will be to Pre-
required from regional offices of electricity, Constructio
telecommunications, OFC, Water works etc n
Cultural properties Cultural properties affected to be relocated as per RAP Pre- Contractor Engineer

impact/ Aspect
and Public Consultation. Constructio
Mitigation/ enhancement measures have been suggested n

for each of the cultural property individually.
Loss of existing bus Bus stops suitably relocated or integrated to the design. During Design consultants
stops and waiting Bus lay byes and bus waiting shed designs are provided. design stage
shed facilities
Mobilization & Site Clearance
Removal of Vegetation will be removed from the ROW before the Before Contractor State Highway
vegetation commencement of construction after obtaining necessary Constructio
permissions from the TN forest department n starts
Procurement of Specifications of crushers, hot mix plants and batching Prior to contractor State Highway
crushers, hot-mix plants, other construction vehicles, equipment and mobilizatio
plants & batching machinery to the procured will comply to the relevant n at site
plants, other Bureau of Indian Standard (BIS) norms ad with the
construction vehicles, requirements of the relevant current emission control
Equipment & legislations
machinery
Settling up of The construction camps will be located at least 500 m During Contractor State Highway

impact/ Aspect
construction camps away from habitations & 1 km away from sensitive establishme
locations nt,
The contractor during the progress of work will provide, operation

erect and maintain necessary living accommodation and and
ancillary facilities for labour to standards and scales dismantling
approved by the Independent Engineer. of such
camps.
Setting up of Hot mix Hot mix plants, crushers and batching plants shall be During Contractor State Highway
plants and crushers located at least 1000m away from the nearest habitation. erection,
The contractor shall obtain the consent to operate the testing,
plants from the SPCB and submit a copy to the operation &
Independent Engineer (IE) dismantling
of such
plants
Identification of Location of dumping sites shall be finalized based on the During Contractor State Highway
dumping sites guideline below: mobilisation
 These are not located within designated forest areas.
 The dumping does not impact natural drainage


impact/ Aspect
courses
 Settlements are located at least 1 km away from the

site
Construction Stage
Clearances and Secure the following clearances prior to start of Constructio State Highway Contractor
approvals construction activity: n stage
Type of clearance Applicability
NOC and consents For establishment of

under Air, water & construction camp.
Environment Act and
noise rules from SPCB
NOC and consents For operating

under Air, Water & construction plant,
Environment Act and crusher, batching plant
noise rules from SPCB etc

impact/ Aspect
Explosive License from For storing fuel oil,

Chief Controller of lubricants, diesel etc.
Explosives
Permission for storage Manufacture storage

of hazardous chemical and import of
from CPCB Hazardous chemicals
Borrow area, approval Borrow area for

from District Collector, excavation of earth
Consent letter, lease
agreement with owner
of land
Permission for Extraction of ground

extraction of ground water
water for use in road
construction activities
from State Ground
Water Board

impact/ Aspect
Permission for use of Use of surface water

water for construction for construction
purpose from
irrigation department.
Labour license from Engagement of labour

labour commissioner
office
Land
Soil Erosion and Main reason for soil erosion is rains. Contractor should During Contractor State Highway
Sedimentation control plan the activities so that no loose earth surface is left out construction
before the onset of monsoon for minimizing the soil
erosion following preventive measures to be taken such
as:
 Embankment slopes to be covered soon after

completion
 Next layer/activity to be planted, soon after

completion of clearing and grubbing, laying of
embankment layer, sub-grade layer, sub-base layer,

impact/ Aspect
scarification etc.
 Top soil from borrow area, Debris disposal sites;

borrow area, construction site to be
protected/covered for soil erosion.
 Debris due to excavation of foundation, dismantling

of existing cross drainage structure will be removed
from the water course immediately.
 Diversions for bridges will be removed from the

water course before the onset of monsoon.
 Along sections abutting water bodies, stone pitching

needs to be carried out.
 At the outfall of each culvert, erosion prevention

measure, such as the following, will be undertaken.
Loss of agricultural  All areas of cutting and all areas to be permanently During Contractor State
top soil covered will be stripped to a depth of 150 mm and Constructio Highway
stored in stockpile. n
 The stockpile will be designed such that the slope

does not exceed 1:2 (vertical to horizontal), and the

impact/ Aspect
height of the pile is to be restricted to 2m. 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
will be covered with gunny bags or tarpaulin. It will
be ensured by the Contractor that the topsoil will
not be unnecessarily trafficked either before stripping
or when in stockpiles.
 Top soil will be safeguard from erosion and will

be reused as follows:
 Covering all borrow areas after excavation is over.
 Dressing of slopes of road embankment
 Agricultural field, acquired temporarily
Compaction of  Construction vehicles should operate within the During Contractor State
Soil and Corridor of Impact avoiding damage to soil and Constructio Highway
Damage to Vegetation vegetation. Diversions, access road used will be n

redeveloped by Concessionaire / Contractor, to the
satisfaction of the owner / villagers.

