Environmental Impact Assessment FOR Development OF BUS Rapid Transit System IN Naya Raipur Chhattisgarh

Final Report
ENVIRONMENTAL IMPACT ASSESSMENT

FOR
DEVELOPMENT OF BUS RAPID TRANSIT
SYSTEM IN NAYA RAIPUR
CHHATTISGARH
Submitted to:
Infrastructure Development Finance Company
Prepared by:
SENES Consultants India Pvt. Ltd.
January 2011
Development of Bus Rapid Transit system in Naya Raipur
Environment Impact Assessment
Table of Contents
1.0 Introduction ............................................................................................................. 1

1.1 Project Background ................................................................................................... 2
1.2 Scope of study ........................................................................................................... 3
1.3 Structure of EIA Report ............................................................................................. 4
2.0 Project Description .................................................................................................. 5
2.1 Naya Raipur .............................................................................................................. 5
2.1.1 Landuse ........................................................................................................... 5
2.1.2 Road Transport System .................................................................................... 5
2.1.3 Rail Network ................................................................................................... 5
2.1.4 Air Transport System ....................................................................................... 5
2.2 Need of the Project .................................................................................................... 6
2.3 Project Benefits ......................................................................................................... 6
2.4 Road network proposed in Naya Raipur..................................................................... 7
2.5 Travel Demand Analysis ........................................................................................... 8
2.5.1 Traffic Assignment ........................................................................................ 10
2.6 Alternatives Analysis - Technology Options ............................................................ 11
2.7 Analysis of Alternatives .......................................................................................... 12
2.7.1 No Project Scenario ....................................................................................... 12
2.7.2 Project with Alternatives ................................................................................ 13
2.7.3 Alternatives in construction of Bus Stops in BRT corridor ............................. 13
2.8 Proposed BRT System ............................................................................................. 13
2.8.1 Corridor Assessment ...................................................................................... 13
2.8.2 BRTS Components ........................................................................................ 16
2.8.3 Project Implementation Framework ............................................................... 19
2.8.4 Land Ownership of the Corridor..................................................................... 19
2.8.5 Roadway and Service Design ......................................................................... 20
2.8.6 Geometric Design of Corridors ...................................................................... 21
2.9 Role of Agencies in BRT system Operation ............................................................. 22
2.10 Project Cost .......................................................................................................... 23
3.0 Review of Environmental Regulatory Framework .............................................. 25
3.1 Environmental Clearance ......................................................................................... 26
3.2 Environmental and Social Management Framework (ESMF)................................... 26
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3.2.1 Application of the ESMF ............................................................................... 26

3.2.2 Applicable Policies ........................................................................................ 27
3.2.3 Resettlement policy ........................................................................................ 27
4.0 Baseline Environmental Status ............................................................................. 30
4.1 Methodology of conducting baseline study .............................................................. 30
4.2 Location of the Study Area ...................................................................................... 31
4.3 Air Environment ...................................................................................................... 31
4.3.1 Climate and Meteorology ............................................................................... 31
4.3.2 Ambient Air Quality in Study Area ................................................................ 33
4.3.3 Noise Environment ........................................................................................ 36
4.3.4 Traffic Pattern & Density ............................................................................... 38
4.4 Water Environment ................................................................................................. 39
4.4.1 Baseline Water Quality & Sampling Locations .............................................. 39
4.5 Land Environment ................................................................................................... 45
4.5.1 Seismo-Tectonic Appraisal of the Area .......................................................... 45
4.5.2 Soil ................................................................................................................ 47
4.6 Ecological Environment .......................................................................................... 48
4.6.1 Valued Ecosystem Components ..................................................................... 49
4.6.2 Forest Area and Resources ............................................................................. 50
4.6.3 Terrestrial Ecology......................................................................................... 51
4.6.4 Aquatic Ecology ............................................................................................ 59
4.7 Socio Economic Environment ................................................................................. 61
4.7.1 Socio Demographic Profile ............................................................................ 61
4.7.2 Social Profile ................................................................................................. 63
4.7.3 Issues of the Local ......................................................................................... 65
4.8 Public Consultations ................................................................................................ 66
4.8.1 Women commuters ........................................................................................ 66
4.8.2 Consultation with students from university, colleges and schools ................... 67
4.8.3 Residents near Terminal at Agriculture Institute on NH-6 .............................. 67
4.8.4 Residents near Pachpedinaka -Doomar Tarai Terminal on NH-43 .................. 67
4.8.5 Commuters in Raipur city .............................................................................. 67
4.8.6 Consultation with conductors, drivers and owners of private buses in Raipur
and Naya Raipur.......................................................................................................... 67
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5.0 Assessment of Potential Impacts and Mitigation Measures ................................. 68

5.1 Impacts.................................................................................................................... 68
5.1.1 Air ................................................................................................................. 68
5.1.2 Noise ............................................................................................................. 68
5.1.3 Surface and Groundwater ............................................................................... 69
5.1.4 Soil ................................................................................................................ 69
5.1.5 Trees .............................................................................................................. 70
5.1.6 Urban Ecosystems and Landscapes ................................................................ 70
5.1.7 Social Issues and Urban Infrastructure ........................................................... 70
5.1.8 Religious and Cultural Structures affecting in the BRT route ......................... 71
5.1.9 Solid/Liquid Waste ........................................................................................ 72
6.0 Environmental Management Plan ........................................................................ 73
6.1 The Environmental Management Plan ..................................................................... 73
6.2 Safety of pedestrians during plying of BRT buses within the residential areas ......... 79
6.3 Plantation along Road Side ...................................................................................... 79
6.4 The Environmental Monitoring Programme............................................................. 80
6.4.1 Ambient Air Quality Monitoring .................................................................... 80
6.4.2 Water Quality Monitoring .............................................................................. 81
6.4.3 Ambient Noise Monitoring ............................................................................ 81
6.5 Budget for Environmental Management Plan ........................................................... 81
7.0 Summary & Conclusions....................................................................................... 85
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List of Tables
Table No. Page No.
Table 1-1 : Phases of Development – Naya Raipur ................................................................ 2
Table 2-1 : details of the road network naya raipur ................................................................ 7
Table 2-2 estimated bus passenger traffic demand along major corridors ............................ 10
Table 2-3: Details of Bus Routes and Network Corridor ..................................................... 10
Table 2-4: Travel Demand For Naya Raipur (Daily Trips).................................................. 11
Table 2-5 Details Of Development Of BRT Lanes.............................................................. 11
Table 2-6 : Guidelines suggested by MoUD ........................................................................ 12
Table 2-7 : Details of BRT corridor ..................................................................................... 14
Table 2-8 : Details of the developmental packages .............................................................. 19
Table 2-9 : Land Ownership Details of The BRT System Network Corridor....................... 20
Table 2-10 : Role of agencies in BRT system ..................................................................... 22
Table 2-11 Estimated cost of project components ............................................................... 23
Table 2-12 : Breakup of the Operational Costs in the first year of operations ...................... 24
Table 3-1 : Applicable legislations ...................................................................................... 25
Table 3-2 : Land Acquisition Act ........................................................................................ 28
Table 4-1 : Climatological Summary for Raipur (2009) ....................................................... 31
Table 4-2 : Monitoring Locations ........................................................................................ 33
Table 4-3 : Monitoring Program Results – AQ1 .................................................................. 35
Table 4-9 : Ambient Noise Monitoring Stations .................................................................. 37
Table 4-10 : Monitoring Program Results – Noise ............................................................... 38
Table 4-11 : Groundwater Quality Monitoring Locations .................................................... 40
Table 4-12 : Surface water Quality Monitoring Locations ................................................... 40
Table 4-13 : Ground Water Test Results as per IS: 10500 .................................................... 42
Table 4-14 : Surface Water Quality within Study Area ........................................................ 44
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Table 4-15 : Soil Sampling Locations ................................................................................ 47

Table 4-16 : Soil Characteristics of the study area ............................................................... 47
Table 4-17 : Summary of Valued Ecosystem Components .................................................. 49
Table 4-18 : List of different species and other data generated by Quadrant Method............ 54
Table 4-19 : list of wild animals reported in study area ........................................................ 57
Table 4-20 : list of common avifauna recorded during survey.............................................. 57
Table 4-21 : Population Growth of Raipur Urban Agglomeration ........................................ 61
Table 4-22 : Sex Ratio and Literacy Rate of Raipur Urban Agglomeration .......................... 61
Table 4-23 Work Participation Rate ................................................................................... 62
Table 4-24: Issues and Mitigation Measures ........................................................................ 65
Table 6-1 : Impacts and Management Plan during Construction Stage ................................. 74
Table 6-2 : Impact Identification and Management Plan during Operation Stage ................. 75
Table 6-3 : List of plants to be planted along the road side .................................................. 79
Table 6-4: Environmental Budget for BRT - Capital Cost ................................................... 82
Table 6-5: Environmental Budget for BRT - Recurring Cost ............................................... 83
Annexure – I Environmental Clearance for Naya Raipur ..................................................... 86
Annexure – II Climatological Summary for IMD station at Raipur .................................... 102
Table 1: Climatological Summary for IMD Station at Raipur (1951-1980) ........................ 102
Table 2: Climatological summary for IMD Station at Raipur (1993-2002)......................... 102
Annexure – III Traffic Monitoring Data ............................................................................ 103
Table 3: Traffic Movement at NH-43 – Weekday .............................................................. 103
Table 4: Traffic Movement at NH-43 – Weekend .............................................................. 104
Table 5: Traffic Movement at NH-6 – Weekday................................................................ 105
Table 6: Traffic Movement at NH-6 – Weekend ................................................................ 106
Annexure – IV Types of Soil in Chhattisgarh .................................................................... 108
Annexure – V Proceedings of the Public Consultation ....................................................... 110
Annexure – VI Comments of World Bank ......................................................................... 113
Table 7: Compliance of the World Bank Comments (13th Sept 2010) ................................ 113
Table 8: Compliance of the PMCs Comments (15th Sept 2010) ......................................... 114
Table 9: Compliance of PMC Comments (16th November 2010) ....................................... 115
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List of Figures
Figure No. Page No.
Figure 1-1: Location map of the Naya Raipur........................................................................ 2
Figure 2-1 : Modal share in inter-city passenger trips ............................................................ 9
Figure 2-2 : Modal share in intra-city passenger trips ............................................................ 9
Figure 2-3 : BRT Corridor.................................................................................................. 15
Figure 2-4: Bus Terminal on NH 6 ...................................................................................... 16
Figure 2-5: Bus Terminal on NH 43 .................................................................................... 17
Figure 2-6: Location of Pick up Point at Secretariat Building .............................................. 18
Figure 4-1 : Wind Rose Raipur (Annual for 2009) ............................................................... 32
Figure 4-2 : Air Monitoring Stations ................................................................................... 34
Figure 4-3 : Water Sampling Locations ............................................................................... 41
Figure 4-4 : Seismic Map of Area........................................................................................ 46
Figure 4-5 : Location of Quadrant Sampling Point (Sample Plot) along proposed BRT
corridor with their Photograph............................................................................................. 56
Figure 4-6 : Showing Lotic & Lentic water bodies along the proposed corridor ................... 60
Figure 4-7 : Population Distribution in Various Categories .................................................. 62
Figure 4-8 : Main Workers: Engagement in Different Sectors ............................................. 62
Figure 4-9 : Marginal Workers : Engagement in Different Sectors...................................... 63
Figure 5-1: Temple located on the BRT Corridor ................................................................ 71
Figure 5-2: Temple shifted beside Navagaon pond .............................................................. 72
Figure 1: Traffic Density – NH 43- Weekday .................................................................... 104
Figure 2: Traffic Density – NH 43- Weekend .................................................................... 105
Figure 3: Traffic Density – NH 6- Weekday ...................................................................... 106
Figure 4: Traffic Density – NH 6- Weekend ...................................................................... 107
Figure 5: Soil Types in Raipur (Chhattisgarh) ................................................................... 109
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List of Photos
Picture No. Page No.
Photo 4-1 : Farm Forest along Road No. 2 ......................................................................... 52
Photo 4-2 : Village Woodlot along Road No. 4 .................................................................... 53
Photo 4-3 : Sendh Lake from Road No. 7............................................................................. 59
Photo 4-4 : Hanuman Temple Near Telibandha Junction .................................................... 65
Photo 4-5 : National Highway near Pachipadanaka Junction ............................................. 65
SENES/H-20044/January 2011 vii IDFC

Abbreviations
AAQSRN : Ambient Air Quality Standards In Respect of Noise
AC : Alternating Current
AH : Amp Hour
BDL : Below Detectable Limit
BOD : Biological Oxygen Demand
BP : Bank Procedures
BRT : Bus Rapid Transit
BS : Bharat Stage
CDP : City Development Plan
CEC : Cation Exchange Capacity
CGWB : Central Ground Water Board
CNG : Compressed Natural Gas
CO : Carbon Monoxide
COD : Chemical Oxygen Demand
CPCB : Central Pollution Control Board
CTTS : Comprehensive Traffic and Transportation Study
dB : Decibel
DC : District Collector
DC : Direct Current
DDP : Desert Development Program
DG : Diesel Generator
EA : Environmental Assessment
EC : Environmental Clearance
EC : Electrical Conductivity
EIA : Environment Impact Assessment
EMP : Environment Management Plan
EPC : Engineering Procurement Construction
ESMF : Environmental and Social Management Framework
EU : Euro
SENES/H-20044/January 2011 viii IDFC

FY : Financial Year
g/cc : Gram per cubic centimeter
GEF : Global Environment Fund
GHG : Green House Gas
GIS : Geographical Information System
GoC : Government of Chhattisgarh
GoI : Government of India
GPRS : Global Positioning Response System
GPS : Global Positioning System
GW : Ground Water
ha : Hectare
HMV : Heavy Motor Vehicles
IMD : Indian Meteorological Department
INR : Indian Rupees
IPT : Intermediated Public Transport
IRC : Indian Roads Congress
IS : Indian Standard
ISC3 : Industrial Source Complex Version 3
ITS : Intelligent Transport System
IUCN : International Union for Conservation of Nature
IVI : Intelligent Vehicle Initiatives
JNNURM : Jawaharlal Nehru National Urban Renewal Mission
KW : Kilo Watt
mbgl : Meters below ground level
mg/l : Milligram per liter
MNC : Multi National Companies
MoEF : Ministry of Environment and Forest
MoRT&H : Ministry of Road Transport & Highways
MoUD : Ministry of Urban Development
MPN : Most Probable Number
SENES/H-20044/January 2011 ix IDFC

NAAQS : National Ambient Air Quality Standards

NAMP : National Ambient Monitoring Programme
NCR : National Capital Region
ND : Not Detectable
NH : National Highway
Nm : Newton Meter
NMT : Non Motorized Transport
NOx : Oxides of Nitrogen
NR : No Relaxation
NRDA : Naya Raipur Development Authority
NTU : Nephlometric Turbidity Unit
OP : Operational Policy
PCB : Pollution Control Board
PHPDT : Passengers per hour per direction of traffic flow
PM : Particulate Matter
PPP : Public Private Partnership
PWD : Public Works Department
RDA : Raipur Development Authority
RMC : Raipur Municipal Authority
RoW : Right of Way
RSPM : Respirable Suspended Particulate Matter
SAR : Sodium Absorption Ratio
SC : Schedule Caste
SO2 : Sulphur Dioxide
SPCB : State Pollution Control Board
SPL : Sound Pressure Level
SPM : Suspended Particulate Matter
ST : Schedule Tribes
SUTP : Sustainable Urban Transport Projects
SW : Surface Water
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TAZ : Traffic Area Zones

TDS : Total Dissolved Solids
US EPA : United States Environmental Protection Agency
VEC : Valued Ecosystem Components
SENES/H-20044/January 2011 xi IDFC

1.0 Introduction
The State of Chhattisgarh was carved out of erstwhile Madhya Pradesh on November 1st,
2000 in deference to its distinctive historical social background and natural resources. The
new state is located in the south eastern part of Madhya Pradesh. Raipur city serves as the
capital of the state. The city is constrained by availability of land and basic infrastructure.
Considering the immense growth potential of the city and with a view to decongest the city, a
need was felt for the creation of a new development area in close proximity to the city. The
new development area, ‘Naya Raipur’ is being developed in close proximity to the existing
airport of Raipur in a planned manner and with state of the art physical, social and economic
infrastructure.
Naya Raipur is located at a distance of 15 km southeast of Raipur city and will be developed
in an area of 106.6 square kilometers (including greenbelt). An additional area of about 234.4
square kilometers has been identified as a peripheral area, which would act as a buffer zone
between Raipur and Naya Raipur. The target population for the city in 2031 is expected to be
5.6 lakhs.
The Government of Chhattisgarh has taken initiatives to develop Naya Raipur with complete
sustainable infrastructure in place. In this direction, an appropriate road network system has
been planned. The road network has been designed for four to six lanes with provisions of
medians, service road and walkways/cycle ways. In order to curtail high vehicle ownership,
congestion, pollution and parking problems, Naya Raipur Development Authority (NRDA),
the nodal agency for development and administration of Naya Raipur, has proposed a Bus
Rapid Transit (BRT) system for the main routes with dedicated bus lanes and feeder bus
service on all other arterial and sub arterial roads. It is proposed BRT buses will have night
parking in Raipur at three locations, Sonakhana, Amanaka, Secretariat Building. Also
proposed four pickup points from Raipur, Kabir nagar, Tatibund, Kasiram nagar, Secretariat
building, to starting of BRT corridor at NH-43 (deviated at village Dumartarai) and NH-6 (
deviated near agriculture university). As BRT buses cannot run on national highways with
dedicated lines these buses run along with normal traffic from Raipur to starting of BRT
corridor at Dumartarai and Agriculture University.
The proposed scheme is eligible to get financial assistance under Jawaharlal Nehru National
Urban Renewal Mission (JNNURM) for eligible components. The components not eligible
under JNNURM funding will be funded by Global Environment Fund (GEF), an independent
financial organisation that provides grants to developing countries for projects that benefit the
global environment and promote sustainable livelihoods in local communities. GEF promotes
the Sustainable Urban Transport Projects (SUTP) as urban transport significantly impacting
climate change due to its large share of GHG emissions and oil consumptions. The Ministry
SENES/H-20044/January 2011 1 IDFC

of Urban Development (MoUD) would also provide assistance to NRDA for obtaining debt
assistance from the World Bank, if desired by NRDA.
This Environment Impact Assessment (EIA) study for the proposed project is being carried
out to cater to the needs of the World Bank Safeguard Policies and Environmental and Social
Management Framework (ESMF) prepared for GEF-SUTP.
FIGURE 1-1: LOCATION MAP OF THE NAYA RAIPUR
1.1 PROJECT BACKGROUND

Naya Raipur has been planned as a satellite town and will serve as the capital of
Chhattisgarh. The development of the city is proposed to be carried out in a phased manner;
spread over a period of 25 years. The details of development have been presented in Table
1-1 .
TABLE 1-1 : PHASES OF DEVELOPMENT – NAYA RAIPUR
Phase Horizon Year Cumulative Population Area (Ha)

Phase I 2011 1,50,000 3252.2
Phase II 2021 3,40,000 3076.1
Phase III 2031 5,40,00 1590.0
Total developed area at the end of Phase III 7918.4
Source: DPR

The population projections for Naya Raipur have been based considering the expected growth
due to the following reasons
the administrative capital of the district,
potential to develop as a trade and commerce center owing to proximity to the
airport and,
Proposed industrial and institutional development in the region.
Since Naya Raipur is designed to be a major economic generator through various industries,
planning an effective environment and people friendly mass rapid transit system from the
very beginning becomes extremely critical. Thus, NRDA has proposed to develop a territory
wise network of socio economically sustainable, efficient and well integrated mass - transit
system accompanied by, (i) infrastructure and design that facilitates safe and convenient
access to mass transit for all users including those with temporary or long term impairments,
(ii) make for most optimal, efficient and conflict free utilization of the passengers capacity of
road infrastructure. Therefore, BRT System has been proposed in Naya Raipur.
1.2 SCOPE OF STUDY

The Environment Impact Assessment study will focus on identifying the likely impacts
associated with the construction and operation of the proposed BRT corridor in Naya Raipur
and pickup points in Raipur and mitigate them through a detailed environment management
plan. The study will also design an environmental monitoring plan and an implementation
mechanism and a reporting system to assess compliance with the Environment Management
Plan. The proposed Naya Raipur development will have a major impact on the entire area as
large scale developments are planned in addition to the road network and therefore analysis
will draw upon the various other environmental studies undertaken to estimate the cumulative
impact in addition to the individual impact of the road development.
The base line studies have been conducted in line with the Government of India /
Government of Chhattisgarh and international funding agency guidelines. The purpose of
preparing Environment Impact Assessment report is:
• Identify and estimate full range of potential project impacts, both negative and
positive.
• Recommend measures for avoiding or mitigating negative impacts, and for enhancing
positive effects, wherever feasible.
• Ensure consideration of impacts in the context of project alternatives, and
• Prepare plans that achieve mitigation, monitoring, and management objectives of an
environmental impact assessment.
The environmental assessment will be in line with the Environment and Social Management
Framework (ESMF) requirements and the World Bank operational policies.

