ANNEXURE - Response to EAC Queries

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ANNEXURE - Response to EAC Queries

EAC Query – 1: Carrying capacity assessment of the said road vis-à-vis the environmental

concerns shall be carried out from some reputed government agency.

A. Carrying Capacity of Road:

Coal from SECL mines to the proposed coal washery site -

SECL issues Delivery Orders (DO) to the customers against their approved linkages. The clients

receive raw coal from the mines through their own transport arrangement as per DO. The mines

[Gevra, Dipka, Kusmunda and Korba] in the sub-Korba coalfields region are evacuating coal by

using Rail, Road, Belt, MGR and own Wagons modes of transport. Presently, most of the coal

evacuation is by road.

Gevra, Dipka, and Kusmunda mines are approachable via Pali – Dipka road of PWD. In this region,

there are coal mines and power plants. Coal movement by heavy vehicles damaged the road.

Considering the high traffic density on this road, the PWD completed widening of two lane road

with cement concrete pavement in the year 2016. The Pali – Dipka road joins NH-130 near Pali.

Coal from the Gevra, Dipka and Kusmunda mines coming towards Bilaspur & Raipur is

transported by road via Pali – Dipka road and Bilaspur – Katghora road [NH-130]. PPCBL proposes

to re-route ROM coal carrying trucks, on behalf of its clients, from NH-130 to the proposed 2.5

MTPA coal washery at Ghutku for beneficiation. As such, no additional trucks will be required

for bringing raw coal to the project site from the mines. After beneficiation, maximum coal

evacuation from the washery will be by rail from own railway siding at Ghutku, located 300 m

away. The clients who are not connected by rail will only receive clean coal and reject by road.

Virtually, there would not be any increase in the existing traffic volume on Pali – Dipka road and

NH-130 because of the proposed washery project. After beneficiation maximum coal

transportation is envisaged by rail as such there would be further reduction in road traffic on NH-

130.

(a) Road Capacity:

Presently, most of the coal evacuation from SECL mines is by road. Last six years (2012 – 2018)

SECL coal dispatch data is presented below.

(in Million Ton) Mode of Transport 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18

Rail 45.55 47.49 43.64 49.69 52.93 51.55

Road 43.71 41.37 45.21 57.13 52.53 65.98

Other 32.71 33.15 34.36 34.90 32.20 33.57

Total 121.97 122.01 123.21 138.73 137.66 151.10

Source: SECL & CIL Annual reports

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Coal Evacuation from Gevra, Dipka & Kusmunda mines

(in Million Ton) Mines Mode of Transport

2016-17 Total Mode of Transport

2017-18 Total Mode of Transport

2018-19 [April & May]

Rail Road Other Rail Road Other Rail Road Other

Gevra OC 11.065 17.213 10.628 18.22 1.896 3.960

Dipka OC 2.512 17.872 1.516 19.129 0.007 3.792

Kusmunda OC

16.144 2.943 16.589 4.949 3.390 0.848

Total 29.721 38.028 31.335 99.08 28.733 42.298 30.072 101.10 5.293 8.60 5.722

Source: SECL data

From the Gevra, Dipka & Kusmunda mines, during 2016-17, 2017-18 and 2018-19 (April -May), coal

dispatch by road was around 38.38 % and 41.84% and 43.87% respectively. In the year 2017-18, out of

42.29 million tonne raw coal transported by road from the Gevra, Dipka & Kusmunda mines,

29.45 million tonne coal was dispatched by road to the washeries in the region.

Based on a study conducted by the Government appointed consultants, a policy decision was

taken to augment the capacity of the Bilaspur – Katghora section of NH-130 for efficient

movement of traffic considering next 30 years requirement.

The National Highway Authority of India (NHAI) is up-grading NH-130 stretch from 2-lane with

paved shoulder to 4-lane with paved shoulders.

The information on traffic surveys, analysis, projections for 30 years and lanning requirement

reported in the final Detailed Project Report (Package-I) is explained in subsequent paragraphs.

The survey focused on traffic flow, commodity movement and traffic pattern besides other

factors required for the study. The surveys found that the traffic was not same on all days and

was not uniform in a day itself.