impact/ Aspect
 Construction vehicle, machinery and equipment shall

move or be stationed in the ROW only. While
operating on temporarily acquired agricultural land
for any construction activities, top soil will be
preserved in stockpiles.
Contamination of  Guidelines of “Hazardous waste (management and During Contractor State

soil handling) rules, 1989 will be enforced. Constructio Highway
 Vehicle / machinery and equipment operation, n
maintenance and refuelling shall be carried out in

such a fashion that spillage of fuels and lubricants
does not contaminate the ground. An “oil
interceptor” will be provided for wash down and
refuelling areas.
 Fuel storage shall be in proper bunded areas. All

spills and collected petroleum products shall be
disposed off in accordance with MoEF and SPCB
guidelines at designated locations.
 Plant to be set up 500 m away from surface water

body.

impact/ Aspect
 Oil interceptor will be installed at construction site.
 Septic tank will be constructed for safe disposal of

waste.
Generation of  Debris generated due to the dismantling of the During Contractor State
Debris existing pavement structure and the cutting of the Constructio Highway
hillside for the widening shall be suitably reused in n
the proposed construction as fill materials for
embankments
Disposal of Debris  The disposal of debris shall be carried out only at During Contractor State
sites identified for the purpose. The Concessionaire / Constructio Highway
Contractor shall carry out the disposal as described in n
Annexure 8.1.
 All arrangement for transportation during

construction including provision, maintenance,
dismantling and clearing debris, where necessary will
be considered incidental to the work and should be
planned and implemented by the Concessionaire /
Contractor as approved and directed by IE.

impact/ Aspect
Air
Dust Generation  Vehicles delivering materials should be covered to During Contractor State
reduce spills and dust blowing off the load. Constructio Highway
 Clearing and grubbing to be done, just before the n
start of next activity on that site.
 In laying sub-base, water spraying is needed to aid

compaction of the material. After the compaction,
water spraying should be carried out at regular
intervals to limit the dust to below
 Road surface should be cleaned with air compressor

and vacuum cleaners prior to the construction works.
Manual labour using brooms should be avoided, if
used labour to be provided masks.
 Embankment slopes to be covered with turfing /

stone pitching immediately after completion.
 The Concessionaire / Contractor shall take every

precaution to reduce the level of dust emission from
the hot mix plants and the batching plants up to the

impact/ Aspect
satisfaction of the IE
 All existing highways and roads used by vehicles of

the Concessionaire / Contractor, or any of his sub-
Contractor or suppliers of materials or plant and
similarly roads which are part of the works shall be
kept clean and clear of all dust/mud or other
extraneous materials dropped by such vehicles or
their tyres.
 Plants, machinery and equipment shall be so handled

(including dismantling) as to minimise generation of
dust.
Equipment  The discharge standards promulgated under the During Contractor State
Selection, Environment Protection Act, 1986 shall be strictly Constructio Highway
Maintenance and adhered to. All vehicles, equipment and machinery n
Operation used for construction shall conform to the relevant
Bureau of Indian Standard (BIS) norms.
 All vehicles, equipment and machinery used for

construction shall be regularly maintained to ensure
that pollution emission levels comply with the

impact/ Aspect
relevant requirements of SPCB and the Independent

Engineer (IE).
Pollution from  All crushers used in construction shall conform to During Contractor State
Crusher relevant dust emission control legislations. Clearance Erection, Highway
for siting shall be obtained from the SPCB. Testing,
 Alternatively, only crushers already licensed by the Operation
SPCB shall be used.
 Water will be sprayed during the non-monsoon

months, regularly to minimise dust, in the whole
crusher plant area.
 The suspended particulate matter contribution value

at a distance of 40m from a controlled isolated as
well as from a unit located in a cluster should be less
than 500g/m3. The monitoring is to be conducted
as envisaged in the monitoring plan.
Water
Loss of water  No excavation from the bund of the water bodies. During Contractor Contracto
bodies/ surface /  No debris disposal near any water body. Constructio r

impact/ Aspect
ground  Prior written permission from authorities for use of n

water for construction activity will be submitted to
IC.
 Construction labours to be restricted from polluting

the source or misusing the source.
 Shifting of source to be completed prior to disruption

of the actual source.
 Alternate measures to be taken / ensured during

disrupted period.
 Source to be replaced immediately, in case of

accidental loss.
 Construction work shall be restricted to 3m – 4m

width from the existing formation near ponds.
 The volume of water storage lost shall be

compensated for by excavation of an equal volume
of similar depth at closest possible location in the
direction of flow and shall be done with the
approval of the Independent Engineer (IE).

impact/ Aspect
Alteration of drainage  Diversions will be constructed during dry season, During Contractor State
with adequate drainage facility, and will be Constructio Highway
completely removed before the onset of monsoon. n
 Debris generated due to the excavation of

foundation or due to the dismantling of existing
structure will be removed from the water course.
 Temporary Silt fencing to be provided on the mouth

of discharge into natural streams.
 Continuous drain (lined / unlined) is suggested / will

be provided. Obstruction, if any, will be removed
immediately.
Runoff and drainage  Throughout continuous drain is provided. During Contractor State
 Lined drain is provided at built-up locations for quick Constructio Highway
drainage. n
 Increased runoff due to increased impervious surface

is countered through increased pervious surface area
through soak pits and rain water harvesting
structures.