1.3 STRUCTURE OF EIA REPORT

The Environmental Impact Assessment report will discuss the following points.
Chapter 1: Introduction.
Chapter 2: Project Description
Chapter 3: Review of Environmental Regulatory Framework
Chapter 4: Baseline Environmental status
Chapter 5: Assessment of Potential Impact and Mitigation Measures
Chapter 6: Environmental Management Plan
Chapter 7: Summary & Conclusions

2.0 Project Description
This section of the report describes the project and presents the technical details of the
project.
2.1 NAYA RAIPUR

The proposed project of constructing Bus Rapid Transit System (BRT) in the city is aimed at
providing access to high speed intercity travel between the Raipur and Naya Raipur. Naya
Raipur being a new city designed to decongest the existing city, which is congested due to
unplanned road network infested with heterogeneous traffic conditions. The project
intervention is thus aimed at introducing exclusive bus lanes on all major arterial roads.
For GEF-SUTP project it is proposed to initiate BRT System to cover the central spine of the
Naya Raipur city. Proposed sub-components in the project include bus lanes, bus terminals /
shelters, procurement of bus fleet and also a technical assistance study on Transit Oriented
Development.
Project outlay for the city is estimated at INR 187.66 Crores and is to be implemented in the
Phase I of the project.
2.1.1 Landuse
The Region principally consists of agricultural lands of intensive use followed by uplands
and barren lands. By and large, agricultural lands are found along the rivers and streams.
Project area is of rural set up.
2.1.2 Road Transport System
Two National Highways namely NH-6 and NH-43 flank the capital city region and these are
the busiest highways of the state. Most of the goods traffic within the state moves on these
highways. With the formation and full functioning of the new capital city, the traffic flow
intensity on these corridors is expected to grow further.
With the coming up of administrative functions in the new capital city it is estimated that the
new capital city will have high interaction with other district headquarters. Thus, it is
important to enhance the connectivity of these areas, through a combined strategy of
construction of new links and up gradation of existing roads.
2.1.3 Rail Network
The South-Eastern railway operates on the rail network in Chhattisgarh and the nearest rail
head to the new capital city is at Raipur.
2.1.4 Air Transport System
The air transport in the State is quite limited. There is only one major airport in the State,
connecting the city of Raipur. The airport connects Raipur with major cities of India.

2.2 NEED OF THE PROJECT

Naya Raipur is being developed to serve as the administrative capital of the state of
Chhattisgarh and to fulfil the infrastructural and trade needs of the area. Naya Raipur is
flanked by National Highway 6 (NH-6) in North and National Highway 43 (NH 43) in South.
Both the highways connect the satellite city with Raipur city. The road network for Naya
Raipur city has been planned in the form of city arterial roads and intra sectoral roads. The
city arterial roads connect Raipur and Naya Raipur including the main road running
transversely through Naya Raipur and few major roads. These roads will have a road width of
100 m or 60 m. The intra sectoral roads will connect the city arterial roads to the interiors at
Naya Raipur and will have a road width of 24 m, 18 m or 12 m.
Once all planned development is completed, the estimated traffic demand in peak hours along
the major roads in Naya Raipur has been estimated at 12000 PHPDT (passengers per hour per
direction of traffic flow). Since Naya Raipur is planned to be a major economic generator
through various industries, planning an effective environment and people friendly mass rapid
transit system which is safe, sustainable and economic and efficient, from the very beginning
becomes extremely critical and is one of the major intentions of NRDA. Accordingly, a BRT
System has been proposed in Naya Raipur, which would connect Raipur and Naya Raipur
and also serve the main corridors of Naya Raipur. The system capacity is planned to cater to
the traffic demand in Phase I (2013) to start with and will be amplified in subsequent phases
to meet the development of Naya Raipur.
As Naya Raipur is a new developmental area, the existing transport infrastructure in Raipur
has been considered for Naya Raipur. The advent of BRT system expects to bring about new
technologies which would focus on “cleaner technologies” wherein the PM emissions will be
much lower. The proposed BRT busses will be in compliance with Bharat Stage (BS) II
emission norms. According to the study of Metro Bus (BRT) in Mexico City, a 20% to 30%
reduction in emission has been indicated. Considering Indian conditions the emission
reductions in the range of 10% to 15% are expected. Thus the proposed project will provide
an environmentally friendly and effective transportation system.
2.3 PROJECT BENEFITS

The proposed BRT system will offer the following advantages:
• Reduction in time of travel;
• Increase in economic productivity;
• Reduced air and noise emissions;
• Equitable access throughout the city;
• A BRT system compared to other public transit systems has the ideal trade-off
between revenue and cost;

2.4 ROAD NETWORK PROPOSED IN NAYA RAIPUR

Commonly, newly formed states lack the infrastructure facility to have a fully operational
administration for the government. In this context, Government of Chhattisgarh (GoC) has
taken steps to develop Naya Raipur with completely sustainable infrastructure in place. The
following road networks have been planned in Stage 1, which are currently under
implementation. The details of the road network are set out in the table below.
TABLE 2-1 : DETAILS OF THE ROAD NETWORK NAYA RAIPUR
Road Description Length Number of Lanes

Number (Km)
100 m wide Expressway joining NH-6
1 (including interchange) to entry point of 8.5 4 lanes with median
Naya Raipur
100m wide road joining NH-6 to NH-43
2 17.3 4 lanes with median
via Capital Complex
100m wide road joining 60m wide road to
the south of transport hub to Expressway
100m wide road joining Expressway and
Capital Complex
100m wide road near Muktangan
5 connecting NH-43 and North South 100 m 2.9 4 lanes with median
wide road
60m wide road north of light Service
Industries
60m wide road additional link from North
South road around Sendh Lake
60m wide road joining Expressway and
Airport
60m wide road starting from Westside
100m wide road, going around Capital
9A Complex and joining to the North of 5.9 4 lanes with median
Commercial Complex joining 100m wide
N-S road
60m wide road starting from Westside
100m wide road, going around Capital
9B Complex and joining to the North of 2.3 4 lanes with median
Commercial Complex joining 100m wide
N-S road
60m wide road joining south of Capital
Complex and N-S 100m wide road
60m wide road surrounding educational
11 complex/ Commercial Complex near health 3.6 4 lanes with median
complex on South

Road Description Length Number of Lanes

Number (Km)
Total length of roads 67.0
Source: DPR
2.5 TRAVEL DEMAND ANALYSIS

In absence of a Comprehensive Traffic and Transportation Study (CTTS) for Naya Raipur,
the information collected from various sources such as Development Plan and Regional Plan
have been analysed to delineate the traffic flow using transport models. Passenger trips are
expected to be generated from the work/business trips, education trips and other/visitor trips.
Trip details have been estimated using trip generation rates assumed based on the population,
employment and area developed. The basic travel data obtained by assessing the travel
characteristics, in this manner is the basis on which BRT System has been designed.
As per the development Plan, Naya Raipur is being planned for a population size of 5.6 lakh
people in 2031 and is estimated to have per-capita trip rate of 1.4. However, for study
purpose, the per-capita trips performed by vehicular modes is assumed to be 0.8 (excluding
walk and cycle trips). With this assumption, passenger trips have been estimated separately
by the trip purpose i.e work, education and other purpose trips.
Based on the current assessment of development, the population anticipated in Naya Raipur
in FY13 is 70,000 and employment of 31,000 of which the government offices will account
for an employment of 7000. Also, about 75% of the projected population and employment
targets for 2021 and 2031 will be realized by those timeframe.
Significant trips are expected from the surrounding area to Naya Raipur. Further, significant
number of jobs in Naya Raipur would be served by non-resident population.
The area was divided into 51 Traffic Area Zones (TAZs) in Naya Raipur, 34 TAZs in Raipur
and 3 other TAZs. Apart from TAZs, various pick up points in Raipur, which will also form a
part of the network corridor, have been identified. The whole of Naya Raipur area has been
divided into TAZs as per sectors along with few other major areas of land use such as
software Technology Park, integrated freight complex, Capital Complex, universities /
institutional areas, industrial areas.
The number of trips generated in each TAZ was assessed using the socio economic
parameters of the TAZ. Model share on the basis of past studies and specific
recommendations of Naya Raipur have been used.

Modal Share
The key transport service characteristics that influence choice of travel mode have been
identified and analysed. In this regard, the modal share on the basis of past studies and
specific recommendations of Naya Raipur has been used. Modal share predicted amongst
different modes in the Development Plan indicate that the share of trips by personalized
vehicles and public/ intermediated public transport (IPT) account for 50% each respectively
for inter-city trips. Larger modal share for public transit has been assumed for intra –city trips
also in view of proposed well networked facility. In case of intra-city and inter-city trips, the
share of public transit could be 40%. The modal distribution assumed in general in case of
inter-city and intra city has been shown in the figures below:
FIGURE 2-1 : MODAL SHARE IN INTER-CITY PASSENGER TRIPS
FIGURE 2-2 : MODAL SHARE IN INTRA-CITY PASSENGER TRIPS

In addition, separate share of public transit system has been adopted by purpose and travel
pattern. Significant inter-city work trips are expected to be performed by public transit system
due to trip lengths involved. Similarly, education trips are expected to be performed by
school/college buses.
It is estimated that the mass transit trip generation would be approximately 0.38 lakh trips per
day by year FY13 and could grow upto approximately 1.73 lakh trips and 2.5 lakh trips per
day by the year 2021 and 2031 respectively.
Moreover, from the studies carried out for the BRT System in Ahmedabad, it has been
observed that there is a 32% modal shift from private to public transport vehicles in six
months.
Keeping in mind the BRT system proposed for the Naya Raipur with modal share of 40 % in
the year 2031 the estimated bus passenger traffic demand along major corridors in the Naya
Raipur has been depicted below:
TABLE 2-2 ESTIMATED BUS PASSENGER TRAFFIC DEMAND ALONG MAJOR CORRIDORS
Passengers Per Hour Per Direction Traffic Flow

S. No. Year
(PHPDT)
1. 2013 800 – 1500

2. 2021 1650 – 6000
3. 2031 2400 – 7000
2.5.1 Traffic Assignment

The travel pattern and routes are well defined within routes A1, A2, and A3 catering to
Raipur and Naya Raipur trips, it is assumed that about 75% of trips shall use A1 and A3
along NH 6 as NH 6 is being upgraded to 4 lane highway. Road number 2 and expressway
via NH 6 are expected to serve majority of trips during the initial development phase. Route
details for the corridor and travel demand for Naya Raipur are shown in Table 2-3 and Table
2-4 respectively.
TABLE 2-3: DETAILS OF BUS ROUTES AND NETWORK CORRIDOR
Bus Corridor
Locations in Raipur Linking Roads Locations in Naya Raipur
Route Length
NH 6 –
A1 18.0 Telibandh chowk Capital Complex
Expressway
NH 43 –
A2 22.0 Santoshi chowk Capital Complex
Khandwa
Government Housing
A3 24.0 Colony – Telibandh NH 6 Capital Complex
chowk

Bus Corridor
Locations in Raipur Linking Roads Locations in Naya Raipur
Route Length
Nawagaon chowk – Capital

A4 17.0 N.A N.A Complex – University
Complex (NH 43 Junction)
Different sections of Naya
A5 8.0 N.A N.A
Raipur
TABLE 2-4: TRAVEL DEMAND FOR NAYA RAIPUR (DAILY TRIPS)
Bus route Corridor 2013 2021 2031

Length
(Km) Boarding PHPDT Boarding PHPDT Boarding PHPDT
A1 & A3 18 & 24 44523 2214 205733 7306 221660 7515

A2 22 14841 738 68578 2435 147773 5010
A4 17 12915 644 42788 1429 78289 1674
A5 8 4305 215 28525 476 52193 1116
Total Boarding’s 76854 345624 499915
PHPDT – Per Hour per Direction Traffic
Source: DPR
To achieve efficient mobility and all round accessibility, primary network of the city would
have to have public transit priority. The details of the BRT corridor have been shown in
Table 2-5.
TABLE 2-5 DETAILS OF DEVELOPMENT OF BRT LANES
S. No Corridor Description Length

(km)
Additional BRTS lanes along the 4-Lane
1 33.0
Road
2 New Road Construction with Bus Lanes 7.0
Total length in kilometers 40.0
2.6 ALTERNATIVES ANALYSIS - TECHNOLOGY OPTIONS

The estimated bus passenger traffic demand along major corridors in the Naya Raipur ranges
between 800 to 1500 Per Hour Per Direction Traffic Flow (PHPDT) in the year 2013 and
1650 and 6000 PHPDT in the year 2021, it is likely to go upto 2400 and 7000 PHPDT in the
year 2031. The demand has been estimated favoring the BRT System proposed for the Naya
Raipur with modal share of 40% in the year 2031.

The travel demand have been estimated based on the envisaged land-use and likely travel
pattern assumptions based on experience and the corridors already identified in the
Development Plan but there could however, be some new corridors coming up with the
development of new areas in phase II and phase III development of Naya Raipur. The land
use pattern might vary vis-à-vis the one envisaged in the Development Plan. The estimated
travel demand may also vary due to development of these additional corridors and macro
level assumptions of the demand estimates and micro level estimates could only be
ascertained once the city is developed.
Ministry of Urban Development (MoUD), Government of India with help of the guidelines
provided by the World Bank studies suggested that the selection of transport system should
be done with respect to the traffic demand and ground constraints. The guideline as suggested
by MoUD is set out in the table below.
TABLE 2-6 : GUIDELINES SUGGESTED BY MOUD
S.N Typical System Capacity (PHPDT)

1 Bus System (Mixed RoW) 4000 – 6000
2 Bus System ( exclusive right of way) 6000 – 15000
3 Mono Rail 15000 – 25000
4 Light rail transit system 15000 – 30000
5 Heavy rail metro system /Sub Urban system 30000 – 80000
6 Suburban Electrical multiple units 30000 – 60000
The estimated traffic demand along the major roads in Naya Raipur once all planned
developments are completed has also been estimated at 12000 PHPDT in peak hours.
Accordingly, a BRT System has been proposed in Naya Raipur, which would connect Raipur
and Naya Raipur and also serve the main corridors of Naya Raipur. The system capacity is
planned to meet the traffic demand in Phase I to start with and will be augmented in
subsequent phases to meet the development of Naya Raipur.
2.7 ANALYSIS OF ALTERNATIVES

2.7.1 No Project Scenario
The ‘No project scenario’ is analysed with respect to the development of the city by the
backdrop of requirement of reliable quality infrastructure for sustained growth economy and
consequent wellbeing of its citizens. Providing better connectivity between Raipur and Naya
Raipur will ensure that goods and people from areas covered by the road can commute
quicker and save time. Increase in trade and commerce activity is expected. The savings in
the Vehicle Operating Costs makes the project viable.
The commercial activity will be getting a good boost due to proposed BRT roads. The
commercial activity will give rise to employment potential for people in and around these

places. However, there would be an increase in the vehicular pollution-air and noise, in the
vicinity of the road. Some agricultural lands have been diverted for BRT road. In Rakhi
village where the road is passing through village, all villagers people lost their properties
close by the road to accommodate the proposed widening. This entire village has been
rehabilitated in another place.
If the project is not implemented, there is every likelihood that the existing road network
roads will deteriorate further. In the absence of the proposed BRT project, the both cities
(Raipur & Naya Raipur) will also find it difficult to have good transportation. Increased air
pollution, due to slow moving traffic and congestion, will follow. Noise levels will rise due to
traffic congestion with increased honking. Without the project, the traffic would continue to
pose a safety risk for the road users.
Therefore, the ‘project with’ scenario, with its minor impacts is more acceptable than the
“without” project scenario which would mean slow down development in these cities. Hence,
it is clear that the implementation of the project will be a definite advantage to these cities in
order to achieve all-round development of its economy and progress for its people.
2.7.2 Project with Alternatives

In this project, project alternatives in terms of location, option are very limited, as the BRT
project is coming on the existing road network, which was already constructed.
2.7.3 Alternatives in construction of Bus Stops in BRT corridor

Bus stops in BRT corridor should be erected with pre fabricated constructing with cement, as
this will reduce generation of solid waste.
2.8 PROPOSED BRT SYSTEM

The details on the network corridor and other technical specifications of the proposed BRT
corridor have been discussed in this section.
2.8.1 Corridor Assessment
Raipur
The road network within Raipur is identified based on the primary and secondary research
carried on the potential locations on the road network, envisaged to generate majority of the
passenger traffic commuting to Naya Raipur. The intersecting roads in the city are quite
congested and it will take more than an hour to travel roundtrip from Tatibandha to
Telibandha which are about 10.5 km apart, including the stops for picking up passengers. It
will take more than 2 hrs for the BRT system to cover round trip on main roads of Raipur
from Tatibandha and number of buses required will also be high. Therefore, it is proposed
that the BRT buses in Naya Raipur, providing linkage between Raipur and Naya Raipur to

start from eastern and southern ends of the city along NH 6 and NH 43. Apart from this, some
buses can be extended during peak hour to the government housing colony.
It is proposed BRT buses will have night parking in Raipur at three locations, Sonakhana,
Amanaka, Secretariat Building. Also proposed four pickup points from Raipur, Kabir nagar,
Tatibund, Kasiram nagar, Secretariat building, to starting of BRT corridor at NH-43 (deviated
at village Dumartarai) and NH-6 ( deviated near agriculture university). As BRT buses
cannot run on national highways with dedicated lines these buses run along with normal
traffic from Raipur to starting of BRT corridor at Dumartarai and Agriculture University.
Naya Raipur
The BRT corridor with in Naya Raipur is primarily based on the potential land use pattern
envisaged in the development plan.
BRT Routes Planned

The details of the bus routes planned for the BRT system. Existing NH 6, NH 43 is used for
connecting Raipur to Naya Raipur. There are four BRT corridors. 1) Actual BRT route starts
from Serikheri village on NH 6, which is called road No.1 with length of 8.5 Km from
Serikheri village towards Naya Raipur. 2) From here road No. 4 will starts to reach Capital
Complex, length is 10.1 Km. 3) Road No.2 in the existing road network will be also cater
BRT route, which is connecting NH 6 to NH 43 passing through Capital Complex with a
length of 17.3 Km. 4) Road No. 5 will starts from NH 43 near Muktangan connecting to BRT
Corridor road No. 2 its length is 2.9 Km. The same provided in Table 2-7 and Figure 2-3.
TABLE 2-7 : DETAILS OF BRT CORRIDOR
BRT Road Corridor Length Starting Point End Point

Nos. (km)
1 8.5 Serikheri Village on NH 6 Starting point of Road No. 4
2 17.3 NH 6 NH 43
4 10.1 End point of Road No. 1 Capital Complex
5 2.9 NH 43 near Muktangan Road No. 2
End point of Road No. Joining Road No. 2
12/12A 5/perpendicular road from
7 road No. 12 to road No. 10
L shaped road connection --
13
road No. 4
Source: DPR
Within Naya Raipur city, the BRT corridor will be developed along Road Numbers 1, 2, 4, 5
12, 12A and 13. Majority of the commuters from Raipur to Naya Raipur would be visiting
only a few prominent locations within Naya Raipur. So it is proposed to operate BRT buses
in these roads. There will be other areas of Naya Raipur which need to be provided transit
connection. It is essential that fairly acceptable frequency of buses to be provided in these
routes. BRT Corridor with bus routes and terminals and depots is shown in Figure 2-3.

FIGURE 2-3 : BRT CORRIDOR
Terminal - 1
Terminal - 2 Depot

2.8.2 BRTS Components

Components in Raipur
Terminals:
Two terminals are proposed for BRT system. One is near NH-6 opposite to Agriculture
University. Another is near NH-43 in village Dumartarai. Terminals are shown in figures
below.
FIGURE 2-4: BUS TERMINAL ON NH 6
ROAD
14.40
80.55
HOUSE
EXISTING OTHER'S
32.95 16.63
HOUSE
EXISTING OTHER'S
EXISTING
EXISTING CONST. 11.00 CONST. 11.00 42.47
3.53 102.67 OTHER'S LAN
D
41.27 V U
ER'S HOUSE 66.12 7.07
EXISTING OTH
GARAGE
4.43 EXISTING OTHER'S
HOUSE 4.75 OFFICE A/E
G 23.66
9.80 31.39
TEMPLE. 3.01
S
35.52 12.46
5.46
ROAD
14.11
TREE
TOILET BLOCK
14.02
EXIST.
TREE TREE
10.45 EXISTING SHED R TREE TREE TREE

15.55 99.929
TREE EXIST.
12.10 WORK STAND
SECTION 32.43 E 13.30
TREE 11.55 CHACONST. 7.70 EXIST.
39.03
TREE EXISTING CONST. EXISTING KACH F KACHCHA 11.09
O M E/T EXIST. 15.22 EXIST.
8.65 CONST.
10.80 11.30 CONST. KACHCHA
D CONST. B
TREE 23.77 C
EXIST.
11.60 KACHCHA
12.33
CONST.
J TREE
TREE
ROAD
11.50 9.89 E/H TREE THER'SHOUSE

EXIST. EXIST. TREE
TREE
11.11 EXISTING O
I KACHCHA
TREE KACHCHA
L EXIST. CONST.
30.50 EXIST. A
CONST.
13.39 KACHCHA CONST.
P CONST. H TREE TREE 10.23
53.86 TREE
22.20 4.83
15.66 8.82
19.10 BOI TECH OFFICE
POLE
26.83 H.T.POLE
Q POLE
H.T.POLE
7.58
A CONST.
TREE EXISTING KACHCH H.T.POLE
17.29 POLE K
H.T.POLE
H.T.POLE
POLE
292.74
TRANSFORMER
H.T.POLE
H.T.POLE
OF ROAD TO ARANG
CENTRE ILINE
N.H.-6
TO RAIPUR CITY
AREA STATEMENT
INDEX CONSTRUCTION AREA INDEX CONSTRUCTION AREA
A -----------------------------------45.06 SQ.M. Q -------------------------------275.51 SQ,M.

