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ENVIRONMENTAL IMPACT ASSESSMENT STUDY TO EVALUATE THE IMPACT OF ORE TRANSPORTATION BY

ROAD FROM KODINGAMALI BAUXITE MINING PROJECT LOCATED IN RAYAGADA & KORAPUT DISTRICT, ODISHA

Sponsored:

M/s. Odisha Mining Corporation Limited Bhubaneswar

Environment Consultant:

Vimta Labs Limited 142, IDA, Phase-II, Cherlapally, Hyderabad – 500 051, Telangana

June, 2017

ANNEXURE - I

Environmental Impact Assessment Study to Evaluate the Impact of Ore Transportation by Road from Kodingamali Bauxite Mining Project Located in Koraput District, Odisha

1.0 Introduction

M/s. Odisha Mining Corporation Limited (OMC), a Government of Odisha undertaking is engaged in development and mining of major minerals like Iron, Chromite, Manganese, Limestone etc. in the State of Odisha. The company is the largest exporter of chromite ore in India. It has ISO 9001:2000 certification.

M/s. OMC Limited has intended to supply bauxite ore from Kodingamali hill range in Koraput District of Odisha State to potential buyers. The total mineable ore reserves at the proposed mine are estimated to be 64.6 Million Tonnes. The total cost of the project is estimated to be about Rs.282.90 crores.

In the last few years, the demand for aluminium has increased in the global market. To cope-up with the increased demand, it has become necessary to increase the aluminium production capacity. Bauxite is the basic requirement for aluminium production process. Odisha State is rich in mineral resources. The State can gain rich benefits through bauxite mining.

Odisha State is the leading producer of many major and minor minerals in the country. Approximately, 80% of the bauxite resources of the nation are located in Odisha State. The resources are expected to increase further due to the continued exploration efforts in the east coast bauxite deposit by various agencies. The proposed bauxite-mining project aims at substituting the imports of aluminium in the country. The mining site is selected based on the exploration results indicating confirmed bauxite reserves in the area.

Govt. of Odisha issued conditional grant order of ML over 715.075 ha of bauxite mine on dt. 01.02.1999 for a period of 30 years in accordance with the letter of Ministry of Mines, Govt. of India dt 11.01.1999. Mining operation in the ML area has never been carried out previously. Subsequently, OMC submitted a revised application over 447.25 ha deleting the non-mineralized area. Department of Steel and Mines, Govt. of Odisha on dated 11.09.2015 further reduced the ML area from 447.25 ha to 428.31 ha which, after DGPS survey came to 428.075 ha. The revised map showing 428.075 ha by OMC is presented in Figure-1. The estimated Bauxite Ore is 64.6 million tons for the life span of 22 years for the rated capacity of 3.00 MPTA. The information on approvals from MoEF & CC and Government of Odisha are listed as under:

Environmental Clearance was issued wide F No J-11015/439/2007-IA.II (M)

Dated 28th May 2008 Consent to Establish was awarded vide Lr No 854/Ind-II-NOC-4373 Dated

12th January 2007. Mining Plan with Progressive Mine Closure Plan: Approved by IBM on dt

11.04.2016 for 428.075 ha with production capacity of 3 MTPA MoEF & CC, Govt. of India has accorded approval under Section 2 (iii) of FC

Act, 1980 vide letter F. No.8-62/2016-FC dt. 06.01.2017 State Govt. has granted the ML under Rule 8 (2) of Minerals (Other than

Atomic and Hydro Carbon Energy Minerals) Concession Rules, 2016 vide letter no. III (BX) SM-06/2003/303/ SM dt. 09.01.2017.

The ML has been executed on dt. 10.01.2017. State Government vide letter No. 10F (Con.)109/2016/3415 dt 16.02.2017

furnished the list of mining leases executed by the State Government as on or before 11.01.2017 to MoEF & CC in response to the letter No. 5-01/2017-FC dt 08.02.2017 by MoEF & CC

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FIGURE-1 REVISED ML AREA OVER 428.075 HA

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Certificate under FRA, 2006: Certificates already issued by Collector, Koraput and Collector, Rayagada for their respective jurisdiction

Site specific Wild life conservation plan vide Memo No. 682 Dated 27th January 2010 approved by PCCF (WL) & CWLW, Bhubaneswar

Stage – I Forest Clearance has been granted by MoEF&CC, Govt. of India, New Delhi over an area of 434.935 ha of forest land (428.075 ha + 18.098 ha + 6.860 ha) vide letter no. F.No.8-46/2016-FC Dated 17th April 2017 NPV: OMC has paid NPV amounting to Rs. 26,79,74,950/- through RTGS mode to Ad-hoc CAMPA in Corporation Bank vide UTR No.ANDBR520170107002412 69 dt. 07.01.2017

1.1 Back Ground

Earlier, OMC had obtained Environmental Clearance from Ministry of Environment Forests (MoEF) wide F No J-11015/439/2007-IA.II (M) Dated 28th May 2008 wherein it was proposed to supply bauxite through closed conveyor route to proposed Kansarigurha refinery. However, as the envisaged refinery is not coming up, OMC proposes to transport bauxite ore by road through covered trucks to potential buyers and to their respective destinations/nearest rail heads.