impact/ Aspect
Water  Concessionaire / Contractor will provide a list of During Contractor State

requirement for sources (surface / ground) for approval from IE Constructio Highway
project  Prior to use of source Concessionaire / Contractor n
will take the written permission from authority, to

use the water in construction activity, and submit a
copy to IE.
 During construction only permitted

quantity (permission taken) from approved sources
will be used.
 Concessionaire / Contractor will ensure optimum use

of water; discourage labour from wastage of water.
Silting /  Measures suggested under “Soil Erosion and During Contractor State
sedimentation  Sedimentation control” will be enforced. Constructio Highway
n
 Silt fencing is provided around water bodies.
 Construction activities will be stopped near water

bodies during monsoon.
 Soil trap are suggested / will be provided in all

ancillary sites and camps.

impact/ Aspect
Contamination of  Measures suggested under “Contamination of soil” During Contractor State

water will be enforced. Constructio Highway
 Construction work close to water bodies will be n,
avoided during monsoon. Establishme

nt,
 Labour camps will be located away from water
Operation
bodies.
 Car washing / workshops near water bodies will be

avoided.
Noise
Noise from Vehicles,  Noise standard at processing sites, eg. Aggregate During Contractor State
Plants and crushing plants, batching plant, hot mix plant will be Constructio Highway
Equipment strictly monitored to prevent exceeding of noise n
standards.
 Workers in vicinity of loud noise, and workers

working with or in crushing, compaction, concrete
mixing operations shall wear earplugs and their
working time should be limited as a safety measure.
 In construction sites within 150 m of


impact/ Aspect
sensitive receptors construction will be stopped from

22:00 to 06:00.
 Machinery and vehicles will be maintained to keep

their noise to a minimum.
 Construction of noise barriers at sensitive receptors.
 All vehicles and equipment used in construction shall

be fitted with exhaust silencers. During routine
servicing operations, the effectiveness of exhaust
silencers shall be checked and if found to be defective
shall be replaced.
 Noise limits for construction equipment used in this

project (measured at one metre from the edge of the
equipment in free field) such as compactors, rollers,
front loaders, concrete mixers, cranes (moveable),
vibrators and saws shall not exceed 75 dB(A), as
specified in the Environment (Protection) Rules,
1986.
Noise from  Blasting shall be carried out only with permission of During Contractor State
Blasting or Pre- the Independent Engineer (IE). All the statutory laws, Constructio

impact/ Aspect
splitting regulations, rules etc., pertaining to acquisition, n Highway

Operations transport, storage, handling and use of explosives
shall be strictly followed.
 Blasting shall be carried out during fixed hours

(preferably during mid-day), as permitted by the
Independent Engineer (IE). The timing should be
made known to all people within 500m (200m for
pre-splitting) from the blasting site in all
directions. People, except those who actually light
the fuse shall be excluded from the area of 200m
(50m for pre- splitting) from the blasting site in all
directions at least 10 minutes before the blasting.
Flora & Fauna
Loss of trees and  Plant and maintain flowering, shade, medicinal, After Contractor State
Avenue ornamental & fruit bearing trees in suitable area for completion Highway
Planting & the entire duration of the contract period of
transplantation  Plant and maintain ornamental, medicinal & constructio
flowering plants and shrubs in the median for the n activity


impact/ Aspect
entire duration of the contract period
 Transplant and maintain of various girth, height and

species for the entire duration of the project
period
 Cost of plantation included in the EMP Budget.
 Concessionaire / Contractor has to make sure that no

trees / branches to be fell by labourer for fuel,
warmth during winter. Enough provision of fuel to
be ensured.
Vegetation  Clearing and grubbing should be avoided beyond During Contractor State
clearance that which is directly required for construction Constructio Highway
activities. n
 Next activity to be planned / started immediately, to

avoid dust generation and soil erosion during
monsoon.
 Turfing / re-vegetation to be started soon after

completion of embankment.
Fauna  Construction workers must protect natural resources During Contractor State

impact/ Aspect
and wild animals. Constructio Highway
 Hunting will be prohibited. n
 Nesting grounds & migratory paths will be protected.
Socio-Economic Environment
Public Health  Debris generated will be disposed to the satisfaction During Contractor State
and Safety of Independent Engineer (IE). Constructio Highway
 Monitoring of air, water, noise and land n
during construction and operational phase.
Accidents  The Concessionaire / Contractor will provide, erect During Contractor State
and maintain barricades, including signs marking Constructio Highway
flats, lights and flagmen as required by the n
Independent Engineer
Resettlement  A comprehensive resettlement action plan has During Contractor State

