Draft EIA Report for Kushinagar Airport Project - Uttar Pradesh Tourism

Draft EIA Report 

International Airport at Kushinagar 

and Integrated Development of Buddhist Circuit, 

Uttar Pradesh 

Uttar Pradesh Pollution Control Board 

December 2009 

Submitted by 

Dept. of Tourism, GoUP

EIA Study - International Airport at Kushinagar & Integrated Development of Buddhist Circuit, U.P. 

Table of Contents 

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

1.1 Historical Importance ................................................................................................ 1 

1.2 Cultural Importance ................................................................................................... 2 

1.3 Importance of the Project ........................................................................................... 3 

1.3.1 Kushinagar – Existing Features and Incidents of Attraction ............................... 3 

1.3.2 Kushinagar – A Place of Tourist Destination ..................................................... 5 

1.3.3 Details of other Buddhist Places ........................................................................ 5 

1.3.4 Benifit of the Project .......................................................................................... 8 

1.4 Nature, Size, Location of Project ............................................................................... 9 

1.5 Purpose of the Report ................................................................................................ 9 

1.6 Objectives And Scope of the Study ............................................................................ 9 

1.7 EIA Methodology .................................................................................................... 10 

1.8 Structure of the EIA Report ..................................................................................... 12 

2.0 Project Description .................................................................. 13 

2.1 Site Location and Accessibility ................................................................................ 13 

2.2 Site Surroundings .................................................................................................... 15 

2.3 Project Components................................................................................................. 18 

2.3.1 Site Master Plan ............................................................................................... 18 

2.3.3 Land Development during Construction Phase ................................................. 23 

2.4 Project Infrastructure and Utilities ........................................................................... 23 

2.5 Mitigation Measures ................................................................................................ 27 

2.5.1 Construction Phase .......................................................................................... 27 

2.5.2 Operation Phase ............................................................................................... 28 

3.0 Description of the Environment ............................................. 30 

3.1 Site Setting and Study Area ..................................................................................... 30 

3.2 Criteria for Baseline Environment Study ................................................................. 32 

3.3 Components and Parameters of Baseline Environmental Study ................................ 33 

3.4 Establishment of Baseline for Environmental Components ...................................... 35 

3.4.1 Air Environment .............................................................................................. 35 

3.4.2 Noise Environment .......................................................................................... 41 

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Department of Tourism, U.P


3.4.3 Traffic Environment ........................................................................................ 45 

3.4.4 Water Environment .......................................................................................... 46 

3.4.5 Land Environment ........................................................................................... 53 

3.4.6 Ecological Environment ................................................................................... 65 

3.4.7 Socio Economic Environment .......................................................................... 80 

4.0 Environmental Impacts and Mitigation Measures .............. 99 

4.1 Environmental Impacts during Pre Construction Phase ............................................ 99 

4.1.1 Relocation ........................................................................................................ 99 

4.1.2 Land use change ............................................................................................ 100 

4.2 Impact Assessment - Construction Phase ............................................................... 100 

4.2.1 Land Environment ......................................................................................... 100 

4.2.2 Water Environment ........................................................................................ 101 

4.2.3 Air Environment ............................................................................................ 102 

4.2.4 Noise Environment ........................................................................................ 107 

4.2.5 Ecological Environment ................................................................................. 108 

4.2.6 Socio-Economic Environment........................................................................ 112 

4.3 Mitigation Measures – Construction Phase ............................................................ 116 






4.3.6 Socio Economic Environment ........................................................................ 122 

4.4 Impact Assessment - Operation Phase.................................................................... 124 


4.4.2 Impact on Traffic ........................................................................................... 135 





4.4.7 Socio Economic Environment ........................................................................ 152 

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4.5 Mitigation Measures – Operation Phase ................................................................. 155 



4.5.3 Traffic Environment ...................................................................................... 158 




4.5.7 Social Environment ........................................................................................ 169 

4.5.8 Implication on the Cultural and Heritage Assets ............................................. 169 

5.0 Analysis of Alternatives ........................................................ 171 

5.1 Site Selection Options ........................................................................................... 171 

6.0 Environmental Monitoring Program .................................. 172 

6.1 General .................................................................................................................. 172 

6.2 Objectives of Environmental Monitoring Plan ....................................................... 172 

6.3 Suggested Environmental Monitoring Plan ............................................................ 172 

6.3.1 Data Analysis................................................................................................. 174 

6.3.2 Reporting Schedule ........................................................................................ 175 

6.3.3 Emergency Procedures/Corrective Measures .................................................. 175 

6.3.4 Detailed budgetary provisions ........................................................................ 175 

7.0 Additional Studies ................................................................. 177 

7.1 Public Consultation ............................................................................................... 177 

7.2 Risk Assessment .................................................................................................... 178 

7.2.1 Introduction ................................................................................................... 178 

7.2.2 Approach to the Study .................................................................................... 178 

7.2.3 Fuel Storage at Airport .................................................................................. 179 

7.2.4 Hazard Assessment and Evaluation ................................................................ 179 

7.2.5 Third Party Risks from Airport Development & Operations and Land Use 

Control ...................................................................................................................... 188 

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7.3 Disaster Management Plan .................................................................................... 190 

7.3.1 Introduction ................................................................................................... 190 

7.3.2 Disaster ......................................................................................................... 190 

7.3.3 Concept of Operations ................................................................................... 191 

7.3.4 Emergency Functions ..................................................................................... 192 

7.3.5 Rough Weather Emergency ............................................................................ 192 

7.3.6 Maintaining Emergency ................................................................................. 194 

7.3.7 Security .......................................................................................................... 196 

8.0 Project Benefits ...................................................................... 199 

9.0 Environment Management Plan .......................................... 202 

9.1 General .................................................................................................................. 202 

9.2 Environment Management Cell ............................................................................. 203 

9.2.1 Structure of the Cell ....................................................................................... 203 

9.2.2 Hierarchical Structure of Environmental Management Cell ........................... 204 

9.2.3 Record Keeping and Reporting ...................................................................... 204 

9.2.4 Environmental Audits and Corrective Action Plans ........................................ 205 

9.3 Implementation Mechanism for Mitigation Measures ............................................ 205 

9.3.1 Construction Phase ........................................................................................ 205 

9.3.2 Operation Phase ............................................................................................ 208 

9.4 India Policy on the Airport Infrastructure .............................................................. 217 

9.4.1 Environmental Issues for Airport Development .............................................. 217 

9.4.2 Commercial Activities .................................................................................... 218 

10.0 Summary and Conclusion .................................................... 219 

10.1 Salient Features of the project ............................................................................ 219 

10.2 Overall Justification for Implementation of the Project ...................................... 221 

10.3 Explanation on Environmental Mitigation .......................................................... 222 

10.4 CONCLUSION ................................................................................................. 223 

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11.0 Disclosure of the Consultants Engaged ............................... 224 

11.1 SENES Consultants Limited .............................................................................. 224 

11.2 SENES Capability ............................................................................................. 225 

11.3 Brief CVs of the Personnel for the EIA Study .................................................... 226 

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List of Tables 

Table No. 

Page No. 

Table 1-1: Existing Features of Attraction ............................................................................. 3 

Table 1-2: Tourist Arrival Data- Kushinagar ......................................................................... 5 

Table 2-1: Facilities within the airport and commercial area ................................................ 18 

Table 3-1: Environmental Components and Parameters for Baseline Study ......................... 34 

Table 3-2: Climatological Summary for IMD Station at Civil Hospital, Gorakhpur ............. 37 

Table 3-3: Meteorological Monitoring Data ........................................................................ 30 

Table 3-4 : Frequency of Stability Classes Over Monitoring Period ..................................... 31 

Table 3-5: Air Quality Monitoring Locations ...................................................................... 32 

Table 3-6: NAAQS Standard for Residential Areas ............................................................. 33 

Table 3-7: Monitoring Program Results – AQ1 (Project Site) .............................................. 34 

Table 3-8: Monitoring Program Results – AQ2 (Misrauli)................................................... 34 

Table 3-9: Monitoring Program Results – AQ3 (Parsauni) .................................................. 34 

Table 3-10: Monitoring Program Results – AQ4 (Jurwaniya) .............................................. 35 

Table 3-11: Monitoring Program Results – AQ5 (Bariya).................................................... 35 

Table 3-12: Monitoring Program Results – AQ6 (Naukatola).............................................. 35 

Table 3-13: Monitoring Program Results – AQ7 (Pataya).................................................... 36 

Table 3-14: Monitoring Program Results – AQ8 (Ghera) .................................................... 36 

Table 3-15 : Ambient Noise Standards as per CPCB ........................................................... 42 

Table 3-16: Baseline Background Noise Quality Monitoring Results .................................. 44 

Table 3-17 : Baseline Water Quality Monitoring Locations ................................................. 49 

Table 3-18 : Ground Water Quality in The Study Area ........................................................ 51 

Table 3-19 : Surface Water Quality in The Study Area ........................................................ 52 

Table 3-20: Particle Size Scale (IS: 1498) ........................................................................... 60 

Table 3-21: Soil Sampling Location .................................................................................... 61 

Table 3-22: Soil Characteristics in the Study area ................................................................ 62 

Table 3-24: List of Species Recorded in the Quadrant Sampling Method ............................. 71 

Table 3-25: Common Avifauna Recorded During the Survey in Core Zone ......................... 73 

Table 3-26: Common Mammals Recorded During Survey in Core Zone ............................. 73 

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Table 3-27: Common Avifauna Recorded During Survey .................................................... 78 

Table 3-28: Study Area Details ........................................................................................... 81 

Table 3-29: Village wise Population, Sex Ration & Household Size ................................... 82 

Table 3-30: Caste wise distribution of population of villages in the impact zone ................. 83 

Table 3-31: Village wise literacy profile as per Census 2001 ............................................... 83 

Table 4-1 : SPM Levels for Receptors- (24 hourly Maximum GLC in µg/m 3 ) – Const Ph.. 106 

Table 4-2 : Noise levels Generated from Construction Equipment ..................................... 107 

Table 4-3: Predicted Impacts on Existing Ecology During Construction Phase .................. 110 

Table 4-4: Land Acquisition Detail ................................................................................... 113 

Table 4-5 : Waste Management Plan – Construction Phase................................................ 118 

Table 4-6: Diesel Generator Set Specifications .................................................................. 124 

Table 4-7: Ground Level SPM Concentration (µg/m 3 ) At Different Locations ................... 126 

Table 4-8: Ground Level SO 2 Concentration (µg/m 3 ) At Different Locations .................... 128 

Table 4-9: Ground Level NO x Concentration (µg/m 3 ) At Different Locations .................... 130 

Table 4-10: Ground Level CO Concentration (µg/m 3 ) At Different Locations ................... 132 

Table 4-11: Traffic Scenario due to the Airport ................................................................. 135 

Table 4-12: Airport Runway Data ..................................................................................... 136 

Table 4-13: Aircrafts Flight Number ................................................................................. 136 

Table 4-14 Day Night Average Sound Level in dB (A): Approach Mode Operation .......... 140 

Table 4-15 Day Night Average Sound Level in dB (A): Departure Mode Operation .......... 141 

Table 4-16: Water Requirement and Wastewater Generation from the Proposed Airport ... 145 

Table 4-17: Expected Wastewater Characteristics ............................................................. 148 

Table 4-18: Expected Solid Waste Generation ................................................................... 149 

Table 4-19: Predicted Impacts on Ecology During Operation Phase .................................. 150 

Table 4-20: Social Assessment Matrix .............................................................................. 153 

Table 4-21 : Standards for Effluent Disposal ..................................................................... 163 

Table 4-22 : Detail of Rainwater Harvesting Potential ....................................................... 164 

Table 6-1: Recommended Environmental Monitoring Plan ............................................... 173 

Table 6-2: Applicable Standards for different Environmental Components ........................ 175 

Table 6-3 : Cost Estimates for Environmental Monitoring ................................................. 175 

Table 7-1: Fuel Explosive Limits ...................................................................................... 179 

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Table 7-2: Damage Due to Incident Radiation Intensities .................................................. 181 

Table 7-3: Damage due to Peak Over pressure .................................................................. 182 

Table 9-1: Record Keeping Requirements ......................................................................... 204 

Table 9-3: List of plant suitable for noise pollution attenuation ......................................... 212 

Table 9-4: Gives list of trees used in greenbelts for Dust pollution abatements .................. 213 

Table 9-5: Tourism related training given by Government Department .............................. 217 

Table 10-1: Salient Features .............................................................................................. 219 

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List of Figures 

Figure No. 

Page No. 

Figure 1-1: Guide Map of Kushinagar ................................................................................... 4 

Figure 1-2: Road Plan for approach to Kushinagar from other Buddhist circuit destinations .. 7 

Figure 1-3: EIA Methodology ............................................................................................. 11 

Figure 2-1: Location Map of the Proposed Site .................................................................... 14 

Figure 2-2: Satellite imagery of the Site .............................................................................. 17 

Figure 2-3: Master Plan of the Proposed Airport ................................................................. 21 

Figure 3-1: Major Structures Within 5 km Radius ............................................................... 32 

Figure 3-2: Ste Surrounding Features (Within 10 km from Proposed Site) ........................... 33 

Figure 3-3: Climatic Regions .............................................................................................. 36 

Figure 3-4: Wind Rose for Meteorological Monitoring Data ............................................... 30 

Figure 3-5: Locations Ambient Air Quality Monitoring Stations ......................................... 33 

Figure 3-6: Baseline Air Quality at station AQ1 (Project Site) ............................................. 37 

Figure 3-7: Baseline Air Quality at station AQ2 (Misrauli) ................................................. 37 

Figure 3-8: Baseline Air Quality at station AQ3 (Parsauni) ................................................. 38 

Figure 3-9: Baseline Air Quality at station AQ4 (Jurwaniya)............................................... 38 

Figure 3-10: Baseline Air Quality at station AQ5 (bariya) ................................................... 39 

Figure 3-11: Baseline Air Quality at station AQ6 (Naukatola)............................................. 39 

Figure 3-12: Baseline Air Quality at station AQ7 (Pataya) .................................................. 40 

Figure 3-13: Baseline Air Quality at station AQ8 (Ghera) ................................................... 40 

Figure 3-14: CO Concentration at all the Monitoring Locations .......................................... 41 

Figure 3-15: Location of Background Noise Quality Monitoring Stations ........................... 43 

Figure 3-16: Traffic Count Monitoring Result (Weekday) ................................................... 45 

Figure 3-17: Traffic Count Monitoring Result (Weekend) ................................................... 46 

Figure 3-18: Hydrogeological Map of Kushinagar District .................................................. 47 

Figure 3-19: Ground Water Map of Kushinagar District ...................................................... 48 

Figure 3-20: Location of Baseline Water Quality Monitoring Stations ................................. 50 

Figure 3-21: Land Use and Cropping Pattern ....................................................................... 54 

Figure 3-22: Land use Pattern of the Proposed Site ............................................................. 55 

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Figure 3-23: Seismological map locating project site (Kushinagar) ..................................... 56 

Figure 3-24: Relief and Slope Map of District Kushinagar .................................................. 57 

Figure 3-25: Contour Plan ................................................................................................... 59 

Figure 3-26: Soil Profile of the Study Area.......................................................................... 60 

Figure 3-27: Soil Monitoring locations ................................................................................ 61 

Figure 3-28: Rocks and Minerals ........................................................................................ 65 

Figure 3-29: Eco sensitivity of the Study Area .................................................................... 67 

Figure 3-30: Workforce Engagement in Different Sectors ................................................... 84 

Figure 4-1: Modelling Grid Of Proposed Project ............................................................... 104 

Figure 4-2: Predicted maximum 24 hour GLC (µg/m 3 ) of SPM With Control .................... 105 

Figure 4-3 : Spatial variation of incremental noise level during construction phase .............. 108 

Figure 4-5 : Spatial Distribution of Predicted SPM Concentration (µg/m 3 ).......................... 127 

Figure 4-6: Spatial Distribution of Predicted SO 2 Concentration (µg/m 3 ) ............................ 129 

Figure 4-7 : Spatial Distribution of Predicted NO x Concentration (µg/m 3 )........................... 131 

Figure 4-8 : Spatial Distribution of Predicted CO Concentration (µg/m 3 ) ............................ 133 

Figure 4-9: Road link geometry and receptor’s locations ................................................... 134 

Figure 4-10: Noise Contour for Approach Operational Mode ............................................ 138 

Figure 4-11: Noise Contour for Departure Operational Mode ............................................ 139 

Figure 4-12: Noise (LCmax) Contour for Approach Operational Mode ............................. 143 

Figure 4-13: noise (LCmax) contour for departure operational mode ................................. 144 

Figure 4-14: Water Balance Diagram ................................................................................ 147 

Figure 4-15: Schematic of the Parking and Circulation Plan .............................................. 159 

Figure 4-16: Flow Diagram of the Sewage Treatment Plant ............................................... 162 

Figure 4-17: Schematic Layout of Storm water Collection Drain ....................................... 165 

Figure 4-18: Schematic Diagram of Rainwater Harvesting Scheme ................................... 166 

Figure 7-1: Atf Storage Tank Failure – Poolfire ................................................................ 185 

Figure 7-2: Hsd Storage Tank Failure - Poolfire ................................................................ 185 

Figure 7-3: Atf Storage Tank Failure – Bleve Fireball ....................................................... 187 

Figure 7-4: Hsd Storage Tank Failure – Bleve Fireball ...................................................... 187 

Figure 9-1: Environmental Management Cell .................................................................... 204 

Figure 9-2: Indicative Plantation Plan ................................................................................ 214 

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1.0 Introduction 

Uttar Pradesh, being the modern face of India, is a kaleidoscope of diverse religions and 

cultures from all over the world and thereby attracts a large number of both national and 

international visitors. This state is home to six sacred sites associated with the life of Lord 

Buddha comprising Sarnath, Kushinagar, Sravasti, Kapilvastu, Kaushambhi and Sankisa. 

Buddhism is the world's fourth largest religion with 350 million people as followers (6% of the 

world's population).The most revered Buddhist religious locations globally are Lumbini, 

Bodhgaya, Sarnath and Kushinagar. Kushinagar set against a pastoral landscape, 60 km west of 

Gorakhpur, is revered as the site of the Gautama Buddha's Mahaparinirvana, his death and 

cremation that marked his final liberation from the cycles of death and rebirth. It also has 

additional importance as Buddha delivered his last sermon and had attained the status of Lord 

Buddha here. 

Kushinagar also has in its surroundings several temples, stupas and shrines built by Indian 

kings during various ages. Structures built by Buddhists of different nationalities, prominently 

being Japan, Thailand and Srilanka and a few archaeological sites of ancient era – Ganwara and 

Salargarh. The connectivity to the area restricts the inflow of adequate tourist population. The 

site has immense potential to be developed as an international spiritual tourist destination. The 

nearest airport at Gorakhpur limits development as an international airport as it is an Air force 

base and has limited land availability. 

Government of Uttar Pradesh has appointed Department of Tourism for conceptualization and 

development of the international airport at Kushinagar along with integrated development of 

the Buddhist circuits. The project model would be based on Public Private Partnership (PPP) 

mode on Design Build Finance Operate and Transfer (DBFOT) basis. M/s Infrastructure 

Leasing and Financial Services – Infrastructure Development Corporation (IL&FS-IDC) has 

been retained to prepare the Feasibility report and Master plan for the proposed development. 

1.1 HISTORICAL IMPORTANCE 

The present Kushinagar is identified with Kushawati ( in pre- Buddha period ) and 

Kushinara (in Buddha period). Kushinara was the capital of Mallas which was one of 

the sixteen mahajanpads of the 6th Century B.C. 

According to the Valmiki's Ramayana, the Mallas was earlier part of Kosala Janpad. 

Kushwati capital was built by Kush, son of Lord Ram, the hero of the famous epic, 'The 

Ramayan'. As per Buddha Pali literature, Kushawati was named prior to the king Kush. 

The naming of Kushwati was due to abundance of Kush grass found in this region 

which still holds good. Since then, it remained an integral part of the erstwhile empires 

of Maurya, Shunga, Kushana, Gupta and Harsha dynasties. 

In medieval period, Kushinagar had passed under the suzerainty of Kultury Kings. 

Kushinara continued to be a living city till the 12th Century A.D. and was thereafter lost 

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into oblivion. Padrauna is believed to be ruled over by a Rajput adventurer, Madan 

Singh in the 15th century A.D. 

However, modern Kushinagar came into prominence in the 19th Century with 

archeological excavations carried out by A.Cuningham, the first Archeological 

Surveyor of India and later followed by C.L. Carlleyle who exposed the main stupa and 

also discovered a 6.10 meters long statue of reclining Buddha, in 1876 A.D. Ven. 

Chandra Swami, a Burmeses Monk, came to India in 1903 and made "Mahaparinirvana 

Temple" into a living shrine. 

After independence, Kushinagar remained the part of district Deoria. On 13th May, 

1994, it came into being as a new district of Uttar Pradesh for an all round balanced 

and speedy development. 

1.2 CULTURAL IMPORTANCE 

The historical place Kushinagar, has its own cultural importance in terms of sacred sense and 

religious sentiments. The facts that make the place an abode of God and holiness are as follows: 

It belongs to the Great Lord Buddha, founder of Buddhism, who delivered his last 

sermon, attained "Mahaparinirvana" and was cremated at Ramabhar 

(Kushinagar).Buddha's cremation was done at " Mukut Bandhan" (Ramabhar), where 

'Mallas' constructed a big stupa over the ashes. Later, Ashoka, the great, had also 

renovated it. Chinese travellers, Fa Hien & Hieun Tsang have also mentioned 

‘Kushinara " in their Travel-Memo. 

It is also associated with Lord Mahavir, 24th tirthankar of Jain Sect, founder of Jainism. 

It is believed that Lord Mahavrir passed away or attained Parinirvana at Pawa. As per 

Pali Tripitak, Pawa was the second capital of the Mallas, the first being Kushinara. 

Pawa is now being identified with present day 'Fazilnagar', a place 16 kms south - east 

of Kushinagar. 

The district of Kushinagar had been witness to the glorious ancient history and culture. 

It is believed to be an important centre for Vaishnav, Shiv, Shaktipeeth, Buddha, 

Mahavir etc. Situtaed on the bank of river Gandak and nearerto the terai of the 

Himalayas, this region was an ideal 'Meditation Place' for sages, saints hermits and 

Mahatamas who were attracted by its pious. tranquil and charming natural 

surroundings. Archeological excavation has yielded rich collection of antiquities. 

Artistic artifacts and statues of various gods and goddesses. 

The significance of this region is also due to being ' Link - route ' of ancient highways. 

Among them were important highways Ayodhya - Janakpur (Bihar), Rajgrih - Vaishali 

- Shrawasti, Maharshi Valmiki's Ashram, Ashoka, the great Mauryas, Pillars routes, 

passing through this district. 

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1.3 IMPORTANCE OF THE PROJECT 

1.3.1 Kushinagar – Existing Features and Incidents of Attraction 

Kushinagar has a number of temples, monasteries, dharmashalas, museums, and monuments 

which attract a number of people throughout the year, from different corners of the world. 

TABLE 1-1: EXISTING FEATURES OF ATTRACTION 

Temples Monasteries Dharmashalas Hotels Monuments Others 

Mahaparinirvana 

Temple 

Matha Kuar 

Shrine 

Watt Thai 

Temple 

Indo-Japan- 

Srilanka Temple 

Lynhson 

Chinese(Taiwan) 

Lynhson 

Chinese 

Pathik 

Niwas(UPSTDC) 

Maha 

Parinirvan 

Sthal 

Kuber 

Asthan 

Myanmar Myanmar Lotus Nikko Matha 

Kuanwar 

Temple (last 

sermon site) 

Devraha 

Asthan 

Tibetan Birla Royal Residency Ramabhar Kurukulla 

Stupa Asthan 

Japan-Sri Lanka Tibetan Imperial (cremation Sidhua 

site) Asthan 

Sun Temple Sri Lanka Japan-Sri 

Lanka 

International 

Guest House 

Thailand Thai Gyaneshwar 

Korea Sri Lanka Buddha Vihar 

Rambhar Stupa 

Wat Thai Temple 

Indo-Japan Srilanka Temple 

Ruins and Brick Structure 

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Presently the other important factor to be accounted in 

assessing the traffic potential of Kushinagar International 

Airport is the upcoming Maitreya Project in this area – 

this entails constructing a 152 meters tall bronze statue of 

Lord Buddha in a sitting posture. Once this unique project 

is established, it has the potential to offer Kushinagar fame 

and admiration. This project would also elevate 

Kushinagar’s stature as a place of interest not only for 

Buddhists but for the public in general. Additionally, the 

traffic potential of Kushinagar will multiply manifold immediately after the commissioning 

of the Maitreya Project. 

Apart from the above features, there are a number of festivals that take place during different 

period of years such as – Budhha festival (during Budhha purnima), A New Year festival, 

Navaratri mela (Palta Devi), Shiva ratri mela etc. The guide map of these different tourist 

destination points are schematically shown in Figure 1-1. The UP Govt. Budha museum is 

also located at Kushinagar. 

FIGURE 1-1: GUIDE MAP OF KUSHINAGAR 

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1.3.2 Kushinagar – A Place of Tourist Destination 

Kushinagar, being an important Buddhist pilgrimage site in Uttar 

Pradesh, is a much-frequented visiting place for Indian and 

foreign tourists. The two places most frequently visited in 

Kushinagar are the Mahaparinirvana Stupa, which is built on the 

place of Buddha's Mahaparinirvana (Great Nirvana or passing away) 

and the place of his cremation, which is 1.6 km away. The tourist 

arrival data for Kushinagar for the last seven years has been given in Table 1.2. 

TABLE 1-2: TOURIST ARRIVAL DATA- KUSHINAGAR 

Year Indian Tourist Arrivals Foreign Tourist Arrivals Total Tourists 

2002 109731 11067 120798 

2003 109882 13341 123223 

2004 110751 13326 124077 

2005 236789 13328 250117 

2006 512570 32500 545070 

2007 518752 39885 558637 

2008 521878 41638 563516 

The data indicates that more than 2 million foreign tourists come to India to visit the place. 

Poor connectivity to Kushinagar limits the inflow of tourist population thereby limiting its 

potential as an international spiritual tourist destination. The nearest airport to Kushinagar is 

at Gorakhpur (44 km, aerial distance), which is a military air force base and has limited land 

availability. Considering the above facts, the development of an international airport at 

Kushinagar which already has an existing functional airstrip for non scheduled flights under 

UP Civil Aviation Authority has been conceptualized and proposed. 

1.3.3 Details of other Buddhist Places 

Uttar Pradesh is home to some of the most 

renowned and revered Buddhist sites in India 

and abroad. Each of these places has a special 

place in the heart of every Buddhist since Lord 

Buddha was associated was each of them in 

some way or the other. The road plan for 

approach to Kushinagar from other Buddhist 

circuit destinations has been prepared and 

shown in Figure 1-2. These key Buddhist 

destinations and their reason of importance 

include: 

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• Kushinagar - place where Lord Buddha passed away and attained Maha Parinirvana 

• Sravasti - Lord Buddha spent 27 rainy seasons here 

• Kapilvastu - Lord Buddha was born here 

• Sarnath - the Site where Lord Buddha delivered his first sermon 

• Kaushambi - a pillar from the Ashoka era exists here 

• Sankisa - believed to be the place Lord Buddha revisited after his death 

• Budhagaya – the place where lord Budhha achieved his enlightment 

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FIGURE 1-2: ROAD PLAN FOR APPROACH TO KUSHINAGAR FROM OTHER BUDDHIST CIRCUIT DESTINATIONS 

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1.3.4 Benifit of the Project 

The proposed international airport at Kushinagar will lead to the following benefits: 

Capability to provide for the increased air traffic demand in the area; 

Facilitate Buddhist pilgrims from national and international countries to travel directly 

to all the Buddhist circuits. 

Significantly ease a large population of people from Eastern UP & Bihar, working in 

Middle east countries 

decongestion of other international airports such as Delhi, avoiding unnecessary travel 

needs of international Buddhist tourists 

Providing for additional revenue generation in terms of foreign exchange earned from 

operations at the proposed international airport; 

Providing for additional employment areas in view of associated development in the 

area due to the proposed project; 

Trigger growth in the district and of the region due to increased air traffic demand in 

the area and the resultant associated development; 

Improvement in quality of life of the local population 

With the establishment of this new airport there will be holistic regional change in terms of 

economic and social condition. This could be accompanied by packages arranged and offered 

by the Tour operators in respective countries with large population of the religious 

community, like Thailand, Korea, Japan, China and Sri Lanka. The additional infrastructure 

development will be in the form hotel / motel / lodging facilities/ restaurants, malls, shopping 

centres etc that would be developed to meet the specific needs of the tourists from Buddhist 

countries considering their age and traditions etc. It also enhances the potential of revenue 

generation due to marketting of Indian handicrafts, tea, Indian fabrics like silk, Indian 

carvings and souvenirs etc. Places such as Kushinagar that are principally a pilgrimage 

attraction, also offer opportunities for leisure. Given the fact that places in and around 

Kushinagar do not have much to offer in the form of recreation and entertainment, some 

leisure facilities that could be potentially explored include sports like golf. This facility does 

not necessarily require one to create a 9 or 18 hole golf course but by creating putting holes 

and sand bunkers. As an example, Singapore Airport provides for putting facilities within the 

airport building with a tariff of $15 per hour. In addition to golf, facilities like bowling, 

fitness centers etc become an integral part of the recreation facilities. 

Case Study – Success Story of Gaya Airport 

Gaya Airport experienced 243% traffic increase with starting of the international flights in 

2006. Success of Gaya Airport is the inherent potential of the proposed Kushinagar airport. It 

is noteworthy that within a few years of operational the International Aircraft movement and 

the International Pax traffic has doubled in three years i.e. from 2004 to 2007. The Gaya 

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Airport handles more than 50,000 international tourists today. This justifies the need and 

indicates the potential of developing an International Airport in Kushinagar. 

1.4 NATURE, SIZE, LOCATION OF PROJECT 

The proposed site is located in Kasia, which is 5 km away from Kushinagar and comprises of 

39.34 ha (97.238 acre) of land which is under the ownership of U.P Civil Aviation. The site is 

a plain level land and comprises of an existing functional airstrip of 1750 m length and about 

27 m width. The site is located between 26 0 46’07.34’’ to 26 0 46’29.75’’ North latitude and 

83 0 54’44.07’’ to 83 0 53’37.33’’ East longitude. The elevation of the proposed site is 92 m above 

mean sea level. 

The proposed airport will be developed in an area of total 753.285 acres, out of which 

550.476 acres will be required solely for operational purposes and the balance 202.809 acres 

will be allotted for commercial development. There is an existing 97.238 acres of functional 

airstrip of U.P Civil Aviation Authority. Thus, an additional land of about 453.238 acres 

needs to be acquired around the existing airstrip from twelve villages. No settlement from all 

of these villages is coming within the area of the development. 

1.5 PURPOSE OF THE REPORT 

The proposed has been conceptualized for the development of an International Airport along 

with the development of integrated Buddhist Circuit. As per the EIA notification dated 

September 14, 2006 that supersedes EIA Notification of 1994, the development of 

international airport falls under category A (Category 7(a)) and will require clearance from 

Ministry of Environment and Forests. For the other six sites to be developed as a part of the 

Buddhist circuit, “Consent to Establish” will be required from Uttar Pradesh Pollution 

Control Board (UPPCB). 

M/s IL&FS-IDC has retained M/s SENES Consultants India (P) Limited to conduct the 

Environmental Impact Assessment study for the proposed project as per the TOR provided by 

MoEF vide letter No. F.No: 10-66/2009-IA.III, dated October 8, 2009 (Annexure I). The 

purpose of the EIA report is to address the information on the nature and extent of potential 

environmental impacts, both negative and positive, during the construction and operation phase 

of the proposed project and related activities taking place concurrently. 

1.6 OBJECTIVES AND SCOPE OF THE STUDY 

The objectives of the EIA study are as follows: 

i. to describe the proposed project and associated works together with the requirements 

for carrying out the proposed development; 

ii. to identify and describe the elements of the community and environment likely to be 

affected by the proposed developments; 

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iii. to identify, predict and evaluate environmental and social impacts expected to arise 

during the construction and operation phase of the project in relation to the sensitive 

receptors; 

iv. to identify the negative impacts and develop mitigation measures so as to minimize 

pollution, environmental disturbance and nuisance during construction and 

operations of the development; and 

v. to design and specify the monitoring requirements necessary to ensure the 

implementation and the effectiveness of the mitigation measures adopted. 

With these basic objectives, the scope of the work for the project, as mentioned in the Terms 

of Reference (ToR) is underlined below: 

• To understand the project pertinence 

• Site appreciation, reconnaissance survey and basic data collection 

• Secondary data collection 

• To establish baseline environmental and social scenario of the project surroundings; 

especially ambient air quality, noise, traffic, water and soil; 

• Collation and analysis of the data 

• Impact identification, prediction, assessment and formulating mitigating measures 

• Formulation of Environmental Management Plan (EMP) , Risk assessment and Disaster 

Management Plan (DMP) 

• Preparation of Draft EIA Report 

• Assisting in public consultation process and providing inputs for presentation before the 

regulatory authority 

• Preparation of final EIA Report. 

1.7 EIA METHODOLOGY 

The EIA study for the proposed project will be carried out as per the Ministry of Environment 

and Forest (MoEF) guidelines covering an area of 10 km radius from the proposed site. The 

EIA methodology for the proposed project has been described in Figure 1-3. 

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FIGURE 1-3: EIA METHODOLOGY 

Project Initial Meeting & Reconnaissance Survey 

Filling of Form I and approval of TOR from MoEF 

Base Line Data Collection 

Primary Survey 

• Physical Environment 

Meteorological details, Air Quality, Noise 

environment, Hydro-geological Environmental 

Settings, traffic and land environment 

• Biological Environment 

Density and diversity of flora and fauna in the study 

area, ecologically sensitive areas, List of floral 

Diversity, List of faunal Diversity, Current use 

pattern of natural resources 

Secondary Survey 

Indian Meteorological Department 

Soil department 

Geology department 

Land use map /master plan 

Ground water department 

Census department 

• Socio-economic Environment - 

Demographic Details, Land utilisation and land use 

pattern, Community structure, Planned 

developmental activities, Employment status, 

Prediction of Environmental Impacts 

Input from modeling software and techniques 

The possible impact on local 

Environmental conditions: 

Air Environment 

Water Environment 

comprehensive assessment 

Land environment 

Noise Environment 

Health Environment 

Assessment of Impacts and Risk Assessment 

Developing EMP and Disaster Management Plan 

Public Hearing (PH) 

Submission to MoEF with PH proceedings for Environmental 

Clearance 

Grant of EC 

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1.8 STRUCTURE OF THE EIA REPORT 

The EIA report for development of Kushinagar International Airport along with the 

development of Integrated Buddhist circuit presents the existing environmental scenario and 

the evaluation of the impacts that may arise during the construction and operation of the 

proposed development. Following impact prediction, the requirement for mitigation measures 

to address any unacceptable environmental impacts are also covered in this report. This report 

also highlights the Environmental Monitoring program. The content of the report is as 

follows: 

Chapter 1: Introduction 

Chapter 2: Project Description 

Chapter 3: Description of the Environment 

Chapter 4: Anticipated Environmental Impacts and Mitigation Measures 

Chapter 5: Analysis of Alternatives 

Chapter 6: Environmental Monitoring Program 

Chapter 7: Additional Studies 

Chapter 8: Project Benefits 

Chapter 9: Environmental Management Plan 

Chapter 10: Risk Assessment and Disaster Management Plan 

Chapter 11: Summary & Conclusions 

Chapter 12: Disclosure of EIA Consultant 

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2.0 Project Description 

The proposed international airport will be developed in Tehsil Kasia, in district Kushinagar. 

As per the EIA notification dated September 14, 2006, the proposed project falls under 

category A (Category 7(a)) and will require clearance from Ministry of Environment and 

Forests. For the other six sites to be developed as a part of the Buddhist circuit, “Consent to 

Establish” will be required from Uttar Pradesh Pollution Control Board (UPPCB). 

This chapter presents the site appraisal, discusses the sensitivity of the site in respect to 

availability of various resources, provide the details of the components planned for the 

proposed project and the mitigation measures proposed for the various environmental impacts 

anticipated due to the proposed development. 

2.1 SITE LOCATION AND ACCESSIBILITY 

The proposed site is located in Tehsil Kasia in district Kushinagar. The place is 5 km away 

from Kushinagar. The site is located between 26 0 46’7.34’’ to 26 0 47’5.55’’ North latitude and 

83 0 51’54.90’’ to 83 0 54’47.17’’ East longitude. The elevation of the proposed site is 92 m 

above mean sea level. 

The additional land required for the expansion of the existing airstrip, will be acquired from 

twelve villages, namely Bhaluhi Madaripatti, Shahpur, Bishunpur, Belwa Durga Rai, Nibi, 

Khorabar, Narayanpur, Narkatiya Khurd, Misrauli, Belwa Ramjas Dube, Parshawa, Pataya. 

The proposed site is accessible from all over the country through road; rail and air transport 

system, and attracts tourists from within the country. The existing connectivity system for the 

proposed site is as follows: 

Road – The proposed site is accessible through NH-28 which runs adjacent to the site 

towards the south and finally joins the road junction at Kasia. The road junction at Kasia 

extends as NH-28 situated about 3.5 km from the site towards the south and NH-28B towards 

the north which is also referred to as the Kasia-Padruna road. An existing approach road 

(Kasia – Ramkola road) provides the connectivity to the site through NH-28. This present 

approach road will be developed during the development of the proposed airport. The site is 

also acessible through Kushinagar to Shahpur road. 

Rail – The site is well connected with the other parts of the country through the rail network 

of the main northern railway line. The nearest railway station is Hatimpur railway station, 

which is located at a distance of about 7.6 km towards south-west of the site. Gorakhpur is a 

major junction and is located at a distance of 50.5 km from the site. 

Air – The nearest airport is situated at Gorakhpur at a distance of 44 km from the site. This is 

basically a military air base, which is occasionally used by the general commuters. 

The location map for the proposed site is shown as Figure 2-1. 

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FIGURE 2-1: LOCATION MAP OF THE PROPOSED SITE 




2.2 SITE SURROUNDINGS 

The site surroundings comprise of rural settings and agricultural land. The land use in the 

surrounding area primarily comprises of residential and agricultural practices. The details of 

site surroundings are as follows: 

North : The site is abutted by agricultural 

fields on the North. The villages namely, 

Nibi and Belwa Durga Rai are located 

towards this side within close proximity. 

South: NH – 28 passes along this direction at 

a distance of 3.5 km from the centre of the 

site. 

East : Baluhi Madaripatti settlement is 

located in close proximity of the site towards 

south-east direction. Kasia- Padrauna Road 

(NH- 28B) also lies in this direction. 

West: Agricultural fields surround the site in 

the west direction. The river Chhoti Gandak 

and the Khajuria branch of Western Gandak 

main canal are also located at a distance of 

5.6 km and 4.7 km respectively towards 

south-west of the site. A water body called 

Madrah Tal also lies at a distance of 2.0 km 

towards south-west of the site. Bakiya Tal, a 

small water body is located at a distance of 

2.4 km towards the south of the site. 

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The map showing the satellite imagery of the site with the surrounding features is shown in 

Figure 2-2. 

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FIGURE 2-2: SATELLITE IMAGERY OF THE SITE 




2.3 PROJECT COMPONENTS 

2.3.1 Site Master Plan 

The proposed airport will be developed in an area of total 753.285 acres, out of which 

550.476 acres will be required solely for operational purposes and the balance 202.809 acres 

will be allotted for commercial development, as mentioned earlier also. There is an existing 

97.238 acres of functional airstrip of U.P Civil Aviation Authority. Thus, an additional land 

of about 453.238 acres needs to be acquired around the existing airstrip from twelve villages. 

No major settlement from all of these villages is coming within the area of the development. 

The airport will have a passenger handling capacity of around 10 lakhs /annum, starting with 

about 5 lakhs/ annum passengers using the airport. Around 9-11 flights per day (day/ night) 

have been anticipated to be operated during starting years, which would increase up to 20~22 

by 10 th year. All narrow bodied aircraft and some wide bodied aircrafts (B737, AB 310/AB 

330 and A320 etc) and occasional wide body aircraft like B747 will be operated in the 

airport. The width of the runway will be 45 m, with 3200 m length and the landing & take off 

will be taken place from both of the sides. Initially no cargo traffic is proposed for the airport. 

The major facilities in the airport development area will be Runway / Taxiway with 

Navigational Aids, Apron, Air Traffic Control tower, terminal building, ATF storage, control 

tower. Auxiliary facilities like service block, car park, taxi stand, bus depot, access roads, etc. 

The airport will be served with other infrastructural facilities such as - Security system, Fire 

fighting system, STP, storm water network, power substation area, Air conditioning system, 

data networking system, telecommunication system, public addressal system, flight 

information display, restaurant, snack counters, pantries, VIP lounges, child care room, and 

toilets for the handicap people etc. 

The commercial development area will be accompanied with theme park, green area, hotels, 

market place, motel, fuel station, industrial zone, residential area, mission buildings, 

convention centre, police station, power substation, etc. 

The proposed facilities coming up at the airport along with the commercial development is 

given below in Table 2-1. 

TABLE 2-1: FACILITIES WITHIN THE AIRPORT AND COMMERCIAL AREA 

Airport Development 

SN Facilities Area (sq.m) 

1. Terminal Building 40512.05 

2. Ground Support equipment (GSE) 4121.9 

3. ATC 1200 

4. Fuel Farm 21588.62 

5. Sub Station 1200 

6. STP 800 

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Airport Development 

SN Facilities Area (sq.m) 

7. Car Park 26296.18 

8. Fire station 599.9 

9. Bus Depot 5095.76 

Commercial Development 

SN 

Facilities 

I Transportation Zone 

1 

Radio Cabs/ Regional Bus Terminal & 

Parking 87946 

2 Truck Terminal 18737 

Subtotal 106683 

II Green & Recreational Areas 

3 Buddhist Theme Park 32753 

4 Green Buffer Zone 7261 

Subtotal 40014 

III Commercial Zone 

5 5 Star Hotel Area 19049 

6 Budget Hotel Areas 16248 

7 Central Market Place & Office area 6906 

8 Warehousing Area 18585 

9 Motel & Fuel Station 11592 

Sub Total 72380 

IV Industrial Zone 111713 

V Residential Zone 

10 Country 1- Residential Area- Mixed 16054 

11 Country 2- Residential Area- Mixed 31399 

12 Country 3 27468 

13 Country 4 17801 

14 Country 5 33097 

15 Airport Village Staff Quarters 16904 


VI Intitutional Area 

Monastries & Mission Buildings 

16 Country 1 18232 

17 Country 2 20303 

18 Country 3 21294 

19 Country 4 19901 

20 Country 5 17006 

21 Convention Center 22873 

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Commercial Development 

SN 

Facilities 


VII Utilities Area 

22 Police station 4107 

23 Power Sub Station/ Treatment Plants 73386 


VIII Roads 70414 

IX Green Connections 68148 

24 Grand Total 551006 

The site layout (Master Plan) for the proposed development is as enclosed in Figure 2-3. 

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FIGURE 2-3: MASTER PLAN OF THE PROPOSED AIRPORT 




The estimated cost of the proposed project is Rs. 525 Crores. The project would be 

operational (tentative) by April 2012. 

2.3.2 Integration of the Airport in the Regional Plan 

As per the Kushinagar Special Area Master Plan 2021, the development of the region has 

been aimed as per the following: 

• To develop all required facility for the tourist 

• Preservation and conservation of the archaeological areas and entities 

• To regulate uncontrolled development in the area 

• To identify and designated the residential areas as per the future population 

• To designate and improve the traffic and transportation framework 

• To develop community facilities 

• To develop conservation policies for historical importance 

• To identify and designate the commercial and institutional areas 

• To control encroachments in the major parts of the region 

• To ensure the holistic development of the region 

• To establish mutual balance for different land uses for organized physical 

development of the city 

During development of the project, it has also been important to integrate the project with the 

regional development plan. The integration mechanism could be in terms of public health and 

safety, commercial development, infrastructural development etc. Below the integration of 

the airport project in the regional development plan is described. 

Overall Public Safety Criteria of the Region in the Airport Development 

The development of the Kushinagar airport shall address the Public Safety Zone in order to 

avoid any risk during the operational phase. This restricts what new development can be 

located in these zones. Public Safety Zone (PSZ) is determined based on the number of 

flights at the airport, the likelihood of a crash, where the crash might occur, and the likely 

consequences of a crash. Kushinagar Special Area Development Plan has already built in 

special land use restrictions within 1 km and 5 km zones of the airport development. 

Regional Commercial Development 

Commercial area development in the proposed project is an integral part of the airport 

development. Other than this, due to the airport development the overall commercial 

activities in the region will be increased in terms of IT Hub, hotels, restaurants, recreational 

areas, amusement parks etc. This will help in optimal exploitation of the full commercial 

potential of airports and make it not only viable but capable of generating surpluses for 

further expansion and development. 

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Infrastructural Development and Community Facilities 

The development of the airport will lead to the improvement of the community facilities and 

the infrastructural development in terms of road connectivity, traffic improvement, petrol 

stations, and amenity centers etc. Kushinagar will be connected from other Buddhist areas 

such as Sankisha, Sarnath, Sravasti, Lumbini, Kapilavastu, Kausambhi by means of National 

Highway and State Highway. 

2.3.3 Land Development during Construction Phase 

As discussed above, the proposed airstrip will be developed to an international airport with 

all the required infrastructural facilities like Passenger Terminal, Runway/Taxiway with 

Navigational aids, Apron, ATF Storage etc. These facilities require two major predevelopmental 

activities like acquiring of land for expansion of airport and demolition of 

existing airstrip. 

The construction work will be started with the erection of a boundary wall and leveling of the 

proposed land to a certain level more than the surrounding area in order to facilitate the 

drainage flow away from the site. As the land is almost flat with very gentle slope, hence 

leveling requirement would be very less. The material generated from demolition of the 

existing airstrip will be used for the leveling purpose and the rest will be either sold to the 

market or will be reused for filling during road construction. Once the leveling is completed, 

paving of the area will be carried out, in order to provide smooth landing of the aircrafts. 