B ----------------------------------172.24 SQ.M. R ------------------------------319.79 SQ.M.
C ----------------------------------115.02 SQ.M. S ----------------------------- 40.68 SQ.M.
D ----------------------------------153.84 SQ.M. T ----------------------------- 15.63 SQ.M.
E ----------------------------------179.30 SQ.M. U ------------------------------ 182.73 SQ.M.
F ----------------------------------282.23 SQ.M. V ------------------------------ 362.44 SQ.M.
G ---------------------------------449.27 SQ.M.
H ---------------------------------346.16 SQ.M.
SURVEY PLAN I ---------------------------------- 34.12 SQ.M.
J ----------------------------------153.22 SQ.M.
TOTAL CONSTRUCTION AREA--4148.84 SQ.M.
TOTAL PLOT AREA ------------- 22 ,400.56 SQ.M.

K ---------------------------------201.89 SQ.M.
L --------------------------------- 255.30 SQ.M. (2,41,030.02 SQ.FT.)
M ---------------------------------199.19 SQ.M. (5.533 ACRE)
N --------------------------------- 30.58 SQ.M.
O --------------------------------216.61 SQ.M.
NOTE :- ALL DIMENSION ARE METRE P ---------------------------------118.03 SQ.M.
OR I E N A T I ON
N
PPROPSED SITE FOR BUS TERMINAL

AT-NRDA RAIPUR (C.G.) W E

FIGURE 2-5: BUS TERMINAL ON NH 43
TO
RA
IPU
R TOMANAAIRPORT
CIT 256.09
Y
OTHER'S PROPERTY
78.34
58.86
OTHER'S PROPERTY
54.61
145.00
OTHER'S PROPERTY
CE
NT 65.90
RE
LI
NE
OF
RO
N.H AD
.-4 20.54
3
56.55
OTHER'S PROPERTY
152.96
57.43
SURVEYPLAN OF NRDC AT- DOOMARTARAI N.H.-43,

RAIPUR (C.G.)
TOTAL AREA=
47,329.48 SQ.M.
(5,09,265.20 SQ.FT.)
(11.691 ACRE) ENGINEER
SURVEYPLAN=ALT. (Thaneshwar Shakar)
NOTE- ALL DIMENSION

ARE INMETER
Bus-Terminal hold the following:

• Terminal building with adequate bus-bays
• Handicapped friendly passenger facilities
• Drinking water and public amenities with proper maintenance
• Passenger chairs for comfortable sitting
• Pedestrian corridors to access terminal
• Minimum walking for transfer boarding
• Ticketing facilities
• Adequate information system
• Park-and-ride facilities
Night Parking:
Night parking is proposed at three locations, Sonakhana, Amanaka, Secretariat Building, in
Raipur to cater services to BRTS.
Pickup Points:
There are four pickup points in Raipur, a) Kabir Nagar, b) Tatibund, c) Kasiram Nagar, d)
Secretariat Building, to pick employees and local people.

FIGURE 2-6: LOCATION OF PICK UP POINT AT SECRETARIAT BUILDING
Components in Naya Raipur

Bus Depot:
One bus depot is proposed at junction of road No. 1 and road No. 3 in Chichagaon. Bus depot
will have maintenance work shop facilities and fuel filling points.
BRTS Bus Stops:

Around 80 bus stops are proposed in Naya Raipur. Additional 12 bus stops will developed in
additional roads being developed.

BRTS Routes:
BRTS route numbers 1, 2, 4, 5, 12, 12A and 13 falls in Naya Raipur. (Figure 2-3)
2.8.3 Project Implementation Framework

Some components of the BRT System have already been included under the ongoing
developmental activities in Naya Raipur. The project components have been categorized into
3 packages for implementation. The development works under each package and the
proposed implementation framework are set out in the table below:
TABLE 2-8 : DETAILS OF THE DEVELOPMENTAL PACKAGES
Sr.
Packages Implementation Framework
No.
1. Package I Engineering-Procurement-
• Development of additional roads (approximately 7 Construction (EPC) Framework
kilometers) in Naya Raipur.
• Development of cycle tracks and pedestrian
walkways along the entire BRT network corridor of
40 kilometers.
2. Package II EPC Framework
• Development of two bus terminals in Raipur city.
• Development of bus shelters in Raipur, National
Highway 6 & 43 and Naya Raipur.
3. Package III Suitable PPP framework
• Procurement of BRT bus and Intelligent Transport
System (ITS) equipment, including the ticketing
system, GPS/GPRS/GIS system, etc.
• Installation of the ITS equipment on to the buses.
• Operations of the entire BRT project facilities.
Development activities to be undertaken in Package II would be further divided into
individual activities and a sequential treatment would be given to each of the activities to
avoid inconvenience to residents and traffic in the city. For the implementation of Package
III, a private operator could be selected for procurement of the rolling stock, ITS and
operations and maintenance of the BRT System in Naya Raipur for a specified period of time.
2.8.4 Land Ownership of the Corridor
BRT system is a Greenfield project and the road network ownership in Naya Raipur will be
vested with NRDA. Few links in Raipur city would be under the jurisdiction of Raipur
Municipal Authority (RMA). The details of land ownership of the network corridor for BRT
system are set out in the Table 2-9.

TABLE 2-9 : LAND OWNERSHIP DETAILS OF THE BRT SYSTEM NETWORK CORRIDOR
S. No Network- corridor Corridor Ownership details

Length (km)
1 Corridor within Naya Raipur 40.0 NRDA
2 NH- 6 6.5 MORT&H/NHAI
National Highway (NH) division,
3 NH- 43 14.5 public works department,
Government of Chhattisgarh
Raipur Development Authority
4 Corridors within Raipur 6.0
(RDA)
2.8.5 Roadway and Service Design

The implementation of BRT system in Naya Raipur is reasonably easy as it offers a complete
new development area. Incorporation of roadways into a BRT system is the major defining
factor. Roadways are the most critical element in determining the speed, reliability and cost
estimation of the BRT services.
Proposed Alignment of Bus Lanes for BRT system in Naya Raipur

The curb lane operations of BRT buses have been proposed for Naya Raipur for reasons
given below:
• The inter-city and intra-city public transport system envisaged for Naya Raipur focuses
on the need/requirement of a public mass transportation system that is efficient and cuts
down the usage of personalized modes of transport systems and hence would avoid
reduction in the speed of the BRT buses at the intersections.
• The average width of the roads in Naya Raipur is 40 meter (single direction). So to
provide easier accessibility to passengers from the footpaths, a curb lane system is
proposed.
Proposed Open and Closed System for BRT operation

In Naya Raipur, mix of open system and closed system is being proposed as the BRT buses
would have to operate on both mixed traffic and on segregated lanes.
BRT will have dedicated lanes with mix of grade separators, demarcating by paint and
physical barrier.
Proposed Service System for Naya Raipur

A direct service with identified points in Raipur being directly connected to BRT System
corridors has been proposed for Naya Raipur. The public bus transportation system would
connect the other areas to the identified points, wherein the BRT buses would pick up
passengers from such identified points and transfer them to Naya Raipur.

2.8.6 Geometric Design of Corridors

The concept of the BRT System in India is naive and displays potential to replace other forms
of public bus transportation system. The policy matters in terms of design standards and
principles exclusively for BRT System are missing in India and do not find its place in the
guidelines prepared by the Indian Roads Congress (IRC) or Ministry of Road Transport &
Highways (MoRT&H) till date. Since the geometric designs for the BRT System is primarily
a part of the road (urban /semi urban sections) cross sectional component either with
exclusiveness or mixed condition, the design guidelines adopted for roads or highways (IRC
86:1983 Geometric Design Standards for Urban Roads in Plains) will be applied for the BRT
System corridors.
Design Parameters
a) Street Lighting
Street lighting mainly consists of carriageway lighting and street side lighting. Provision is
made for street lighting for important corridors, based on the immediate requirements. Road
Number 1 has complete provision; Road Number 2 has provision for a length of
approximately 4 kilometers near the Capital Complex.
b) Bus Stops
Bus shelters, at the entry point to the system, are the most important passenger interface; so it
is essential for these facilities to be convenient, comfortable, safe and easily accessible for all
age groups of people. A total of 13 road links are proposed to be developed with the total
length of approximately 67 kilometers. Of these, except Road Number 1, other roads have
provision of at least one bus bay.
c) Pedestrian and Cycle Tracks

With multiple objectives of equitable opportunity for all modes of traffic, reduce non-
renewable energy consumption and vehicle emissions and promote a sustainable urban
transportation system, it is proposed to provide comfortable and safe facilities for pedestrians
and cyclists along with the implementation of BRT system along the BRT corridors. The road
system being implemented in Naya Raipur already incorporates pedestrian footpaths and
cycle tracks for about 4.5 km. The remaining 36 km of roadway also will be provided with
pedestrian footpaths and exclusive cycle tracks, as part of the implementation of the BRT
system.
d) Proposed Buses
As BRT buses will run on the existing/proposed roads in Raipur and Naya Raipur and on
National Highways, it is proposed to deploy Semi-Low Floor buses for both high and low
capacity buses. The average trip length for Naya Raipur BRTS is estimated to be in the order
of 12kms, so it is recommended to have more seating space than standing area. BRTS buses

in Naya Raipur will run with clean CNG fuel. It is proposed to adopt local services along all
corridors and express services for buses running to Capitol Complex and other employment
centres during the morning and evening peak hours. In the proposed BRT system, though the
number of bus stops is more in both Raipur and Naya Raipur, considering the stretch between
the two areas, it is proposed to deploy AC buses. Use of AC buses may result in higher
average turnaround time per trip.
e) Frequency of Operation
The frequency of trips will be maintained high, with a minimum headway of five minutes
between 7 am and 9 pm and before 7 am and after 9 pm headway can be slowly increased.
Within Naya Raipur, route A4 is recommended to maintain a minimum headway of five
minutes during peak periods and minimum headway of fifteen minutes during off peak hours.
The loading factor will increase over the years and this minimum headway can be reduced
further over the years.
f) Fleet Size
As per estimates, Naya Raipur will be provided with an operational fleet of 100 buses by
2011, 310 in 2021 and 405 in 2031.
g) Feeder Services
Naya Raipur BRTS will implement mainly a Direct Services System. However, to serve all
the main roads in Naya Raipur and the villages in and around Naya Raipur, mini-buses
running in mixed traffic conditions with other private traffic are suggested as feeder services.
A small fleet of mini buses is suggested for the internal transit and as feeder services from the
adjoining villages is the main terminal within Naya Raipur.
2.9 ROLE OF AGENCIES IN BRT SYSTEM OPERATION

The main activities involved in development and operation and maintenance of BRT System
and the role of various agencies have been listed out herein:
TABLE 2-10 : ROLE OF AGENCIES IN BRT SYSTEM
Roles RMC PWD Traffic Utility NRDA Remarks

Police providers
in Raipur
Transport Planning Joint Action
Road Construction
On stretches owned by
Road Maintenance
the concerned agencies
Traffic Enforcement Joint Action
Traffic devices- On stretches owned by

signs, signals etc. the concerned agencies
Parking Joint Action

Roles RMC PWD Traffic Utility NRDA Remarks

Police providers
in Raipur
Road Safety Joint Action
Bus operations, Joint Action
including route
planning
Utilities
Source: DPR
2.10 PROJECT COST

The project cost can be classified into two categories based on the nature of expense. The
capital cost and the operations and maintenance costs. The details of the proposed system
have been discussed here.
Capital cost
The capital cost breakup of proposed project is set out below.
TABLE 2-11 ESTIMATED COST OF PROJECT COMPONENTS
Estimated cost
S. No Project Component
(In Crores)
Development of new roads identified in Naya Raipur
1 34.6
(approximately 7 km)
Development of Cycle Tracks and Pedestrian walkways
2 37.7
(approximately 36 km)
3 100 streamline BRT buses 30.0
20 mini buses operating as feeder service to the main BRT buses
4 2.0
within Naya Raipur
5 Development of Bus Stops / Bus Shelters 2.2
6 Development of two Bus Terminals in Raipur 10.0
7 Development of Bus Depot in Naya Raipur 9.0
8 Traffic Safety System for non-motorized vehicles 1.0
9 GPS/PIS System 4.0
10 Ticketing System 1.0
11 Technical Assistance for Transit Oriented Development 1.0
12 Monitoring and Evaluation 1.6
13 Project preparation and implementation expenses 17.1
14 Contingencies 8.0
Total project cost 159.2

Operational cost
The operational costs in the first year of operations comprising expenses incurred in carrying
out day to day operations of the BRT System and its management and the details of the same
have been estimated and are set out in the table below.
TABLE 2-12 : BREAKUP OF THE OPERATIONAL COSTS IN THE FIRST YEAR OF OPERATIONS
Estimated operational cost
S. No Description
(Rs. Crores)
1 Fuel Expenses 7.9
2 Repair and Maintenance Expenses 3.2
3 Salary Expenses 3.0
Total 14.1

3.0 Review of Environmental Regulatory Framework
This chapter discusses the policies, legislations and procedures for environmental assessment
and land acquisition / resettlement, at the national and state levels. Several environmental
standards specified by Ministry of Environment and Forest (MoEF) and other ministries may
be applicable to the proposed project of Naya Raipur roads. Project and project area will be
under the purview of water (Prevention and Control of Pollution) Act 1974; Air (Prevention
and Control of Pollution) Act 1981, the Environment (Protection) Act 1986 via State
Pollution Control Boards (SPCB) newly established for Chhattisgarh to implement and
enforce the national standards for effluents, water quality, ambient air quality and ambient
noise level. Further, the project will be under the purview of the guidelines of CPCB
formulated for municipal waste generation as Municipal waste (Management and Handling)
Rules 1998. A detailed list of applicable legislations is given in Table 3-1.
The proposed project of Naya Raipur roads may fall under the regulation of several
environmental standards specified by Ministry of Environment and Forests (MoEF) and other
ministries.
TABLE 3-1 : APPLICABLE LEGISLATIONS
Applicable GOI policies & Year Objectives Applicability

Regulations
Environmental (protection) 1986 Protection and improvement of Environment in general
Act overall environment
Air (prevention and control of 1981 Controlling air pollution by Air pollution
pollution)Act controlling emission and air
pollutants according to
prescribed standards
Water (Prevention and 1974 Controlling water pollution by Water pollution
Control of Pollution) Act controlling emission & water
and Cess Act of 1977 pollutants as per the prescribed
standards
Indian forest Act 1980 Protection of forests Forest
The Wildlife (protection) Act 1972 Protection of wildlife Wildlife
The Land acquisition Act 1894 Setting out rules for acquisition Land Acquisition
and of land by government
1989
Noise pollution (regulation and 2000 Noise pollution regulation and Control of Noise
control) rules 2000 control
EIA Notification, 2006 2006 Infrastructure projects impact Environmental
assessments clearance
International environmental International Environmental Global Environmental
regulation in which India is a issues such as emission of issues
signatory Green House Gases (GHG)

The proposed project is located in the rural area near Raipur where no reserved forest or
ecologically sensitive water bodies exists. The road alignment selected is not expected to pass
through environmentally sensitive locations.
3.1 ENVIRONMENTAL CLEARANCE

For protecting and enhancing the quality of the environment at the national level and for
promoting sustainable development throughout India, the Ministry of Environment and
Forests of India (MoEF) is responsible. These requirements and the projects to which they
apply are set out in a Notification issued by MoEF on September 14, 2006. The different
projects have been categorized as A category and B category projects based on the type of
industry/development, pollution load and size of the project. The A category projects are
appraised at the Central level whereas the category B projects are appraised at the State level.
State level environment impact assessment authority, Chhattisgarh had given environment
clearance saying these road development are neither National Highways nor State Highway.
This BRT development should be a part of Naya Raipur Satellite City and not treated
separately. Hence this project is covered in serial no: ‘8(b) Townships and Area Development
Project’ of EIA Notification, 2006. The Environmental Clearance for Naya Raipur has been
attached as Annexure – I.
3.2 ENVIRONMENTAL AND SOCIAL MANAGEMENT FRAMEWORK (ESMF)

This Environmental and Social Management Framework (ESMF) lays down the principles
and guidelines for addressing environment and social impacts due to the implementation of
the demonstration projects in the selected cities. Key objectives of ESMF are:
• Provide a framework for the integration of social and environmental aspects at all stages
of project planning, design, execution and operation.
• Ensuring positive social and environmental impacts and avoiding/minimizing any
potential adverse impacts
The environmental and social safeguards policies shall be applied to all projects to be taken
up under GEF-SUTP. Adoption of this framework shall ensure that the projects meet the
national and state level environmental and social safeguards and are also consistent with the
applicable safeguards policies and provisions of the World Bank.
3.2.1 Application of the ESMF
Projects triggering significant environmental / social impacts, i.e. projects with potential to
trigger impacts on environmental sensitive areas, or large scale resettlement activities are not
envisaged under GEF-SUTP. However, in the event of such projects, being critical to the
GEF priorities, the projects shall be included after undertaking the necessary environmental
and social assessments, as mandated by the GoI / state governments and conforming to the
safeguard policies of the World Bank.

3.2.2 Applicable Policies

National Resettlement and Rehabilitation Policy, 2007 and the Land Acquisition Act 1894 (as
amended in 1984) are the applicable legislations at the centre and these would be applicable
for all components of the project. While at the state level, respective state governments have
formulated a resettlement policy for various multilaterally funded projects being undertaken
in the states and these would be applicable.
In addition, the World Bank policies such as Environmental Assessment OP 4.01, Cultural
Properties OP 4.11, and Involuntary Resettlement OP 4.12 will be applicable in sub-projects
involving civil construction activities and removal of squatters / encroachers.
3.2.3 Resettlement policy
The National Resettlement and Rehabilitation Policy, 2007 and the Land Acquisition Act
1894 (as amended in 1989) are the applicable policies at the central level and are described in
detail below.
National Policy on Resettlement and Rehabilitation Policy (NRRP, 2007)

The project is likely to physically displace 400 families or more en masse in plain areas and
200 families or more en masse in tribal or hilly areas, DDP blocks, or areas mentioned in
Schedule V and Schedule VI of the Constitution of India. The objectives of the Policy are:
• Minimizing displacement and promoting as far as possible, non-displacing or least
displacing alternatives;
• Ensuring adequate rehabilitation package and expeditious implementation of the
rehabilitation process with the active participation of displaced persons;
• Ensuring that special care is taken for protecting the rights and also ensuring affirmative
state action for weaker segments of society, especially members of SCs and STs and to
create obligations on the state for their treatment with concern and sensitivity;
• Providing a better standard of living to displaced families;
• Integrating rehabilitation concerns into the development planning and implementation
process; and
• Facilitating a harmonious relationship between the requiring body and displaced persons
through mutual cooperation, where displacement is on account of land acquisition.
Sub-projects conceived under SUTP though involve relocation of squatters and encroachers
do not envisage large scale social and resettlement impacts. However, in the event of such
impacts occurring in the project area, special rehabilitation scheme of Naya Raipur
Development Authority shall take care of these issues.
Special Rehabilitation Scheme of Naya Raipur Development Authority

Under section 69 of Chhattisgarh Town & Country Planning Act 1973 read together with
section 56, for land acquisition with mutual consent and agreement is proposed to ensure a
reasonable compensation package to project affected persons in NRDA area. Persons giving

their land under mutual consent and an agreement with Naya Raipur development Authority,
alone will be eligible to benefit from this special rehabilitation scheme and those persons who
do not agree to sell their land to NRDA under this scheme shall be entitled only to benefits
under the normal provisions of Land Acquisition Act, 1894.
Land Acquisition Act, 1894

The Act provides a framework for facilitating land acquisition within India. This Act enables
the State to acquire private land for public purposes. The Act also ensures that no person is
deprived of land except under this Act and entitles the Affected Person/s to a hearing before
acquisition. The main elements of the Act are given in Table 3-2.
TABLE 3-2 : LAND ACQUISITION ACT
Section Aspect Provision

Section 4 Notification of land Notification of land identified for the purpose of public
welfare.
Objections must be made within 50 days to the DC (highest
administrative officer) of the concerned district.
No further sales or transfers are allowed.
Section 6 Intention to acquire land DC is directed to take steps for the acquisition, and the land
is placed under Section 9. Interested parties are then invited
to state their interest in the land and the price.
Section 11 Enquiry and award by DC shall make an award within one year of the date of
collector publication of the declarations. Otherwise, the acquisition
proceedings shall lapse.
Section 12 Award of collector Award shall be filed in the Collector's office and shall,
when to be final except as hereinafter provided, be final and conclusive
evidence, as between the Collector and the persons
interested, whether they have respectively appeared before
the Collector or not, of the true area and value of the land,
and the appointment of the compensation among the
persons interested
Section 18 Reference to court In case of disagreement on the price awarded, within 6
weeks of the award the parties (under Section 18) can
request the DC to refer the matter to the Courts to make a
final ruling on the amount of compensation. Compensation
for land and improvements (such as houses, wells, trees,
etc.) is paid in cash by the project authorities to the State
government, which in turn compensates landowners.
The price to be paid for the acquisition of agricultural land
is based on sale prices recorded in the District Registrar's
office averaged over the three years preceding notification
under Section 4. The compensation is paid after the area is
acquired, actual payment by the State taking about two or
three years. An additional 30 percent is added to the award

Section Aspect Provision

as well as an escalation of 12 percent per year from the date
of notification to the final placement under Section 9. For
delayed payments, after placement under Section 9, an
additional 9 percent per annum is paid for the first year and
15 percent for subsequent years.
Getting of Permits/ NoCs/ clearances are in scope of respective construction contractor
whereas NRDA will look into these things getting done. They are NOC from State Pollution
Control Board, Consent to Establish, Consent to Operate, Permit to cut the tree.