Action of been prepared to improve the standard of living of Constructio Highway
People the affected n
Sensitive  Precaution to be taken for any accidental loss to During Contractor State
community and community and cultural property Constructio Highway

impact/ Aspect
cultural facilities  Any loss made shall be the responsibility of the n

Concessionaire / Contractor and made good by him
at his own cost
 Through access / identification to be maintained
 Endeavour towards enhancement of community and

cultural property
 Community consultations for any relocation,

mitigation measures adopted
Temporary Loss of  The Concessionaire / Contractor shall provide safe During Contractor State
Access and convenient passage for vehicles, pedestrians and Constructio Highway
livestock to and from side roads and n
property accesses connecting the project road. Work
that affects the use of side roads and existing accesses
shall not be undertaken without providing adequate
provisions to the prior satisfaction of the Engineer.
 The works shall not interfere with or cause

inconvenience to public or restrict the access to use
and occupation of public or private roads, and any
other access footpaths to or of properties

impact/ Aspect
whether public or private.
 Access across the work-zone will be provided for two

slots every day during construction (2 hours in the
morning and 2 hours in the afternoon). For this
purpose the Concessionaire / Contractor shall
maintain a strip of pavement across the work zone of
such quality that light motor vehicles (LMV) can pass
without difficulty or danger of breaking down.
Road Safety And Construction Safety
Traffic Delays  Detailed Traffic Control Plans shall be prepared and During Contractor State
and submitted to the Independent Engineer (IE) for Constructio Highway
Congestion approval, 5 days prior to commencement of works n

on any section of road. The traffic control plans shall
contain details of arrangements for construction
under traffic and details of traffic arrangement
after cessation of work each day.
 The Contractor shall ensure that the running surface

is always maintained in running condition,
particularly during the monsoon so that no

impact/ Aspect
disruption to the traffic flow occurs.
 The Concessionaire / Contractor shall 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 Independent
Engineer for the information and protection of traffic
approaching or passing through the section of
the highway under improvement.
 All signs, barricades, pavement markings shall be as

per the MoRT&H specification. Before taking up
construction on any section of the highway, a traffic
control plan shall be devised to the satisfaction of the
Independent Engineer.
Traffic Control  The Contractor shall take all necessary measures During Contractor State
and Safety for the safety of traffic during construction and Constructio Highway
provide, erect and maintain such barricades, n
including signs, markings, flags, lights and flagmen as
may be required by the Independent Engineer for the

impact/ Aspect
information and protection of traffic approaching or

passing through the section of the highway under
improvement.
 All signs, barricades, pavement markings shall be as

per the MoRT&H specification. Before taking up
construction on any section of the highway, a traffic
control plan shall be devised to the satisfaction of the
Independent Engineer.
Risk from  The Concessionaire / Contractor is required to During Contractor State

Operations comply with all the precautions as required for the Constructio Highway
safety of the workmen as per the International n
Labour Organisation (ILO) Convention No. 62 as far
as those are applicable to this contract.
 The Concessionaire / Contractor shall supply all

necessary safety appliances such as safety goggles,
helmets, masks, etc., to the workers and staff.
 The Concessionaire / Contractor has to comply with

all regulation regarding safe scaffolding, ladders,
working platforms, gangway, stairwells, excavations,

impact/ Aspect
trenches and safe means of entry and egress.
 No child labour shall be utilized in the project
Risk from  Adequate precautions will be taken to prevent During Contractor State
Electrical Equipment danger from electrical equipment. Constructio Highway
 No material or any of the sites will be so stacked or n
placed as to cause danger or inconvenience to any

person or the public.
 All necessary fencing and lights will be provided to

protect the public.
 All machines to be used in the construction will

conform to the relevant Indian Standards (IS) codes,
will be free from defect, will be kept in good
working order, will be regularly inspected and
properly maintained as per IS provisions and to the
satisfaction of the Independent Engineer (IE).
Risk at  All workers employed on mixing asphaltic material, During Contractor State
Hazardous cement, lime mortars, concrete etc., will be provided Constructio Highway
Activity with protective footwear and protective goggles. n

impact/ Aspect
 Workers, who are engaged in welding works, would

be provided with welder’s protective eye-shields.
Stonebreakers will be provided with
protective goggles and clothing and will be seated at
sufficiently safe intervals.
 The use of any toxic chemical shall be strictly in

accordance with the manufacturer’s instructions. The
Independent Engineer (IE) shall be given at least 6
working day’s notice of the proposed use of toxic
chemical. A register of all toxic chemicals delivered to
the site shall be kept and maintained up to date by
the Concessionaire / Contractor. The register
shall include the trade name, physical properties and
characteristics, chemical ingredients, health and
safety hazard information, safe handling and storage
procedures, and emergency and first aid procedures
for the product.
Risk caused  All reasonable precaution will be taken to prevent During Contractor State
by Force’ danger of the workers and the public from fire, Constructio Highway

impact/ Aspect
Majure flood, drowning, etc. All necessary steps will be n

taken for prompt first aid treatment of all injuries
likely to be sustained during the course of work.
First Aid  At every workplace, a readily available first aid unit During Contractor State
including an adequate supply of sterilised dressing Constructio Highway
material and appliances will be provided as per the n
Factory Act.
 Workplaces, remote and far away from

regular hospitals will have indoor heath units with
one bed for every 250 workers. Suitable transport
will be provided to facilitate take injured or ill
person(s) to the nearest applicable hospital. At every
workplace and construction camp, equipment and
nursing staff shall be provided.
Safety Measures  All relevant provisions of the Factories Act, 1948 and During Contractor State
During The Building and other Construction Workers Constructio Highway
Construction (regulation of Employment and Conditions of n

