Annexure-IA (EIA)

8/7/2019 Annexure-IA (EIA)

http://slidepdf.com/reader/full/annexure-ia-eia 1/90

Package-I Detailed Project Report Vol-IV EIA / IEE Report

CONTENTS

List of Table ............................................................................................................................41.0 Executive Summary .........................................................................................................6

1.1 Introduction ..............................................................................................................6

1.2 Existing Environmental Features .............................................................................71.3 Potential Impact and Mitigation Measures .......................................7

1.3.1 Physical Environment ...............................................................................7

1.3.2 Water Environment ............................................................................... 10

1.3.3 Air Environment ..................................................................................... 11

1.3.4 Noise Environment ................................................................................. 12

1.3.5 Socio-Economic Environment ................................................................ 13

1.3.6 Ecological Resources .............................................................................. 15

Public Consultations .................................................................................................... 15

Analysis of Alternative ................................................................................................ 16

Recommendations and Conclusions ............................................................................ 16

Environmental Management Plan ................................................................................162.0 Introduction ...................................................................................................................18

2.1 General .................................................................................................................. 18

2.2 Alignment ............................................................................................................. 19

2.3 Objective of Project .............................................................................................. 19

2.4 Scope ......................................................................................................................20

2.5 Methodology .......................................................................................................... 20

2.6 Structure of Report .................................................................................................213.0 Project Description ........................................................................................................23

3.1 Introduction to Project Area ...................................................................................23

3.2 Existing Road Terrain ............................................................................................ 23

3.3 Project Impact ....................................................................................................... 23

3.4 Land acquisition ....................................................................................................24

3.5 Project Components ............................................................................................... 24

3.5.5 Safety Measures ...................................................................................... 30

3.5.6 Bridge and Culvert Improvement ........................................................... 31

3.5.7 Waste Material Management .................................................................. 31

3.5.8 Equipment Staging & Materials ..............................................................32

3.5.9 Aggregates and Sand Sources ................................................................. 32

3.6 Field Surveys and Data Collection ........................................................................ 32

3.7 Assembly and Analysis of Data ............................................................................. 33

3.8 Reports ................................................................................................................... 334.0 Policy, Legal and Administrative Framework ..............................................................34

4.1 Policy ..................................................................................................................... 34

4.2 Legislation ..............................................................................................................34

4.2.1 Environmental Protection Act .................................................................34

4.2.2 The Environmental Impact Assessment Notification (1994) and Amended

Notification 1997 ............................................................................................. 35

4.2.3 Forest (Conservation) Act (As Amended in 1980) ................................. 35

4.2.4 Water (Prevention and Control of Pollution Act) 1974 (Amended 1988)

36

4.2.5 Air (Prevention & control of Pollution) Act 1981 as Amended in 1981 as

(Amended in 1987) .......................................................................................... 37

Consultancy Service for 4/6 Laning From Zaidun Leeng Sdn. Bhd. Page of 90Pune-Solapur of NH-9 in the State of Maharashtra &Package No. NHDP-III/DL4/04 Artefact Projects

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4.2.6 Noise Pollution (Regulation and Control) Rules, 2000 ........................ 37

4.2.7 Motor Vehicle Act 1988 ......................................................................... 37

4.2.8 Movement of Hazardous chemicals ........................................................ 38

4.3 Environmental Administrative Framework ........................................................... 38Table 4.1 - Key Environmental Legislation in India ...........................................................38

4.4 National Environmental Quality Standards ........................................................... 394.4.1 Air Quality Standards ............................................................................. 39

Table 4.2 - National Ambient Air Quality Standards ..........................................................39

4.4.2 Water Quality Standards ......................................................................... 40Table 4.3 - Guidelines of CPCB on Water Quality Criteria ................................................41

4.4.3 Noise Standards ...................................................................................... 41Table 4.4 - National Ambient Noise Standards ..................................................................415.0 Description of Existing Environment ............................................................................43

5.1 General .................................................................................................................. 43

5.2 Physical Features ................................................................................................... 43

5.2.1 Physiographic and Land use ................................................................... 43

Table 5.1 - Land Use Details ................................................................................................44Table 5.2 - Physiography and Land use of Project Area ...................................................44

5.2.2 Geology, Soils and Minerals ...................................................................44

5.2.3 Climate .................................................................................................... 46

5.2.4 Air Quality ............................................................................................. 47Table 5.3 - Locations for Air Quality Monitoring ................................................................47Table 5.4 - Air Quality Monitoring results at the identified locations ..............................48

5.2.5 Noise levels ............................................................................................ 48Table 5.5 - Noise Quality Monitoring results at the identified locations ..........................49

5.2.6 Water environment (surface and ground water quality) ......................... 49Table 5.6 - Water quality sampling location points ...........................................................49Table 5.7 - Water quality monitoring results at the identified locations .........................50

5.3 Biological Resources ........................................................................................... 50

5.3.1 Terrestrial Flora and Fauna ..................................................................... 50

5.3.2 Forest Resources ..................................................................................... 52

5.4 Socio economic conditions ................................................................................ 52

5.4.1 Demographic features ............................................................................ 52

5.4.2 Properties within ROW ...........................................................................526.0 Impact Identification & Evaluation ................................................................................54

6.1 General ................................................................................................................... 54

6.2 Study Methodology ................................................................................................54

6.2.1 Assessment of the Potential Impacts .......................................................54

6.2.2 Environmental Monitoring and Analysis ................................................556.3 Likely Potential Impacts ........................................................................................ 57Table 6.1 - Potential Environmental Impacts ....................................................................58

6.3.1 Impact Evaluation .................................................................................. 59Table 6.2 - Evaluation of Environmental Impacts ..............................................................59

6.3.1 Physical Environment ............................................................................. 61

6.3.2 Water Resources and Water Quality ...................................................... 62

6.3.3 Air Quality .............................................................................................. 64

6.3.4 Noise Quality .......................................................................................... 65

6.3.5 Socio-Economic Environment ................................................................ 667.0 Mitigation and Enhancement Measures .......................................................................70

7.1 General ................................................................................................................... 70


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7.2 Suggested Mitigation Measures ............................................................................. 71

7.2.1 Physical Environment ............................................................................. 71Table 7.1 - Minimum distance of operation from Stationary Source ................................75Required for Meeting Standards .........................................................................................75

7.3 Socio – Economic environment ............................................................................. 77

7.3.1 Land acquisition ......................................................................................777.3.2 Land Use Change .................................................................................... 77

7.3.3 Local Residents and Road users ............................................................. 78

7.3.4 Health Safety and Hygiene of Construction Workers .............................78

7.3.5 Disruption to Community ....................................................................... 79

7.3.6 Employment ............................................................................................ 79

7.4 Ecological Resources ............................................................................................. 79

7.4.1 Vegetation ............................................................................................... 798.0 Institutional Strengthening and Training .....................................................................81

8.1 Introduction ............................................................................................................81

8.2 Institutional Arrangement ...................................................................................... 81

8.2.1 Environmental management System (EMS) ...........................................818.2.2 Duties of Various organizations in the EMS .......................................... 82

8.3 Awareness and Training ........................................................................................ 83

8.4 Monitoring and Reporting Procedures ...................................................................84

8.4.1 Responsibility for Monitoring .................................................................84

8.4.2 Routine Monitoring .................................................................................84Table 8.1 - Testing of Environmental parameters and Standard Protocol.......................85

8.4.3 Recording the Data ................................................................................. 85

8.4.4 Record Keeping ...................................................................................... 86

8.5 Monitoring Plan ..................................................................................................... 86