4.0 Baseline Environmental Status
To identify any potential impact on and potential change to the natural and socioeconomic
environments, it is vital to have a thorough understanding of the nature of the existing
environment prior to commencement of the proposed activities. This chapter describes the
existing environmental settings in the study area.
To characterize existing baseline environmental and socio-economic conditions including
establishing prevailing conditions for a range of media through primary monitoring,
undertaking focused surveys; collection of secondary information from various published
sources was carried out. This included the physical environment, biological environment and
socio-economic environment. The major purposes of describing the environmental settings of
the study area are:
• Understanding the need of the project and environmental characteristics of the area;
• Assessing existing environmental quality, as well as the environmental impact of future
development;
• Identification of environmentally significant factors or geographical areas that could
influence decisions about any future development.
The details of the baseline studies are discussed hereby in the following section.
4.1 METHODOLOGY OF CONDUCTING BASELINE STUDY

Components of physical environment like water, ecology, soil, air, socio-economic and noise
quality in the surrounding areas were assessed primarily through field studies, and by
undertaking monitoring and analysis of samples collected from the field. The potential
impacts/mitigation measures for the attributes – Air, Noise, Water (surface & ground), Soil,
Trees, Urban Ecosystems and Landscapes, Social Issues and Urban Infrastructure, Religious
and Cultural Structures and Solid/Liquid Waste affecting the BRT route shall be discussed in
detail in Chapter 5 & 6. Information about geology, hydrology, prevailing natural hazards
like earthquakes, etc. have been collected from literature reviews and authenticated
information made available by government departments. Extensive surveys were carried out
to understand and record the biological environment prevailing in the area and the same was
verified against published information and literature. The socioeconomic environment has
been studied through extensive consultations with various stakeholders with a strong focus on
neighboring villages. Additionally, socioeconomic data has been obtained from the Census
and various government departments.
With interdisciplinary team discussions, criteria questions and professional judgment, the
scoping and extent of data generation was formulated. The study area for undertaking
baseline studies has been taken as 5 km on either side of the road alignment. However, based
on the initial survey, understanding of the project and professional judgment, the study area

for primary baseline studies and intensive data collection was taken as 2 km on either side of
the alignment.
4.2 LOCATION OF THE STUDY AREA
Naya Raipur is located near the centre of large fertile plains of Chhattisgarh region and is
situated between 21o0.5’19.23” N and 81o45’0.99”E to 21o13’2.87” N and 81 o46’59.09”E.
The proposed Naya Raipur City is situated in Raipur district of Chhattisgarh and occupies the
south-eastern part of upper Mahanadi basin. Raipur district is bounded on the north by
Bilaspur & Janjgir Champa districts, on the south by Koraput district of Orissa state, on the
east by Koraput & Kalahandi districts of the same state and by Durg district on the west.
Kharun River in the west forms the western boundary of the district and Seonath & Mahanadi
mark the northern boundary with Bilaspur and Janjgir Champa districts.
4.3 AIR ENVIRONMENT
Primary data was collected for the summer season to understand the air quality of the region
and to assess the impact on air environment.
4.3.1 Climate and Meteorology
Raipur falls in the sub-tropical climatic region. The climate of the area is moderate and tropical,
characterized by a hot summer from March to mid June, a humid monsoon or rainy season
stretching from mid June to September, a short pleasant post-monsoon during October and
November, and a cool winter spanning between December and February. Therefore,
climatologically there are four seasons i.e. summer (pre-monsoon), monsoon, post-monsoon
and winter.
A) Meteorological Data
Table 4-1 shows climatological summary for Raipur for the year 2009.
TABLE 4-1 : CLIMATOLOGICAL SUMMARY FOR RAIPUR (2009)
Total Mean Wind
Mean Max. Mean Min. Relative
Month Rainfall Speed (m/s)
Temperature (°°C) Temperature (°°C) Humidity
(mm)
January 35.0 14.4 52.4 0.0 0.6
February 37.8 15.4 38.3 0.0 0.8
March 40.0 19.6 32.4 0.0 0.8
April 44.0 21.0 25.1 2.1 1.0
May 45.8 24.6 31.3 4.9 1.7
June 43.8 23.8 45.0 25.8 2.7
July 33.6 24.0 81.6 571.8 3.1
August 34.6 23.4 79.8 246.4 1.9
September 36.2 24.0 75.6 66.4 1.3
October 34.0 16.0 67.7 20.1 0.6
November 33.6 12.8 68.4 10.5 0.8
December 30.4 12.4 62.9 0.3 0.3
Average/
37.4 19.3 55.0 948.3 1.3
Total
Source: IMD Pune

Wind rose summarizes a considerable amount of wind frequency information into a single
graphic and is shown in Figure 4-1 (annual for 2009).
FIGURE 4-1 : WIND ROSE RAIPUR (ANNUAL FOR 2009)
Development of BRT
system in Naya Raipur
DATA PERIOD
1st Jan 2009
31st Dec 2009
00.00-24.00
AVG WIND SPEED

1.28 m/s
CALM WINDS
FREQUENCY
40.15%
DISPLAY WIND
DIRECTION
(Blowing From)
SENES
CONSULTANTS
INDIA PVT. LTD.
The annual wind rose diagram reveals that wind was blowing predominantly from the northeast
direction. The onsite average wind speed was observed 1.28 m s-1 with frequency of calm
winds 40.15% during the monitoring period. The annual predominant wind direction is north
easterly.
B) Long Term Climate Trends

Long-term climate trend data was obtained for Raipur station from Indian Meteorological
Department (IMD). The region is characterized by dry and warm climate. Summers are very
hot which commences from March to mid-June. Winter witnesses cold waves between the
months of October and February. Monsoon starts mid June and lasts till the end of September.
The mean monthly average maximum and minimum temperature in winter i.e. in the month of
January is about 27 and 13 °C respectively. Whereas, mean monthly average maximum and
minimum temperatures in summer i.e. in the month of May are about 42 and 28 °C
respectively. The relative humidity during south-west monsoon season is over 75 percent but
sometimes it goes to 100 percent. During winter season, air is fairly dry. Rain is predominant
during July and August. On an average, there are 61 rain days in a year. The Raipur District

receives 87.1 percent of the total rainfall from the south-west monsoon during June to
September. The winter–rainfall accounts for 9 percent of the total rainfall. During the monsoon
season, the maximum rainfall occurs during the months of July and August. Over the course of
a year, wind usually blows in all directions, with varying frequencies. Certain directions occur
more frequently than others – these are known as the prevailing wind directions. On an average,
over the course of a year, the prevailing winds are from the north and northeast direction.
The long-term climate trend of secondary data collected for the IMD station located in Raipur
over a period of 1951-1980; as well as the decadal trend of secondary data collected from IMD
Pune (1993-2002) is provided in Annexure – II.
4.3.2 Ambient Air Quality in Study Area

National Ambient Monitoring Programme (NAMP) intends to determine compliance to
ambient air quality standards. Therefore, source apportionment studies based on “Receptor”
is adopted in many countries to get information on causes of elevated PM concentrations. For
this purpose, chemical characterization of PM along with the application of source dispersion
models is a prerequisite to attribute ambient concentrations to their sources for the
development of emissions reduction strategies. The general guidelines for the site selection
are provided in the footnote1 below.
Site–specific Background Air Quality Monitoring

A site specific background air quality monitoring program was conducted for one season (pre
monsoon season). Background data was collected for SPM, RSPM, SO2, NOx and CO.
Six sampling stations were located in the study area to provide the surrounding baseline air
quality. The details of monitoring locations are specified in Table 4-4 and Figure 4-2.
TABLE 4-2 : MONITORING LOCATIONS
Monitor Description Land Use
AQ1 Dumar Tarai Village Residential
AQ2 Serikheri Village Residential
AQ3 Capital Complex Institutional
AQ4 Nawagaon Village Residential
AQ5 Palaud Village Residential
AQ6 Uparwara Village Residential
1
General Guidelines for Site Selection
Siting guidelines refer to the environs surrounding a measurement location, and these differ depending on the
zone representation intended for a specific monitoring site. Large nearby buildings and trees extending above
the height of the monitor may present barriers or deposition surfaces. Certain trees may also be sources of PM
in form of detritus, pollen, or insect parts. These can be avoided by locating samplers by placing them more
than 20m from nearby trees, and twice the difference in elevation difference from nearby major buildings or
other obstacles. The background monitoring sites should be located at more than 10km from large population
centres, and more than 100m from roads and wood burning. The main objective of study is not compliance
monitoring but to select “Hot Spots” representing maximum impact zone of different source categories.

FIGURE 4-2 : AIR MONITORING STATIONS

As per standard methodologies and accepted protocols, as detailed by the MoEF the
background-monitoring program was carried out.
Air quality was monitored with four high volume samplers, for 24 hours, twice a week. Each
sampler maintained a volumetric flow rate between 1-1.2 m3/min. In this manner, 24 hourly
values for all pollutants were collected at each of the four locations, except for CO which is
8-hourly. Analysis of pollutants was done as per standard IS codes.
Monitoring has been conducted in pre-monsoon season of the year 2009. Monitoring results
(observed levels and ranges) of SPM, RSPM, SO2, NOx and CO are presented in the Table 4-
5 to Table 4-10.
TABLE 4-3 : MONITORING PROGRAM RESULTS – AQ1
Units: µg/m3
Monitoring results
Parameter Maximum Average Minimum NAAQS
SPM 126.4 114.6 102.8 200

RSPM 30.3 26.3 22.4 100
SO2 13.9 12.9 11.8 80
NOx 16.4 15.6 14.8 80
CO < 1.0 < 1.0 < 1.0 2000

Units: µg/m3
Monitoring results
SPM 96.7 92.5 88.3 200

RSPM 21.4 19.9 18.4 100
SO2 11.8 10.8 9.8 80
NOx 16.9 15.2 13.6 80
CO < 1.0 < 1.0 < 1.0 2000

` Units: µg/m3
Monitoring results
SPM 166.4 151.5 136.6 200

RSPM 36.2 31.3 26.4 100
SO2 14.8 13.5 12.2 80
NOx 17.2 16.3 15.4 80
CO < 1.0 < 1.0 < 1.0 2000


Units: µg/m3
Monitoring results
SPM 88.3 82.5 76.8 200

RSPM 20.3 19.5 18.8 100
SO2 11.6 11.0 10.4 80
NOx 14.4 14.0 13.6 80
CO < 1.0 < 1.0 < 1.0 2000

Units: µg/m3
Monitoring results
SPM 102.4 96.0 89.6 200

RSPM 24.6 22.6 20.6 100
SO2 13.8 12.7 11.6 80
NOx 17.4 16.3 15.2 80
CO < 1.0 < 1.0 < 1.0 2000

Units: µg/m3
Monitoring results
SPM 114.4 102.5 90.6 200

RSPM 25.4 22.9 20.3 100
SO2 13.2 12.4 11.6 80
NOx 16.9 16.1 15.3 80
CO < 1.0 < 1.0 < 1.0 2000
With respect to pollutants, the results of the monitoring program indicate the following:
• The observed SPM and RSPM levels are within the NAAQS at all locations.
• NOX and SO2 concentrations are well within the specified standards at all the monitored
locations.
• CO concentration is also within the specified standards at all the monitored locations.
4.3.3 Noise Environment

To be able to make an assessment of noise impacts, a noise monitoring study has been carried
out to establish existing ambient noise quality in the study area.

A) Ambient Noise Quality

An assessment of baseline noise quality was undertaken to establish the status of exposure of
the major sensitive receptors.
This assessment was accomplished by conducting a site–specific background–monitoring
program and where appropriate, drawing comparisons to the applicable Ambient Air Quality
Standards in Respect of Noise (AAQSRN).
B) Site-Specific Background Noise Quality Monitoring

Noise monitoring was conducted at eight locations within the study area .The background-
monitoring program was done in accordance with the requirements of an EIA study. Sound
pressure level (SPL) measurements were automatically recorded to give the noise level for
every hour continuously for 24 hours in a day.
Accordingly one full day (i.e. 24 hourly values) of data was collected at each of the eight
locations. These monitoring locations are set out below.
TABLE 4-9 : AMBIENT NOISE MONITORING STATIONS
Monitor Description Category
N1 Dumar Tarai Residential
N2 Serikheri Residential
N3 Capital Complex Commercial
N4 Nawagaon Village Residential
N5 Palaud Residential
N6 Uparwara Residential
N7 Mana Residential
N8 National Highway 43 Commercial
Table 4-10 provides equivalent noise levels viz., Leqday and Leqnight, at the noise monitoring
locations, alongside noise standards as prescribed by the CPCB. Leq was calculated using the
following equation:
 n Li

Leq,T = 10 log1 / n ∑10 10 
 i =1 
Where Li = levels observed at n equally spaced times during interval T.

TABLE 4-10 : MONITORING PROGRAM RESULTS – NOISE

Day Time2 Night Time3
Location Limit Limit
Leq (dB (A)) Leq (dB (A))
Leq (dB (A)) Leq (dB (A))
Serikheri 43.3 55 39.0 45
Capital Complex 56.1 65 49.1 55
Navagaon Village 44.0 55 38.6 45
Dumar tarai 46.8 55 41.1 45
Palaud 44.8 55 38.8 45
Uparwara 44.4 55 39.1 45
Mana 46.9 55 40.6 45
NH-43 54.9 65 45.6 55
2
Daytime shall mean from 6.00 a.m. to 10.00 p.m.
3
Night time shall mean from 10.00 p.m. to 6.00 a.m
The results of the monitoring program indicate that both daytime and nighttime levels of
noise are within AAQSRN limits at all the 8 locations surveyed.
4.3.4 Traffic Pattern & Density
Traffic counts were carried out on NH-43 and NH-6 to provide background values of traffic
density, and correlate such data to the levels of air pollution and noise along the road.
Site-Specific Traffic Monitoring

Site-specific traffic study was conducted on NH-43 connecting Raipur – Jagdalpur, and on
NH-6 connecting Raipur – Bilaspur on weekday and weekend. The traffic volumes observed
on weekday and weekend on these roads have been presented in Annexure-III. Vehicular
traffic included heavy vehicle (truck, buses, matadors) and light vehicle (Car, scooters,
motorcycle).
As per the graphs, for few vehicles such as cycle rickshaw & cycles their density on the road
has been observed to be constant throughout the day. In average not more than 1 vehicle has
been observed per hour. Their number goes to maximum of 2-3 vehicles per hour. In few
hours of the day no vehicle movement has been observed for the aforementioned vehicles.
For vehicles such as three wheelers, some rise has been observed in its density on road in the
period after 1 am, which reaches its threshold of near about 55 - 60 vehicles per hour in the
period between 7 am to 11 am. After this a decrease in vehicle density takes place which
Noise Standards:
Area Limits in dB (A) Leq*
Category of Area/Zone
Code Day Time Night Time
(A) Industrial area 75 70
(B) Commercial area 65 55
(C) Residential area 55 45
(D) Silence Zone 50 40

reaches its minimum of 4 – 6 vehicles per hour as the day completes its 24th hour. The
average density of the vehicle is observed to be in the range of 20 to 30 vehicles per hour.
For vehicles such as HMVs / 2Axle or 3Axle, the pattern is observed to be similar as three
wheelers. A rise has been observed in the period after 1 am, which reaches its threshold of
50-60 vehicles per hour in the period between 3 am to 2 pm. After this, decrease in the
vehicle density takes place & reaches its minimum of 10-20 vehicles per hour in the period
between 10 to 12 pm. The average density of the vehicle is observed to be in the range of 30
to 40 vehicles per hour.
For vehicles such as cars/vans, two wheelers & Busses/Lorries, a sharp rise in the vehicle
density has been observed after 1 am. For cars/vans it reaches its threshold of 150 to 200
vehicles per hour in the period of 1 pm to 3 pm. After this, an equally sharp dip takes place in
its density & reaches its minimum of 7 to 20 vehicles per hour in the period of 10 to 12 pm.
The average density of the vehicle is observed to be in the range of 50 to 100 vehicles per
hour.
For two wheelers it reaches its threshold of 100 to 170 vehicles per hour in the period of 10
am to 6 pm in the week days & by 12 pm on weekends. After this, an equally sharp dip takes
place in its density & reaches its minimum of 5 to 15 vehicles per hour in the period of 10 to
12 pm. The average density of the vehicle is observed to be in the range of 30 to 100 vehicles
per hour.
For Busses and Lorries it reaches its threshold of 130 to 170 vehicles per hour in the period of
9 am to 1 pm. After this, an equally sharp dip takes place in its density & reaches its
minimum of 5 to 20 vehicles per hour in the period of 10 to 12 pm. The average density of
the vehicle is observed to be in the range of 50 to 90 vehicles per hour.
4.4 WATER ENVIRONMENT
This section documents the baseline scenario of the water environment in the study area. The
data has been collected from primary monitoring carried out in the study area.
4.4.1 Baseline Water Quality & Sampling Locations

To establish baseline water quality in the project area water sampling and analysis has been
conducted, following standard guidelines for physical, chemical and bacteriological
parameters, though they are not getting affected due to project. Analysis has been done as per
the methods prescribed in “Standard Methods for the Examination of Water and Wastewater
(American Public Health Association)”. Five ground water and surface water samples were
evaluated in the study area. Table 4-11 & Table 4-12 give details of the ground water and
surface water sampling stations. The sampling locations are also depicted in Figure 4-3.

TABLE 4-11 : GROUNDWATER QUALITY MONITORING LOCATIONS

Station No. Description
GW - 1 Rakhi
GW - 2 Navagaon
GW - 3 DumarTarai
GW - 4 Uparwara
GW - 5 Palaud
TABLE 4-12 : SURFACE WATER QUALITY MONITORING LOCATIONS

Station No. Description
SW - 1 Rakhi
SW - 2 Navagaon
SW - 3 DumarTarai
SW- 4 Uparwara
SW-5 Palaud
Table 4-13 shows the physicochemical characteristics of composite ground water sampling in
the selected areas as compared with the standard (IS 10500: Indian Standards/Specifications
for Drinking Water) reference values. Table 4-14 shows the physicochemical characteristics
of surface water samples as compared to CPCB Standards for Class “C” water i.e. water to be
used for drinking after conventional treatment followed by disinfections.