Location-wise results of traffic analysis

Location Near

% Flow Towards Total Avg. Daily

Traffic

PCUs % of Fast Moving

Vehicles #

% of Slow Moving

Vehicles *

Peak Hours

Up Direction

Down Direction

Bilaspur 50.5 49.50 11902 17931 92.2 7.8 18:00-19:00 hour

Pali 52.45 47.55 9725 10118 91.8 8.2 18:00-19:00 hour

Katghora 49.8 50.2 9749 10907 91.4 8.2 13:00-14:00 hour

Source: NHAI final DPR Package-I October 2017

# 2, 3 & 4 wheelers, Bus, Trucks, Tractors, LCV, Construction machinery

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* Bicycles, Rickshaw, Carts Location-wise daily Average Traffic Composition – Travel trends of passenger & commercial

vehicles on different stretches of Bilaspur – Katghora road [NH-130] are indicated in the Table

below.

S. No. At Location Type and % in Volume

2 & 3 Wheelers

Car/Jeep/Van

Bus LCV 2 & 3 Axle

Multiaxle Trucks

Slow moving Vehicles

1 Bilaspur 37 26 2 7.5 10 11 4

2 Ratanpur 32.5 24.2 5.6 4.5 23.3 8.7 0.2

3 Pali / Katghora

47 27 4 3.3 5 6 6


Origin & Destination Survey:

Commodity / Goods Analysis - Information on kind of commodity movement on road along with

origin destination details is given below.

S. No. Origin Destination Vehicle Type

Commodity No. of Vehicles

%

1 Dipka, Gewra & Kusmunda

Bilaspur, Raipur, Logra, Kota, Beltara, Korba, Parria, Siltara,Lokhandi

Truck Coal 105 72.5

2 Raipur Dipka Truck Cement 1 0.69

3 Dipka Bilaspur Bus Passenger 1 0.69

4 Putta Langara Truck Seeds 3 2.07

5 Raipur Katghora Truck Parchoon 1 0.69

6 Korba Raipur Truck Gas 1 0.69

7 Bilaspur, Raipur, Rajasthan

Dipka, Gevra, Korba & Kusmunda

Truck Empty 33 22.76

Total 145 100 Source: NHAI final DPR Package-I October 2017

Traffic Demand Forecasting:

For traffic demand forecasting, a period of 30 years and 2 years construction time was carried

out. The following methods were used for growth rate calculation:

1. Time Trend Analysis / Vehicle registration method

2. NSDP method (Econometrics Model method: IRC - 108).

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The study presumed that annual rate of growth of commercial vehicles shall not be less than 5%.

For traffic projection and pavement design, traffic growth factor for every 5 years subject to a

minimum rate of growth of 5% at any period of time was considered.

The projected total traffic (in PCUs) up to the year 2048 is given below:

Year / Homogeneous Section

2015 2018 2028 2038 2048

Bilaspur / Ratanpur 19401 24895 40551 66053 107593

Ratanpur / Pali 13160 17905 24992 43010 77678

Pali / Katghora 11711 15189 24740 40300 65644 Source: NHAI final DPR Package-I October 2017

IRC: 64 – 1990 guidelines have been adopted for design – IRC Norms

Lane Configuration Design Service Volume (PCUs per Day)

Level of Service B

Design Service Volume (PCUs per Day)

Level of Service C

2-Lane with 1.5 m Paved Shoulders

18000 25200

4-Lane with 1.5 m Paved Shoulders

40000 60000


Lanning Requirement:

The project road requires 4 lane with paved shoulders for capacity augmentation and efficient

movement of traffic for a period of next 30 years.

Coal Dispatch & Capacity Up-gradation – Rail & Road:

Coal from the Gevra, Dipka & Kusmunda mines is transported through Pali – Dipka PWD road,

which joins NH-130 near Pali. There is a mine barrier on Pali – Dipka road. As per information

collected from the barrier operators, daily about 370 coal carrying trucks cross the barrier. This

number may increase to 500 during e-action period. As per IRC classification of roads, the

capacity of 2-lane with paved shoulder is 18000 PCUs per day. Data on traffic analysis given above

indicates that the NH-130 is near its threshold capacity.

Work on up-gradation to 4-lane with paved shoulders of Bilaspur – Ratanpur section has already

started. On completion of the construction, the road capacity will improve tremendously to take

care of projected next 30 years traffic demand.

The Chhattisgarh East-West Rail Corridor project is expected to be complete by 2020. The East-West rail

corridor will link the mines of Korba region to the main rail network. On commissioning of the

route, coal evacuation by road will be significantly taken over by the rail mode.

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On completion of both, the road up-gradation and rail corridor, there will be further potential

reduction in heavy traffic / traffic volume on the NH-130.

PPCBL proposal is to re-route ROM coal, on behalf of its clients, from NH-130 to the proposed 2.5

MTPA coal washery at Ghutku for beneficiation, no significant increase in the existing traffic

volume on NH-130 is anticipated because of the proposed washery. As the proposal envisages

maximum coal evacuation by rail, to this extent, there would be reduction in road traffic.