8.6 Arboriculture and Landscaping ..............................................................................86

8.6.1 General .................................................................................................... 868.6.2 Types of Trees / Species ......................................................................... 87

Table 8.2 - Types of Species for Plantation ........................................................................87

8.6.3 Methodology .......................................................................................... 88

8.7 Landscaping ........................................................................................................... 88

8.7.1 Design for Plantation of Trees along the Road ....................................... 88

8.7.2 Toll Plazas ...............................................................................................89

8.7.3 Junctions ................................................................................................. 89

8.7.4 Turfing .................................................................................................... 90

8.8 Budget and Costing ................................................................................................90Table 8.3 - Summary of Cost Estimate for EMP Implementation ......................................90


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List of TableList of Table ............................................................................................................................41.0 Executive Summary .........................................................................................................6

1.1 Introduction ..............................................................................................................6

1.2 Existing Environmental Features .............................................................................71.3 Potential Impact and Mitigation Measures .......................................7

1.3.1 Physical Environment ...............................................................................7

1.3.2 Water Environment ............................................................................... 10

1.3.3 Air Environment ..................................................................................... 11

1.3.4 Noise Environment ................................................................................. 12

1.3.5 Socio-Economic Environment ................................................................ 13

1.3.6 Ecological Resources .............................................................................. 15

Public Consultations .................................................................................................... 15

Analysis of Alternative ................................................................................................ 16

Recommendations and Conclusions ............................................................................ 16

Environmental Management Plan ................................................................................162.0 Introduction ...................................................................................................................18

2.1 General .................................................................................................................. 18

2.2 Alignment ............................................................................................................. 19

2.3 Objective of Project .............................................................................................. 19

2.4 Scope ......................................................................................................................20

2.5 Methodology .......................................................................................................... 20

2.6 Structure of Report .................................................................................................213.0 Project Description ........................................................................................................23

3.1 Introduction to Project Area ...................................................................................23

3.2 Existing Road Terrain ............................................................................................ 233.3 Project Impact ....................................................................................................... 23

3.4 Land acquisition ....................................................................................................24

3.5 Project Components ............................................................................................... 24

3.5.5 Safety Measures ...................................................................................... 30

3.5.6 Bridge and Culvert Improvement ........................................................... 31

3.5.7 Waste Material Management .................................................................. 31

3.5.8 Equipment Staging & Materials ..............................................................32

3.5.9 Aggregates and Sand Sources ................................................................. 32

3.6 Field Surveys and Data Collection ........................................................................ 32

3.7 Assembly and Analysis of Data ............................................................................. 33

3.8 Reports ................................................................................................................... 334.0 Policy, Legal and Administrative Framework ..............................................................34

4.1 Policy ..................................................................................................................... 34

4.2 Legislation ..............................................................................................................34

4.2.1 Environmental Protection Act .................................................................34


Notification 1997 ............................................................................................. 35

4.2.3 Forest (Conservation) Act (As Amended in 1980) ................................. 35


36


(Amended in 1987) .......................................................................................... 37


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4.2.6 Noise Pollution (Regulation and Control) Rules, 2000 ........................ 37

4.2.7 Motor Vehicle Act 1988 ......................................................................... 37

4.2.8 Movement of Hazardous chemicals ........................................................ 38

4.3 Environmental Administrative Framework ........................................................... 38Table 4.1 - Key Environmental Legislation in India ...........................................................38

4.4 National Environmental Quality Standards ........................................................... 394.4.1 Air Quality Standards ............................................................................. 39

Table 4.2 - National Ambient Air Quality Standards ..........................................................39

4.4.2 Water Quality Standards ......................................................................... 40Table 4.3 - Guidelines of CPCB on Water Quality Criteria ................................................41

4.4.3 Noise Standards ...................................................................................... 41Table 4.4 - National Ambient Noise Standards ..................................................................415.0 Description of Existing Environment ............................................................................43

5.1 General .................................................................................................................. 43

5.2 Physical Features ................................................................................................... 43

5.2.1 Physiographic and Land use ................................................................... 43

Table 5.1 - Land Use Details ................................................................................................44Table 5.2 - Physiography and Land use of Project Area ...................................................44

5.2.2 Geology, Soils and Minerals ...................................................................44

5.2.3 Climate .................................................................................................... 46

5.2.4 Air Quality ............................................................................................. 47Table 5.3 - Locations for Air Quality Monitoring ................................................................47Table 5.4 - Air Quality Monitoring results at the identified locations ..............................48

5.2.5 Noise levels ............................................................................................ 48Table 5.5 - Noise Quality Monitoring results at the identified locations ..........................49

5.2.6 Water environment (surface and ground water quality) ......................... 49Table 5.6 - Water quality sampling location points ...........................................................49Table 5.7 - Water quality monitoring results at the identified locations .........................50

5.3 Biological Resources ........................................................................................... 50

5.3.1 Terrestrial Flora and Fauna ..................................................................... 50

5.3.2 Forest Resources ..................................................................................... 52

5.4 Socio economic conditions ................................................................................ 52

5.4.1 Demographic features ............................................................................ 52

5.4.2 Properties within ROW ...........................................................................526.0 Impact Identification & Evaluation ................................................................................54

6.1 General ................................................................................................................... 54

6.2 Study Methodology ................................................................................................54

6.2.1 Assessment of the Potential Impacts .......................................................54

6.2.2 Environmental Monitoring and Analysis ................................................556.3 Likely Potential Impacts ........................................................................................ 57Table 6.1 - Potential Environmental Impacts ....................................................................58

6.3.1 Impact Evaluation .................................................................................. 59Table 6.2 - Evaluation of Environmental Impacts ..............................................................59

6.3.1 Physical Environment ............................................................................. 61

6.3.2 Water Resources and Water Quality ...................................................... 62

6.3.3 Air Quality .............................................................................................. 64

6.3.4 Noise Quality .......................................................................................... 65

6.3.5 Socio-Economic Environment ................................................................ 667.0 Mitigation and Enhancement Measures .......................................................................70

7.1 General ................................................................................................................... 70


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7.2 Suggested Mitigation Measures ............................................................................. 71

7.2.1 Physical Environment ............................................................................. 71Table 7.1 - Minimum distance of operation from Stationary Source ................................75Required for Meeting Standards .........................................................................................75

7.3 Socio – Economic environment ............................................................................. 77

7.3.1 Land acquisition ......................................................................................777.3.2 Land Use Change .................................................................................... 77

7.3.3 Local Residents and Road users ............................................................. 78

7.3.4 Health Safety and Hygiene of Construction Workers .............................78

7.3.5 Disruption to Community ....................................................................... 79

7.3.6 Employment ............................................................................................ 79

7.4 Ecological Resources ............................................................................................. 79

7.4.1 Vegetation ............................................................................................... 798.0 Institutional Strengthening and Training .....................................................................81

8.1 Introduction ............................................................................................................81

8.2 Institutional Arrangement ...................................................................................... 81

8.2.1 Environmental management System (EMS) ...........................................818.2.2 Duties of Various organizations in the EMS .......................................... 82

8.3 Awareness and Training ........................................................................................ 83

8.4 Monitoring and Reporting Procedures ...................................................................84

8.4.1 Responsibility for Monitoring .................................................................84

8.4.2 Routine Monitoring .................................................................................84Table 8.1 - Testing of Environmental parameters and Standard Protocol.......................85

8.4.3 Recording the Data ................................................................................. 85

8.4.4 Record Keeping ...................................................................................... 86

8.5 Monitoring Plan ..................................................................................................... 86

8.6 Arboriculture and Landscaping ..............................................................................86

8.6.1 General .................................................................................................... 868.6.2 Types of Trees / Species ......................................................................... 87

Table 8.2 - Types of Species for Plantation ........................................................................87

8.6.3 Methodology .......................................................................................... 88

8.7 Landscaping ........................................................................................................... 88

8.7.1 Design for Plantation of Trees along the Road ....................................... 88

8.7.2 Toll Plazas ...............................................................................................89

8.7.3 Junctions ................................................................................................. 89

8.7.4 Turfing .................................................................................................... 90

8.8 Budget and Costing ................................................................................................90Table 8.3 - Summary of Cost Estimate for EMP Implementation ......................................90

1.0 Executive Summary

1.1 Introduction

The project under consideration aims at developing Pune to Solapur NH-9 section

located in the state of Maharashtra and is a part of NHDP connecting North-South

corridors.