Accordingly, OMC has approached MoEF&CC for EC amendment for the proposed change in mode of raw material transportation. EAC meeting was held during May 29-30, 2017 and the following minutes have been deliberated on the proposal by the committee:

“EIA was earlier done considering the transportation of ore through pipe conveyor whereas now the Transportation of ore will be carried out by Road. The study for assessing the impact of ore transportation by road for the environmental impact (air/ water/ noise/ soil etc.) needs to be conducted. The timelines needs to be revisited since most of the activities can be run parallel to each other and accordingly, the target to undertake ore transportation by Railway siding may be targeted at an early date. Further, a carrying capacity study is needed to assess whether the existing infrastructure is adequate to handle the traffic load that may be generated as a result of ore transportation by road. The water requirement for the project was earlier sourced through the proposed Alumina Refinery, whereas for the mining operations 400KLD water is required which permission details from concerned authority needs to be furnished.”

1.1 Objective of the Study

As per the EAC recommendations, the present study has been conducted for assessing the impact of ore transportation by road on the environment attributes (air/ water/ noise/ soil)

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1.2 Description of the Proposed Kodingamali Mine

The proposed mine is located on Kodingamali hill range. The peak altitude of the hill range is 1276.47-m above Mean Sea Level (MSL). The bauxite deposit in the region has gentle slopes on the top with steep escarpments on the periphery. The plateau top is devoid of vegetation in most part except for Khondalite exposures, which support growth of bushes and shrubs. The present land use of the mine site is nominal as it falls under forest land category without any significant human habitation. No river or springs passes close to the deposit.

1.3 Location Details of the Proposed Mine

The proposed bauxite mine site is located on the boundary between Koraput and Rayagada Districts of Odisha State. The Kodingamali deposit falls between 19° 01’ 38” & 19° 05’ 11” N Latitude and 83° 03’ 26” & 83° 05’ 17” E Longitude and is included in the Survey Of India (SOI) Toposheet No. 65 M/4. It spreads over an area of about 4.47-sq.km on the top of the hill (plateau). The deposit occurring in the Mine Lease (ML) area is along NNE-SSW direction over a length of about 7-km and has an average width of 640-m. The plateau top is slightly convex with maximum elevation of 1276.47-m.

The proposed mine site is located at about 6-km from Kansarigurha village in the south-west direction. The nearest town is Rayagada at about 50-km. Another major town from the proposed mine site is Koraput at about 58-km. The nearest Rayagada-Koraput State Highway is at about 7-km from the site. The nearest railway station is at Singarama about 6-km. The nearest airstrip is located at Theruvalli. Vishakhapatnam with its airport and port facilities is about 228-km towards the southeast of the deposit. The deposit is approachable from Laxmipur on the Koraput-Rayagada State highway by a 7-km long fair weather road. The index map of the mine deposit region is shown in Figure-2. The location map of the proposed mine site (10-km radius study area) is shown in Figure-3. The details of environmental settings are given in Table-1.

1.4 Modification in the Mine Plan

Mining, transportation roads, infrastructure such as magazine/mineral separation plant/ore storage /parking / offices etc., and safety zones have designed bifurcations till the conceptual period in the proposed land usage area. Reduced mine lease area shall result in lowering of impact on surrounding environment.

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FIGURE-2

INDEX MAP

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FIGURE-3 STUDY AREA MAP

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TABLE-1 ENVIRONMENTAL SETTINGS OF THE DETAILS

Sr. No. Particulars Details

1 Latitude 19° 01’ 38” & 19° 05’ 11” N 2 Longitude 83° 03’ 26” & 83° 05’ 17” E 3 Elevation above MSL 1276.47-m (max) 4 Climatic Conditions (IMD- a] Annual Max. Temp: 450C (pre-monsoon)

Koraput Data) b] Annual Min Temp: 70C (Winter) c] Annual Total Rainfall: 1380 mm

5 Land use at the proposed Forest (Kodingamali Reserve Forest) mine site

6 Nearest Highway Laxmipur to Koraput (3.8-km, S) 7 Nearest Railway station Singarama, on Koraput-Rayagada section of

south-eastern railway (6-km, S) 8 Nearest Air strip Theruvalli (51-km, NE)/Jeypore (58-km, W) 9 Nearest Air port Visakhapatnam (150-km, SE) 10 Nearest village Dara Kaipadar (0.7-km, E) 11 Nearest town Rayagada (50-km, NE) 12 Nearest city Visakhapatnam (250-km, SE) 13 Hills/Valleys Whole deposit is situated on Kodingamali hill 14 Ecologically sensitive 18 PF/RF are present in the study area

zone 15 Historical places No historical places within 10-km 16 Socio-economic factors No rehabilitation required

1.5 Change in the Transportation mode by Road

Earlier, it was proposed to transport raw material (bauxite) from Kodingamali mine to the south block alumina refinery plant at Kansarigurha in Rayagada through pipe conveyer. Since the Kansarigurha Refinery plan has not been materialized, hence as a short term plan the raw material transportation from pit head to nearest railway siding, Kakdiguma will be done.

However, for long term plan, within 4 to 6 years, material transportation will be through the covered belt conveyer system. The incremental concentration of ambient PM and NO2 due to the trucks transportation usage and other vehicular exhaust emission impact have been studied through the mathematical modelling, and details are presented in the following subsections.