Service) Act, 1996 will be adhered to.
 Adequate safety measures for workers during


impact/ Aspect
handling of materials at site will be taken up.
 The register will include the trade name, physical

properties and characteristics, chemical ingredients,
health and safety hazard information, safe handling
and storage procedures, and emergency and first aid
procedures for the product.
Hygiene  Latrines shall be provided with septic tank. The During Contractor State
effluents can be diverted for horticulture inside the Constructio Highway
camps. n
 The septic tank may be cleaned once in 6 months

and filter cleaned after a year.
 All temporary accommodation must be constructed

and maintained in such a fashion that
uncontaminated water is available for drinking,
cooking and washing.
 Garbage bins must be provided in the camps and

regularly emptied and the garbage disposed off in a
hygienic manner.

impact/ Aspect
 Adequate health care is to be provided for the work

force. Unless otherwise arranged for by the local
sanitary authority, the local medical health or
municipal authorities.
 On completion of the works, all such temporary

structures shall be cleared away, all rubbish burnt,
septic tank and other disposal pits filled in and
effectively sealed off and the outline site left clean
and tidy, at the Concessionaire / Contractor’s
expense, to the entire satisfaction of the
Independent Engineer (IE).
Clearing of  Concessionaire / Contractor to prepare site Contractor State

Construction of restoration plans for approval by the Independent Highway
Camps & Engineer (IE). The plan is to be implemented by the
Restoration Concessionaire / Contractor prior to demobilisation.
 On completion of the works, all temporary structures

will be cleared away, all rubbish burnt, excreta or
other disposal pits or trenches filled in and effectively
sealed off and the site left clean and tidy, at the

impact/ Aspect
Concessionaire
 / Contractor’s expense, to the entire satisfaction of

the
 Independent Engineer (IE).
 Residual topsoil will be distributed on

adjoining / proximate barren / rocky areas as
identified by the Independent Engineer (IE) in a
layer of thickness of
 75mm - 150mm.
Monitoring  The monitoring of Air, land, water and Noise to be Contractor

at critical carried out identified critical locations besides
locations locations identified by IC along the project corridor.
Operation stage
Water quality  Silt fencing, Oil & Grease traps, etc. shall be provided During State Highway State Highway
degradation due at sensitive water bodies to ensure that the water Operation
to road run-off quality is not impaired due to contaminants from Stage
road run-off. Monitoring shall be carried out as
specified in the Monitoring plan

impact/ Aspect
Contamination  Contingency plans to be in place for cleaning up of During Contractor State

of Soil and Water spills of oil, fuel and toxic chemicals. Operation Highway
Resources from Spill of oil, fuel and automobile servicing units Stage
Spills Accidents without adequate disposal systems in place to be
discouraged.
 Accidental spills are potentially disastrous, but its

probability is quite low as one of the objectives of
this project is to enhance road safety.
 The Public will be informed about the regulations on

land pollution.
 Land pollution monitoring program has been devised

for checking pollution level and suggesting remedial
measures.
Traffic and  Depending on the level of congestion and traffic During Contractor State
Accident Safety hazards, traffic management plans will be prepared. Operation Highway
 Traffic control measures including speed limits to be Stage
enforced strictly.
 Road control width to be enforced. Local


impact/ Aspect
government bodies and development authorities will

be encouraged to control building development
along the highway.
Accidents  Compliance with the Hazardous Wastes During Contractor State

involving (Management and Handling) Rules, 1989 Operation Highway
Hazardous Stage
 Creation of an Emergency Response team
Materials
 For delivery of hazardous substances, permit license,
driving license and guidance license will be required.
 Public security, transportation and fire fighting

departments will designate a special route for
vehicles delivering hazardous material. These vehicles
will only be harboured at designated parking lots.
 In case of spill of hazardous materials, the relevant

departments will be intimated at once to deal with it
with the spill contingency plan.
Road side tree  Trees planted along the corridor shall be maintained During Contractor State
plantation for a period of three years. Maintenance works Operation Highway
include, watering of the saplings, and all necessary Stage
measures for survival of the sapling.

impact/ Aspect
 The avenue plantation should be

completed, maintained and casualties to be replaced.
 Discouraging local peoples from cutting tree
branches for fuel, cattle food etc.
 Educating people about the usefulness of trees.
Monitoring  The monitoring of Air, land, water and Noise to be
at critical carried out identified locations
locations
Noise  Horn prohibited sign post will be enforced During Contractor State
 Maintenance of noise barriers Operation Highway
Stage
 Discouraging local people from establishing sensitive
receptor near the road.
 The public will be informed about the regulations on
noise pollution.
10.4 ENVIRONMENTAL MONITORING PROGRAMME