After the completion of leveling and paving of the land, the construction work will be started, 

which includes erection of terminal building upto a height of approx. 8-10 m, development of 

airport lounge with sufficient seating arrangement, construction of the Apron, Runways and 

Taxiways and other targeted facilities. 

2.4 PROJECT INFRASTRUCTURE AND UTILITIES 

Buddhist Architecture in the Airport 

External Look of the Airport 

The proposed project shall be developed considering the 

architecture of Buddhist era. The external look of the airport 

would have dome structure, pagodas etc. Pagodas are the 

principle form of Buddhist architecture. The exterior of the 

airport will have symbols of five elements of the universe - earth, 

water, fire, air and ether, in the form of Pagoda. The gates of the 

airport could be made in form of great Stupa. 

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Internal Architecture 

The internal area will bring a sense of 

Buddhist art in terms of artificial caves 

(in the walking passages or in transit 

areas) or grottoes (also known as the 

rock-cut monasteries), which could be 

made in the roof and walls of the airport. 

This will be further decorated with relief carvings, paintings and stone 

images of the Buddha or the Bodhisattvas. The corridor will have 

pillars and walls showing sculptures from Buddhist era. 

Museum like Corner and Paintings 

In order to make guest have a feeling of Buddhist 

sentiment a museum like corner shall be set up in the 

airport, which would have different prototypes of 

Buddhist monuments, monasteries, ruins, sthambs etc 

etc. The museum will also have different paintings of 

Budhhas and different events of his life. 

Social Infrastructure 

Social infrastructural development would be a part of the project, which includes upliftment 

of the living condition of those people whose land would be acquired. Another aspect of such 

project will be improved connectivity with the surrounding area as well as the outside world, 

which attracts tourists from all over the world and thereby creates market demand for local 

produce, which also indirectly cause social benefits. In addition to this, development of water 

and sewer line, power supply system etc. will be upgraded as a part of the project. 

Water Requirement and Supply 

Construction Phase 

Groundwater will be the main source of water during the construction phase and 2 existing bore 

wells on site will meet the water requirement during that phase, for which due permission will 

be acquired from regulatory authorities, if necessary. The water requirement during the 

construction phase can be broadly divided into two categories; 

Construction activities and 

Domestic water requirement for labourers (18 KLD). 

December 2009 

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Operation Phase 

During the operation phase, the total water requirement is 460 KLD to be met from ground 

water source. Fresh water requirement is 145 KLD for the proposed project. The remaining 

amount of water will be met through treated wastewater. 

Power Requirement and Supply 


The power requirement during the construction phase will be in order to running of various 

types of construction equipments, machineries and for labor camps & administrative office. 

The power requirement would be around 200-250 kVA (approximately), which may be sourced 

from State Electricity Board. 100% power back up is provided during the construction phase 

with 1 no. of DG set of 250 kVA capacity. 


The power requirement during the operation phase is 3 MW and the power will be sourced 

from Uttar Pradesh Power Corporation Limited. 100 % power back up is provided during the 

operation phase with 3 DG sets of 1250 kVA capacity each. 

Parking Facilities 

In the proposed airport, an entire range of parking facilities catering to Tourist Bus services, 

car rentals and associated parking would be created as the entire movement of tourists to and 

fro from Kushinagar may be assumed to be initiated at the airport. 

The project premises will have specialized parking facilities for the passengers and visitors 

with the provision of surface parking for 15 buses and 250 cars. 

Fire Safety Facilities 

The proposed project of airport will involve handling and storage of Aviation Turbine Fuel 

(ATF) and HSD, which may cause fire hazard. The fuel storage area for the proposed project 

is 21588.62 sq.m. (5.33 acres). A proper fire fighting system will be designed as per the 

provisions of National Building Code (NBC) of India (SP 7: 1983 Part IV Amendment No. 3 

of January 1997) and Fire Protection Manual issued by Tariff Advisory Committee and the 

latest Indian and International standards/codes. The fire protection system will cover the 

entire internal premises of the building as well as the outer area. 

Following fire safety facilities are planned for the proposed project: 

Addressable fire alarm system 

Wet riser system with fire hose cabinet at different locations 

Fire hydrants 

Automatic fire sprinkler system 

Static fire water tank 

Portable Fire Extinguisher 

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Landscape areas 

Green and recreational areas will be developed within the airport comprising of a Buddhist 

Theme Park (32753 sq.m.) and green buffer zone (7261 sq.m.). Proper plantation with variety 

of species will be adopted in order to attenuate noise pollution and vibration generated from 

the aircraft operation. 

Wastewater Treatment 


During the construction phase, it is expected that 15 KLD of waste water will be generated 

from labour camps which will be treated and disposed off in septic tanks and soak pits. 


During the operation phase, it is expected that 315 KLD of wastewater will be generated 

which will be treated in an STP of 375 KLD capacity based on FMR (Fluidized Media 

reactor) process. The Treated wastewater will meet the prescribed CPCB standards and will 

be used for onsite landscaping, flushing, DG set cooling and fire fighting. The remaining 

treated water will be used for HVAC cooling make up. 

Waste Management 


The construction waste generated due to the demolition of existing structures and the existing 

airstrip for the proposed project is about 34130 MT. The waste generated from the proposed 

construction work will be reused on the site as much as possible. The construction debris 

generated will be reused within the site for filling purposes and for various construction 

works. 

The Municipal solid waste (MSW) will also be generated from the labour camps during the 

construction phase, which is 0.2 TPD. Due to the involvement of local labour, waste 

generation will be reduced. It will be ensured that the generated waste will be sent to nearest 

designated waste storage bins. 


1.5 TPD of MSW will be generated during the operation phase of the proposed project which 

will be treated within a package compost plant within the airport. 

The proposed waste management system for the upcoming project would be prepared in 

accordance with the Municipal Solid Waste (Management and Handling) Rules 2000 and 

other regulatory requirements. The philosophy of solid waste management should be to 

minimize reliance on disposal by encouraging the four R’s of waste i.e. waste reduction, 

reuse, recycling, and recovery. 

Internal Road Network 

For the proposed project, an area of 70414 sq.m. has been allotted for the development of 

internal road network for providing smooth traffic movement within the premises. 

December 2009 

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The existing approach road to the airport will also be altered as a part of development work. 

The village road connecting villages Nibi, Belwa Durgarai to the NH-28B (Kasia-Padrauna 

road) will also be altered. 

2.5 MITIGATION MEASURES 

2.5.1 Construction Phase 


The major sources of air pollution during construction activities include dust generation, DG 

set operation and vehicular emissions. The mitigation measures proposed to reduce the air 

pollution includes application of dust suppressants, paving of the roads, water sprinkling, 

reducing vehicle speed by provision of speed breakers and providing covered storage areas 

for construction materials. 


Noise and vibrations will be generated due to the operation of construction equipments like 

cement concrete mixing, pulverizing, aluminum channel folding, drilling and several other 

activities. Heavy dumpers, DG sets, machineries and bulk carriers will lead to vibrations. The 

impact of noise and vibrations will be controlled by providing equipments like ear plugs, ear 

muffs for workers. The noise vibrations will also be controlled by using damped tools and 

minimizing the number of hours for their usage. The time of exposure in high noise areas will 

be reduced by job rotation policy and night time operations will be discouraged. 


The water requirement during construction phase will mainly comprise of water for curing 

purposes and domestic requirement for construction labourers. The requirement during 

construction phase will be met through groundwater resources. The water demand for the 

curing operations will be reduced by spraying of water on the concrete structures instead of 

allowing free flow of water. The concrete structures will be covered with thick gunny bags on 

which water will be sprayed to ensure sustained and complete curing. 

The waste water generated during the construction activity will mainly comprise of 

suspended materials, oil and grease spillage and washing from construction areas. Garland 

drains will be provided for the contaminated runoff. The sewage generated from labour 

camps will be disposed to septic tanks and soak pits provided onsite. 

Land Environment 

The construction activity will lead to generation of waste such as sand, gravel, concrete, 

stones, bricks and wood. Several environmental management measures will be implemented 

to minimize the soil erosion and other impacts such as conservation of topsoil from 

construction activity, prevention of spillages and storage of any hazardous materials under 

covered sheds. Measures will be taken to minimize the construction waste generation. The 

waste material will be segregated at source and recycling of waste will be done in the 

December 2009 

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construction work itself to the extent possible. The responsibility of transporting and 

disposing construction and demolition waste will be of the contractor and will be transported 

to an authorized site. However, the waste generated from the labour camp can also be 

reduced, due to involvement of the local labor, who may not stay on at the project site. 

Ecological Environment 

The construction activity will involve disturbance to the existing agricultural activity in the 

surrounding area, soil conditions, tree cutting and will also cause an overall change in the 

micro climate of the area. In order to minimize the impact on the ecological environment, 

care will be taken to have minimal vegetation clearing at the site. The location of labour 

camps and offices for project staff will be planned in order to avoid human induced 

secondary additional impacts on the flora and fauna species. Cutting, uprooting, coppicing of 

trees or small trees present in and around the project site for cooking, burning or heating 

purposes by the labourers will be prohibited and suitable alternatives will be provided. Green 

belt development plan will be taken up by plantation of native species thereby minimizing the 

impacts on the microclimate of the area. 

Socio Economic Environment 

During the construction phase, preference will be given to local labourers based on the skill 

set. Secondary business opportunities will also be generated for the locals. The health and 

safety aspects of the labours will be given due importance. Adequate facilities will be 

provided for sanitation, drinking water and waste management. The safety measures will be 

provided as per the Occupational Health and Safety Rules. 

2.5.2 Operation Phase 


The vehicular emissions due to onsite traffic movement, aircraft engine emissions, emissions 

from the auxiliary power unit, emission from ground support equipments and from stand by 

During airport design, care would be taken in reducing the taxiing distances to avoid 

emissions. Many a times, airport delays during taxiing period contribute to emissions, if these 

delays are suffered with engines running; hence the additional aircraft should not be allowed 

to begin taxi-out as long as more aircraft are already on the outbound taxiway system. 

Shutdowns of engines to the maximum extent possible can also help in reducing the 

emissions. Sometimes, imposing of emission based surcharge will also encourage use of 

cleaner engines by airlines. In addition to all these measures, thick greenbelt will be 

developed to mitigate the adverse impacts on the air environment. 


Noise generation during the operation phase will be due to the aircraft operation and internal 

as well as external vehicular traffic movement. Allocation of proper time management system 

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for aircraft operation, proper traffic management plan etc. will be implemented. Noise 

reduction strategies like preventive maintenance, noise reduction at sources and use of 

acoustic enclosures will be adopted. Thick greenbelt plantation around the area will be done 

to reduce the vehicular noise. 


Effective measures will be taken to reduce the water demand during the operation phase. 

Efficient fixtures will be provided to reduce the flushing requirement and thereby to achieve 

savings in water consumption for domestic purposes. The domestic sewage generated during 

the operation phase will be treated in an onsite sewage treatment plant based on Fludized 

Media Reactor (FMR) Technology. 

The airport related activities need to be managed properly in order to reduce fluid discharges, 

which include discharges associated with handling of fuels, storm water runoffs and ordinary 

sewage. These discharges will be done in accordance with the locally prevailing regulations. 

As the airport consists of paved surface, rainwater runs off quickly from runways, taxiways, 

aprons and roadways and flushes the pollutants away from the airport. Sometimes this large 

amount of water also creates flood in the surrounding area, if the drainage system is not 

designed properly; hence, the airport designing will involve a number of settling ponds, 

which will retain storm water both to prevent floods and to settle the particulate matter swept 

away from the airfield. 


The proposed waste management system for the upcoming development would be prepared 

in accordance with the Municipal Solid Waste (Management and Handling) Rules 2000 and 

other regulatory requirements. The philosophy of solid waste management will be to 

minimize reliance on disposal by encouraging the four R’s of waste i.e. waste reduction, 

reuse, recycling and recovery (materials and energy). Segregation at source will be 

introduced with bio-degradable and non recyclable/non-biodegradable waste to be stored and 

collected separately. Non recyclable and non biodegradable waste will be disposed off to 

authorized recyclers. 


A considerable portion of the land has been allocated for exclusive greenbelt in the 

surrounding area. Plantation will be carried out with the selection of proper species, which 

will help in increasing the aesthetic look of the surrounding area, as well as in attenuating the 

noise pollution, generated from aircraft operation. Native species will be planted on site to 

ensure proper growth and reduction in water demand. 


During the operation phase, locals would be given preference for employment based on their 

skill set. The establishment of such project will lead to major infrastructure development in 

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the area and contribute to increase in land value. This kind of development will attract 

tourists from all over the world and will thereby increase the market demand or local 

produce, which further improve the overall economy of the region. 

December 2009 

30 


EIA Study - International Airport at Kushinagar & Integrated Development of Buddhist Circuit, U.P 

3.0 Description of the Environment 

This chapter describes the existing environmental settings in the study area. In order to 

identify any potential impact on and to the natural and socioeconomic environment, it is 

essential to have a thorough understanding of the nature of the existing environment prior to 

commencement of the proposed activities. This acts as a need to characterize the existing 

baseline environmental and socio-economic conditions including establishing the prevailing 

conditions for a range of media through primary monitoring, undertaking focused surveys 

and the collection of secondary information from various published sources. It includes the 

physical environment comprising of air, water and land components, the biological 

environment and socio-economic environment. The major purposes of describing the 

environmental settings of the study area are: 

• To assess the existing environmental quality, as well as the environmental impacts of 

the future developments being studied; 

• To identify environmentally significant factors or geographical areas that could 

preclude any future development. 

Additional purposes of the baseline studies is to provide sufficient information so that 

decision makers alien with the general location can develop an understanding of 

The project need 

Environmental characteristics of the study area 

The objective of the present study is to assess comprehensive environmental impacts due to 

proposed international airport being developed in Kushinagar. The current environmental 

quality status around the identified project site represents the baseline status for proposed 

project. 

3.1 SITE SETTING AND STUDY AREA 

The proposed site is located at the tehsil Kasia of Kushinagar district. The proposed site is at 

a distance of 5 km from Kushinagar. There is an existing airstrip under the ownership of U.P 

Civil Aviation, which comprises of 39 ha of land. The land required for the expansion of the 

existing airstrip, has been acquired from twelve villages, namely Bhaluhi Madaripatti, 

Shahpur, Bishunpura, Belwa Durgarai, Nibi, Khorabar, Narayanpur, Narkatiya Khurd, 

Misrauli, Belwa Ranijas Dube, Parsahwa, Pataya,. 

The proposed site is basically a flat land with a gentle slope towards the south. There are few 

water bodies like Hirawati Nala and Madaraha Tal towards west and Bakiya Tal towards 

south of the proposed site. All these water bodies flow towards the south finally draining into 

Choti Gandhak nadi. The proposed project will not affect the existing drainage pattern. 

Existing natural slope of the ground will be given due consideration while preparing the plan 

for the proposed airport. 

December 2009 

30 



There are no sensitive features within the site, however some portion of agricultural land and 

a portion of village settlements will be acquired for the proposed development. 

Photographs Showing Site Settings 

Photograph showing temple & 

primary school adjoining existing 

airstrip 

Photograph showing settlement of 

Birthi village 

Agricultural fields & terminal 

building to be cleared for proposed 

project 

Madraha tal Chotti gandhak nadi Hirhrawati nala 

Shiva temple Local pond Primary school 

Cultural Sites 

There are two cultural sites within a radius of 5 km from the centre of the proposed site. 

Buddhist shrine (4.2 km) 

Rambhar Stupa (4.9 km) 

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31 



Since the cultural sites are located beyond a distance of 2 km from the proposed site, hence 

the impact of noise and vibrations on the monuments will be not significant. 

The import site features within 5 km radius from the proposed site is enclosed as Figure 3.1. 

FIGURE 3-1: MAJOR STRUCTURES WITHIN 5 KM RADIUS 

3.2 CRITERIA FOR BASELINE ENVIRONMENT STUDY 

The guiding factors for the baseline study are as per the requirements laid down by the Central 

Pollution Control Board (CPCB) and MoEF. For the purpose of the EIA study, the impact zone 

for the proposed development shall confine within a radius of 10 km from the center of the 

project site (Ref Figure 3-2). The study has been conducted by considering the following: 

• The various environmental attributes were divided into primary and secondary studies. 

Primary attributes such as micro-meteorology, air environment, water, soil, noise, 

traffic, flora and fauna and socio-economic aspects were assessed by conducting field 

studies and on-site monitoring and review of the past studies conducted; and 

• Secondary attributes such as land use studies, geology, physiological characteristics, 

have been assessed by literature review of studies conducted in the past and by various 

government publications. 

December 2009 

32 



• The socioeconomic environment has been studied through extensive consultations with 

various stakeholders with a strong focus on the neighbouring villages. Additionally, 

socioeconomic data has been obtained from the Census and various government 

departments. 

The scoping and the extent of data generation were formulated with interdisciplinary team 

discussions, criteria questions and professional judgment. The baseline studies started with 

reconnaissance survey and site visits in the study area for fixing the monitoring locations for 

collection of the primary data. Various Government, Semi-Government departments were 

approached for getting information for the secondary data generation. 

FIGURE 3-2: STE SURROUNDING FEATURES (WITHIN 10 KM FROM PROPOSED SITE) 

3.3 COMPONENTS AND PARAMETERS OF BASELINE ENVIRONMENTAL STUDY 

The various physical components for baseline monitoring study have been mentioned below: 

• Physical Environment 



Traffic Pattern and Density 



• Biological Environment 

December 2009 

33 



• Socio-Economic Environment 

The different parameters of the above components (as mentioned in the Terms of Reference) 

are furnished in Table 3-1. 

TABLE 3-1: ENVIRONMENTAL COMPONENTS AND PARAMETERS FOR BASELINE STUDY 

SN Components Parameters 

1 Meteorology Wind speed, wind direction, rainfall and temperature 

2 Ambient Air Quality SPM, RSPM, SO 2 , NOx, and CO 

3 Water Quality • Hydro-geological setting of the site 

• Parameter for Surface Water - Colour, pH, Total Dissolve 

Solids, Total suspended Solids, Oil and Grease, DO, BOD, 

COD, chlorides, sulphates, Total hardness, Salinity (Na) 

Salinity (K), Lead, Iron, Arsenic, Cadmium, Chromium, 

Total coliforms, feacal coliforms 

• Parameter for Groundwater - Color, Odor, Taste, pH, 

turbidity, Total hardness, Iron, Chloride, Residual free 

chlorine, Dissolved solids, Nitrates, Fluoride, Cadmium, 

Lead, Arsenic. 

4 Land Environment • General geology of the area 

• Seismo-tectonic nature of the study area 

• Geomorphology 

• Relief and drainage 

• Soil Property - Texture, type, grain size distribution, 

Atterburgs limit, permeability etc., Sodium Absorption 

Ratio (SAR), Nitrogen, Phosphorous, Potassium (NPK) 

values, Copper, Zinc. 

5 Ambient Noise Equivalent sound level in dB (A) 

6 Traffic Survey Traffic count as per the IRC 

7 Ecological Environment • Density and diversity of flora and fauna in the study area 

• Ecologically sensitive areas in the study region like 

sanctuaries, national parks, endangered species and wildlife 

corridors. 

• List of floral Diversity - Crop species; Medicinal plants; 

Commercial tree species. 

• List of faunal Diversity - wild species; domesticated 

species; bird species; aquatic species; terrestrial species 

• Migratory path, breeding seasons, etc. 

8 Socio-economic 

Environment 

• Demographic Details - Population structure; Sex ratio; 

Ratio of urban: rural population 

• Land holding pattern 

• Planned developmental activities - Status of public 

December 2009 

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SN Components Parameters 

development schemes; Details of implementation; Details 

of population to be benefited 

• Economic structure - Economic status of population; Local 

population trade details; Agricultural dependent population; 

Commercial trading dependent population; Distribution of 

income; Present income sources 

• Health conditions - Current medical status of population; 

Availability of medical amenities 

• Civic amenities - Sources of local public transportation; 

Presence of highways; Condition of connecting roads; 

Public recreation facilities; Parks & gardens 

• Aesthetic and Culture - Religious places and structure; 

Historic/ Archaeological places or structures; Community 

structure 

3.4 ESTABLISHMENT OF BASELINE FOR ENVIRONMENTAL COMPONENTS 

The study area for the proposed development is within a radius of 10 km from the center of the 

development site since most of the potential impacts are likely to occur within this area. 

Baseline monitoring study has been conducted during summer season, 2009. The locations of 

the baseline monitoring have been selected with respect to proposed land-use and 

environmental susceptibility of the critical areas. The sampling locations have been selected on 

the basis of the following factors: 

Predominant wind directions recorded by the Indian Meteorological Department (IMD), 

Gorakhpur observatory; 

Existing topography; 

Drainage pattern and location of existing surface water bodies like ponds, tals; 

Location of villages/towns/sensitive areas; 

The detail of the outcome of baseline monitoring with the sampling locations and monitoring 

schedule for different environmental components are discussed below. 

3.4.1 Air Environment 

The existing quality of the air environment serves as an index for assessing the pollution load 

and the assimilative capacity of any region and forms an important tool for planning project 

activity in the area. Primary data was collected for pre monsoon season to understand the air 

quality in the region and to assess the impacts on air environment. 

Climate and Meteorology 

Climate and meteorology of a place can play an important role in the implementation of any 

developmental project. Meteorology is also the key to understand local air quality, as there is 

December 2009 

35 



an essential relationship between meteorology and atmospheric dispersion involving wind in 

the broadest sense of the term. 

Secondary data for climatic aspects was collected from IMD station at the Civil Hospital 

compound, about 1.5 km to the north of the river Rapti in Gorakhpur, Uttar Pradesh, as it is 

the nearest IMD station from the proposed project site. The surrounding area is plain. The 

wind instruments were placed on the roof of the outpatient ward with good exposure. The 

region experiences tropical climate with extreme temperatures. The overall climatic pattern of 

the country is shown in Figure 3-3. 

FIGURE 3-3: CLIMATIC REGIONS 

Methodology for Baseline Meteorology monitoring 

Meteorological information is important for devising baseline ambient air quality monitoring 

plans and for the prediction of impacts from air quality modeling. At project site, a 

meteorological station was installed to monitor parameters of wind speed and direction and 

temperature. Hourly meteorological data was collected for one season. Monitoring was done 

as per IS: 8829: Micro-meteorological Techniques in Air Pollution. 

Climate Trends 

As per the meteorological data for Gorakhpur for the year 2007. 

The following section discusses the climatic trends based on the meteorological data for 

Gorakhpur for the year 2007, collected from the Civil Hospital compound, Gorakhpur, Uttar 

Pradesh. This data, alongside the data obtained from the site has been used for air dispersion 

December 2009 

36 



modeling. The Climatological summary for Civil Hospital compund, Gorakhpur, Uttar 

Pradesh is given in Table 3-2. 

TABLE 3-2: CLIMATOLOGICAL SUMMARY FOR IMD STATION AT CIVIL HOSPITAL, GORAKHPUR 

UTTAR PRADESH (2007) 

Month 

Mean max. 

temp (°C) 

Mean min. 

temp (°C) 

Total rainfall 

(mm) 

Mean wind 

speed (m/s) 

Predominant 

wind direction 

January 23.0 7.9 0.0 0.44 W 

February 24.7 12.2 59.0 0.55 E & SW 

March 30.5 15.4 22.4 1.0 W 

April 37.6 21.8 14.3 1.38 E 

May 37.4 24.2 73.9 1.19 E 

June 35.5 25.9 85.5 1.69 E 

July 31.4 25.3 376.4 1.16 E 

August 31.9 25.6 514.6 1.05 E 

September 32.4 24.8 233.0 0.94 E 

October 32.1 21.6 54.7 0.44 W 

November 29.6 15.4 0.0 0.13 NE 

December 24.4 10.0 0.4 0.25 W 

Average/ Total 30.8 19.1 119.5 0.85 

Source: Climatological Table, IMD 

Precipitation: Gorakhpur receives an annual average precipitation of 119.5 mm. The 

maximum mean monthly rainfall of 514.6 mm occurs during August while the mean 

minimum monthly rainfall of 0.0 mm takes place in the month of November and January. 

Near Surface Temperature: April is observed as the hottest month of the year having mean 

daily maximum temperature of 37.6°C, where as January is the coldest month having mean 

daily minimum temperature of 7.9°C. 

Wind Direction and Speed: Wind direction is reported as the direction from which the wind 

blows and is based on surface observations. 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. 

The distribution of average wind speed over the year is 0.85 m/s. Maximum and minimum 

mean wind speeds were observed in the months of June and November respectively. 

Meteorological Station Data 

Table 3-3 provides maximum and minimum temperature, rainfall and average wind speed 

over the seasonal monitoring period at the site. 

December 2009 

37 



Season 

TABLE 3-3: METEOROLOGICAL MONITORING DATA 

Maximum Temp 

(°C) 

Minimum Temp 

(°C) 

Average Wind 

speed (m/sec) 

Rainfall 

Pre Monsoon 37.1 0 C 29.7 0 C 1.48 ms -1 Nil 

(mm) 

Wind Rose 

The wind rose denotes a class of diagrams designed to display the distribution of wind 

direction experienced at a given location over a period of time - long for a Climatological 

record of prevailing winds or short to show wind character for a particular event or purpose. 

Wind rose summarizes a considerable amount of wind frequency information into a single 

graphic during the monitoring period at the proposed site and is shown in Figure 3-4 below. 

FIGURE 3-4: WIND ROSE FOR METEOROLOGICAL MONITORING DATA 

The wind rose diagram reveals that wind was blowing predominantly from the East direction 

with frequency of approximately 43% having speed in the range of 0.5-3.6 m s -1 during the 

monitoring period. The onsite average wind speed was observed 1.48 m s -1 with frequency of 

calm winds 0.83% during the monitoring period. The wind rose diagram shows that during the 

monitoring period predominant wind direction was observed concurrent with climatological 

prevailing wind direction (Easterly). 

December 2009 

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TABLE 3-4 : FREQUENCY OF STABILITY CLASSES OVER MONITORING PERIOD 

Stability Class Frequency (%) 

A – Extremely Unstable 30.0 

B – Unstable 20.0 

C – Slightly Unstable 

D – Neutral 

nil 

nil 

E – Slightly Stable 1.7 

F – Stable 48.3 

This data indicates that over the monitoring period, the site exhibits trends of slightly stable to 

stable conditions. Stable conditions exhibit poor vertical mixing, and low levels of contaminant 

dispersion. Use of this stability data for modeling purposes will produce higher concentrations 

of pollutants at a given receptor (i.e. more conservative results). 

Baseline Ambient Air Quality Monitoring in the Study Area 

Reconnaissance 

The proposed site is located at the tehsil Kasia of Kushinagar district. The proposed site is at 

a distance of 5 km from Kushinagar. There is an existing airstrip under the ownership of U.P 

Civil Aviation, which comprises of 39 ha of land. The proposed site is at an elevation of 

about 92 m above mean sea level. The topography of the project site as well as the 

surrounding impact zone (10 km radial distance) is flat terrain. There is no forestland 

involved. 

The nearest National Highway is NH-28 B (kasia-Padrauna road). 

The vehicular emissions on National Highway and domestic emissions as well as biomass 

burning in nearby villages also contribute towards air pollution in the study area. 

As per the regional climatological conditions, the project area experiences extreme weather 

conditions with special reference to ambient temperature. The ambient temperature in the 

region on monthly basis varies from 7.9°C, the extreme lowest during January (winter) to 

37.6°C, the extreme highest during April (summer). The average annual rainfall in this region 

has been recorded as 119.5 mm with the variation from 0.0 mm (November & January) to 

514.6 mm (August), major component occurs during monsoon season (July-September). 

Locations of AAQ Monitoring Stations 

An assessment of baseline air quality was undertaken to establish the status of exposure of 

the receptors. This assessment was accomplished by examining sources of air emissions 

within the study area and by conducting a site–specific background–sampling program. 

The basic considerations for designing air quality surveillance programme include: 

i. Topography 

ii. Physical Features 

December 2009 

31 



iii. Micro-meteorology of the region 

iv. Representation of regional background 

v. Proper representation of upwind and downwind directions 

vi. Ecologically Sensitive Locations within 10 km 

Keeping the historical meteorological conditions, topography, physical features, sensitive 

locations and current and anticipated pollution loads, in mind, and based on the 

reconnaissance Survey of the Project Area, a monitoring framework for air quality in the 

study area (10 km radius) has been drawn up. In this manner, three monitoring stations have 

been set up at downwind direction, two monitoring stations at upwind direction and two 

monitoring station at crosswind direction. 

A site–specific background air quality monitoring program was conducted in and around the 

project site for one season i.e. Pre monsoon season - 2009. Background data was collected for 

SPM, RSPM, SO 2 , NO x , and CO. Total 8 numbers of sampling stations were selected to 

assess the existing air quality in the area. 

The monitoring locations are shown in Figure 3-5. The monitoring locations are specified in 

Table 3.5 

TABLE 3-5: AIR QUALITY MONITORING LOCATIONS 

Monitor 

Description 

Distance From Site 

Boundary (Km) 

Upwind/ 

Downwind 

Category 

AQ1 Project Site -- -- Rural 

AQ2 Misrauli village 0.7 Crosswind 

AQ3 Parsauni village 1.2 Downwind 

AQ4 Jurwaniya village 1.6 Downwind 

AQ5 Bariya village 0.9 Upwind 

AQ6 Naukatola village 1.0 Upwind 

AQ7 Pataya village 0.6 Crosswind 

AQ8 Ghera village 2.5 Downwind 

Rural + 

Residential 

December 2009 

32 



FIGURE 3-5: LOCATIONS AMBIENT AIR QUALITY MONITORING STATIONS 

Methodology for Baseline AAQ monitoring 

The background-monitoring program was carried out as per standard methodologies and 

accepted protocols as detailed by the MoEF. Air quality was monitored with 8 numbers high 

volume samplers, for 24 hours, twice a week, for one season. Each sampler maintained a 

volumetric flow rate between 1.0-1.2 m 3 /min. In this manner 24 hourly values for all 

pollutants (except CO, where 8 hourly samples were collected) were collected at each of the 

locations. Analysis of pollutants was done as per standard IS codes. 

The National Ambient Air Quality Standard (NAAQS) for SPM, RSPM, SO 2 , NO x and CO 

are presented in Table 3-6. 

TABLE 3-6: NAAQS STANDARD FOR RESIDENTIAL AREAS 

SN Parameter NAAQS for Residential Area 

1 SPM 200 

2 RSPM 100 

3 SO 2 80 

4 NO x 80 

5 CO 2000 

December 2009 

33 



Results of AAQ Monitoring 

Monitoring results (observed levels and ranges) of SPM, RSPM, SO 2 , NO x , and CO, are 

presented in Table 3.7 to Table 3.14, where exceedances of NAAQS are highlighted. 

TABLE 3-7: MONITORING PROGRAM RESULTS – AQ1 (PROJECT SITE) 

Units: µg/m 3 

Parameter 

Monitoring Results 

Maximum Average Minimum 

NAAQS for 

Residential, Rural & 

Other Areas 

SPM 196 171 144 200 

RSPM 69 60 50 100 

SO 2 19 15 11 80 

NO x 29 25 24 80 

CO 1419 1260 1126 2000 

TABLE 3-8: MONITORING PROGRAM RESULTS – AQ2 (MISRAULI) 


Parameter 





Other Areas 

SPM 208 177 148 200 

RSPM 73 62 52 100 

SO 2 19 14 12 80 

NO x 27 25 23 80 

CO 1508 1206 1041 2000 

TABLE 3-9: MONITORING PROGRAM RESULTS – AQ3 (PARSAUNI) 


Parameter 





Other Areas 

SPM 202 182 165 200 

RSPM 76 63 56 100 

SO 2 18 13 9 80 

NO x 30 25 22 80 

CO 1412 1219 1078 2000 

December 2009 

34 



TABLE 3-10: MONITORING PROGRAM RESULTS – AQ4 (JURWANIYA) 


Parameter 





Other Areas 

SPM 204 180 160 200 

RSPM 70 61 56 100 

SO 2 17 14 11 80 

NO x 30 27 22 80 

CO 1630 1251 1119 2000 

TABLE 3-11: MONITORING PROGRAM RESULTS – AQ5 (BARIYA) 


Parameter 





Other Areas 

SPM 211 178 148 200 

RSPM 76 62 52 100 

SO 2 21 16 11 80 

NO x 33 26 22 80 

CO 1761 1281 1131 2000 

TABLE 3-12: MONITORING PROGRAM RESULTS – AQ6 (NAUKATOLA) 


Parameter 





Other Areas 

SPM 213 177 152 200 

RSPM 73 62 52 100 

SO 2 25 14 10 80 

NO x 37 26 22 80 

CO 1646 1255 1127 2000 

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TABLE 3-13: MONITORING PROGRAM RESULTS – AQ7 (PATAYA) 


Parameter 





Other Areas 

SPM 213 186 163 200 

RSPM 67 63 55 100 

SO 2 17 14 11 80 

NO x 31 25 20 80 

CO 1398 1235 1126 2000 

TABLE 3-14: MONITORING PROGRAM RESULTS – AQ8 (GHERA) 


Parameter 





Other Areas 

SPM 199 175 156 200 

RSPM 71 61 54 100 

SO 2 18 12 10 80 

NO x 28 24 20 80 

CO 1571 1220 1088 2000 

Interpretation of AAQ Monitoring Results 

With respect to pollutants, the results of the monitoring program indicate the following: 

• Observed SPM levels exceeded the ambient air quality standards at all the locations 

except at AQ1- project site and AQ8- Ghera village. 

• RSPM level observations lie within the specified standards for rural and residential areas 

at all the locations. 

• Observed NO x and SO 2 levels are within the specified standards at all locations for rural 

and residential areas i.e. 80 µg/ m 3 . 

• Observed CO levels are also well within the specified standards for rural and residential 

areas i.e. 2000 µg/ m 3 

The major reasons for exceedances of air pollutant concentration may be due to unpaved 

roads, movement of tractors, village activities and occasional windy condition during the 

monitoring period. All the other parameters are within the prescribed standards. 

The baseline conditions of each of the monitoring parameters at every location are described 

below and graphically represented in Figure 3-6 through Figure 3-13. 

December 2009 

36 



FIGURE 3-6: BASELINE AIR QUALITY AT STATION AQ1 (PROJECT SITE) 

250 

Concentration 

(microgram per cubic meter) 

200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 

SPM RSPM SO2 NOx 

Parameters 

NAQQS 

FIGURE 3-7: BASELINE AIR QUALITY AT STATION AQ2 (MISRAULI) 

250 

Concentration 


200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 


Parameters 

NAQQS 

December 2009 

37 



FIGURE 3-8: BASELINE AIR QUALITY AT STATION AQ3 (PARSAUNI) 

250 

Concentration 


200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 


Parameters 

NAQQS 

FIGURE 3-9: BASELINE AIR QUALITY AT STATION AQ4 (JURWANIYA) 

250 

Concentration 


200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 


Parameters 

NAQQS 

December 2009 

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FIGURE 3-10: BASELINE AIR QUALITY AT STATION AQ5 (BARIYA) 

250 

Concentration 


200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 


Parameters 

NAQQS 

FIGURE 3-11: BASELINE AIR QUALITY AT STATION AQ6 (NAUKATOLA) 

250 

Concentration 


200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 


Parameters 

NAQQS 

December 2009 

39 



FIGURE 3-12: BASELINE AIR QUALITY AT STATION AQ7 (PATAYA) 

250 

Concentration 


200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 


Parameters 

NAQQS 

FIGURE 3-13: BASELINE AIR QUALITY AT STATION AQ8 (GHERA) 

250 

Concentration 


200 

150 

100 

50 

Maximum 

Minimum 

Mean 

0 


Parameters 

NAQQS 

CO Concentration 

The CO concentration is well below the prescribed NAAQS limits at all the 8 monitoring 

locations. 

December 2009 

40 



FIGURE 3-14: CO CONCENTRATION AT ALL THE MONITORING LOCATIONS 

2000 

Maximum Minimum Mean 

Concentration (micrgram per cu.m.) 

1800 

1600 

1400 

1200 

1000 

800 

600 

400 

200 

0 

Project Site Misrauli Parsauni Jurw aniya Bariya Naukatola Pataya Ghera 

Monitoring Locations 

3.4.2 Noise Environment 

Unwanted noise and unpleasant sounds are generally classified as noise pollution. Normally a 

person begins to identify sounds when a level of 10 to 15 dB is reached. The other end of the 

scale is known as the threshold of pain (140 dB), or the point at which the average person 

experiences pain. Noise is generally measured in frequency-weighted scales and noise quality 

measurements are generally represent in the ‘A’ level and reported as dB (A). 

Reconnaissance 

The agriculture related and village/rural activities are predominant in the study area. The 

study area including project site represent flat terrain without any significant natural barriers 

for noise propagation. 

The other major sources of noise would be movement of vehicles (including movement of 

heavy vehicles) within the impact zone and anthropogenic activities in the surrounding 

villages, residential area/commercial activity falling within the impact zone. 

Sources of Noise Emissions Surrounding the Site 

The major source of noise will be due to the take off and landing of flights. Noise will also be 

generated due to the vehicular movement along NH-28. The impacts from these sources are 

expected to be captured in the levels of noise measured in the site-specific background noise 

monitoring study. 

Methodology of Background Noise Quality Monitoring 

A site–specific background noise quality monitoring program was conducted for the existing 

project site. 

The basic considerations for designing noise quality surveillance programme include: 

December 2009 

41 



Vehicle Movement Within the Impact Zone 

Activities in Surrounding Villages / Settlements 

Ecologically Sensitive Locations 

Noise monitoring was conducted at 8 locations within the impact zone. 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 locations. The equivalent noise levels viz. L eq -day and L eq -night, 

at the noise monitoring locations, alongside noise standards has been prescribed by the CPCB 

(Refer Table 3-15) and was calculated using the following equation: 

L 

eq 

⎛ n 

⎜ 

, T 

= 10 log 

1/ n∑10 

⎝ i= 

1 

Where L i = levels observed at n equally spaced times during interval T. 

TABLE 3-15 : AMBIENT NOISE STANDARDS AS PER CPCB 

Li 

10 

⎞ 

⎟ 

⎠ 

Area 

Code 

Category of Area/ Zone 

Limits in dB(A) Leq* 

Day Time 

Night Time 

(A) Industrial area 75 70 

(B) Commercial area 65 55 

(C) Residential area 55 45 

(D) Silence Zone 50 40 

1. Day time shall mean from 6.00 a.m. to 10.00 p.m. 

2. Night-time shall mean from 10.00 p.m. to 6.00 a.m. 

3. Silence zone is defined as an area comprising not less than 100 m around hospitals, educational institutions 

and courts. The silence zones are zones, which are declared as such by the competent authority. 

Baseline Background Noise Quality Monitoring in the Study Area 

Results of baseline background noise quality monitoring results are presented in Table 3-16 

and the locations of monitoring stations are shown in Figure 3-15. 

December 2009 

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FIGURE 3-15: LOCATION OF BACKGROUND NOISE QUALITY MONITORING STATIONS 

December 2009 

43 



TABLE 3-16: BASELINE BACKGROUND NOISE QUALITY MONITORING RESULTS 

Location 

Code 

Location Name 

Distance from 

Site/ Direction 

(Km) 

Day Time Night Time 

Leq (dB (A)) Limit (dB (A)) Leq (dB (A)) Limit (dB (A)) 

Land-use Category 

NQ1 Project Site -- 61.3 55 47.1 45 

NQ2 Misrauli village 0.7 59.0 55 43.9 45 

NQ3 Parsauni village 1.2 55.4 55 44.9 45 

NQ4 Jurwaniya village 1.8 54.4 55 44.5 45 

NQ5 Bariya village 0.8 55.3 55 44.2 45 

NQ6 Naukatola village 0.9 56.9 55 46.1 45 

NQ7 Pataya village 0.6 56.3 55 46.7 45 

NQ8 Ghera village 2.6 56.1 55 44.2 45 

Rural 

Rural/Residential 




Interpretation of Background Noise Quality Monitoring Results 

The daytime noise level exceeded marginally the permissible standards at all the monitoring 

locations except at one location while the night time noise level marginally exceeded the 

permissible standards at three locations. The major reasons for exceedances of noise level may 

be due to occasional windy condition during the monitoring period, movement of tractors, 

village activities and use of DG sets by the villagers for agricultural purpose. 

3.4.3 Traffic Environment 

Traffic count was carried out along the Kasia_Padrauna road, to provide background values of 

traffic volume. The examination of traffic volume was also used to estimate the effects of 

increasing traffic volume due to the proposed plant on the road infrastructure. 

Site-Specific Traffic Monitoring 

Vehicular traffic count was performed on either side of Kasia_Padrauna. In total, the road was 

surveyed for a period of 24 hours both during weekday and weekend. Vehicular traffic included 

heavy motor vehicles, light motor vehicles, two wheelers and three wheelers. The hourly traffic 

variation for 24 hours is shown in Figure 3-16 & 3.17. 

FIGURE 3-16: TRAFFIC COUNT MONITORING RESULT (WEEKDAY) 

350 

300 

250 

200 

150 

100 

50 

0 

06:00 AM 

07:00 AM 

08:00 AM 

09:00 AM 

No. of Vehicles 

10:00 AM 

11:00 AM 

12:00 PM 

01:00 PM 

02:00 PM 

03:00 PM 

04:00 PM 

05:00 PM 

06:00 PM 

07:00 PM 

08:00 PM 

09:00 PM 

10:00 PM 

11:00 PM 

12:00 AM 

01:00 AM 

02:00 AM 

03:00 AM 

04:00 AM 

05:00 AM 

Time in Hrs 

Heavy Motor Vehicles Light vehicle Three Wheeler Two Wheelers 

December 2009 

45 



FIGURE 3-17: TRAFFIC COUNT MONITORING RESULT (WEEKEND) 

450 

400 

350 

300 

250 

200 

150 

100 

50 

0 

06:00 AM 

07:00 AM 

08:00 AM 

09:00 AM 

10:00 AM 

No. of Vehicles 

11:00 AM 

12:00 PM 

01:00 PM 

02:00 PM 

03:00 PM 

04:00 PM 

05:00 PM 

06:00 PM 

07:00 PM 

08:00 PM 

09:00 PM 

10:00 PM 

11:00 PM 

12:00 AM 

01:00 AM 

02:00 AM 

03:00 AM 

04:00 AM 

05:00 AM 

Time in Hrs 

Heavy Motor Vehicles Light vehicle Three Wheeler Two Wheelers 

Interpretation of Traffic Count Monitoring Results 

The graphical representation of traffic study during weekday reveals that, the two-wheeler is 

the vastly plying vehicle, followed by light motor vehicles, heavy vehicles and three 

wheelers. The weekend data is also showing the same pattern of traffic with the maximum 

number of two-wheelers. 

The maximum numbers of two wheelers were observed during 6 p.m to 7 p.m, where as the 

maximum number of light vehicles were observed during 10 a.m to 11 a.m. The three 

wheeler movement was maximum during 6.30 p.m to 7.00 p.m. The movement of heavy 

vehicles was maximum during 8.30 a.m to 9 a.m and again from 11 a.m and 12 p.m during 

morning. 

During weekend, the maximum numbers of two wheelers were observed from 8 a.m to 9 a.m 

and again from 5 p.m to 6 p.m, where as the havoc movement of light vehicles were observed 

during 8 a.m and again at 6 p.m. The three wheelers were plying from 6 a.m in the morning 

to 7 p.m in the evening. The trend of heavy vehicle movement was almost similar through out 

the day during weekend period. 

The monitoring data reveals that there is maximum movement of two wheelers on the Kasia 

Padrauna road. The traffic trend reveals that during weekday and weekend there is similar 

pattern of movement for two wheelers and heavy vehicles. However the movement of light 

vehicles increase on weekend as compared to weekday and the movement of three wheelers 

decrease on weekend as compared to weekday and 

3.4.4 Water Environment 

This section documents the baseline scenario of the water environment in the study area and 

discusses water resources both quantitatively and qualitatively. The data has been collected 

from various secondary sources and primary survey, carried out in the study area. 

December 2009 

46 



Water Resources and Availability 

The hydro geological studies revealed that the district comprises of aquifers with primary 

inter granular porosity and fractures with a yield of less than 40 litres /second. The proposed 

project site falls in aquifers with primary inter granular porosity. The water table contours in 

the district indicate the depth of water table as 70- 80 m above msl. The proposed site lies in 

an area with a water table contour of 70 m above msl. The depth of dug wells//hand pump is 

20-40 m in the district. The hydro geological map of the district indicating the project site is 

as shown in Figure 3.18. 

FIGURE 3-18: HYDROGEOLOGICAL MAP OF KUSHINAGAR DISTRICT 

As per the groundwater user map published by CGWB, the groundwater details of 

Kushinagar district are as follows: 

• Net Annual Groundwater availability 1524 MCM/year 

• Gross Annual Draft 

391 MCM/year 

• Stage of Groundwater Development 26 % 

Figure 3-19 shows the ground water map of Kushinagar district. 

December 2009 

47 



FIGURE 3-19: GROUND WATER MAP OF KUSHINAGAR DISTRICT 

The groundwater status in the district is not critical. There is abundant supply of groundwater 

in the district and it is the main source of water in the area. The main use of water in the 

district apart from drinking and domestic purposes is for agriculture. Tube wells, wells are 

being used for agricultural purposes in the district. However, agricultural fields in the vicinity 

of the project site are mainly dependent on monsoon. 

Baseline Water Quality & Sampling Locations 

Methodology of Baseline Water Quality Monitoring 

The basic considerations for designing water quality surveillance programme include: 

Topography 

Surface run off 

Natural & man made drainage/irrigation canal systems 

Water sampling and analysis has been conducted to establish baseline water quality in the 

area. Sampling has been done following the standard guidelines for physical, chemical and 

bacteriological parameters. Analysis has been carried out by following the methods 

December 2009 

48 



prescribed in “Standard methods for the examination of water and wastewater (American 

Public Health Association)”. 

Results of Baseline Water Quality Monitoring at Different Location 

Ground water samples and surface water samples were collected from total five locations in 

the study area for analysis. Table 3-17 gives the location details, which are also depicted in 

Figure 3-20. 