1.6 Impact of bauxite transportation on roads and Impact of off-Site Traffic

on Air Quality

Project traffic impacts have been analysed in terms of generally acceptable procedures for trip generation, trip distribution, and traffic assignment.

Generation of particulate emissions is of primary concern due to increase traffic on connecting road. The extent of these impacts, at any given time depends upon: The rate of vehicular emission within a given stretch of the road; and The prevailing meteorological conditions.

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The impacts have strong temporal dependence as both of these factors vary with time and would have diurnal, seasonal as well as long term components. The modelling stimulations has been computed based on traffic routes from nearby mines to all possible main roads. 3.0 MTPA bauxite ore will be transported through road network on temporary basis. The bauxite will be transported from Kodingamali area to railway siding by road through 30 T capacity of trucks. Based on the transportation by road, the total number of trucks required for ore transportation shall be about 554 (to & fro) per day. The transportation routes are shown Figure-4.

1.7 Details of Mathematical Modeling

For prediction of maximum Ground Level Concentrations (GLC’s), the air dispersion modeling software (AERMOD version 7.1.0) line source option was used. AERMOD is steady state advanced Gaussian plume model that simulates air quality and deposition fields upto 50 km radius from source location. AERMOD is approved by USEPA and is widely used software. It is an advanced version of Industrial Source Complex (ISCST3) model, utilizes similar input and output structure to ISCST3 sharing many of the same features, as well as offering additional features. The model is applicable to rural and urban areas, flat and complex terrain, surface and elevated releases and multiple sources including point, area, flare, line and volume sources. Dispersion modeling using AERMOD requires hourly meteorological data. Site specific data is used for executing modeling studies. The site specific meteorological data is processed using AERMET processor.

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FIGURE-4

TRANSPORTATION ROUTES AND TRAFFIC COUNT LOCATIONS

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1.8 Model Input Data

The predictions of traffic volume incremental concentrations of NO2, PM and CO due to additional traffic assumed are estimated based on site specific meteorological conditions and line source inventory data. The line source is taken based on nearest road transportation route from the nearby mine to plant boundary and surrounding regions. The emission rates as inputs to the line source model are calculated based on “Emission factor development for Indian Vehicles”, a project executed by Automotive Research Association of India (ARAI), Pune, 2008. The inputs used for modeling area given in Table-2. The details of traffic study PCU/Day on various paths are presented in Annexure-1.

TABLE-2

PARAMETERS CONSIDERED FOR MODELLING

Sr. No. Parameter Description 1 Bauxite Production 3.0 MTPA (8333 TPD) 2 Truck capacity 30 tonnes 3 No. of trucks 554 trucks/day (to and fro) 4 Distance of Roads at Kodingmali

Bauxite Mine

Sr. No. Mines Region Roads Distance in km (Length of the road) 1 NH326 11.2

2 Mine pit to NH326 11.1 3 Lakshmipuram 2.6 4 Raigad Road 5 5 Near Buruju Village 7.8

5 Emission Factors : (Automotive Research Association of India) Vehicle categories PM (g/km) (g/km) CO (g/km) Two wheelers 0.05 0.3 0.9 Three wheelers 0.08 0.12 1.37 Cars/Jeeps 0.05 0.45 1.3 Buses 0.24 11 3.93 Light carriage vehicles (Tractors/ mini lorry) 0.075 0.5 3.63 Heavy carriage vehicles (Trucks/Lorry) 0.12 5.5 3.97 Emission Rate (g/s) Mines Region Roads PM NO2 CO R1+R2 1.79543E-08 2.03819E-07 6.09578E-07 R3 1.85004E-06 4.27004E-05 3.85291E-05 R4 1.86648E-06 4.94272E-05 4.12426E-05 R5 6.64648E-07 1.35186E-05 1.39893E-05

1.9 Emissions from Road Dust

Particulate emissions occur whenever vehicles travel over a paved surface such as a road or parking lot. Particulate emissions from paved roads are due to direct emissions from vehicles in the form of exhaust, brake wear and tire wear emissions and re-suspension of loose material on the road surface. In general terms, re-suspended particulate emissions from paved roads originate from, and result in the depletion of loose material present on the surface (i.e., the surface loading). In turn, that surface loading is continuously replenished by other sources. At mining sites, surface loading is replenished by spillage of material and track out from unpaved roads and stacking areas.

Dust emissions from paved roads have been found to vary with what is termed the "silt loading" present on the road surface. In addition, the average weight and speed of vehicles travelling the road influence road dust emissions.

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Paved Road Emission Factors

The quantity of particulate emissions from re-suspension of loose material on the road surface due to vehicle travel on a dry paved road may be estimated using the following empirical expression:

E = k (sL)0.91 (W)1.02

Where:

E = Particulate emission factor (having units matching the units of k); sL = Road surface silt loading (grams per square meter) (g/m2), and k = Particle size multiplier for particle size range; and W = Average weight (tons) of the vehicles travelling the road.