 The Environmental Monitoring Programme has been detailed out in the report.
Successful implementation of the Environmental Monitoring Program is
contingent on the following:
 The IC is to request the Contractor to commence all the initial tests for
monitoring (i.e. for Air, Water Quality and Noise Levels) early in the Contract to
establish 'base' readings (i.e. to assess the existing conditions prior to effects from
the Construction activities being felt).
 The Independent Engineer is to request the Concessionaire / Contractor to submit
for approval a proposed schedule of subsequent periodic tests to be carried out.
 Monitoring by the Independent Engineer’s Officer of all the environmental
monitoring tests, and subsequent analysis of results.
Where indicated by testing results, and any other relevant on-site conditions, IC to instruct
the Concessionaire / Contractor to:
 Modify the testing schedule (dates, frequency)

 Modify (add to or delete) testing locations
 Verify testing results with additional testing as/if required
 Require recalibration of equipment, etc., as necessary
 Request the Concessionaire / Contractor to stop, modify or defer specific
construction equipment, processes, etc., as necessary, that are deemed to have
contributed significantly to monitoring readings in excess of permissible
environmental "safe" levels.
Monitoring of Earthworks Activities
 Most of the environmental problems related to the construction works are

anticipated to be associated with the earthworks. Details regarding the
guidelines and procedures adopted to minimise the environmental impacts.
Other environmental effects associated with the earthworks include the
development of adequate temporary drainage to minimise detrimental effects
(e.g. erosion) due to run-off, and safety aspects related to Works
implementation.
 Monitoring of Concessionaire / Contractor's Facilities, Plant and Equipment
All issues related to negative environmental impacts of the Concessionaire / Contractor's

Facilities, Plant and equipment are to be controlled through:
 The Concessionaire / Contractor's self-imposed quality assurance plan
 Regular / periodic inspection of the Concessionaire / Contractor’s plant and
equipment
 Monthly appraisal of the Concessionaire / Contractor.
 Other environmental impacts are to be regularly identified and noted on the
monthly appraisal inspection made to review all aspects of the Concessionaire
/ Contractor's operation. The officer is to review all monthly appraisal reports,
and through the team leader is to instruct the Concessionaire / Contractor to
rectify all significant negative environmental impacts.
10.5 BUDGET
The environmental budget for the various environmental management measures proposed in
the EMP is detailed below. There are several other environmental issues that have been
addressed as part of good engineering practices, the costs for which have been accounted for
in the Engineering Cost. Various environmental aspects covered under engineering costs are
listed below:
i. Turfing and Pitching of slopes

ii. Construction of slope protection works as retaining walls; breast walls toe walls,
drains, and gabions.
iii. Construction of roadside amenities as bus stops etc.
The rates adopted for the budget has been worked out on the basis of market rates and
the Schedule of rates.
CHAPTER 11: POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK
11.1 INTRODUCTION
This chapter reviews the existing institutional and legislative set-up pertaining to the
project at the National and state levels. The chapter also elaborates on the various
clearances and permissions required for the project from Government of Tamilnadu,
Ministry of Environment and forests, Government of India.
11.2 COLLECTION OF BASELINE ENVIRONMENTAL DATA
The project has been initiated and is being carried out by State Highways department.
The primary responsibility of the project rests with the SH in providing encumbrance
free ROW to the Concessionaire who shall implement the project. The main
government agencies who uphold the implementation of the various environmental
legislations are:
 Ministry of Environment and Forests, Government of India (MOEF), New
Delhi formulates and regulates all country level legislations besides giving
prior environmental clearances through a committee for category A
projects, wild life clearances and forest diversion clearances.
 State Level Environmental Impact Assessment Authority (SEIAA), gives prior
environmental clearances to category B projects.
 Central Pollution Control Board (CPCB) monitors and implements
pollution related legislations
 State Pollution Control Board monitors and implements pollution related
legislations in the state besides giving NOC for establishing and operating
plants under air and water acts
 State Department of Forests gives permission for forest diversion and felling
of trees
11.3 THE LEGAL FRAMEWORK
The Governments of India & Government of Tamilnadu have formulated a host