FIGURE 4-3 : W ATER SAMPLING LOCATIONS

TABLE 4-13 : GROUND WATER TEST RESULTS AS PER IS: 10500
Desirable Permissible
S.N Parameter Units GW-1 GW-2 GW-3 GW-4 GW-5 Limits as per Limits as per
IS: 10500 IS: 10500
1 pH - 7.34 7.48 7.22 7.52 7.66 6.5 – 8.5 NR

2 Color Hazen 04 03 04 03 04 <5 <25
3 Taste - Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable -
4 Odor - Unobjectionable Unobjectionable Unobjectionable Unobjectionable Unobjectionable Unobjectionable -
5 Conductivity µs/cm 542 566 1160 488 328 -- --
6 Turbidity (NTU) NTU 1.60 1.30 2.30 1.30 1.20 <5 <10
7 Total Dissolve mg/L 336 358 738 306 206 <500 <2000
solids
8 Total Hardness mg/L 216 208 320 184 104 <300 <600
as CaCO3
9 Total Alkalinity mg/L 200 220 360 180 120 <200 <600
10 Calcium as Ca mg/L 64 64 96 57 26 <75 <200
11 Magnesium as mg/L 13 12 19 10 09 <30 <100
Mg
12 Residual mg/L Nil Nil Nil Nil Nil <0.2 -
Chlorine
13 Boron mg/L 0.20 0.30 0.60 0.50 0.40 <1.0 <5
14 Chloride as Cl mg/L 21 25 106 18 21 <250 <1000
15 Sulphate as SO4 mg/L 27 18 47 28 09 <200 <400
16 Fluorides as F- mg/L 0.80 0.50 1.70 0.50 0.40 <1.0 <1.5
17 Nitrates as NO3 mg/L 06 05 14 06 03 <45 <100
18 Sodium as Na mg/L 23 32 115 24 25 -- --
19 Potassium as K mg/L 02 03 06 02 02 -- --

Desirable Permissible
S.N Parameter Units GW-1 GW-2 GW-3 GW-4 GW-5 Limits as per Limits as per
IS: 10500 IS: 10500
20 Phenolic mg/L <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.002

Compounds
21 Cyanides mg/L ND ND ND ND ND <0.05 NR
22 Anionic mg/L ND ND ND ND ND <0.2 <1.0
Detergents
23 Mineral Oil mg/L ND ND ND ND ND <0.01 <0.03
24 Cadmium as Cd mg/L ND ND ND ND ND <0.01 NR
25 Arsenic as As mg/L ND ND ND ND ND <0.01 NR
26 Copper as Cu mg/L 0.052 0.048 0.059 0.040 0.050 <0.05 <1.5
27 Lead as Pb mg/L 0.03 0.02 0.04 0.04 0.04 <0.05 NR
28 Manganese as mg/L 0.10 0.12 0.22 0.18 0.15 <0.1 <0.3
Mn
29 Iron as Fe mg/L 0.12 0.18 0.24 0.26 0.24 <0.3 <1.0
30 Chromium as mg/L ND ND ND ND ND <0.05 NR
6+
Cr
31 Zinc as Zn mg/L 3 2 4 3 2 <5 <15
32 Aluminum as Al mg/L ND ND ND ND ND <0.03 <0.2
33 Mercury as Hg mg/L ND ND ND ND ND <0.001 NR
34 Pesticides mg/L Absent Absent Absent Absent Absent Absent <0.001
35 E-coli MPN/ Absent Absent Absent Absent Absent Absent --
100 ml
ND = Not Detectable NR= No Relaxation

TABLE 4-14 : SURFACE W ATER QUALITY WITHIN STUDY AREA
IS:2296
S.N Parameter Units SW-1 SW-2 SW-3 SW-4 SW-5
standards
1 pH - 6.88 7.28 6.98 6.99 6.92 6.5 – 8.5
2 Color Hazen 07 09 08 10 09 300
units
3 Conductivity µs/cm 469 486 1596 836 848 --
4 Dissolved Oxygen mg/L 5.10 5.30 4.80 5.30 5.10 > 4.0
5 BOD ( 3 days at mg/L 06 08 12 10 08 < 3.0
27oC)
6 Total Dissolved mg/L 296 308 988 524 536 <1500
Solids
7 Total Hardness mg/L 120 128 520 128 124 --
8 Chloride as Cl mg/L 35 21 255 85 128 <600
-
9 Fluorides as F mg/L 0.50 0.50 1.90 1.30 1.40 <1.5
--
10 Sulphate as SO4 mg/L 16 36 105 139 72 <400
11 Alkalinity mg/L 160 160 300 140 160 --
12 Nitrates as NO3 mg/L 04 06 18 11 05 --
13 Cyanides as CN mg/L <0.05 <0.05 <0.05 <0.05 <0.05 <0.05
14 Calcium as Ca mg/L 29 35 85 32 29 --
15 Magnesium as Mg mg/L 12 11 18 11 13 --
16 Sodium as Na mg/L 51 48 167 129 133 --
17 Potassium as K mg/L 02 03 06 06 06 --
18 Iron as Fe mg/L 2.1 3.5 4.5 1.8 1.9 <50
19 Chromium as Cr mg/L <0.05 <0.05 <0.05 <0.05 <0.05 <0.05
20 Cadmium as Cd mg/L ND ND ND ND ND <0.01
21 Lead as Pb mg/L 0.06 0.09 0.08 0.08 0.06 <0.1
22 Copper as Cu mg/L 0.60 0.70 0.80 0.50 0.40 <1.5
23 Arsenic as As mg/L ND ND ND ND ND <0.2
24 Selenium as Se mg/L ND ND ND ND ND <0.05
25 Phenolics as mg/L Nil 0.002 0.004 0.004 0.004 <0.005
C6H5OH
26 Zinc as Zn mg/L 06 08 10 06 08 <15
27 Mercury as Hg mg/L ND ND ND ND ND --
28 Aluminum as Al mg/L 0.02 0.03 0.04 0.05 0.04 --
29 Anionic detergents mg/L 0.4 0.5 0.5 0.4 0.3 <1.0
as MBAS
30 Oil and grease mg/L 0.2 0.6 0.8 0.6 0.2 <0.1
32 Insecticides mg/L Absent Absent Absent Absent Absent Absent
ND = Not Detectable
Various parameters of ground water and surface waters were tested and the results found are
discussed hereunder:

Ground water: At Rakhi village all the parameters are under the desirable limits as per
IS:10500, at Navagaon village manganese and total Alkalinity are found a bit higher than
desirable limits as per IS:10500 but it is less than the permissible limits prescribed by
IS:10500. Water sample at Dumar Tari were found a bit higher in Manganese, TDS, total
hardness as CaCO3, Total Alkalinity, Calcium and Fluorides but still these are under the
permissible limits prescribed by IS:10500. Uparwara and Palaud were found a bit higher in
Manganese yet under the permissible limits prescribed.
Surface water: All the parameters tested at all the five sites, namely Rakhi, Navagaon,
Dumar Tari, Uparwara and Palaud were found under the permissible standards prescribed by
IS: 2296 except for Biochemical Oxygen Demand which was higher at all the five sites, this
may be attributed to the Organic substances present in waters though these were also under
the standards prescribed by CPCB for disposal of waters into surface water bodies as per the
relevant acts.
4.5 LAND ENVIRONMENT

4.5.1 Seismo-Tectonic Appraisal of the Area
Chhattisgarh has very low rates of seismic activity. In recent years, tremors from earthquakes
in neighboring states have been felt, most notably in 1969. Minor seismic activity has been
recorded in the vicinity of Chiraikund and Muirpur along the border with Madhya Pradesh. A
few faults which form the eastern section of the Narmada-Son Fault Zone have shown
movement during the Holocene epoch. Another active fault is the Tatapani Fault which trends
in an east-west direction in the vicinity of Manpura in Sarguja district. In the south, the active
Godavari fault forms the northern flank of the Godavari Graben and runs through the
southern part of the state.
The project site is located in the central India which is a seismically low region, as depicted
in the figure below. Raipur falls under zone II category of seismic zone (i.e. having low
seismic intensity) and therefore has a low risk of potential damage due to earthquake.

FIGURE 4-4 : SEISMIC MAP OF AREA

4.5.2 Soil
Soil sampling was done to establish the baseline characteristics and to assess the anticipated
impacts due to proposed project. Soil samples have been collected using auger from a depth
of 60 cm.
Detail about the types of soil in Chhattisgarh state is given in Annexure – IV.
TABLE 4-15 : SOIL SAMPLING LOCATIONS
S.No Station No. Description

1 S-1 Capital Complex
2 S-2 Navagaon
A quantitative assessment of the particle size distribution in the soil was made by wet sieve
analysis and sedimentation analysis using hydrometer, as per procedures laid down in IS:
2720 Part IV. The particle sizes4 were designated according to the scale given in IS: 1498.
The three major type of soil are – (a) sands, which have at least 70% sand and less than 15 %
clay (b) clay, which have more than 40 % clay content (c) loam, which is a mixture of sand
silt and clay. The soil test results have been tabulated below in Table 4-16.
TABLE 4-16 : SOIL CHARACTERISTICS OF THE STUDY AREA
S.N Parameter S1 S2
1 Texture Clay Clay

a Sand (%) 18 14
b Silt (%) 34 28
c Clay (%) 48 58
2 pH 7.50 7.24
3 EC (us/cm) 224 212
4 Bulk Density (g/cc) 1.12 1.08
5 SAR 1.30 1.22
6 Available Nitrogen (kg/ha) 198 166
7 Available P as PO4 (kg/ha) 36 28
8 Available K (kg/ha) 148 180
4
Particle size scale (IS: 1498)
Soil Type Texture Particle Size
Coarse 20 – 80 mm
Gravel
Fine 4.75 – 20 mm
Coarse 2.0 – 4.75 mm
Sand Medium 0.425 – 2.0 mm
Fine 0.075 – 0.425 mm
Silt & Clay - Less than 0.075 mm

S.N Parameter S1 S2
9 Exchangeable Ca (meq/100g) 2.60 2.90

10 Exchangeable Mg (meq/100g) 1.20 1.40
11 Exchangeable Na (meq/100g) 3.40 2.90
12 Organic Carbon (%) 0.80 1.10
13 Manganese (meq/100g) 0.10 0.18
14 Zinc (meq/100g) 5.10 5.50
15 Boron (meq/100g) 0.20 0.28
Clayey soils are found in the area with bulk density of two samples as 1.08 and 1.12 g/cc
respectively. Soil of the area is neutral to slightly alkaline with pH ranging from 7.2 to 7.5.
Most crops grow best if the soil pH range is 6.0 to 7.5. Soluble salts expressed in terms of
electrical conductivity of saturation extract of the different soil (ECe) samples are 224 and
212 µmhos/cm respectively.
The Organic carbon percentages of the two samples are found to be 0.80 and 1.10
respectively. Soil carbon not only improves the physical properties of soil, it also increases
the cation exchange capacity (CEC) and water-holding capacity of sandy soil and it
contributes to the structural stability of clay soils by helping to bind particles into aggregates.
Soil organic matter, of which carbon is a major part, holds a great proportion of nutrients,
cations and trace elements that are of importance to plant growth. It prevents nutrient
leaching and is integral to the organic acids that make minerals available to plants. It also
buffers soil from strong changes in pH. It is widely accepted that the carbon content of soil is
a major factor in its overall health.
The Sodium Absorption Ratio (SAR) measures the relative proportion of sodium ions in a
water sample to those of calcium and magnesium. The SAR is used to predict the sodium
hazard of high carbonate waters especially if they contain no residual alkali. High
concentration of sodium disperses soil colloidal particles, rendering the soil hard and resistant
to water penetration. The potential of sodium hazards increases in soil with higher SAR
values. The analysis of the sample shows that SAR of the two soil samples studied is 1.30
and 1.22 milliequivalent /Kg respectively.
4.6 ECOLOGICAL ENVIRONMENT
The ecological survey has been done to establish the baseline ecological conditions within
study area to assess the potential ecological impacts of the proposed project on ecology, to
develop adequate and feasible mitigation measures (via inputs to project design and layout,
working practices, or compensate where appropriate) to keep ecological impacts within
acceptable limits, and to prepare comprehensive management plan. This section of report
renders ecological baseline of the area.

The study area represents grass and bushes mainly with grass weeds. The proposed capitol
complex and BRT construction is located in plain rural areas, where the agricultural
ecosystem predominates in the regional ecological structure. The aquatic biodiversity is very
less in the region.
4.6.1 Valued Ecosystem Components
Valued Ecosystem Components can be defined as a resource or environmental feature that is
important (not only economically) to a local human population, or has a national or
international profile, or if altered from its existing status, will be important for the evaluation
of environmental impacts of industrial developments, and for the focus of administrative
efforts. Attributes which may be selected as Valued Ecosystem Components are given in
Table 4-17.
TABLE 4-17 : SUMMARY OF VALUED ECOSYSTEM COMPONENTS
Physical Environment Biological Environment
Air Quality Aquatic Resource

Noise Ponds, Canals, Streams, Nallas
Surface Water Terrestrial Ecosystem
Flow paths and drainage areas Agro Ecosystem
Farm Forest
Physical Environments
Air Quality: Air quality is considered as VEC because it is an important health and safety of
human beings. Air quality also has aesthetic value in terms of visibility and odour. Air
emission from the project will consists primarily of burning of fuels during heavy vehicles
plying, machines and D.G sets during construction phase. During operation phase there will
be continuous emission from stationary and mobile source (BRTs Buses, other vehicles and
D.G sets).
Noise: Noise has been selected as a VEC because it has intrinsic value for people. High noise
levels will distract people and are concern to health. The construction of the project will
produce a variety of noises, including continuous noise from drilling, earth removal, haul
trucks, heavy trucks movement, machinery and D.G sets operation. During operation phase,
plying of BRTs buses and other vehicles will result in increase in overall noise level. To
mitigate noise level thick greenbelt will be created along the proposed BRTs corridor
Surface water: Surface water bodies like ponds have been considered as VECs in the
proposed project area. Surface water is a critical component of the biological and physical
environment and is protected under the water (Prevention & Control Of Pollution Act 1974).
Related to the proposed project topography two primary variables of surface water have been
selected as VECs: surface water quality and surface runoff.

Surface water Quality & Flow paths and drainage areas: Surface water quality is
important VEC components, because surface water is main source of water for various daily
activities and even drinking. These are surface water ponds in the proposed project site,
whose water quality is important for human and animal health. Surface water quality is linked
to other key ecosystem components, including fish and animal life, and is therefore an
indicator of environmental health.
Flow paths define the hydrological network in any watershed and describe the linkages
between different streams, ponds and river systems. Change to flow paths or drainage area
can impact downstream flow rate and the supply of nutrients. Flow path and drainage has
been taken as VEC because there are ponds in the proposed project site which are rain fed
and mainly depends upon drainage of area.
Though there are ponds/lakes in the project area, only part of the Sendh pond is adjacent to
BRT route. Others are isolated ponds. Proper structures for streams have been made to
maintain their course.
Biological Environment
Aquatic Resource: It has been considered as Valued Ecosystem Component because there
are lots of surface water resource like ponds, streams, nallas and canals. Human, animals and
other environmental components are dependent on aquatic resource. Therefore, changes to
aquatic resources will have potential impacts to other components of the ecosystem.
Terrestrial Ecosystem:
Agro ecosystem: Agro ecosystem has been considered as VEC because major section of the
study area and proposed project site is cultivable land with single cropping patterns. Rice is
main primary producer in the proposed project area, on which human and animal are directly
or indirectly dependent. It even affect abiotic factor such as soil type.
Village woodlots and Farm forest: Village woodlot and Farm forest are consider as VEC
because it has direct affect on biotic and abiotic factors. These village woodlots and farm
forest are having direct affect on air, climate, soil and humidity of proposed area. It supports
habitats of mammals and birds. It provides fruit and timbers for people and fodder to support
domesticated animals.
4.6.2 Forest Area and Resources
Raipur and DumarTarai district has 5469 sq. km under the forest cover, i.e. 33.21 percent of
its total geographical area (Source: Forest Survey of India-2009). The district has 189 sq. km
of ‘very dense forest’, 3,848 sq. km of ‘moderately dense forest’ and 1432 sq. km of ‘open
forest’. Forest types occurring in the district are Northern Dry tropical mix deciduous type
(Source: Champion and Seth Classification). No reserve forest and protected forest exist
along the proposed BRTS corridor and in vicinity.

The district has got tropical mix dry deciduous forest with Sal and other species namely
Harra, Lindia, Tinsa, Salai, Tendu, Mahua, Haldu, Kana, Chur and Bhira. Sanctuary like
Sitanadi and Udanti Sanctuary are about 116 km and 122 km respectively. The South and
South eastern part of district is hilly of which Atang Milcowa, Deo Dongar and Makewa
Dongar are the peaks. Mahanadi along with its tributaries like Pairi, Jonk and sukha flows
through the district. Paddy is the main agricultural product followed by oil seeds, wheat and
gram.
4.6.3 Terrestrial Ecology
Floral Profile
Identification of flora was conducted based on sample plot method along the proposed BRTS
corridor, villages, and open field (agricultural field and waste land) in the study area. There is
uniformity in patterns of distribution and growth. Majority of the species reported are
common type, with growth along bunds, waste land and very less in agricultural field.
Extensive growths of aquatic weeds are noticed where water logging or moisture are present.
The overall biodiversity in study area is low due to similarity in species distribution and poor
growth.
Floral Profile along Existing National Highway

The floral profile of the existing highway witness growth of weeds like Aristida purpurea,
Erianthus munja and Lantana camara. These weeds had permanently replaced grasses
covering lower strata. Dried twigs of Paranthenium hysterophorus, Heteropogon contortus,
Datura stramonium, Chenchrus cilitaris etc. are also noticed in agricultural waste land or
uncultivated land adjacent to National Highway. Among trees recorded, higher frequency of
Albizzia Lebback, Euclyptus sp., Dalbergia sissoo, Acacia catechu, Azadirachta indica,
Bamboo (Dendrocalamus strictus), (Bambuaa aroumdinacea), wild dates (Phoenix sylvestris)
etc. are noticed.

Farm Forest
Trees along the farm bunds and in small patches up to 0.1 hector in area are called farm
forest. Majority of species reported in farm forest are planted once and few are having natural
growth. The planted species recorded in farm forest are Arjun (Terminalia arjuna), Bair
(Aegle marmelose), Sagwan (Tectona grandis), Eucalyptus (Eucalyptus sp), Drum stick
(Moringa oleifera), Neem (Azadirachta
indica), Mahua (Madhuca indica),
Ambla (Emblica
officinalis), Cashew nut (Anacardium
occidentale), Emli (Tamarindus indica),
Mango (Mangifera indica), Jamun
(Syzygium cumini), Peepal (Ficus
religiosa), Bargad(Ficus bengalensis),
Bail (Zizypus maurutiana), etc. The
naturally growing species are Babul
(Acacia nilotica), Wild dates (Phoenix
sylvestris), Prosopis sp., Bair (Aegle
marmelose), Arjun (Terminalia arjuna), Photo 4-1 : Farm Forest along Road No. 2
Jharber (Zizyphus numularia), Gamhar
(Gmelina arborea) etc
Weeds recorded in the form forest are Calotropis (Calotropis procera), Lantana (Lantana
camara), Bahia (Ipomea carnea), Cenchrus ciliaris, Saceharim spontaneum, Saccharum
munja, Aristida depressa, Heteropogon contortus, Parthenium hysterophorous, etc

Village Woodlot
Naturally or planted trees on community or
private land. Commonly planted trees recorded
in village woodlot are Eucalyptus (Eucalyptus
sp.), Ambla (Emblica officinalis), Mango
(Mangifera indica), Bamboo (Dendrocalamus
strictus), (Bambuaa aroumdinacea), Peepal
(Ficus religiosa), Neem (Azadirachta indica),
Banyan tree (Ficus bengalensis), Sissoo
(Dalbergia sissoo), Teak (Tectona grandis),
Mahua (Madhua indica) bamboo sp, Jamun
(Syzygium cumini), etc. Photo 4-2 : Village Woodlot along Road No. 4
Road Side Plantation

Based on sample plot methods trees, shrubs, bushes and weeds are recorded along the
proposed BRTS corridor. Among trees Arjun (Terminalia arjuna), Nilgri (Eucalyptus
globulus), Wild dates (Phoenix sylvestris), Babul (Acacia nilotica), Prospic sp. Bair (Aegle
marmelose), (Terminalia Balerica), Mahua (Madhuca Indica), Neem (Azadirachta indica),
Kamhar (Gmelia arborea), Imali (Tamarindus indica), Jharber (Zizyphus numularia), Bair
(Ziziphus Mauritiana), Burgad (Ficus bengalensis) etc. are recorded along the proposed site.
Undergrowth plant like shrubs, herbs and grasses are noticed in scattered manner. The
undergrowth species recorded along the proposed BRTs corridor are mostly weeds and
bushes. Weeds recorded along the road sides are Calotropis (Calotropis procera), Lantana
(Lantana camara), Cenchrus ciliaris, Saceharim spontaneum, Saccharum munja, Aristida
depressa, Heteropogon contortus, Parthenium hysterophorous, etc. Where soil is moist or
along the edge of ponds growth of Bahia (Ipomea carnea) was noticed.
Quadrant sampling method (Plot Sample) was used to calculate floral type and their
distribution along the proposed BRTs Corridor. Location of sample plot is shown in Figure 4-
9 and Table 4-18 gives the list of species recorded, with their frequency, density and
abundance of distribution along the proposed BRTs Corridor.