PARTICLE SIZE MULTIPLIER FOR PAVED ROAD EQUATION

Particle size fraction k (g/VKT) PM10 0.15 PM2.5 0.62

Source: EPA AP-42, Section-13.2.1

The predicted PM, NO2 and CO maximum concentrations from vehicular traffic are presented as isopleths are shown in Figure-5 to Figure-7 respectively.

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FIGURE-5 ISOPLETHS SHOWING INCREMENTAL CONCENTRATIONS FOR PM

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FIGURE-6 ISOPLETHS SHOWING INCREMENTAL CONCENTRATIONS FOR NO2

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FIGURE-7 ISOPLETHS SHOWING INCREMENTAL CONCENTRATIONS FOR CO

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The observation from predictions reveal that the maximum PM, NO2 and CO concentration of 0.18 µg/m3, 4.40 µg/m3 and 3.88 µg/m3 respectively to occur at 10 m from the centre of the road. The PM, NO2 and CO concentrations are likely to be very low when compared with NAAQS (80 µg/m3, 40 µg/m3 and 2mg/m3). Hence, it is assumed that the impact on the present ambient air quality will be negligible due to the additional traffic from the proposed project. However, it is to be noted that PM2.5 emission factors are not specifically established. Hence only PM10 modeling has been carried out.

1.10 Ambient Air Quality

Ambient air quality with respect to the study area along the transportation route forms the baseline information. The various sources of air pollution in the region are traffic, urban and rural activities. This study will also be useful for assessing the conformity to standards of the ambient air quality during vehicle movements along the transportation route. The study area represents mostly rural and industrial environment.

Ambient air quality monitoring was carried out at 4 locations from 19th May 2017 to 21st May 2017.

Ambient Air Quality Monitoring (AAQM) stations were set up at four locations. Table-3 gives the details of measurement results and environmental setting around each monitoring station. Air quality monitoring has been carried out for two consequent days (i.e., 6:00am of 19-05-2017 to 6:00am of 20-05-2017, and continuously 6:00am of 20-05-2017 to 6:00am of 21-05-2017) at selected four village locations and near to transportation route. The results of the monitored data indicate that the ambient air quality of the region in general is well within the stipulated norms of National Ambient Air Quality standards of CPCB, at all locations monitored.

TABLE-3 AMBIENT AIR QUALITY (19 MAY 2017 TO 21 MAY 2017)

Location RPM g/m3 NO2 g/m3

Max Min Avg 98th% Max Min Avg 98th% Tiplahola Village 36 26.8 30.6 35 10.4 8.8 9.6 13.3 Jolaguda Village 33.6 24.4 29.1 36.6 14.7 9.5 13.6 12.1 Lakshmipur Village 32.2 27.6 29.8 33.2 12.5 9.3 11.5 10 Burja Village 35.1 27.4 32.8 34.3 11.8 8.6 9.6 11.5 Study area range 24.4 – 36.1 8.6 – 14.7

1.11 Mathematical Modeling of Environmental Noise

Impact Highway Traffic Noise

The Federal Highway Administration's Traffic Noise Model can be effectively used as a decision supporting tool for prediction of road traffic noise. Examining the behavior of various factors influencing road traffic noise plays an important role to safeguard the receptors from high degree of traffic noise impact.

Methodology The Federal Highway Administration's Traffic Noise Model (FHWA TNM) version-2.3 was used for predicting the traffic noise.

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TNM computes highway traffic noise at nearby receivers and includes noise emission levels for all vehicle type such as automobiles, medium trucks, heavy trucks, buses, motor cycles etc.

TNM combines these full-throttle noise emission levels with its internal speed computations to account for the full effect (noise emissions plus speed) of roadway grades and traffic-control devices. It also propagates sound energy, in one-third-octave bands, between highway systems and nearby receivers.

TNM computes three Measures of Highway Traffic Noise:

LAeq1h - Hourly A-weighted equivalent sound level; Ldn - Day-night average sound level (DNL); and Lden - Community Noise Equivalent Level (CNEL), where "den" stands for day-evening night.

Traffic Noise Measurement and Study Area:

Noise measurement for transportation of Bauxite mine if 100% material transport is by road has been examined by using TNM modelling tool. The simulation has been carried out assuming five routes of truck movement.

The vehicle traffic movement has been carried out assuming that truck capacity about 30 tonnes. So approximately 554 trucks movements (to & fro) has been considered for this study.

The area located within 500 m from the either side of road have been considered as receivers.

Inputs to the Model:

Noise modeling was carried out by considering traffic of 554 trucks and assuming that the prevailing baseline noise levels reflect the impact of mine operations.

The following inputs are given to run the model:

Sound-level Input: Roadways; Sound-level Input: Traffic for TNM vehicles; and Sound-level Input: Traffic for User-defined vehicles

Highway traffic noise is never constant. The instantaneous noise level at a given location is constantly changing, based on volume, speed and composition of vehicles using a given time. To address the fluctuation of noise over time, highway-related noise assessments use the equivalent (energy-averaged) sound levels (or Leq) as the appropriate descriptor to evaluate existing and future noise levels. Leq is defined as the constant, steady-state sound level which, in a given period of time, contains the same acoustical energy as the time-varying level during that same period. Leq is essentially an average noise level over a given period of time. The evaluation performed to represent the average “worst-case” one –hour periods in a given 24-hour day, represented Leq(h). Here the assessment performed to evaluate peak hour traffic volume at worst-case speeds producing worst-case hourly equivalent noise levels (Leq(h)).