The present section of the project corridor lies between Pune and Solapur (PWD Km

40.000 to Km 144.400)


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1.2 Existing Environmental Features

The project road passes mostly through Plain terrain except for a few segments where

it passes through rolling terrain. The project stretch runs mostly through open

agricultural fields with small habitations all along.

The existing ROW along the project road generally varies between 15 - 30 meters

which is inadequate to accommodate upgraded 4 lane facility; hence it requires a

minimum width of 60m. The available ROW along the Project corridor is generally

clear of encroachments except in certain village/ town limits where temporary /

permanent construction exist within the ROW.

There are several Sugar Factories / pharmaceutical factories / Chemical factories

together with some Sugar factories, service stations, commercial developments,

restaurants / Dhabas, aggregate crushers. There is no natural conservation area in

and around the project.

1.3 Potential Impact and Mitigation Measures

1.3.1 Physical Environment

1.3.1.1 Meteorology

No change in the macro-climatic setting (precipitation, temperature and wind) is

envisaged due to the project. The microclimate is likely to be temporarily modified by

vegetation removal and the addition of increased pavement surface. This will result in

an increase in daytime temperature on the road surface and soils due to loss of shade

trees and green cover.

Mitigation Measures

Impacts to the micro-climate will be unavoidable, but will be significant over a short

term. In the long term, the impact is reversible and will be mitigated by the

establishment of new vegetation, including the addition of trees. The short term impact

will be minimized to the extent possible by minimizing the number of trees to be

removed through minor adjustments to the road alignment.


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Geology, Soil and Mineral Resources

Construction Phase

Large quantities of sand and aggregate materials are required for road sub-base /

base / pavement construction, and asphalt mixing. The volume of material required

will depend on the volume of suitable material that is excavated during construction.

Impacts resulting from the import of sand and aggregate materials are highest if a new

quarry is required. The impacts of establishing a new quarry are typically extensive,

including impacts to soils / geology, agriculture or other land use, air quality (dust),

noise / vibration (from blasting and / or scraping), traffic (truck hauling) and permanent

aesthetic impacts to the landscape. In addition to these impacts, environmental effects

will also be generated by the establishment and operation of concrete and asphalt

plants that may be installed during operation. These plants result in air quality impacts(e.g., dust, noxious gases), noise impacts (from crushing and loading activities), and

impacts from truck traffic (e.g., noise, dust, safety concerns, and highway congestion).

There is also potential for contamination of soils from spilled fuel, engine oil, bitumen /

asphalt, etc. Some contamination of soil can be expected due to the deposition of

dust, and other vehicle emissions, although this is not expected to be significant. In

extremely rare events, some spills of fuel, oil and possibly other chemicals could occur

as the result of accidents. Routine runoff will also contain some contamination from

fuel, oil and grease, but contamination of soils is unlikely due to drainage controls.

Mitigation Measures

The primary mitigation to reduce the impacts of sand and aggregate material

excavation is to maximize the use of materials excavated from the construction site. It

is expected that even with maximum use of available materials, some additional

material will have to be excavated from borrow areas near the project, or imported

from outside the road study area.

Mitigation to minimize the impacts is to maximize the purchase of material from the

established quarries. Any new borrow or quarry areas that are established within the

vicinity of the road should be operated and closed in the context of a management

plan, established prior to construction. The management plan should include

provisions for minimizing noise and dust impacts during operation, and should provide

details for rehabilitation at closure. Waste soils that are not suitable for construction


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will be used as much as possible to balance out fill areas, and residual volumes will be

used in the rehabilitation of borrow areas for grading.

Concrete asphalt Plant to be deployed for the project will be established at suitable

distances from sensitive areas such as forests and residential areas. Equipment used

in the plants must meet regulatory air and noise emission standards as per CPCB

norms.

Soil contamination will be limited through the establishment of management

procedures that prevent spillage. It is particularly important that equipment storage /

maintenance areas are designed and operated in accordance with environmental

procedures, established in the Environmental Management Plan, including procedures

for fuel and vehicle oil storage and transfer and waste oil storage. Similar procedures

have been established for the development and operation of concrete and asphaltplants. Contaminated soils that do not meet quality guidelines established for fill

material will be removed by the construction Contractor from the area and disposed

off in accordance with State and National laws governing hazardous waste.

The impact of erosion will be minimized by adopting the following measures:

• Avoiding steep slopes;

• Minimizing cut & fill;

• Minimizing the establishment of quarries / borrow pits;

• Minimizing soil contamination through responsible vehicle maintenance, waste

management and drainage controls;

• Adopting stable embankment slopes (slope angles in excess of natural angle of

repose) and providing retaining structures where necessary such as metal fencing,

stone pitching, and riprap and rock material embedded in the slope face, as well

as gabions and cribs to protect stream / river embankments.

• Replanting disturbed areas immediately after construction is completed in each

segment (i.e. on an on-going basis prior to completion of all project construction)

Operation Phase

In general, impacts to geology, soils and mineral resources during the operation stage

of the project are limited to the potential contamination of soils from the spill of

contaminants, usually as a result of vehicle accidents.

Mitigation of these impacts is addressed in the Environmental Management Plan,

largely as institutional arrangements for emergency service personnel, including


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training in emergency response and contingency planning, plus the provision of

suitable spill containment and clean-up equipment.

Re-vegetation of embankment slopes with grass and other herbs and fast growing

plants to limit erosion potential.

1.3.2 Water Environment

Construction Phase

The project road crosses several watercourses, including the Bhima and Sina Rivers,

and many other small watercourses. Potential impacts on surface water hydrology

include flow modification that can lead to flooding (low level) and channel modification,

although significant drainage modification is unlikely.

Construction activities can potentially lead to water quality degradation in the form of

increased concentration of suspended solids (increase in turbidity by 5-20 NTU),

resulting from surface runoff (exposed soils within the construction area) and / or

erosion of the channel (potentially resulting from increased flow velocity) and / or river

or stream banks, as well as windblown dust. Uncontrolled spills of chemicals, fuels

and oils from construction machinery could also deteriorate water quality.

Drilling and piling could potentially cause local ground water flow modifications leading

to localized deterioration of vegetation and increased susceptibility to erosion, as well

as water table depletion, potentially resulting in impacts to local (ground) water

supplies.

Mitigation Measures

Impacts to surface water hydrology will be controlled throughout the construction

period by working primarily in the dry season when flows are very low to nil. Any

watercourse diversions will be designed so as not to result in velocity impacts that

could cause erosion of the stream channel, by incorporating energy dissipation into

the diversion design. No work, including bridge pier or abutment construction, will be

conducted directly in flowing water.

Water quality impacts will be minimized by ensuring that erosion controls such as silt

fencing, are put in place in all work areas near watercourse crossings or drainage

channels. The quality of all drainage channels and ditches will be monitored and

corrective actions taken where turbidity is unacceptably high. Only "clean" fill

materials will be used around watercourses, and stockpiles will be controlled to

prevent uncontrolled runoff / erosion.