TABLE 3-17 : BASELINE WATER QUALITY MONITORING LOCATIONS 

SN Station Code Station Name 

Distance from 

Site (Km) 

Category 

1 GW1 Project Site -- Hand pump (Ground water) 

2 GW2 Misrauli 0.6 Hand Pump (Ground water) 

3 

Nala water (near 0.1 Nala Water (Surface water) 

SW1 

Project site) 

4 SW2 Nala water (Pataya) 0.6 Nala Water (Surface water) 

5 SW3 Madraha Tal 0.9 Pond Water (Surface water) 

SW – Surface Water Monitoring Locations 

GW – Ground Water Monitoring Locations 

Table 3-18 depicts the physico-chemical characteristics of the ground water samples, as 

compared with the standard (IS 10500: Indian Standards/Specifications for Drinking Water) 

reference values. Similar to ground water, surface water quality analysis has been furnished 

in Table 3-19. 

December 2009 

49 



FIGURE 3-20: LOCATION OF BASELINE WATER QUALITY MONITORING STATIONS 

December 2009 

50 



TABLE 3-18 : GROUND WATER QUALITY IN THE STUDY AREA 

S.N Parameters Units GW-1 GW-2 

Desired limit as 

per IS: 10500 

Permissible 

limit (IS: 10500) 

1 Colour Hazen


TABLE 3-19 : SURFACE WATER QUALITY IN THE STUDY AREA 

SN Test Parameters Unit SW1 SW2 SW3 

IS: 2296: Class 

‘C’ Water 

1 Colour Hazen


The analysis of water sample from Madraha Tal indicates that the water quality is hard in 

nature due to calcium and magnesium hardness levels. BOD value exceeds the specified 

limits of Class C water as prescribed by CPCB. pH value is 6.57 but within the specified 

limits of CPCB. Comparing with specified limits of CPCB class A,B,C,D and E this pond 

water quality can only be used for irrigation purposes. 

The analysis of surface water sample from a nala in Pataya indicates a hardness value of 172 

and a TDS value of 284. The hardness of water is attributed to calcium and magnesium 

present in water. Comparing with the specified limits of CPCB class A,B,C,D and E this 

water can be used for irrigation purposes, industrial cooling after pretreatment and softening. 

The proposed project site falls in aquifers with primary inter granular porosity. The first 

aquifer level has been observed at 20 ft bgl and the second aquifer is at approx. 125 ft (30-40 

m) bgl. The proposed site lies in an area with a water table contour of 70 m above msl. The 

water quality was found to be within the permissible limits of drinking water standards IS- 

10500 and can be used for human consumption at both the locations. 

3.4.5 Land Environment 

The objectives of land use studies are 

To determine the existing land use pattern in the study area and to assess its 

compatibility with the development plan of the Kushinagar authority; 

To analyze the impacts on land use in the study area. 

Land use & Cropping Pattern of the District 

The study of land use in the area enables one to know about the present land use practices as 

well as to know the type of land that can be used for various development activities envisaged 

in post project scenario. It also enables to envisage the scenario emerging due to the increase 

in demand for land with increase in population and the impacts arising due to the interface 

with the various project activities. A study of the land use pattern of the area reveals that the 

district comprises of the arable irrigated land, arable unirrigated land, forest, scrub and 

grasses. Agriculture engages 80% of the total workers. Out of 3,16,475 hectare of arable land, 

about 46.25% is irrigated. The major crops grown area rice, wheat and sugarcane. The minor 

crops include oil seeds, pulses, maize, potato etc. The irrigation system consists of canal, tube 

well and rivers. The project site comes under arable unirrigated areas. Figure 3-21 shows the 

land use and cropping pattern of the district with the project site. 

December 2009 

53 



FIGURE 3-21: LAND USE AND CROPPING PATTERN 

The land use study for the proposed project has been carried out in an area covering 10 km 

radius using the latest satellite image. The land use distribution studied through the latest 

satellite image indicates that the agricultural land comprises of 93.77%, settlements occupy 

4.85% and the water bodies occupy 1.38% of the land area. The land use distribution within 

10 km radius is as shown in Figure 3.22. 

December 2009 

54 



FIGURE 3-22: LAND USE PATTERN OF THE PROPOSED SITE 




Seismo-Tectonic Appraisal of the Area 

According to Global Seismic Hazard Assessment Program (GSHAP) data, the state of Uttar 

Pradesh falls in a region of moderate to high seismic hazard. The proposed site falls in Zone 

IV which is a high damage risk zone. The seismological map of the project site is shown in 

Figure 3-23. 

FIGURE 3-23: SEISMOLOGICAL MAP LOCATING PROJECT SITE (KUSHINAGAR) 

Since the area falls under zone IV, it is very important to take this fact in consideration during 

designing of the structural components of the airport in the construction phase. The depth of 

the foundation, footing of the structural components, the bending moment calculations shall 

adhere to the criteria of seismic load. 

Relief and Slope 

The project site and its surrounding area show an average elevation of 50-100 m. with a slope 

of less than 10 m/ km. The relief and slope map of the district showing the proposed project 

site is shown in Figure 3.24. 

December 2009 

56 



FIGURE 3-24: RELIEF AND SLOPE MAP OF DISTRICT KUSHINAGAR 

Drainage 

The proposed site is basically a flat land with a gentle slope towards the south. The main river 

is Chhoti Gandak Nadi, which is flowing towards the south along the south-west side of the 

site. Few water bodies are there, like Hirawati Nala/Bakia Nala and Madaraha Tal is situated 

towards west and south-west, where as Bakiya Tal is situated towards south of the proposed 

site. Apart from this, few minor canals, namely Parsauni minor, Nakahani minor, Khajuria 

Branch (Western Gandak Main Canal), Kushinagar distributary Khanua Nala, Chauwar Nala, 

Mainpur minor, Bakanah minor pass around the site and thereby creating dendritic drainage 

pattern. 

The rain water from the villages of northern side of the airport is drained by Chanwar Nala, 

passes along the north-east side of the project site. A siphon over Prempur canal helps to let 

the water flow from Belwa Durga Rai and Ramjas village to Chanwar Nala. This Chanwar 

Nala flows to Banri Nala which further drains into Chhotei Gandak river. 

The water from west and south of the airport drains into Madraha Tal, which further drains 

into Chhotee Gandhak via Bakia Nala. 

The proposed project will not affect the existing drainage pattern. Existing natural slope of 

the ground will be given due consideration while preparing the plan for the proposed airport. 

The drainage from within the upcoming airport will be meeting Madaraha Tal and Bakiya Tal 

and finally going to be discharged at Choti Gandak Nadi. From the contour map (Refer 

Figure 3.25); it has been observed that the contour level varies from 82 m to 84.5 m 

indicating the difference between the highest and lowest point as 2.5 m. 

The topography of the area is flat however during monsoon the district is prone to water 

logging and flooding. This is mainly due to the funnel shaped structure formed near the 

December 2009 

57 



project site. Massive floods occurred in the year 1993 in which the entire existing airstrip was 

submerged under water. 

Soil and Geology 

The soil of the district is considerably fertile and highly retentive of moisture. It is divided 

into older alluvial soil (alfisols), younger alluvial soil (entisols) and calcareous alluvial soils 

(inceptisols). The project site comprises of the younger alluvial type of soil (entisols). The 

soil map of the district with project site marked on it is given as Figure 3-26. 

December 2009 

58 



FIGURE 3-25: CONTOUR PLAN 




FIGURE 3-26: SOIL PROFILE OF THE STUDY AREA 

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 sizes were designated according to the scale given in IS: 1498, 

which are given in Table 3-20. 

TABLE 3-20: PARTICLE SIZE SCALE (IS: 1498) 

Soil Type Texture Particle Size 

Gravel 

Sand 

Silt and Clay 

Coarse 

Fine 

Coarse 

Medium 

Fine 

20 – 80 mm 

4.75 – 20 mm 

2.0 – 4.75 mm 

0.425 – 2.0 mm 

0.075 – 0.425 mm 

Less than 0.075 mm 

The basic considerations for designing soil quality surveillance programme include: 

Physical & Chemical properties of the area 

Erosion Potential 

Storm water run off quality 

Agricultural productivity of land 

December 2009 

60 



Soil sampling has been done at two locations (Ref Table 3-21 and Figure 3-27) to assess the 

baseline soil condition of the proposed study area. The physical and chemical characteristics 

of the soil samples collected are shown in the Table 3-22. 

TABLE 3-21: SOIL SAMPLING LOCATION 

Station Code 

Station Name 

Distance from Site 

(Km) 

Category 

Project Site (at commercial 

Rural 

S1 

development area) 

S2 Misrauli 0.6 Rural/ Residential 

FIGURE 3-27: SOIL MONITORING LOCATIONS 

December 2009 

61 



TABLE 3-22: SOIL CHARACTERISTICS IN THE STUDY AREA 

SN Parameters Units 

Results 

SQ - 1 SQ - 2 

1 Texture Sandy clay Clay loam 

2 pH value (10%slurry) ----- 7.78 6.92 

3 Electrical Conductance µmhos/cm 1328 1800 

4 Moisture % 8.6 16.74 

5 Sand % 24.75 7.89 

6 Organic Content % 0.38 0.51 

7 Bulk Density g/cm 3 1.2841 1.2913 

8 Alkalinity mg/kg 4 8 

9 Porosity --- 0.51 0.55 

10 Silt clay content % 2.29 7.06 

11 

Sodium Absorption Ratio 

(Dry basis) 

----- 0.31 0.23 

12 Acidity mg/kg 36 48 

13 Specific Gravity --- 1.9 2.4 

14 Void ratio --- 2.64 1.95 

15 Infiltration Capacity mm/hr 53 45 

16 Carbonates as CaCO 3 mg/kg 2 Nil 

17 Sodium as Na mg/kg 18.7 12.14 

18 Potassium as K % 72.8 76.82 

19 Phosphorous % 0.2 0.02 

20 Chloride as Cl mg/kg 2 14 

21 Zinc as Zn mg/kg 1.12 1.09 

22 Copper as Cu mg/kg 0.59 0.50 

23 Iron as Fe mg/kg 58.7 52.4 

24 Nitrogen as N(TKN) % 0.38 0.41 

25 Sulphate as SO 4 mg/kg 31.8 43.8 

26 Manganese as Mn mg/kg 18.2 26.4 

27 Boron as B mg/kg Nil Nil 

28 Permeability Cm/ min 0.27 0.13 

The above table indicates that the soil of the project site is almost neutral with a pH of 7.78. 

Most crops grow best if the soil pH range is 6.0 to 7.5. Conductivity of the soil at the project 

site is 1328 µmhos/cm. 

Texture of the soil sample at the project site is sandy clay. The bulk density of the soil sample 

at the project site is 1.2841 gm/cm 3 . 

December 2009 

62 



Soil permeability is the property of the soil pore system that allows fluid to flow. It is 

generally the pore sizes and their connectivity that determines whether a soil has high or low 

permeability. Water flows easily through soil with large pores with good connectivity 

between them. Analysis of the soil sample at the project site shows that its permeability is 

0.27 cm/min. 

Soil porosity includes both the total amount of pore space and the distribution of sizes of 

pores. It controls soil water content, air movement and water movement. The rates of air 

exchange and water movement depend on both the volume and continuity of pore spaces 

within the soil. Analysis of soil sample at the site shows that the soil is 0.51. 

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 SAR for the project site is 0.31 which indicates that 

the soil is sodic in nature. 

The soil quality at project site is sandy in character. Clay content is also present. Sodium 

content of soil is more than 18% which makes the soil sodic in character and results in hard 

soil character. Permeability is 0.027 which is making infiltration capacity of soil is poor. 

The soil quality at Misrauli is clay loam. The percentage of sand is low. Such soils with 

sodium content approaching 10-15 mg/kg become sodic soils and show hard nature and low 

infiltration rates. Low infiltration capacity of 45 mm/hr appears to be due to low permeability 

factor. 

Geotechnical Study 

Apart from the above, the geotechnical property of the soil has been conducted at the runway 

strip. Around 15 samples have been tested and the result of the analysis is given in Table 3- 

23. 

December 2009 

63 



TABLE 3-23: GEOTECHNICAL STUDY RESULT AT THE RUNWAY STRIP 

Site 

Sample No. 

Sieve 

4.75mm 2.00mm 425µ 75µ 

Sand Content (%) 

Silt Content (%) 

Liquid Limit 

Plastic Limit 

Plasticity Index 

Soil 

Classific 

ation 

IS 

Proctor's Test 

Dry 

Density 

(t/m3) 

OMC 

(%) 

CBR (%) (Soaked) 

Coef. of 

Permeability 

(cm/sec) 

1 100.0 93.6 88.6 53.2 46.8 53.2 19.0 15.0 4.0 ML 2.01 10.5 6.17 8.50E-06 

2 100.0 96.8 89.4 35.6 64.4 35.6 ― ― NP SM 2.04 10.0 19.50 7.70E-05 

3 100.0 97.4 91.2 41.8 58.2 41.8 ― ― NP SM 2.00 9.4 20.20 2.20E-05 

4 100.0 96.6 90.8 44.4 55.6 44.4 ― ― NP SM 2.02 10.0 18.50 4.00E-05 

Runway of Kasia Airport 

5 100.0 96.0 88.0 42.4 57.6 42.4 ― ― NP SM 1.96 10.0 15.70 5.60E-06 

6 100.0 98.6 92.2 41.8 58.2 41.8 ― ― NP SM 1.94 10.3 17.50 6.80E-05 

7 100.0 96.2 91.2 42.0 58.0 42.0 ― ― NP SM 1.99 9.0 16.47 6.70E-05 

8 100.0 99.2 97.6 87.8 12.2 87.8 ― ― NP ML 1.85 12.3 10.94 4.50E-06 

9 100.0 99.0 97.0 85.2 14.8 85.2 ― ― NP ML 1.84 12.5 10.20 3.20E-06 

10 100.0 98.2 95.0 80.0 20.0 80.0 ― ― NP ML 1.87 11.0 9.73 4.60E-06 

11 100.0 99.2 96.6 85.2 14.8 85.2 ― ― NP ML 1.89 11.5 8.73 3.15E-06 

12 100.0 99.6 99.2 89.6 10.4 89.6 ― ― NP ML 1.85 11.8 6.45 2.70E-06 

13 100.0 97.6 95.4 83.6 16.4 83.6 ― ― NP ML 1.86 11.5 6.63 4.00E-06 

14 100.0 100.0 99.4 91.8 8.2 91.8 ― ― NP ML 1.80 13.0 6.30 2.60E-06 

15 100.0 98.2 96.2 57.6 42.4 57.6 21.0 17.0 4.0 ML 1.97 11.2 14.50 7.20E-06 




Mineral Resources 

A review of the rocks and minerals of the study area shows that the district comprises of 

sedimentary unconsolidated alluvium type of rocks. 

Kushinagar is poor in mineral resources. No important minerals are found within the district. 

The map showing the distribution of rock types and mineral resources in the district is given 

as Figure 3-28. 

FIGURE 3-28: ROCKS AND MINERALS 

3.4.6 Ecological Environment 

Kushinagar district falls under the Gangetic plain as per the bio-geographic zones and 3S 

biotic province of India. It also falls under the Tarai region of Himalaya. The region has 

number of sensitive ecosystem comprising both terrestrial and aquatic components. 

The primary objectives of the biological environment study are: 

• Assess the vegetation type (qualitative and quantitative) 

• Identify common flora & fauna in the study area 

• Find out any rare and endangered plant species (if any) 

• Evaluate wildlife habitat of the area and assess impact of the proposed project on 

wildlife and their habitats, agriculture and domestic livestock 

• Identify and assess aquatic ecology 

December 2009 

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Terrestrial Ecosystem 

Forest Resources 

As per the Forest Survey of India, 2003, Kushinagar district has 34 sq. km of area under the 

forest cover, i.e. 1.17 percent of its total geographical area. It has 4 sq. km of area under 

moderate dense forest and 30 sq. km of area under open forest. The district has forests near 

village Dashwa, Arnhawa, Kulkula, Dilipnagar, Dhanipatti, Ahirauli, Shahpur, Saraya 

Maithan Pattai, Dhari Patti, Madhuria, Rajwabar and Basgaon. These forests are tropical 

deciduous in nature. 

There is no forest in the core zone and inner buffer zone (2.0 km from the project boundary). 

The nearest forest reported in the buffer zone is near Dhanipatti village about 10.5 km from 

project site. Other forest in the Buffer zone (within 15 km from the proposed project 

boundary) is Dilipnagar-10.6 km, Maithan patti-13.6 km and Rajwabar-12.6 km. These 

forests are towards South East direction from the proposed site. There is planted forest near 

Kulkula village about 14.1 km towards South East direction from project site. It has an area 

of about 100 Acers and plantation is carried by forest department. The tree species recorded 

in this planted forest are teak (Tectona grandis), Arjun (terminalia arjuna), Siris (Albizzia 

lebbek), Gulhar (Ficus glomerata), acacia catachu, Delonix regia, Pithecolobium dulce, 

Jacaranda mimosifolia, Syzygium cumini, Butea monosperma, Azadirachta indica, Ficus 

religios, Zizyphus Mauritian, Eucalyptus hybrid, Dalbergia sissoo, Morus alba, Albizia 

procera, Bombax ceiba, Shorea robusta, etc. This forest acts as habitat for wild mammals and 

regional avifauna. During the time of survey small mammals like common mongoose and 

field mice were also observed. The densities of avifauna are mainly dictated on the base of 

call and their count. 

December 2009 

66 



FIGURE 3-29: ECO SENSITIVITY OF THE STUDY AREA 



EIA Study International Airport at Kushinagar & Integrated Development of Buddhist Circuit, U.P. 

Other forest recorded in the district, witnesses moderate canopy density with extensive 

growth of bushes and weeds. Lumbering and over grassing by domesticated mammals of the 

near by villages has resulted in degraded type of habitat. Due to anthropogenic activity and 

trespassing there has been path formation and habitat fragmentation. 

Floristic survey of the forest area witnesses degraded type habitats. The tree species recorded 

during the time of survey are of common type. None of the tree species recorded belongs to 

the endangered list of IUCN Red Data Book- 2009. 

Mammalian species reported in this forest area, based on Forest Action Plan are Monkey 

(Macaca mulata), Langoor (Presbytis entellus), Mongoose (Herpestes auropunctatus), Canis 

aureus, Vuples bengalensis, Hyaena hyaena, Boselaphus traqocamelus, Axis axis, 

Funambulus pennanti, rattus rattus, Mus booduga and Scotoplhilus heathi. Majority of the 

species recorded show diurnal behavioral responses. Only few show nocturnal behavior like 

Scotoplhilus heathi and Hyaena hyaena. There is decline in the mammalian species due to 

reduction of forest area. Lumbering and over grazing has resulted in habitat loss and hideout 

of mammals. 

Bird species reported in this forest are Black partridge ( melanoperdix niger), red jungle fowl ( 

Gallus gallus ), peacock (Pavo cristatus), green sandpiper (Tringo ochropus), Indian grey 

hornbill (Ocyceros birostris), ring rose parakeet (Psittacula karmen), jungle babbler ( 

Turdoides striata) Red wattled lapwing (Vanellus indicus) and Shikra (Accipiter badius). 

Among mammals four horned antelope (Tetracerus quadricornis) and bird like black partridge 

(melanoperdix niger) are declared vulnerable by IUCN Red List -2009. Among mammals 

Hyaena is declared Near Threatened by IUCN Red List – 2009. 

Non-Forest Vegetation 

Core Zone - The existing ecology in the core zone comprises of terrestrial and aquatic habitat. 

Terrestrial habitat comprises of planted trees (along the airport strip), farm forest and village 

woodlots. No reserve forest, protected forest or open forest area are recorded in core zone. Due 

to agrarian habitats in adjacent surrounding, no established habitat of avifauna, mammals and 

reptiles are noticed at and in close vicinity of the proposed project site. The existing airport 

witnesses higher relative frequency of Eucalyptus sp. followed by Sissoo (Dalbergia Sissoo), 

Kadamb (Anthocephalus indicus), Teak (Tectona Grandis), Siris (Albizzia lebback) and Neem 

(Azadirachta indica) etc. The detailed surveys of these trees are carried out to study the nesting 

and roosting patterns of birds. 

December 2009 

68 



Photo Showing Plantation along airstrip 

Photo Showing extensive growth of grasses 

Along the side of existing airstrip, dense growth of grasses like Munj (Saccharum Munja), 

Sain (Sehima nervosun), Aristida depressa, Dub grass (Cynodon dactylon), Heteropogan 

contortus, Cenchrus ciliaris etc. are noticed. 

In the agrarian area of the core zone, farm forests and village woodlot are noticed. These farm 

forests comprise of trees along farm bunds and in small patches up to 0.1 hectare of land. 

Mostly planted trees like Sissoo (Dalbergia Sissoo), Neem (Azadirachta indica) , Kadamb 

(Anthocephalus indicus), Eucalyptus sp., Gulhar (Ficus glomerata), Peepal (Ficus religiosa), 

Bargad (Ficus bengalensis), Banana (Musa Acuminata), Arjun (Terminalia Arjuna), etc are 

recorded in the project site. The floral profile of site witnesses relatively higher frequency of 

Sissoo, along the proposed project site, agricultural fields and bunds. 

In the village woodlot dense growth with lustrous canopy of Sissoo, Neem, Mango, Kadamb, 

Banana, teak, Sal, Eucalyptus, Jackfruit, Gulhar, etc are noticed. These trees provide timber, 

seeds and their foliage act as fodder for domesticated animals. 

Photo Showing farm forest in the core zone 

Photo Showing Village woodlot in core zone 

December 2009 

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Phytological Studies 

To have detailed phytological information, quadrant method sampling was done within one 

km from the boundary of the proposed project site. The phytosociological data of trees was 

collected by the random quadrant of 100 x 100 m size. Number of plants of different species 

identified in each quadrant was counted. Based on the quadrant data, frequency, density, 

abundance, relative frequency and relative density are calculated. 

These data gives us idea regarding species richness, distribution and importance value index. 

It also gives us idea regarding local floral distribution, similarities and growth patterns, like 

wild type or planted. The given data reveals that the flora of the proposed project site are 

mostly planted, with species like Sissoo (Dalbergia Sissoo) witness wild growth in 

agricultural waste land, bunds and along the paved roads. The floral diversity of the proposed 

project site is poor, due to species homogeneity. Majority of the quadrants studies shows 

similarity in species distribution. Table 3-24 given below gives the list of species recorded in 

the quadrants, during random quadrants, with their density, frequency, abundance, relative 

frequency and relative density. 

December 2009 

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TABLE 3-24: LIST OF SPECIES RECORDED IN THE QUADRANT SAMPLING METHOD 

S.No Local Name Scientific Name Total No. of 

individuals 

Quadrate of 

occurrence 

Total No of 

Quadrant 

studies 

Density Abundance Frequency Relative 

Frequen 

cy 

Relative 

Density 

1 Kadamb Anthocaphalu 9 5 50 0.18 0.5 10 3.787 1.88 

indious 

2 Siris Albizzia 30 14 50 0.6 2.142 28 10.606 6.276 

procera 

3 Sissoo Dalbergia 106 28 50 2.12 3.785 56 21.212 22.1 

Sissoo 

4 Teak Tectona 6 3 50 0.12 2.00 6 2.272 1.255 

grandis 

5 Neem Azadirachta 17 9 50 0.34 1.888 18 6.818 3.556 

indica 

6 Eucalyptus Eucalyptus sp 39 7 50 0.74 5.571 14 5.303 8.158 

7 Arjun Terminalia 3 1 50 0.06 3.000 2 0.757 0.627 

Arjuna 

8 Mango Mangifera 17 4 50 0.34 4.25 8 3.030 3.556 

indica 

9 Bamboo Bambusa sp 113 6 50 2.26 18.8 12 4.545 23.640 

10 Banana Musa 

21 4 50 0.42 5.25 8 3.030 4.393 

acuminata 

11 Bargad Ficus 

4 3 50 0.08 1.333 6 2.272 0.836 

Bengalensis 

12 Peepal Ficus religiosa 7 5 50 0.14 1.4 10 3.787 1.464 




S.No Local Name Scientific Name Total No. of 

individuals 

Quadrate of 

occurrence 

Total No of 

Quadrant 

studies 

Density Abundance Frequency Relative 

Frequen 

cy 

Relative 

Density 

13 Arjun Terminalia 8 3 50 0.16 2.666 6 2.272 1.673 

arjuna 

14 Ashok Polyalthia 5 2 50 0.1 2.5 4 1.515 1.046 

longifolia 

15 Jack fruit Artocarpus 12 5 50 0.24 2.5 10 3.787 2.510 

heterophyllus 

16 Gulhar Ficus 

7 4 50 0.14 1.75 8 3.030 1.464 

glomerata 

17 Jamun Syzygium 13 6 50 0.26 2.166 12 4.545 2.719 

cumini 

18 Chilbil Holoptelea 9 4 50 0.18 2.25 8 3.030 1.882 

integrifolia 

19 Bakain Melia 

4 3 50 0.08 1.333 6 2.272 0.836 

azedarach 

20 Bair Zizyphus 11 4 50 0.22 2.75 8 3.030 2.301 

mauritiana 

21 Bail Aegle 

7 3 50 0.14 2.333 6 2.272 1.464 

marmeloss 

22 Sal Shorea robusta 4 2 50 0.08 2.000 4 1.515 0.836 

23 Semal Bombax ceiba 3 2 50 0.06 1.5 4 1.515 0.627 

24 Populus Populus sp. 23 5 50 0.46 4.6 10 3.787 4.811 




Avifauna - To study the avifauna distribution, survey was carried out at early morning (6 to 8 

A.M) and in evening (4: 30 to 6 P.M) to record the bird species visiting the site. No nesting 

pattern was noticed, few species of birds like myna, sparrow, and parakeet were noticed 

flying across the airport or roosting on tree tops near existing airport and in the proposed 

project site. Table 3-25 gives details of avifauna recorded in core zone. 

TABLE 3-25: COMMON AVIFAUNA RECORDED DURING THE SURVEY IN CORE ZONE 

Sl. 

No. 

Scientific Name Common Name Local Status IUCN Red 

Data -2009 

1. Acridotheres tristis Common Myna A L C 

2. Corvus splendens House Crow A L C 

3. Merops orientalis Green Bee Eater C L C 

4. Milvus migrans Pariah Kite C L C 

5. Passer domesticus House Sparrow A L C 

6. Psittacula krameri Rose ringed Parakeet C L C 

7. Pycnonotus cafer Red vented Bulbul A L C 

8. Sturnus contra Pied Myna C L C 

[A= Abundant, C = Common, S = Sporadic, L C- Least Concern ] 

Mammals - Trap arrays are installed along the proposed project site and in adjacent area, to 

study the presence of small mammalian habitat. Small mammals like field mouse, shrew, 

mongoose, squirrels are trapped in the trap arrays which are examined at evening and early 

morning. Field mice are trapped in higher frequency. This trap array provides details about 

small mammalian habitat along the proposed project site and also to predict the impact on 

mammalian habitat due to project development. Large mammals are recorded during active 

search from incidental sighting as well as spoor. List of mammals identified by trap arrays, 

incidental sighting as well as spoors are given in table below. 

TABLE 3-26: COMMON MAMMALS RECORDED DURING SURVEY IN CORE ZONE 

Sl. 

No. 

Scientific Name Common Name Local Status IUCN Red 

Data -2009 

1. Bos Taurus Cow A L C 

2. Capra hircus Goat A L C 

3. Canine sp Dog C L C 

4. Herpestes auropunctatus Mongoose C L C 

5. Funambulus pennanti Squarrel A L C 

6. Mus booduga Field mouse A L C 

7. Rattus rattus Rat A L C 

[A= Abundant, C = Common, S = Sporadic, L C – Least Concern] 

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Amphibians and Reptiles - For amphibians study calls of amphibians were noted and 

identified, including one survey done after dark. Funnel traps were set along the proposed site 

to trap the amphibians for species identification and distribution. 

To study the presence of reptiles along the proposed project site two types of trap like pitfall 

and funnel trap were installed randomly at regular interval. The traps were examined 

regularly at dawn and dusk for two days. No reptiles were reported within the proposed 

project site and core zone. 

No amphibians and reptiles are recorded during the time of survey; this may be due to 

agricultural activity along the proposed project site. The existing anthropogenic activities, 

like farming, and frequent movement has resulted habitat loss. Reptiles like Gecko and 

garden lizard were noticed near the fence of the existing airport. 

Buffer Zone 

The area between core zone and 15 km from the project site is regarded as the buffer zone. It 

comprises of agricultural land and non forested area like farm forest, roadside plantation, 

village woodlot, block plantation, Canal side plantation and pond side plantation. It also 

comprises of ecological sensitive features like forest, wetland and rivers. 

Flora 

Farm Forest - In the agricultural 

field, farm forests are commonly 

noticed during the time of 

survey. Majority of the trees 

observed are planted on farm 

bunds and small patches of land. 

Mainly timber trees are observed. 

The species of trees recorded in 

higher frequency in farm forest 

are Sissoo (Dalbergia Sissoo), 

Neem (Azadirachta indica), 

Mango (Mangifera indica), Teak 

(Tectona grandis), Arjun 

Photo farm forest in Agricultural field 

(Terminalia arjuna), Gulmohar 

(Delonix regia), Banana (Musa acuminate), Eucalyptus (Eucalyptus sp), Ficus Bengalensis, 

and grasses like Bamboo (Dendrocalamus strictus), Bambuaa aroundinacea, and donax 

(Arundo donax. All the species reported are endemic and are uniformly distributed all over 

the region. No endangered species are reported. 

Village Woodlot - The regional survey witnesses that the villages are surrounded by the 

village woodlots. These are mostly planted and are fruit bearing. Timber producing trees are 

also observed. These woodlots provide fodder and seed for animal’s feed. It also provides 

December 2009 

74 



habitat for birds and mammals. Species of trees most commonly observed are Mango 

(Mangifera indica), Sissoo (Dalbergia sissoo), Teak (Tectona grandis), Mahua (Madhua 

indica), Neem (Azadirachta indica), Sissoo (Dalbergia Sissoo), Bakain (Melia azaderach), 

Imli (Tamarinda indica), Teak (Tectona grandis), Ficus Bengalensis, Arjun (Terminalia 

arjuna), Gulmohar (Delonix regia), Banana (Musa acuminate), Eucalyptus (Eucalyptus sp), 

Siris (Albizzia lebback), Bakain (Melia azaderach), Babul (Acacia catechu), Kadamb 

(Anthocephalus indicus), Chilbil (Holoptelea integrifolia), Semal (Bombax ceiba), Sal 

(Shorea robusta), White Siris (Albizzia procera), etc. Tall grasses like Bamboo 

(Dendrocalamus strictus), Bambuaa aroundinacea) and Donax (Arundo donax) are 

abundantly noticed. 

Block Plantation - Block 

plantation are compact plantation 

covering an area more that 0.1 

hectare of land. It comprises of 

orchids like mango, lemon, 

banana or mix type. These 

compact plantations are done by 

the farmers to increase annual 

income by selling fruits, barks 

leaves as fodder and timber. 

Majority of the planted trees 

recorded in block plantation are 

mango (Mangifera indica), 

Photo showing Block Plantation near settlement 

Mahua (Madhua indica), banana 

(Musa acuminate), Bail (Aegle marmelose), Bair (Zizypus mauritiana), Sissoo (Dalbergia 

Sissoo), Siris (Albizia sp.), Peepal (Ficus religiosa) Neem (Azadirachta indica), Jamun 

(Syzygium cumini), Bakain (Melia azedarach), Teak (Tectona grandis), Kadamb 

(Anthocephalus indicus), Bargad (Ficus Bengalensis), Chilbil (Holoptelea integrifolia), 

Semal (Bombax ceiba), Sal (Shorea robusta), etc. Among natural occurring trees are babul, 

bushy acacia, dwarf dates etc. Dense plantation of bamboo species was observed growing in 

bunches along the edges of blocks. 

December 2009 

75 



Road side Plantation - Trees are 

observed along the village road, 

National Highways and other 

service lane road. These 

plantations are mostly carried out 

by forest department. Thick 

lustrous leaves with dense 

canopy leaning over the road 

were commonly noticed. These 

trees provide foraging, nesting 

and movement corridor for birds 

and small mammals. Higher 

frequency of Mahua (Madhua 

Photo showing road side plantation 

indica), Mango (Mangifera 

indica), Sissoo (Dalbergia sissoo), Neem (Azadirachta indica), Siris (Albizzia lebback), 

Bakain (Melia azaderach) etc. were recorded along the National Highways. The village road 

connecting villages witness Babul (Acacia catechu), Kadamb (Anthocephalus indicus), Neem 

(Azadirachta indica), mango (Mangifera indica), Chilbil (Holoptelea integrifolia), Arjun 

(Terminalia Arjuna), Sain (Terminalia alata), Imli (Tamarinda indica) etc. The undergrowth 

comprises of weeds like Congress grass, Munja, Aristida sp., Cenchrus cilitaris etc. 

Pond side Plantation - During field survey, ponds are commonly noticed near villages. 

These are mostly man made and plantations are commonly noticed along the elevated edge. 

These are mostly carried out to provide shade, and to reduce water evaporation. It provides 

additional source of income and prevent soil erosion. The rotten leaves of these trees provide 

food for detritus feeding fishes. Majority of the plants recorded along the pond side are 

Bamboo sp., Mahua (Madhua indica), Sissoo (Dalbergia Sissoo), Jamun (Syzygium cumini), 

Neem (Azadirachta indica), Babul (Acacia sp) and banana (Musa acuminate), Mango 

(Mangifera indica). 

Agricultural Diversity: 

Agriculture is the main occupation of the people of the district engaging 80% of the main 

work force. Major crops in the district include wheat, rice and sugar cane, while the minor 

crops are oil seeds, pulses, maize, potato etc. These crops provide good source of income, 

food and fodder for domesticated animal. Vegetable farming is practiced by small land 

holders. 

December 2009 

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Photo showing vegetable farming 

Photo showing rice transplantation 

Fauna: 

Mammals 

Detailed mammalian survey was carried out at early morning and the evening to have a rough 

idea of their distribution pattern and habitats. Same survey was repeated for two consecutive 

days to record mammalian distribution and their presence. These animals do not have fixed 

habitat, they lead a nomadic life and their presence is dependent on availability of feeds. In 

the inner buffer zone wild mammals like Nilgai was spotted. Wild mammals like Indian Fox, 

Nilgai, Small Indian Mongoose, Hares, Rabbits and Sambar are in open field. No established 

habitat was noticed in the inner buffer zone. In the outer buffer zone, they are mostly noticed 

along the canal and river banks. The extensive growth of bushes along the rivers and 

agricultural waste land provide hide out for these animals. Domesticate mammals like cow; 

goat, dog, buffalo, ox, etc are recorded in the near by villages in buffer zone. No migratory 

route of wild mammals is reported in inner buffer zone and buffer zone. 

Avifauna: 

The buffer zone has moderate type of avifauna distribution. In the inner buffer zone birds like 

rock pigeon, myna, babbler, ring dove, sparrow was noticed. The outer buffer zone within 15 

km radius witnesses rich avifaunal distribution. This is mainly due to presence of forest, thick 

growth of bushes and riparian habitat along the rivers. Due to abundant growth of trees and 

availability of feeds, higher frequency and counts of birds are recorded with moderate type of 

avifauna biodiversity. Avifauna recorded during the time of survey are pariah kite, Jungle 

babbler, red-wattled lapwing, ring dove, large Indian parakeet, white breasted king fisher, 

indian roller, common myna, black drango, pond heron, cattle egrets, hornbill, flock of 

sparrow, etc. Table 3-27 gives comparative distribution of avifauna between core and buffer 

zone. 

December 2009 

77 



TABLE 3-27: COMMON AVIFAUNA RECORDED DURING SURVEY 

Sl. 

No. 

Scientific Name Common Name Local 

Status 

Project 

Site 

Study 

Area 

Wildlife 

Schedule 

1. Acridotheres fuscus Jungle Myna C + + IV 

2. Acridotheres tristis Common Myna A + + IV 

3. Columba livia Blue Rock Pigeon C + IV 

4. Corvus splendens House Crow A + V 

5. Cuculus canorus Cuckoo C + IV 

6. Cutornix cutornix Quail S + IV 

7. Dendrocitta 

Tree Pie C + IV 

vagabunda 

8. Dicrurous adsimilis Drongo A + + IV 

9. Eudynamys scolopacea Koel C + IV 

10. Merops orientalis Green Bee Eater C + IV 

11. Milvus migrans Pariah Kite C + IV 

12. Passer domesticus House Sparrow A + IV 

13. Psittacula krameri Roseringed Parakeet C + IV 

14. Pycnonotus cafer Red vented Bulbul A + IV 

15. Streptopelia chinensis Spotted Dove A + IV 

16. Sturnus contra Pied Myna C + + IV 

17. Halcyon smyrenensis White Breasted King S + IV 

Fisher 

18. Coracias benghalensis Indian Roller S + IV 

19. Ardeola grayii Pond Heron C + IV 

20. Bubulcus ibis Cattle Egrets C + IV 

21. Ocyceros birostris Hornbill R + IV 

22. Fulica atra Coot S + IV 

23. Gallinula chloropus Common moorhen S + IV 

24. Anas acuta Pintail S + IV 

25. Eudynamys scolopacea Koel S + IV 

26. Bubo bubo Owl S + IV 

27. upupa epops Hoopoe C + IV 

28. Halcyon smyrensis White breasted S + IV 

kingfisher 

29. Falecocorax carbo Great cormorant S + IV 

30. Teron pompedora Green pigeon S + IV 

[A= Abundant, C = Common, S = Sporadic, + Presence] 

Reptiles: 

During the time of survey no reptilian species were noticed. The villagers mention the 

presence Agama (Agama tuberculata), lizard (Calotes variscolor), skink (Scincilla sp.), and 

December 2009 

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Hemidactylus flavioirdis in field and in close proximity of site. Among snakes Dhaman 

(Ptyas mucosa) are commonly noticed in field by farmers. Other snakes like Cobra (Naja 

naja ), Banded Krait (Bungarus multicinctus) , Russel viper (Vipera ruselii), are occasionally 

encountered by the farmers. Due to agricultural setup and large clearance of bushes, their 

habitat has been restricted to smaller area. The decline in snake population was noticed in the 

area due to inter and intra species competition for space, feed and increase in encounter by 

human beings. 

Aquatic ecology 

Kushinagar district comprises of fresh water habitat supported by lotic and lentic water 

bodies. Lotic water bodies present in buffer zone are Choti Gandak Nadi-5.6 km and Hirawati 

Nala-2.4 km from the proposed project site. These lotic water bodies flow towards South and 

finally drains into Gandak River which also flows in the same direction. These lotic water 

bodies have well established riparian habitat along its banks. The riparian flora comprises of 

trees like Sissoo, Jamun, Kikar, Bamboo, Bargad, Gulhar etc. Dense growth of bushes like 

Apluda munja, Donax (Arundo Donax), Munja (Saccharum munja), Cenchrus ciliaris, 

Sporobolus marginatus, Heteropogon contortus, Sataria glauca, Aristida depressa, Imperata 

cylindrioa,etc. are recorded. 

Photo showing Hirawati Nala 

Photo showing Choti Gandak river 

To have an account of presence of aquatic fauna, netting was carried out in Hirawati Nala. 

Water beetle and Giant water bug were observed. No fish was caught despite repetitive 

sampling. This may be due to water pollution caused by agricultural runoff from adjacent 

agricultural field. Extensive growth of weeds was observed along the edge. 

The existing scenario at Choti Gandak River is dire. Excessive illegal sand mining has 

resulted in river bed damage. The whole of the bottom habitat is getting destroyed by 

anthropogenic activity. Fish species reported in river are Puntius sophore, Labeo calbasu, 

Puntius ticto, Mystus aor, Labeo gonius, Catla catla, Labeo rohita, Channa marulius and 

Channa marulius. (Source: Forest Action Plan Kushinagar). Insects like Water beetle 

December 2009 

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(Haliplus fasciatus), Giant water bug (Lethocerus americanus), etc. were noticed over water 

surface. 

Lentic and seasonal water bodies 

like man made ponds are noticed 

near villages. These ponds are 

rain fed and mostly dried up in 

summer season. Very few are 

perennial. During detailed survey 

of these ponds for floral and 

faunal study, aquatic species of 

plants like Echhornia crassipes, 

Marsilea villosa, Potamogeton 

sp, Azolla sp, spirodela 

polyrhiza, Ipomoea repetans etc. 

were noticed in water along the 

Photo showing Lentic water body(Pond) in near by Village 

edge. Avifauna like white 

throated kingfisher (Halcyon smyrensis) and pied kingfisher (Ceryle rudis) was noticed 

sitting on branch of tree near pond, away from human disturbance. In these ponds, composite 

fish farming is practiced. Common carp like Catla catla, Lebio rohita, Lebio gonias are 

mainly used in Piciculture practice. These are fished and sold in local market. 

3.4.7 Socio Economic Environment 

The baseline socio-economic scenario focuses on demographic structure, economic activity, 

education, literacy profile, and infrastructure profile of the study area. Based on the data 

compiled in this section, attempts will be made to evaluate and predict the anticipated 

impacts due to the proposed project on the people of the village, their physical and 

psychological health and well-being, economic facilities, heritage culture, lifestyle and other 

value systems. 

The information provided in this section has been derived from two major kinds of sources, 

viz. the primary source (i.e. the extensive surveys carried out in the villages covering various 

socio-economic attributes) and secondary sources (Government Departments, Census of 

India, websites). 

The primary survey pertaining to various socio economic aspects was carried out in all 

villages located in the study area so as to develop an understanding of the prevailing socio 

economic conditions and identify various problems and issues due to the proposed project. 

General Socio-Economic Profile 

Kushinagar district falls under the administrative boundary of the state of Uttar Pradesh. The 

population of Uttar Pradesh as per 2001 census is 1660 lakh. The population of the state has 

increased at a decadal growth rate of 19.4%. The 2001 Census shows the sex ratio of Uttar 

December 2009 

80 



Pradesh as 898 females per 1000 males. The scheduled caste and scheduled tribe population 

are 21.1 (%) and 0.1 (%) respectively. The average household size of the state is 6.5 persons 

per household. 

Kushinagar district comprises of four sub-divisions and fourteen development blocks 

Ravindra Nagar is the district headquarters. The total population of the district as per 2001 

census is 2893196 persons out of which 49.07% are females and 50.93% are males. The sex 

ratio of the district is 963 females per 1000 males. The decadal growth rate of population of 

the district for 1991-2001 is 29.42%, which is higher in comparison to the state growth rate. 

The scheduled caste and scheduled tribe population in the district are 18.12 (%) and 0.01(%) 

respectively. Religion wise break up for the population is 82.76 % Hindus, 16.86% Muslims 

and 0.24% Buddhist 1 . The literacy rate of the district is 46.93% with literacy rate of male and 

female at 63.64% and 29.64% respectively. Padrauna is the biggest town and center for most 

of the commercial and business activities of the district.Impact zone 

The study area for socio-economic assessment has been divided as the core zone (within 2 

km from the center of the proposed site) and the buffer zone (within 5 km from the center of 

the proposed site) as per the initial survey, the understanding of the project and professional 

judgement. 

The baseline study focuses on villages located in close proximity to the proposed site. The 

villages likely to be influenced (either positively or negatively) due to the proposed project 

are presented in Table 3-28. 

TABLE 3-28: STUDY AREA DETAILS 

SN 

Village 

Population (2001) 

Direction of villages from 

proposed site 

1 Pataya 3143 North 

2 Parsahwa 1541 Southwest 

3 Nibi 386 North 

4 Belwa Durga Rai 1126 Northeast 

5 Belwa Ramjas 1348 Northeast 

6 Narkatia Khurd 1473 Southeast 

7 Misrauli 872 South 

8 Shahpur 1613 Southeast 

9 Bhaluhi Madari Patti 4137 East 

10 Narainpur 917 North 

11 Khorabar 1338 North 

12 Bishunpura 879 South 

1 District Census Book 

December 2009 

81 



Demographic Profile 

The baseline data for the population of the surrounding area is significant to the study as it 

enables to predict the population that may be affected due to the proposed project. It also 

enables to determine the situation due to an increase in population during the tenure of the 

project, until its completion, and, the various impacts arising as a result of the different 

project activities. 

Table 3-29 provides break-up of population, household size and sex ratio of the identified 

villages. 

TABLE 3-29: VILLAGE WISE POPULATION, SEX RATION & HOUSEHOLD SIZE 

Village 

Total 

Population 

Total 

Households 

Total Male Total Female 

Sex Ratio 

Household 

Size 

Pataya 3143 401 1520 1623 1068 7.8 

Parsahwa 1541 206 777 764 983 7.5 

Nibi 386 57 193 193 1000 6.8 

Belwa Durga Rai 1126 144 578 548 948 7.8 

Belwa Ramjas 1348 178 662 686 1036 7.6 

Narkatia Khurd 1473 213 777 696 896 6.9 

Misrauli 872 112 448 424 946 7.8 

Shahpur 1613 236 791 822 1039 6.8 

Bhaluhi Madari 

Patti 4137 574 2066 2071 1002 7.2 

Narainpur 917 120 467 450 964 7.6 

Khorabar 1338 174 720 618 858 7.7 

Bishunpura 879 118 448 431 962 7.4 

Source: Census of India, 2001 

As seen in Table 3-29, Bhaluhi Madari Patti village is most densely populated (4,137) 

followed by Pataya (3,143). The sex ratio in most of the villages is favorable except Khorabar 

and Narkatia Khurd, which are below 900, compared to the district average of 963 and state 

average of 898.The household size varies between 7.8 (Pataya, Belwa Durga Rai and 

Misrauli)) and 6.8 (Nibi and Shahpur). 

In addition to majority of the Hindu population in most of the villages, Belwa Ramjas, 

Narkatia Khurd and Shapur are the villages with Muslim majority population. 

Table 3-30 provides information on the caste distribution of the villages in the impact zone. 

