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EXECUTIVE SUMMARY
A. Project description
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)
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.
B. Site selection
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)
Meteorology
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
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
Ecology
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.
Dust is major component of the air pollution, generated mainly from the
following construction activity.
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.
Flora:
Illegitimate felling of trees exists along the project road.
Fauna:
Loss of shelter for avifauna.
E. Mitigation measures
Air Environment
Speed of vehicles on proposed road has been designed as per nature
of terrain and nearby habitations.
out.
Flora
Proper planning for additional cutting of trees.
Fauna
Plantations of trees along the highways.
F. Project cost
The total estimated cost for Chennai peripheral road project is around Rs.
11528 crores.
EIA report for Proposed Chennai Peripheral Road
CHAPTER 1: INTRODUCTION
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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
4 Width of the existing alignment proposed 60m for 23.8 km, 30m for 9.6
(Meters) km and 15m for 2.0 km
Main Carriageway - 2 X
13.550m, Service Road - 2 X
10.550m
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.
Environmental
Scoping for ToR Impact Public hearing Appraisal Clearance
Assessment
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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.
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).
EIA report for Proposed Chennai Peripheral Road
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.
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
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
EIA report for Proposed Chennai Peripheral Road
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.
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.
2.3.1 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.
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
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
EIA report for Proposed Chennai Peripheral Road
out classified traffic volume count, origin-destination survey and axle load survey were
selected considering the following parameters:
The traffic survey locations, methodology, schedule and survey formats were finalised
in-consultation with Highways Department.
The following traffic surveys were carried out for the project as per ToR.
ThetrafficsurveylocationsandscheduleispresentedinTable2.1andthesurvey location
map is given inFigure2.1.
EIA report for Proposed Chennai Peripheral Road
km17/000 20.12.2013to
TVC8 SH-50 TirurVillage
27.12.2013
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
EIA report for Proposed Chennai Peripheral Road
Nadu State such as population, state income (NSDP) at constant prices and per
capita income at constant prices were also collected.
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.
EIA report for Proposed Chennai Peripheral Road
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
Source: SocioEconomicSurveyofTamilNadu2012-13
EIA report for Proposed Chennai Peripheral Road
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.
Elasticity for passenger vehicles (Two Wheelers, Three Wheelers & Cars)
E =G / 9.9
EIA report for Proposed Chennai Peripheral Road
Where
The comparison of Elasticity with IRC and vision 2021 is shown inTable6.30.
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.
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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
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
SIRUKUNDRAM
CHENGALPATTU
MANAMATHI
THIRUKAZHIKUNDRAM Mahabaripuram
Poonjeri Jct Thirukazhukundram Rd
Base Map:Open Street Map
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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
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)
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.
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
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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).
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
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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)
EIA report for Proposed Chennai Peripheral 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
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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:
Main Carriageway - 10.5m wide, each side
Paved Shoulder - 1.5m wide, each side
Central Median - 1.0m wide with 0.25m wide shy away on both sides
Divider between MCW and SR - 1.25m wide, each side
Service Road - 7.0m wide, each side
Shy away - 0.25m wide adjacent to kerb, each side
Footpath-cum-drain & utility corridor - 2.5m wide, on road boundary side
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.
EIA report for Proposed Chennai Peripheral Road
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.
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
EIA report for Proposed Chennai Peripheral Road
is more than desirable minimum. For the project, maximum super elevation adopted
is 5% only.
Radii of curve
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.
EIA report for Proposed Chennai Peripheral Road
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.
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
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.
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.
EIA report for Proposed Chennai Peripheral Road
The proposed pavement composition for each section of the project road for the sub
grade with 8% CBR is given below.
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.
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-
EIA report for Proposed Chennai Peripheral Road
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%.
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.
Design of surface and sub-surface drains is carried out in accordance with IRC: SP: 87-
2013 and IRC: SP: 42-1994.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
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
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.
Interchange at NH-5
EIA report for Proposed Chennai Peripheral Road
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: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.
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 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.
EIA report for Proposed Chennai Peripheral Road
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, 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.
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-4
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, 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.
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-45
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.
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
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.