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Alternate water supplies or new wells will be provided to residents where de-watering

of groundwater results in water supply impacts and asphalt plants, equipment storage

and maintenance areas, and construction camps will be located at a reasonable

distance away from watercourses.

Operation Phase

Routine water quality impacts during operation will result primarily from the runoff of

contaminants from the surface of the roadway into local watercourses. Routine runoff

is likely to contain sediment (soils), and trace concentrations of hydrocarbons from

fuel, oil and tire wear. Sedimentation could also result from windblown dust, as well as

the potential for deposition of traces of NOx and SOx, although any increase in

concentrations of these elements will result from the future increase in traffic volume

rather than from development of the project. The potential for major contamination is

very limited, and would result only from very low frequency events such as traffic

accidents which could potentially result in the spill of contaminants such as fuel, oil,

chemicals, etc

Mitigation Measures

Runoff into surface receivers during operation will be limited by the provision of storm

water drainage ditches, and where considered necessary, sedimentation ponds to

settle out suspended solids. Post-construction monitoring of surface receivers should

identify the need for any additional measures should it be demonstrated that turbiditylevels and contaminant concentrations (predominantly hydrocarbons) exceed State

and federal water quality standards as a result of highway runoff.

The mitigation of impacts arising from low frequency uncontrolled spills is addressed

in the Environmental Management Plan, largely as institutional arrangements for

emergency service personnel (fire and police), including training in emergency

response and contingency planning, plus the provision of suitable spill containment

and clean-up equipment.

1.3.3 Air Environment

Construction Phase

Impacts to the air environment during construction will largely result from the

generation of dust. Dust will be generated as a result of site clearing and grading,

heavy machinery traveling over exposed soils, truck traffic, and the production of

construction materials at borrow pits and off-site quarries. Dust generation impacts will

be most significant along new bypass alignments. Elevated levels of SO2, CO and

hydrocarbons are likely from hot mix plant operations


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Operation Phase

Air quality monitoring reveals that the current air quality of the study area is within

permissible limits. However, emission levels are expected to increase with the

increase in vehicle numbers.

Mitigation Measures

During construction, water will be sprinkled regularly on exposed surfaces to reduce

adverse effects caused by dust and particulate matter. Vehicles delivering

construction materials will be covered to reduce spills and dust, and stringent control

measures will be exercised on the maintenance of construction equipment, machinery

and vehicles. Borrow pits, quarries concrete plants and asphalt mixing plants will be

located more than 500 m away from any settlement.

1.3.4 Noise Environment

Construction Phase

Monitoring of current noise levels at selected locations within the study area shows

that existing noise levels at all the locations are higher than the maximum permissible

limit of 75 dB(A). Out of the identified locations the noise levels of 87.58 dB (A) at

village Mohol is higher than other identified location points.

Noise impacts due to various construction activities are likely but are expected to be

confined to the immediate vicinity of the project corridor. Increased noise levels are

expected due to the movement of construction machinery, concrete and asphalt plant

operations and blasting/scraping in the vicinity of borrow pits and quarries. The likely

noise generated during excavation, loading and transportation of material near the

borrow areas will be in the range of 90 to 105 dB (A). During the operation stage of the

project, increased traffic volumes along the highway will result in increased noise

levels.

Mitigation Measures

In order to minimize the rise in noise levels, mixing plants should be located at least

500m away from built-up areas. The contractor will be directed to provide earplugs to

workers to reduce the impact. Noisy operations will be scheduled to prevent night time

activities when noise levels are above ambient levels. In addition to the above, the

contractor will follow guidelines given in CPCB for the operation of construction

machinery:

Other mitigation measures that could be implemented include:


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• Purchase of most severely impacted properties;

• Noise barriers at selected locations,

• Signals to alert riders and underpasses at selected locations, especially at

sensitive receptors i.e. temples and schools

• Restriction of blowing of horns and specifying silence zones in selected areas,

especially at sensitive receptors i.e. temples and schools.

1.3.5 Socio-Economic Environment

1.3.5.1 Land Acquisition

Construction Phase

The acquisition of about 308.97 hectares of land will cause changes in the land use

pattern of the area. Major portions of the land to be acquired are used for agricultural

purposes. The displacement of these lands will result in loss of agricultural production,

employment and traditional livelihood for affected farmers.

The acquisition of this land will result in the following losses:

• Productive agricultural soils and operating farms;

• Community space

• private properties, residences and businesses and amenities;

As per NHAI policy, affected people should be (a) compensated for their loss at full

replacement cost, (b) assisted in the move and supported during the transition period,

and (c) assisted in their efforts to improve their living standards, income earning

capacity and production levels, or at least to restore them

Land Use Changes

Changes in land use are most likely to occur in the by-pass segments, as increased

roadway access will increase the desirability of the land for purposes such as

residential and commercial / industrial development. The increased attractiveness for

these uses is likely to result in increased land values, which in turn could lead to land

speculation. Often agricultural land which has been purchased for speculative

purposes will not be managed with the same degree of interest by the new owner /

developer as it was by the farmer, and may not be operated as agricultural land. The

availability of cheaper labours in the rural areas combined with increased access to

urban markets could result in significant changes to land use and community

dynamics in the areas that were previously agricultural. Changes that might occur

would include residential / commercial and industrial development along the roadway.


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Mitigation Measures

As per the survey conducted thirty percent of the owners were non-committal on their

preference for resettlement and rehabilitation. However among those who gave their

preference, cash assistance was the most preferred option irrespective of tenure.

A Resettlement Action Plan has been developed for the project which details the

specific losses anticipated as a result of the acquisition of private properties for ROW

expansion and re-alignments (e.g. by-passes). The RAP also outlines the financial

compensation that is recommended to cover the financial loss associated with

property acquisition, in accordance with applicable laws, government guidelines and

practices. In addition to financial compensation for property acquisition, government

practices also include financial compensation for lost business (e.g. revenues from

agriculture) and moving expenses.

PAPs owning agricultural land and assets will be paid cash at replacement cost. The

replacement value will be arrived through a negotiated settlement. If negotiations fail,

then the land and asset will be acquired as per the provision of The National

Highways Act, 1956.

Monuments / Historical Areas

There are no such monuments / Historical Areas within the proposed ROW of the road

or within the 50m from the project road.Health, Safety and Hygiene of Construction Workers

The most significant impact of the project on public health is likely to arise from

construction camps. These camps are anticipated to house up to 200 people for a

period of 30-40 months. Given this concentration of people, the potential for disease

and illness transmission will increase.

Mitigation Measures

Construction workers will be fully trained and will be provided adequate safety

measures such as safety helmets, safety boots, earplugs, and gloves. During

construction regular training will be given to construction workers in respect of safety

measures as well as environmental protection measures. Construction workers will

also be provided ready access to on- or off-site health care facilities to reduce the

transmission of infectious diseases, and provide first aid for minor injuries.


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Impacts to Indigenous Communities

The villages rely primarily on agriculture and animal husbandry for their main source

of income, and follow a traditional subsistence lifestyle. All vulnerable persons whose

source of income is affected will be entitled to a one-time grant of Rs.2000/- towards

training.

1.3.6 Ecological Resources

1.3.6.1 Vegetation

Construction Phase

Widening of the proposed highway section of package - I will result in the removal of

about 4674 trees/ plants. The removal of these trees and the loss of vegetation cover

will have some effect on local ecological balance, such as the disruption of habitat for small birds, mammals, etc., that will be forced to migrate to other areas. The removal

of vegetation may also lead to minor climatic changes such as altered surface

hydrology, increased temperatures due to reduced shade cover, etc.