December 2009 

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TABLE 3-30: CASTE WISE DISTRIBUTION OF POPULATION OF VILLAGES IN THE IMPACT ZONE 

Village 

Total Population 

Scheduled Caste 

Schedules Tribe 

Nos. % Nos. % 

Pataya 3143 165 5.25 Nil Nil 

Parsahwa 1541 450 29.20 Nil Nil 

Nibi 386 169 43.78 Nil Nil 

Belwa Durga Rai 1126 94 8.35 Nil Nil 

Belwa Ramjas 1348 176 13.06 Nil Nil 

Narkatia Khurd 1473 79 5.36 Nil Nil 

Misrauli 872 27 3.10 Nil Nil 

Shahpur 1613 450 27.90 Nil Nil 

Bhaluhi Madari Patti 4137 538 13.00 Nil Nil 

Narainpur 917 90 9.81 Nil Nil 

Khorabar 1338 156 11.66 Nil Nil 

Bishunpura 879 71 8.08 Nil Nil 

Source: Census of India 2001 

Education & Literacy 

An understanding of education and literacy profile in the region is relevant in order to 

understand whether better jobs due to the proposed project could utilize the existing human 

resource in the area. According to the 2001 census data, literacy level in Uttar Pradesh 56.3% 

and for Kushinagar district is 46.9%. 

Table 3-31 presents village wise literacy profile. Amongst the impact zone villages, highest 

literacy rate is observed in Belwa Durga Rai village (69.90%) and the lowest is in Narkatia 

Khurd (29.86%) 

TABLE 3-31: VILLAGE WISE LITERACY PROFILE AS PER CENSUS 2001 

Village Literacy Rate (%) Literate Male (%) Literate Female (%) 

Pataya 46.38 58.91 34.80 

Parsahwa 63.23 79.28 47.31 

Nibi 61.23 80.72 40.88 

Belwa Durga Rai 69.90 87.78 51.49 

Belwa Ramjas 51.95 71.37 33.33 

Narkatia Khurd 29.86 40.30 18.16 

Misrauli 62.67 76.07 47.78 

Shahpur 57.45 73.40 42.19 

Bhaluhi Madari Patti 68.24 79.31 57.03 

Narainpur 56.05 72.29 39.94 

Khorabar 61.74 76.87 44.53 

Bishunpura 51.37 65.23 37.32 

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Economic Activity and Livelihood Pattern 

An understanding of the economic activity and livelihood patterns is important to predict the 

impact of the project activities on the economy of the regions. Livelihood patterns coupled 

with educational profile will assist in identifying areas where the local workforce can be 

integrated into the project activities. 

Economy of Kushinagar district is primarily agrarian based. Industrial development is 

negligible with only 9-10 sugar mills in the region. Tourism is the only major industry with a 

growth potential. 

As seen in Figure 3-30, the category of Cultivators and Agricultural Labours is the major 

category of workers and income generation sector in the study area. Other Workers category 

constitutes working as construction labours, daily wages and labours for small commercial 

activities. 

FIGURE 3-30: WORKFORCE ENGAGEMENT IN DIFFERENT SECTORS 

100% 

80% 

60% 

40% 

20% 

0% 

Pataya 

Parsahwa 

Nibi 

Belwa Durga Rai 

Belwa Ramjas 

Narkatia Khurd 

Misrauli 

Shahpur 

Bhaluhi Madari Patti 

Narainpur 

Khorabar 

Bishunpura 

Other Workers 

Household Workers 

Agricultural Labours 

Cultivators 

Health Status 

Source: Census of India 2001 

The highest health facility in the area is Community 

health centre of Kasia. Subcentres at Baluhi madari 

Patti and Mishrauali provide Mother and Child 

Health services. There is no specific disease in the 

study area. Common illnesses like viral, diarrhea, 

malaria are prevalent but there are no epidemic or 

endemic diseases. Regular immunization is being 

done by the ANM at subcentre as well as in villages 

at anganwari Kendra on schedule days. The health 

December 2009 

84 



programmes like institutional deliveries and immunization is supported by Accredited Social 

Health Activist (ASHA) appointed under National Rural Health Mission. Serious cases and 

high risk pregnancies are referred to Community health centre of Kasia or to district hospital 

in Rabindranagar. Villagers also consult private doctors and visit nursing homes in Kasia and 

Padrauna towns. 

Social Amenities 

The amenities in the villages include electricity, water supply, and telephone and sewerage 

network. Power supply in the villages is available but the supply is limited to 5-10 hrs in a 

day. Water is available through hand pumps and tube wells and is available at the depth of 

10-15 feet below the ground level. Community ponds are in and around the villages, which 

are used for fishing. Basic telephones and mobile facility is available in all the villages. 

Drains are on both sides of the roads. Sanitation facilities are lacking in all the villages. 

Land Holding 

Most of the farmers have small land holdings of 4-5 Kattha (1 Katha = 1734 Sq Ft). 

Agriculture is the major land use along with a small portion, used for residential purposes. 

Small farmers grow paddy and wheat while farmers with large landholding are doing 

sugarcane farming. 

Housing Characteristics 

Houses are pucca and semi pucca in nature, constructed by using bricks with inner walls and 

flooring plastered. The cattle sheds are usually outside the house. 

Community Sites 

There are number of temples but all of them are inside the village habitation. There are some 

other community sites, which hold importance like School, Panchayat ghar, Health center, 

Idgah, and Kabristan. 

Culture and Tradition 

The language spoken in the area is Bhojpuri. The Hindu community celebrates the festivals 

like Holi, Diwali, Durga Puja and Chhatth puja and Muslim community celebrates Eid-ul-Fitr 

and Adha with much gaiety and fervor. 

Roads and Transportation 

The present road network in the district consists of NH-28 

and NH-28 B. The site is accessible through Kasia – 

Ramkola road and also from Padrauna road. Both these 

roads are single lane. Common modes of transportation are 

shared auto and Mini buses. 

December 2009 

85 



Livestock 

The villagers keep livestock like buffalo, cow and goats. Bulk cattle rearing for supplying 

milk is normally not done. 

Social Consultation 

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 within the impact zone. 

The villages covered for social consultation include Belwa Ramjas, Belwa Durga Rai, Baluhi 

Madari Patti, Narayanpur, Narkatia Khurd and Shahpur. Social Consultation was carried out 

in the villages and the baseline information related with amenities, caste structure, livelihood, 

transportation was discussed. Their knowledge about the project, its negative and positive 

benefits was also discussed. 

The village level consultation was done at a location where more and more villagers can 

participate and put in their views. The consultation done in the villages with some 

observations is given in Box. 

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Box 1: Social Consultation at village level 

Village: Belwa Ramjas 

Venue: Near Maktab (Arabic School) 

The villager’s involvement in the discussion provided an insight into the livelihood, 

education, health and social structure of the village. 

The village population consists of more than 50 % population of Muslim community followed 

by sunars, pandits, SC from the Hindu community. Their main source of income is 

agriculture, construction labours, and employment in small business establishments. 

For education there is one primary school and higher education facilities are in Kasia and 

Kushinagar. Students and villagers use existing airport premises as short cut to travel to Kasia 

and kushinagar. There is one Arabic education school in the village. 

Health facilities are available in Kasia Community Health Centre (CHC) and Subcentre of 

Baluhi Madari Patti village. Anganwari center is functional with (Accredited Social Health 

Activist) ASHA and Anganwari workers. 

Toilets at household level are only in approximately 10% of houses rest defecate in fields or 

on the roadside. 

Internal roads are metalled as well as of kharanja type. Approach to the village is through 

Kasia -Padrauna road 

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Village: Belwa Durga Rai 

Venue: Near Middle School 

The villager’s involvement in the discussion provided an insight into the livelihood, 

education, health and social structure of the village. 

According to villagers, 90% farmers are marginal with –3 Kattha of land. About 20 % farmers 

are cultivating other people’s land. 

A Primary school and a middle school exist in the village. Primary school will be relocated 

and middle school is also very near to the airport boundary. Higher education facilities are in 

Kasia and Kushinagar. Students and villagers use existing airport premises as short cut to 

travel to Kasia and kushinagar. Health facilities are available in Kasia CHC and Subcentre of 

Baluhi Madari Patti village. 

Toilets at household level are only in approximately 10% of houses rest defecate in fields or 

on the roadside. 

Internal roads are metalled as well as of kharanja type. Approach to the village is through 

Kasia -Padrauna road. 

One mandir, which is adjoing primary school, will also be relocated. Villagers are not very 

happy with the proposal of acquisition of land but with proper compensation and employment 

they say they would be able to sustain. 

Village: Bhaluhi Madari Patti 

Venue: Near the proposed airport boundary adjoining Dubey ki baithak 

In the village there are 80-100 houses .The village is on the southern side of the proposed site. 

The villagers are mainly dependent on agricultural activities 

Educational facilities are upto primary level and Junior High school is in another cluster of the 

village i.e. Bhaluhi Pipralia. 

Internal roads are cemented with drains on both sides. Access road from the western side of 

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the village will be closed due to the proposed project 

The major concern of the villagers is due to anticipated noise pollution due to the proposed 

project and acquisition of land. Some of them are even of the view that some village 

habitation should be relocated to Kasia. 

Village: Narayanpur 

Venue: Baithak of Harihar Seth 

The village is located near Northern boundary of the proposed site. There are approximately 

100 houses out of which Hindus and Muslims are in equal numbers. Madhesia are the 

majority Hindu community, which apart from agriculture is also involved in small business 

activities. Education facilities are available till primary level but villagers prefer private 

schools. Internal road and connectivity to Kasia is through pucca roads. Sanitation facilities 

are absent. 

The major concern of the villagers is that the land, which falls on the southern side of the 

proposed site would become almost inaccessible from the village habitations. 

Village: Narkatiya Khurd 

Venue: Near Madarsa 

The village is located on the southern side of the existing airstrip. Narkatiya Khurd village is a 

Muslim dominated village with agriculture as its dominant source of income. Some of the 

villagers are also employed in Gulf primarily in non-technical jobs. Primary and Junior school 

is available in the village with religious education provided by registered Madarsa. 

Connectivity to kasia is through Kasia-Ramkola road. 

The major concern of the villagers in addition to land acquisition is unemployment of youths, 

who see this project as a hope for employment. 

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Village: Shahpur 

Venue: Chandrika Prasad shop 

The village is located near southern boundary of the proposed site. There are approximately 

250 houses, the majority of which belongs to Ansari’s from Muslim community and Barhai’s 

from Hindi community. Education facilities are available till primary level in the village. 

Internal road and connectivity to Kasia is through pucca roads. Sanitation facilities are absent 

like other villages. Some women SHG’s are formed in Harijan basti of the village. 

Dependency on agriculture is almost cent percent with small land holdings. Therefore the 

villagers are worried that even if they get market rate for their land it will be of no use to 

them, as they won’t be able to buy land at an alternative location. 

In addition to village level consultations, the discussions were also carried out with 

Government departments, officials and elected members for assessing baseline conditions. 

The list of stakeholders consulted is given below: 

1. Health Department, CHC Incharge- Kasia, LHV Subcenter Bhaluhi Madari Patti. 

2. District Minorities Welfare officer. 

3. District Social Welfare officer. 

4. District Education officer. 

5. Kushinagar Area development Authority. 

6. Gram Pradhan- Belwa Ram Jas Dube 

December 2009 

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4.0 Environmental Impacts and Mitigation Measures 

This chapter identifies various pollution sources from the proposed expansion of the airport 

and their impacts on different environmental parameters. The identification and assessment of 

these impacts will further help in formulating mitigation measures in order to reduce or 

eliminate these impacts. 

Generally, the environmental impacts can be divided in two separate categories; primary and 

secondary impacts. Primary impacts are those, which generate directly from the proposed 

project, where as secondary impacts are those, which indirectly include associated 

investments and changed pattern of social and economic developments. 

The anticipated impacts due to the proposed project can be broadly divided into two distinct 

phases: 

• During the construction phase, which are considered as temporary or short 

term impacts and 

• During the operational phase, which are considered to have long-term 

affects. 

The earlier chapter provided the information on the baseline conditions of various 

environmental parameters in and around the project site. This chapter introduces the various 

pollution loads and stressors that could impact the environment and the incremental impacts 

on the environmental parameters during the construction and operation phase of the project. 

This chapter will also offer the basis for decision makers to understand the nature of potential 

impacts and thereby take appropriate decisions regarding the project activities. 

4.1 ENVIRONMENTAL IMPACTS DURING PRE CONSTRUCTION PHASE 

4.1.1 Relocation 

The land proposed for the airport belongs to approximately 3106 farmers of which around 

90% of farmers cultivate their own land while 10 % of land is cultivated by other farmers or 

landless farmers on lease. The fodder for livestock is presently collected either from their 

own land or common land. Due to the loss of land, fodder will have to be purchased or 

arranged from nearby areas. The connectivity of the villages to Kasia town will be affected 

and also access of villagers to their agricultural field specifically of Narayanpur village would 

require a detour route. There will not be any displacement of settlements from the villages. 

The development will involve displacement of a primary school in village Nibi and a temple 

and a primary school in Belwa Durga Rai village adjacent to the existing airstrip towards 

north. 

The acquisition of land on which livelihood and sustenance of the local community is 

dependent, will be taken care of as per National Policy on Rehabilitation and 

Resettlement, 2007. The main focus would be on local community engagement, employment 

December 2009 

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and entrepreneurship, compensation of livelihood loss with alternative opportunities, skill 

development by training the locals etc. Alternative access provision would be made for the 

local communities and connectivity improvement with the adjacent population centers will be 

made. 

4.1.2 Land use change 

The major land use of the proposed site and its surrounding area is agriculture. The proposed 

site is demarcated for airport development as per the Kushinagar Development Plan 2021. 

Hence no impact due to the proposed development is envisaged. 

4.2 IMPACT ASSESSMENT - CONSTRUCTION PHASE 

The development of the proposed site will involve pre-construction works like acquiring of 

lands and demolition of the existing airstrip. The construction work involves leveling of the 

land if required, development of road, erection of boundary wall and construction of paved 

roads, terminal building, apron, Runway/Taxiway, ATF Storage and other infrastructure 

facilities, construction of labor camps, provision of utilities, laying of pipelines for water 

supply, sewerage and storm water management, development of transmission towers and other 

project components along with open areas, allotted for greenery. The associated impacts due to 

all these construction activities have been discussed in the following sections: 


Construction Material and its Transportation 

The construction materials which will essentially be sourced from outside area is rock. The 

rock will be required basically for construction of foundation. It will be quarried from the 

nearest Govt. approved quarry, which is located at approximately 300 km distance from the 

site. To avoid this, the option of using local material, wherever possible shall be explored and 

used. 

The proposed development work could lead to erosion of base soil by continuous excavation, 

leveling and stock piling over the surface area. The airport development will further increase 

impervious surface areas, which will be associated with the development of roads, 

runways/taxiways, neighborhoods and commercial establishments and eventually will 

increase the amount of storm water flow. 

Filling, Leveling work and Transportation 

Impact on soil owing to the construction activity includes erosion of top soil, loosening of 

soil compaction material and pollution adsorption onto soil in case of waste discharge on 

land. A very few portion of demolished material of the existing airport will be used in 

leveling of the land, as the land is almost flat with very gentle slope; hence the balance 

material from demolition activities will be used for filling in times of construction of road 

and the rest will be sold to the market. This will reduce the requirement of earth material 

from the outside area. Therefore, no significant adverse impact on soil is anticipated from the 

December 2009 

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expansion of the airport. However, during monsoon the district is prone to water logging and 

flooding. This is mainly due to the funnel shaped structure formed near the project site. To 

take into consideration of this fact, the entire project site should be heighten at least above the 

highest flood level of the area. For this purpose, the additional borrow earth could be sourced 

from the Govt. approved borrow area on Kasia-Padrauna road which is approximately 15-20 

km from the site. 

Waste disposal 

The wastes which are likely to be generated during the construction phase of the airport will 

cause adverse environmental impacts during its storage, transportation and disposal. The 

wastes include the following: 

Site clearance residue of the existing structures and the existing airstrip; 

construction and demolition material; 

excavated materials; 

chemical waste material from washing of equipment and vehicle carrying construction 

material; and 

Municipal wastes from labour camp 

Construction and Demolition Waste 

The construction waste will be approximately 34130 MT which will be generated from the 

demolition of the existing structures and the existing airstrip. This material will be reused on 

the site for leveling of the land (as much required), for filling purposes during construction of 

roads and the remaining will be sold to market. Construction and demolition materials may 

include waste timber, spent concrete and cement screening, material and equipment wrappings. 

Chemical Wastes 

Regular maintenance and servicing of construction equipments and its washing will be the 

likely primary source of chemical wastes during the construction period, the majority of 

which include waste oils and solvents. 

Municipal Waste 

Workers engaged during construction phase will generate municipal solid wastes such as 

food wastes, packaging and wastepaper. The waste from labor camps would be mainly 

household domestic waste and it is estimated to be 0.2 TPD. 

The principal adverse affects related to waste generation includes contamination of water 

quality in the surrounding area or it may cause pollution adsorption in the soil in case of 

waste discharge on land. 


The water requirement during construction phase will mainly comprise of water for various 

construction activities and the potable water for the laborers. The water during the 

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construction phase will be sourced through groundwater. The construction activities will 

affect the water quality of the area due to the following reasons: 

Labor Activities 

• The increased impervious area will contribute to the degradation of water 

quality through the increase in the quantity of pollutants contributed to 

runoff and thereby affect surface water channels. 

• Improper disposal of construction debris leading to off-site contamination 

of water resources. 

• Disposal of domestic wastewater from labour camps. 

• An accidental spill of a large quantity of hazardous material from the 

vehicles and wastewater stream generated from onsite activities such as 

vehicles washing and other activities could affect surface waters if it is not 

immediately contained and cleaned up. 

During construction phase, 15 KLD of wastewater will be generated from onsite labour camps, 

which would be characterized by high levels of BOD, Suspended Solids, Nitrogen and E. Coli. 

Significant water quality impact may occur if the sewage is disposed without any prior 

treatment; hence proper treatment and sanitation facilities will be provided. The septic tank 

followed by soak pit will be provided during the construction phase to treat the effluent 

generated from the temporary labour camps. 

The impact on the quality of water resources is not going to be significant as proper storage 

facilities will be maintained for construction materials, construction waste and oil and grease. 

Moreover, the amount of waste water generation from the labour camp will also be very less, 

since most of the labourers will be hired locally. 


During the construction phase, Suspended Particulate Matter (SPM) is expected to be the 

critical pollutant associated with the construction activity and hauling of material. For the 

proposed project it is planned that the construction activity will be carried out in phases. The 

emission sources will be distributed throughout the project site and will fall under the 

category of area source. 

Basic Consideration 

In the absence of information regarding the quantity and type of construction equipment to be 

deployed at any particular time, overall emission factor for SPM from construction activities 

has been used. Overall SPM emission has been estimated using the emission factor of 1.2 

tons SPM/month of activity/acre as per AP-42 Section 13.2.3.3 (USEPA, 1995). This 

emission factor is used for developing emission estimates from construction activities 

throughout a geographical area and is most applicable for construction operations with 

medium activity level, moderate silt contents and semiarid climate (USEPA, 1995). The 

December 2009 

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derivation of the factor assumes that construction activity occurs 30 days per month, making 

the above estimate somewhat conservatively high for total suspended particulate matter (U.S. 

EPA, 1995). 

For the air environmental impact assessment study, United States Environmental Protection 

Agency (USEPA) approved and MoEF recommended air quality model, Industrial Source 

Complex Short Term (ISCST3-version 3) has been applied to predict ground level 

incremental concentrations (GLCs). 

Air Dispersion Model - (ISCST3) 

Air dispersion modeling can be used to predict atmospheric concentrations of pollutants at 

specific locations (receptors) over specific averaging times (i.e. annual, daily, and hourly). 

An atmospheric dispersion model accounts for the emissions from a source; estimates how 

high into the atmosphere they will go, how widely they will spread and how far they will 

travel based on temporal meteorological data; and outputs the pattern of concentrations that 

will occur for various exposure periods, thereby providing the exposure risks for different 

receptors. 

The U.S. EPA Industrial Source Complex 3 (ISCST3) air dispersion model has been used to 

predict ground level concentrations of the contaminants emitted from area source at the site. 

For air quality modeling, ISCST3 model required: 

Hourly meteorological data as described in Chapter 3. 

The receptor locations and grid (as indicated in Figure 4-1), designed based on the 

site coordinates, receptor locations and nature of sources. 

a) Predicted concentrations were calculated for the critical pollutant (SPM) assessed in 

this study, over appropriate averaging times (i.e. 24 hours) based on the applicability 

of the NAAQS. 

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FIGURE 4-1: MODELLING GRID OF PROPOSED PROJECT 

For the modelling purposes, it has been assumed that the construction activity will occur for 24 

hours covering an area of 10,000 m 2 (Refer Figure 4-1) and the emission rate will be 1.144 × 

10 -4 g/m 2 /s. 

Results and Discussion 

While modeling, one assumption is that heavy construction activities generating heavy dust 

emissions are in progress for 24 hours, when it is most probable that this construction activity 

will occur in the day time, when higher pollutant dispersion is available; and most of the 

construction dust will be generated from the movement of construction vehicles on unpaved 

roads. The moisture content of these roads can be low, and effective dust suppression 

measures are provided in the Dust Control Plan. With proper implementation of this Plan, 

approximately 90-95% of SPM reduction is anticipated. 

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Table 4-1 provides the 24-hour maximum predicted GLCs of SPM with and without control 

measures. Baseline conditions have also been taken into consideration to estimate the total 

SPM at the receptor locations. The spatial distributions of SPM around the project site have 

been shown in an area 1000 m x 1000 m as shown in Figure 4-2. It can be concluded that the 

average maximum Ground Level Concentration (GLC) with 95% control measures based on 

the observed meteorological conditions has been estimated as 111 µg/m 3 at a distance of 

approximately 900 meter towards the north direction from the centre of the area under 

construction activity as shown in Figure 4-2. 

FIGURE 4-2: PREDICTED MAXIMUM 24 HOUR GLC (µg/m 3 ) OF SPM WITH CONTROL MEASURE- 

CONSTRUCTION PHASE 

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TABLE 4-1 : SPM LEVELS FOR RECEPTORS- (24 HOURLY MAXIMUM GLC IN µg/m 3 ) – CONSTRUCTION PHASE 

Concentration 

(µg/m 3 ) 

Highest 

Maximum 

24 Hour 

GLC 

AQ1 AQ2 AQ3 AQ4 AQ5 AQ6 AQ7 AQ8 

(0, 600) (898, -373) (-184, -767) (-2986, 1918) (-2801, -792) (3213, -452) (2534, -2449) 

SPM from Site 2212 0.00 0.00 5.87 5.83 0.00 0.00 14.23 3.02 

SPM Baseline 

(Maximum) 

196 196 208 202 204 211 213 213 199 

Total SPM 2408 196 208 208 210 211 213 227 202 

NAAQS 200 µg/m 3 

Controlled SPM 

from Site 

111 0.0 0.0 0.3 0.3 0.0 0.0 0.7 0.2 

(-1185, 

1314) 

(-4874, 

1223) 





The construction of terminal building and other parts of an airport construction is like any 

other normal building construction activity, where noise levels are of less importance and are 

insignificant considering the daily schedule of work. The concreting in batch mixers is 

expected to produce noise levels in the range of 70-90 dB(A) only during their operations and 

the casting of slabs, beams and columns is expected to generate noise for a specific period. 

Thus the noise produced during the construction will be intermittent and not have any 

significant impact on the existing ambient noise levels. Moreover, the construction work will 

be carried out during the daytime without causing any objectionable impact. 

The noise emission sources during construction phase will include construction 

machineries/equipments to be employed at site. The expected noise levels from the operation of 

equipment and machinery are provided in Table 4-2 below: 

TABLE 4-2 : NOISE LEVELS GENERATED FROM CONSTRUCTION EQUIPMENT 

Name of Source 

Noise Level at 16 m (50 ft) 

from source in dB (A) 

Back Hoe/Loader 85 

Concrete Mixer Truck 81 

Mobile Cranes 81 

Dump Truck 89 

Generator 75 

Pile Driver 101 

Jack hammer 90 

Source:EPA 1971 

Noise Prediction Model 

For an approximate estimation of propagation of noise in the ambient air from the area or 

point source, a standard mathematical model for sound wave propagation has been used 

which is as follows: 

Noise (Receptor) = Noise (Source) - 20 Log [distance (Receptor) / distance (Source) ] 

The incremental noise level during construction phase has been predicted using the CPCB 

approved noise model DHAWANI, applicable for stationary point sources. For the modeling 

purposes, worst case scenario has been considered assuming a flat terrain and absence of 

sound absorbers. The following assumptions have been made for the model run: 

• All construction equipments as mentioned in Table 4-2 are located within a distance 

of 50-100 m from each other having a noise level in the range of 75-101 dB(A) 

• All construction equipments are under operation 

The predicted incremental noise levels without control measures have been presented as noise 

contours in an area of 2 km x 2 km as shown in Figure 4-3. 

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FIGURE 4-3 : SPATIAL VARIATION OF INCREMENTAL NOISE LEVEL DURING CONSTRUCTION 

PHASE WITHOUT CONTROL 

Results and Discussion 

Modeling results indicate that the cumulative noise level is expected to be within the 

permissible AAQSRN standards of 55 dB (A) at a distance of about 2000 m. These predicted 

noise levels are without mitigation measures; hence it is assumed that with the adoption of the 

mitigation measures noise levels will be further reduced within very short distances from the 

source. 

With respect to occupational exposure, the permissible threshold is 90 dB (A) for 8 hours per 

day. Thus, based on the modeling results it can be concluded that all sensitive receptors (i.e. 

labour colonies) will be located between 125 – 225 meters from the noise generating sources 

during construction activities. 


An attempt has been made here to identify primary and secondary impacts due to the proposed 

project on the biological environment of the region. The significance of ecological impacts is 

evaluated based on the criteria set forth: 

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• Habitat quality 

• Species affected 

• Size/abundance of habits/organisms affected 

• Duration of impacts 

• Magnitude of environmental changes 

However this being a rapid EIA, impacts is ranked here as “negligible”, “moderate” or 

“severe”. An impact is ranked as “negligible” if it affects only common species and habitat or 

if it affects small number of individuals or small area; whereas it is ranked as “severe”, if it 

affects rare species or habitat of large number of individuals or large area. Table 4-3 gives 

predicted impacts on existing regional ecology during construction phase of the project. 

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TABLE 4-3: PREDICTED IMPACTS ON EXISTING ECOLOGY DURING CONSTRUCTION PHASE 

S.No Habitat Ecological 

components 

Source 

Impact 

Of 

Impact 

evaluation 

Predicated impact Impact Zone Duration Of 

Impact 

1. Terrestrial 

(Flora) 

2 Terrestrial 

(Fauna) 

Trees Cutting & 

removal 

Shrubs Cutting & 

removal 

Herb Cutting & 

removal 

Agricultural Biomass removal 

for airport 

development 

Mammals 

and Birds 

Severe Trees will be permanently 

removed for the project 

development. 

Minor Shrubs will be permanently 

removed 

Minor Herbs and grasses covering the 

ground will be cleared and 

removed 

Severe The agricultural practice and 

biomass removal will take place 

Habitat loss Severe The mammals and avifauna 

present in the proposed project 

area and core zone will be 

permanently displaced & will 

be completely destroyed 

Light Severe Arial lighting in the proposed 

project area will have major 

impact on behavioral response. 

Mainly Diurnal and nocturnal 

behavior 

Project site & 

core zone 


core zone 

Projet site & core 

zone 

Project site and 

core zone 


core zone 


core zone 

Permanent 

Permanent 

Construction 

period 




S.No Habitat Ecological 

components 

Source 

Impact 

Of 

Impact 

evaluation 


Impact 

3 Aquatic 

Flora 

4 Aquatic 

Fauna 

Mammals 

and Birds 

Sound 

Severe -core 

zone 

Moderate - 

inner buffer 

zone 

The sound produced during the 

project development will 

disrupt the normal behavioural 

response like warning call, 

mating call, feeding call etc. in 

the proposed project area and 

core zone 

Barrier Severe The airport construction will act 

as a barrier for the movement of 

domestic and wild mammals 

Reptiles Habitat loss Severe There will be complete habitat 

loss due to grass, shrubs, herbs 

& trees removal 

Hydrophytes Nil Minimal No aquatic habitat is present in 

project site, core zone and inner 

buffer zone 

Pisces Nil Minimal No aquatic habitat in core and 

inner buffer zone 

Water birds Barrier Moderate Development will act as barrier 

for the local migratory birds 

which migrate on circadian 

rhythms 


core zone 

Project area and 

core zone 


core zone 

Absent 

Absent 

Project site, Core 

zone and Inner 

buffer zone 

Construction 

period 

Permanent 

Permanent 

Nil 

Nil 

Permanent 



EIA Study International Airport at Kushinagar & Integrated Development of Buddhist Circuit, U.P 

4.2.6 Socio-Economic Environment 

Social Impact Assessment involves the processes of analyzing, monitoring and managing the 

intended and unintended social consequences both positive and negative of planned 

interventions and any social change processes invoked by those interventions. The main 

purpose is to bring about a more sustainable and equitable biophysical and human 

environment. 

In order to assess the impacts of the proposed project on the social environment, public 

consultation has been carried out in the project affected area. During the social consultation 

process, local community raised some issues out of which relevant ones are highlighted 

below: 

Livelihood would be disturbed, due to loss of agricultural land. 

Compensation at the market rate or on the similar lines as the NH-28 highwaywidening 

project 

It will affect the people, especially those who are earning their livelihood from 

peripheral areas. 

Priority to the local people for employment during construction and operation. 

Noise pollution would create stress and disturb peaceful rural environment. 

Detour route will increase time duration for traveling especially for the school and 

college going students and villagers to reach their agricultural fields 

Cultural and social fabric would be altered 

Fodder collection would become difficult 

These concerns of the local community and Valued Environmental Component’s (VEC) have 

been addressed in impact assessment. 

The following impacts have been identified during construction phase of the project: 

Loss of Land 

The proposed land for development is approximately 304.844 Ha or 753.285 acres, out of 

which approximately 75-80% land belongs to farmers and the rest is under the ownership of 

Gram Sabha and Civil aviation Authority. The villagers are well aware of the proposed 

project. The land acquisition detail of the proposed site is given in Table 4-4. 

The villagers have a common perception that as the proposed project is being executed by the 

Government; they will get appropriate compensation package for their land and livelihood. 

Hence, the villagers are willing to give their land against the monetary benefits they will get, 

by which they are planning to purchase land in another location. The modalities for rates and 

rehabilitation have to be worked out. 

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TABLE 4-4: LAND ACQUISITION DETAIL 

SN 

Village Name 

No. of 

Affected 

Farmers 

No. of 

Affected 

Farmers 

(SC) 

No. of 

Affected 

Farmers 

(SC) 

who will 

lose 

their 

100% 

land 

No. of 

Affected 

Farmers 

(minority, 

general 

category, 

backward 

class) who 

will lose 

their 100% 

land 

Total affected area in Ha 

Farmers land Gram sabha land Total 

Gata 

No. 

Area 

Gata 

No. 

Area 

Gata 

No. 

Area 

Civil 

Aviation 

Authorit 

y Land 

Area 

(Ha) 

Grand 

total 

(12+13) 

1 2 3 4 5 6 7 8 9 10 11 12 13 14 

1 Bhaluhi Madari 622 88 10 33 254 62.104 41 3.464 295 65.568 3.46 69.032 

Patti 

2 Shahpur 386 37 - 31 132 28.198 17 0.972 149 29.170 1.35 30.521 

3 Bishunpur 205 3 - - 54 11.794 9 0.326 63 12.120 0.00 12.120 

Bindavliya 

4 Belva durga Rai 261 3 - 3 94 15.857 20 1.384 114 17.241 21.115 38.356 

5 Nibi 232 19 7 - 99 19.285 5 0.330 104 10.614 13.063 23.677 

6 Khoravar 195 2 - 4 67 10.016 11 0.678 78 10.694 0.00 10.694 

7 Narayanpur 657 3 - 16 259 58.199 49 3.768 308 61.967 0.00 61.967 

8 Narkatiya Khurd 261 - - 4 101 21.120 15 0.654 116 21.774 2.399 24.173 

9 Mishrauli 27 - - - 11 1.053 2 0.016 13 1.069 0.00 1.069 

10 Belva Ramjas 

Dube 

22 - - 3 6 0.322 0 0.000 6 0.322 3.711 4.033 




11 Parsahwa 84 3 - - 33 3.381 9 0.170 42 3.551 0.00 3.551 

12 Nakhani 47 - - - 17 2.797 10 0.397 27 3.194 0.00 3.194 

13 Patya 107 - - 29 42 12.706 9 0.379 51 13.085 0.00 13.085 

14 Total 3106 163 17 133 169 237.831 197 12.538 1366 250.369 45.103 295.472 

(Source: KSADA, updated as on December, 2009) 




Demolition of residential structures 

Utmost care has been taken to exclude any settlements but there are some isolated structures 

about 7-10, which are located around agricultural fields and near main roads. These structures 

will be demolished and removed to suitable position. 

Livelihood Loss 

The land proposed for the project belongs to about 3106 farmers, out of this number 

approximately 90% of farmers cultivate their own land while 10 % of land is cultivated by 

other farmers or landless farmers on lease. The farmers from SC, OBC + minorities that will 

become landless after land acquisition are 17 and 133 respectively Livelihood loss is 

imminent since economy is agriculture based and majority of villagers are dependent on the 

agricultural income. 

Economics of Agricultural Land Loss in Longer Period 

The economic loss due to acquisition of land can be worked out on an assumption that: 

Suppose two crops in a year wheat and Paddy 

On an average production from 1 Acre: Wheat: 10 Quintal; Rice: 18 Quintal 

Rate of FCI (2008-09): Wheat: Rs. 1100/- per Quintal, Rice: Rs.1000/- per Quintal 

Therefore total amount of production: 

Wheat: 10*1100= Rs.11000/- 

Rice: 18*1000=Rs.18000/- 

Total per Acre=11000+18000 ≅ Rs. 30000/- Per Year 

Since 587.6908 Acres of farmers land is proposed to be acquired therefore the economics for 

total land will be approximately 1.75 Crores per year. Therefore considering the agricultural 

and livelihood loss a comprehensive Rehabilitation Plan is required. 

Immediate loss of Income 

The transition of the village community from the livelihood practices they are engaged in to 

the generation of new employments cause hassle in their earning procedures; hence the 

source of income needs to be smooth and assured one for sustainable development. 

Vulnerable population 

The vulnerable population consists of disabled, old age, widows and other weaker sections. 

The numbers of widows and disabled persons as per information collected from the District 

welfare board are as follows: 

♦ Number of widows - 167 

♦ Number of disabled - 75 (Approx.) 

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Since, most of the families will be affected due to the livelihood loss; hence this vulnerable 

group of people will be at greater risk, as their families are their support system. 

Impact on Community Structure 

Due to the proposed upcoming project, some community structures like Mandir, schools etc 

will get affected in some of the villages; hence there are chances for relocation of a Mandir 

and a primary school in the village Belwa Durga Rai and a government supported primary 

school in village Narayanpur. The mentioned structures are given below: 

Mandir - Belwa Durga Rai 

Primary School –Belwa Durga 

Rai 

Primary School-Narayanpur 

Residential Structures 

Settlements have not been acquired for the proposed development. However, there are about 

10-15 small structures spread all over the area which will be demolished for the proposed 

development. 

Noise and dust pollution 

Noise in the area will increase with the construction activities, as it will involve movement of 

heavy vehicles, construction equipments, drilling, excavation etc. 

4.3 MITIGATION MEASURES – CONSTRUCTION PHASE 


Soil conservation 

Top soil comprises of organic carbon that helps in soil aggregation and improves the water 

holding capacity of the soil and thereby reduces the flow of water through soil. It also 

comprises of basic inorganic nutrients which are essential for healthy growth of plants. The 

topsoil shall be stripped to a depth of 200 mm from the areas where construction activities are 

proposed and will be stockpiled in pre designated areas. The topsoil will be preserved and 

reapplied to the site for plantation purposes. 

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Soil Erosion Control Measures 

Sometimes, surface run-off leads to topsoil erosion; hence an effective plan for urban runoff 

management on construction sites will control erosion and retain sediments on site to the 

maximum extent possible. An effective plan for both structural and nonstructural controls 

will help in restricting soil erosion on site. Erosion controls can directly reduce the amount of 

sediment transported off-site, thereby reducing the need for sediment controls. Some of the 

structural and non-structural controls that can be adopted are as follows: 

Structural controls include: 

• Mulching and seeding exposed areas; 

• Construction of sediment basins, which allow sediment to settle out of the urban 

runoff. 

• Filter fabric fence, by which the sediment is filtered out as urban runoff flows through 

the fabric. 

Nonstructural erosion controls include: 

• Planning and designing the development within the natural constraints of the site; 

• Minimizing the area of bare soil exposed at one time (phased grading); 

• Planning for stage construction; and 

• Avoiding the unnecessary clearing of the site, that is not required at all. 

In addition to the above measures, material stockpiles, borrow areas, access roads and other 

land-disturbing activities will be located away from critical areas such as steep slopes, highly 

erodible soils and other susceptible areas prone to soil erosion. The top soils, which are 

removed by the clearing activity during construction, will be stockpiled and then reapplied to 

the site for plantation purposes. Wind erosion controlling measures like some of the wind 

blowing barriers like solid board fence etc. can limit the movement of dust from disturbed 

soil surfaces and can be effective in controlling soil blowing. Sprinkling moistens the soil 

surface with water and will be repeated as needed to be effective for preventing soil erosion. 

Waste Management 

The recommended waste management plan is aimed to reduce the amount of waste for 

disposal through the development of outline plans for waste avoidance, material re-use and 

recycling. Mitigation measures are proposed to alleviate the impacts caused by the excavated 

materials and residual wastes during their handling, temporary storage on site, transportation 

and final disposal. Waste management procedures will be implemented to minimize potential 

impacts to the environment. This may be achieved by consideration and application of the 

following: 

• avoid and/or minimize waste generation wherever practical by altering the site 

procedures 

• maximize the opportunity for reusing/ recycling/ recovering materials and thereby 

negate/minimize the disposal requirements (e.g. by waste segregation according to 

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type, separation of recyclable materials such as metal, maximize reuse of timber 

framework wherever possible, utilization of excavated material for filling or 

landscaping); and 

• Ensure that all treatment and disposal options comply with all relevant guidelines and 

standards. 

Construction and Demolition Waste 

The following practices will be followed to minimize the construction and demolition waste: 

• Segregate waste materials according to types to facilitate re-use and recycling; 

• Separate inert construction and demolition materials; 

• Segregate different materials at source as far as practical; 

• Co-ordinate material deliveries to minimize storage times on site to avoid damage and 

• Provide training to site staff in waste minimization practices 

It will be ensured that construction debris will be reused on site to the maximum extent 

possible. 

Excavated Material 

The following measures will be implemented to mitigate the likely adverse impacts to the 

environment: 

• excavated material and sites will be covered to prevent washout and erosion during 

heavy rainfall; 

• dust suppression techniques will be adopted; 

• designated areas for stockpiling will be fenced 

The excavated material will be used for filling and will be compacted and further will be sold 

to market. 

Municipal Solid Waste 

A temporary refuse collection facility will be set-up by the contractor and wastes will be 

stored in appropriate containers prior to collection and disposal. 

The waste management plan for construction phase has been summarized in Table 4-5. 

Detailed Design Stage 

TABLE 4-5 : WASTE MANAGEMENT PLAN – CONSTRUCTION PHASE 

Waste Management Plan 

Maximizing the re-use of excavated materials; 

Providing an area within the construction site to allow for sorting and segregation of 

materials. 

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Construction Stage 

minimization of waste generation for disposal (via reduction/recycling/re-use onsite); 

segregating waste materials according to type to facilitate re-use and recycling; 

separation of inert construction and demolition materials for re-use on-site or to be 

dumped in authorized site; 

during demolition works, segregating materials at source as far as practical; 

co-ordinate material deliveries to site in order to minimize storage times on site and the 

likelihood of causing damage; 

training site staff in waste minimization practices; 

transport of wastes off site as soon as possible; 

maintenance of comprehensive accurate waste records; 

use of re-useable metal boarding / signboards; 

no on-site burning will be permitted 


Quantity of Water 

The water demand for construction activities mainly comprise of water for curing purposes 

and for other construction activities. The following measures will be adopted to reduce the 

water demand during construction phase: 

• New sources for drinking water, irrigation and stock watering need to be identified, so 

that continued development should not create any doubt about the efficiency of 

existing water in fulfilling the future requirement. 

• Curing water will be sprayed on concrete structures and free flow of water will not be 

allowed for curing; 

• After liberal curing on the first day, all concrete structures will be painted with curing 

chemical to save water. This will stop daily water curing and hence will save water ; 

• Concrete structures will be covered with thick bags/gunny bags and water will be 

sprayed on them to avoid water rebound to ensure sustained and complete curing; 

• Cement mixers will be used for concrete preparation to ensure minimum loss of 

water. 

Quality of Water 

To prevent degradation and maintain the quality of the surface and ground water, adequate 

control measures have been proposed to check the surface run-off, as well as uncontrolled 

flow of water into any water body. Following management measures will be adopted to 

protect the water quality during the construction phase. 

• Excavation will be avoided during monsoon season 

• Adequate care will be taken to avoid soil erosion 

• Any area with loose debris within the site will be planted. 

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• To prevent surface and ground water contamination by oil/grease, leak proof 

containers will be used for storage and transportation of oil/grease. The floors of 

oil/grease handling area will be kept effectively impervious and any wash off from the 

oil/grease handling area or workshop will be drained through impervious drains 

• Construction activities generally disturb soil, concrete fines, fertilizer, oils and other 

wastes. On-site collection and settling of storm water, prohibition of equipment wash 

downs and prevention of soil loss and toxic releases from the construction site will be 

adopted to minimize water pollution. 

• All stacking and loading areas will be provided with proper garland drains equipped 

with baffles to prevent run off from the site to enter any water body. 


To mitigate the impacts of SPM (dust) during the construction phase of the proposed project, 

the following measures are recommended for implementation: 

• Dust control plan; and 

• Procedural changes to construction activities. 

Dust Control Plan 

Appropriate measures have been recommended and will be implemented to mitigate the 

adverse impacts of dust on health of construction workers and the settlements around the site. 

The following measures have been recommended: 

Paving: The major access roads to the site will be paved as part of the overall development 

plan. The material storage areas will also be paved for dust control. 

Graveling: Locally found gravel will be applied to other access roads to serve as a protective 

layer over the exposed soil. 

Water Sprinkling: Water sprinkling will be carried out for the surfaces exposed to high wind 

speeds or heavy vehicular movement. 

Reducing Vehicle Speed: High vehicle speeds increase the amount of fugitive dust created 

from unpaved areas. Speed bumps in and around the area will be provided to ensure speed 

reduction of construction vehicles on unpaved areas. 

Material Storage: All material storage areas within the development area will be adequately 

covered and contained so that they are not exposed to high wind speeds on site leading to 

dust/particulate emissions. Fabrics and plastics will be used for covering soils and debris to 

reduce fugitive dust emissions. 

Procedural Changes of Activities associated to Construction 

Production and Transportation of Material - The transport of materials such as concrete and 

asphalt to the construction sites generate significant amount of road dust, especially for sites 

that are relatively far from material manufacturers. Setting up temporary portable concrete 

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plants and/or asphalt plants at construction sites, provision for storage of construction 

material can eliminate haulage of materials to the site. 

Idling Time Reduction - Construction equipment is commonly left idling while the operators 

are on break or waiting for the completion of another task. Exhaust emissions from such 

vehicles and equipments deployed during the construction phase also result in marginal 

increase in the levels of SO2, NOx, SPM, CO and un burnt hydrocarbons. Proper upkeep and 

maintenance of vehicles and providing sufficient vegetation are some of the proposed 

measures that would greatly reduce the adverse impact on the air quality generated from the 

vehicles during the construction phase of the project. 

Emissions from idling equipment tend to be high, since catalytic converters cool down, thus 

reducing the efficiency of hydrocarbon and carbon monoxide oxidation. Hence, adaptations of 

idling control technologies, which automatically shut the engine off after a preset time can 

reduce emissions without intervention from the operators. 

Improved Maintenance - Recognizing that significant emission reductions can be achieved 

through regular equipment maintenance, contractors will be asked to provide maintenance 

records for their fleet as part of the contract bid and at regular intervals throughout the life of 

the contract. 


To mitigate the impact of noise from construction equipments on site, the following measures 

are recommended for implementation: 

Time of Operation 

Minimum construction activities will be scheduled during night time, while material transport 

will be strictly limited to daytime hours only to ensure minimum incremental noise during 

night hours. 

Job rotation - Workers employed in high noise areas will be engaged in shifts to minimise 

exposure to high noise level. 

Protective equipments 

The workers will be provided with earplugs/earmuffs or other hearing protective wear to cope 

up with the exposed level of noise generated from the machineries. 

Vibration control 

For vibration control, damped tools will be used and the working hours will be limited. 


The construction of the proposed project involves large stretch of agricultural land with trees, 

shrubs, herbs and grasses. Proper mitigation measures will be taken as per the advice of the 

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Forest Department, Kushinagar during removal of vegetation or agricultural land. Young and 

medium sized trees will be removed along with soil and will be replanted in vacant Gram 

Sabha land, road side or where forest department land is available. 

Trees of larger size will be removed and compensatory afforestation will be carried out as per 

the advice of the forest department. Plantation will be carried out with the endemic species to 

maintain species uniqueness. 

Care will be taken that the labours do not cut small tress or branches as fuel wood, for their 

requirement in cooking and other purposes. 

The construction of the proposed project will affect the small mammals, avifauna and 

reptilian habitat in project site and core zone. Trees, grass and shrubs removal will damage 

the hideout, but availability of similar habitat in nearby area will reduce the predicted impact. 

Thick plantation in the wasteland, gram sabha land, forest land and along the road side will 

help to restore the damaged habitats. To reduce the impact of arial lighting and sound, 

construction activity will be halted during the nighttime. If in case, the work needs to be 

continued during the nighttime, lighting will be concentrated only in that particular area. 


The mitigation measures have been designed taking into consideration the impacts and to 

make the development multi-dimensional which are sensitive and beneficial to the sociocultural 

setting of the region. The various mitigation measures that have been adopted during 

the pre-construction and construction stages are described as follows: 

Land Acquisition and Loss of Livelihood – as per R&R Policy of India 

The acquisition of farmers land would be done under Land Acquisition Act 1894.The market 

rates will be considered for compensation. 