There are two types of safety barriers viz. roadside safety barriers and median safety
EIA report for Proposed Chennai Peripheral Road
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.
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.
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
EIA report for Proposed Chennai Peripheral Road
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.
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.
The project facilities including access facilities, pedestrian facilities, lighting, truck
parking, bus bays, rest areas, etc are proposed as per the standards.
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
EIA report for Proposed Chennai Peripheral 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.
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.
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-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
EIA report for Proposed Chennai Peripheral Road
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.
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.
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
EIA report for Proposed Chennai Peripheral Road
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
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
EIA report for Proposed Chennai Peripheral Road
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.
The control of encroachment is essential for mainly public safety and legal liability.
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.
EIA report for Proposed Chennai Peripheral Road
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.
Environmental Benefit
EIA report for Proposed Chennai Peripheral Road
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.
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
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.
b)Kattupalli Ramp
S.NO Chainage in Km Classification Area of proposed
bridge in Sqm
1 0+000 to 0+409.652 between HTL of creek 8061.06
and 100m setback line
from HTL of creek
2 0+000 to 0+409.652 creek water 4248.98
12310.04
b)Kattupalli Ramp
S.NO Chainage in Km Classification Area of proposed
bridge in Sqm
1 0+000 to 0+406.652 between HTL of creek 12192.99
and 100m setback line
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.
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
EIA report for Proposed Chennai Peripheral Road
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
List of Birds
Common name Scientific name
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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
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.
EIA report for Proposed Chennai Peripheral Road
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 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.
Bypassing the major residential areas from south to north, in total about 26 km;
The new installation sections, in total about 58 km., except for the bypass, consist of:
Ennore Port
MINJUR
Vengal
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
SIRUKUNDRAM
CHENGALPATTU
MANAMATHI
THIRUKAZHIKUNDRAM Mahabaripuram
Poonjeri Jct Thirukazhukundram Rd
Base Map:Open Street Map
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.
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)
EIA report for Proposed Chennai Peripheral Road
・ 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.
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.
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
EIA report for Proposed Chennai Peripheral Road
Plan-0
Compared Plan-1 Plan-2 Plan-2
Zero-Option
Items Original Plan New Plan New Plan with ITS
-without any project-
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,
EIA report for Proposed Chennai Peripheral Road
Plan-0
Compared Plan-1 Plan-2 Plan-2
Zero-Option
Items Original Plan New Plan New Plan with ITS
-without any project-
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
EIA report for Proposed Chennai Peripheral Road
Plan-0
Compared Plan-1 Plan-2 Plan-2
Zero-Option
Items Original Plan New Plan New Plan with ITS
-without any project-
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
EIA report for Proposed Chennai Peripheral Road
Plan-0
Compared Plan-1 Plan-2 Plan-2
Zero-Option
Items Original Plan New Plan New Plan with ITS
-without any project-
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.
EIA report for Proposed Chennai Peripheral Road
Plan-0
Compared Plan-1 Plan-2 Plan-2
Zero-Option
Items Original Plan New Plan New Plan with ITS
-without any project-
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.
EIA report for Proposed Chennai Peripheral Road
4.1 INTRODUCTION
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
EIA report for Proposed Chennai Peripheral Road
study for the project was conducted in the month of November 2017,
February, 2018 and March, 2018.
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.
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.
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
- Unconsolidated
- Consolidated
- Semi
Consolidated
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:
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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
13°19'48.92"N
4 AAQ 4 Section 1 Vannipakkam 80°20'9.30"E
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 3 44.6 27.3 0 7.2
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 4 62.2 38.4 9.8 18.43
1)
BQL(LOQ:1. BQL(LOQ:0.1)
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)
BQL(LOQ:1. BQL(LOQ:0.1)
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)
EIA report for Proposed
oposed Chennai Peripheral Road
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)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 9 156.9 99.6 10.9 22.9
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 10 133.7 86.1 10.1 19.7
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 11 217.5 135.4 22.9 47.6
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 12 208.4 119.1 38.6 35
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 13 135.5 90.9 9.7 21.3
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 14 215.8 131 20.8 48.5
1)
BQL(LOQ:1. BQL(LOQ:0.1)
AAQ 15 190.7 115.1 15.9 33.9
1)
PM 10 PM 2.5
EIA report for Proposed
oposed Chennai Peripheral Road
NOx 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
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.