Mitigation Measures

Vegetation such as grasses and small shrubs will recover quickly, and for each tree

that is removed, 10 trees will be planted within the ROW. Most of the trees to be cut

are of girth size G3 and G2 i.e. mature trees. Although it will take time for the trees to

mature, the long term impact of removing the trees is expected to be minimal.

Operation Phase

In the NH-9 corridor, where the habitat is generally less disturbed / urbanized and

species diversity is expected to be higher, there is expected to be regular animal

movement across the highway by animals accessing the productive river valleys on the

north. Expansion of the highway from one to four lanes would have a significant effect on

these species as the roadway would create a barrier to animals on the south side that

routinely access the productive valleys on the north side.

Public Consultations

Public consultations have been carried out during the month of May and June 2006 at

various places along the Project corridor. The district officials, representatives from

local bodies, politicians and large number of project affected persons have attended

the meetings. The various points raised in the meeting mostly concentrated on


15






agencies will be brought together by the ‘Environmental Management Unit’

proposed to be set up under the Project Implementation Unit (PIU) of the NHAI. This

unit will also arrange training of the staff involved in monitoring of the implementation

of the EMP besides taking steps to create awareness amongst the public and

stakeholders.

The monitoring stations for environmental parameters have been fixed based on

observation of site conditions such as the nature of construction, developments,

congestion, parking places, bus terminals, level of traffic and sources of pollution. The

frequency and duration of testing will be as per the requirements of the SPCB. All

tests will be conducted, as per the relevant IS specification.

There are a few primary long-term environmental concerns to be mitigated. These are

conservation of natural resources, air pollution, noise pollution, surface water

pollution, soil erosion; cutting of trees, noise control and road safety. Surface water

pollution is proposed to be controlled through choice of appropriate type of civil

engineering structures to minimize contamination of water bodies during construction

and provision of adequate drainage. Soil erosion is proposed to be controlled by use

of stone pitching & turfing along the embankments. Cutting of trees will be

compensated by transplantation of existing trees to the extent possible and

compensatory a forestation of trees that have to be cut. The EMP includes a detailed

arboriculture and landscape plan to compensate for the trees cut and the disfigured

skyline and enhancement designs as well. This has been included in Part II –

Environmental Management Plan, of the present report.

An arboriculture and landscaping plan has been proposed for an effective

implementation of roadside plantation and to maintain the aesthetics and to preserve

the green belt developed along the project road. This will also help in compensating

the loss of trees due to the proposed road development.

Most environmental impacts from the project will arise during construction. Items such

as air pollution, surface water pollution, ground water pollution, noise pollution, land

pollution, preservation of ecological resources, respect for cultural and religion

sentiments, labour health, accidents and safety will be controlled by making suitable

provisions in the bid documents and assigning the responsibility for implementing

mitigative measures to the contractor.


17




During the operation phase it has been proposed that NHAI / PWD will monitor

periodically air, water and noise pollution for suitable action as necessary. The primary

post construction responsibility of the NHAI / PWD is maintenance of compensatory

and transplantation trees by watering, manuring and spraying of pesticides and

insecticides.

Implementation of EMP and Costing

The analysis of existing conditions, potential impacts and mitigation measures

suggested above would need effective Environmental Management Plan. Therefore

an Environmental Management Plan has been proposed and will be submitted at DPR

stage separately. The EMP will also include the organizational and staffing

arrangements, environmental training, monitoring procedures and record keeping. A

checklist for environmental monitoring has also been included in EMP. A tentative

cost, for implementing of various mitigation measures suggested on different items is

expected to be about Rs 4.208 lakes / year.

2.0 Introduction

2.1 General

Highways and roads resemble the arteries and veins of a state, which are very

essential for its growth. Highway development leads to economic growth, connects

people, and provides for speedy and safe travel. However, highway development has


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its negative impacts in the form of acquisition of land and property, leading to loss or

diminished livelihood, or loss to homestead, or both. In development projects,

especially in a highway project, the impact is not concentrated to a particular place like

in a reservoir project, but is linearly distributed. Therefore, a large number of people

are likely to be affected, though the degree of impact on each person may vary.

The National Highways Authority of India (NHAI), Ministry of Road and Transport &

Highways (MORT&H), Govt. of India, has taken up the development of various

National Highway Corridors where the intensity of traffic has increased significantly.

The MORT&H have taken the present section of NH-9 on the high priority keeping in

mind the economic importance of the road.

To provide safe, efficient and faster movement of traffic, the MORT&H has planned to

widen the existing 2 lanes Pune - Solapur Section of NH-9 starting from existing PWDChainage of Km. 40.00 to Km. 249.00 with a total length of 209 Kms (Vehicle traveled

distance) to 4-lane capacity. The section of NH-9 is again divided into two contract

packages, i.e. package – I from Km 40.00 to 144.400 and Package – II from Km

144.400 to 249.00. The environmental Study is a part of detailed project study and is

also a statutory requirement for obtaining environmental clearance. The present report

represents a detail Environmental Impact Assessment (EIA) of construction of the

project.

2.2 Alignment

The Project Road i.e. the Pune - Solapur NH-9 is a very important link providing

connection between two state capitals Mumbai & Hyderabad. The project road falls

under the administrative boundary of Pune & Solapur districts in Maharashtra state.

The road inventory reveals that the total length of Project Road is about 205km with

approximate 104 Km length of highway falls in Pune district & 97 Km in Solapur

district. The project road starts from Yavat at PWD Km. 40.000 and ends on PWD

chainage 144.400 for package I. The important towns on the section are Chaufulla,

Bhigwan & Indapur. The total alignment of 104.400 km runs mostly through open

agricultural fields with scattered settlements all along.

2.3 Objective of Project

The project is proposed to widen the 2-lane capacity of Pune – Solapur NH-9 into 4

Lane. Thus the project aims to improve the road connectivity, road transportation, and

better accessibility to major workplaces, market places, education and medical


19




facilities. The project would also benefit the passengers in saving travel time, reducing

the vehicle & road maintenance cost, and would help in easy transportation of goods.

The present study is the assessment of the possible Environmental Impacts due to the

proposed project. Thus, Environmental Impact Assessment EIA aims to -

• To provide existing environmental condition along the project road i.e.

Pune – Solapur National Highway – 9

• To ensure that the significant environmental parameters are considered

during the selection of alignment

• To identify the environmental issues due to the project

• To assess the environmental impacts due to the physical intervention

• To provide mitigation measures in order to reduce adverse impacts due

to the project

• To implement Environmental Management Plan

2.4 Scope

The study is restricted to the project area falls in Pune district under Contract Package

– I with chainage of PWD Km 40.000 to Km 144.400. It is proposed in accordance

with the ADB’s Environment Assessment Guidelines1998.

Special attention would be given to the environmental enhancement measures in the

project like:a) Cultural property enhancement along the highways

b) Bus bays and bus shelters including a review of their location,

c) Highway side landscape and enhancement of the road junctions,

d) Enhancement of highway side water bodies, and

e) Redevelopment of the borrow areas located on public land.

2.5 Methodology

The method adopted for EIA includes the Research & Field Study. The study iscarried out based on available secondary data collected from various departments

including Census dept., Meteorological Department, Statistical Department, the State

Pollution Control Board, Geological Survey of India, Forest Department, Public Works

Department and various institutions & organizations involved in the project.

The field survey was carried out to fill the data gaps identified during reconnaissance

survey and examination of the available secondary information. Monitoring of ambient

air quality, noise level, water quality and soil quality was carried out at identified


20




locations along the project road as per CPCB / MOEF guidelines and relevant BIS

Standards.