The discussion with elected members of Gram pachayat suggest there is Gram sabha land as 

well as government land, it can be given to those farmers whose entire land is acquired. 

Those who are reduced as marginal farmers will also be considered subject to availability of 

government land and willingness of farmers to relocate. 

Manifestation of Rehabilitation policy considering large magnitude of the project is to be 

done and as a part of that, a universal policy will be adopted taking into account National 

R&R Policy, 2007 and best practices will be followed during all the infrastructure 

development. In addition to this, special initiatives would be taken for the vulnerable, 

minorities and underprivileged section of the community. 

Relocation of Community and residential Structures 

The residential structures that are required to be removed will be provided with a house site 

to the extent of actual loss but not more than 250 Sq.m and shifting allowance not less than 

Rs.10,000/-.Special grant for construction of house will also be provided in consultation with 

the affected families and as decided by the state government. The proposed aite site for 

relocation could be choosen at civil aviation department land on Kasia- Padrauna road in 

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Baluhi madari Patti village, Kasia –Ramkola road and near Kasia bus stand. The tentative 

options for locations (land of Airport Authority of India) of proposed relocation have been 

indicated in Figure 4-4. 

All compensations and provisions suggested here are as per R&R Policy 2007. 

Detour route for Villagers 

During the process of construction of airport the present Kasia-Ramkola road would be 

closed in between Bhaluhi and Naryanpur village, hence alternate routes will be developed 

for villagers and vehicles plying on the road. 

Employment for Locals 

The manpower for construction activities will be sourced from adjoining villages since many 

villagers are already working on daily wages as masons and laborers in the nearby cities and 

towns. This would create job opportunity of the local people and thereby improve their 

earning. 

FIGURE 4-4 : INDICATIVE OPTIONS FOR STRUCTURE RELOCATION 

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Safety and Health Safeguards for the construction labour and adjoining community 

Considering the nature of work, proper equipments and safety gears will be provided to the 

workers. Regular checkups for the adjoining community would be done to ascertain that no 

negative health impact is there due to construction activities. 

Construction workers would be mainly migrants from nearby areas with different level of 

vulnerability and risks towards HIV/AIDS. To make them aware about the safe practices, 

work place intervention would be designed and implemented. Workplace Occupational 

Health and Safety officers and Worksite health workers would take special initiative for 

awareness and well being of the workers. 

Barricading and Signboards 

Construction area will be barricaded and signboards will be displayed, which will provide 

requisite information to the neighbouring villagers about the construction activity and 

construction material transportation. 

4.4 IMPACT ASSESSMENT - OPERATION PHASE 


DG set Operation 

The major air emissions expected during the operation phase of the proposed project will be 

due to the operation of DG sets. 3 DG sets of 1250 KVA capacity each are proposed to be 

installed to serve as a back up power during emergency period. To assess the quantitative 

impact of generation of gases, air quality modeling has been carried out using USEPA 

(United State Environmental Protection Agency) and MoEF approved model ISCST 

(Industrial Source Complex Short Term), version 3, assuming an operation time of 24 hours, 

in relation to on-site observed meteorological parameters (as discussed in Chapter 3.0). The 

DG set specifications used for modelling are as given in Table 4-6. 

TABLE 4-6: DIESEL GENERATOR SET SPECIFICATIONS 

S. N Particulars 1250 kVA 

1 No of DG sets 3 

2 No of stacks 3 

3 Oil consumption 252 L/hr 

4 Sulphur content 0.25 % 

5 Density of oil 856 kg/m³ 

6 Height of stack 30 m 

7 Diameter of stack 0.40 m 

8 Exit Gas Temperature 529 o C 

9 Exit velocity of gas 29.0 m/s 

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The maximum predicted concentrations for SPM, SO 2, NOx, and CO due to D.G sets are 

estimated to be 1.16µg/m 3 , 3.86µg/m 3 , 23.20µg/m 3 and 5.90µg/m 3 respectively. The details 

of the predicted values along with background air quality levels are provided in Table 4-7 

through Table 4-10. The spatial distribution of predicted pollutants concentrations are also 

shown in Figure 4-5 to Figure 4-8. As the DG sets will be operated for back-up power 

supply only, hence the impact of generation of gaseous pollutants in the ambient 

environment is negligible. 

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TABLE 4-7: GROUND LEVEL SPM CONCENTRATION (µg/m 3 ) AT DIFFERENT LOCATIONS 

(24 HOURS AVERAGE) DUE TO DG SET 

Concentration 

(µg/m 3 ) 

Maximum 

24 Hour 

GLC 


(1100, -900) (898, -373) (-184, -767) 

(-2986, 

1918) 

(-2801, -792) (3213, -452) (2534, -2449) (-1185, 1314) 

(-4874, 

1223) 

Predicted 

1.16 

Incremental SPM 

0.05 0.25 0.01 0.29 0.00 0.00 0.03 0.05 

SPM Baseline 

(Maximum) 

196 196 208 202 204 211 213 213 199 

Total SPM 197.16 196.05 208.25 202.01 204.29 211.00 213.00 213.03 199.05 

SPM 

Contribution 

from Site to 

Maximum SPM 

0.59% 0.03% 0.12% 0.00% 0.14% 0.00% 0.00% 0.01% 0.03% 




EIA Study International Airport at Kushinagar & Integrated Development of Buddhist Circuit, U.P 

FIGURE 4-5 : SPATIAL DISTRIBUTION OF PREDICTED SPM CONCENTRATION (µg/m 3 ) AT 

DIFFERENT LOCATIONS (24 HOURS AVERAGE) DUE TO DG SET 

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SEIA Study - International Airport at Kushinagar & Integrated Development of Buddhist Circuit, U.P 

TABLE 4-8: GROUND LEVEL SO 2 CONCENTRATION (µg/m 3 ) AT DIFFERENT LOCATIONS 


Concentration 

(µg/m 3 ) 

Maximum 

24 Hour 

GLC 


(1100, -900) (898, -373) (-184, -767) 

(-2986, 

1918) 

(-2801, -792) (3213, -452) (2534, -2449) (-1185, 1314) 

(-4874, 

1223) 

Predicted 

Incremental SO 2 

3.86 

0.17 0.84 0.03 0.98 0.00 0.00 0.10 0.15 

SO 2 Baseline 

(Maximum) 

19 

19 19 18 17 21 

25 17 18 

Total SO 2 22.86 19.17 19.84 18.03 17.98 21.00 25.00 17.10 18.15 

SO 2 Contribution 

from Site to 

Maximum SO 2 

20.32% 0.89% 4.42% 0.17% 5.76% 0.00% 0.00% 0.59% 0.83% 





FIGURE 4-6: SPATIAL DISTRIBUTION OF PREDICTED SO 2 CONCENTRATION (µg/m 3 ) AT 


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TABLE 4-9: GROUND LEVEL NO X CONCENTRATION (µg/m 3 ) AT DIFFERENT LOCATIONS 


Concentration 

(µg/m 3 ) 

Maximum 

24 Hour 

GLC 


(1100, -900) (898, -373) (-184, -767) 

(-2986, 

1918) 

(-2801, -792) 

(3213, - 

452) 

(-1145, 4651) (-1185, 1314) (-4874, 1223) 

Predicted 

Incremental NO x 

23.20 1.03 5.05 0.21 5.88 0.00 

0.00 0.60 0.90 

NO x Baseline 

(Maximum) 

29 

29 27 30 30 33 

37 31 28 

Total NO x 52.20 30.03 32.05 30.21 35.88 33.00 37.00 31.60 28.90 

NO x Contribution 

from Site to 

Maximum NO x 

80.00% 3.55% 18.70% 0.70% 19.60% 0.00% 0.00% 1.94% 3.21% 





FIGURE 4-7 : SPATIAL DISTRIBUTION OF PREDICTED NO X CONCENTRATION (µg/m 3 ) AT 


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TABLE 4-10: GROUND LEVEL CO CONCENTRATION (µg/m 3 ) AT DIFFERENT LOCATIONS 


Concentration 

(µg/m 3 ) 

Maximum 8 

Hour GLC 


(1100, -1000) (898, -373) (-184, -767) 

(-2986, 

1918) 

(-2801, -792) (3213, -452) (6013, 7656) (-1185, 1314) 

(-4874, 

1223) 

Predicted 

Incremental CO 

5.90 

0.31 0.84 0.05 0.94 0.00 0.00 0.17 0.28 

CO Baseline 

(Maximum) 1419 

1419.0 1508 1412 1630 1761 1646 1398 1571 

Total CO 1424.9 1419.31 1508.84 1412.05 1630.94 1761.00 1646.00 1398.17 1571.28 

CO Contribution 

from Site to 

Maximum CO 

0.42% 0.02% 0.06% 0.00% 0.06% 0.00% 0.00% 0.01% 0.02% 





FIGURE 4-8 : SPATIAL DISTRIBUTION OF PREDICTED CO CONCENTRATION (µg/m 3 ) AT 


Vehicular Traffic 

CO is considered as the primary pollutant due to tailpipe emissions. Air quality impact 

assessment due to additional traffic load on the road adjacent to the airport terminal building 

has been carried out under worst-case scenario for the increased light vehicles such as cars 

(250) and heavy vehicles such as buses (15) traveling per hour on the roads. The CO 

concentrations prediction due to the proposed project is assessed with the help of US-EPA 

approved model CALINE4 (California Line Source Model; version-4) using the emission 

factor in accordance with EURO III norms (Auto Policy Report (2003), Ministry of 

Petroleum, GOI) for light and heavy vehicles. 

CALINE4 is the last in a series of line source air quality models developed by the California 

Department of Transportation (Caltrans). It is based on the Gaussian diffusion equation and 

employs a mixing zone concept to characterize pollutant dispersion over the roadway. 

CALINE4 can predict pollutant concentrations for receptors located within 500 meters of the 

roadway. 

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The impact assessment for vehicular activities due to proposed project has been assessed at 

20 receptors (RC1 through RC 20) locations on one and both sides of the roads of length 

2632m and widths11m and 23m at a distance of 8m from the edge of the road. The road 

geometry and receptors locations taken into consideration for traffic modeling are shown in 

Figures 4-9 and the modelling grid along with layout plan is shown in Figure 4-1. 

The maximum 1 hour average incremental CO concentration at 1.8 meters receptor height 

due to the proposed traffic generations is estimated 611 µg/m 3 and is well below the NAAQS 

of 4000 µg/m 3 . Hence, no significant impact in the ambient air environment would be 

expected due to the increased traffic load from the proposed project. 

Presently no cargo traffic has been proposed for the airport operation. Even in the future 

course of cargo operation, there will be negligible impact on the ambient environment due to 

the minimal increment of the traffic volume for this activity. 

FIGURE 4-9: ROAD LINK GEOMETRY AND RECEPTOR’S LOCATIONS 

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4.4.2 Impact on Traffic 

Airports and airport-related development generate traffic on nearby roads from: 

• Operational workers travelling to and from the site; 

• Travelers arriving and departing from the airport. 

Within the airport boundary, additional traffic can be caused by airport vehicles such as tugs, 

fuel trucks, and buses and vans that transport passengers around the site. Traffic can cause 

congestion, severance, and environmental problems such as noise and air pollution. This 

increase in traffic load will lead to congestion of NH-28 and thereby to the surrounding 

environment, as this is the main connectivity to the site. It is estimated that the annual 

increase in the tourist influx due to this airport will go up to nearly six lakhs, which will 

further cause over exploitation of major as well as connecting road. There is a metal approach 

road, which connects the site to NH-28B; this road is to be upgraded as a part of the 

development of the airport in accordance with the frequency of scheduled flights and tourist 

influx in the area. 

The estimated traffic due to the proposed project is as given in the following Table 4-11. 

TABLE 4-11: TRAFFIC SCENARIO DUE TO THE AIRPORT 

Type of vehicles No. of vehicles PCU 

Existing Traffic 

HMV 1471 4413 

LMV 1797 1797 

Three wheeler 1076 1076 

Two wheeler 3615 1807 

Total - 9093 

Traffic from the proposed project 

HMV 1731 5193 

LMV 2646 2646 


Airport operation will cause noise pollution due to aircraft or its components, during various 

phases of a flight: on the ground while parked such as auxiliary power units; while taxiing; on 

run-up from propeller and jet exhaust during take off; underneath and lateral to departure and 

arrival paths; over-flying while en route or during landing time. The noise level of the 

proposed site and its surrounding area will get adversely affected due to the aircraft 

operation. To evaluate the impact of aircraft noise, noise modeling has been performed using 

the Integrated Noise Model (INM) version 7.0a. 

Integrated Noise Model (INM) 

The Integrated Noise Model (INM) is a computer program developed by Federal Aviation 

Administration’s (FAA) Office of Environment and Energy (AEE), United States. INM 

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evaluates aircraft noise in the vicinity of airport using flight track information, aircraft fleet 

mix, standards defined aircraft profiles, user-defined aircraft profiles and terrain. INM 

supports three different types of aircraft: civil airplanes, military airplanes and helicopters. 

The INM program requires the input of the physical and operational characteristics of the 

airport. Physical characteristics include runway coordinates, airport altitude, temperature and 

optional topographical data. Operational characteristics refer to various types of aircraft data, 

which includes not only the aircraft types and flight tracks, but also departure and arrival 

procedures that are specific to the operations at the airport. INM is used to generate noise 

exposure contours, for which following aspects have been considered: - 

Important consideration for Modeling 

Airport and Runway Data 

The proposed airport at Kushinagar will have single runway (11/29) of 3200 m length and 

45m width. The airport coordinate and elevation data is provided in Table 4-12. 

TABLE 4-12: AIRPORT RUNWAY DATA 

Location 

Latitude 

(decimal degrees) 

Longitude 

(decimal degrees) 

Elevation (m) from 

mean seas Level 

Aerodrome reference point 26.46 0 N 83 . 54 0 E 75 

Runway End 11 26.469423 0 N 83.512197 0 E 75 

Runway End 29 26.450386 0 N 83.567726 0 E 75 

Aircraft Proposed, Substitution and Number of Flight 

The proposed airport will be developed for operating Boeing 737, Boeing 747 and Airbus 

A320, AB 310/AB 330 types of aircrafts. As every aircraft type is not specifically included in 

the INM model, therefore aircraft substitution is required; hence for noise modelling purpose, 

B747 and A320 are substituted by Boeing 747-100 and Airbus A320-232 respectively. The 

type of aircraft with its corresponding number of flights during day and night time is given in 

the following Table 4-13, which has been considered as an input to the INM. 

TABLE 4-13: AIRCRAFTS FLIGHT NUMBER 

Aircraft Proposed 

Day 

Number of Flights 

Night 

Boeing 737 5 4 

Boeing 747 1 1 

Airbus 320 1 1 

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Aircraft Flight Tracks 

A flight track represents the plan view where an aircraft flies. These are defined within as 

either a series of connected points (X-Y coordinates) or as vectors (straight line segments and 

arcs). In this impact assessment study, flight tracks were entered as vectors. The standard 

approach and departure tracks at Kushinagar Airport have been used. 

Traffic Distribution by Route 

The proposed airport has only one track. In order to conduct this modelling, it is assumed that 

aircraft may approach/departure from either direction, which represents the 100% usage of 

runway in both approach and departure operation mode. 

Results & Discussion 

Noise contours have been predicted for one day-night aircraft movements using the FAA 

prediction methodology, the Integrated Noise Model (INM) version 7.0a. A 3 0 approach 

angle is used for the modeled aircraft and the ground topography is assumed to be flat. The 

model default headwind of 14.8 km/h and soft ground lateral attenuation is assumed for noise 

impact evaluation. Noise exposure contours have been calculated for single noise metric 

DNL (Day Night Average Sound Level) at an interval of 5 dB (A) in the noise contour level 

range of 55-85 dB (A). The noise contours generated for approach and departure operations 

mode are presented in Figure 4-10 and Figure 4-11 respectively. The actual pattern of 

departing aircraft is dispersed about the route’s main track. The degree of dispersion is 

normally a function of distance traveled by an aircraft along the route after take-off and on 

the form of route. The INM allows this dispersion about the departure tracks to be taken into 

account. The effect on the contours is to slightly widen the contours where departure noise 

dominates. The results of the study indicate that the bulk of noise impact remain located close 

to the runway. The predicted noise levels meet the Ambient Noise Quality Standards of 55 

dB (A) at a distance of about 1000m from either side of the runway. 

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FIGURE 4-10: NOISE CONTOUR FOR APPROACH OPERATIONAL MODE 




FIGURE 4-11: NOISE CONTOUR FOR DEPARTURE OPERATIONAL MODE 




For the purpose of determining the effects of airport operation on existing conditions, the 

modeled aircrafts DNL are determined at the noise measurement points and combined with 

that existing DNL to derive the impact of aircraft operations at each site. The results listed in 

Table 4-13 and Table 4-14 shows the difference between the DNL at each measurement 

point, based on the existing conditions and the DNL with the addition of modeled aircraft 

operations during approach and departure mode operations respectively. Existing DNL values 

are the levels that were acquired during the baseline measurement program. 

As shown in the Table 4-14, during approach mode, total DNL at the project site may be 

expected to increases from 59.7 dB(A) (existing) to 77.4 dB(A) (with airport). The increase 

in the total DNL with the proposed airport project at other sites is negligible in terms of DNL. 

The marginal exceedances of the noise level above the Ambient Noise Quality Standards 

(ANQS) at the sites other than project site during approach mode of aircraft operations may 

be attributed to the existing noise level. 

TABLE 4-14 DAY NIGHT AVERAGE SOUND LEVEL IN DB (A): APPROACH MODE OPERATION 

Site Aircrafts Existing Total 

Difference 

(Total- 

Existing) 

Ambient Noise 

Quality Standards 

Day (Night) 

Project Site (PS) 77.4 59.7 77.4 17.7 55 (45) 

Misrauli Village (MV) 49.6 57.3 57.9 0.6 55 (45) 

Parsauni Village PRV) 48.4 53.8 54.9 1.1 55 (45) 

Jurwaniya Village 35.7 52.8 52.8 

55 (45) 

(JV) 

0.0 

Bariya Village (BV) 48.2 53.7 54.7 1.0 55 (45) 

Naukatola Village 39.9 55.3 55.4 

55 (45) 

NV) 

0.1 

Pataya Village (PTV) 47.4 54.8 55.5 0.7 55 (45) 

Ghera Village (GV) 50.9 54.5 56.0 1.5 55 (45) 

Buddhist Shrine (BS) 24.4 - - 50 (40) 

Ramabhar Stup (RS) 24.5 - - 50 (40) 

December 2009 

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During departure mode, however, the noise level considerably increased in comparison to 

approach mode. At the project site, total DNL may be expected to increases from 59.7 dB (A) 

(existing) to 88.4 dB (A) (with airport). As shown in the Table 4-15, the increase in the total 

DNL with the proposed airport project at other sites are in the range of 2.5-9.8 in terms of 

DNL. The exceedances of the noise level above the Ambient Noise Quality Standards 

(ANQS) at the sites other than project site during departure mode of aircraft operations may 

also be attributed to the existing noise level. 

TABLE 4-15 DAY NIGHT AVERAGE SOUND LEVEL IN DB (A): DEPARTURE MODE OPERATION 

Locations Aircrafts Existing Total 

Difference 

(Total- 

Existing) 

Ambient Noise 

Quality Standards 

Day (Night) 

Project Site (PS) 88.4 59.7 88.4 28.7 55 (45) 

Misrauli Village (MV) 63.3 57.3 64.2 6.9 55 (45) 

Parsauni Village PRV) 59.6 53.8 60.6 6.8 55 (45) 

Jurwaniya Village (JV) 54.4 52.8 56.6 3.8 55 (45) 

Bariya Village (BV) 60.4 53.7 61.2 7.5 55 (45) 

Naukatola Village NV) 54.4 55.3 57.8 2.5 55 (45) 

Pataya Village (PV) 64.2 54.8 64.6 9.8 55 (45) 

Ghera Village (GV) 59.3 54.5 60.5 6.0 55 (45) 

Buddhist Shrine (BS) 42.9 - 50 (40) 

Ramabhar Stup (RS) 42.0 - 50 (40) 

Noise modelling results indicate that no significant impact is envisaged to the nearby villages 

during the landing and taking off operations of the aircrafts as the predicted noise levels 

meets the Ambient Noise Quality Standards of 55 dB (A) at a distance within 1000m from 

either side of the runway. During flight operations, the villages such as Mahui Khurd, 

Nakhni, Narayanpur, Nibi, Belwa Durga Rai, Bhaluhi Madaripatti, Parsauni will fall within 

the noise levels of 60 -65 dB (A). These exceedances in the noise level will not have any 

significant impact on the villagers as the villagers will not be exposed to such noise level for 

a long duration. 

Vibration effect 

The vibration effects of the aircraft are airborne generated and therefore are more confined to 

vibration of windows or walls and associated with objects rattling. This is different from 

ground-borne vibration, generally associated with heavy constriction and pile driving which 

creates more vibration in floors and walls. Various studies, dealing primarily with 

determining vibration effects for jet aircraft at the start of takeoff, indicate that the threshold 

of sound induced vibration generally occurs at LCmax levels at and above 80 dB. Following 

noise contour Figure 4-12 and Figure 4-13 show the spatial variation of noise level (LCmax) 

during approach and departure operation mode. 

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Vibration due to aircraft operation may be expected to occur in the nearby villages such as 

Mahui Khurd, Nakhni, Narayanpur, Nibi, Belwa Durga Rai, Bhaluhi Madaripatti, Parsauni, 

Misrauli, Naukatola, Pataya, Kurmauta and Parkidh. The vibration caused will be at a much 

less magnitude and will not cause any damage to the villagers. 

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FIGURE 4-12: NOISE (LCMAX) CONTOUR FOR APPROACH OPERATIONAL MODE 

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FIGURE 4-13: NOISE (LCMAX) CONTOUR FOR DEPARTURE OPERATIONAL MODE 

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Water Requirement 

The proposed expansion of airport will comprise of various land use practices, likewise 

development of terminal building, five star and budget hotel; motel and fuel station; central 

market place and office area; residential area and village staff quarters; institutional area, 

monasteries and Buddhist theme park etc. The water demand for all such activities has been 

estimated considering the water requirement of each person and the activities proposed in the 

expansion project. 

The water requirement for the proposed project can be categorized as 

• Domestic consumption; 

• Water requirement for various activities within the airport; 

• Ancillary facilities outside the airport boundary; 

• Fire fighting; 

• DG set cooling and 

• Landscaping purposes. 

The total water requirement is estimated to be, say 460 KLD, out of which fresh water 

requirement for the proposed project is 145 KLD, which will be sourced through groundwater 

source. 

Wastewater Generation and Characteristics 

During operation phase, it is assumed that 80 % of the water supplied will be discharged as 

wastewater (Source: Manual on Sewerage and Sewage Treatment, published by Government 

of India). Approximately 315 m 3 /day of wastewater will be generated which will be treated in 

an onsite STP of 375 KLD capacity (based on FMR technology). The reclaimed water will be 

used for flushing, landscaping, fire fighting, DG set cooling, HVAC etc. The use of treated 

effluent ensures zero discharge of reclaimed water on surrounding land. The water 

requirement table and the water balance diagram for the proposed airport project are shown in 

Table 4-16 and Figure 4-14 respectively. 

TABLE 4-16: WATER REQUIREMENT AND WASTEWATER GENERATION FROM THE PROPOSED 

AIRPORT 

SN 

Head 

Total water 

requirement 

(m 3 /day) 

Wastewater 

generation 

(m 3 /day) 

1 Airport Area (part A) 74 60 

2 Commercial development area (part B) 

A Commercial Zone 123 98 

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SN 

Head 

Total water 

requirement 

(m 3 /day) 

Wastewater 

generation 

(m 3 /day) 

B Industrial Zone 14 11 

C Residential Zone 130 105 

D Institutional Area 45 35 

E Utilities area 8 6 

F Green & Recreation Areas 30 - 

3 Fire demand (@4%) 4 - 

4 DG cooling etc. 30 

5 Grand total 457, say 460 315 

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FIGURE 4-14: WATER BALANCE DIAGRAM 




Wastewater generated is expected to have characteristics and pollution load as shown in 

Table 4-17. 

TABLE 4-17: EXPECTED WASTEWATER CHARACTERISTICS 

SN 

Parameter 

Concentration in 

wastewater, (mg/L) 

1 pH 6-7.5 

2 Total Solids 500-800 

3 Suspended solids 150-250 

4 Biochemical Oxygen Demand (BOD 3 days @ 27 0 C) 200-250 

5 Chemical Oxygen Demand 250-350 

6 Phosphates 6-16 

7 Nitrates 1-3 

8 Alkalinity 125-200 

(Source: Manual on Sewerage and Sewage Treatment, CPHEEO) 

The wastewater with the foresaid characteristics can neither be discharged into inland surface 

water nor reused or recycled. Hence, the generated waste water will be treated in an on-site 

sewage treatment plant of 375 KLD based on Fluidized Media Reactor (FMR) technology 

and the treated effluent will be used for flushing (137 KLD), landscaping (29 KLD), fire 

fighting (4 KLD), DG set (30 KLD) and the balanced will be used for HVAC cooling 

purpose (80 KLD or more, depending on the amount of treated effluent). The use of treated 

effluent ensures zero discharge of reclaimed water on surrounding land. 


Impact on land use 

The proposed airport will cause transformation of land use practice in the surrounding area. 

Earlier the land was basically comes under agricultural practice as per the master plan and the 

existing scenario, but later on it has changed with the expansion of existing airport. The land 

use change at such level will involve resettlement and rehabilitation issues of local habitats 

within the affected area. 

Impact on soil 

During operation phase, the solid waste generated due to various activities within the airport 

premises has been calculated on the basis of MSW 2000 Manual for Municipal Solid Waste 

and as per the norms prescribed under CIWMB for commercial waste and other wastes 

generated from various land use and is shown in Table 4-18. 

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TABLE 4-18: EXPECTED SOLID WASTE GENERATION 

SN 

Head 

Solid waste generation 

(kg/day) 

1 Airport Area (part A) 400 

2 Commercial development area (part B) 

A Commercial Zone 185 

B Industrial Zone 60 

C Residential Zone 485 

D Institutional Area 100 

E Utilities area 18 

F Green & Recreation Areas 30 

G Road area 120 

3 Grand total Approx. 1.5 TPD 

The total waste generated from the proposed project is expected to be about 1.5 TPD 

comprising of municipal solid waste, garden waste and waste from street sweeping. As the 

airport does not have any maintenance facility within its premises, hence generation of 

hazardous waste from the airport during its operational phase will be insignificant. Proper 

segregation, collection, storage, treatment and disposal facilities for various categories of 

waste will be provided in accordance with the regulatory requirements. The MSW generated 

would be treated within a packaged compost plant within the airport. Negligible amount of 

hazardous waste will be generated which would be handled and stored properly and sent to an 

authorized recycler. As there is no hospital or nursing home is going to be established; hence 

no bio-medical waste would be generated. 


The impacts on the surrounding ecology from the operation of the proposed airport has been 

studied by the experts, which reveal the fact that, some of the impact will be generated from 

the operation of the airport, which will be permanent in nature. The predicted impacts during 

operation phase have been explained in the following Table 4-19: 

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TABLE 4-19: PREDICTED IMPACTS ON ECOLOGY DURING OPERATION PHASE 

Habitat 

Terrestrial 

Fauna 

Ecological 

components 

Source 

Impact 

Of 

Impact 

evaluation 


Impact 

Light Severe Arial lighting during the operation phase 

will have major impact in behavioural 

response. Mainly Diurnal and nocturnal 

behaviour cycle will be affected 

Project site & core 

zone 

Permanent 

Mammals 

Sound 

Moderate 

The sound produced during the 

operation phase while landing and take 

off will disrupt the normal behavioural 

response like warning call, mating call, 

feeding call etc. in the proposed project 

area and core zone 

Project site & core 

zone 

Short 

duration 

5.1 km long 

barrier by 

wall 

construction 

Severe The barrier to the movement of 

mammals will affect their feeding and 

dwelling behaviour 


core zone 

Permanent 

Sound 

Severe 

The sound will affect avifauna 

distribution and habitat behaviour 

Project site, core 

zone and inner 

buffer zone 

Short 

duration 




Habitat 

Ecological 

components 

Source 

Impact 

Of 

Impact 

evaluation 


Impact 

Light Severe Arial lighting at night will change 

behavioural response of nocturnal birds. 

The diurnal birds will be affected by this 

light. Breeding cycle which depend on 

circadian period will get altered 



buffer zone 

Permanent 

Barrier of 7 

Km length 

Severe 

The barrier will hinder the local 

migratory route & will affect bird 

aviation patterns 



buffer zone 

Permanent 

Avifauna 

Bird hitting Moderate There is chance of bird hitting during the 

operation phase of the project. 

Proposed project 

area, core zone, 

inner buffer zone 

and buffer zone 

-- 

Habitat loss Severe Complete loss of habitat in proposed 

project area has been anticipated 


core zone 

Permanent 

Reptiles Habitat loss Minimal No established habitat was noticed 

during the survey 

Proposed project 

site and core zone 

Nil 

Aquatic Flora and 

Fauna 

Nil Minimal No aquatic habitat in core and inner 

buffer zone 

Absent 

Nil 





During the operation phase of the project, following impacts have been identified on the basis 

of various public consultations carried out during field visit: 

Regional Development 

The proposed project is expected to bring in required development in the region, which is for 

comparatively longer duration of time because of the due importance of the place among 

Buddhist community all over the World. It will in turn enhance the prospects of local and 

regional development. 

Employment and Job opportunity 

The proposed airport will require approximately 200- 250 persons during operation phase. 

Since these jobs will vary in nature like technical, non-technical, managerial, support staff etc 

therefore there is wide scope of employment for villagers and local population. 

Additional Revenues for Government agencies 

Direct access to Kushinagar will provide an opportunity to more foreign pilgrims and tourist 

to visit the famous Buddhist shrine and thereby will generate revenue for the state and central 

governments. There will be additional business opportunities in the form of tour and travels, 

and hospitality sector development. 

Demography 

Proposed project involves emergence of a new and developed transportation facility with 

some ancillary commercial development. Hence there will be no significant change in the 

local demography. 

Impact on accessing utilities 

The resources available to locals will not be affected in any way by this project, as all the 

resources and infrastructure will be self-contained. The sewerage system, solid and liquid 

waste disposal, water harvesting etc will be incorporated in the operational section design of 

the proposed study. 

Noise Generation 

During operation phase, it is expected that high decibel noise will be generated due to 

airplane landing and takeoff. 

Based on consultations, observations and discussions with the local people, a social impact 

matrix is given in Table 4-20 below: 

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TABLE 4-20: SOCIAL ASSESSMENT MATRIX 

Social Impact Variable 

Construction 

Significant /Limited/No Impact/Not 

Known 

Operation 


Known 

Plan or other Action 

required 

Population characteristics 

Population change Limited Limited No 

Influx/outflow of temporary workers Limited-Initially unskilled workers from Limited Outflow of temporary workers 

Yes 

the adjoining villages. But the required Significant Employment of full time 

technical manpower would be from other manpower. 

areas also 

Community and institutional 

structures 

Villagers association Significant-Restoration of Livelihood Limited Yes 

Size and structure of local No Impact No Impact No 

government 

Employment/ income characteristics Significant-Employment to construction Significant-Employment to specialists, 

labour and support staff. 

support staff and development of new 

business avenues 

Industrial/commercial diversity Significant-Sourcing of material and Significant- Commercial activities 

services for design and construction 

Individual and family changes 

Displacement/relocation concerns Significant-Land Acquisition, village Limited-Implementation of R&R Plan 

Yes 

settlements unaltered 

Residential stability Would not be altered Limited Yes 

Attitudes towards project Significant-Due to Land acquisition Significant-Would generate goodwill Yes 

Social well being No Impact Significant-Project will provide 

employment opportunities and hence 

Yes 

Yes 

Yes 




Social Impact Variable 

Construction 


Known 

Operation 


Known 

Plan or other Action 

required 

Community resources 

Change in Social Infrastructure Limited-Relocation of school and No Impact 

religious structures 

increase their access to facilities for 

their well being 

Yes 




4.5 MITIGATION MEASURES – OPERATION PHASE 

In order to reduce the impacts arising due to the operation of airport, some mitigation 

measures will have to be adopted for different environmental attributes, which are discussed 

below: 


The operation phase of the airport involves slight increase in traffic volume, which further 

contributes to increased vehicular emissions. In order to cope up with this situation, a detailed 

traffic management plan will be implemented for abatement of vehicular emissions. 

Traffic Management Plan 

Proper Linkage with public transport system: The existing metalled service lane, which 

connects the National Highways to the site, will be upgraded as a part of the development 

process in accordance with the vehicular frequency to the site. 

Geometric design of Road: The internal road design of the horizontal and vertical alignment, 

sections, medians and intersections will be as per the relevant IRC: 64 (India Road Congress) 

codes, which will facilitate smooth traffic movement within and outside the airport premises. 

Parking Facilities: Adequate parking provision will be made in the airport for 15 buses and 

250 cars. 

DG Set Emissions 

It is proposed that a separate power house will be provided within the complex. In spite of that, 

the airfield lighting system will be supported by an emergency power supply diesel generators. 

A provision of emergency power back up will be made available in the airport with 3 DG sets 

of 1250 KVA capacity each. However, the DG sets will be rarely used to supply power to the 

essential consumers of the airport in case of power supply failure. The DG sets installed will be 

provided with adequate stack heights and will be equipped with acoustic enclosures and will 

meet the CPCB standards. 

Emissions from Aircraft Operation 

The major pollutants found to be generated in an airport is from the aircraft exhaust. Hence, 

following methods of abatement can be adopted to control the air pollution at the source 

level: 

• Shut down of engines to the maximum extent possible during taxiing and idling 

period 

• Increasing the frequency of large aircrafts, which increase occupancy rate on aircrafts 

and thereby would reduce the number of landings and take-offs. 

• Allowing aircrafts with ICAO certified engines to land and take-off, as far as possible 

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Green Belt Development Plan 

Appropriate greenbelt development with thick plantation covers is one of the preferred 

methods to mitigate air pollution as plants serve as a sink for pollutants and also check flow 

of dust and also reduce noise pollution. 


The proposed airport operation will lead to increase in existing noise level in and around the 

area. This increased noise will lead to people feeling stressed and angry. It also interferes 

with the conversations and leisure activities in the home; disrupt activities requiring 

concentration and discourage people from using outdoor spaces. Apart from this, various 

other activities, like outside traffic movement, DG set operation as power back up system will 

also contribute to increased noise emissions. In order to mitigate noise pollution, following 

measures will be adopted. 

Noise Emissions from Aircraft 

At international level, the International Civil Aviation Organisation (ICAO) sets 

progressively tighter certification standards (known as Chapters) for noise emissions from 

civil aircraft. In addition to these specific requirements, the ICAO has suggested to adopt a 

‘balanced approach’ for managing airport noise, which is as follows: 

• Reducing aircraft noise at source 

• Land-use planning 

• Changes to operational procedures 

• Restrictions on the use of the noisiest aircraft. 

Reducing aircraft noise at source: The aircrafts with improved technology have resulted in 

substantial reductions in the noise of individual aircraft. Aircraft noise arises from engines 

and from the movement of turbulent air over the physical structure (airframe) of an aircraft. 

Till date, noise reduction has focused mainly on reducing engine noise. With the technology 

development, tackling of noise from airframe has become an important factor under 

considerations. 

Land-use planning: The proposed airports will be located in rural set up with populated 

areas, so the potential for land-use planning to reduce noise exposure from existing airports is 

limited. However, planning can be done in accordance with the Kushinagar Development 

Plan 2021. The two main ways by which land-use planning can be used to help control 

aircraft noise are: 

• Planning permission – Taking help of Government planning authorities, 

which does not give permission for residential development in the areas 

exposed to noise louder than 66dB(A) during the day and 57dB(A) during 

night. On the other hand, the places with noise levels between 57 and 66 

dB(A), mitigation measures should be a condition on planning permission. 

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Changes to operational procedures: The management of airspace for safety, navigation and 

logistical reasons, will lead to the concentration of air traffic along a small number of specific 

airways. The area on the ground affected by noise from departing aircraft depends both on the 

flight path followed and on the rate of ascent of the aircraft. There are three main ways to 

control take-off noise: 

• Noise preferential routes (NPRs) – where aircraft fly over the least populated 

areas after take-off. 

• Managing thrust – maximum thrust generates extra noise close to the runway, 

but an aircraft gains height quickly. Hence, for residential areas, less thrust 

will be adopted, which may reduce noise, despite the slower climb rate. 

• Concentrating or ‘sharing’ noise – an airport may adopt a policy to concentrate 

noise on a small number of residents under NPRs or to distribute it more 

widely. 

Restrictions on the use of the noisiest aircraft: Airports already impose restrictions on 

certain categories of aircraft at night. However, under an EU directive on aircraft noise 

(2002/30), restrictions on the noisiest aircraft can be introduced only after land use controls 

and changes in procedures have been considered. This will also help in reducing noise to 

some extent possible. 

Further measures to reduce aviation noise 

A number of further policy instruments could be used to reduce noise from aircraft, 

including: 

• Reducing, with Air Traffic Control, the times that planes wait to take off. 

• Connecting on stand aircraft with main electrical supply, allowing engines to be cut. 

• Landscaping to provide noise barriers between the planes and the local community. 

• Acoustic shield for noisy plant and machinery and DG set 

• Careful operation of machineries to minimize high noise generation. 

• The number or types of day and night flights; and between airports and airlines on 

procedures to minimize noise. 

• Guidance to airport operators on potential mitigation measures such as preparation of 

a list of take-off noise limits realistically achievable by different aircraft types 

• Regulation such as legal sanctions for failure to follow noise preferential routes (track 

keeping), take-off noise limits or the number of night flights, possibly enforced via 

fines on offending airlines or airports 

• Economic instruments such as landing charges that vary according to the noise 

performance of aircraft, or an airline’s record on track keeping. 

Onsite Traffic Management Plan: 

A detailed onsite traffic management plan will be implemented for abatement of noise 

emissions. The entry and exit points to the proposed airport will be designed in such a way 

December 2009 

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that the existing traffic will not be disturbed in and around the site to avoid traffic congestion 

leading to noise pollution. Moreover, honking will also be prohibited within the site to the 

extent possible. 

DG Set Emissions 

The DG sets proposed to be installed for emergency power back up purposes will conform to 

CPCB norms, 2004 of Govt. of India for noise pollution and Environment Protection Rules, 

1986, MoEF. DG sets will be provided with acoustic enclosures and there will be a provision 

for air intake and air exhaust silencers preventing any leakage of sound. 

Greenbelt Development 

Greenbelt development with the provision of plantation will also help in mitigating noise 

pollution and can be used to serve as noise breakers. 

4.5.3 Traffic Environment 

Traffic levels at key roads and junctions will be regularly monitored during airport 

development and operations and these levels compared with the capacity figures, to relate 

congestion and assess actions to avoid severance of congestion and it’s environmental effects. 

Traffic impact assessment which attempt to determine whether, and for how long, nearby 

roads and junctions are likely to be congested, with and without the proposed development 

will be part of the Airport master plan. Congestion will be reduced by assessing and adopting 

the relevant measures such as improving public transport provision, use of charging regimes 

such as tolls or high parking charges, provision of bus-only lanes, encouraging airport 

workers to car pool, expand roads and junctions so that their carrying capacities increase; and 

provide new roads. Regional Spatial Strategies and Local Development Documents for 

Kushinagar Special Area will promote some combination of these measures, in close 

consultation with the airport development agency and the road development agencies in the 

area. 

Parking Requirement and Circulation Plan 

On the basis of the projected traffic due to the proposed airport, suitable parking provisions 

will be given for on-site traffic. The surface parking arrangement will be made to cater to the 

requirement of staff and visitors coming to and going out of the airport. A provision of 

parking for 250 cars and 15 buses will be made in the airport. A schematic of the parking and 

circulation plan is shown in Figure 4-15. 

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FIGURE 4-15: SCHEMATIC OF THE PARKING AND CIRCULATION PLAN 





The water requirement during operation phase will be reduced by proper and efficient using 

of the same. Appropriate measures will be adapted to reduce the fresh water requirement. The 

wastewater generated during operation phase of the airport will be treated in an onsite 

Sewage Treatment Plant of 375 KLD capacity, based on Fluidized Media Reactor (FMR). 

The treated waste water will be reused onsite for various purposes like flushing, landscaping, 

fire fighting, DG set and HVAC cooling etc. The measures have been detailed out below: 

Wastewater Management 

The waste water generated from the airport activities and from the outside commercial area 

will be collected and stored by a properly maintained sewer network and will be conveyed to 

the sewage treatment plant. It has been estimated that the wastewater generation from the 

project activities will be about 315 KLD, which will be treated in an onsite sewage treatment 

plant of 375 KLD capacity. The Sewage Treatment Plant will be based on Fluidized Media 

reactor (FMR) technology and will be treated the generated sewage to meet the appropriate 

standards for discharge. 

Wastewater Treatment Scheme 

The FMR process refers to the operation of activated sludge tanks in various configurations 

in a combination of 

o Suspended biomass, 

o MLSS (mixed liquid suspended solids) and 

o Attached biomass, which is attached to the FMR media 

As compared to conventional technologies, FMR media reactors are compact, energy 

efficient and user friendly. The FMR technology is a single tank design unit; incorporating 

PROCESS DETAILS 

Bar Screen: 

• A bar screen 

• A specially designed tank with synthetic media 

• A lamella settler and 

• A chlorine contact tank 

Raw sewage from the source is usually received into the bar screen chamber by gravity. 

Screen provided will remove all floating and big size matter such as plastic bottles, polythene 

bags, glasses, stones, etc., which may otherwise choke the pipeline and pumps. 

Oil and Grease Trap (Civil Construction) 

If the sewage generated includes maximum quantity from kitchen and canteen, there is a 

possibility of higher concentrations of oil and grease in the raw sewage. It needs to be 

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removed before biological treatment as it otherwise may cause problems for biological 

treatment. Usually, a small civil construction tank with a baffle wall and slotted oil pipe 

skimmer is provided. The oil and grease removed by gravity floats to the surface, which is 

removed by the oil skimmer. 

Equalization Tank (Civil Construction) 

Usually, sewage generation is more during morning hours and evening hours and visually no 

sewage is generated during night hours. Any biological system needs constant feed for 

bacteria to work efficiently. Hence, it is important to put-an equalization tank to collect the 

excess flow during peak hours and feed sewage in lean hours. A typical equalization tank has 

a capacity of 8 - 12 hours of average flow rate. The tank is generally of civil construction by 

client. Provision of air grid is to be made for thoroughly mixing the sewage to make it 

homogenous quality and to keep the suspended matter in suspension and to avoid septic 

conditions. 

Transfer of Sewage 

The distance of transfer of sewage from Equalization Tank to FMR tank should not exceed 

beyond 5 meter. The transfer pump can be either submersible or non submersible type for this 

application. 

Fluidized Media Reactor (FMR) 

, -, 

Fluidized Media Reactor (FMR) as the name indicates consists of floating media of various 

shapes and sizes. The main objective of adding this media is to make available more surface 

area for bacteria to grow on, thereby maintaining and retaining maximum possible bacterial 

population in a limited volume. The media material allows biomass concentration of 20 - 40 

Kgs/m 3 material. Thus, FMR consists of combination of biomass in attached as well as 

suspended form. High concentration of biomass enables reduction of aeration tank. Volume 

of the media shall vary from 6 to 25 % based on the concentration of organic matter. 

Another main feature of the FMR is its compactness. The FMR consists of biological system 

for removal of organic matter (BOD, COD), lamella for clarification and chlorine contact 

tank for disinfection. As all units are placed inside a single tank, it saves space and also 

increases operational ease. \ 

In FMR, raw sewage enters at the top of the tank. Air is introduced at the bottom of the tank 

through fine bubble diffusers. Media will be in suspension because of the turbulence created 

by the air. The bacteria required for the oxidation of the organic matter is attached to the 

media and some part is suspended in the tank. After oxidation, the bacteria grow in number 

and need to be separated from the aeration tank liquor. The lamella section inside the FMR 

helps in clarification and separation of the bacteria (sludge) and clear overflows to flow into 

chlorine contact tank. Lamella plates helps in increasing the settling area and removing the 

particles effectively in a smaller plan area. In chlorine contact tank, Sodium hypo Chlorite 

December 2009 

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(NaOCI) is added for disinfecting the clarified sewage. Baffle plates are provided to make 

better contact. The chlorinated treated sewage then flows out of FMR either for further 

treatment or for disposal. 

Treated Water Collection Tank 

The treated water can be collected either from the ''chlorination chamber “or from “Activated 

Carbon Filter”. 

Sludge 

The sludge from the Clarifier to be removed from the bottom of the Clarifier once in a day 

and transferred to sludge drying bed either by gravity or through pump depending on site 

condition. Before starting the Desludging, shut off the aeration for 30 minutes and allow the 

sludge to concentrate at the bottom. 

After concentration, the bottom sludge valve can be open to drain the required quantity of 

sludge. An air scour pipe is provided to dislodge any media choking the drain outlet. Open 

the air scour valve for short time to remove the clog. 

FIGURE 4-16: FLOW DIAGRAM OF THE SEWAGE TREATMENT PLANT 

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TABLE 4-21 : STANDARDS FOR EFFLUENT DISPOSAL 

SN Parameter Into inland 

surface waters 

Into public 

sewers, mg/L 

On land for 

irrigation, mg/L 

1 pH 5.5-9.0 5.5-9.0 5.5-9.0 

2 BOD for 5 days at 20 30 350 100 

o C, mg/L 

3 Chemical Oxygen 250 - - 

Demand, mg/L 

4 Suspended Solids, 100 600 200 

mg/L 

5 Total Dissolved 2100 2100 2100 

Solids, mg/L 

6 Temperature, mg/L 40 45 - 

7 Oil and grease, mg/L 10 20 10 

8 Phenolic compounds, 1 5 - 

mg/L 

9 Cyanides, mg/L 0.2 2 0.2 

10 Sulphides, mg/L 2 - - 

11 Fluorides, mg/L 2 15 - 

12 Total residual chlorine, 1 - - 

mg/L 

13 Pesticides, mg/L - - - 

14 Arsenic, mg/L 0.2 0.2 0.02 

15 Cadmium , mg/L 2 1 - 

16 Chromium 

0.2 2 - 

(Hexavalent) , mg/L 

17 Copper, mg/L 3 3 - 

18 Lead, mg/L 0.1 1 - 

19 Mercury , mg/L 0.01 .01 - 

20 Nickel , mg/L 3 3 - 

21 Selenium , mg/L .05 .05 - 

22 Zinc, mg/L 5 15 - 

23 Chlorides, mg/L 1000 1000 600 

24 Boron, mg/L 2 2 2 

25 Sulphates, mg/L 1000 1000 1000 

26 Sodium ( 9%), mg/L - 60 60 

27 Ammonical Nitrogen, 50 50 - 

mg/L 

28 Radioactive materials 10 -7 10 -7 10 -8 

29 Alpha emitters 10 -6 10 -6 10 -7 

(milicurie/ml) 

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Storm Water Management/ Rain Water Harvesting 

The storm water will often be overflowed due to the paving of the road within the airport 

premises; hence this will be channelized to harvesting pits and will be stored for ground 

water recharging purpose. 