B. Impact on Air Quality due to Transportation

PPCBL proposal is to beneficiate coal on behalf of its customers who receive raw coal against the

linkages. ROM coal from Gevra, Dipka and Kumunda mines moving towards Bilaspur/Raipur and

beyond is transported by road through Pali - Dipka road and Bilaspur-Katghora road [NH-130].

Coal of PPCBL’s clients passing through NH-130 will be taken to the proposed washery for

beneficiation. As such no significant additional trucks are required for bringing raw coal from the

mines. After beneficiation, maximum coal evacuation from the washery will be rail from own

railway siding at Ghuku, located 300 m away. The clients who are not connected by rail will only

receive clean coal and rejects by road. However, to project worst scenario, it is presumed that

entire inward and max. 20% outward coal transportation will be by road. In this situation, about

364 per day trucks [25 tonner] will be required.

Mathematical modelling exercise has been carried out to predict incremental concentration of ambient PM and NO2 due to the additional vehicular traffic. The transportation route from Gevra, Dipka & Kusmunda mines to washery site is shown Figure 2.

Impact of off-Site Traffic on Air Quality Generation of particulate emissions is of primary concern during road transportation. The extent of these impacts, at any given time depends upon: The rate of vehicular emission within a given stretch of the road; and

The prevailing meteorological conditions.

The impacts have strong temporal dependence as both of these factors vary with time and would have diurnal, seasonal as well as long term components.

Emissions from road dust

Particulate emissions occur whenever vehicles travel over a paved surface such as a road or

parking lot. Particulate emissions from paved roads are due to direct emissions from vehicles in

the form of exhaust, brake wear and tire wear emissions and re-suspension of loose material on

the road surface. In general terms, re-suspended particulate emissions from paved roads

originate from, and result in the depletion of, the loose material present on the surface (i.e., the

surface loading). In addition, the average weight and speed of vehicles traveling the road

influence road dust emissions.

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Paved road emission factors

The quantity of particulate emissions from re-suspension of loose material on the road surface

due to vehicle travel on a dry paved road may be estimated using the following empirical

expression:

E = k (sL)0.91 (W)1.02

Where: E = Particulate emission factor (having units matching the units of k); sL = Road surface silt loading (grams per square meter) (g/m2), and k = Particle size multiplier for particle size range (Given in Table-1); and W = Average weight (tons) of the vehicles traveling the road.

TABLE-1

PARTICLE SIZE MULTIPLIER FOR PAVED ROAD EQUATION

Particle size fraction k (g/VKT)

PM10 0.15

PM2.5 0.62

Source: EPA AP-42, Section-13.2.1

The predictions of incremental concentrations of CO and NOX due to additional traffic assumed are

made based on site specific meteorological conditions and line source. Own railway siding is

envisaged at Ghutku. ROM coal from the SECL mines will be transported through covered trucks.

The line source is taken based on road network from Gevra, Deepka & Kusmunda mines to coal

washery.

The emission rates as inputs to the line source model are calculated based on “Emission factor

development for Indian Vehicles”, a project executed by the Automotive Research Association of

India, Pune, 2008. The inputs used for modelling area given in Table-2.

TABLE-2

PARAMETERS CONSIDERED FOR MODELLING

Sr. No. Parameter Description

1 Washery production 2.5 MTPA

2 Distance from washery to Gevra mines (OCP)

(road distance)

76 km

Distance from washery to Dipka mines (OCP)

(road distance)

75 km

Distance from washery to Kusmunda mines

(OCP) (road distance)

87 km

3 Truck capacity 25 T

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4 No. of trucks (Mines to washery - considering

100% inward coal by road - Worst case

scenario)

303 trucks/day

No. of trucks (Clean coal & rejects –

considering 20% by road and remaining 80%

by rail - Worst case scenario)

61 trucks/day

5 Emission factors

CO (g/km/vehicle) 6.0

NOx (g/km/vehicle) 9.3

PM (g/km/vehicle) 1.24

6 Emission rate

PM10 (g/s) 25.62

PM2.5 (g/s) 9.74

CO (g/s) 6.7

NOx (g/s) 8.2

Model Predictions

AERMOD, version-7.0 Air dispersion modelling software has been applied to predict PM10, PM2.5, NOx and CO concentrations due to assumed additional vehicular traffic.

The modelling stimulations have been executed based on traffic routes from three mines

to washery site through road distance where Dipka OCP is a distance of 75 km, Gevra

OCP at a distance of 76 km and Kusmunda OCP at a distance of 87 km considering the

worst case scenario. The raw coal will be transported from three mines to project site by road through 25 T capacity trucks. Total number of trucks from mines to washery will be

303 trucks/day considering 100% transportation of raw material by road (worst case).