To develop an environmental baseline status, data was collected on various

environmental components such as soil, climate, geology, hydrology, water quality,

flora and fauna, habitat, demography, land use, cultural properties etc, with the help of

different formats designed for primary surveys.

Flow Chart 1.1 shows the Methodology adopted for the study:-

2.6 Structure of Report

Environmental Impact Assessment report is divided into the following Chapters:

CHAPTERS

Chapter 1. Executive summary

Chapter 2. Introduction

Chapter 3. Project Description

Chapter 4. Policy, Legal and Administrative Framework

Chapter 5. Description of the Existing Environment

Chapter 6. Impact Identification & Evaluation

Chapter 7. Mitigation and Enhancement MeasuresChapter 8. Institutional Strengthening and Training


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2.0 Project Description


22

EnvironmentalManagement Plan

Suggestion of Mitigation measures

Measures

ImplementationSchedule &

Supervision

Programme Monitoring Plan

Budget for EMP

InstitutionalStrengthening &

Training

Baseline

EnvironmentalAssessment

Identification andAssessment of potentialEnvironmental Impacts

Primary DataCollection

EnvironmentMonitoring

Identification of CriticalEnvironmental issues &selection of preferred

alignment

Secondary Data

Collection

Identifying Aim and Objectives of the study

Preliminary Project

Assessment

Flow Chart 2.1. Methodology




3.0 Project Description

3.1 Introduction to Project Area

The Project road is a section of National Highway – 9 for Contract Package – I start

from Pune (PWD Km 40.000) and terminate at (PWD Km 144.400). The total

alignment of the project package is 104.400 km which falls in Pune District.

The project stretch runs mostly through open agricultural fields with small habitations

all along. It passes through total 34 numbers of villages and town. They are namely

Yavat, Bandgaon, Choufula, Warvand, Patas, Khedgaon, Mukandwadi, Kurkumbh,

Malad, Ravangaon, Deshmukhwadi, Khadki, Bhigwan, Valchandnagar, Dalaj No 1,

Kalewadi No 2, Palasdev Village, Loni Devkar, Balpudi, Indapur and Sardewadi.

The major villages and towns falling under the influence area of 200 m on either side

of the project road are Yawat, Choufula, Varvand, Patas, Khedgaon, Kurkumbh,

Bhigwan and Indapur. The important built up area worth considering is:

1. Indapur town between Km 134.000 and Km 136.000

The villages along this section are also contributing to considerable cross traffic

comprising of vehicular, pedestrian and animal. The disorganized and uncontrolled

habituated movements across a national highway reduces its level of service,

increases its accident rate thereby affecting the safety of traffic.

3.2 Existing Road Terrain

The Project road passes through the Plain terrain except few stretches that consists of

rolling terrain. The existing ROW along the project road generally varies between 15 -

60 meters which is inadequate to accommodate upgraded 4 lane facility; hence it

requires a minimum width of 45 m. The proposed ROW is 60 m in open area, or

where realignment is proposed. The available ROW is generally clear of

encroachments except in certain village/ town limits where land acquisition is required.

3.3 Project Impact

The section passes through major towns i.e. Yawat & Bhigwan. There are 17 minor,

intermediate and major junctions along this section. There are several Sugar Factories

/ Pharmaceutical factories / Chemical factories together with some service stations,


23




commercial developments, restaurants / Dhabas, aggregate crushers, and cement

factories. There is no natural conservation area in and around the project. There is

one existing at-grade railway crossings (Pune - Solapur route) along NH-9 at Km

79/600.There are total 37 Bridges out of which 1 is major Bridges. Major bridge

crossings include Sonar/Roti Nallah, Bhima River, Sapatne Nallah, Seena River,

Sawaleshwar Nallah, Bale Nallah, and Shelgi Nallah. In addition, there are total of 301

cross drainage (CD) structures, consisting of pipe and slab crossings.

3.4 Land acquisition

The proposed road widening will not be confined within the available ROW. Hence

land acquisition is envisaged. However, within the limit of major town some built up

areas are located within the ROW which may need to be shifted partly. The details of

such losses would be discussed in volume V. Resettlement Action Plan. The impacts

of the project would include dislocation of community and religious sites. The impact

can be minimized by considering the opinion of public consultation and offering the

compensation package. Other measures to minimize the resettlement impact are

done by finalizing the road alignment considering the appropriate engineering

design /technology.

3.5 Project Components

The project consists of various components described as follows:

The project works include upgrading of existing two lanes NH-9 in Pune District from

Km 40.000 to 144.400 to a four lane arterial divided National Highway standards.

During the process, the design of Road is done in consultation with geometric,

environmental and social assessment team. In the initial stages it was important to

obtain a description of the proposed project, including suggested alignment; number

of proposed travel lanes; proposed width of right-of-way; bridge / culvert structure

rehabilitation / replacement; source of construction materials; proposed grade

separations, etc.


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Widening Proposals

Chainge in Kilometer as per Topographic Survey

PWD KMLength(Km)

Preferred Side of Widening for

Additional Two

LanesFrom To From To

0.000 2.300 40.000 42.200 2.30 Eccentric Right

2.300 6.000 42.200 45.900 3.70Concentric withService Roads

6.000 14.400 45.900 54.200 8.40 Eccentric Right


16.200 18.200 56.000 58.000 2.00 Eccentric Right

18.200 19.600 58.000 59.400 1.40Eccentric Right with

Service Roads

19.600 23.200 59.400 63.500 3.60 Eccentric Right

23.200 25.300 63.000 65.200 2.10Eccentric Left with

Service Roads

25.300 33.200 65.200 73.000 7.90 Eccentric Right


34.500 58.350 74.200 98.000 23.850 Eccentric Right


60.450 79.200 99.800 116.000 18.750 Eccentric Right


Service Roads

80.000 83.300 116.800 119.800 3.300 Eccentric Right


Service Roads

83.900 97.600 120.400 134.000 13.700 Eccentric Right


100.400 108.050 136.800 144.400 7.650 Eccentric Right

95.700 100.700 132.200 137.200 7.800New Carriagewayfor All the 4 lanes


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3.5.2.3 Proposed Cross Sections

The proposed cross-section in Project stretch consists of four-lane divided

carriageway. The roadway width for the project road, as per NHAI recommendations

is as follows:

Carriageway 2 x 7.0 m = 14.0 m

Paved shoulders 2 x 1.5 m = 3.0 m

Gravel shoulders 2 x 1.0 m = 2.0 m

Raised median 1 x 4.5 m = 4.5 m

Shy distance 2 x 0.25 m = 0.5 m

Total Roadway width 24.0 m

3.5.2.4 Site Clearing & Grubbing

It consists of cutting, removing and disposing of all materials such as trees, bushes,

stumps, roots, grass, weeds, rubbish, top organic soil up to 150 mm in depth etc.,

from the work area, which is unsuitable to execute the works. It also includes

excavation, backfilling of pits resulting from uprooting of trees and stumps to required

compaction, handling, salvaging, and disposal of cleared materials.

While carrying out clearing operations due care must be exercised for the preservation

of all roadside trees, shrubs, pole lines, fences, signs, monuments, buildings,

pipelines, and other utilities within the project work area. During clearing operations

adequate precautions must be taken to minimize soil erosion and water pollution. It

should be ensured that only such methods, tools and equipment as are approved by

the engineer.

All materials arising from clearing and grubbing operations must be disposed of in an

environmentally safe manner.