In order to achieve this, transverse slope (approx. 2%) shall be provided at regular interval in 

order to cater the storm water from the airport catchment area (other than the runway). The 

catered storm water will be collected in storm water drain and transported to the rainwater 

collection pit. The storm water drain would have a longitudinal slope of 1 in 1000. The slope 

for the runway depends upon the category of the runway. The longitudinal slope shall not 

exceed 1-2% and the transverse slope is ideally 1.5-2% (ref. Aerodrome Design and 

Operation, Office of Director General of Civil Aviation) 

Proper management will be done to make it free of contamination. A detailed Storm Water 

Management Plan will be developed which will consider the sources of storm water, from 

where the storm water will be channelized into drain and further to harvesting pit. The plan 

will incorporate best management practices which will include the following: 

 

 

 

 

 

 

 

Regular inspection and cleaning of storm drains. 

Clarifiers or oil/water separators will be installed in all the parking areas. 

Cover waste storage areas. 

Allotment of fuel storage area in a separate and isolated place away from the 

harvesting pit areas. 

Avoid application of pesticides and herbicides before wet season. 

Preparation of spill response plans, particularly for fuel and oil storage areas. 

Provision of slit traps in storm water drains. 

It is estimated that 1269662 cum/year of storm water will be harvested (ref Table 4-22). 

Schematic diagram of the rainwater harvesting structure is shown in Figure 4-18. 

TABLE 4-22 : DETAIL OF RAINWATER HARVESTING POTENTIAL 

SN Particulars Roof Top Area Paved Area Open Area 

1 Area (M2) 695782.4 966214.2 1916700.8 

2 Runoff Coefficient 0.8 0.7 0.2 

3 Rainfall (M) 1.23 1.23 1.23 

4 Harvesting Potential 683536.6 830557.7 353056.3 

5 Total (m3/year) 1867150 

Note: 65% area of the built up consered as roof top 

6 Losses 

Net recharging 

per year (cum) 

7 After 20% Evaporation 1493720 

8 After wastage/spillage etc net potential (15%) 1269662 

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FIGURE 4-17: SCHEMATIC LAYOUT OF STORM WATER COLLECTION DRAIN 




FIGURE 4-18: SCHEMATIC DIAGRAM OF RAINWATER HARVESTING SCHEME 





Waste Management Plan 

The solid waste generated during operation phase will comprise of municipal solid waste, 

waste from garden and open area and a very insignificant amount of hazardous waste. It is 

proposed to develop an Integrated Solid Waste Management system for the proposed site that 

would address waste collection, segregation, transportation, recycling, processing and 

disposal. Waste management for the proposed project has been suggested based on the 

following criteria: 

• The proposed system will be developed in accordance with the Municipal Solid Waste 

(Management and Handling) Rules 2000 and other regulatory requirements. 

• The philosophy of solid waste management will be to minimize reliance on disposal 

by encouraging the four R’s of waste i.e. waste reduction, reuse, recycling and 

recovery (materials and energy). 

• The proposed solid waste management system will be self-sustaining. 

• The MSW generated would be treated within a packaged compost plant within the 

airport. 

• The preferred solid waste management system will be flexible and adaptable with 

respect to changes in solid waste composition, generation rates and markets for 

recovered materials. 

• Manual handling of waste will be minimized. 

The average depth of the water table has been found as 15-20 ft after the monsoon and 45-60 

ft before the monsoon. 

Collection and Transportation 

Segregation at source will be introduced for biodegradable and non-biodegradable waste and 

will be stored in bins with proper measures to minimize littering and odours. The storage bins 

will be located at pre identified strategic locations to minimize disturbance to traffic flow. 

Adequate number of collection and transportation vehicles will be provided to reduce manual 

handling of waste and induced mechanization for greater efficiency. The collection vehicles 

will be well maintained to minimize noise and emissions and while transporting waste, these 

will be covered to avoid littering. 

Waste Treatment and Disposal System 

Prior to the disposal, the MSW will be treated within a packaged compost plant within the 

airport. 

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During operation phase care will be taken that over all green belt development will be 

maintained for nearly 30% along with adequate tree plantation with appropriate species. 

Thick green belt fence should be developed to prevent light dispersion and scattering in 

adjacent area. This will minimize the impact on fauna, residing adjacent to project area. 

Arial lighting will be carried out in such a way, that the light does not spread out in adjacent 

area. For this purpose, the low intensity light will be installed along the boundary wall with 

major focus towards the airport. The road lighting in the connecting metalled will also be 

carried out in such a way that it does not spread out in the surrounding adjacent area. 

To prevent the collision of birds during the operation phase, ultra sonic sound waves should 

be emitted before flight landing and take off. This will reduce such kind of casualty from bird 

hitting. 

Connecting road will be provided with under pass, this will reduce the chance of causality of 

small mammals while crossing road. 

There will be complete habitat loss within the proposed project area, core zone and inner 

buffer zone. This will be compensated by trees plantation and by providing artificial nesting 

material on the trees (detail mentioned in the EMP). This will minimize the likely impact 

during operation phase, which has been anticipated. In addition to this, the birds recorded in 

the core zone, will ecologically have high adoptability to any kind of environment; hence the 

likely impact from habitat destruction will be minimal in nature. 

Examination of Impact on the nearby Pond 

No macro level hydrology is assessed to be impacted due to the proposed development, as the 

major watershed of Gandhak is away from the area selected for airport development. Based 

on community consultations and those with the state Irrigation department and the divisions 

relating Flood and Drainage, flooding in the area is unlikely to effect the settlements but only 

the livelihood activities of cultivation. 

It has also been assessed that Madraha tal is the 

closest water body (local pond) at the South of the 

proposed airport site, which is basically a results 

of contribution of accumulated wastewater in the 

Bakinan Nallah from the nearby area. Any 

significant deviation in it’s flow has a potential to 

effect the Rambhar stupa situated on the banks of 

this Nala. Regulated flow of surface runoff, 

diversion of local obstructed drainage, treated 

wastewater from developed airport is therefore considered essential to protect any indirect 

effect to the local communities as well as the Rambhar Stupa from hydrological flow/ quality 

variations. 

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4.5.7 Social Environment 

The mitigation measures during operation phase for the socio economic environment includes 

preference to locals for employment based on their skill set and to further development of the 

socio economic condition of the area. The following mitigation measures will be adopted 

during the operational phase: 

Employment and Business opportunities 

The airport development and commercial development would require manpower at different 

levels like manager, supervisor, security, maintenance etc. Therefore as far as possible the 

locally available manpower would be absorbed depending upon their capability and 

suitability. Some kind of allied business opportunities will also emerge during the operational 

phase of the airport and ancillary activities. 

Noise 

The aircraft takeoff and landing will generate high level of noise, which may affect the social 

life of the community people. The impact studied using INM model clearly shows that noise 

within one km around the boundary would be 65-70 decibels. As this exposure would be of 

short duration (5-10 mins), hence negative impact is not expected but still green cover would 

be provided around the village habitations to absorb the noise as much as possible and to give 

relief to the surrounding community (the detail has been provided in the EMP chapter). 

Employment to Vulnerable population 

The vulnerable population consists of disabled persons, widows and old age people. The 

section of vulnerable population would be provided skill development training so that, at least 

some of them get regular employment for alternative source of income. Villagers from the 

minority community would be made aware about the schemes already run by the Minorities 

Welfare and Welfare Department, Government of Uttar Pradesh. 

Infrastructure Development 

The proposed airport is an infrastructure development project, which involves improvement 

of peripheral infrastructure like road and transportation facilities, sewer line and solid waste 

management system etc. to cater to the expected increased tourist population. 

4.5.8 Implication on the Cultural and Heritage Assets 

Heritage/ cultural assets include archaeological remains, both above ground and buried. 

Construction planning will consider all possibilities of coming across buried archaelogical 

remains as part of airport development and also include measures to identify and report such 

finds, to be able to avoid accidental archaeological losses due to construction. No above 

ground archaeological structures exist within the land acquisition area for land development 

except a temple / eidgah/ school which would be relocated at an appropriate and convenient 

location, in consultation with the local communities. The nearest above ground archaelogical 

structures are located at a sufficient distance away from the upcoming airport development, 

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not to cause any effect on them due to vibrations from aircraft or road traffic. Air pollution 

from airport and associated vehicular movement in the areas, should be strictly monitored to 

anticipate and prevent any weathering effect on building materials, historical parks / 

vegetation. 

Any archaeological artifacts encountered during construction will be reported, recorded and 

moved to museum. In situ preservation of archaeological assets encountered if any and 

amendment of master plan designs shall be integrated into construction planning. 

Construction traffic planning would consider avoiding / minimizing vibration effect of 

construction traffic on the heritage, cultural assets of the area. The airport related structures 

would have a significant impact on the first and last architectural impressions of the area. 

Therefore, design of all structures and landscaping in and around the airport will strongly 

consider integration of local Buddhist architectural elements, in close consultation with the 

local research institutions. 

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5.0 Analysis of Alternatives 

5.1 SITE SELECTION OPTIONS 

There is an existing airstrip of U.P. Civil Aviation Authority in Tehsil Kasia of the distrit 

Kushinagar. The proposed site is 5 km away from Kushinagar and comprises of 39.34 ha 

(97.238 acre) of land which is under the ownership of U.P Civil Aviation Authority. The site 

is a plain level land and comprises of an existing functional airstrip of 1750 m length and 

about 27 m width. 

In order to expand and rehabilitate the existing airport to an international level, four feasible 

options 

Considering the area availability, following 3/4 alternatives were considered: 

Option 1 

• Single Runway 

• Capacity of handling narrow body aircrafts (Boeing 737) 

• Maximum utilization of existing airstrip – relocation of villages involved 

Option 2 


• Capacity of handling narrow body aircrafts (Boeing 737) 

• Minimum relocation / rehabilitation of villages 

Option 3 


• Capacity of handling wide body aircrafts (Boeing 747, A320) 

• Minimum relocation / rehabilitation of villages 

Option 4 

• Two Parallel Runways 

• Capacity of handling wide body aircrafts 

• Maximum relocation of villages involved 

The third option has been selected for the proposed expansion of the airport as it can 

accomodate wide body aircraft operations although involving minimum rehabilitation issues. 

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6.0 Environmental Monitoring Program 

6.1 GENERAL 

An environmental monitoring plan provides feedback about the difference between actual 

environmental scenario and the impacts of the project on the environment and helps to judge 

the adequacy of the mitigation measures in protecting the environment. The purpose of 

environmental monitoring is to evaluate the effectiveness of implementation of 

Environmental Management Plan (EMP) by periodically monitoring the important 

environmental parameters within the impact area, so that any adverse effectsogram are 

detected and timely action can be taken. 

6.2 OBJECTIVES OF ENVIRONMENTAL MONITORING PLAN 

The key issues associated with the life cycle of a project are the monitoring of environmental 

parameters. Three types of environmental monitoring are associated with the project, which 

includes baseline monitoring effects/ impacts monitoring and compliance monitoring. 

Baseline monitoring deals with the measurement of environmental variables during a preproject 

period to determine existing conditions, ranges of variation and process of change; 

Effects/impact monitoring involves measurements of environmental variable during 

construction and operation phase of the project to asses the impact that may have been caused 

by the project. Finally compliance monitoring takes the form of periodic sampling and 

continuous measurements of level of pollutant emissions in the air, waste discharge on land 

or water, level of noise to ensure that standards are met. The basic objective of the 

environment monitoring program is: 

• To ensure implementation of mitigation measures during project implementation; 

• To provide feedback to the decision makers about the effectiveness of their actions; 

• To determine the project’s actual environmental impacts so that modifications can be 

made to the mitigation measures; 

• To identify the needs for enforcement action before irreversible environmental damage 

occurs; 

• To provide scientific information about the response of an ecosystem to a given set of 

human activities and mitigation measures; 

6.3 SUGGESTED ENVIRONMENTAL MONITORING PLAN 

The environmental monitoring plan for the proposed project has been developed in view of 

the institutional, scientific and fiscal issues pertaining to the project. For developing the 

monitoring plan, appropriate Value Ecosystem Components (VEC’s) which are likely to be 

affected have been identified. For each component, suitable measurable environmental 

indicators which are appropriate to the impact mechanism and scale of disturbance and have a 

low natural variability, broad applicability and an existing data series have been defined. 

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The monitoring plan has been designed for the construction and the operation phase of the 

project and the details of the plan have been presented in Table 6-1. 

TABLE 6-1: RECOMMENDED ENVIRONMENTAL MONITORING PLAN 

S.N Component 

Environmental 

Indicator 

Locations 

Frequency/ 

Duration 

Measurement 

methodology 

Construction Phase (Baseline Monitoring) 

1 Ambient Air 

Quality 

2 Ambient 

Noise Quality 

3 Surface 

Water quality 

4 Groundwater 

Quality 

Suspended 

Particulate Matter 

(SPM), 

Respirable 

Particulate Matter 

(RSPM), SO 2 , 

NOx, CO 

Existing ambient 

noise level 

(Hourly Leq , L 10 , 

L 50 , L 90 ) 

Parameters as 

listed in IS:2296: 

Class ‘C’ Water 

Parameters as 

listed in IS 

10500:1991 

5 Soil Quality Texture, type, 

grain size 

distribution, 

Atterburg’s limit, 

permeability etc. 

5 locations 

including 

project site 

Eight 

locations 

within site 

Operation Phase (Compliance Monitoring) 

1 Ambient Air Suspended Project site 

Quality Particulate Matter & 3 

(SPM), 

Sulphur Dioxide 

surrounding 

villages 

(SO 2 ), 

Nitrogen Oxides 

(NOx), 

Carbon Monoxide 

Quarterly IS 5182 ( Part –IV), 1973 

IS 5182 (Part –XXIII), 

1973 

Monthly Operational manual of 

noise level meter 

Madraha Tal Monthly Standard method for the 

examination of water and 

wastewater, 21st Edition, 

edited by Lenore S. 

Clesceri, Arnold E. 

Greenberg, Andre D. Eton 

2 hand One month Standard method for the 

pumps 


within & 


around site 




Two Annually Practical methods in 

locations 

Ecology 

and 

within & 

Environmental Sciences 

around site 

Annually IS 5182 ( Part –IV), 1973 

IS 5182 ( Part II) 

IS 5182 ( Part VI) 

IS 5182 ( Part X) 

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S.N Component 

Environmental 

Indicator 

Locations 

Frequency/ 

Duration 

Measurement 

methodology 

2 Ambient 

Noise Quality 

3 Surface 

Water quality 

4 Groundwater 

Quality 

( CO), 

Hydrocarbons 

(HC) 

Hourly Leq , L10, 

L50, L90 

Parameters as 

listed in IS:2296: 

Class ‘C’ Water 

Parameters as 

listed in IS 

10500:1991 

5 Soil Quality Texture, type, 

grain size 

distribution, 

Atterburg’s limit, 

permeability etc. 

6 Treated 

sewage 

Quality # 

pH, Color, Odor, 

BOD, COD, Total 

Suspended Solids, 

Oil & Grease, 

Temperature in oC 

One location 

in nearby 

settlement 

area & in 

commercial 

area each 

Madaraha 

tal, Bakiya 

tal 

Water intake 

structure 

Two 

locations 

within 

around site 

& 

STP Outlet Twice a 

month for 

1st three 

months, 

monthly for 

next three 

months and 

quarterly 

for rest of 

the period 

APHA IInd Edition, 2001 

Quarterly Operational manual of 

noise level meter 

Quarterly Standard method for the 






Quarterly Standard method for the 






Annually Practical methods in 

Ecology 

and 

Environmental Sciences 

Standard method for the 






# - The performance of the proposed STP will be evaluated on a regular basis by the operator, in terms of quick 

check of different physical and physicochemical parameters 

6.3.1 Data Analysis 

The monitored data will be analyzed and compared with the baseline levels as established in 

the EIA study and the regulatory standards specified by different government agencies. The 

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standards against which the different environment components will be compared are as per 

Table 6-2. 

TABLE 6-2: APPLICABLE STANDARDS FOR DIFFERENT ENVIRONMENTAL COMPONENTS 

S.N Component Applicable Standards 

1 Ambient Air Quality National Ambient Air Quality standards, 

CPCB 

2 Noise Quality Ambient Air Quality Standards with Respect 

to Noise, CPCB 

3 Surface water quality IS:2296: Class ‘C’ Water, CPCB 

4 Groundwater quality IS: 10500 Standards, BIS 

5 Soil Quality -- 

6 Treated sewage water 

quality 

6.3.2 Reporting Schedule 

IS 2490(1974) – Discharge into surface water, 

IS 3306(1974) – Discharge on land, IS 

3307(1974)- Discharge for agricultural use 

The monitoring results of the different environmental components will be analyzed and 

compiled every six months during the construction phase and every twelve months during the 

operation phase. The report will also list the project activities along with the environmental 

mitigation measures and will evaluate the efficacy of the Environmental Management Plan. 

6.3.3 Emergency Procedures/Corrective Measures 

Corrective measures will be adopted if the review of the monitoring report reveals that the 

environmental management plan is inadequate or has not been implemented properly. A 

detailed review will be carried out by the interdisciplinary team of experts of the 

Environment Management Cell for assessing the gaps between the EMP and its implication. 

A corrective action plan will be worked out for the environmental component and a rigorous 

follow up of that plan will be adopted. 

6.3.4 Detailed budgetary provisions 

A MoEF accredited lab will be sub contracted for the monitoring work and no monitoring 

equipments will be purchased. The cost estimates for the proposed monitoring plan are as 

detailed in Table 6.3. 

TABLE 6-3 : COST ESTIMATES FOR ENVIRONMENTAL MONITORING 

S.N Parameter No. of Samples 

per annum 

Cost per 

Sample 

(INR) 

Total 

Annual Cost 

(INR) 

A Construction Phase 

1 Ambient air quality (5 x 4 x 4 = 80) 1200 96,000 

2 Noise quality (8 x 12 = 96) 500 4,800 

3 Surface Water quality 12 1200 14,400 

4 Groundwater quality (2 x 12 = 24) 1200 28,800 

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S.N Parameter No. of Samples 

per annum 

Cost per 

Sample 

(INR) 

Total 

Annual Cost 

(INR) 

5 Soil quality 2 1500 3000 

Total Cost 1,47,000 

B Operation Phase 

1 Ambient air quality (3 x 4 = 12) 1200 14,400 

2 Noise quality (2 x 4 = 8) 500 40,000 

3 Surface water quality (2 x 4 = 8) 1200 96,000 

4 Groundwater quality 4 1200 4,800 

5 Soil quality 2 1500 3,000 

6 Treated wastewater 

quality 

11 - In-house 

7 Total Cost 1,58,200 

The treated wastewater could be monitored in the in-house testing facility which would cost 

around Rs. 4-5 lakhs per annum. In this facility the basic parameters for ground and surface 

water would also be tested. 

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7.0 Additional Studies 

7.1 PUBLIC CONSULTATION 

“Public Consultation” is a part of some of the EIA projects and has been categorized as 

additional studies. It refers to the process by which the concerns of local affected persons and 

others who have plausible stake in the environmental impacts of the project or activity are 

ascertained with a view of taking into account all the material concerns in the project or 

activity design as appropriate. All the projects under Category ‘A’ are required to undertake 

Public Consultation as per the EIA notification dated September 14, 2006. 

The present project is a designated project under Schedule and falls under category A (Any 

Airport Project, comes under 7 (a)). 

The Public Consultation normally has two components comprising of: 

A public hearing at the site or in its close proximity- district wise, to be carried out in 

the manner prescribed in Appendix IV of EIA Notification, 2006 for ascertaining 

concerns of local affected persons; (Reproduced in Annexure II of EIA Report) 

Obtain responses in writing from other concerned persons having a plausible stake in 

the environmental aspects of the project or activity. 

The public hearing at, or in close proximity to the site(s), in all cases is conducted by the 

State Pollution Control Board (SPCB) or the Union Territory Pollution Control Committee 

(UTPCC) concerned in the specified manner and forward the proceedings to the regulatory 

authority concerned within 45 (forty five ) days of a request to the effect from the applicant. 

In case the State Pollution Control Board or the Union Territory Pollution Control Committee 

concerned does not undertake and complete the public hearing within the specified period, 

and/or does not convey the proceedings of the public hearing within the prescribed period 

directly to the regulatory authority concerned as above, the regulatory authority will engage 

another public agency or authority which is not subordinate to the regulatory authority, to 

complete the process within a further period of forty five days. 

If the public agency or authority nominated under the notification reports to the regulatory 

authority concerned that owing to the local situation, it is not possible to conduct the public 

hearing in a manner which will enable the views of the concerned local persons to be freely 

expressed, it will report the facts in detail to the concerned regulatory authority, which may, 

after due consideration of the report and other reliable information that it have, decide that the 

public consultation in the case need not include the public hearing. 

For obtaining responses in writing from other concerned persons having a plausible stake in 

the environmental aspects of the project or activity, the concerned regulatory authority and 

the State Pollution Control Board (SPCB) shall invite responses from such concerned persons 

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by placing on their website, the Summary EIA report prepared in the specified format. The 

regulatory authority concerned may also use other appropriate media for ensuring wide 

publicity about the project or activity. The regulatory authority shall, however, make 

available on a written request from any concerned person, the Draft EIA report for inspection 

at a notified place during normal office hours till the date of the public hearing. All the 

responses received as part of this public consultation process shall be forwarded to the 

applicant through the quickest available means. 

After completion of the public consultation, the applicant will address all the material of 

environmental concerns, expressed during this process and make appropriate changes in the 

draft EIA and EMP. The final EIA report, so prepared, shall be submitted by the applicant to 

the concerned regulatory authority for appraisal. The applicant may alternatively submit a 

supplementary report to draft EIA and EMP, addressing all the concerns expressed during the 

public consultation. 

The minutes of Public Consultation would be addressed in the report. 

7.2 RISK ASSESSMENT 

7.2.1 Introduction 

Risk analysis involves the identification and quantification of various probable hazards 

(unsafe conditions) that may occur at the proposed Airport. Risk analysis also deals with the 

identification and quantification of risks, the Airport equipment/facilities and personnel may 

get exposed to, due to accidents resulting from the hazards present at the proposed 

Kushinagar International Airport. 

Risk analysis follows an extensive hazard analysis. It involves the identification and 

assessment of risks the neighboring population is exposed to the hazardous occurrence. This 

requires a thorough knowledge of failure probability, credible accident scenario, vulnerability 

of populations etc. Much of this information is difficult to get or generate. Consequently, the 

risk analysis is often confined to maximum credible accident studies. 

In the sections below, the identification of various hazards, probable risks in the Airport 

operation, maximum credible accident analysis and consequence analysis are addressed either 

qualitatively or quantitatively, which gives a broad identification of risks involved in the 

Airport operation. Based on the risk assessment of various hazards, disaster management plan 

has been formulated and presented here. 

7.2.2 Approach to the Study 

Risk involves the occurrence or potential occurrence of various types of accidents consisting of an event 

or sequence of events. The risk analysis assessment study covers the following: 

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• Identification of potential hazard areas; 

• Identification of representative failure cases; 

• Visualization of the resulting scenarios in terms of fire and explosion; 

• Assess the overall damage potential of the identified hazardous events and the impact zones 

from the accidental scenarios; 

• Assess the overall suitability of the site from hazard minimization and disaster mitigation 

points of view; 

• Furnish specific recommendations on the minimization of the worst accident possibilities; 

and 

• Preparation of broad Disaster Management Plan (DMP), On-site and Off-site Emergency 

Plan, which includes Health & Safety Plan. 

7.2.3 Fuel Storage at Airport 

Fuel storage area has been one of the prime concerns as far as airport risk and hazards are 

concerned. There will be mainly two types of fuel storages in the fuel farm area at the 

proposed airport site viz: Aviation Turbine Fuel (ATF) for the aircrafts and High Speed 

Diesel (HSD) for the DG sets. It is proposed that leading oil company will operate the fuel 

farm for the proposed international airport. ATF and HSD will be proposed to store in 3300 

KL and 18 KL capacity tank respectively. The leading oil company will provide the 

necessary arrangements for storage and filling including underground Fuel Hydrant System 

for Aviation Fuel filling in the Aircrafts. Characteristics of these fuels are given in Table 7-1. 

TABLE 7-1: FUEL EXPLOSIVE LIMITS 

Chemical Codes/Label UEL (%) LEL (%) 

ATF Flammable liquid 5.6 0.7 

HSD Flammable liquid 6.0 0.6 

UEL : Upper Explosive Limit LEL : Lower Explosive Limit 

7.2.4 Hazard Assessment and Evaluation 

Introduction 

Preliminary hazards analysis is based on the philosophy "Prevention is better than cure". How 

safe are the operations Safety is relative and implies freedom from danger or injury. But 

there is always some element of danger or risk in anything we do or build. When a facility is 

considered safe This calls for identification of hazards, quantification of risk and further 

suggests hazard mitigating measures. 

An assessment of the conceptual design is conducted for the purpose of identifying and 

examining hazards related to operation of the proposed airport, utility and support systems, 

environmental factors and the safety measures. 

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Maximum Credible Accident Analysis (MCAA) 

Hazardous substances may be released as a result of failures or catastrophes, causing possible 

damage to the surrounding area. This section deals with the question of how the 

consequences of the release of such substances and the damage to the surrounding area can 

be determined by using consequence calculation models. Major hazards posed by flammable 

storage can be identified taking recourse to MCA analysis. MCA analysis encompasses 

certain techniques to identify the hazards and calculate the consequent effects in terms of 

damage distances of heat radiation, toxic releases, vapour cloud explosion, etc. A host of 

probable or potential accidents of the major units in the airport premises arising due to use, 

storage and handling of the hazardous materials are examined to establish their credibility. 

Depending upon the effective hazardous attributes and their impact on the event, the 

maximum effect on the surrounding environment and the respective damage caused can be 

assessed. 

Proposed Airport mainly poses flammable and explosion hazards due to unwanted release or 

leakage of fuel. Consequence analysis is basically a study of quantitative analysis of hazards 

due to various failure scenarios. It is that part of risk analysis, which considers failure cases 

and the damage caused by these failure cases. It is done in order to form an opinion on 

potentially serious hazardous outcome of accidents and their possible consequences. The 

reason and purpose of consequence analysis are many folds like: 

• Part of Risk Assessment; 

• Airport Layout/Code Requirements; 

• Protection of other installations; 

• Protection of the public; 

• Emergency Planning; and 

• Design Criteria. 

The results of consequence analysis are useful for getting information about all known and 

unknown effects that are of importance when some failure scenario occurs and also to get 

information as to how to deal with the possible catastrophic events. It also gives the 

workers/passengers in the Airport and people living in the vicinity of the area, an 

understanding of their personal situation. 

Damage Criteria 

The fuel storage may lead to fire and explosion hazards. The damage criteria due to an 

accidental release of any hydrocarbon arise from fire and explosion. Contamination of soil or 

water is not expected as these fuels will vaporize slowly and would not leave any residue. 

The vapors of these fuels are not toxic and hence no effects of toxicity are expected. 

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Fire Damage 

A flammable liquid in a pool will burn with a large turbulent diffusion flame. This releases 

heat based on the heat of combustion and the burning rate of the liquid. A part of the heat is 

radiated while the rest is convected away by rising hot air and combustion products. The 

radiation can heat the contents of a nearby storage or unit to above its ignition temperature 

and thus result in a spread of fire. The radiation can also cause severe burns or fatalities of 

workers or fire fighters located within a certain distance. Hence, it will be important to know 

before handling the damage potential of a flammable liquid pool likely to be created due to 

leakage or catastrophic failure of a storage tank. Table 7-2 provides the damage effect on 

equipment and people due to thermal radiation intensity. 

SN 

Incident Radiation 

(kW/m 2 ) 

TABLE 7-2: DAMAGE DUE TO INCIDENT RADIATION INTENSITIES 

Type of Damage Intensity 

Damage to Equipment 

Damage to People 

1. 37.5 Damage to process equipment 100% lethality in 1 min. 1% 

lethality in 10 sec. 

2. 25.0 Minimum energy required to ignite 

wood at indefinitely long exposure 

without a flame 

3. 19.0 Maximum thermal radiation 

intensity allowed on thermally 

unprotected adjoining equipment 

4. 12.5 Minimum energy to ignite with a 

flame; melts plastic tubing 

5. 4.5 

6. 1.6 

-- 

-- 

Source: Techniques for Assessing Industrial Hazards by World Bank. 

50% Lethality in 1 min. 

Significant injury in 10 sec. 

-- 

1% lethality in 1 min. 

Causes pain if duration is 

longer than 20 sec, however 

blistering is un-likely (First 

degree burns) 

Causes no discomfort on long 

exposures 

Damage Due to Explosion 

Explosion is a sudden and violent release of energy accompanied by the generation of 

pressure wave and a loud noise. The rate of energy release is very large and has potential to 

cause injury to the people, damage the Airport and nearby property etc. The effect of overpressure 

can directly result in deaths to those working in the direct vicinity of the explosion. 

The pressure wave may be caused by a Boiling Liquid Expanding Vapour Explosion 

(BLEVE) or Vapour Cloud Explosion (VCE). 

BLEVE - Fireball 

BLEVE is sometimes referred to as a fireball. A BLEVE is a combination of fire and 

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explosion with an intense radiant heat emission within a relatively short time interval. This 

phenomenon can occur as a result of overheating of a pressurized vessel by a primary fire. If 

a pressure vessel fails as a result of a weakening of its structure the contents are 

instantaneously released from the vessel as a turbulent mixture of liquid and gas expanding 

rapidly and dispersing in air as a cloud. When this cloud is ignited, a fireball occurs, causing 

enormous heat radiation intensity within a few seconds. This heat intensity is sufficient to 

cause severe skin burns and deaths at several hundred meters from the vessel, depending on 

the quantity of gas involved. A BLEVE can therefore be caused by a physical impact on a 

vessel or a tank, which is already overstressed. 

Vapour Cloud Explosion 

Vapour Cloud Explosion can be confined or unconfined explosions. Confined explosions are 

those which occur within some sort of containment such as a vessel or pipeline. Explosions in 

buildings also come under this category. Explosions which occur in the open air are referred 

to as unconfined explosions and produce peak pressures of only a few kPa. The peak 

pressures of confined explosions are generally higher and may reach hundreds of kPa. 

Tables-6.6 provides the damage criteria as a result of peak over pressure of a pressure wave 

on structures and people. 

TABLE 7-3: DAMAGE DUE TO PEAK OVER PRESSURE 

Human Injury 

Structural Damage 

Peak Over 

Pressure - bar 

Type of Damage 

Peak Over 

Pressure- bar 

Type of Damage 

5 - 8 100% lethality 0.3 Heavy (90% damage) 

3.5 - 5 50% lethality 0.1 Repairable (10% damage) 

2 - 3 Threshold lethality 0.03 Damage of Glass 

1.33 - 2 Severe lung damage 0.01 Crack of Windows 

1 - 1 1/3 50% Eardrum rupture - - 

Source: Marshall, V.C. (1977) ' How lethal are explosives and toxic escapes' 

Modeling Scenarios 

Based on the fuel properties, the following failure scenarios for the proposed Airport have 

been identified for MCA analysis and the scenarios are discussed in Table 7-4. 

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TABLE 7-4: SCENARIOS CONSIDERED FOR MCA ANALYSIS 

SN Fuel/Chemical Total Quantity Pool Fire BLEVE-Fire Ball 

1. Failure of ATF storage tank 3300 KL * * 

2. Failure of HSD storage tank 18 KL * * 

Note: * Considered for Analysis 

Methodology 

Maximum Credible Accident Analysis (MCAA) for the above mentioned scenarios has been 

carried out using US-EPA approved model ALOHA (Areal Locations of Hazardous 

Atmospheres) designed especially for use of people responding to chemical releases, as well 

as for emergency planning and training. 

As flammable liquid are stored in the tank. Fires could occur due to presence of ignition 

source at or near the source of spill or could occur due to flashback upon ignition of the 

traveling vapor cloud. 

For the present study, the scenarios under consideration assume that the peak level of 

radiation intensity will not occur suddenly. For thermal radiation consequence analysis, 

radiation criteria 37.5, 25.0, 12.5 and 1.6kW/m2 have been employed for both scenarios 

(Pool fire and BLEVE). The assumptions for calculations are: 

• It is not continuous exposure; 

• It is assumed that no fire detection and mitigation measures are initiated 

• There is not enough time available for warning the public and initiating emergency action; 

• Secondary fire at public road and building is not likely to happen; 

• The effect of smoke on reduction of source radiation intensity has not been considered; therefore 

hazard distances calculated tend to be conservative; and 

• Tank is 100% full 

• Circular opening is 4” and is located 1’ from the tank bottom 

Based on the above assumptions the storages of ATF and HSD at the proposed airport have 

been assessed with respect to Pool fire and BLEVE Fireball scenarios. 

Modeling Results & Discussion 

The maximum quantity of ATF & HSD stored in the tank will be 3300 kL and 18 kL and are 

located in the in the fuel farm of area 21558 m2. In the event of a tank spilling its content 

through a small leakage or due to rupture of the tank and on ignition fire will ensue. 

The MCA analysis for ATF and HSD are carried out for radiation intensities levels of 37.5, 

25, 12.5, and 1.6kW/m2 and the maximum damage distance is for Pool fire and BLEVE 

fireball scenario respectively for the existing meteorological condition. The distances 

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computed for various scenarios are given in meters and are from the center of the pool. 

TABLE 7-5: METEOROLOGICAL CONDITION 

SN Component Details 

1 Wind speed 1 m/s 

2 Wind Direction Easterly 

3 Cloud Cover 5 tenth 

4 Air Temperature 8 0 C 

5 Stability class B 

6 Relative Humidity 50% 

7 Ground roughness Open country 

Scenario-1 Pool Fire Due to Failure of ATF & HSD Storage Tank 

The hazard distance estimated for pool fire due to failure of the proposed ATF & HSD 

storage tank is provided in Table 7-6 and threat zone are shown in Figure 7-1 and Figure 7- 

2 respectively. 

TABLE 7-6: OCCURRENCE OF VARIOUS RADIATION INTENSITIES - POOLFIRE 

Scenario 

Storage 

Quantity (KL) 

Radiation Intensities 

(kW/m 2 )/Distances (m) 

37.5 25.0 12.5 

Failure of ATF Tank 3300 26 34 52 

Failure of HSD Tank 18 Less than 10 12 20 

The above indicates that in the case of failure of ATF tank, thermal radiation intensity of 

magnitude 37.5 kw/m2 (100% lethality), 25.0 kW/m2 (50% lethality) and 12.5 kW/m2 (1% 

lethality) will be restricted to the radius of pool of 26m, 34m and 52m respectively, The 

vulnerable zone may damage all process equipment falling within the pool radius. However, 

in the case of failure of HSD tank, the distances for 37.5kW/m2, 25kW/m2 and 12.5kW/m2 

are reduced to about 10m, 12m and 20m respectively. 

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FIGURE 7-1: ATF STORAGE TANK FAILURE – 

POOLFIRE 

FIGURE 7-2: HSD STORAGE TANK FAILURE - POOLFIRE 

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Scenario-2: Fireball Due to Failure of ATF & HSD storage Tank 

The hazard distance calculated for BLEVE-fireball due to failure of ATF and HSD storage 

tank are provided in Table 7-7 and threat zone shown in Figure 7-3 and Figure 7-4 for ATF 

& HSD respectively. This type of release will be un-confined fire or explosion 

TABLE 7-7: OCCURRENCE OF VARIOUS RADIATION INTENSITIES - BLEVE FIREBALL 

Scenario 

Storage Quantity 

(KL) 

Radiation Intensities (kW/m 2 )/Distances 

(m) 

37.5 25.0 12.5 

Failure of ATF Tank 

Fireball radius =777 m 

Fireball Duration=35 sec 

Failure of HSD Tank 

Fireball radius =137 m 

Fireball Duration=10.7sec 

3300 

805 1000 1500 

18 155 197 285 

The modelling results presented in the above Table shows that damage distance for 37.5 

kW/m2 (100% lethality), 25.0kW/m2 (50% lethality) and 12.5kW/m2 (1% lethality) will 

extend upto the distance of 805m, 1000m and 1500m respectively in case of BLEVE fireball 

due to failure of ATF Storage Tank. However, in the case of failure of HSD tank, these 

damage distance are restricted to 155m, 197m and 285m for the radiation intensity of 37.5 

kW/m2 (100% lethality), 25.0kW/m2 (50% lethality) and 12.5kW/m2 (1% lethality) 

respectively. 

From MCA analysis for the BLEVE fireball scenario, it can be inferred that, the maximum 

damage distance due to failure of ATF tank corresponding to thermal radiation intensity of 

12.5kw/m2 is likely to occur about 1.5 km from the fuel farm area and expected to occur only 

for 35 sec of fireball burning duration. It can, therefore, be concluded that village such as 

Narkatiya khurd, Misrauli, Nibi, Kurmauta, Shahpur, pipra, Birthi, Bhaluhi Madaipatti and 

Belwa may get exposed to this intensity for a very short duration. However, villages which 

fall within the radius of about 800m such as Bhaluhi Madaripatti, Belwa and Birthi, may be 

expected to expose for radiation intensity of 37.5kW/m2 only for 35 sec of burning duration. 

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FIGURE 7-3: ATF STORAGE TANK FAILURE – 

BLEVE FIREBALL 

FIGURE 7-4: HSD STORAGE TANK FAILURE – 

BLEVE FIREBALL 

Effect of Thermal Radiation on Population 

The above section envisages that 1.6 kW/m2 represents the safe radiation intensity for human 

population even for long exposures. Hence, modelling has also been done for this radiation 

intensity to estimate the safe distance for both Pool fire and BLEVE scenarios. The distance 

of occurrence of safe radiation intensity for each modeling scenario is presented in Table 7-8. 

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TABLE 7-8: OCCURRENCE OF SAFE RADIATION INTENSITY (1.6 KW/M2) 

SN 

Scenario 

Distance (M) of Occurrence 

of Safe Radiation Intensity 

(1.6 KW/M 2 ) 

1. Pool Fire due to HSD storage failure 60 

2. BLEVE Fireball to HSD storage failure 786 

3. Pool Fire due to ATF storage failure 144 

4. BLEVE Fireball due to ATF storage failure 4100 

The results presented in the above Table 7-8 reveals that in case of failure of HSD Tank on 

fire, the distance of occurrence of 1.6kW/m2 is restricted to 60m for pool fire scenario and 

786m for BLEVE fireball scenario respectively. However, in the case of failure of ATF 

storage, the safe distance for pool fire and BLEVE fireball scenarios is occurred upto 144m 

and 4100m respectively. 

7.2.5 Third Party Risks from Airport Development & Operations and Land Use 

Control 

As take-off and landing phases of aircraft operations are most hazardous phases of aircraft 

operations, most crashes occur at or near the ends of runways. This risk is addressed by 

designating Public Safety Zones (PSZs) at / near airports, which restrict what new 

development can be located in these zones. PSZ is determined based on the number of flights 

at the airport, the likelihood of a crash, where the crash might occur, and the likely 

consequences of a crash. PSZs have two contours: 

• 1 in 10,000 individual risk: nobody should live or work in these zones; and 

• 1 in 100,000 individual risk: new development in this contour is restricted 

Aviation related safety concerns will be addressed by determining land area requirement of 

the airport and its components, and also aspects of regional landuse planning near the 

proposed airport: 

• Minimize the severity of an aircraft accident by limiting the types of land uses near an 

airport and 

• Minimize adjacent land uses that can create hazards to flight and involves limitations 

on the height of objects on the ground near airports, activities which can cause 

electronic or visual impairments to navigation or attract large numbers of birds. 

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To address these concerns: 

• Airport master plan will integrate findings from the obstruction survey already carried 

out and adjacent wildlife / bird attractant current land use 

• Kushinagar Special Area Development Plan has already built in special landuse 

restrictions within 1 km and 5 km zones of the airport development. 

• Noise impacting sensitive landuses identified adjacent to the proposed airport will be 

either relocated or shielded with vegetation barriers, based on community 

consultations after the current land acquisition process 

Additional data and information that would be available at a later stage of airport planning 

could be fed into specialist risk assessment models, to arrive at more precise and accurate 

triangular zones towards the runway ends of the airport runways and regulating existing 

settlements nearby. 

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7.3 DISASTER MANAGEMENT PLAN 

7.3.1 Introduction 

Disaster planning is an integral part of the overall loss control program and is essential for 

any well-run organization. This is important for effective management of an accident/incident 

to minimize losses to people and property, both in and around the facility. 

The important aspect in disaster management is to prevent by technical and organizational 

measures, the unintentional escape of hazardous materials out of the facility and minimize 

accidents and losses. Not only are unrecognized hazardous conditions which could aggravate 

an emergency situation be discovered, the disaster planning process also brings to light 

deficiencies such as lack of resources necessary for effective emergency response. 

Disaster planning also demonstrates the organization's commitment to the safety of 

employees and increases the organization's safety awareness. The format and contents of the 

On-Site Emergency Management Plan have been developed taking into consideration the 

regulatory guidelines, other applicable documents, and accepted industry good practice 

principles formulated as a result of lessons learned in actual emergencies requiring extensive 

emergency response. A plan can work smoothly and effectively only if the instructions are 

correctly and promptly followed and action taken at various levels is well coordinated. 

7.3.2 Disaster 

A disaster can be defined as an "occurrence of such magnitude so as to create a situation in 

which normal pattern of life within a facility is suddenly disrupted, adversely affecting not 

only the personnel and property within the facility but also in its vicinity." 

On-site Incidents 

Such an occurrence may result in on-site implications like: 

• Fire and/or explosion; 

• Leakage of flammable material; 

• Release of toxic material (sabotage); 

• Crash landing; 

• Bomb threat; and 

• Natural calamities like earthquake etc. 

Off-Site Incidents 

Incidents having off-site origins can be: 

• Air raids; and 

• Crashing of aircraft i.e. while landing or Take-off. 

Other Incidents 

Other incidents, which can also result in a disaster, are: 

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• Agitation/forced entry by external group of People; 

• Sabotage; and 

• Hijacking. 

An important aspect of the disaster is its unforeseen nature. Thus, by definition itself, a 

disaster is impossible to control completely. However, occurrence of events, which lead to a 

disaster, may be minimized through proper technology and engineering practices. 

7.3.3 Concept of Operations 

Concept of operations deals with the possible steps associated with an emergency response 

assuming the most severe emergency scenario (although this may not, and most likely, will 

not always be the case). This includes: 

1. Accident Initiation and raising the Alarm; 

2. Accident Evaluation and Classification of on-site emergency; 

3. Declaration; 

4. Off-site and External Agency Notification; 

5. Implementation of On-site Response Actions; 

6. Implementation of Protective Actions and Evacuation; 

7. Co-ordination of Response Actions with External agencies; 

8. Management of Emergency Resources; and 

9. Recovery and Facility Re-entry procedures. 

Thus, when an emergency occurs, the initial indication is by raising the alarm in the 

Emergency Control Center or by the person who first notices a problem. The Airport Director 

is immediately notified who then assesses the severity of the condition, classifies it 

appropriately and directs the response actions of the facility personnel to mitigate the 

condition. The Director assumes the responsibility of the Main Controller on arriving at the 

ATC Tower takes over from the ATC, Sr. Manager who officiates till he is relieved by the 

Director (Airport). 

After classification of the emergency as a Site or General Emergency, the Director provides 

for the immediate notification of the appropriate off-site governmental agencies, provides 

recommendations for protective actions, if necessary, and activates the full Emergency 

Response Organization. This organization, operating out of the Emergency Control Center, 

functioning as Emergency Operations Center (EOC) i.e. Aircraft Traffic Control (ATC) 

Tower, provides overall assessment, damage control, notifications and communications, and 

employee and public protective actions during emergency. 

Upon termination of the emergency, the Director in conjunction with facility management 

establishes a Recovery Organization, to manage those activities necessary to return activities 

to normal. 

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7.3.4 Emergency Functions 

Command and control of an emergency condition encompasses the key management 

functions necessary to ensure the health and safety of employees, as well as the public living 

in the vicinity. In addition, the implementation of a plan relies on a number of response 

functions, which deal with different aspects of emergency, with the most important 

emergency functions being: 

⇒ Communications, Co-ordination, and Liaison; 

⇒ Fire and Rescue; 

⇒ Special Hazard (Leakage Release Control); 

⇒ Utilities; 

⇒ Engineering/Technical Services; 

⇒ Environmental and Field Survey; 

⇒ Medical Services; 

⇒ Security; 

⇒ Safety; 

⇒ Logistics; and 

⇒ Administration. 

Depending on the response organization structure, the personnel in-charge of each of these 

functions will respond to the Site Main Controller (Director). Each function would be staffed 

with a team, the size and composition of which, would depend on the task to be carried out 

during the emergency and the size of the facility. These teams would operate according to the 

instructions provided by the Site Main Controller and would utilize prewritten guidelines to 

accomplish their task. Some of these teams would mainly operate in the Emergency 

Operations Center (e.g., the co-ordination/liaison team) and others would operate in the field 

(e.g., the fire and rescue teams) or in other parts of the facility. 

7.3.5 Rough Weather Emergency 

In case of storm approaching the area, prior warning will be received. Therefore, the radio 

room must receive daily weather forecast, which must be signed by the Air Traffic 

Controller or his designated officer; 

It is strongly suggested that specific weather report be prepared or obtained, as it would 

be more accurate than general report; and 

Three stages of operation control shall be followed: 

(i) Green Status 

This status applies when weather is good. Operations can go on smoothly as planned. 