TABLE 4-18 : LIST OF DIFFERENT SPECIES AND OTHER DATA GENERATED BY QUADRANT METHOD
Total no. of Individual of
Total no. of quadrants of
Total no. of quadrant studied

S.No Name of species Quadrants Laid Down
Frequency (%)
Abundance
occurrence
Density
Species
1 2 3 4 5 6 7 8 9
1 2 3 4 5 6
1 Nilgri ( Eucalyptus globules ) 22 22 1 6 17 3.6 22
2 Imli (Tamarindus indica) 1 1 1 6 17 0.2 1
3 Kikar (Acacia Nilotica) 2 1 3 2 1 6 15 6 6 100 2.5 2.5
4 Neem (Azadirachta indica) 1 2 3 2 6 33 0.5 1.5
5 Mahua (Madhua indica) 3 2 5 2 6 33 0.8 2.5
6 Bahera (Terminalia arjuna) 1 1 2 1 5 10 5 6 83 1.7 2
7 Ber (Ziziphus Mauritiana) 4 1 5 2 6 33 0.83 2.5
8 Gamhar (Ghamlina arborea) 1 1 2 2 6 33 0.3 1

9 Khajur (Phoenix sylvestris) 3 2 5 3 3 16 5 6 83 2.6 3.2
10 Peepal (Ficus religiosa) 1 1 1 6 17 0.16 1
11 Jharber (Zizyphus numularia) 2 3 5 2 6 33 0.83 2.5
12 Jamun (Syzygium cumini) 1 1 1 2 5 4 6 67 0.83 1.3

FIGURE 4-5 : LOCATION OF QUADRANT SAMPLING POINT (SAMPLE PLOT) ALONG PROPOSED BRT CORRIDOR WITH THEIR PHOTOGRAPH

Faunal Profile
Mammals
No wild mammals are directly sited in the proposed project site and study area. Domesticated
mammals like buffalo, cow, goat etc are commonly noticed grazing in open field. Small
mammals like field mouse (vermin), five stripped squirrels and wild mammals like Hyaena
(Hyaena hyaena), rabbits (Lepus nigricollis), Monkey (Macaca Mulata) Fox (Vulpes
bengalensis), mongoose (Herpestes auropunctatus) and Jackal (Canis aureus) are reported by
the villagers. Table 4-19 gives list of animals reported during site visit.
TABLE 4-19 : LIST OF WILD ANIMALS REPORTED IN STUDY AREA
S.No Local Name Scientific Name RED LIST (IUCN)
1 Hyaena Hyaena hyena Near Threatened-2009
2 Rabbit Lepus nigricollis Least Concern - 2010
3 Monkey Macaca Mulata Least Concern -2009
4 Fox Vulpes bengalensis Least Concern -2010
5 Mongoose Herpestes auropunctatus Least Concern - 2009
6 Jackal Canis aureus Least Concern - 2010
(Source: Villagers & Forest department)
Avifauna
Sampling of avifauna was carried out between the hours 6:30 to 8: 00 A.M. This survey was
based on a “Walk/Drive Though” survey. A point count sampling method was adopted to list
the bird species seen or heard.
The Area lack rich diversity of avifauna. During the time of survey common birds like
Common crow, Pigeon, Pariah kite, Jungle babbler, Ring dove, Spotted dove, Indian
parakeet, Indian roller, Drango, White breasted king fisher, Common myna, Pond heron,
Sparrow, Coot, etc are recorded.
TABLE 4-20 : LIST OF COMMON AVIFAUNA RECORDED DURING SURVEY
S. No. Scientific Name Common Name Source Wildlife
Schedule
1. Acridotheres tristis Common Myna Sited IV
2. Athene brama Spotted Owlet Villagers IV
3. Columba livia Blue Rock Pigeon Sited IV
4. Corvus splendens House Crow Sited V
5. Cuculus canorus Cuckoo Villagers IV

6. Cutornix cutornix Quail Villagers IV

S. No. Scientific Name Common Name Source Wildlife

Schedule
7. Dicrurous adsimilis Drango Sited IV
8. Milvus migrans Pariah Kite Sited IV
9. Passer domesticus House Sparrow Sited IV

10. Psittacula krameri Roseringed Parakeet Sited IV
11. Pycnonotus cafer Red vented Bulbul Villagers IV
12. Turdoides caudata Common Babbler Sited IV
13. Bubulcus ibis Cattle Egret Sited IV
14. Halcyon smyrensis white throated Villagers IV
kingfisher
15. Ceryle rudis Pied kingfisher Villagers IV
16. Ardeola grayii Pond Heron Sited IV
17. Fulica atra Coot Sited IV
(Source: recorded during site visit and interaction with villagers)
Amphibians
Amphibians are recorded in ponds along the proposed project site and nearby settlements.
The commonly reported amphibians are Bull frog, Indian skipper frog and Indian cricket
frog.
Reptiles
During survey no reptilian species are noticed. The villagers mention the presence Agama
(Agama tuberculata), lizard (Calotes sp.) and skink (Scincilla sp.) in field, bushes along the
road site and waste land. Among Snakes Dhaman (Ptyas mucosa) are commonly encounter
by the farmers. Poisons snakes like Cobra (Naja naja), Banded Krait (Bungarus
multicinctus), Russel viper (Vipera ruselii), are rarely encounter by the farmers in the field.
Scorpions are commonly noticed by the villagers in the study area.

4.6.4 Aquatic Ecology

Along the proposed BRTs corridor a few large and small ponds are reported in adjacent or
within 100 m away. Other water bodies are
noticed near the proposed corridor. Three
small streams are crossing Road no. 2 but
they are seasonal and water is available
only during rainy season. They are part of
natural drainage of the area. No
established riparian was noticed during the
time of survey. Flora recorded along the
flows of stream and nalas are weeds, reeds
and bushes of Bahia (Ipomea carnea). At
some locations, scattered growth of wild
dates (Phoenix sylvestris) is noticed.
Photo 4-3 : Sendh Lake from Road No. 7
The nearest river reported is Kharum River,
which is about 5 km away. All these
streams finally drain into Kharum River. Lentic water bodies reported along the proposed
BRTs corridor are man-made ponds. No natural pond has been noticed in the study area.
These ponds are mostly perennial and are rain fed. These ponds are main source of water for
the villagers, for drinking, bathing, irrigation, feeding animals and other anthropogenic
activities. Along the edge of these ponds growth of hydrophytes like Ipomea carnea,
Marsilea villosa, Cenchrus cilitaris are noticed. Piciculture practices are commonly noticed in
these ponds. Figure 4-6 showing distribution of water bodies along the proposed BRTs
corridor.

FIGURE 4-6 : SHOWING LOTIC & LENTIC WATER BODIES ALONG THE PROPOSED CORRIDOR

4.7 SOCIO ECONOMIC ENVIRONMENT

This section discusses the baseline scenario of the socio-economic environment in the study
area and the anticipated impacts of the proposed project on the socio-economic environment.
The areas of discussion in this chapter are demographic structure, economic activity, education,
literacy profile, land use and infrastructure resources. The assessment attempts to predict and
evaluate the anticipated impacts of project upon people, their physical, psychological health
and well being, their economic facilities, cultural heritage, lifestyle and their value system.
4.7.1 Socio Demographic Profile
Population
Raipur is the capital of Chhattisgarh State with a population of 30,16,930 as per census 2001.
The Raipur city population is 6,70,042; the projected population at the decadal growth rate of
34.8% would house a population of 10.64 lakh in 2011 and 14.98 lakh in 20215.
The demographic details of Raipur urban agglomeration is given in Table 4-21
TABLE 4-21 : POPULATION GROWTH OF RAIPUR URBAN AGGLOMERATION
Year Population in Lakhs Growth Rate (%)

1951 0.89 --
1961 1.39 56.18
1971 2.06 48.2
1981 3.38 64.08
1991 4.61 36.39
2001 6.69 45.12
Source :Census of India
The decadal growth rate of Raipur increased from 36.39% in 1981-1991 to 45.12% in 1991-
2001. The decadal growth rate of the district at the same time was 30.14% and 18.97%. This
means higher urban growth rate in comparison to the overall population growth. The sex
ratio, and literacy rate of Raipur is given in Table 4-22.
TABLE 4-22 : SEX RATIO AND LITERACY RATE OF RAIPUR URBAN AGGLOMERATION
Area Sex Ratio Literacy Rate (%)

Raipur District 980 68.5
Raipur City 923 81.1
Source: Census of India 2001
The population composition of Raipur District is depicted in Figure 4-7 which clearly shows
the sizable percentage of SC and ST population.
5
CDP, Raipur

FIGURE 4-7 : POPULATION DISTRIBUTION IN VARIOUS CATEGORIES
Census of India 2001
Work Participation
This section provides a review of the present position and trends in the employment and
distribution of workers, based on various parameters. The workforce participation rate of
Raipur district is 41.9% and Raipur city is 32.4%, as per census 2001.The involvement in
different sectors is given in Table 4-23.
TABLE 4-23 WORK PARTICIPATION RATE
Total Workforce Main Workers Marginal Workers

Area
(%) (%) (%)
Raipur District 41.92 76.03 23.97
Raipur City 32.48 91.57 8.43
Census of India 2001
The employment pattern in the district is given in Figure 4-8 and Figure 4-9.
FIGURE 4-8 : MAIN WORKERS: ENGAGEMENT IN DIFFERENT SECTORS

FIGURE 4-9 : MARGINAL WORKERS : ENGAGEMENT IN DIFFERENT SECTORS
The figures above signify the dependency of urban population on other categories of
employment. This means that for sustainable growth, investment in the industrial sector and
provision of necessary infrastructure is the need of the day.
4.7.2 Social Profile
A project development entails a host of social concerns, which need to be identified for
sustainable growth in the area. To identify project related social concerns, a series of
consultations were carried out with the villagers who will be affected by the proposed project.
The villages covered in this process were Rakhi, Palaud, Nawagaon, Uparwara, Mana,
Dumar Tarai, and Serikheri.
The baseline information of these villages is summarized in the section given below:
Social Amenities
The amenities in the villages include electricity, water supply, telephone and sewerage.
Power supply in the villages is available but there are power cuts.
Water is available through hand pumps and a large portion of the population uses this source
of water for domestic use. Community ponds are also used by animals and for washing.
Land Holding
Most of the farmers have small land parcels. Two-thirds of land holdings are small (<2ha)6
with agriculture as the major land use along with a small portion, which is used for residential
purposes. Kharif is the dominant crop in the region.
Housing Characteristics
Houses are semi pucca in nature with some exceptions, constructed from locally available
material.
6
Chhattisgarh Livestock Development Policy,2006

Willingness to relocate
The village of Rakhi is to be rehabilitated completely for development of Naya Raipur. Naya
Raipur Development Authority (NRDA) has prepared a Rehabilitation Scheme based on the
Rehabilitation Policy of the Government of Chhattisgarh, wherein it is emphasized in the
Rehabilitation Plan7 that agricultural land for development is purchased from farmers by
mutual consent and that the Land Acquisition Act will not be used as far as possible. The
rates worked out for compensation are:
1. Land-
a. Rs 11 Lakh per hectare for irrigated land
b. Rs. 10.00 Lakh per hectare for un-irrigated land.
2. Additional Compensation – Rs 1 Lakh per hectare for irrigated and un-irrigated land
3. Compensation in lieu of special rehabilitation benefits- Rs. 2.75 Lakh per hectare.
4. Families, which need to be relocated, would be provided new houses in a residential
colony developed by NRDA within 5Kms distance from their existing homes.
Special benefits are also provided to the project affected landless labourers.
5. The provision of houses will be done as per the type of house presently owned by the
affected families.
Religious and Cultural Sites
There are a number of small religious structures very close to the proposed corridor:
1. Sitalla mata temple located in Nawagaon village
2. Bhasurur temple in Nawagaon Village
3. Hanuman temple near Telebandha Junction.
Among the above three religious structures Sitalla mata temple is affecting, therefore NRDA
is constructing new temple on opposite side of the road with acceptance of the Nawagaon
village people.
7
NRDA Rehabilitation Plan for Naya Raipur Project

Culture and Tradition

The local language used is
“Chhattisgarhi”. Traditional medical
practitioners are more acceptable to the
rural folk. Festivals celebrated in the
area are Gouri-Goura, Surti, Hareli,
Pola and Teeja, which are celebrated in
the month of 'Shravan'. The villagers
follow a traditional life style.
Roads and Communication

Photo 4-4 : Hanuman Temple Near Telibandha
The present road network in the district Junction
consists of National Highway-6 and 43.
Access roads from villages, which fall near the highway are used by the villagers who
commute easily by their own means or public/private transportation. While villages that are
far flung depend entirely on personal and private means to commute.
Livestock
Animal husbandry is a major
economic activity of villagers,
which includes poultry farming and
livestock. The goats, sheep, cows,
pigs and backyard poultry are the
most valuable species of livestock to
all groups of farmers as it fulfills
their own daily needs as well as is a
important source of income.
Photo 4-5 : National Highway near Pachipadanaka
Junction
4.7.3 Issues of the Local

Issues of the Local public and mitigation measures are summarized as follows:
TABLE 4-24: ISSUES AND MITIGATION MEASURES
Sr. No. Issues/Concerns of the local Mitigation Measures

1. Livelihood will be disturbed, in case Compensation paid by NRDA as per
of losing business and agricultural Rehabilitation Policy
land

2. Residential areas affected Construction of new houses for the affected

people
3. Compensation at the market rate Compensation paid by NRDA as per
should be provided to the affected Rehabilitation Policy
including those who are earning their
livelihood
4. Jobs may not be provided to local Labour will be engaged from local areas to the
people during construction maximum possible extent. Moreover, NRDA is
providing Training Programmes for improving
the life of the people nearby. They are providing
two to three months training in varied fields and
making them semi skilled labours with a training
certificate, which will be useful to them in
future. Trainings are provided for electricians,
plumbers, land surveyors, bar benders, etc. Type
of training is decided on the basis of
requirement. When sufficient numbers of people
gather for a particular skill, they are grouped and
trained by NRDA. Candidates are given food,
accommodation and some amount monthly
(Rs.2000/head/month).
5. Movement across the road to another Underpasses should be provided at strategic
village or fro collection of fodder or locations.
animal grazing would become very
difficult
4.8 PUBLIC CONSULTATIONS

To know the opinion of various groups of daily commuters, consultations were held to
identify their concerns and issues relating to the BRTS in April 2010. Efforts were made to
include vulnerable sections in order to voice their concerns. The groups that were consulted
on the services were women, students from university and colleges, residents of proposed
transfer station, commuters in Raipur city and conductors, drivers and owners of auto
rickshaws and buses both private and public (plying under contract with government on
select routes). The public consultations are provided as Annexure V.
4.8.1 Women commuters
Women are comfortable with the bus service as some seats are reserved for them, so they do
not face major problems and issues. They are of the opinion that BRT system can be
improved by means of increasing the frequency of buses. Currently they find the services are
limited and during specific times the frequency is very less. For long journey A/C buses
should be introduced considering the weather conditions in Raipur as the commuters face

hardship due to the extreme heat making the journey both uncomfortable and difficult.
Overall experience of the women with the BRT system can be summarized as largely good.
4.8.2 Consultation with students from university, colleges and schools
Students in the university and colleges are of the view that more BRTS bus services should
be provided during the morning and evening hours. Special University specials should be
introduced. Students should be issued concessional monthly passes for the BRTS.
Parents of school going children feel that the school administration will operate their own
buses if required in the near future for Naya Raipur and so do not have much stake in the
BRTS service.
4.8.3 Residents near Terminal at Agriculture Institute on NH-6
Most of the BRT buses on NH-6 will ply from the terminal which is planned to be developed
on land owned by Indira Gandhi Agriculture University. Passengers from city buses will de-
board at this point and then board buses plying under BRT system to Naya Raipur. The
identified land has 17-20 staff quarters. The discussion with residents of the identified
location gives an idea that most of the residents are working in university either on daily
wages or class IV employees during consultation with them they are of the view that
wherever university administration will shift them they are ready for it., while discussion
with University authorities reveals that after formal intimation for land requirement from
NRDA they will plan for dismantling and resettlement of the occupants.
4.8.4 Residents near Pachpedinaka -Doomar Tarai Terminal on NH-43
The plot to be developed as terminal on NH-43 is vacant land with no immediate settlements
or any features observed around it.
4.8.5 Commuters in Raipur city
Discussions were held with commuters travelling on different routes of the BRTS. Fare
charges are based on the distance which is more affordable. Contradictory to the flat rate
decided arbitrarily by the Auto rickshaw drivers, which is much higher than the BRTS rate.
BRTS commuters are of the view that the frequency of city bus service is not enough so these
should be increased. Commuters are of the opinion that traffic congestion can be decreased
by banning some type of vehicles especially rickshaws on particular roads. Some passengers
feel that A/c bus service should be introduced and that bus service should run on time.
4.8.6 Consultation with conductors, drivers and owners of private buses in Raipur and
Naya Raipur
At present the bus services are limited only to the identified routes. The government has
selected the operators through a process of tendering. It is expected by bus owners and
employees that for the new routes, operators will be selected similarly. Existing routes should
not be given to new operators as this will result in a loss for the current operators and their
employees.

5.0 Assessment of Potential Impacts and Mitigation Measures
BRTS Naya Raipur being a Greenfield project. BRTS is provided with a separate lane in the
Development Plan for the selected corridors on the developed road net work, expected to
cater high traffic volume generation in future. Potential environmental impacts are impacts on
land, water, air, noise and ecology. These impacts can be classified in to construction phase
and operation phase.
5.1 IMPACTS
5.1.1 Air
Construction Stage: As road network construction is completed, creating of BRTS on
existing road may not affect air environment much. Major impact on air during construction
phase, could be due to transportation of construction material to the terminal/depot site and in
turn their construction. Mostly bus stops will be erected with pre fabricated material hence
causing less air pollution.
Mitigation Measures: Care would be taken during transportation of materials, like covering
the material with tarpaulin, spraying water to avoid dust suspension. Provision of temporary
dust barriers while construction of terminals/depots, so that dust does not affect other areas.
The transportation vehicles will be provided with pollution control systems and regularly
checked so as not to exceed the emission levels.
Operation Stage: The project road network will significantly reduce the traffic congestion in
the city, as the BRT component will reduce the total transport demand and thereby reduces its
air pollutant emission.
Mitigation Measures: Naya Raipur city’s human activities, including industrial activities,
transport, and households are affecting the city’s air quality. Therefore, the project’s air
quality mitigation measures will be carried out along with other sectors’ air quality
improvement measures by local authority. Regular maintenance of BRT buses will keep air
pollution under control.
5.1.2 Noise
Construction Stage: Noise impacts are anticipated from heavy construction machinery for
the construction of terminals/depots and bus stops.
Mitigation Measures: The construction machinery will be attached with silencers and
regularly maintained. The DG sets will be provided with acoustic enclosures. Since the
project area is coming in a newly developing area with not much human habitations,
therefore noise will not have significant impact.
Operation Stage: Noise during operation stage will be due to plying of vehicles.

Mitigation Measures: Developing of green belt will reduce noise levels in future and
avoiding planning new sensitive receptors near major roads.
5.1.3 Surface and Groundwater

Construction Stage: Impacts to the water environment are anticipated due to soil erosion
process during construction of bus terminals/depots. Contamination of surface and ground
water with fuel and chemical spills; and discharge of wastewater from the equipment
maintenance shops. Water contamination can occur due to discharge of sewage from
construction camps.
Mitigation Measures: All these impacts will be for short time. To avoid contaminating water
sources from storm water and spills, designing of storm drains as per site conditions for storm
water management. Collection and disposal of spills immediately after occurrence of the
event. The oily waste/grease will be collected and skimmed by oil traps and sold to the
authorized agents. Whereas the sewage from construction camps will be collected in soak pits
and septic tanks.
Soil excavated from ponds is used for strengthening the bunds to

avoid erosion. These bunds will be covered with grass and shrubs.
Operation Stage: Significant impacts to surface or groundwater are
not anticipated. Surface run off from the BRTS route may affect
quality of water.
Mitigation Measures: The implementation of storm water management plan will reduce
contamination of water. Liquid waste from terminals will be treated in treatment plants and
oily waste coming out from the depots, will pass through the oil traps and sent to the
treatment plants for recycling. The recycled water will be used for gardening purpose.
5.1.4 Soil
Construction Stage: Soil erosion due to construction of bus terminals/depots. Not much soil
erosion will occur during construction of bus stops. Contamination of soil may comprise of
accidental spills of petroleum products and hazardous materials.
Mitigation Measures: Preventive and mitigation construction practices as minimizing areas
of soil clearance, selecting less erodible materials, planting vegetative cover around the area.
As BRTS is coming on the previously constructed road network, there will not be much
impact on soil erosion due to making of BRTS components on/beside existing roads.
Development and implementation of a spill management plan will be required.
Operation Stage: No significant environmental impacts to soil are anticipated during

operation of the road.