PM NOx CO HC
PM NOx CO HC
Motorcycle (2 stroke) - - - -
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.
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
EIA report for Proposed Chennai Peripheral Road
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.
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
EIA report for Proposed Chennai Peripheral Road
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.
1 Ensure that the microphone of the instrument shall be kept clean & free
from any dust.
4 Ensure that only Type II or Type III noise level monitoring instrument
shall be used for monitoring.
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
EIA report for Proposed Chennai Peripheral Road
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.
S. Locations
Locations
No. Code
1 Nolapakkam N 01
EIA report for Proposed Chennai Peripheral Road
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 of noise quality monitoring studies are given in Table 3.7 & Figure 3.4
(a).
(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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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)
Ni: Number of vehicles of (ith) cass passing in time (T) one hour (1 hour)
D: Perpendicular distance in (m) from centre line of the traffic lane to observer
The combined effect of all the vehicle categories can be determined at the
receptor by adding the individual values using the following equation
EIA report for Proposed Chennai Peripheral Road
Surface water have been collected from five places along the project road to
ascertain the baseline conditions of water quality.
Location
Parameters
SW1 SW2 SW3 SW4 SW5
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
The flora and fauna studies were carried out in 14study sites representing the
study area along the proposed Peripheral road alignment.
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
S.
Plant Name Family Habit Common Name
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
EIA report for Proposed Chennai Peripheral Road
S.
Plant Name Family Habit Common Name
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
EIA report for Proposed Chennai Peripheral Road
S.
Plant Name Family Habit Common Name
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
EIA report for Proposed Chennai Peripheral Road
S.
Plant Name Family Habit Common Name
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
EIA report for Proposed Chennai Peripheral Road
S.
Plant Name Family Habit Common Name
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
EIA report for Proposed Chennai Peripheral Road
S.
Plant Name Family Habit Common Name
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
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S.
Plant Name Family Habit Common Name
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
EIA report for Proposed Chennai Peripheral Road
S.
Plant Name Family Habit Common Name
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
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
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
Abutilon indicum, Acacia nilotica, Acalypha indica, Achyranthes aspera, Aerva
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,
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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.
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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.
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.
EIA report for Proposed Chennai Peripheral Road
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”.
Dominant Species
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%
The conclusions were made as per the Raunkiaer’s law on the basis of the
following.
EIA report for Proposed Chennai Peripheral Road
4.3.12 Changes
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 SWI – H values were calculated and the results show that it is clear.
List of Fishes
S.No Common name Scientific name Status / Schedule
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
S.No Common name Scientific name Status / Schedule
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
EIA report for Proposed Chennai Peripheral Road
BIRDS
EIA report for Proposed Chennai Peripheral Road
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.).
4.5.1 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.
To study the socio-economic status of the people living in the study area
of the proposed project site.
EIA report for Proposed Chennai Peripheral Road
4.5.2 Methodology
a) The details of the activities and population structure have been obtained
from Census 2001 and analyzed.
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.
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
EIA report for Proposed Chennai Peripheral Road
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
Table 3.16: Population as per census 2011 and 2001 (Kanchipuram District)
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
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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:
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
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
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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.
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;
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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:
Rest areas
Roadside rest areas are intended for rest and relaxation intended for long distance
travellers, and may occasionally provide facilities for overnight stay also:
The 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.
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
EIA report for Proposed Chennai Peripheral Road
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 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.
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,
EIA report for Proposed Chennai Peripheral Road
ladders, working platforms, gangway, stairwells, excavations, trenches and safe means
of entry and egress.
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.
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.
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
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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.
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.
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
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:
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.
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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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.
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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.
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.
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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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
The survey shows that 325 Title holders are likely to be displaced in the
project.
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.
The following are the key implementation activities covered under the
RAP:
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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:
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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
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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
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:
Community participation
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.
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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.
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Sl. No. R&R Assistance for Non -Title Holders- Tenants Unit Cost
Vulnerable
Sl. No. Unit Cost
Assistance
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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
(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
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).
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.
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.