(ii) Yellow Status 

This is an alert stage when rough weather is expected or may be expected, hence alert must 

be maintained with all precautions with emergency status but operations can continue. 

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(iii) Red Status 

Emergency situation - operations suspended. All activities are to be controlled by the 

designated officer of the Kushinagar International Airport. 

6.6.7 Bomb Emergency Management 

Objectives 

In view of the nature of storage material in the Kushinagar International Airport, the 

possibility of receiving bomb threats cannot be ruled out. Therefore, the golden rule is to 

consider all bomb threats as genuine and act accordingly keeping in mind the safety of airport 

employees, visitors and the property. Thus, the objective is: 

• To avoid/minimize any loss or damage to lives and property; 

• To eliminate panic and build-up confidence; and 

• To be prepared for proper handling of any critical situation. 

Immediate Actions 

• Bomb threats may be received in writing or may be received on phone; 

• When the call is received on phone, keep the caller on the line as long as possible. 

Request the caller to repeat the message, listen carefully as every word spoken by the 

person has to be recorded mentally or penned down; 

• If the caller does not indicate the location of the bomb or the time of possible detonation, 

it is advisable to try to ask the caller for such information; 

• Inform the caller that the building is occupied and the detonation of a bomb would result 

in death or serious injury to many innocent persons; 

• Pay particular attention to peculiar background noises such as motors running, 

background music and any other noise, which may give a clue as to the likely location of 

the call; 

• Listen closely to the voice (male/female), voice quality (calm/excited), accents and 

speech impediments. Immediately after the caller hangs up, report should be made to the 

immediate Airport Manager or Security officer on duty about all the above details; 

• Fill up the bomb threat call details in the format provided. Such a form should be 

available with all telephone operators, and all those with a direct line; 

• Call all important telephone numbers; and 

• As soon as an emergency is envisaged/occurs, the Emergency chief or his alternate shall 

promptly communicate the information by a telephone or any other quickest mode of 

communication to the Inspector of Police, highest administrative officer and Fire brigade. 

The information should include the location in question and the degree of emergency 

(anticipated, eminent or actual). 

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7.3.6 Maintaining Emergency 

Response Capabilities 

In order to ensure a prompt and professional emergency response capability, facility 

personnel are required to be knowledgeable of the possibility of various emergencies and 

emergency actions. General safety training would be provided to all employees to familiarize 

them with alarms, evacuation routes, sheltering areas. In addition, personnel who are a part of 

the Emergency Response Organization are required to have additional training and would 

participate in periodic drills and exercises. 

Training and Education 

Regular training would be provided to all personnel who have a role in planning and 

operational response to an emergency. The main goal of training for emergencies is to enable 

the participants to understand their roles in the response organization, the tasks associated 

with each position and the procedures for maintaining effective communications with other 

response functions and individuals. 

The training objectives are: 

• To familiarize personnel with the contents and manner of implementation of the plan and 

its procedures; 

• To train personnel in the performance of the specific duties assigned to them in the plan 

and in the applicable implementation procedures; 

• To keep personnel informed of any changes in the plan and the implementing procedures; 

• To maintain a high degree of preparedness at all levels of the Emergency Response 

Organization; 

• Train new personnel who may have moved within the facility organization; 

• Test the validity, effectiveness, timing and content of the plan; and 

• Update and modify the plan on the basis of experience acquired through exercises and 

drills. 

Mock Drills and Exercises 

Emergency drills and integrated exercises have the following objectives. These constitute 

another important component of emergency preparedness. They refer to the re-enactment, 

under the assumption of a mock scenario, of the implementation of response actions to be 

aken during an emergency. 

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• To test, efficacy, timing, and content of the plan and implementing procedures; 

• To ensure, that the emergency organization personnel are familiar with their duties and 

responsibilities by demonstration; 

• Provide hands-on experience with the procedures to be implemented during emergency; 

and 

• Maintain emergency preparedness. 

The frequency of the drills would vary depending on the severity of the hazard. However, 

drills would be conducted once in a year. Scenarios may be developed in such a manner as to 

accomplish more than one event objective. 

Drills and exercises will be conducted as realistically as is reasonably practicable. 

Planning for drills and exercises would include: 

• The basic objectives; 

• The dates, times and places; 

• The participating organizations; 

• The events to be simulated; 

• An approximate schedule of events; 

• Arrangements for qualified observers; and 

• An appropriate critique of drills/exercises with participants. 

Evaluation of drills and exercises would be carried out which would include comments from 

the participants and observers. Discrepancies noted by the drill observers during the drill shall 

be pointed out during the drill. 

The individual responsible for conducting the drill or exercise would prepare a written 

evaluation of the drill or exercise. The evaluation would include assessments and 

recommendations on: 

• Areas that require immediate correction; 

• Areas where additional training is needed; 

• Suggested modifications to the plan or procedures; and 

• Deficiencies in equipment, training, and facilities. 

The evaluation of a drill or exercise shall be submitted to the Airport Director for review and 

acceptance who shall then determine the corrective actions to be taken and assign the 

responsibility to appropriate personnel. 

The Safety In-charge would track all approved drill and exercise corrective actions as a 

means of assuring that corrections are made in a reasonable amount of time, and shall advise 

the Airport Director of the status of implementation of corrective actions. 

Records of drills, exercises, evaluations, and corrective actions would be duly maintained. 

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EIA Study - International Airport at Kushinagar & Integrated Development of Buddhist Circuit, 

U.P. 

Emergency Response Plan Review 

The Emergency Response Plan and associated implementing procedures would be 

reviewed to ensure compliance with relevant regulations. 

The Plan would be reviewed under the direction of the Director, which would 

encompass the plan, response procedures, equipment, training, drills and interfaces with 

local emergency management agencies. The need for changes is based upon the 

following aspects: 

• Written evaluations of drills and exercises which identify deficiencies or more 

desirable methods, procedures, or organizations; 

• Changes in key personnel involved in the organization; 

• Changes in the facility organization structure; 

• Changes in state regulations; 

• Modifications to the facility which could affect emergency planning; and 

• Recommendations received from other organizations and state agencies. 

Declaration and Termination of Emergency 

The Director shall make the declaration of an on-site or off-site emergency. Sirens shall 

be used for annunciation of facility emergency as indicated in the document. 

The notification for start and termination of the emergency shall be sent to: 

• Collector and District Magistrate; 

• Nearby occupancies; 

• Fire Station; and 

• Police Superintendent of the area 

The message shall include the following: 

• Identification of the emergency e.g. fires explosion, etc.; 

• Date and time of the accident; 

• Details concerning accident or emergency and probable affected areas; and 

• Type of the accident. 

The Director shall do the announcement of termination of the on-site emergency 

respectively after ensuring that the facility emergency is under control. 

7.3.7 Security 

Hijacking 

• On receiving an emergency call from the distressed aircraft, the ATC has to ensure 

that all the airport operations pertaining to take off and landing should be 

suspended; 

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U.P. 

• The refueling provision should be made on standby; 

• The exact location for positioning the Fire Tender with respect to the hijacked 

aircraft positioning on apron or the predetermined location should be given to the 

Fire Manager; 

• The ATC to immediately open up direct channel with the Crisis Management Group 

in Delhi; 

• Instructions should be such that no outside call should be allowed while the ATC is 

making arrangement for the Hijacked aircraft to be stationed; 

• The NSG commander should be asked to be informed about the hijack with exact 

information like: 

(i) 

(ii) 

How many hijackers are present in the aircraft 

What is the type of arms being carried by; 

• He is to take over the situation once the Airport security has briefed him on the 

latest ground situation surrounding the aircraft as well as inside the aircraft; 

• It should be ensured that Aircraft flying to destinations considered hostile to our 

Nation should be asked to fly with Air Marshals; 

• Airlines should be asked to consider and provide a remotely operable hand-switch 

for rising of an alarm i.e. pertaining to a hijacking incident; 

• The entire airline staff i.e. the air steward and the airhostesses should be briefed on 

trauma care and should also be trained in how to deal with such eventuality; 

• At the ground in the airport the press information officer at the airport along with 

airline officer, they should be ready with the information for briefing the press i.e. 

pertaining names of the passengers and the crewmembers; 

Terminal Building 

• It should be ensured that the departure terminal building does not have any opening 

facing any of the other blocks; 

• All the windows should be facing the apron; 

• It should be ensured that there is no entry point to the departure lounge from any of 

the blocks apart from the one leading from the immigration counters; 

• All the areas should be covered by closed circuit television; 

• There should be no viewer’s gallery in the airport; 

• There should be no receiving area for the inbound passengers within the airport 

building; 

• All the airport staff should be given magnetic entry cards to the operating area; 

• Areas like passenger lounge should be out of bounds once the passengers have 

checked in, for the airport staff or the airline staff until and unless they have special 

permission to do so; 

• There should be no vendors inside the departure lounge; 

• The cleaning staff at the airport once inside the departure lounge should not be 

allowed to exit from the area; 

• All the staff should be asked to pass through the screening corridor; 

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U.P. 

• After checking in no passenger should be allowed to exit from the gate under any 

circumstances; 

• There should be metal electronic entrance gates in order to prevent backward 

movement of the passenger; 

• Even the security staff at the airport should not be allowed to move back and forth; 

• All the staff should be given access cards used to gain access to different areas like 

departure lounge or any other section. A separate entrance from that of the 

passengers should be provided; 

• After immigration check has been done none of the airport authorities should be 

allowed to loiter inside the building; 

• The airline staff inside the departure lounge should be under surveillance at all the 

time; 

• Only two staff from the airline should be allowed to be present inside the departure 

lounge that too once they are inside they should not be allowed to leave the area till 

the flight takes off; 

• No one airline should be allowed to use two neighboring passenger concourses; 

• The staff operating at one counter should be different from that of the airline 

receiving the inbound flight; 

• In the event of any alert from the intelligence bureau the flight scheduling should be 

done thirty to forty minutes prior to the departure of the flight to avoid giving away 

the concourse to be used; and 

• It should be ensured that the aircraft regarding which the bomb threat should be 

passed at least 300 m away from any structure or the nearest aircraft. 

Passenger Concourse 

• The concourse should lead the passenger to one direction i.e. directly to the 

immigration and the customs department; 

• The immigration should have computers with a photo data bank of the terrorist 

wanted in our country (as well as by the Inter-pole) to ensure that none of them are 

entering into a flight; and 

• If any passenger is suspected he should be detained till all the checks are made; and 

General Recommendations 

Access Passes of different colors should be issued to all the contractors and people 

working in the various areas. The access passes should be in the form of magnetic access 

cards or ordinary colour cards as well as photo cards for the employees. 

As far as possible, the contractors should not be allowed in the area i.e. in proximity to 

the passenger areas i.e. areas where passengers are still present. 

Before boarding of the passengers on to the aircraft, it should be ensured that passengers 

should be asked to walk through the corridor lined with x-ray screen on both the sides. 

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U.P. 

8.0 Project Benefits 

Kushinagar is a much-frequented place for indian and foreign tourists. The tourist arrival 

data for Kushinagar for the last seven years indicates that more than 2 million foreign 

tourists come to India to visit the place. Poor connectivity to Kushinagar limits the 

inflow of tourist population thereby limiting its potential as an international spiritual 

tourist destination. The nearest airport to Kushinagar is at Gorakhpur (44 km, aerial 

distance), which is a military air force base and has limited land availability. 

Considering the above facts, the development of an international airport at Kushinagar 

which already has an existing functional airstrip for non scheduled flights under UP 

Civil Aviation Authority has been conceptualized and proposed. 

A targeted annual tourist traffic of 4,15,000 is anticipated if one flight carrying 300 

passengers from seven countries visit the Buddhist tourist spots for five months. 


Capability to provide for the increased air traffic demand in the area: 

Kushinagar, being an important Buddhist pilgrimage in Uttar Pradesh, is a muchfrequently 

visited site for Indian and foreign tourists from China, Sri Lanka, Thailand, 

Burma, South Korea and from other parts of the world. This further increases the 

demand for air traffic route at international level; hence the development of the existing 

airstrip as an international airport will facilitate the increasing air traffic demand in and 

around the area. 

Facilitate Buddhist pilgrims to travel directly to all the Buddhist circuits: 

Kushinagar is one of the main four Buddhists pilgrimage sites related to the life of 

Gautam Buddha as it is believed that Gautam Buddha attained Parinirvana or 'Final 

Nirvana' at this location. Number of temples has been constructed by Indian, Chinese, 

Sri Lankan, Thai, Burmese, South Korean, Tibetan and Japanese Buddhists alongside 

the ruins of monasteries and stupas. The two places most frequently visited in 

Kushinagar are the Mahaparinirvana Stupa, which is built on the place of Buddha's 

Mahaparinirvana (Great Nirvana or passing away) and the place of his cremation, which 

is 1.6 km away. All these, has made Kushinagar, a much-frequently visited pilgrimage 

site for Indian and foreign tourists. The proposed project involves development of 

international airport and integrated development of Buddhist circuit in Uttar Pradesh. 

The international airport at Kushinagar will ease Buddhist pilgrims from all over the 

world to come to this universally accepted pillgrimage site. The Buddhist tourist will get 

acceleration from this international airport by which they can avoid the unnecessary 

delay in travellling to Kushinagar from far distant places. 

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Middle east countries: 

In addition to this, studies indicate that Eastern Uttar Pradesh, which is called 

Purvanchal and the adjoining areas of Bihar, has approximately 60,000 contract workers 

who travel to Middle East annually. These workers travel to the Middle East from in and 

around Kushinagar and constitute a huge base that can be tapped in case connectivity to 

this region is improved. 

Marketing and promotion activities and increase revenue generation: 

With the expansion of this existing airstrip into an international airport, especially a 

tourist airport like this one proposed at Kushinagar - a message is sent globally. The 

various packages can be arranged and offered by the tour operators in respective 

Buddhist countries of Thailand, Korea, Japan, China and Sri Lanka with large 

population of the religious community. This will, however, depend on the development 

of ancillary infrastructural facilities that would be coming up with the airport project. 

These will also influence the local area in terms of the additional infrastructure in the 

form of Hotel / Motel / Lodging facilities; commercial development like central market, 

office complex; institutional enrichment like monasteries and mission buildings etc that 

would fulfill the specific needs of the tourists from various Buddhist countries. This will 

further encourage additional revenue generation from tourism sectors as well from 

operations of the proposed international airport operation. 

Decongestion of other international airports such as Delhi, avoiding unnecessary 

travel needs of international Buddhist tourists: 

The international airport of Delhi was the most important airport earlier, which usually 

connects India with other parts of the country as well as the outside world. The tourists 

and the pilgrimages were to travel a long distance in order to come to this sanctified 

place of Kushinagar. But, with the upcoming international airport, the travelling will be 

an ease to these tourists from all over the world, as they have to travel comparatively 

less distance. This will indirectly reduce the unnecessary loads on Delhi airport. 



The proposed expansion of existing airstrip involves some ancilary development of 

other facilities like hotel, various commercial offices and outlets; institutional 

organization etc. All these will encourage increased employment of educated as well as 

less educated and even uneducated people also depending on the nature of the 

requirement of the jobs in the various field of concerns. 

Trigger growth in the district and of the region: 

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Due to increased air traffic demand, the area is experiencing development of the prposed 

airport and integrated Buddhist circuit, which further leads to associated development in 

ancilary facilities and social infrastucture in terms of waste management, identification 

of proper water sources, proper deliniation of sewer and storm water lines along with the 

control over it. This will further improve the quality of life of the local people inhibit the 

area and their living standard. 

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9.0 Environment Management Plan 

9.1 GENERAL 

An Environmental Management Plan (EMP) is a site specific plan developed to ensure 

that the project is implemented in an environmentally sustainable manner where all 

contractors and subcontractors, including consultants understand the potential 

environmental risks arising from the proposed project and take appropriate actions to 

properly manage that risk. EMP also ensures that the project implementation is carried 

out in accordance with the design and the mitigative measures as recommended in the 

Environment Impact Assessment study to reduce the adverse impacts during the 

project’s life cycle. The plan outlines existing and potential problems that may adversely 

impact the environment and recommends corrective measures where required. Also, the 

plan outlines roles and responsibility of the key personnel and contractors who are 

charged with the responsibility to manage the proposed project site and its surroundings. 

The EMP is generally: 

Prepared in accordance with the approved TOR (attached as Annexure I) given 

by the MoEF and in compliance with the rules and requirements of the State 

Pollution Control Board; 

To ensure that the proposed facilities are operated in accordance with the design; 

A process that confirms proper operation through supervision and monitoring; 

A system that addresses public complaints during construction and operation of 

the facility and take appropriate corrective action plans to overcome those 

unwanted situation; and 

A plan that ensures remedial measures is implemented immediately. 

The key benefits of the EMP are that it provides the organization with means of 

managing and improving its environmental performance thereby allowing it to 

contribute to better environmental quality. The other benefits include cost control and 

improved relations with the stakeholders. EMP includes four major elements; 

Commitment & Policy: The proposed project management will strive to provide 

and implement the Environmental Management Plan that incorporates all issues 

related to environmental and social components and will comply with the 

suggestions given by the Ministry of Environment and Forests (MoEF) 

Planning: This includes identification of environmental impacts, and setting 

environmental objectives. The various potential impacts are discussed under 

Section 4.0. 

Implementation: This comprises of resources available to the developers, 

accountability of contractors, training of operational staff associated with 

environmental control facilities and documentation of measures to be taken. 

Measurement & Evaluation: This includes monitoring of implementation of the 

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mitigation measures, corrective actions and record keeping. 

The environmental impacts for the proposed project have been identified and quantified 

in Section 4.0. Appropriate mitigation measures have also been recommended to 

minimize the impact on the environmental and social parameters. 

9.2 ENVIRONMENT MANAGEMENT CELL 

For the effective implementation of the mitigation measures and consistent functioning 

of the proposed airport, an Environmental Management System (EMS) has been 

proposed. The EMS will include the following: 

• An Environmental Management Cell 

• Environmental Monitoring Programme 

• Personnel Training 

• Regular Environmental Audits and Corrective Action Plan 

• Documentation – Standard operating procedures of Environmental Management 

Plans and other records 

9.2.1 Structure of the Cell 

A permanent organizational set up will be formed to ensure the effective implementation 

of mitigation measures and to conduct environmental monitoring. The major duties and 

responsibilities of Environmental Management Cell will be as follows: 

• To implement the environmental management plan, 

• To ensure regular operation and maintenance of pollution control devices, 

• To assure regulatory compliance with all relevant rules and regulations, 

• To minimize environmental impacts of operations by strict adherence to the 

EMP, 

• To initiate environmental monitoring as per approved schedule. 

• Review and interpretation of monitored results and corrective measures in case 

monitored results are above the specified limit. 

• Maintain documentation of good environmental practices and applicable 

environmental laws as ready reference. 

• Maintain environmental related records. 

• Coordination with regulatory agencies, external consultants and monitoring 

laboratories. 

• Maintaining log of public complaints and the action taken. 

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9.2.2 Hierarchical Structure of Environmental Management Cell 

Normal activities of the EMP cell will be supervised by a dedicated person who will 

report to the site coordinator of the proposed airport. The hierarchical structure of a 

suggested Environment Management Cell is given in following Figure 9-1. 

FIGURE 9-1: ENVIRONMENTAL MANAGEMENT CELL 

Corporate 

Environmental Division 

Site In charge 

Representative from 

Planning group 

Environmental 

Engineer, 15 years 

STP In charge 

(Env.Engg-10 years) 

Sociologist 

(Sociologist-5 years) 

years) 

Greenbelt Developer In 

charge (Ecologist – 8 years) 

9.2.3 Record Keeping and Reporting 

Record keeping and reporting of performance is an important management tool for 

ensuring sustainable operation of the proposed airport. Records will be maintained for 

regulatory, monitoring and operational issues. Typical record keeping requirements is 

summarized in Table 9-2. 

TABLE 9-1: RECORD KEEPING REQUIREMENTS 

Parameter 

Ambient air quality 

Solid Waste Handling and 

Disposal 

Sewage Treatment 

Regulatory 

(Environmental) 

Monitoring and Survey 

Others 

Licenses 

Particulars 

Annual monitoring of air quality parameters 

Daily quantity of waste received 

Daily quantity treated and recycle 

Daily quantity of raw and treated sewage 

Quantity and area of usage of treated wastewater 

Treated wastewater quality 

Environmental Permits / Consents from UPPCB/ MoEF 

Copy of waste manifests as per requirement 

Records of all monitoring carried out as per the finalized monitoring 

protocol. 

Log book of compliance 

Employee environmental, health and safety records 

Equipment inspection and calibration records, where applicable 

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Parameter 

Particulars 

Vehicle maintenance and inspection records 

Maintenance of Corporate Social Responsibilities towards the 

society even after the completion of the project work and during the 

operation phase of the airport 

9.2.4 Environmental Audits and Corrective Action Plans 

To assess whether the implemented EMP is adequate, periodic environmental audits will 

be conducted by the Department of Tourism, U.P. The audits will provide an assessment 

of effectiveness of mitigation measures and institutional development and whether any 

unanticipated effects occur due to the project activities. These audits will be followed by 

Corrective Action Plans (CAP) to modify various issues identified during the audits. 

9.3 IMPLEMENTATION MECHANISM FOR MITIGATION MEASURES 

The environment management cell developed for the upcoming project will ensure the 

implementation of the mitigation measures suggested for the proposed project. 

The details of the implementation mechanism for the mitigation measures have been 

discussed below: 

9.3.1 Construction Phase 


The management plan for the air environment focuses on dust control trough paving of 

major access roads, water sprinkling, gaveling of other roads, proper material storage 

and reduction of vehicular speeds by provision of speed breakers. The plan also focuses 

on some of the basic procedural changes in activities associated with the construction 

pattern like idling time reduction of vehicles, temporary construction of portable 

concrete/ asphalt plant at sites, improved maintenance of machineries and equipment 

etc. To ensure the implementation of mitigation measures, following actions will be 

adopted: 

• Pollution control check points will be provided within site 

• Visual inspection for black smoke generating equipments and vehicles 

• Inspection of covering sheets for vehicles transporting construction materials 

• Paving of roads to be scheduled prior to commencement of heavy vehicular 

movement 

• Adoption of dust control measures like use of dust suppressors will be made a 

part of the contractual agreement of the site contractor 

• Site contractor to furnish monthly reports for the progress of the work and 

compliance with the agreement. 

• Ambient air quality monitoring during construction phase as per the 

environmental monitoring plan ( section 5.0) 

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The mitigation measures recommended for noise control include providing construction 

workers with earmuffs/earplugs, limiting time of exposure by job rotation and restricting 

construction activities during daytime. The implementation mechanism for the noise 

environment has been described as follows: 

• Machinery to be procured for the construction activities will be in conformance 

to the emission standards of CPCB. 

• The workers employed in high noise areas will be provided with protective 

equipments on a daily basis. 

• Log book for monitoring the shifts of the workers will be maintained by the site 

supervisor. 

• Monthly inspection of construction equipments will be done and the old and high 

noise generating equipments will be replaced. 

• The greenbelt development plan will be scheduled along with the construction 

activities 


The management plan for the water environment focuses on the prevention of 

contaminated runoff from flowing into the existing drains by installing silt traps. The 

water demand for the curing operations will also be reduced by direct spraying of water 

on concrete structures, painting of concrete structures with curing chemicals and 

covering of concrete structures with thick gunny bags. The compliance with mitigation 

measures will be checked using the following measures: 

• The construction work will be carrying out mainly before or after the monsoon 

period in order to avoid the water contamination during monsoon season 

• Monitoring the water use by installation of water meters 

• Visual inspection of silt traps 

• Net imperviousness of the site will be checked by the contractor to ensure that it 

does not exceed the imperviousness factor as prescribed by NBC, 2005 

• Periodical site maintenance reports for drainage system and performance of 

septic tank will be furnished by the site contractor 

• Regular maintenance of imperviousness of the surface drains in order to avoid 

ground water contamination 

• Water saving measures will be made a part of the contractual agreement and 

compliance with the terms of the agreement will be delivered on a monthly basis. 

• Monitoring of surface and groundwater quality as per the Environmental 

Monitoring Plan as discussed in Section 5.0. 

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The major areas of concern on land environment will be soil erosion and disposal of 

construction waste. The soil erosion will be controlled by adopting structural and nonstructural 

controls and by the provision of vegetative cover. Topsoil shall be stripped off 

and stockpiled for future use in landscaping. A detailed waste management plan has 

been developed for the construction phase. The details of implementation of the 

mitigative measures have been discussed below: 

• Inventorisation of waste and maintenance of proper records 

• Monitoring reuse of construction waste 

• The contractor will arrange details of domestic waste disposal areas prior to 

commencement of construction activities and will furnish the details of the same 

• Net imperviousness of the site will be checked by the contractor to ensure that it 

does not exceed the imperviousness factor as prescribed by NBC, 2005 


During the construction phase, proper management plan should be adopted to implement 

the mitigation measures that have been taken into consideration to reduce the over all 

impact. 

Prier to the starting of construction, temporary fence should be erected along the 

proposed project site. This will reduce risk of wild animal causality. If some young 

animals are noticed during the cutting and clearance phase, they should be properly 

handled or work should be suspended in that portion for the time being during which 

relocation of that animal should be carried out, if possible. Before cutting of the trees, 

inspection of nest over the trees should be carried out to avoid chicks’ causality. 

Further more, to conserve the ecological resources, minimal tree cutting will be 

proposed and the details of the tree felling will be properly compiled and a list of 

plantations, that can be carried out on the site will be furnished by the site contractor. 

Maintenance reports for the green areas will be submitted periodically to the site in 

charge. 


During this time of construction and pre-construction phase, following steps would be 

carried out as a part of the management plan to ensure successful implementation the 

mitigation measures: 

• The Resettlement and Rehabilitation plan for the affected villagers will be 

adopted by keeping into consideration the market rates and other benefits, which 

are to be provided to the affected villagers. 

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• Once the plans will be implemented, the grievance redressal form will be given 

to the local community and further the R & R plan will be modified accordingly 

to comply with the unresolved issues of the locals. A complaint book will also be 

maintained by the contractor who will coordinate with the site in charge and 

accordingly mitigate the problems raised by the people. 

• For successful implementation of National R&R Policy, 2007, planning and 

implementation would be participatory and accountable to the community. 

• Contractors will be required to abide by the Indian Labour Laws regarding 

standards on employee working conditions, minimum wages for workers etc. 

where as the occupational health and safety standards will be followed as per the 

guidelines of Building and Other Construction Workers (Regulation of 

Employment and working Conditions) Act, 1996 and Factories Act 1948. The 

project would provide some kind of enjoyment facilities to the workers in order 

to encourage theme further in their work practices. 

9.3.2 Operation Phase 

Energy Conservation Measure 

Airport terminals require large amounts of energy (lighting, heating, ventilation, air 

conditioning, etc.). Many airport operators have reduced operating expenses 

by focusing on energy efficiency, considering both energy supply and energy 

consumption. Some airports have used terminal roofs or land areas to host alternative 

energy systems. Many airports have eliminated unnecessary energy use in airport 

facilities as a way to reduce operating expenses. For example, airports have updated 

mechanical systems and lighting technology to current standards, and some airports have 

used available rebates to install up to date technology. Some of the most successful 

practices for energy conservation in airports are: 

• Strategies to reduce redundant electric lighting and use daylight when available. 

• Energy use metering. 

• Passive solar applications. 

• Recapture of waste heat from existing equipment 

• Tightening up building envelopes to reduce energy loss. 

• Lighting controls, including occupancy sensors. 

• Light positioning. 

• Host third party alternative energy production opportunities 

• Operational changes such as low-cost HVAC optimization, systematic 

maintenance of equipment, regular O&M energy audits 

• Energy efficient remodeling/commissioning practices 

• No-cost activities such as prohibiting vehicle idling, turning off equipment when 

not needed, temperature controls. 

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• Identifying energy efficiency resources and checking resources regularly 

Use of energy conservation measures as part of airport design and operations, will be 

part of the Master Planning and the specifications as part of awarding development work 

of this airport to a private contractor. 


The main source of emissions during the operation phase will be the vehicular 

movement within site and stack emissions from DG sets installed for power back up. 

The control measures will include development of proper traffic management plan and 

provision of adequate stack heights for DG sets and compliance with the ICAO 

standards in operating the aircraft. The following implementation mechanism will be 

adopted: 

• Registration of vehicles will be done to estimate the adequacy of parking 

facilities 

• The internal road design of the airport with proper sections, medians and 

intersections will be as per the relevant IRC: 64 (India Road Congress) codes in 

order to ensure smooth traffic flow 

• Road signage will be provided to facilitate smooth flow of traffic 

• Scientifically designed traffic signaling system will be provided within the site 

boundary 

• DG sets in the airside area shall run on the low sulfur diesel 

• Time to time monitoring of the stack of DG sets will be maintained by the 

contractor as per the monitoring schedule given in Sec.5.0. 

• All passenger coaches shall run on CNG and shall have a mandatory pollution 

under control certificate. 


The noise emissions will be due to the vehicular movement within site and aircraft 

operation and DG set operation during emergency power failure season. The following 

implementation mechanism will be adopted: 

• Appropriate traffic infrastructure facilities will be provided to avoid traffic 

congestion and excessive honking 

• The noise levels will be monitored on a regular basis to check the efficacy of the 

mitigation measures 

• Existing and future land use planning of the nearby areas, where the noise impact 

will be maximum, can be modified by the contractor after studying the Master 

Plan and continuous Liaisoning with the Government planning authorities 

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• The site in-charge of the environment management cell will continuously keep 

record of all the aircrafts, so that the noisiest aircraft operation can immediately 

be restricted 


The mitigation measures for the water environment will include appropriate treatment of 

wastewater in a sewage treatment plant, reduction of fresh water demand by using the 

treated effluent to the maximum extent possible and collection and use of storm water to 

recharge the ground water level. The implementation of mitigation measures will be 

ensured in the following manner: 

• Installation of water meter as per ISO standards at the inlet point of the water 

uptake and the discharge point to monitor daily consumption 

• By monitoring the groundwater level for the pre monsoon and post monsoon 

season to estimate the drawdown curve 

• By carrying out regular inspection and cleaning of storm water drains 

• By maintaining and cleaning the rain water harvesting structures regularly to 

facilitate the collection and recharging of ground water 

• The STP operator will be made to set a laboratory for monitoring the quality of 

the effluent 


The project activities will lead to generation of waste. A detailed waste management 

plan has been developed for the site which includes waste segregation, treatment and 

disposal. Visual inspection of bins, segregation yard and inventorisation of waste being 

treated and disposed off will be maintained. 


During the operational phase of the proposed project, plantation shall be done for three 

specific reasons – 

• Plantation in and around the airport to reduce noise impact 

• Plantation to absorb air pollutant 

• Re-plantation, pertaining to the cutting of trees 

During the operational phase, air emissions will be from the vehicular traffic and 

operation of the DG sets. An adequate greenbelt development at and around the project 

site has been suggested to reduce the impact on the flora and fauna as the plant species 

will act as air and noise pollutants sink. Green belt will be developed in and around the 

airport area, in the Gram Sabha land, along the road side and on vacant forest land. 

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Based on the location, suitable type of trees and plants will be recommended as a part of 

the greenbelt development plan to mitigate the impact and to restore the damaged habitat 

of the region. 

Guideline for Plantation & Landscaping 

Selection of plant species is to be done on the basis of their adaptability to the existing 

geographical conditions and the vegetation composition of the topography of the region. 

As the area is an open agricultural belt and open scrub, suitable native species of flora to 

be planted, those are found in that geographical region. 

Selection of plant species will be done carefully, as such they are of fast growing verity, 

perennial and evergreen with thick canopy cover, large leaf area index (LAI) and a high 

pollution attenuation factor (PAF) for effective dry deposition of particles and fibers. On 

the same time, the species selection must take into consideration those trees, which do 

not attract the birds in order to avoid the chances of bird hitting with aircraft. 

Green Belt Development Plan 

In order to assure proper greenbelt development, following management plan will be 

adopted: 

• Healthy and established sapling having 1m height should be selected for planting 

in greenbelt to avoid mortality 

• Pit measurements of 0.6 m x 0.6 m x 0.6 m are to be dug up at desired point in 

triangular pattern 

• The tall shrubs and dwarf trees with 3 m spacing between plants and rows is 

sufficient while medium and tall trees in middle and rear rows are to be planted 

at a distance of 6-7m and 8-10m apart respectively depending upon the space 

available. 

• Close plantation is recommended for accommodating more number of trees per 

unit area resulting in more leaf surface 

• The pit should be filled with mixture of cow dung manure and soil in ratio of 1: 

4. 10 gm BHC of 10% concentration should be properly mixed with the soil and 

manure to kill the termites and insect. 

• Close plantation with three tiers system keeping dwarf trees with round canopy 

exposed to the source of emission followed by medium and tall trees with 

cylindrical canopy is ideal design for the polluted area, because all plants are 

exposed to the pollutants. This plantation shall be done in the Gram sabha area 

near the villages, and along the proposed road. 

• Close plantation also result in tall trees with deeper roots and ultimately yield 

more bio-mass per unit area and more efficient absorption of pollutants. 

Plantation of trees in staging arrangement in multiple rows across the direction of 

the wind is recommended for better trapping and absorption of the pollutants 

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Selection of Appropriate Species for Plantation 

Plantation in Airport Area - List of plant with higher sound absorption coefficient are 

given in Table 9-2. These plants are strictly considered particularly for airport area for 

successful implementation of the mitigation measures to reduce the sound level. 

TABLE 9-2: LIST OF PLANT SPECIES WITH HIGHER SOUND ABSORPTION COEFFICIENT 

S.No Scientific Name Common Name Type 

1 Ficus benjamina Weeping fig Shrub, Tree 

2 Howea forsteriana Thatch palm Shrub 

3 Dracaena fragrans Corn plant Shrubs 

4 Dracaena marginata Madagascar dragon tree Shrubs, tree 

5 Schefflera arboricola Dwarf umbrella tree Shrub 

Re-plantation in Surrounding Area and Settlements – Re-plantation has been aimed 

to reduce noise and additional dust level reduction during the operational phase. For 

noise reduction (in screening planting), plant leaves should be as big as possible and 

strong and hard in structure; the leaves should overlap scale - wise and their position 

should preferably be perpendicular to the angle of incidence of the noise. Foliage density 

is also necessary in the inner vegetation zone. Hence, keeping in mind all these aspects, 

plant species should be selected which will be suitable for noise pollution attenuation. 

These species will also compensate the green area loss, during the construction phase 

(Compensatory Plantation). The list of species recommended for this purpose is given 

below in Table 9-3. 

TABLE 9-3: LIST OF PLANT SUITABLE FOR NOISE POLLUTION ATTENUATION 

S.No Scientific Name Common Name Type 

1 Alostonia scholaris Indian Devil tree Tree 

2 Butea monosperma Dhak Tree 

3 Erythrina variegata Indian coral tree Tree 

4 Grevillea robusta Silky oak Tree 

5 Pterospermum aceriolium karnikara tree Tree 

6 Tamarindus indica Tamarind Tree 

7 Terminalia arjuna Arjun Tree 

8 Acer negunda Maple ash Tree 

9 Betula pendula Silver birch Tree 

10 Cornus alba Dogwood Small Tree 

11 Junipeus chinensis Chinese juniher Tree 

12 Populus ferolinensis Populus Tree 

13 Syringe vulgarus Common liliac shrub 

14 Viburnum lantana Wayfaring Tree Shrub 

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In addition to the above selected species, some other plants will also be considered for 

pollution abatement, which is listed below in Table 9-4. 

TABLE 9-4: GIVES LIST OF TREES USED IN GREENBELTS FOR DUST POLLUTION ABATEMENTS 

S.No Scientific Name Height Duct collection 

Index 

Air Pollution 

tolerant 

1 Albizzia lebbeck Tall Moderate High 

2 Azadirachta indica Tall Fair Medium 

3 Pithecolobium dulce Tall Moderate High 

4 Ficus glomerata Tall Moderate High 

5 Ficus infectoria Tall Moderate High 

6 Polyalthia longifolia Tall Moderate Medium 

7 Tectona grandis Tall Moderate Medium 

8 Terminalia arjuna Tall Moderate Medium 

9 Bauhinalia purpurea Medium Good Low 

10 Cassia fistula Medium Fair High 

11 Lagerstroemia flosreginae Medium Fair High 

12 Saraca indica Medium Fair Fair 

13 Thesperia populrea Medium Moderate Fair 

14 Acacia Arabica Dwarf Good High 

15 Diospyros embryopteris Dwarf Moderate High 

16 Parkinson aculeter Dwarf Good low 

Figure 9-2 indicates a tentative green belt development plan. 

Financial Outlay for the Afforestation Measure 

As per the District Forest Department, Kushinagar it is mandate to plant, ten trees 

against the cutting of a single tree or compensation of a sum of Rs 200/- per cutting of 

tree. 

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FIGURE 9-2: INDICATIVE PLANTATION PLAN 





The following plans will be taken into considerations by the contractor for successful 

implementation of the mitigation measures: 

• Grievance Cell: A public grievance cell will be maintained for the people, the site 

manager will immediately look into raised concern. A complaint book will also be 

maintained within the site and suggestions given by the people will be taken into 

account for further development. 

• Corporate Social Responsibility (CSR) Policy: The project proponent will 

implement a comprehensive CSR plan, which will cover health, education, women 

empowerment etc. Developing social infrastructure and enhancing the quality of life 

of local communities around the airport are the key objectives as part of Development 

of Kushinagar International Airport. In addition, the land acquisition process will be 

carried out in a manner that the land losers and the affected communities are provided 

resettlement & rehabilitation benefits in close consultation and acceptance with the 

local communities. 

Some of the key local community concerns identified based on assessment and 

public consultations that will be considered in formulating the Corporate Social 

Responsibility (CSR) Plan of KIA are: 

 

 

 

 

 

 

Market-based and just compensation values for loss of land 

Indecisiveness of the local communities with respect to resettlement needs of 

airport land acquisition requirement 

Loss of Access and inconvenience due to longer access routes induced by 

airport development 

Livelihood problems that the local communities currently face with respect 

to agricultural activities (flooding of farms in villages to the north of 

proposed KIA), inadequate employment alternatives in the area 

Inadequate health & education infrastructure in the villages surrounding the 

proposed airport 

Anticipated noise disturbances and crash risk that institutions such as schools 

located close to the boundary of proposed development of KIA 

CSR plans will therefore primarily focus on addressing the above concerns, once land 

acquisition is completed to close satisfaction of the local communities. As for 

example, ITI training institutes can be introduced for the people having education at 

least up to class ten; mobile health centre, schools etc. The trained people can be 

absorbed as employee for different activities during operational phase of the airport. 

The tourism department recognizing the various revenue earnings and employment 

opportunities in Kushinagar area, will formulate a broad level CSR plan in close 

consultation with the government departments, institutions, NGOs and the local 

communities. The private developer involved in KIA development will then be bound 

to detail out and implement this CSR plan. The UP Tourism Department will support 

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all co-ordination needs required for improving the social infrastructure of the region 

and the quality of life of the local communities. 

• Regular Training Programmes: The contractor will arrange for the training facilities 

for youth and villagers in order to facilitate employment to the local people as per the 

project needs. The area does not have any technical education facility therefore as a 

CSR initiative a technical training center/training programmes may be planned in the 

area, which will at least give option for the youth to get employment in cities and 

metropolitan. 

• The tourism related training under Government initiative, which can be imparted is 

given in the Table 9-5. 

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TABLE 9-5: TOURISM RELATED TRAINING GIVEN BY GOVERNMENT DEPARTMENT 

Manyavar Kanshiram Paryatan Prabandhan Sansthan, Chinhat Road, Near Malhaur 

Railway Station, Vikalp Khand, Gomti Nagar, Lucknow 

The institute under the administration of Directorate of Tourism provides in-campus and 

off- campus training on following topics: 

S.No Topic Qualification Duration 

1. Reception and Information High School 80 Hrs 

2. Room Attendant 8 th 100 Hrs 

3. Assistant Waiter High School 120 Hrs 

4. Ticket Reservation Assistant High School 150 Hrs 

5. Household Assistant (General) 8 th 150 Hrs 

6. Household Assistant (Kitchen and 

Service) 

8 th 150 Hrs 

7. Driver cum tour Guide High School + 

Driving License 

180 Hrs 

8. Tour Agent/Tour Operator 12 th 120 Hrs 

The training is provided free of cost with nominal Security deposit of Rs. 500-1000 

In addition to the above area, the training for technical and supervisory level can also be 

provided through Industrial Training Institute (I.T.I) and institutes keeping in view the future 

project demand. 

9.4 INDIA POLICY ON THE AIRPORT INFRASTRUCTURE 

India’s Policy on Airport Infrastructure states in its preamble that “It is now increasingly 

recognized that aviation, far from being a mere mode of transportation for an elite group, is 

crucial for sustainable development of trade and tourism”. 

9.4.1 Environmental Issues for Airport Development 

• The operation of airports has to be in full accord with the provisions relating to 

prevention of air, water and noise pollution. All effluents would require to be treated 

before these are allowed to leave the airports. There will be close liaison with state 

governments and municipal authorities to maintain cleanliness and remove 

encroachments in airports and surrounding areas, so as to obviate the menace of bird 

December 2009 

217 



hits. Large scale plantations and other eco-friendly activities like construction of golf 

courses would be encouraged around airports, both for environmental purposes as also 

to provide relaxation to transit passengers. Such environmental issues would need close 

interaction with regional planning bodies. 

• The airports would be set up after the requisite environmental clearances and a timeframe 

of 90 days would be prescribed by Ministry of Environment and Forests for 

completing the processing of applications for such clearances. 

• Improved connectivity between airports and adjacent population centers should form an 

integral part of each airport infrastructure development projects and not be left to evolve 

by itself. 

9.4.2 Commercial Activities 

• Across the world, the trend is towards a very high percentage, ranging from 60 to 70%, 

of the total revenue of airport operators being generated from non-aeronautical sources 

at major airports. In India, although these services are even now provided by private 

agencies, the comparable figure for AAI at international airports is just 22%. There will 

be a major thrust towards increasing the share of commercial revenue emerging from 

non-aeronautical sources. This will help in optimal exploitation of the full commercial 

potential of airports and make many airports not only viable but capable of generating 

surpluses for further expansion and development. 

• In order to maximize the revenue while at the same time maintain transparency, there 

will be a master plan for development of commercial activities and facilities, as part of 

the overall master plan approved by the management, for the airport as a whole. The 

space-use patterns will normally not be deviated from. 

• In the allocation of space among concessionaires, there will be a strict adherence to 

stipulated procedures, while maintaining sufficient flexibility in order to ensure quality 

products and services and attract the holders of reputed brand-names. For this purpose, 

innovative tendering procedures involving limited tenders, two-bid system, use of net 

present value of bids spread over several years, grant of management contracts, 

bunching of similar facilities etc. will be devised. 

• Except for user developmental fees, there will be total freedom for airport operators in 

the matter of raising revenue through non-aeronautical charges and there will not be any 

Government control over the same. 

December 2009 

218 


EIA Study - International Airport at Kushinagar & Integrated Development of Buddhist 

Circuit, U.P. 

10.0 Summary and Conclusion 

A Rapid Environment Impact Assessment (REIA) study report has been prepared for 

this project based on baseline environmental quality data collected for pre monsoon 

season’09 for the study area. Identification and prediction of significant environmental 

impacts due to the proposed project with an Environmental Impact Statement followed 

by delineation of appropriate impact mitigation measures in an Environmental 

Management Plan (EMP) are included in the REIA report. 

The proposed project intends to ensure that the developmental activities related to the 

project are environmentally sound and does not have any adverse effects on the 

natural environment in the surroundings of the site. 

The purpose of this Environmental Impact Assessment (EIA) study is to provide 

information on the nature and extent of environmental impacts arising from the 

construction and operation of the proposed project and related activities taking place 

concurrently. 

10.1 SALIENT FEATURES OF THE PROJECT 

The salient features of the project are discussed below: 

TABLE 10-1: SALIENT FEATURES 

Total land requirement : 753.286 acres (including existing strip) 

Total project Cost : Rs. 525 Crores 

Existing Airstrip : 97.238 acres of functional airstrip for non 

scheduled flights of U.P Civil Aviation Authority 

in Kasia. 

Additional land requirement 

for airport development 

Land requirement for 

commercial purposes 

: 453.238 acres around the existing airstrip. 

: 202.809 acres 

Passenger handling capacity : 10.00 lac passengers /annum – starting with 

about 5.00 lac passengers using the airport. 

No. of flights : ∼ 9-11 flights per day during starting years to 

20~22 by 10 th year. 

Operational suitability : All Narrow bodied aircraft and some wide bodied 

aircrafts (B737, AB 310/AB 330 and A320 etc) 

and occasional wide body aircraft like B747 

December 2009 

Tourism, U.P 

219 

Department of


Circuit, U.P. 

Runway length : 3200 meters long, 45 meters wide single runway. 

Major facilities : Runway / Taxiway with Navigational Aids, 

Apron, Air Traffic Control tower, terminal 

building, ATF storage, control tower. Auxiliary 

facilities like service block, car park, taxi stand, 

bus depot, access roads, etc. 

Common facilities : Security system, Fire fighting system, STP, storm 

water network, power substation area, Air 

conditioning system, data networking system, 

telecommunication system, public addressal 

system, flight information display, restaurant, 

snack counters, pantries, VIP lounges, child care 

room, toilets for the handicap people etc. 

Commercial Facilities : Theme park, green area, hotels, market place, 

motel, fuel station, industrial zone, residential 

area, mission buildings, convention centre, police 

station, power substation, etc. 

Water Requirement : 

Construction phase 

Operation phase 

18 KLD domestic consumption for construction 

labors (groundwater) 

Total water requirement is 460 KLD. 

Fresh water requirement is 145 KLD for airport 

to be met from ground water source. 

Rest amount will be met from treated wastewater 

Waste water generation : 



15 KLD (construction phase) 

315 KLD (operation phase) 

STP Capacity : Total capacity of the STP will be around 375 

m 3 /day (Fluidized media Reactor – FMR process) 

Solid Waste generation : 



0.2 TPD MSW 

1.5 TPD MSW treated within a package compost 

plant within the airport. 