3.5.2.5 Earthworks

Earthwork consists of excavation, removal and satisfactory disposal of all materials

necessary for the construction of the roadway, side ditches, and waterways. It also

includes the hauling and stacking of or hauling to site of embankment and sub-grade

construction, suitable cut materials as required, and the disposal of unsuitable cut

materials in an ecologically safe manner.

In carrying out above works, adequate measures to control soil erosion, sedimentation

and water pollution must be deployed through the use of berms, sedimentation ponds,

fibre mats, mulches, grasses, slope drains and other devices.


26




The surface area of erodible earth material exposed by clearing and grubbing,

excavation, borrow and fill operations must be limited to the extent possible. It must be

ensured to provide permanent or temporary erosion and sedimentation control

measures to prevent soil erosion and sedimentation that will adversely affect the

construction operations, damage adjacent properties, or cause contamination of

nearby streams or other water courses, lakes, reservoirs etc. Such work may involve

the construction of temporary berms, dikes, sedimentation ponds, slope drains and

use of temporary fabrics, mats, seeding, control devices to control erosion and

sedimentation.

3.5.2.6 Pavement Removal

All existing pavement designated for removal should be removed to an existing joint,

or cut and chipped to a tyre line with a face perpendicular to the surface of the existing

structure. All concrete pavements and miscellaneous structures to be removed should

be broken to smaller pieces and stockpiled at designated locations for subsequent

removal. All pavement removal materials to be salvaged should be placed in neat

stacks of same materials. The materials which cannot be salvaged should be

disposed of in an environmentally safe and approved manner.

3.5.2.7 Granular - Sub Base

It includes natural sand, moorum, gravel, crushed stone, or combination there of

depending on the grading required. These materials should be free from organic or

other deleterious substances should have silt content below ten percent.

Immediately prior to the laying of sub-base materials, the sub-grade shall be prepared

by removing all vegetation and other extraneous matter, lightly sprinkled with water if

necessary and compacted. The sub-base material should be spread on the prepared

sub-grade with motor grader capable of maintaining slope and grade during the

operation. The rolling and compacting should start immediately after the spreading

operations. Each pass of the roller shall uniformly overlap not less than one third of

the track made in the preceding pass. During rolling the grade and cross fall shall be

checked and any high spots or depressions corrected by removing or adding new

materials. All loose, segregated or otherwise defective materials shall be made good

to the full thickness of layer and recompacted.


27




3.5.2.8 Water Bound Macadam Sub – Base / Base

WBM consists of clean, crushed aggregates mechanically interlocked by rolling and

bonding together with screening, binding material where necessary and water laid on

a properly prepared sub-grade / sub-base / base layer as the case may be, and

finishing within the specified tolerances of lines, grades, cross-sections and thickness.

The materials for Water Bound Macadam Sub-base / Base consist of coarse

aggregates such as crushed or broken stone, crushed slag, over burnt brick

aggregates or any naturally occurring aggregates. Crushed slag shall be made from

air-cooled blast furnace slag. It should be of angular shape, reasonably uniform in

quality and density and generally free from thin, elongated and soft pieces, dirt or

other deleterious materials. Over burnt brick aggregates shall be free from dust andother objectionable and deleterious materials.

Screening to fill voids in the coarse aggregate shall generally consist of the same

material as the coarse aggregate.

The prepared Water Bound Macadam aggregates shall be spread uniformly and

evenly over the prepared sub-grade / sub-base to proper profile by using templates

placed across the road. Approved mechanical devices such as aggregate spreader

shall be used to spread the aggregates uniformly so as to minimize the need for

rework. The spreading should be done from stockpiles along the side of the roadway

or directly from the vehicles. The finished surface of the aggregates spread should be

carefully checked with templates and all high or low spots remedied by removing or

adding aggregates as may be required.

All Water Bound Macadam sub-base / base materials must be mined from the

approved aggregate sources.

3.5.2.9 Bituminous Pavement Layers

The bituminous pavement materials comprise of binder, coarse aggregates and fine

aggregate materials.

The binder materials should be of approved Indian Standard (IS).

The coarse aggregates shall consist of crushed rock, crushed gravel or other hard

material retained on the 2.36 mm sieve. They shall be clean, hard, durable, of cubical


28




shape, free from dust and soft or friable materials, organic or other deleterious

materials.

Fine aggregates shall consist of crushed or naturally occurring material, or a

combination of the two, passing 2.36 mm sieve and retained on the 75 micron sieve.

They shall be clean, hard, durable, dry and free from dust, and soft or friable matter,

organic or other deleterious materials.

The sources of all materials must have environmental approvals in place.

Pre-mixed bituminous materials, including bituminous macadam, dense bituminous

macadam, semi-dense bituminous concrete and bituminous concrete, shall be

prepared in a hot mix plant of adequate capacity and capable of yielding a mix of

proper and uniform quality with thoroughly coated aggregates. Hot mix plants should

be calibrated from time to time to ensure uniform and consistent quality.

Bituminous materials shall be transported in clean insulated vehicles, covered with

tarp while in transit or awaiting to be unloaded.

Bituminous materials shall be spread, leveled and tamped by an approved self-

propelling paving machine. The surface over which the bituminous layer is to laid shall

be cleaned of all loose and extraneous matter by means of a mechanical broom or

any other approved equipment.Bituminous materials shall be compacted in layers which enable the specified finished

thickness, surface level, regularity requirements and compaction to be achieved.

Compaction shall commence immediately after laying. Compaction shall be

substantially completed before the temperatures fall below the minimum specified

rolling temperatures. Rolling of longitudinal joints shall be done immediately behind

the paving operation. After this the rolling shall commence at the edges and progress

towards the centre portions, it shall progress from the lower to the upper edge parallel

to the centerline of the pavement. Rolling shall continue until all roller marks have

been removed from the surface.

3.5.3 Pavement Widening

The various widening options explored by the geometric team include:

• Eccentric (asymmetrical widening) mainly in the rural sections as far as possible to

minimize throwaway costs;

• Concentric (symmetrical widening) mostly in urban areas with restricted ROW; and


29




• Realignments and bypasses to minimize environmental and R&R impacts.

3.5.4 Drainage

The highway embankment slopes will be 2H: IV (NHAI recommended), and unless

fully controlled, drainage from the paved highway surface will cause serious erosion of

these slopes. Provision will be made for full length curbs along the median to control

median drainage.

The use of open shoulder system will not only provide for stable embankment slopes

but would also reduce the rate of discharge of storm water to drainage ditches

(thereby reducing peak flood flows), and provide for additional water quality

improvement by filtration of runoff particulates and associated contaminates.

Some of erosion protection measures include:

• Planting of low maintenance, single species ground cover capable of providing

sufficient soil binding.

• Use of a mechanical slope stabilization system, such as plastic netting “Geogrid”

type systems, to stabilize soils and allow for ground cover development between

the grid webbing.

• For immediate control of excavated surfaces, and to reduce erosion by wind and

rain, use of “hydro seeding” systems which contain seed, match tackifier, andfertilizer, and are sprayed over exposed surfaces.

• Uses of a naturally biodegradable blanket cover system to provide for initial

protection while ground cover develops in a protective organic matrix.

• On rural structures of the project roads grassed swales would be incorporated

along highway margins. Grassed or vegetated swales are open drainage ditches

or channels lined with grass.

3.5.5 Safety Measures

Based on field reconnaissance, traffic counts and surveys, safety and accident data,

and a review of national highway standards, a number of safety measures have been

included in highway design to increase pedestrian, cyclist, slow moving vehicle safety

as well as vehicle driver safety. Measures include:

• Street lighting in urbanized areas and at major junctions;

• Paved shoulders to facilitate pedestrian, cycle and slow moving vehicle

movements;


30




• Traffic warning signs;

• Pedestrian underpasses at strategic locations to facilitate highway crossing; and

Details of these measures have been given in the Traffic Management Plan of the

main report.