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The existing noise level, no. of vehicles assumed to ply on road and speed of vehicles are considered as input for execution. The output values are given in Table-4.

TABLE-4

NOISE MODEL OUTPUT

Predictions:

The predicted noise levels due to additional traffic [554 trucks/day]. The results reveal that along the transportation route, the predicted noise levels due to additional traffic vary from 66.1 dB(A) to 65.7 dB(A).

Traffic Noise Mitigation Measures:

- Open-graded asphalt pavement material for tire noise reduction - Speed limit reduction in certain neighborhoods - Banning truck operations at certain urban streets - Enforcing sufficient right of way distances - Establishing greenbelt buffer zones to reduce noise levels at receptor locations - Changes in vertical and horizontal alignment, so that the transportation

facility avoids noise sensitive areas - Noise barriers

1.12 Soil Sampling Analysis and Impact

It is essential to determine the potential of soil in the area and identify the impact of mining on soil quality. Accordingly, a study of assessment of the soil quality has been carried out.

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For studying soil profile of the region, sampling locations were selected to assess the existing soil conditions along the proposed route and project area representing various land use conditions. Soil sampling has been carried out at 10 locations. The physical, chemical and heavy metal concentrations were determined. The samples were collected by ramming a core-cutter into the soil upto a depth of 100 cm. the details of sampling locations are presented in the Figure-8. The results of soil quality analysis are presented in Table-5.

It has been observed that the texture of soil is sandy clay loam along the transportation route. The pH of the soil quality ranged from 6.6 to 7.8 indicating that the soil is usually natural in nature. The maximum pH (7.8) was observed in mine area (S10), and the minimum is noticed at S1, which is 5km away from the mining location.

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TABLE-5 CHARACTERISTICS OF SOIL SAMPLES FOR THE NEAR LOCATIONS TO THE MINE TRANSPORTATION ROADS

S. No Parameters U.O.M S1 S2 S3 S4 S5 S6 S7 S8 S9 S10

Physical properties ---- 1 Texture Sandy clay Sandy clay Sandy clay Sandy clay Sandy clay Sandy clay Sandy clay Sandy clay Sandy clay Sandy clay a Sand % 29 42 46 48 49 52 50 48 49 45 b Clay % 20 38 37 38 32 37 31 36 29 26 c Silt % 20 20 17 14 19 11 19 16 22 29 d Texture 1.05 1.11 1.13 1.14 1.18 1.16 1.20 1.19 1.21 1.11 2 Bulk Density g/cc SC SC SC SC SC SC SC SC SC SC

Chemical Properties 3 pH (1:5 Aq.Extraction 6.6 7.4 7.1 7.8 6.9 7.2 6.8 7.5 7.3 7.8 4 Conductivity (1:5 Aq.Extraction µS/cm 368 310 294 375 410 452 368 432 385 442 6 Exchangeable Calcium (meq/100gm) 1484.3 519.6 516.7 506 420 568.2 764.5 605 461.4 533.4 7 Exchangeable Magnesium (meq/100gm) 312.5 320.0 339.8 388.7 314.6 445.9 647.3 550 333.8 313.1 9 Exchangeable Sodium (meq/100gm) 514.3 708.8 469.4 420.5 362.1 481.8 610.1 527.5 660.2 375.0 10 Sodium Absorption Ratio (SAR) ---- 2.48 4.6 2.98 2.57 2.41 2.74 2.88 2.75 4.17 2.43 11 Available Nitrogen as N Kg/ha 32.5 40.8 50.3 41.9 33.1 58.4 18.6 29.9 56.3 29.0 12 Available Phosphorous as P Kg/ha 28.6 22.5 19.8 14.9 18.2 27.5 29.2 26.8 28.5 14.8 13 Available Potassium as K Kg/ha 36.4 42.4 19.8 56.5 48.6 42.1 28.6 39.4 52.1 47.5 14 Organic Carbon % 0.32 0.38 0.46 0.38 0.29 0.52 0.16 0.26 0.48 0.27 15 Organic Matter % 0.55 0.66 0.79 0.66 0.50 0.90 0.28 0.45 0.83 0.47 16 Water Soluble Chlorides as Cl mg/kg 141.5 283.2 210.6 176.6 210.9 282.7 106.3 141.3 174.0 208.8 17 Water Soluble Sulphates as SO4 mg/kg 268 198 162 226 146 239 305 167 191 176 18 Aluminium % 10.2 9.77 9.6 10.1 8.5 10.3 7.9 9.4 10.2 8.6 19 Total Iron % 5.58 4.55 3.98 5.32 4.91 6.18 4.39 5.24 4.87 5.12 20 Manganese mg/kg ppm 775 2368 1466 2109 2174 2421 1054 2030 2015 1320 21 Boron mg/kg/or ppm 60.2 55.6 64.6 71.5 58.4 63.5 64.5 73.3 49.5 52.3 22 Zinc mg/kg/or ppm 79.8 67.3 82.1 74.8 91.6 82.4 85.2 98.6 61.7 69.3 23 Total Chromium as Cr mg/kgor ppm 10.2 12.5 9.8 9.4 11.3 8.4 11.2 8.4 15.2 14.8 24 Lead as Pb mg/kgor ppm 1.2 1.2 0.6 0.8 1.4 1.6 1.1 1.0 1.2 1.4 25 Nickel as Ni mg/kg/ppm 19.3 16.4 12.3 14.8 11.4 10.8 9.3 15.4 13.2 8.3 26 Arsenic as As mg/kgor ppm <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 27 Mercury as Hg mg/kgor ppm <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 28 Cadmium as Cd mg/kgor ppm 0.5 0.8 0.9 1.1 0.6 0.7 1.3 1.1 1.9 0.9 29 Cation exchange capacity m eq/100 g 6.312 3.756 3.039 2.9322 2.472 3.284 4.269 3.534 3.499 2.872 30 Exchangeable sodium m eq/100 g 1.442 1.988 1.316 1.179 1.015 1.351 1.711 1.479 1.851 1.0518 31 Exchangeable potassium m eq/100 g 0.06 0.07 0.032 0.093 0.080 0.069 0.047 0.065 0.086 0.078 32 Exchangeable calcium m eq/100 g 4.788 1.676 1.666 1.632 1.354 1.832 2.466 1.951 1.488 1.720 33 Cation exchange capacity m eq/100 g 0.021 0.022 0.023 0.026 0.021 0.030 0.044 0.038 `0.023 0.0217