December 2009 


220 

Department of


Circuit, U.P. 

Parking Facilities : Surface parking for 250 cars and 15 buses 

Power Requirement 

Power Back up 

3 MW 

3 DG sets of 1250 KVA capacity each 

No. of trees to be cut : Approx. 300 

Fuel Storage area 

21588.62 sq.m. (5.33 acres) 

10.2 OVERALL JUSTIFICATION FOR IMPLEMENTATION OF THE PROJECT 

Kushinagar is a much-frequented place for indian and foreign tourists. The tourist 

arrival data for Kushinagar for the last seven years indicates that more than 2 million 

foreign tourists come to India to visit the place. Poor connectivity to Kushinagar 

limits the inflow of tourist population thereby limiting its potential as an international 

spiritual tourist destination. The nearest airport to Kushinagar is at Gorakhpur (44 km, 

aerial distance), which is a military air force base and has limited land availability. 

Considering the above facts, the development of an international airport at Kushinagar 

which already has an existing functional airstrip for non scheduled flights under UP 

Civil Aviation Authority has been conceptualized and proposed. A targeted annual 

tourist traffic of 4,42,902 is anticipated. 

December 2009 


221 

Department of



Capability to provide for the increased air traffic demand in the area; 

Facilitate Buddhist pilgrims from national and international countries to travel directly 

to all the Buddhist circuits. 


Middle east countries 

decongestion of other international airports such as Delhi, avoiding unnecessary travel 

needs of international Buddhist tourists 

Providing for additional revenue generation in terms of foreign exchange earned from 

operations at the proposed international airport; 



Trigger growth in the district and of the region due to increased air traffic demand in 

the area and the resultant associated development; 

Improvement in quality of life of the local population 

10.3 EXPLANATION ON ENVIRONMENTAL MITIGATION 

Adequate environmental management measures will be incorporated during the entire 

planning, construction and operating stages of the project to minimize any adverse 

environmental impact and assure sustainable development of the area. The EMP planned for 

the construction and operating stages of the project will include the following elements: 

• Air Pollution Control and Management 

• Noise Control and Management 

• Storm Water Management 

• Hazardous and Solid Waste Management 

• Plantation and Landscaping 

• Sewage Treatment and Management 

• Energy Conservation 

• Emergency Response Plans for emergency scenarios 

• Environmental Management System 

• Environmental Monitoring 

For the effective implementation of the EMP, an Environmental Management System (EMS) 

will be established at the proposed project. The EMS will include the following: 

1. An Environmental Management cell 

2. Environmental Monitoring Program 

3. Personnel Training 

4. Regular Environmental Audits and Corrective Action 

December 2009 

222 



5. Documentation – Standard operating procedures Environmental Management 

Plans and other records. 

10.4 CONCLUSION 

Based on the environmental assessment, all possible environment aspects have been 

adequately assessed and necessary control measures have been formulated to meet with 

statutory requirements, in the preparation of the EIA-EMP. 

The proposed project is aimed at the infrastructural development of the area. The project will 

provide impetus to the growth of Kushinagar district. Thus implementing this project will not 

have any significant negative impacts. Thus, the proposed project is a welcome development 

and may be accorded environmental clearance. 

December 2009 

223 



11.0 Disclosure of the Consultants Engaged 

The names of the consultants engaged and the brief resume of the key personnel are furnished 

below. 

11.1 SENES CONSULTANTS LIMITED 

SENES, an acronym for Specialists in Energy, Nuclear and Environmental Sciences is a 

wholly Canadian employee-owned company, incorporated in 1980 in the Province of 

Ontario, Canada. During its 25 years in business, SENES has participated in over 5,000 

projects in Canada and internationally. SENES has extensive international experience 

working with people from different cultures and languages and has successfully worked in 

more than 50 countries outside of North America. 

SENES' principal areas of services are: environmental and social assessments, environmental 

management systems; environmental monitoring; health safety and risk assessments; nuclear, 

solid and hazardous waste management; emergency response planning; auditing; permitting; 

institutional strengthening, public consultation, training and education. The firm's clients 

include regulatory agencies from all levels of government, municipalities, public-interest 

groups, industries, international financial institutions, associations and public organisations. 

As one of Canada’s premier environmental consulting firms, SENES is trusted by our clients 

to provide them with cost effective, expert yet practical advice addressing their range of 

environmental challenges. SENES projects have ranged from the provision of individual 

expert advice through to the development and management of multi-disciplinary 

environmental projects. 

SENES Consultants India Pvt. Ltd. is a 100% subsidiary of SENES Consultants Limited, 

which is a wholly owned Canadian company. SENES India has been operational in India for 

the last five years and has its head office in Delhi with branch offices in Kolkata, Hyderabad 

and Mumbai and has all supporting infrastructure for project implementation including GIS 

lab in New Delhi office and software development centre in Kolkata office. 

SENES has extensive experience working with international aid and governmental agencies 

including: the Inter-American Development Bank (IDB), Canadian International Development 

Agency (CIDA), Caribbean Development Bank (CDB), The World Bank, European 

Development Bank, Asian Development Bank (ADB), the Organisation of Eastern Caribbean 

States (OECS), United Nations Development Program (UNDP), United Nations office at 

Geneva, United Nations Environment Program (UNEP), World Health Organisation (WHO), 

the International Monetary Fund (IMF), the United Nations Industrial Development 

Organisation (UNIDO), Indian Ministry of Environment and Forests, Guyana Environmental 

Protection Agency (Guyana EPA), Guyana Ministry of Public Works and Communications, 

Trinidad and Tobago Ministry of Planning and Development, Grenada Solid Waste 

Management Authority, and St. Christopher Solid Waste Management Corporation. 

December 2009 

224 



The technical resources within SENES include many engineering disciplines, physical and 

natural sciences, mathematics, statistics, and computer sciences. One of our strengths is our 

desire to continually build upon our abilities in our areas of technical expertise, providing 

exceptional knowledge and insight into our clients needs. This concentrated technical effort is 

looked upon favorably by our clients that continually uses our services and retain us as 

technical experts. 

11.2 SENES CAPABILITY 

We feel that with our multidisciplinary team combined with expertise in carrying out EIA’s 

in India and worldwide, SENES India would be in an excellent position to implement a 

project of this kind. Our mix of management, scientific, engineering, and field staff allows us 

to provide fully integrated services from initial assessment and problem definition, 

engineering design, implementation of remedial action and performance verification. The 

business philosophy of the firm is to provide an exceptional level of service to our clients 

while ensuring that our common interest in preserving the environment is enhanced. 

Following are some of our key strengths, which we think, uniquely qualify us for this 

proposed project: 

SENES and its team members have extensive experience of carrying out EIAs and 

defending them with regulatory agencies around the world; 

SENES India is presently involved in EIAs for more than 200 projects (in different 

sectors) all across the country 

December 2009 

225 



Our proposed Team for this project bring with them multidisciplinary skill sets and 

relevant experience required for undertaking this project level EIA for proposed project. 

SENES uses the services of reputed laboratory for primary monitoring and analysis. 

However, the final decision is taken based on discussion with clients. 

11.3 BRIEF CVS OF THE PERSONNEL FOR THE EIA STUDY 

Mohd. Najeeb Ahsan, MSW – Mr. Ahsan has ten years of experience on Community 

Development, Participation, Mobilisation, IEC, Solid Waste Management studies, GIS 

Mapping, Health Programmes, etc. He has worked on a number of projects with some of the 

most reputed organizations like UNICEF, MDP/DHV Consultants and SCOVA (Rajasthan 

Government) to name a few. Currently he is working as a Sociologist in SENES Consultants 

India Limited. He has extensive experience on project management, public, private 

participation projects, Impact Assessment, Baseline Surveys and development of Action 

Plans. 

Dr. Manoj Mishra - Dr. Mishra has over 9 years of experience in the field of Air Quality 

Monitoring and Modelling. He holds a M. Tech. degree in Atmospheric Sciences and has 

done doctorate in the area of Air Quality Modelling and Meteorology from IIT, Delhi. He has 

developed an analytical coastal regulatory dispersion model (published in 2005) to assess air 

quality in a coastal environment under a project sponsored by the Atomic Energy Regulatory 

Board. Besides this, he is well versed with the various available EPA approved regulatory 

models used for air quality impact assessment from different sources located either on land or 

costal areas. He has modified US developed weather generator model (WGEN) to make it 

more suitable for Indian meteorological conditions. He represented IIT-Delhi in Coastal 

Atmospheric Boundary Layer (CABL) field experiment campaign at Kalpakkam in 

collaboration with the Indira Gandhi Centre for Atomic Research (IGCAR), Kalpakkam, 

Bhabha Atomic Research Centre (B.A.R.C), Bombay and the Institute of Meteorology and 

Physics, University of Agriculture, Forestry and Renewable Resources, Vienna, Austria. He 

has participated in many symposias on air quality modelling and management. 

Mangesh Dhakore - Mangesh Dakhore is an EIA expert qualified in Chemical Engineering 

& Biotechnology, with more than ten years of working experience both in an advisory as well 

as implementation role. He has experience of evaluation & implementation of environmental 

& social impacts and plans of major development projects. He has an excellent appreciation 

of concerns of communities, NGOs, regulators on environmental issues and demonstrated 

capability in negotiation with stakeholders for relevant approvals and for fair & reasonable 

outcomes. He has a strong ability to develop material, organize and deliver information & 

presentations to abroad range of stakeholder groups. He has lead preparation of 

Environmental and Social Impact Assessment (ESIA) studies for seeking regulatory 

approvals and ensuring compliance & consistency with Corporate Environment and 

Sustainability Standards. His consulting experience involved provided advisory services on 

Institutional reforms for National-level Environmental Clearance process and Environmental 

December 2009 

226 



planning of large-scale projects in energy, transport, industrial manufacturing and 

infrastructure sectors. During his initial career, he has also gained a good exposure to 

industrial manufacturing activities & processes. 

Namita Mittal- Mrs Mittal is an Environmental Specialist with experience of almost 10 

years. She has done her M. Sc. (Ecology and Environment) from Bhopal University. She was 

attached as a Senior Research Fellow, Department of Civil Engineering, Indian Institute of 

Technology, Roorkee for over seven years. Namita had worked in the area of traffic related 

noise & air pollution, environmental impact assessments and has been involved in various 

research projects sponsored by the Ministry of Road Transport & Highways (MORTH) and 

All India Council of Technical Education (AICTE). Her major experience is in the area of air 

and noise pollution modeling for urban areas, highways and intersections using various noise 

and air prediction models like FHWA, CORTN, Stop & Go, CALINE 4, design of noise 

barriers for fly-overs and highways, rapid EIA studies for residential townships, group 

housing, commercial complexes, IT parks, hotels and SEZs (Special Economic Zones) etc. 

Namita to her credit has more than 22 research publications in various journals, conference 

and seminars. 

Kankana Das- Miss Das is a Post Graduate in Environment Management (PGD EnvM) from 

the Indian Institute of Social Welfare and Business Management, Kolkata. Kankana is 

presently working in the Environmental Impact Assessment field and for the Solid Waste 

sector. She specializes in Baseline Data Analysis, Impact Assessment and Environment 

Management Plan for various development and construction projects. 

She has worked as a Project Coordinator for various projects which involved preparation of 

EIA Reports for Vatika, Infotech city (Jaipur), Suncity Township(Jaipur), Suncity SEZ 

(Haryana), Azamgarh medical college etc. 

Ishita Shah- Mrs Shah has a B.E. in Environmental Engineering from the Delhi College of 

Engineering, Delhi University and has 3 years experience as an Environment Engineer. Ishita 

has worked on numerous projects related to Environment Impact Assessment for the World 

Bank, the Ministry of Environment and Forests and the Government of Haryana. She is 

currently handling Environmental Impact Assessments for four aerial ropeways and other 

tourism infrastructure in Uttarakhand; Environmental Impact Assessment and Sustainable 

Development Plan for Town and Country Planning Department, Gurgaon City, 

Environmental Impact Assessment for expansion of Synthetic Chemical Organic Plant, 

Gajraula, Environment Impact Assessment for Construction Projects for leading 

infrastructure organizations such as Parsvnath Developers Limited, the Unitech Group and 

Reliance Retail. 

Daleep Kumar- Mr Daleep has obtained a Diploma in Draughtsmanship (Mechanical) 

from National Small Scale Industries Corporation, Technical Service Centre, Okhla, New 

Delhi and Auto CAD from DON BOSCO, New Delhi. Daleep has nine years of experience 

as a CAD/GIS Engineer and he specializes in designing surveyed data for Network Planning 

December 2009 

227 



(Pan India Network) from digitization to final output; OSP uploading and fault updation in 

NE; design and detailed engineering for BTS Tower; duct connectivity schematics drawings; 

UFR Planning of Ban Area and as-built preparation of BAN and Plotting; piping design 

(Mech.); GIS; Structural & 3D Drawings. He has prepared drawings for Solid Waste 

Collection; Isometric Drawings; Section Drawings he has developed maps and has worked on 

graphical representation of management data. His experience also extends to preparation of 

Topographic Features within 10km Buffer area from the site from Survey of India 

Toposheets; interpretation of satellite imaginary, QC & QA of Digitized Maps; drawing and 

modification as per client requirement. 

Kalyan Singh – Mr Singh has obtained Diploma in Mechanical Engineering from 

Government Polytechnic Bareli, under UPTE Board. kalyan has worked as a GIS Engineer 

on various projects in the area of industrial, construction, land filling & ropeway 

developments. His specific nature of duties includes; Detailed Drawings for Solid waste 

collection, treatment and disposal projects; preparation of Topographic Features within 10km 

Buffer area from the site from Survey of India Toposheets; Interpretation of satellite 

Imaginary; QC & QA of digitized map; modification of drawings as per clients requirements; 

prepare drawing for presentation and he is also responsible for plotting. His software skills 

include; Auto Cad, Map Info, Adobe Photoshop, Auto Cad Map, Arc View, Arc Gis and 

Micro Station. 

Mr Lala Ram- Mr Ram has obtained is Graduation in Arts from Dr. B. R. Ambedkar 

University, Agra. Asa GIS assistant he has worked on various projects in the area of 

construction and ropeway developments. His specific nature of duties includes; preparation of 

Topographic Features within 10km Buffer area from the site from Survey of India 

Toposheets; Interpretation of satellite Imaginary; modification of drawings as per clients 

requirements; prepare drawing for presentation and he is also responsible for plotting His 

software skills include; Auto Cad, Adobe Photoshop, Auto Cad Map etc. 

Mohd. Sadre Alam Khan- Mr Khan is persuing M.Phil from the Indian Institute of Ecology 

and Environment. He has completed his M.Sc and B.Sc(Hons) from Aligarh Muslim 

University. Sadre is presently working as an ecologist and is involved in analysis of sensitive 

features for construction projects, Power plant, SEZ development, Ropeway and Land fill 

sites. He is also involved in assessment of impact caused by these projects and their proper 

management plan. He has carried out surveys of numerous cities involving site assessment, 

surrounding sensitive features, study of existing socio structure in surrounding village, waste 

management plan and disposal carried out by government departments. This includes 

Preparation of base line report of Ecological Environment; Ecological Impact Assessment; 

preparing Management Plan during and after construction. Sadre to his credit also has 

ecological base line of other construction project like Parasvnath, Exotica, Commercial 

Complex, Tulip infrastructure, Reliance SEZ, Gas recovery & reuse from closure from 

Landfills, etc. 

December 2009 

228 



Ayan Majumder – Mr Majumder is an Mtech from Indian Institution of Technology, 

Kanpur in Environmental Engineering and Management, with 8 years of professional 

experiences in Environmental Impact Assessment. He was responsible for data collection 

with necessary site visit, collation and analysis of baseline environmental scenario of the 

project site along with preparation of base map for EIA studies. Responsibility also includes 

prediction of impacts on physical environment within 10 km area of the site and its mitigation 

measures due to the project. He has also carried out water balance, solid waste generation 

estimation, landuse study, traffic analysis, preparation of drawing and report writing. 

December 2009 

229 


Annexure 1 

Raw Baseline Monitoring Data

DETAILS OF AMBIENT AIR QUALITY 

NAME OF PROJECT: Kushinagar International Airport 

12-05-2009 to 

Location 

CO 

1521 130813-05-2009 

RPM N02 S02 SPM Time Date 

(/lg/m3) 34 68 

180 157 169 

163 

1943 1511 1419 1646 1508 1761 1398 1412 1325 1672 1543 1429 1732 1536 1378 1526 1797 1483 1391 1399 17J5 1321 61.3 

23 

24 22 

75 

31 

60 

13-05-2009 184 

1571 1630 1742 1578 1528 1421 1621 56.3 55.6 

27 

33 

58 

18 03 1900 19:00-02:45 

11:00 156 

188 174 158 

198 164 167 153 161 175 184 

185 146 192 166 178 168 163 156 187 162 176 172 

- 02:45 

10:45 

18:45 

03 03:00-10:45 

--- 10:45 

Standard Analytical Laboratory 

Pvt. Ltd. 

10. 

---~_..•. 

ND 12'~1_~_(ftr-~"_011J_~+- -,-- _

Location 

II 

120816-05-2009 

1423 RPM 

N02 CO S02 SPM Time Date 

(/lg/m3) 65 

76 

182 155 148 164 169 165 

1303 1374 1231 1425 1312 1235 1297 1283 1412 1225 1299 

1642 1432 1202 1143 1291 1278 1426 

1275 51.6 

34 

60 

52 

53 68 

55 

16-05-2009 177 

1363 1204 1421 1121 1442 1215 1228 24 

17 62 18 56 

57 15 54 58 9 

0300 11:00- 1100 19:00-02:45 II 1900 19:do 163 

154 165 183 

152 164 

173 156 177 189 148 176 153 155 182 160 162 142 168 167 147 170 

- 02:45 

10:45 

18:45 

03 0300 03:00 :00 - - 10:45 

57 

03 :00 - 10:45 

.- ~ 

Standard Analytical Laboratory Pvt. Ltd. 11.

Location 

120819-05-2009 

RPM 

N02 (l1g/m3) 76 189 196 198 182 194 176 

1225 1075 1166 1161 1078 1303 1107 1278 1142 1132 1121 1126 1143 1297 1183 1281 1012 1178 1025 1021 1199 1224 

645 

74 

65 

82 18 56 17 

59 15 53 

69 

73 

62 

70 CO 

n12 

19-05-2009 197 

1179 1204 1242 1125 1128 1221 1235 67 

54 

16 58 14 60 68 

II 

77 

8S02 

SPM Time 03 11:00- 1900 19:00 178 Date 206 225 

215 214 217 

196 187 188 190 165 204 158 185 212 

176 

178 151 In 189 

- 02:45 

10:45 

18:45 

0300 03:00- -- - 10:45 


Location 

II 

1234 121822-05-2009 RPM 

NO, CO S02 SPM Time Date 

(llg/~3) (llg/m3) 202 213 ]57 152 199 ]76 

]]75 1186 1240 1208 1131 1041 1043 1026 1021 1268 1078 1243 1125 1178 1242 1135 1217 1212 1189 

1121 1261 1084 

2] 

13 

65 

22-05-2009 204 

1025 1194 1151 1232 1123 1227 1250 18 

28 

58 

57 

54 

62 

14 

63 

16 

15 ]0 

56 53 6] 60 55 

76 66 

67 64 

872 

9 03 11:00 19:00-02:45 

180 217 237 232 212 

216 160 156 144 188 178 153 

165 186 167 

214 

189 198 177 158 

- 02:45 

10:45 

18:45 

0300 03:00-10:45 

- -- 10:45 

Standard Analytical Laboratory Pvt. Ltd. 13

Location 

II 

113527-05-2009 

1221 RPM N02 CO S02 SPM Time Date 

(/lg/m3) 201 180 187 189 ]85 

1112 1158 1197 1142 1205 1187 1151 1078 1265 1268 1226 1234 1012 1058 1236 1143 1152 1289 

24 

16 

27-05-2009 ]92 

1216 1130 1125 1256 1132 1023 1237 

72 57 

14 

61 

54 

67 13 

62 63 

70 

75 

03:00-10:45 

11:00 II 19:00-02:45 1900 19] 

214 215 216 

180 

167 176 188 

168 206 186 

183 213 172 198 185 

175 187 

- 02:45 

18:45 

0300 03:00-10:45 

- - - 10:45 


Location 

II 

1421 130801-06-2009 

RPM NOz CO SOz SPM Time Date 

(/lg/m3) 182 ]70 ]72 179 150 185 

]]58 1272 1359 1327 1383 1337 1325 1078 1380 1428 1256 1276 1132 1280 1320 

1287 1298 1410 1267 1419 1265 1217 64 

61 ]8 

]5 

62 

52 

55 

69 75 

66 

19 

54 

18 

01-06-2009 160 

1220 1232 1247 1189 1241 1183 15 48 16 

17 

63 

51 

57 

03:00-10:45 

11:00 19:00 1900 163 

194 164 183 

148 187 

178 176 

158 140 174 175 134 198 

185 163 

138 

- 02:45 

18:45 

0300 :00 :00 -- - 10:45 

31-05-2009 to 


Location 

CO 

RPM 

N02 

S02 SPM Time Date 

(l1g/m3) 177 176 192 163 157 \76 

1216 1230 1233 1252 1219 1315 1266 1168 1287 1267 

1246 1220 1245 119805-06-2009 

1178 1047 1148 \280 1236 1412 1210 1268 29 

18 

05-06-2009 160 

1232 1260 1189 1241 \262 1283 1237 

3\ 27 

17 65 

64 

16 

69 

54 

15 58 63 

71 

56 57 

77 85 , 03 19:00 1100 11:00 1900 199 216 212 

145 167 218 

178 157 174 188 166 

148 183 134 172 

168 175 

182 163 

- 02:45 

10:45 

18:45 

03:00-10:45 

- - 10:45 

Standard Analytical Laboratory Pvt. Ltd. 

! 

k-- 

16.

Location 

II 

1032 113808-06-2009 

1209 RPM 

N02 CO S02 SPM Time Date 

(/-lg/m3) 52 48 

213 211 144 191 195 183 

1197 1235 1163 1183 1126 1216 1237 1141 1167 1181 1211 1147 1234 1204 1238 1087 1134 

22 25 

13 

15 

62 

08-06-2009 181 

1088 1067 1112 1161 1155 1098 

27 28 

24 

64 

73 

59 56 58 14 51 

76 

72 69 66 

68 

8 03 1100 II 1900 11:00 19:00-02:45 179 218 216 208 213 204 

148 127 

166 182 157 183 

174 168 198 

185 187 158 188 

- 02:45 

10:45 

18:4503:00- 0300 -- - 10:45 

Standard Analytical Laboratory Pvt. Ltd. / 17.

Location 

II CO 

112811-06-2009 

RPM 

N02 S02 SPM Time Date 

(/lg/m3) 48 46 

208 176 148 144 199 165 

1132 1130 1156 1077 1134 1067 1126 1094 1138 1037 1137 

1127 1209 1116 1182 1125 1065 1098 22 

26. 

24 

78 

51 

15 

55 

57 

74 II ]45 

63 

50 

]21 

68 58 73 

1]-06-2009 166 

1105 1119 ]034 1121 1087 

23 

14 

54 71 16 

62 52 

76 60 136 ]32 03:00-10:45 

11:00 1900 19:00-02:45 166 231 207 212 208 185 268 138 

143 

165 127 

178 136 153 145 154 

179 189 176 186 148 

- 02:45 

18:45 

0300 03:00 :00 - - - 10:45 

]0:45 


NAME OF CLIENT 

NAME OF PROJECT 

SENES CONSULTANTS INDIA PVT. LTD. 

KUSHINAGAR INTERNATIONAL 

AIRPORT KUSHINAGAR, GORAKHPUR. 

AMBIENT NOISE LEVEL 

LOCA nON OF SAMPLING SITE 

PROJECT 

SITE 

DATE OF SAMPLING 

20/0512009 to 21/0512009 

06 J 06 07 02 03 04 05 01 11 08AM. 10 12Midnight.- 

12Noon.- 

09AM.-]0 1 PM.- AM.-ll AM.-03 AM.-04 AM.-05 AM.-02 Avg. 07AM. - -11 -12Noon. 03 04 05 02 12Midnight. 10 06AM. 08AM. 09AM. 0] Noise PM. 

PM. 0IAM. Level 

TIME AMBIENT 54.6 53.2 40.7 40.1 64.1 64.5 63.7 65.8 61.9 60.8 60.1 56.3 41.5 42.1 43.4 46.] 49.5 47.7 50.3 52.] 55.9 53.3 54.1 66.6NOISE LEVEL 

TOTAL 

2. 

NIGHTTIME 

DAYTIME 

LIMITS 

61.34 AVG. dB NOISE (A) 55 PERMISSIBLE 

dB LEVEL (A) 

47.13 dB (A) 

45 dB (A) 


/ 

.,. "". 

, .:-, \ 

~'>-..-:~.".-' 

".-- / r \ 

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I 

19



TYPE OF SAMPLE 

LOCATION OF SAMPLING SITE 

DA TE OF SAMPLING 

SENES CONSULTANTS INDIA PVT. LTD,. 




MISRAULI 

21/05/2009 to 22/05/2009 

02 03 04 05 01 10 06 07AM. 08AM. 12Noon.- 09AM.-I0 

AM.-ll - -11 -12Noon. 

09 10 03 04 05 07 02 08AM. 

01 PM. 

06 

11 12Midnight.- 

AM.- 

PM.- AM.-03 AM.-02 AM.-04 AM.-05 Avg. 07 AM. 

12Midnight. 06AM. Noise 0IAM. Level 

TIME AMBIENT 52.4 41.5 

54.4 55.5 40.3 40.1 41.3 41.9 42.7 66.2 57.8 56.3 55.8 63.1 48.7 46.2 43.5 

62.4 61.9 54.3 53.1 50.5NOISE LEVEL 

TOTAL 

2. 

DAY NIGHT TIME TIME TIME 59.04 A VG. dB NOISE (A) 55 PERMISSIBLE 

dB LEVEL (A) 

45 dB (A) 

LIMITS 43.95 dB (A) 


I 1-' 

(~ 

/~.....- 

.- ....• 

20


SENES CONSULTANTS 

INDIA PVT. LTD. 








PARSAUNI 

22/05/2009 to 23/05/2009. /' 

06 04 05 06 01 02 03 12Noon.- 

07AM. 08AM. 10 11 12Midnight.- 

09AM.-I0 

AM.-05AM 

PM.-I0 AM.-03 AM.-11 AM.-02 AM.-04 Avg. 07AM. - -12Noon. 

04 02 03 12Midnight. 06AM. 08AM. 09AM. 01 Noise PM. 

0IAM. Level 

TIME AMBIENT 51.7 47.4 48.4 60.3 43.5 60.1 58.5 57.6 49.7 49.1 48.3 

44.5 43.1 44.8 45.7 55.7 42.2 42.7 50.1 56.4 55.5 54.3 50.6 NOISE LEVEL 

TOTAL 

2. 'NIGHT TIME 

DAY TIME TIME 

LIMITS 


dB LEVEL (A) 

44.93 dB (A.) 

45 dB (A) 

Standard Analytical Laboratory Pvt. Ltd. 21. 

~.








KUSHINAGAR INTERN A nONAL 


AMBIENT NorSE LEVEL 

JURWANIYA I 

24/0512009 to 25/05/2009. 

06 08AM. 12Noon.- 

06 07 10 02 03 04 05 01 11 12Midnight.- 

09AM.-I0 

AM.-ll PM.- AM.-03 AM.-04 AM.-05 AM.-02 Avg. 07AM. - -11 -12Noon. 02 03 04 05 10 l2Midni2:ht. 06AM. 08AM. 09AM. 01 Noise PM. 

0IAM. Level 

TIME AMBIENT 51.3 48.7 47.3 44.5 45.7 46.1 48.9 51.8 52.4 51.9 

52.3 53.3 60.3 58.2 59.1 54.7 51.5 50.1 42.1 40.3 40.0 41.3 42.5 NOISE LEVEL 

TOTAL 

2. 

DAYTIME NIGHTTIME 

44.5 54.4 AVG. dB NOISE (A)45 (A)55 PERMISSIBLE 

dB LEVEL 

(A) 

LIMITS 










AMBIENT 

BARIYA 

NOISE LEVEL 


26/05/2009 to 27/05/2009. 

06 06 10 01 02 03 04 05 07AM. 08AM. 11 12Midnight.- 

12Noon.- 09AM.-I0 

PM.- AM.-ll AM.-02 AM.-03 AM.-04 AM.-05 Avg. 07 -11 -12Noon. 

07 02 03 04 05 12Midnight. 10 06AM. 08AM. 09AM. 01 Noise PM. 

0IAM. Level 

TlME AMBIENT 45.8 48.6 42.3 42.1 46.9 47.5 49.1 41.9 43.5 42.8 43.1 44.1 44.5 44.9 45.2 46.2 50.3 49.5 53.5 55.6 60.3 62.3 61.4 

NOISE LEVEL 

TOTAL 

2. 

DAY NIGHTTIME TIME TIME 

LIMITS 

55.28 44.16 AVG. dB NOISE (A) 55 PERMISSIBLE 

dB LEVEL (A) 

45 dB (A) 





LOCA TlON OF SAMPLING SITE 






NAUKATOLA 

27/0512009 to 28/05/2009. 

/' 

06 07AM. 08AM. AM.- 03 12Noon.- 02 04 05 01 09 06 11 10 12Midnight.- 

II AM.-04 PM.- AM.-l1 AM.-03 AM.-05 AM.-02 Avg. 07- -11 -12Noon. 

02 03 04 05 07 12Midnight. 08AM. 10 06AM. 09AM. 01 Noise PM. 

0IAM. Level 

TIME AMBIENT 54.1 48.7 55.7 50.5 47.1 48.9 49.7 52.4 56.1 

44.5 40.3 40.7 42.5 56.5 58.8 60.3 62.6 57.2 53.3 42.1 56.2 55.4 55.8 NOISE LEVEL 

TOTAL 

2. 

DAY NIGHTTIME TIME TIME 

LIMITS 


dB LEVEL (A) 

46.05 dB (A) 

45 dB (A) 




LOCA TION OF SAMPLING 


SITE 




PATAYA 

28/0512009 to 29/0512009. 

PM.- 06 06 02 03 04 05 01 07AM. 08AM. 10 II 12Midnight.- 

11 12Noon.- 09AM.-IO 10 AM.-03 AM.-04 AM.-05 AM.-02 PM.- AM.-11 PM. 

Avg. 07 - -12Noon. 

07 02 03 04 05 09 12Midnight. 08AM. 06AM. 

01 Noise PM. 

OIAM. . Level 

. TIME AMBIENT 57.7 49.3 48.7 48.1 56.8 55.9 45.4 43.7 43.1 43.5 47.3 44.7 45.6 47.9 58.7 57.2 57.8 60.2 61.5 50.4 50.3 54.7 53.8 52.3 NOISE . LEVEL 

TOTAL 

/' 

2. 

DAY NIGHTTIME 

TIME TIME 

LIMITS 

46.75 56.31 AVG. dB NOISE (A) 

55 45 PERMISSIBLE 

dB LEVEL 

(A) 

Standard Analytical Laboratory Pvt. Ltd. .. ~ 25.











GHERA 

30/0512009 to 01/06/2009. 

06 02 03 04 05 01 07AM. 08AM. 06 10 11 12Midnight.- 

12Noon.- 

09AM.-I0 AM.-03 AM.-05 PM.-I0 AM.-04 AM.-02 AM.-ll Avg. 07AM. - -11 -12Noon. 03 04 05 02 12Midnight. 06AM. 08AM. 09AM. 01 Noise PM. 

0IAM. Level 

TIME AMBIENT 44.3 

52.3 52.9 55.8 43.2 43.9 44.5 44.1 

44.9 50.3 60.3 62.6 56.2 55.3 59.9 55.1 54.4 49.3 48.5 44.6 44.8 NOISE LEVEL 

TOTAL 

2. 

DAYTIME NIGHTTIME 

LIMITS 

56.08 44.21 AVG. dB NOISE (A) 55 45 PERMISSIBLE 

dB LEVEL 

(A) 


26.

DETAILS OF MATEOROLOICAL 

DATA 


LTD. 


LOCATION 

DATE 

OF MONITORING 


INDIA PVT. 

KUSHINAGAR INTERNA TIQNAL 


PROJECT SITE 

12/05/2009. 

(m/sec.) 

DATE 

12:00 11:00 1:00 P.M A.M 

TEMPERATURE 

DIRECTION 

SPEED TIME 4:00 0.668 0.965 0.867 2.285 0.977 0.878 0.875 0.579 0.985 

1.5 

1.4 1.9 1.7 1.1 1.2 1.3 1.6 

1.8 113 112 103 WIND 94 90 91 92 

93 76 WIND (0) P.M (%) 

35.7 

36.1 34.6 

66 

67 

65 63 72 70 69 64 62 61 68 

35.9 35.8 35.1 34.8 35.0 35.2 34.7 34.5 34.1 

33.8 33.3 34.2 34.9 35.4 35.3 HUMIDITY . 

METEROLOGICAL 

DATA 



LTD. 


LOCA TION OF MONITORING 

DATE 


INDIA PVT. 



PROJECT SITE 

13/05/2009. 

METEROLOGICAL 

DATA 

(m/sec.) 

DATE 

12:00 11:00 1:00 P.M AM 

TEMPERATURE 

DIRECTION 

SPEED TIME 4:00 0.266 0.676 0.849 1.1 1.7 

1.3 1.6 

1.4 

1.2 1.9 110 WIND 92 48 91 75 98 93 82 95 53 56 54 81 86 83 

WIND (0) P.M (%) 

36.2 

36.3 

36.0 

66 68 71 33.2 

35.2 61 

67 63 73 69 65 77 

72 75 70 

64 74 34.8 34.1 33.7 35.8 33.4 36.1 35.9 

31.3 36.5 30.4 30.0 29.8 29.7 32.8 31.9 36.4 HUMIDITY 



LTD. 


LOCATION 

DATE 

OF MONITORING 

SENES CONSULTANTS INDIA PVT. 



PROJECT SITE 

14/0512009. 

METEROLOGICAL 

DATA 

..•.• 

(m/sec.) 

DATE 

11:00 12:00 1:00 P.M AM 

TEMPERATURE 

DIRECTION 

SPEED TIME 5:00 2.7 3.2 0.936 0.982 0.83 3.670 2.470 2.569 2.2 

1.2 1.7 

1.5 

1.8 1.9 1.0 1.4 102 104 100 139 145 182 119 132 112 46 134 WIND 49 95 68 75 WIND P.M (0) (%) 36.2 37.1 

36.8 35.4 34.5 67 

75 

68 

69 

70 71 

73 

72 66 

74 35.1 

34.7 32.9 34.8 33.7 34.2 

31.9 31.6 32.0 34.1 33.5 32.4 32.1 34.3 35.2 35.0 HUMIDITY 



LTD. 

,NAME OF PROJECT 

LOCA TION OF MONITORING 

DATE 


INDIA PVT. 



PROJECT SITE 

15/05/2009. 

METEROLOGICAL 

DATA 

(m/sec.) 

DATE . 183 TEMPERATURE 

DIRECTION 

SPEED TIME 5:00 ,1.7134 

0.981 0.85 3.681 2.61 2.282 2.082 0.964 2.482 2.265 2.183 0.969 1.0 

1.9 1.5 

1.3 1.4 1.8 110 104 114 102 113 139 WIND 

75 70 (0) 

P.M (%) 

34.5 35.1 

32.7 69 34.3 

65 64 

75 

61 

71 72 66 

62 67 73 

68 34.9 33.8 34.1 35.2 33.1 33.0 34.6 32.4 35.0 32.1 31.9 32.0 35.3 32.2 32.8 33.2 33.7 35.7 HUMIDITY 

12:00 1:00 11:00 

P.M AM 



LTD. 


LOCATION 

DATE 

OF MONITORING 


INDIA PVT. 



PROJECT SITE 

16/05/2009 

(m/sec.) 

DATE 

12:00 1:00P.M II A,M 

METEROLOGICAL 

TEMPERA DIRECTION 

SPEED TIME 5:00 0,8 1.] 1.584' 1.3 

].492 1.6 ].3 

1.2 1.8 1.4 1.9 1.7 113 114 112 109 110 94 93 96 98 74 

79 76 83 95 97WIND 

(0) P,M . (%) 

36,3 35,6 36,2 

34,6 36,1 

60 

59 6] 

58 

66 

67 64 65 63 

62 68 61 

35,8 35,0 35,2 34,9 34.8 

34,7 33,6 33.8 34.3 34,1 33,8 33,5 

34,3 35,3 35.4 36,6 60 HUMIDITY TURE ] 

DATA 



DATE 

DAYTIME 

LOCATION 


23/05/2009. (Saturday Weekend) 

6.00am to 9.00pm 

Kasia -Padrona Road (North Bank) 

TRAFFIC DENSITY 

TO 

TIME26 25 86 93 TRUCKS JEEPS TWO CYCLES WHEE- TRAILERS TRACTORS 

30 

10324546 81 CARS I 

231 184 

2453 

28 92 84 72 19 89 43 21 17- I24256 

309 210 98 362 

149 176 192 

34 38 

39 41 16 17 

20 49 62 182 24 

16 65 223 170 145 62 55 

20 29 31 35 23 78 34707 83 1056 75 3510 33 30469 393 

1899 28453 

143 195 193 

31 383 850 81 25 73 19 19 

12 19 5 209 

8 \I 18 

15 13 14 16 17 HEA VY VEHICLESLIGHT VEHICLES 

LERS 



DATE 

DAYTIME 


23/05/2009. (Saturday Weekend) 

9.00pm to 6.00am 

LOCATION 

Kasia -Padrona 

Road (North Bank) 

TRAFFIC 

DENSITY 

TO 

TIME 40 35 TRUCKS JEEPS/ 

30 810 

2- TRAILERS TWO CYCLES 

-- 

432106 I 2 - 26 

3 WHEE- 

13 I 417 

21 22 

-2 4 

TRACTORS 

3CARS 

510 

1 

41453 

19 - 6 2 1 1540 

80 8II 6 12 

2 34 

- 

I12 

HEA VY VEHICLESLIGHT VEHICLES 

LERS 



DATE 

DAYTIME 

LOCATION 


22/05/2009. (Friday Weekday) 

6.00am to 9.00pm 

Kasia -Padrona Road (North Bank) 

.' 

TRAFFIC 

DENSITY 

UTO 

TIME 32 TRUCKS JEEPS 19- 43 45 41 50 52 TWO CYCLES TRAILERS WHEE- 232 

239 

136 TRACTORS 

36 52 

132 312 

21 23 31 6\ 72 24 48 58 33 21073 

163 28 66 

35 46 30 

69 28 225 

198 

48 46 

25171 

72 

81 

19 

3\ 18 62 75 39 269 

26075 

29 3\ 71 - 24 

8613595 54 44707 48 62 887 31183 319 

I 93 479 42 1061 76 CARS / 40 31 20 30 428 

29 333 25 22 23 12 

19 16 15 HEA VY VEHICLESLIGHT VEHICLES 

LERS 



DATE 

DAYTIME 


22/05/2009. (Friday Weekday) 

9.00pm to 6.00am 

/' 

LOCATION 

Kasia -Padrona 

Road (South Bank) 

TRAFFIC DENSITY 

TO 

TIME TRUCKS 8 JEEPS 1243 

II 32 TRAILERS TWO CYCLES 

WHEE- 5I 5 

30 33 24 -19- 

I122 18- 12- I3 2 2I TRACTORS 

- 317205 42 -I 2-2 

CARS 10 -I 

I 

16 415 

19 / 

32 

I- 

09 

HEA VY VEHICLESLIGHT VEHICLES 

LERS 




LOCATION 

SOURCE 



KUSHINAGAR INTERNATIONAL AIRPORT 

KUSHINAGAR, GORAKHPUR 

PROJECT SITE 

HANDPUMP 

20/05/2009 

REFERENCE 

TO PROTOCOL 

IS:]0500 

Ground Water 

S. No. PARAMETERS Nitrate Nickel Totall-lardness Colour Conductivity (Hazen DESIRABLE 

pH Lead Copper Fluoride Turbidity Chlorides Phosp)late Sulphate Iron value (( Dissolved Suspended (as ( Fe) ( Pb (NTU) ( Ni) (as 5002000 6.5 (/lmhos/cm) N03 Cu) 300600 2501000 

200400 0.31 

0.051.5 45100 

1 F S04 P04) CI Zinc Manganese Oil &(as Chromium Grease Zn ( 0.05No 5) 0.]0.3 

15 

Calcium Ammonical Magnesium (as Nitrogen (as Ca) 75200 

Chemical Alkalinity 200600 

Bio-chemical LIMITS PERMISSIBLE 

Dissolved Oxygen - - Oxygen )mg/liter Units) ( Mg) Mn to ) as ( Solids ) ) relaxation 

as Demand 8.5 

CaC03) ) Cr) ( Demand (mg/liter)( /(mg/liter) 

L / L )(mg/liter) ) 0.05 80.10 

6.57 24 0.4 0.07 

46 Not 0.04 Nil 

254 

15 20 

7.2 RESULTS 0.37 less 1.4 167/lmhos/cm 

Less 178 

Detected than 2 




LOCATION 

SOURCE 





MISRAULI 

HANDPUMP 

20/05/2009 

REFERENCE 

TO PROTOCOL: 

IS:10500 

GROUND WATER 

S. No. PARAMETERS Colour Conductivity (Hazen DESIRABLE 

Nitrate Phosphate Turbidity Chlorides pH Sulphate value Dissolved Suspended Hardness (NTU)( (as NO] 300600 2501000 200400 45100 

Fluoride Copper Nickel Iron Lead (as ( Fe ( Pb Ni) Cu) ) 6.5 5002000 0.31 

1 F (ilmhos/cm) S04 P04) LIMITS Cl Zinc Manganese Oil Calcium Ammonical Total Magnesium &( Chromium Grease (as Zn ( Nitrogen (as Ca) Chemical Alkalinity 0.10.3 0.05 ) (mg/liter) 

No PERMISSIBLE 

Bio-chemical Dissolved Oxygen 75200 30100 200600 - - Oxygen 15 

1.5 )mg/liter Units) Mg) ( Mn to ) ( as ) Solids ) relaxation Demand as (mg/liter) 8.5 

CaCO]) ) Cr ( Demand () mglliter /(mg/liter) L / L )(mg/liter) ) 

30 

0.03 0.05 57 940 

Not 243 6.74 315 

0.3 0.06 0.13 1.8 Less Nil RESULTS less 18 0.52 11 163 

Detected 

than /-lmhos/cm 

22 


. NAME OF CLIENT 


LOCATION 

SOURCE 


SENES CONSULTANTS lNDlA PVT. LTD. 


KUSHINAGAR,GORAKHPUR 

NEAR PROJECT SITE 

NALA WATER 

21/05/2009 

REFERENCE 

TO PROTOCOL 

Class C Water 

CPCB 

30 

S 

ND '" 6.83 

Nitrates Chloride Magnesium Iron Manganese Total Fluoride Calcium Copper Colour BOD Oil pH DO T. Mineral Conductivity Coliform value & Hardness Dissolved Grease 600 5000 6.5-8.5 

300 

31500354 

20DC Oil (as Nil 

Unit 

IS: '0' Water 

Results·;W:iji@



LOCATION 

SOURCE 





PATAYA 

NALA WATER 

21/05/2009 

Oml 

REFERENCE TO PROTOCOL 

Class C Water CPCB 

IS: 2296: 

Colour Test 300 Results 

6.73 

Nitrates pH



LOCATION 

SOURCE 





Madraha Tal (nearest pond) 

Pond WATER 

21/0512009 

REFERENCE 

TO PROTOCOL 

Class C Water 

CPCB 

led 

Solids 

SN 

Water 

IS: 2296: Class 'c' 

Nitrates Colour Chloride Calcium SOD Test pH Conductivity DO4 

300 6.5-8.5 

6.57 5.45

·, 








KUSHlNAGAR, GORAKHPUR. 

SOIL 

MISRAULI 

23/05/2009 

Description :- One soil sample marked as Soil-2 was collected by us on 23/05/2009. 

Sr. No. Texture P ARAMETERES UNIT 

Organic Bulk Moisture Alkalinity Conductivity Porosity Sand pH Phosphorus Specific Acidity Carbonates Infiltration Potassium Void Nitrogen Iron Sodium Silt Zinc Copper (20% clay density Matter Absorption gravity 

- 

content Slurry) J.lmhos/cm 

- 

gram/cm3 

Manganese Chloride Boron Permeability Sulphate Fe Zn as as BCu. as Na capacity Nas CI S04 KCaC03 Mn P % 

cm/min mm/h %v/v mg/kg 

Ratio (SAR) 43.8 

Nil 

0.50 26.4 7.89 48 0.23 45 7.06 52.4 0.51 

0.023 876.82 

6.92 0.55 1.09 0.41 14 12.14 1.2913 16.74 1800 1.95 RESULTS ClavLoam 


41. 

/ ~ /-.:-- ,.' ",

.-. 




LOCA TION OF SAMPLING 


SITE 



KUSHINAGAR, GORAKHPUR. 

SOIL 

PROJECT SITE 

23/05/2009 

Description: - One soil sample marked as Soil-l was collected by us on 23/05/2009. 

Sr. No. Texture Moisture Organic Bulk Alkalinity Porosity Sand Conductivity pH Silt PARAMETERES (20% clay density Matter Absorption Slurry) UNITgram/cm' 

f.1mhos/cm 

%y/v 

Acidity Void Infi Specific gravity - 

content - 

Phosphorus Carbonates Potassium Nitrogen Sodium Chloride Zinc Copper Iron Permeability Sulphate Manganese Boron Itration Fe Zn as Bas Cu. Na capacity CI Nas S04 KCaC03 PMn % em/min 

mm/h 

mg/kg Ratio (SAR) Nil 24.75 40:31 

0.59 7.78 2.29 2.64 

72.8 31.8 

0.51 58.7 36 53 0.2 0.027 1.12 8.6 1.2841 0.38 1.9 18.7 1328 18.2 RESULTS Sandy Clay 

/' 

Standard Analytical Laboratory pyt. Ltd. 

42.

Draft EIA Report for Kushinagar Airport Project - Uttar Pradesh Tourism

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