policy guidelines; acts and regulations aimed at protection and enhancement of
environmental resources. The following sections discuss the various legal issues
associated with the project.
Table 11.1: Country Level Environmental Laws & Regulations
Law / Applicabl Implementing /
Reason for
S. No Regulation/ Relevance e Responsible
application
Guidelines Yes / No Agency
1 The Umbrella Act. Yes All MoEF, State
Environmental Protection and environmental Department of
(Protection) Act. improvement of the notifications, Environment,
1986, and the environment. rules and CPCB and SPCB
Environmental Establishes the schedules are
(Protection) standards for issued
Rules, emission of noise in under the act
1987-2002 the atmosphere.
(various
amendments)
2 The EIAIdentifies “(i) New Yes The proposal is MoEF, SEIAA
Notification, National an expansion of
14th September Highways; and (ii) state highway
2006 and Expansion with the existing
subsequent ofNational Highways alignment of
amendments greater than 30Km 35.4 km and the
involving additional new alignment
right of waygreater of 97.98km
than 20m involving
landacquisition"
(under item 7 (f)
ofschedule) as one of
the projectsrequiring
prior clearance
3 Notification for Reuse fly ash Yes The source for MoEF, SPCB
use of discharged from the fly ash is
Fly ash, 3rd Thermal Power from North
November Station to minimize ChennaiThermal
2009 land use for dispersal Power Plant
and minimize located at the
borrow area start of the
material. The onus project road in
shall lie with the Ennore which
implementing shall be used as
authority to use fly earth-fill material
ash unless it is not for
feasible as per IRC embankment

Reason for
application
construction of
the road.
4 The Water Central and State Yes Consent required State Pollution
(Prevention and Pollution Control for not Control Board
Control of Board to polluting ground
Pollution) establish/enforce and
Act, 1974 water quality and surface water
effluent standards, during
monitor water construction
quality, prosecute
offenders, and issue
licenses for
construction/operati
on of certain
facilities.
5 The Air Empowers SPCB to Yes Consent required State Pollution
(Prevention set and monitor air for Control Board
and Control of quality standards and establishing and
Pollution) Act. to prosecute operation of
1981 offenders, excluding plants and
vehicular air and crushers
noise emission.
6 Noise Pollution Standards for noise Yes construction State Pollution
(Regulation And emission from machineries Control Board
Control) Act, various land uses and vehicles to
1990 conform
to the standards
for
construction
7 Forest Conservation and Yes Forest land is State Forest
(Conservation) definition of forest involved in this Department,
Act,1980 areas. Diversion of project MoEF
forest land
follows the process
as laid by the act
8 Coastal Protect and manage Yes Section 1 of the MoEF, State
Regulatory coastal areas project area Department of
Zone comes under Environment
Notification, CRZ.
2011
9 Wild Life Protection of wild No Project road is State & National
Protection life in sanctuaries not Wild Life Boards
Act, 1972 and National Park located within 10
Km
radius of any
National
Park or Wild Life

Reason for
application
sanctuary
Ancient To protect and No No Archaeological
Monuments conserve cultural and archaeological Survey of
and historical remains monuments, area India,State
Archaeological found. in the Dept. of
sites and project area Archaeology
Remains
Act 1958
The Motor Empowers State Yes All vehicles used State Motor
Vehicle Transport Authority for Vehicles
Act. 1988 to enforce standards construction will Department
for vehicular need to
pollution. From comply with the
August 1997 the provisions of this
"Pollution Under act.
Control Certificate is
issued to reduce
vehicular
emissions.
The Explosives Sets out the Yes If new quarrying Chief Controller
Act regulations as to operation is of Explosives
(& Rules) 1884 regards the use of started by the
(1983) explosives and concessionaire
precautionary /contractor
measures while
blasting & quarrying.
Public Liability Protection to the Yes Hazardous State Pollution
And general public from materials Control Board
Insurance accidents due to shall be used for
Act,1991 hazardous materials road
construction
Hazardous Protection to the Yes Hazardous State Pollution
Wastes general public wastes shall Control Board
(Management against improper be generated due
and handling and to
Handling) Rules, disposal of activities like of
1989 hazardous wastes maintenance and
repair
work on vehicles
Chemical Protection against yes Handling of District & Local
Accidents(Emerg chemical accident hazardous Crisis Group
ency while handling any (flammable, headed by the
Planning, hazardous toxic and DM and SDM
Preparedness chemicals resulting explosive)
andResponse) chemicals
Rules1996 during road
construction

Reason for
application
Mines and Permission of Mining Yes Permission of State
Minerals of aggregates and Sand Department
(Regulation and sand Mining from of Mining
Development) river bed &
Act, aggregates
1957 as
amended in
1972
The Building Employing Labour / Yes Employing District Labour
and workers Labour / Commissioner
Other workers
Construction
Workers
(Regulation
of Employment
and
Conditions of
Service) Act,
1996
11.4 STATE LEVEL ENVIRONMENTAL LEGISLATIONS
Clearances for setting up hot-mix plants, batching plants, etc., under the Air and the
Water Acts, establishing new quarries and establishment of new tube-wells / bore-
holes is from SPCB, State Department of Mining and Sate Ground Water Boards /
Authorities respectively.
Table 11.2 - Summary of Clearances & NOCs
S. Type of Statuatory Applicability Project Stage Responsibility
No. clearance Authority
1 Falls under
Prior 7(f) of EIA
Pre
Environmental EAC, MoEF notification State highway
construction
Clearance 2006 & its
amendments
2 Archaeological Not Pre State highway
Permission for survey of India / Applicable construction
Activities near the state
archaeological department of
protected area Archaeology
3 CRZ Clearance CZMA & SEIAA Yes Pre State highway