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FIGURE-8 SOIL SAMPLING LOCATIONS ALONG THE PROPOSED ROAD

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The electrical conductivity was observed to be in the range of 294 to 452 micro Siemens /cm indicating that the soil is average, with the maximum 452 micro Siemens /cm observed in the traffic junction location T4. The nitrogen values ranges between 18.6 to 58.4 kg/ha. The maximum values observed to the traffic junction T4 location indicating that the soil has less quality of nitrogen. Phosphorus values ranges between 14.8 to 28.6 kg/ha, and potassium values range between 19.8 to 56.5 kg/ha, which illustrate the soil has less quantity of phosphorus and potassium.

From the soil quality results of study route, it has been observed that the soil is mostly neutral to slightly alkaline in nature. The NPK values were also found to be very less quantity. Thus soils for the proposed transportation are not suitable for agriculture and cultivation, and impact of transportation activities are little and not significant to consider.

1.13 Surface and Ground Water Analyses and Impact

Water quality parameters of surface and ground water resources were monitored all along the proposed material transportation road. The water analysis have been studied for assessing the water environment and to evaluate the anticipated impact of the proposed transportation activities. Understanding of the water quality is essential in preparation of environmental impact assessment from the proposed activity of mineral transportation by road to identify the critical issues which can be well addressed by appropriate mitigation plan.

Surface and ground water samples have been collected at 5 locations (from each ground water and surface water) along the transportation route of 10km radius from ML boundary. To assess the effect of transportation of raw material by road the analysis of physico-chemical, heavy metals and bacteriological parameters were carried out. The samples were analysed as per the procedures specified in the ‘Standard Methods for the Examination of Water and Wastewater’ published by American Public Health Association (APHA).

The water samples have been analysed for various parameters to compare with the standards for drinking water as per IS: 10500 for ground water sources and IS:2296 (Class-C) for surface water sources. Parameters like temperature, Dissolved Oxygen (DO) and pH were analyzed onsite at the time of sample collection. The details of surface and ground water sampling location are presented in Figure-9 and Figure-10 respectively. Further, the surface and ground water quality analysis have been illustrated in Table-6 and Table-7 respectively. The analysis results indicated that pH range of 6.9 to 7.5 in surface water, and 7.2 to 8.2 in ground water are within the prescribed standards. The TDS were observed to be 123 to 198 mg/l in surface water and 184 to 330 mg/l in ground water which indicates that the TDS values of ground and surface water are within the prescribed standards i.e. 500 mg/l standard along the proposed transportation road. Further the surface water and ground water chlorides are in the range of 43.2 to 68.6 mg/l, 52.4 and 112.4 mg/l respectively, and are within the standards. The maximum Fluorides concentrations in surface water are 0.12 mg/l and in ground water are 0.18 mg/l, and are well within the prescribed standards of 1 mg/l. The heavy metals concentrations are observed to be less than detectable limits along the proposed transportation route. It can be observed that the values of most of the parameters for the most of the samples collected comply with IS:10500 standards and does not indicate any impact of material transportation activities of mine by roads.