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The adult member of any vulnerable families with eighth standard qualified shall be
given skill training to enhance livelihood and standard of living.
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.
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
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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.
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.
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-
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acceptance of the compensation or due to legal issue or people not available to accept
the compensation.
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.
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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:
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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.
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:
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.
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
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.
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.
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
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 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.
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.
EIA report for Proposed Chennai Peripheral Road
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
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.
S l.
Description Section - 1 Section - 2 Section - 3 Section - 4 Section - 5
No.
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.
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.
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;
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%
EIA report for Proposed Chennai Peripheral Road
9.7 ALTERNATIVES
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
EIA report for Proposed Chennai Peripheral Road
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,
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
EIA report for Proposed Chennai Peripheral Road
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.
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.
EIA report for Proposed Chennai Peripheral Road
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
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
EIA report for Proposed Chennai Peripheral Road
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
Community properties
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
EIA report for Proposed Chennai Peripheral Road
DESIGN STAGE
Geometric design The proposed alignment is selected/adjusted (within IRC During Contractor State highway
specifications) alignment
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,
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
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
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
EIA report for Proposed Chennai Peripheral Road
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
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
EIA report for Proposed Chennai Peripheral Road
construction camps away from habitations & 1 km away from sensitive establishme
locations nt,
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
courses
Construction Stage
Clearances and Secure the following clearances prior to start of Constructio State Highway Contractor
approvals construction activity: n stage
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:
scarification etc.
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
Compaction of Construction vehicles should operate within the During Contractor State
Soil and Corridor of Impact avoiding damage to soil and Constructio Highway
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.
Air
Dust Generation Vehicles delivering materials should be covered to During Contractor State
reduce spills and dust blowing off the load. Constructio Highway
satisfaction of the IE
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.
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,
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
EIA report for Proposed Chennai Peripheral Road
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
Runoff and drainage Throughout continuous drain is provided. During Contractor State
drainage. n
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.
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.
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
EIA report for Proposed Chennai Peripheral Road
Loss of trees and Plant and maintain flowering, shade, medicinal, After Contractor State
Avenue ornamental & fruit bearing trees in suitable area for completion Highway
Vegetation Clearing and grubbing should be avoided beyond During Contractor State
clearance that which is directly required for construction Constructio Highway
activities. n
Fauna Construction workers must protect natural resources During Contractor State
EIA report for Proposed Chennai Peripheral Road
Socio-Economic Environment
Public Health Debris generated will be disposed to the satisfaction During Contractor State
and Safety of Independent Engineer (IE). Constructio Highway
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
Sensitive Precaution to be taken for any accidental loss to During Contractor State
community and community and cultural property Constructio Highway
EIA report for Proposed Chennai Peripheral Road
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.
Traffic Delays Detailed Traffic Control Plans shall be prepared and During Contractor State
and submitted to the Independent Engineer (IE) for Constructio Highway
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
EIA report for Proposed Chennai Peripheral Road
Risk from Adequate precautions will be taken to prevent During Contractor State
Electrical Equipment danger from electrical equipment. Constructio Highway
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
EIA report for Proposed Chennai Peripheral Road
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
EIA report for Proposed Chennai Peripheral Road
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.
Safety Measures All relevant provisions of the Factories Act, 1948 and During Contractor State
During The Building and other Construction Workers Constructio Highway
Hygiene Latrines shall be provided with septic tank. The During Contractor State
effluents can be diverted for horticulture inside the Constructio Highway
camps. n
Concessionaire
75mm - 150mm.
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
EIA report for Proposed Chennai Peripheral Road
Traffic and Depending on the level of congestion and traffic During Contractor State
Accident Safety hazards, traffic management plans will be prepared. Operation Highway
enforced strictly.
Hazardous Stage
Creation of an Emergency Response team
Materials
For delivery of hazardous substances, permit license,
driving license and guidance license will be required.
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.
EIA report for Proposed Chennai Peripheral Road
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.
EIA report for Proposed Chennai Peripheral Road
Where indicated by testing results, and any other relevant on-site conditions, IC to instruct
the Concessionaire / Contractor to:
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:
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.
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
EIA report for Proposed Chennai Peripheral Road
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