MoEF construction
S. Type of Statuatory Applicability Project Stage Responsibility

No. clearance Authority
4 Clearance for DCF, CWLW, Not Pre State highway
working SWLB, Applicable construction
/ diversion of NWLB
sanctuary land
5 Forest Clearance Forest Dept. Applicable Pre State highway
and construction
MoEF
6 Tree felling Forest Felling of trees Pre State highway
permission department construction
7 NOC And State Pollution For Construction Concessionaire
Consents Control establishing (Prior to work Contractor
Under Air , Board plants initiation)
Water, EPActs &
Noise rules or
SPCB
8 NOC And State Pollution For operating Construction Concessionaire/
Consents Control Board Hot mix Prior to work Contractor
Under Air , plants, initiation)
Water, EPActs & Crushers and
Noise rules of batching
SPCB plants
9 Permission to State Pollution Storage and Construction Concessionaire
store Control Transportation (Prior to work /
Hazardous Board Of initiation) Contractor
Materials Hazardous
Materials
and Explosives
10 Explosive license Chief controller Storage of Construction Concessionaire
of explosive (Prior to work /
explosives materials initiation) Contractor
11 NOC under State Pollution Disposal of Construction Concessionaire
Hazardous Control bituminous (Prior to /
Waste Board wastes workinitiation) Contractor
(Management
and
Handling) Rules,
1989
12 PUC certificate Department of For all Construction Concessionaire
for use Transport construction (Prior to work /
of vehicles for vehicles initiation) Contractor
construction
13 Quarry lease Dept. of Quarrying and Construction Concessionaire
deeds Geology and borrowing (Prior to work /
and license Mines operations initiation) Contractor

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EIA report for Proposed Chennai Peripheral Road

The Government of Tamil Nadu (GoTN) is promoting the development

Chennai has grown as a perfect base in respect of institutions, information

Chennai Peripheral Road is conceptualized to provide better connectivity

The State Government of Tamil Nadu has identified already a tentative

by the Principal Secretary, Highways and Minor Ports, Government of

6 Total length of the alignment ( Kilometres) 132. 871 km

7 Number of bridges viz Major or Minor Major Bridge - 5 Nos.

8 Length of bridges (meters) Width of bridges Length of Major Bridges:

(meters) 1. MJB @ km 0+662 = 912.354m

2. MJB @ km 29+332 = 390m

3. MJB @ km 36+886 = 300m

4. MJB @ km 57+532 = 420m

5. MJB @ km 102+831 = 480m

Length of Minor Bridges:

1. MNB @ km 2+475 = 20m

2. MNB @ km 7+183 = 30m

3. MNB @ km 2+013 = 46.5m

4. MNB @ km 26+522 = 60m

5. MNB @ km 30+750 = 30m

6. MNB @ km 37+390 = 30m

7. MNB @ km 44+135 = 60m

8. MNB @ km 63+340 = 60m

9. MNB @ km 73+800 = 50m

10. MNB @ km 106+126 = 50m

11. MNB @ km 110+286 = 50m

12. MNB @ km 110+643 = 50m

13. MNB @ km 115+281 = 30m

14. MNB @ km 115+483 = 30m

15. MNB @ km 118+043 = 30m

17. MNB @ km 119+956= 50m

18. MNB @ km 121+413= 20m

19. MNB @ km 121+984= 50m

20. MNB @ km 123+533= 20m

9 Number of culverts 324 Nos.

13 Length of intersections (meters) Length of Interchanges:

1. NH-5 @ km 20+893 = 300 m

2. NH-205 @ km 54+290 = 700

3. NH-4 @ km 76+960 = 2255 m

4. NH-45 @ km 101+747 = 541 m

14 Number of railway crossings 3 Nos. Road over Bridges (RoB)

15 Length of railway crossings (meters) Length of RoBs:

1. ROB @ km 9+750 = 96m

2. ROB @ km 3+378= 100m

3. ROB @ km 55+434= 96.5m

20 Width of new alignment proposed in forest area 60m

The alignment for Chennai Peripheral Road is approved by the Steering

Section 2: Thatchur on NH-5 to Start of Thiruvallur Bypass (26.40 km)

Section 3: Start of Thiruvallur Bypass to Sriperumbudur on NH-4 (30.60 km)

Section 4: Sriperumbudur on NH-4 to Singaperumalkoil on NH-45 (23.80 km)

Section 5: Singaperumalkoil on NH-45 to Mahabalipuram (27.471 km)

C. Baseline environmental data

The findings of the baseline environmental status on land (topography,

The study area is located in Kanchipuram & Tiruvallur districts. These

November constitutes the post monsoon or the retreating monsoon.

The development of any region is contingent on the availability of

The prevailing status of socio-economic aspect comprises of demographic

Ecological resources are among the most important resources impacted by

D. Impact of the project

Construction Phase: the impact during construction will be localized and

Identification of Activities and probable impacts

storage of construction from vehicles

Operation phase: Potential impact on the air quality during the