Mitigation Measures: Monitoring of storm water runoff and soil will be carried out along
these roads during the operation stage.
5.1.5 Trees
Construction Stage: Around 481 tree affected in BRT route.
Mitigation Measures: Tree plantation programs are being carried out along the BRT
corridor.
Operation Stage: The trees will have positive environmental impacts on urban landscapes,
contribute to soil erosion control, improve air quality, and create microclimate. To some
extent, roadside trees also provide noise protection.
Mitigation Measures: In total, 215 Ha of trees will be planted under the Project area.
Assuming 1200 trees per hectare, approximately 2,50,000 trees will be provided on either
side of the road and medians.
5.1.6 Urban Ecosystems and Landscapes

Construction Stage: Short-term impacts on urban ecosystem and landscapes are anticipated
during the construction stage. Construction waste at the terminals and depots, can impact the
hygienic environment and landscapes. As BRTS is coming on existing road network less dust
is expected. Moreover BRT corridor is coming up in newly developing area with very less
settlements.
Mitigation Measures: Mitigation measures include restricting construction works to
construction sites, halting earthworks at depots and terminals during monsoons, timely
cleaning of construction sites, and planting trees.
Operation Stage: The Project will have an impact on urban ecology and landscapes.
Whereas before the Project the rural ecosystems are mostly represented by agricultural and
rural ecological communities, it is expected that after the construction equilibrium will be
shifted toward urban communities. Biodiversity of the ecosystem will be reduced even
further. Provided that comparatively small areas planted with widespread local trees however,
no significant impacts on the urban ecosystem are expected. No rare or endangered flora or
fauna occur in the project area, and no impacts to such species are anticipated. No
considerable impacts to villages are anticipated, as these are located outside the project area.
Mitigation Measures: Planting trees along the roads will be undertaken to increase
biodiversity, enhance urban landscaping and aesthetic value.
5.1.7 Social Issues and Urban Infrastructure

Construction Stage: Urban traffic congestion can occur due to construction activities or
increased construction machinery traffic on some roads near the Terminals/Depots/ Bus stop

construction sites. The construction can cause temporary interruptions or increased loads for
such urban systems as water supply, natural gas pipelines, sewerage, energy, communication
lines, and heating. The impacts on urban traffic will be temporary and manageable, provided
close cooperation with the relevant urban infrastructure departments will be established.
Temporary electric and water supply schemes should be developed in coordination with the
relevant authorities to supply construction works with electricity and water.
Mitigation Measures: The Project Management Office will develop a traffic management
plan to prevent congestion and traffic jams by consulting with the Traffic Control
Department. Information on the urban construction status will be provided through television,
radio, and newspapers. Bulletin boards will be set up to publicize the objectives of the
projects, construction timetable, and grievance hotline. Safety measures will be adopted for
pedestrians’ and residents’ safety and convenience. These will include footbridges, fences,
and appropriately situated lighting.
Operation Stage: In the operation stage, the Project is anticipated to have positive impacts
on the social environment and urban infrastructure. Conflicts between NMT, motor vehicles,
and pedestrians will be minimized; traffic bottlenecks will be relieved, and the number of
road accidents will be reduced. Adverse health impacts associated with road traffic will be
reduced by minimizing vehicular emissions and noise. The Project will have a beneficial
impact on Naya Raipur investment competitiveness and attract more investors.
5.1.8 Religious and Cultural Structures affecting in the BRT route

A temple of Shitala Mata near Navagaon which was coming in the BRT corridor has been
shifted in the opposite direction, beside the Navagaon pond. Construction of this new temple
is almost over. This has been constructed with acceptance of Navagaon people. No other
religious structures come in the BRT corridor.
FIGURE 5-1: TEMPLE LOCATED ON THE BRT CORRIDOR

FIGURE 5-2: TEMPLE SHIFTED BESIDE NAVAGAON POND
5.1.9 Solid/Liquid Waste

Construction Stage: Solid/liquid Waste will be generated during construction of
Terminals/Depots.
Mitigation Measures: Construction waste will be disposed off in dump sites. Waste
oils/Greases from equipments will be collected in drums and disposed to authorized dealers.
Operation Stage: Solid waste will be produced at the Terminals/ Depots and cleaning of
roads. No significant impacts are anticipated during operation stage. ETPs will be provided at
Bus depots to treat waste water generated from depot activities. STPs will be provided at
terminals to treat waste water.
Mitigation Measures: Maintenance of the urban road should be organized, including
cleaning roads and drainage systems, collecting solid waste, etc. Solid waste generated at the
Bus Terminals and Bus Depots, will be sent to the local municipal authorities. Waste
oils/Greases from equipments as well as from ETPs will be collected in drums and disposed
to authorized dealers.

6.0 Environmental Management Plan
The scope of present environmental impact study includes delineation of Environmental

Management Plan (EMP). The aim of an environmental management plan is to avoid or
minimize impacts due to project implementation and where possible, enhance beneficial
effects.
6.1 THE ENVIRONMENTAL MANAGEMENT PLAN

The detailed impact identification and management plan during construction and operation
stage is delineated in Table 6-1 and Table 6-2.

TABLE 6-1 : IMPACTS AND MANAGEMENT PLAN DURING CONSTRUCTION STAGE
Sr. No. Environmental Management Plan Responsibility

parameter
Implementation Supervision
1. Air
Generation of Dust Dust can be suppressed by sprinkling of water Contractor NRDA
regularly hence reducing dust generation.
Temporary barriers will be provided around the
construction site of Terminals/Depots so that dust
does not spread in the nearby areas.
Emission from Vehicles Machinery and transportation vehicles are Contractor NRDA
and Equipments selected in compliance with emission standards.
They will be fitted with pollution control devices,
which will be checked at regular intervals to
ensure that they are in good working condition.
2. Noise
Noise from Vehicles and All vehicles and equipment used in construction is Contractor NRDA
equipment fitted with exhaust silencers. Servicing of all
construction vehicles and machinery are
maintained. Noise levels will be maintained
within limits.
3. Surface and Ground water
Construction camp sewage will be collected in Contractor NRDA
soak pits and septic tanks. Regular maintenance
of these pits and tanks to avoid spill outs.
Any kind of discharge into the water bodies is
strictly prohibited.


parameter
4. Soil
Temporary embankments will be made to avoid Contractor NRDA
soil erosion outside the terminals and depots.
5. Urban Ecosystems and Landscapes
Protection of planted trees and planting of more Contractor NRDA
trees.
6. Solid/Liquid Waste
Solid waste generated Disposal of waste oil and construction debris at Contractor NRDA
from construction regular intervals.
sites(Terminals/Depots), Garbage bins provided at the construction camps
construction camps etc. are regularly emptied and disposed in a hygienic
manner.
TABLE 6-2 : IMPACT IDENTIFICATION AND MANAGEMENT PLAN DURING OPERATION STAGE

parameter
1. Air
Emissions BRT buses will be using compressed natural Contractor for a period of 24 NRDA
gas as fuel. This system minimizes vehicle months
emissions (including greenhouse gas
emissions). Moreover, trees will be planted


parameter
on roadsides (curbs and medians) to reduce
pollutant concentrations.
Inspection and maintenance of vehicles will
be done at regular intervals.
2. Noise
Landscaping Planting of trees will reduce noise levels to a Contractor for a period of 24 NRDA
high extent. months
Vehicle Technology and Vehicle technology will enhance noise NRDA
Maintenance emission standards and reduce noise levels.
Enforcement of vehicular noise standards,
implement inspection and maintenance
programs, vehicles with excessive noise
should be gradually taken out of service.
Also, proper and regular maintenance of
vehicles will keep the noise levels under
control. Enforcement of vehicle speed
control, especially at night time.
3. Surface and Ground Water
NRDA is proposed to develop RWH system Contractor for a period of 24 NRDA
along BRT corridor and Bus Terminals/ Bus months
Depots.
Periodical cleaning of rain water harvesting
system to avoid clogging.
Regular maintenance of tank bunds which
are falling near to BRTS corridor.


parameter
4. Soil
Regular maintenance of storm water drains Contractor NRDA
along the BRT corridor and in terminals and
depots.
5. Trees
Trees and vegetation removed during Contractor for a period of 24 NRDA
construction phase would be replanted in months
other places. After road construction, trees
and grasses would be planted on either side
of the road network as well as in the
medians.
Total of 215 Ha trees will be planted under
the project area.
The plants selected should be pollutant
tolerant, able to absorb pollutants, dust-
resistant, noise reducing, and beautifying so
as to create an unspoiled green land area.
Types of plants that can survive easily
should be chosen.
6. Urban Ecosystems and Landscapes
Regular watering of trees, pruning and Contractor NRDA
removal of dried trees and leaf drops.
7. Solid/Liquid Waste
The solid waste will be collected daily by Contractor for a period of 24 NRDA
the local municipal authorities from roads months


parameter
and terminals/depots.
Periodical maintenance of ETPs at bus
depots and STPs at terminals.
Regular collection and disposal of waste oils
from bus depots.
Continuous maintenance of drainage system
in terminals/ depots.

6.2 SAFETY OF PEDESTRIANS DURING PLYING OF BRT BUSES WITHIN THE RESIDENTIAL
AREAS
Following safety rules should be adhered to while movement of BRT buses within the
residential areas.
• Various signages at the crossings will be provided. Signage would be in the form of
identifying entry and exit points to the BRTS corridor, speed limits, pedestrian
crossings, blow horn sign, traffic lights, speed breakers, etc. Footpaths and walkways
along the road side would add to the safety of the pedestrians.
• Signage should be in easily understandable symbols, maps, pictorial depictions or

written (bilingual and will include the local spoken languages).
• BRTS corridors will be demarcated on the ground and clear signals will be marked on
the roads.
6.3 PLANTATION ALONG ROAD SIDE

Automobiles may be considered as ground level, mobile sources of pollution of both type –
gaseous as well as particulate. Components of green belts on roadside hence, should be both
absorbers of gaseous as well as of dust particles, including even lead particulates. Choice of
plants for roadside plantations may be for containment of pollution and for formation of a
screen between traffic and roadside residences. This choice of plants should include shrubs of
height 1 to 1.5 m and trees of 3 to 5 m height. The intermixing of trees and shrubs should be
such that the foliage area density in vertical is almost uniform.
An ideal tree for plantation in the green belt should have following characteristics:
• Fast growth rate for quick development
• Strong branches with durable canopy having capacity of withstanding storm
• Large leaf size for more retention of pollutants
• Dense foliage for better trapping of pollutants
• Long life span for extended life of green belt
List of plants suitable for pollution, dust and noise pollution attenuation are mentioned below.
TABLE 6-3 : LIST OF PLANTS TO BE PLANTED ALONG THE ROAD SIDE
S.No Common Name Scientific Name Tolerant

1 Siris Albizia lebbeck Pollutant, Dust
2 White Siris Albizia procera Pollutant, Dust
3 Neem Azadirachta indica Pollutant, Dust
4 Jangli saru Casuarina equisetifolia Pollutant, Dust
5 Sissoo Dalbergia sissoo Pollutant, Dust

6 Gamhar Gmelia arborea Pollutant,

7 Madhua Madhua indica Pollutant, Dust
8 Bakain Melia azaderach Pollutant, Dust
9 Pongam Pongamia pinnata Pollutant
10 Khejri Prosopis cineria Pollutant
11 Sal Shorea Robusta Pollutant, Dust
12 Jamun Syzygium cumini Pollutant, Dust
13 Tamarind Tamarindus indica Pollutant
14 Arjun Terminalia arjuna Pollutant, Dust, Noise
15 Myrobalan Terminalia bellerica Pollutant, Dust
16 Bair Zizyphus mauritiana Pollutant, Dust
17 Semal Bombax ceiba Pollutant, Dust
18 Kadamb Anthocephalus cadamba Pollutant, Dust
19 Devil tree Alstonia scholaris Pollutant, Dust, Noise
20 Shisam Dalbergia latifolia Pollutant, Dust
21 Bougainvillia Bougainvillea spectabilis Pollutant, Dust
22 Kaner Nerium indicum Pollutant, Dust
23 Kaner Indian oleander Pollutant, Dust
24 Weeping fig Ficus Benjamina Pollutant
25 Dhak Butea monosperma Pollution, Dust, Noise
26 Indian Coral tree Erythrina variegata Pollution, Dust, Noise
27 Tamarind Tamarindus indicus Pollution, Noise
6.4 THE ENVIRONMENTAL MONITORING PROGRAMME

For effective implementation of the EMP, it is essential that an effective monitoring
programme be designed and carried out. The objectives of the monitoring programme are:
• To ensure that the measures suggested herein are being taken during construction
• To evaluate the efficiency of the proposed mitigation and enhancement measures
• To investigate the adequacy of the EMP as well as suggest improvements to it
• To generate data that could be incorporated in future EMPs
• To evaluate what additional enforcement is required for the effective implementation
of the EMP.
6.4.1 Ambient Air Quality Monitoring
Ambient air quality parameters recommended for BRT development are RPM, SPM, CO,
NOx, HC, SO2 and Pb. These are to be monitored at designated locations twice a year for
atleast five years from the commencement of construction. Twenty-four hours basis air
quality data should be generated over three days at all identified locations.

6.4.2 Water Quality Monitoring

Water quality will be monitored for pH, total solids, total dissolved solids, total suspended
solids, oil & grease, COD, chloride, lead, zinc and cadmium by Standard Methods.
Monitoring should be carried out once in a year starting at the scheduled time of construction
for five years.
6.4.3 Ambient Noise Monitoring
Noise level measurements will be carried out at all designated locations along the project
corridors. Twenty-four hours of sound pressure levels on an hourly basis will be monitored
with regular intervals during BRT construction and operation phases. Noise should be
recorded at a weighted frequency using a slow time response mode of the measuring
instrument.
6.5 BUDGET FOR ENVIRONMENTAL MANAGEMENT PLAN

The Environmental Management Budget for the BRT project as Capital Cost and Recurring
Cost is given in Table 6-4 and Table 6-5.

TABLE 6-4: ENVIRONMENTAL BUDGET FOR BRT - CAPITAL COST
COMPONENT ITEM Unit Unit Cost (Rs.) QUANTITY Total Cost (INR)
Management Costs
Sewage Treatment Plant at two Terminals KLD. 10,00,000 2 20,00,000
Effluent Treatment Plant with Oil Separator
KLD. 50,00,000 1 50,00,000
Water at Depot
Construction of Rainwater Harvesting
No. 50,00,000 5 250,00,000
Structure
Greenbelt Development/Plantation of trees
Greenbelt Ha 50,000 215 Ha 107,50,000
Sub-total Management Measures (A) 427,50,000
Monitoring Costs
Monitoring at 2 specified locations –
2 stations X 4 seasons X for 2
1) 0.5km from crusher
Air Quality No. 3500 years 56,000
2) Near New Capital Complex – Road
=16 samples
No. 2
One drinking water sample at the 1 location X every quarter X 2
Water Quality construction camp site No. 2500 years 20,000
= 8 samples
Monitoring at 2 specified locations –
2 stations X 4 seasons X for 2
1) 0.5km from crusher
Noise Quality No. 1000 years 16,000
2) Near New Capital Complex – Road
= 16 samples
No. 2

Sub-total Monitoring Costs (B) 92,000
Total Costs (A+B) 428,42,000
TABLE 6-5: ENVIRONMENTAL BUDGET FOR BRT - RECURRING COST
Management Costs
Maintenance of Sewage Treatment Plants
KLD 1,00,000 2 2,00,000
at the two Terminals
Maintenance of Effluent Treatment Plant at
KLD 2,00,000 1 2,00,000
Depot
Maintenance of Storm Water Drains (Total
45.8 X 2
length of BRT corridor – Road Nos. Lumpsum 2,50,000
Water 91.6 km
1,2,4,5,12/2A,13 is 45.8 km)
Maintenance of Tank Bunds constructed
Lumpsum 2,50,000
along BRT corridor
Periodical Cleaning of Rainwater
Harvesting Structures (Considering 40 No. 5,00,000 5 25,00,000
structures)
Watering of trees, pruning of trees, removal
Green Belt of dried leaves Lumpsum - - 12,00,000

Cleaning and collection by municipal
authorities Lumpsum - - 10,00,000
Solid Waste Disposal of waste oils from depots

Lumpsum - - 5,00,000
Sub-total Management Measures (C) 61,00,000
Monitoring Costs
2 stations X 12 months X
Air Quality At specified locations within the site No. 3500 for 1 year 84,000
=24 samples
1 Sample each in pre-
One sample will be collected for the
monsoon and post-monsoon
surface water quality from the natural
Water Quality No. 2500 season for 1 year 5000
stream or ponds or drains in the BRT
= 2 Samples X 1 year
stretch
= 2 samples
2 stations X 4 seasons X 1
Noise Quality At 2 specified stations quarterly No. 1000 year 8000
=8 samples
Sub-total Monitoring Costs (D) 97,000
Total Costs (C+D) 61,97,000

7.0 Summary & Conclusions
The proposed BRT is essential for the future development of Naya Raipur. The project
addresses the sustainable urban development through its road network implementation and
traffic management system. It will provide a key premise for the district’s sustainable
development. By sharing the city functions with the existing urban centre, district
development will contribute to the sustainable development of the entire Raipur city. The
project includes two components for urban traffic sustainability: 1) development of the BRT,
2) utility facilities. The EIA revealed that the BRT System at Naya Raipur will have not
much environmental impacts on soil, air, water, urban and rural ecosystems, economic
activities, communities and society.
The EMP will reduce environmental impacts to acceptable levels. It includes environmental
protection measures for all potential environmental impacts and a monitoring plan. It also
designates relevant organization’s environmental responsibilities. The EMP ensures
implementation of the environmental mitigation measures during construction and operation.
Therefore, the BRT project will be implemented in an environmentally sound manner and
will effectively contribute to the sustainable urban development of Chhattisgarh and the
future development of Naya Raipur.

ANNEXURE – I ENVIRONMENTAL CLEARANCE FOR NAYA RAIPUR
















ANNEXURE – II CLIMATOLOGICAL SUMMARY FOR IMD STATION AT RAIPUR
Table 1 discusses the long-term climate trend of secondary data collected for the IMD station
located in Raipur, over the period of 1951-1980.
Table 2 discusses the decadal trend of secondary data collected from IMD Pune, over a period
of 1993-2002.
TABLE 1: CLIMATOLOGICAL SUMMARY FOR IMD STATION AT RAIPUR (1951-1980)
Mean
Mean Max. Mean Min. Total Predominant
Relative Wind
Month Temperature Temperature Rainfall Wind
Humidity Speed
(°°C) (°°C) (mm) direction
(m/s)
January 27.5 13.3 50 6.7 1.1 N
February 31.1 16.5 41 12.3 1.4 N
March 35.5 20.8 33 24.6 1.7 N
April 39.6 25.3 31 15.7 2.2 W
May 42.0 28.3 31 18.8 2.6 W
June 37.4 26.5 58 189.8 3.0 SW
July 30.8 24.0 81 381.0 3.0 SW
August 30.2 23.9 83 344.7 2.6 W
September 31.3 23.9 77 230.2 2.0 W
October 31.6 21.5 64 53.9 1.4 NE
November 29.6 16.5 54 7.4 1.1 NE
December 27.3 13.2 52 3.7 0.9 NE
Average/
32.8 21.1 55 1288.8 1.9
Total
Source: Climatological Table, IMD
TABLE 2: CLIMATOLOGICAL SUMMARY FOR IMD STATION AT RAIPUR (1993-2002)
Mean Max. Mean Min. Relative Total

Month
Temperature (°°C) Temperature (°°C) Humidity Rainfall (mm)
January 27.6 13.0 59.1 10.2
February 30.6 16.3 54.1 19.1
March 35.4 20.2 39.3 15.6
April 40.0 24.7 36.2 13.5
May 41.9 27.5 39.2 19.6
June 37.1 26.0 64.0 176.9
July 31.7 24.3 82.3 347.5
August 30.0 23.9 86.7 379.9
September 31.0 23.6 83.0 195.1
October 31.7 21.4 73.9 60.5
November 29.9 16.2 63.3 13.1
December 28.0 12.7 57.5 1.8
Average/ Total 32.9 20.8 61.5 1252.7
Source: IMD Pune

ANNEXURE – III TRAFFIC MONITORING DATA

TABLE 3: TRAFFIC MOVEMENT AT NH-43 – WEEKDAY
Average Number of Vehicles

Two Three Cars and Busses & Cycle
Time HMV Cycles
Wheelers Wheelers vans Lorries Rikshaw
0100 17 5 21 17 17 1 0
0200 14 6 19 28 28 2 1
0300 22 14 28 28 33 1 0
0400 25 24 35 59 47 2 0
0500 39 35 61 68 40 3 0
0600 59 34 78 105 60 1 1
0700 108 60 110 120 44 0 0
0800 109 48 127 147 41 0 1
0900 134 34 166 151 48 4 0
1000 152 43 159 164 52 0 0
1100 164 37 181 170 41 0 0
1200 170 28 187 173 54 2 1
1300 167 22 197 145 43 4 2
1400 153 21 168 128 52 0 2
1500 130 26 165 114 37 0 0
1600 143 34 157 94 34 2 0
1700 156 42 131 107 35 0 0
1800 153 53 116 98 33 0 1
1900 125 35 105 69 41 0 0
2000 115 43 96 56 45 0 0
2100 98 29 78 43 47 0 0
2200 73 22 52 35 31 0 0
2300 42 17 34 26 23 1 1
2400 21 6 13 12 16 1 1

FIGURE 1: TRAFFIC DENSITY – NH 43- WEEKDAY
Vehicular move ment on weekdays at NH-43

250
Number of vehicles
200
150
100
50
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Tim e of the Day
T wo Wheelers T hree Wheelers Cars & Vans Busses & Lorries