The clean coal & rejects will be transported by rail and road. The proposal is to dispatch

coal from the washery maximum by rail. However, to work out worst case scenario, the

present modelling has been executed considering 80% of outward will be transported

from own railway siding, located 300 m away at Ghutku and the remaining 20% by road

network. The transportation routes are shown Figure-1.

The predicted PM10, PM2.5, CO and NOx concentrations for additional vehicular traffic due

to the proposed 2.5 MTPA coal washery are presented in Table-3. Isopleths showing

incremental concentrations for PM10, PM2.5, CO and NOx are shown in Figure-2, Figure-

3, Figure-4 and Figure-5 respectively.

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FIGURE-1

TRANSPORTATION ROUTE (AERIAL DISTANCE)

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FIGURE-1(A)

TRANSPORTATION ROUTE MAP

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FIGURE-2

TRANSPORTATION ROUTE MAP

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FIGURE-3

ISOPLETHS SHOWING INCREMENTAL CONCENTRATIONS FOR PM10

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FIGURE-4 ISOPLETHS SHOWING INCREMENTAL CONCENTRATIONS FOR PM2.5

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FIGURE-5 ISOPLETHS SHOWING INCREMENTAL CONCENTRATIONS FOR CO

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FIGURE-6

ISOPLETHS SHOWING INCREMENTAL CONCENTRATIONS FOR NOx

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TABLE-3

PREDICTED INCREMENTAL CONCENTRATIONS DUE

TO ADDITIONAL TRAFFIC

Sr. No. Parameter Incremental Concentration (g/m3)

1 Particulate Matter (PM10) 7.1

2 Particulate Matter (PM2.5) 2.7

3 Carbon Monoxide (CO) 1.9

4 Oxides of Nitrogen (NOx) 2.4

It is observed that the maximum incremental concentrations of PM10, PM2.5, NOx and CO

are 7.1 g/m3, 2.7 g/m3, 1.9 g/m3 and 2.4 g/m3 respectively likely to occur at 20 m

from the centre of the road. The PM10 and PM2.5 and resultant concentrations at nearby

road side habitations are given in below Table-4.

TABLE-4 (A)

RESULTANT PM10 CONCENTRATIONS AT NEARBY HABITATIONS

(WORST CASE SCENARIO)

Sr. No. Name of Village Baseline Concentration

Range

(g/m3)

Incremental Concentration

(g/m3)

Resultant Concentration

(with max baseline

Concentration)

(g/m3)

NAAQ Standard

s

(g/m3)

1 Uslapur 49.1-55.7 1.67 57.4 100

2 Kachhar 53.7-64.3 2.45 66.7 100

3 Ratanpur 51.6-72.1 1.67 73.8 100

4 Limha 64.5-76.5 3.24 79.7 100

5 Pali 58.3-78.4 2.45 80.8 100

6 Nunera 63.5-75.7 2.45 78.1 100

7 Gevra 63.1-81.9 4.02 85.9 100

TABLE-4 (B)

RESULTANT PM2.5 CONCENTRATIONS AT NEARBY HABITATIONS



Range

(g/m3)


(g/m3)


(with max baseline

Concentration)

(g/m3)

NAAQ Standards

(g/m3)

1 Uslapur 18.2-26.1 0.33 26.4 60

2 Kachhar 23.4-28.2 0.62 28.8 60

3 Ratanpur 28.2-32.7 0.92 33.6 60

4 Limha 25.5-32.9 1.52 34.4 60

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5 Pali 25.5-32.9 0.92 33.8 60

6 Nunera 26.5-30.6 0.63 31.2 60

7 Gevra 26.4-34.2 1.52 35.7 60

TABLE-4 (B)

RESULTANT NOx CONCENTRATIONS AT NEARBY HABITATIONS



Range

(g/m3)


(g/m3)


(with max baseline

Concentration)

(g/m3)

NAAQ Standards

(g/m3)

1 Uslapur 18.4-23.4 0.57 24.0 80

2 Kachhar 14.2-19.6 0.84 20.4 80

3 Ratanpur 16.3-24.2 0.57 24.7 80

4 Limha 15.5-19.3 1.11 20.4 80

5 Pali 16.4-21.6 0.84 22.4 80

6 Nunera 18.2-22.3 1.11 23.4 80

7 Gevra 24.3-34.8 1.38 36.2 80

PM10, PM2.5, NO2 and CO concentrations are likely to be very low when compared with NAAQS (100 µg/m3, 60 µg/m3, 80 µg/m3 and 2 mg/m3). Hence, it is assumed that the impact on the present ambient air quality will be insignificant due to the additional traffic from the proposed project activity. The finished product will be sent through own railway siding.