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FIGURE-9 SURFACE WATER SAMPLING LOCATIONS ALONG THE PROPOSED ROAD

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FIGURE-10 GROUND WATER SAMPLING LOCATIONS ALONG THE PROPOSED ROAD

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TABLE-6 CHARACTERISTICS OF GROUND WATER SAMPLES

Sr. Parameters Units IS: 10500 GW1 GW2 GW3 GW4 GW5 No Limits

1 pH - 6.5 – 8.5 (NR) 7.8 7.4 8.2 7.2 7.6 2 Colour Hazen 5(15) 5 6 4 2 7 3 Taste - Agreeable Ag Ag Ag Ag Ag 4 Odour - Agreeable Ag Ag Ag Ag Ag 5 Conductivity µS/cm $ 462 512 284 368 446 6 Turbidity NTU 5(10) 3 4 2 3 3 7 TDS mg/l 500(2000) 310 330 184 239 290

8 Total hardness mg/l 200(600) 123 132 88 114 119 as CaCO3

9 Total alkalinity mg/l 200(600) 62.5 42.6 32.2 39.2 44.8 10 Calcium as Ca mg/l 75(200) 32.4 34.2 20.6 29.8 31.5

11 Magnesium as mg/l 30(100) 10.2 11.2 8.8 9.6 9.8 Mg

12 Residual mg/l 0.2 (1.0) <0.2 <0.2 <0.2 <0.2 <0.2 chlorine

13 Boron as B mg/l 0.5(1.0) 0.42 0.31 0.26 0.32 0.24 14 Chlorides as Cl mg/l 250(1000) 87.2 112.4 52.4 72.4 73.0

15 Sulphates as mg/l 200(400) 33.6 48.6 28.6 31.4 62.4 SO4

16 Fluorides as F mg/l 1.0(1.5) 0.14 0.16 0.18 0.14 0.15 17 Nitrates as NO3 mg/l 45(NR) 9.2 8.6 4.2 10.2 8.6 18 Sodium as Na mg/l $ 48.6 56.2 24.6 320 46.6 19 Potassium as K mg/l $ 1.8 2.6 0.8 0.9 2.0

20 Phenolic mg/l 0.001(0.002) <0.001 <0.001 <0.001 <0.001 <0.001 compounds

21 Cyanides as CN mg/l 0.05 (NR) <0.05 <0.05 <0.05 <0.05 <0.05

22 Anionic mg/l 0.2 (1.0) <0.2 <0.2 <0.2 <0.2 <0.2 detergents

23 Mineral oil mg/l 0.5 (NR) <0.01 <0.01 <0.01 <0.01 <0.01 24 Cadmium as Cd mg/l 0.003 (NR) <0.003 <0.003 <0.003 <0.003 <0.003 25 Arsenic as As mg/l 0.01 (0.05) <0.01 <0.01 <0.01 <0.01 <0.01 26 Copper as Cu mg/l 0.01 (NR) <0.01 <0.01 <0.01 <0.01 <0.01 27 Lead as Pb mg/l 0.05 (NR) <0.01 <0.01 <0.01 <0.01 <0.01

28 Manganese as mg/l 0.1(0.3) <0.01 <0.01 <0.01 <0.01 <0.01 Mn

29 Iron as Fe mg/l 0.3(NR) 0.12 0.16 0.20 0.11 0.18

30 Chromium as mg/l 0.05(NR) <0.005 <0.005 <0.005 <0.005 <0.005 Cr+6

31 Selenium as Se mg/l 0.01(NR) <0.01 <0.01 <0.01 <0.01 <0.01 32 Zinc as Zn mg/l 5(15) 0.06 0.08 0.04 0.02 0.08 33 Aluminum as Al mg/l 0.03(0.2) 0.02 0.04 0.06 0.02 0.01 34 Mercury as Hg mg/l 0.001(NR) <0.001 <0.001 <0.001 <0.001 <0.001 35 Pesticides mg/l Absent Absent Absent Absent Absent Absent 36 E. Coil - Absent Absent Absent Absent Absent Absent

37 Total coliforms MPN/ 10 <2 <2 <2 <2 <2 100ml

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TABLE-7 CHARACTERISTICS OF SURFACE WATER SAMPLES

Sr. Parameters Units SW1 SW2 SW3 SW4 SW5 No. 1 pH - 7.2 6.9 7.3 7.5 6.7 2 Colour Hazen 2 3 2 4 4 3 Conductivity µS/cm 230 189 268 305 274 4 TDS mg/l 150 123 174 198 180 5 DO mg/l 5.3 5.5 5.1 5.6 5.5 6 BOD mg/l <3 <3 <3 <3 <3 7 COD mg/l <5 <5 <5 <5 <5

8 Total hardness mg/l 74 63 88 92 85 as CaCO3

9 Total alkalinity mg/l 23.5 20.2 31.6 33.5 32.5 as CaCO3

10 Calcium as Ca mg/l 15.6 14.2 19.2 21.2 20.4

11 Magnesium as mg/l 8.4 6.8 9.8 9.4 8.3 Mg

12 Chlorides as Cl mg/l 49.5 43.2 58.6 68.6 60.5

13 Residual free mg/l <0.2 <0.2 <0.2 <0.2 <0.2 chlorine

14 Phosphates as mg/l 0.16 0.14 0.08 0.10 0.12 PO4

15 Sulphates as mg/l 16.8 14.2 18.2 20.6 18.6 SO4

16 Fluorides as F mg/l 0.10 0.08 0.11 0.09 0.12 17 Nitrates as NO3 mg/l 1.2 1.6 1.9 2.2 2.2 18 Sodium as Na mg/l 18.6 15.2 20.0 27.4 24.2 19 Potassium as K mg/l 0.8 1.4 1.9 1.4 1.2