HMV Cycles Cycle Rikshaw
TABLE 4: TRAFFIC MOVEMENT AT NH-43 – WEEKEND

Time HMV Cycles
0100 9.0 7.0 15.0 11.0 14.0 0.0 0.0
0200 5.0 9.0 13.0 15.0 29.0 2.0 1.0
0300 15.0 10.0 23.0 16.0 36.0 1.0 1.0
0400 13.0 24.0 23.0 26.0 39.0 1.0 0.0
0500 28.0 28.0 36.0 50.0 35.0 0.0 0.0
0600 38.0 26.0 40.0 65.0 39.0 0.0 0.0
0700 26.0 37.0 48.0 71.0 41.0 0.0 0.0
0800 61.0 50.0 76.0 84.0 36.0 0.0 0.0
0900 64.0 42.0 104.0 97.0 36.0 1.0 0.0
1000 76.0 34.0 80.0 135.0 38.0 2.0 0.0
1100 67.0 40.0 132.0 123.0 34.0 0.0 1.0
1200 100.0 30.0 124.0 154.0 30.0 1.0 0.0
1300 78.0 23.0 131.0 128.0 36.0 2.0 0.0
1400 59.0 19.0 126.0 91.0 35.0 0.0 2.0
1500 68.0 16.0 134.0 85.0 30.0 1.0 0.0
1600 42.0 17.0 112.0 66.0 26.0 0.0 0.0
1700 37.0 28.0 94.0 69.0 26.0 0.0 0.0
1800 28.0 15.0 88.0 56.0 23.0 0.0 0.0
1900 33.0 21.0 86.0 44.0 34.0 0.0 0.0
2000 24.0 9.0 73.0 38.0 27.0 0.0 0.0
2100 20.0 13.0 61.0 30.0 27.0 0.0 1.0
2200 26.0 10.0 41.0 24.0 16.0 0.0 0.0


Time HMV Cycles
2300 15.0 5.0 31.0 19.0 14.0 0.0 1.0
2400 8.0 5.0 7.0 5.0 11.0 0.0 3.0
FIGURE 2: TRAFFIC DENSITY – NH 43- WEEKEND
Vehicular movement on NH-43 on weekend

200.0
Number of Vehicles
150.0
100.0
50.0
0.0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
T ime of the day
T wo wheelers T hree wheelers Cars & Vans Busses & Lorries

TABLE 5: TRAFFIC MOVEMENT AT NH-6 – WEEKDAY

Time HMV Cycles
0100 14 10 24 17 25 2 1
0200 22 12 23 26 25 1 1
0300 23 17 30 35 22 0 0
0400 25 23 38 53 32 1 1
0500 33 33 51 52 34 3 0
0600 36 37 69 81 45 1 2
0700 61 42 90 98 51 0 0
0800 75 56 98 127 46 1 1
0900 86 46 132 133 50 0 1
1000 107 47 146 147 41 0 0
1100 132 40 157 147 50 1 0
1200 131 37 161 159 57 0 0
1300 138 46 176 142 50 1 1
1400 135 31 157 132 42 0 2
1500 121 31 140 106 32 0 0
1600 127 26 123 95 25 1 0
1700 147 31 115 88 39 0 0


Time HMV Cycles
1800 125 36 109 80 39 1 1
1900 69 31 100 69 35 0 0
2000 46 25 85 58 38 2 1
2100 31 24 72 46 58 0 1
2200 21 21 50 41 42 0 0
2300 18 15 34 26 32 2 0
2400 10 6 23 16 27 2 0
FIGURE 3: TRAFFIC DENSITY – NH 6- WEEKDAY
Weekday Vehicular Movement on NH-6

200
Number of vehicles
150
100
50
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
T ime of the day
T wo wheelers T hree Wheelers Cars & Vans Busses & Lorries

TABLE 6: TRAFFIC MOVEMENT AT NH-6 – WEEKEND

Time HMV Cycles
0100 7 8 13 13 21 0 1
0200 7 10 13 13 33 0 0
0300 13 13 20 19 40 2 2
0400 10 15 22 22 48 1 0
0500 22 22 30 28 39 0 0
0600 34 26 34 50 39 0 0
0700 30 32 42 56 39 0 2
0800 46 37 58 76 35 2 1
0900 56 34 83 90 48 1 0
1000 66 40 66 104 37 0 0
1100 56 40 101 116 31 0 0


Time HMV Cycles
1200 92 34 108 131 33 1 0
1300 66 31 101 125 34 3 0
1400 53 24 115 80 34 0 0
1500 43 21 114 76 27 3 0
1600 33 17 106 60 33 0 0
1700 29 26 93 58 29 0 0
1800 24 15 78 53 25 0 0
1900 21 26 83 41 28 0 0
2000 17 14 68 34 34 0 0
2100 15 13 50 23 30 0 1
2200 22 8 36 21 26 1 0
2300 11 7 28 16 14 0 3
2400 6 5 9 7 14 0 1
FIGURE 4: TRAFFIC DENSITY – NH 6- WEEKEND
Weekend Vehicular Movement on NH-6

140
120
Number of Vehicles
100
80
60
40
20
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time of the Day
Tw o Wheelers Three Wheelers Cars & Vans Busses & Lorries

ANNEXURE – IV TYPES OF SOIL IN CHHATTISGARH
A wide variety of soil types are found in Chhattisgarh.

The soil of the study area is very shallow, yellowish brown to reddish brown, sandy clay
loam to clay loam. The agricultural properties and fertility status of the soil of this region are
generally poor and not suitable for the growth of the various kinds of crops.
In the study area, there water bodies in the form of lakes, ponds, nallahs and irrigation canals.
Land is irrigated using surface water. Rain water is the main source for irrigation.
A variety of factors control soil formation - climate, biotic factors, relief, drainage, parent
rock materials and time. The soils in the region are as follows:
Vertisol
A soil in which there is a high content of expansive clay known as montmorillonite that forms
deep cracks in drier seasons or years. Typically form from highly basic rocks such as basalt
in climates that are seasonally humid or subject to erratic droughts and floods. Depending on
the parent material and the climate, they can range from grey or red to the more familiar deep
black.
Alfisols
Having clay-enriched subsoil with a relatively high native fertility "Alf" refers to Aluminium
(Al) and Iron (Fe). Alfisols have undergone only moderate leaching. By definition, they have
at least 35% base saturation, meaning that Calcium, Magnesium, and Potassium are relatively
abundant
Ultisols
“Red clay soil", defined as mineral soils containing no calcareous material anywhere within
the soil, with less than 10% weatherable minerals in the extreme top layer of soil, and less the
35% base saturation throughout the soil. These are found in Pilari, Baloda Bajar,Bilaigarh
and Rajim area and various other parts of the district too.

FIGURE 5: SOIL TYPES IN RAIPUR (CHHATTISGARH)

ANNEXURE – V PROCEEDINGS OF THE PUBLIC CONSULTATION

Different sections of people were explained about the BRT project and were asked to voice their
concerns, suggestions and views for the same. The public consultation was carried out from 14th to
16th April 2010 by Mr. Ahsan Najeeb and Ms. Rajani Iyer (SENES Representatives) at varied
locations in Raipur city and their consultations have been provided below.
1) WOMEN COMMUTERS
Location: Bus stops, Residential Colonies
Date: 14th April, 2010.
Time: 11:00am to 1:30pm
1. Asha Verma --- told that sufficient seats should be reserved for women.
2. Dhanlakshni Jain is of the Opinion that frequency of buses should be increased.
3. Sudha Sahu --- said some ladies special buses should be run in peak hours.
4. Maahi Chaubey --- told that AC buses must run for long distances, as extreme weather makes
journey uncomfortable and difficult.
5. Seema Nigam --- feels bus routes are limited and frequency is less BRT buses should reach
till major masses and more number of buses provided.
6. Ruchi Srivastav --- told that ladies seats should be reserved in all buses and should be marked
properly and maintained strictly.
7. Usharani Dubey --- wants the buses to run on correct time, hence can be relied upon.
8. Bharati Sahay --- told travelling in normal buses makes the journey painful. AC buses with
low fares should be started, so that the travel becomes relaxing.
9. Sanjana Goyal --- has odd working hours and so wants frequency of buses to increase.
10. Mahavi Singh --- said that some bus seats be booked for ladies and elderly persons and that
ladies entry be from front door and men enter from rear door.
2) CONSULTATION WITH STUDENTS FROM UNIVERSITY, COLLEGES AND SCHOOLS

Location: Bus stops, Near University and college
Time: 9:00am to 11:30am
1.) Manish Diwan --- Student of Bodhi Satva High school feels number of buses plying during
morning and evening hours should be increased.
2.) Dinesh Naidu --- Student of Nac Mit Pt college feels students should be issued monthly
passes as it will encourage them travel by bus which in turn will decrease congestion and
traffic on road.
3.) Nitin Rai --- Student of Gurukul Institute says special university buses should be introduced
for the students of different universities.
4.) Vikas Pali --- Student of RIT has an opinion that concessional seasonal or monthly bus
passes should be introduced for students.
5.) Rajan Dahariya --- Student of Agrasen Mahavidhyalaya feels that more number of buses
should run during the morning and evening hours, which will make traveling easier for
students without congestion in buses.

6.) Aditya Dixit --- Student of RIT feels special university buses should be introduced for the
students along with other people.
7.) Seema Lalwani --- Student of Disha Institute of Management & Technology feels more
number of buses should ply during morning and evening hours.
8.) Lalit Yadav --- Student of Government Medical college feels more number of buses should
be introduced so that traveling will be more comfortable.
9.) Krishna Soni --- Student of Government Medical college feels existing number of buses is not
at all sufficient and more number of buses should be introduced.
10.) Kunal Dhawan --- Student of RIT syas bus passes should be issued to the students which will
decrease the traffic as more students will be using public transport rather than their own
transport.
3) CONSULTATIONS WITH PERMANENT AND TEMPORARY EMPLOYEES OF THE IGAU
Location: Indira Gandhi Agricultural University

Time: 6.00 pm to 7:30 pm
1. Upadhyaya ---As the family is staying in staff quarters they are willing to move where
the university accommodates them.
2. N.L. Shrivastava---both the husband and wife are not keeping good health and
therefore he and his family want to be accommodated within the campus to reduce
problems they will face if shifted from out of the university campus.
3. Dinesh Bhosale---Working as a peon in one of the departments feels that the
university will make the necessary arrangements as the staff quarters they are living in
are old and the families of the staff members have made partitions inside to
accommodate their enlarging families.
4. S. Yadav ---Felt that as they were working and staying in the houses provided by the
university, then even if the land is given for any project the university will shift them
to other houses within the campus.
5. R. S.Tiwari---Referred to a road near their houses which is connecting their houses
and a residential complex to the highway and mentioned that another road will have to
be provided to enable people to go about their activity.
4) COMMUTERS IN RAIPUR CITY

Location: Bus stops, Near Offices
Time: 3:00pm to 5:30pm
1.) Ratan Sahu --- Government employee, feels number of buses should increase as he finds
difficult to reach office once he misses bus.
2.) Ashok Gupta --- Feels A/c buses should be introduced as it will make the journey
comfortable.

3.) Rahul Verma --- Says frequency of the buses should be more from one destination to other as
it would decrease the load in the bus.
4.) Anil Jain --- A local businessman feels autorickshaws should be banned in some routes as
they charge more rates and create kiosk in traffic.
5.) Ved Prakash Banchor --- Private job employee finds it difficult to travel during summer
season and recommends A/c buses in different routes.
6.) Ashish Thakur --- Informed about the congestion in the present road and feels autorickshaws
and heavy vehicles should be banned on some routes.
7.) Umesh Rawat --- Employee, says frequency of the buses should increase and buses should be
more spacious.
8.) Uttam Devangan --- Feels buses should maintain proper timing and also number of buses
plying should increase.
9.) Riya Agarwal --- Thinks charges of the bus service is very much affordable and will be good
if the buses run on time.
10.) Kripa Soni --- Feels number of buses plying in the city should increase and also proper
timing should be maintained.
5) CONSULTATIONS WITH CONDUCTORS, DRIVERS AND OWNERS OF PRIVATE BUSES

Location: Bus stands, Bus Depots
Time: 3:00pm to 5:30pm
1. Deendayal Sharma --- feels that introducing BRT would be good for city’s progress but the
existing buses should also be allowed to continue.
2. Babubhai Bhagel --- is of the opinion that existing bus drivers and conductors should be
appointed for the new bus services, hence improving their lives.
3. Amit Sahay --- told that BRT buses must run in different routes, so as not to affect their daily
income.
4. Mahendra Chandrakar --- (Owner of private bus firm) told that bus operators must be selected
by a procedure of tendering, as near the case for appointing existing operators.
5. Raja Kumar --- told that bus lanes and other vehicle lanes should not be mixed anywhere, as it
will disturb traffic and affect punctuality/efficiency of buses.
6. Daneshwar Sahu --- told that buses should be stopped only at bus stops and no other places.
7. Rajesh Chandrakar --- feels that the existing routes should not be given to new operators as it
will result in loss of current operators and their employees.

ANNEXURE – VI COMMENTS OF WORLD BANK
TABLE 7: COMPLIANCE OF THE WORLD BANK COMMENTS (13TH SEPT 2010)

Sr.
Comments of World Bank Clarifications/Arguments
No.
There is no mention of consultations
carried out. In that regard, of particular
importance are consultations within
Public Consultation with the relevant
Raipur city where the new facilities
stakeholders like local residents, people residing
are coming up. Concerns from relevant
1. near the terminals, commuters from Raipur city,
stakeholders, including local residents,
women commuters, students, etc. have been
should be documented and the way
conducted and presented in the EIA report.
they are (to be) handled in the project
design and implementation should also
be clarified.
No analysis of alternatives is
presented. For instance, I remember
we had a location initially considered
for the bus stop close to the CM
According to NRDA, no alternatives other than
residence where tree cutting would
the current ones were proposed for Bus
2. have been an issue which is now
Terminals, Bus Depots, Bus Stops and Bus
changed to a plot outside the city.
Routes.
Such analysis would give the readers
who may not be familiar with the site
enough confidence that these issues
were indeed considered.
Some mitigation and enhancement ETP with Oil separation facility will be
measures that can actually show value provided at the bus depot, where the oily waste
that the EIA can bring - provision of will be sold to local authorized agents and
oil and grease traps where bus recycled water will be reused for gardening
maintenance is to be carried out, purpose.
public utilities like drinking water
3.
spouts, and toilets, provision of water Bus Terminals will be provided with drinking
harvesting, etc. seem to have been water spouts and other public amenities.
missed out.
NRDA proposes to develop RWH system along
the BRT corridor and Bus Terminals and
Depots.
There is no discussion of Safety due to Proper signages like entry and exit points of
the movement of buses within the BRT, traffic lights, speed breakers, pedestrian
colony areas. If it is already clear that crossings, blow horn sign, speed limit
4. this will be handled properly, it would indication, marking BRT corridor on the roads,
be useful to give the steps proposed to providing footpaths and cycle paths will be
be taken for such an influx of buses at provided to improve the safety within the
fixed hours. colony area.

TABLE 8: COMPLIANCE OF THE PMCS COMMENTS (15TH SEPT 2010)

Sr.
Comments of PMC Clarifications/Arguments
No.
There is a need to revisit the
The earlier comments have been answered
observations/comments provided
appropriately and a compliance report for the
1. earlier and if any doubt prevails then
same has been prepared and attached as
to seek clarification before submitting
appendix in the final EIA report.
the report.
The second chapter needs prudent
2. Done
editing.
Analysis of Alternative needs to be According to NRDA, no alternatives other than
worked out as, also, pointed out by the current ones were proposed for Bus
3.
W.B’s observation and presented in a Terminals, Bus Depots, Bus Stops and Bus
separate chapter. Routes.
Public Consultation needs to be Public Consultation with the relevant
presented. stakeholders like local residents, people residing
4. near the terminals, commuters from Raipur city,
women commuters, students, etc. have been
conducted and presented in the EIA report.
Chapter 4 should prudently give
rational project specific data rather
5. Done
than starting with definitions of the
attributes.
Chapter 5 ‘Assessment of Potential
Impact & Mitigation measures’ &
Chapter 6 ‘Environment Management
6. Done
Plan’ is weak and needs to be
strengthened corresponding to data in
chapter 4.
Chapter 7, Summary & Conclusions
7. needs to be updated in light of the Done
above changes.

TABLE 9: COMPLIANCE OF PMC COMMENTS (16TH NOVEMBER 2010)

Sr.
Comments of PMC Clarifications/Arguments
No.
Analysis of alternative has to be
developed as discussed i.e.,
1. without/with project, trade-off Sec 2.7 Analysis of Alternatives
between optional locations of any
facility etc., leading to final selection.
Public Consultation needs to be
Annexure – V Proceedings of the Public
2. supported by necessary
Consultation
documentation.
The Budget as discussed is erroneous
and needs to be brought in line with
3. Table 6-4 and Table 6-5
the desired Envionmental
management.
Chapter 1.2, Pg no. 3 Cover facilities
4. Done
within BRT scope at Raipur, also.
Chapter 2.7.1, Pg no. 12 Could we
5. have a map in which various BRT Done
components are clearly shown.
2.7.2 Could you provide the figure in
6. Done
the main text
Chapter 3.0 Could we have short
7. discussion of applicable
Environmental legislations
Chapter 3.1 Do put the Environmental
8. Clearance for Naya Raipur in the Annexure – I EC for Naya Raipur
Annex.
Chapter 4.2 Could you provide the
9. Provided
Latitude/Longitude of the project area.
10. Chapter 4.3 Avoid giving definition. Done
4.3.1 A Avoid giving definition and
11. Done
keep historical data in Annex.
12. 4.3.2 Avoid giving definition. Done
13. 4.3.3 Avoid giving definition. Done
4.3.4 Keep explanations pertaining to
14. the table (bullets etc.) at the bottom of Done
the table.
4.6.4 Are no. of streams crossing BRT
corridor. If so, give name of
15. Done
significant ones and chainages (where
crossed by BRT corridor) of others.
Chapter 5 Could we have the analysis
of potential impact/mitigation Provided the attributes in the same order as in
16.
measures of the attributes covered in baseline chapter.
the baseline and in the same sequence.

Are you referring to area to be planted

in the mitigation? Could you give the
17. Provided
identified locations and the numbers
too.

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Final Report

ENVIRONMENTAL IMPACT ASSESSMENT

SENES Consultants India Pvt. Ltd.

1.0 Introduction ............................................................................................................. 1

SENES/H-20044/January 2011 i IDFC

3.2.1 Application of the ESMF ............................................................................... 26

SENES/H-20044/January 2011 ii IDFC

5.0 Assessment of Potential Impacts and Mitigation Measures ................................. 68

SENES/H-20044/January 2011 iii IDFC

SENES/H-20044/January 2011 iv IDFC

Table 4-15 : Soil Sampling Locations ................................................................................ 47

SENES/H-20044/January 2011 v IDFC

SENES/H-20044/January 2011 vi IDFC

SENES/H-20044/January 2011 vii IDFC

SENES/H-20044/January 2011 viii IDFC

SENES/H-20044/January 2011 ix IDFC

NAAQS : National Ambient Air Quality Standards

SENES/H-20044/January 2011 x IDFC

TAZ : Traffic Area Zones

SENES/H-20044/January 2011 xi IDFC

SENES/H-20044/January 2011 1 IDFC

1.1 PROJECT BACKGROUND

Phase Horizon Year Cumulative Population Area (Ha)

SENES/H-20044/January 2011 2 IDFC

1.2 SCOPE OF STUDY

SENES/H-20044/January 2011 3 IDFC

1.3 STRUCTURE OF EIA REPORT

SENES/H-20044/January 2011 4 IDFC

2.0 Project Description

2.1 NAYA RAIPUR

SENES/H-20044/January 2011 5 IDFC

2.2 NEED OF THE PROJECT

2.3 PROJECT BENEFITS

SENES/H-20044/January 2011 6 IDFC

2.4 ROAD NETWORK PROPOSED IN NAYA RAIPUR

Road Description Length Number of Lanes

SENES/H-20044/January 2011 7 IDFC

Road Description Length Number of Lanes

2.5 TRAVEL DEMAND ANALYSIS

SENES/H-20044/January 2011 8 IDFC

FIGURE 2-2 : MODAL SHARE IN INTRA-CITY PASSENGER TRIPS

SENES/H-20044/January 2011 9 IDFC

Passengers Per Hour Per Direction Traffic Flow

1. 2013 800 – 1500

2.5.1 Traffic Assignment

SENES/H-20044/January 2011 10 IDFC

Nawagaon chowk – Capital

TABLE 2-4: TRAVEL DEMAND FOR NAYA RAIPUR (DAILY TRIPS)

Bus route Corridor 2013 2021 2031

A1 & A3 18 & 24 44523 2214 205733 7306 221660 7515

S. No Corridor Description Length

2.6 ALTERNATIVES ANALYSIS - TECHNOLOGY OPTIONS

SENES/H-20044/January 2011 11 IDFC

S.N Typical System Capacity (PHPDT)

2.7 ANALYSIS OF ALTERNATIVES

SENES/H-20044/January 2011 12 IDFC

2.7.2 Project with Alternatives

2.7.3 Alternatives in construction of Bus Stops in BRT corridor