Impact on Traffic Density

For assessing the traffic turning towards / joining from the project road [NH-130]

intersection turning movement survey was conducted. Traffic Flow at Peak Hours at

Intersection / Junction - Count in PCUs is reproduced below from the NHAI final DPR

October 2017. Details provided in Table-5.

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There are two bypasses at Bilaspur and Ratanpur to avoid settlements. Maximum traffic flow

observed towards and from Bilaspur on existing roads and estimated increase in trucks number

due to proposed washery are given below.

TABLE-5 ADDITIONAL TRUCKS DUE TO THE PROPOSED PROJECT

Sr. No. Description No. of trucks / day (due to

proposed project)

Vehicular count in

PCUs

IRC Recommendation

1 Traffic density in the existing road network

5114 15344

18,000 (Two lane roads

with paved shoulders)

2 Presumed additional trucks due to proposed washery

364# 1092

Total 16436

# Considering 100% inward & max. 20% outward coal movement by road.

Additional Traffic and Road Adequacy

With present level of traffic and additional trucks due to the proposed project, total traffic

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volume to and from Bilaspur is estimated as 16436 PCUs. As per the recommendations stipulated by the Indian Road Congress (IRC) for two lane road with paved shoulders is sufficient for traffic volume of 18,000 PCUs per day. Thus the existing road network is adequate even after the additional traffic due to the proposed project.

EAC Query – 2: Detailed schematic diagram of washing process including performance

parameters i.e. mass energy balance for each stage of coal washing, starting from

crushing / screening passing through washing process, would be required to firm up the

yield, actual quantum of washed coal and disposal of rejects.

o Schematic diagram of washing process

The proposed washery is based on heavy media cyclone technology, which is an efficient coal cleaning

process. It is a wet separation process comprising crushing, screening, washing and handling. The washery

will generate two products, namely, clean coal and rejects.

ROM coal (-) 200 mm is subjected to screening to obtain (-) 10 mm size fraction and fines so

collected are stored through belt conveyor.

Remaining ROM coal 10 – 200 mm is subjected to two stage closed circuit crushing & screening

to obtain (-) 50 mm size fraction. Fraction below 10 mm size is sent to fines storage.

10 - 50 mm fraction, through covered belt conveyors, is fed into coal wetting launder in the

washing plant. Coal water slurry then flows through a set of Desliming Sieve Bend and Screen to

remove (-) 1 mm coal fines.

Deslimed coal coarser fraction of (+) 1 mm from screen discharge chute goes to a launder.

Magnetite media of required specific gravity is added in the launder. The mixture is pushed into

the HM Cyclone tank where gravimetric separation takes place. Buoyancy effect of the media

forces the lighter coal solids to the center of the cyclone where they are transported upward and

the dense mineral matter spirals toward the apex and exits through orifice. Low ash coal comes

out as overflow, which is clean coal having approx. 32% ash and the underflow is reject having

approx. 58% ash.

Magnetite carried away by the coal particles is recovered by water spraying and is re-circulated

back to the washing system.

Rejects collected from overflow of the screen is dried in a centrifuge. Dried rejects along with

dewatered fine coal will be transported through belt conveyor to the rejects storage.

• Fine coal slurry collected in the fine coal tank is pumped into a set of classifying cyclone. The

underflow of classifying cyclone is dewatered in Hi Frequency screen while the overflow from

cyclone will be fed to a Hi-rate Thickener.

• Thickened slurry from thickener is dewatered in a multi-roll Belt Press filter. Anionic and Cationic

Flocculants are added in thickener and Belt Press to facilitate settling and dewatering process.

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• The discharge from Hi Frequency screen and belt press is mixed with rejects for dispatch to the

end users.

Entire process waste water is recycled in the washing circuit as such no effluent discharge is

envisaged.

The schematic diagram of coal washery is given in Figure-7.

o Mass energy balance stage-wise

The material and energy balance is given below in Figure- 8.

o Disposal of rejects

The proposed washery will produce clean coal and rejects. The rejects will be dispatched to the

prospective clients by rail and road. The clients not connected by rail will receive rejects by road

through 25 tonner covered trucks.

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FIGURE-7

PROCESS FLOW

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FIGURE-8

MASS & ENERGY BALANCE

ANNEXURE - Response to EAC Queries

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