20 Total boron as mg/l 0.006 0.12 0.08 0.14 0.08 B

21 Phenolic mg/l <0.001 <0.001 <0.001 <0.001 <0.001 compounds

22 Cyanides mg/l <0.05 <0.05 <0.05 <0.05 <0.05 23 Oil & grease mg/l <1.0 <1.0 <1.0 <1.0 <1.0 24 Cadmium as Cd mg/l <0.003 <0.003 <0.003 <0.003 <0.003 25 Arsenic as As mg/l <0.01 <0.01 <0.01 <0.01 <0.01 26 Copper as Cu mg/l <0.01 <0.01 <0.01 <0.01 <0.01 27 Lead as Pb mg/l <0.01 <0.01 <0.01 <0.01 <0.01 28 Iron as Fe mg/l 0.14 0.32 0.26 0.22 0.28

29 Chromium as mg/l <0.05 <0.05 <0.05 <0.05 <0.05 Cr+6

30 Selenium as Se mg/l <0.01 <0.01 <0.01 <0.01 <0.01 31 Zinc as Zn mg/l 0.04 0.05 0.03 <0.01 0.06 32 Aluminum as Al mg/l <0.01 0.02 <0.01 0.03 0.01 33 Mercury as Hg mg/l <0.001 <0.001 <0.001 <0.001 <0.001 34 Insecticides mg/l Absent Absent Absent Absent Absent

Anionic 35 detergents as mg/l <0.2 <0.2 <0.2 <0.2 <0.2

MBAS 36 Total coliforms MPN/100 56 62 42 38 29

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1.14 Forest & forest type

Kodingamali Reserved Forest is within the administrative boundary of Laxmipur Range of Koraput Forest Division. Forests of this division are mainly tropical deciduous type and can be broadly classified into two major groups e.g. Moist Tropical Forests and Dry Tropical Forests. There is no clear dividing line between these two forest groups. One group of forest gradually merges with the other. According to Champian & Seth’s revised classification of Forest types of India, these forests have been further classified, as detailed below, into different types and sub-types depending upon physiognomy, moisture conditions, floral composition and other variables.

Group-3 Tropical Moist Deciduous Forests Group 5 Tropical Dry deciduous forests Sub Group 5A Southern Tropical dry deciduous forests Sub Group 5B Northern tropical dry deciduous Forests Type 5B/C Dry Sal bearing Forests Sub Type 5/DS Dry deciduous scrub forests (Biotic climax type Sub Type 5/DS2 Dry deciduous savannah forests (Biotic climax

type)

Kodingamali R.F. (Plateau comes under forest type 5/DS2). The second degradation stage of dry deciduous forest is this type of forest. It is an open forest but typically, formation of original forest is lost and the trees stand apart singly or in small groups particularly in valleys in more or less heavy grass in which certain fire resistant plants persist. These fire resistant plants gradually and slowly try to establish themselves as trees. However, in most of the cases such plants do not get established as trees because of fire and other biotic factors. The proposed transportation route is part of this region.

Flora

All the above described climatic types are susceptible to be reduced to open savannah type. The intensive biotic interference in such forest areas causes conspicuous presence of grass which is otherwise a secondary feature in those forests (Climatic type). Some of the grass species encountered in these types of forests are Oryza rufipogon, Eragrostis unioloides, Heteropogon contortus, Arundinella setos and Saccharum spontaneum. Though the preponderance of the grasses is the characteristic features in these forests, the tree species found to be occurring here are Emblica officinalis, Bridelia retusa, Dillenia indica, Carea arborea etc. Fauna

The proposed transportation route does not form part of any National Park, Wildlife Sanctuary or Biosphere Reserve nor the breeding ground of any migrating fauna. The area is dominated by grass, date-palm and a few species with stunted growth. So, there is hardly any possibility of existence of any major wildlife.

A detailed site specific wildlife conservation plan of Kodingamali Bauxite Mines has

been approved by Principal Chief Conservator of Forest, Wildlife & Chief Wildlife Warden, Odisha vide Memo No. 682.dt. 27.01.2010. This plan provides the conservation measures of flora and fauna both in the core and buffer zone of the project area. The proposed transportation route is also the part of the buffer zone i.e. project impact area in which the proposed mitigation measures suggested in the approved plan shall be taken care by the State Forest Department, Govt. of Odisha, from the funds deposited by OMC.

27

1.15 Demography and Socio-economics The project area comprised of 500 m on either side of the proposed route i.e., a

total of 1 Km. No population exists within the proposed route except scattered hamlets and commercial complex near to village Kakriguma. The proposed transportation activity will have a positive impact on the economic aspects to the families residing in hamlets indirectly as they are involved in the business and service oriented activities. This in turn will improve the socio-economic condition of the area.

Annexure-1 PCU/DAY ON VARIOUS PATHS CONSIDERED FOR MODELLING

Code for

Road

Two wheelers

(per Day)

Three wheelers

(per Day)

Cars/Jeeps (per Day)

Buses (per Day)

Light carriage vehicles

(Tractors/ mini

lorry) - (per Day)

Heavy carriage vehicles

(Trucks/Lorry)-(per Day)

PUC/Day - (per Day)

R1+R2 29 7 26 3 19 15 <100

R3 3095 979 1662 1133 680 3 7556

R4 2112 611 1633 1363 1087 7 6813

R5 1064 487 748 344 230 4 2878

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