3.5.6 Bridge and Culvert Improvement

It should be ensured the dismantling and disposal of all abandoned bridges and cross

drainage structure is carried out in an environmental safe and approved manner. All

backfilling of excavation and pits should be made with uncontaminated materials only.

New bridges and culverts may result in potential changes to the drainage pattern and

potential impact to aquatic habitats. The catchment area study should include theseconsiderations.

• New bridge piers in waterways change or restrict flow pattern of rivers,

therefore, due care should be exercised in the design.

• All crushers and concrete plants should be strategically located to minimize air

and noise pollution.

•

Silting appears to be a major concern with most cross drainage structure.Appropriate design and construction methods must be adopted to minimize silting

problems.

3.5.7 Waste Material Management

Materials removed from the demolition of the road surface (e.g. asphalt) will be

crushed and re-used in the preparation of new surface materials, to the extent

practical and feasible. Temporary storage of removed pavement along the roadway

and any other surplus materials excavated from, or generated at the construction site,construction camps or staging areas, will be limited to 30 days. Disposal of all waste

material generated will be the responsibility of the contractor, and shall only be

disposed in designated areas, identified before the construction stage. It is expected

that some wastes (such as soils, tires, etc.) may be considered useful to local

residents, contractors, or municipalities.

To ensure that the waste management is conducted appropriately, the contractor will

be required, as per tender specification, to prepare a waste management plan before


31




the commencement of construction, for approval by the NHAI, and any other

agencies, as necessary. It is expected that this plan will also address the recycling of

spent tyres and waste engine oil, as well as the management of sanitary wastes,

providing details of sanitary waste handling facilities at construction camps and

construction sites.

3.5.8 Equipment Staging & Materials

Construction contractors will be responsible for obtaining any necessary approvals for

their own staging areas and camps. Directions/guidelines for the design and operation

of the staging areas to ensure protection of the environment, has been included in

construction contract specifications. Key concerns addressed are the long–term

storage of materials, the storage and transfer of fuel and engine oils, the

establishment of sanitary facilities and the provision of water, and the remediation of

the areas/camps at the completion of construction.

3.5.9 Aggregates and Sand Sources

Considerable quantity of soil and rock aggregate is expected to be collected /

extracted from borrow areas and quarries identified in the vicinity of project road.

During pit development, all construction activities should be confined to designated

areas only, and must be in full compliance with the Environmental Protection Act.

Crushers, concrete, and asphalt plants should be strategically located to minimize air

and noise pollution. Access roads to borrow areas / quarries should be frequently

graded, and water sprayed for dust control.

Mixing and batching operations should be carried out on designated land to minimize

impact to adjacent fertile lands. All construction equipment and vehicles should be

well maintained and equipped with mufflers to keep noise level within permissible

limits. Any engine oil / diesel or transmission fluid spillage must not be allowed.

3.6 Field Surveys and Data Collection

A primary survey has been carried out at various locations along the project corridor. It

includes:-

• Environmental Monitoring Surveys,

• Tree Inventory Survey,


32




• Public Consultation with affected peoples,

• Air, Water & Noise Monitoring and

• Location specific site surveys for environmental enhancement

The data collection from the field was completed with the help of enumerators /

investigators. The enumerators were trained and they practiced for two days by filling

up the Questionnaire at the site. The data collected was compiled by the full-time staff

at head office. The emphasis was laid on quality of data so that the conclusions

arrived at are authentic and reliable.

3.7 Assembly and Analysis of Data

This includes both published and other recorded environmental data, for the project

corridor. Literature search was undertaken and relevant agencies (e.g. theDepartment of Forests, the State Pollution Control Board, Meteorological Department,

and Statistical Department etc) were contacted and appraised of the proposed project.

To develop an environmental baseline status, data was collected on various

environmental components such as soil, climate, geology, hydrology, water quality,

flora and fauna, habitat, demography, land use, cultural properties etc, with the help of

different formats designed for primary surveys.

3.8 Reports

Draft Detailed Project Report (DPR) stage of the project. The following reports are the

outcome of the course of the environmental assessments carried out for the project:

• Environmental Screening for the project corridor, at the Feasibility Study stage of

the project.

• Environmental Impact Assessment Report, at the Preliminary Project Report

(PPR) stage of the project.

• Environmental Management Plan at the Preliminary


33




4.0 Policy, Legal and Administrative Framework

4.1 Policy

As a sequel to the UN conference on the Human Environment (1972), Indian

parliament in 1976 amended the constitution of India by introducing articles 48A and

51A. These articles incorporated environmental concerns into the Directive Principles

of state policy and postulated as a fundamental duty of all citizens to preserve and

protect the environment. As per the constitutional Provisions:

The state shall endeavor to protect and to improve the environment and safeguard

forests and wildlife of the country (articles 48A) and

Every citizen is bound to protect and improve the natural environment and to have

compassion for living creatures (Articles 51A (g))

4.2 Legislation

Government of India has enacted nearly thirty environment conservation laws and

Acts. Some of these are: Environment (Protection) Act 1986, Wildlife (Protection) Act

1972; Forest (Conservation) Act 1980; Water (Prevention and Control of Pollution) Act

1974, Air (Prevention and Control of Pollution) Act 1981; 1988 amendment of Motor

Vehicle Act (M.V.) Act, 1939. Water and Air Acts entrusted the task of their

implementation and regulation to pollution control boards set up for such purpose at

State and Central levels.

Even prior to the 1970’s and 80’s flurry of environmental legislation, there existed

numerous statutory provisions for safeguarding environment, though in a highly limited

way as some of these dated back to the colonial period. Some of these were Sec 277

of IPC dealing with water pollution, Sec 278 of IPC dealing with atmospheric pollution

and Statutes like the Factories Act, 1948; the Mines Act, 1952, Insecticides Act, 1968

and Motor Vehicle Act (M.V.) 1939.

Some of the important acts applicable to the present project are described herewith:

4.2.1 Environmental Protection Act

Environment (Protection) Act, 1986 is widely regarded as a comprehensive or

umbrella legislation for environment in its entirety. The responsibility for


34




implementation of the provisions of the EPA has to a large extent been entrusted to

the regulatory agencies created under the Air and Water Acts. Department of

Environment (DoE) was created in 1981 in the Central Government to act as a nodal

agency for environmental protection and development in a co-ordinated manner.

The principal environmental Regulatory Agency in India is the Ministry of Environment

and Forests (MoEF) of the Government of India. MoEF formulates environmental

policies and accords environment clearances for the large projects (sector-wise listing

done by MoEF).


Notification 1997

The Environmental (Protection) Act, 1986 provided for Environment (Protection)

Rules, which are formulated since then. As one of these rules, the Environmental

Impact Assessment Notification 1994 has identified highways (item 21 of Schedule-I)

as one of the projects requiring prior clearance from the MoEF. Environmental Impact

Assessment (EIA) is a statutory requirement for obtaining clearance (a comprehensive

format for EIA has been prescribed in the notification).

According to the notification from the MoEF dated 27th April 1994 and amendment

dated 4th May 1994, expansion or modernization of any activity shall not beundertaken in any part of India unless it has been accorded environmental clearance

by the Union Government in accordance with the procedures specified in this

notification.

In April 1997, a notification by the MoEF amending Schedule-I of the EIA Notification

stated that environmental clearance from the MoEF is not required for highway

projects relating to improvement work including widening and strengthening of roads

with marginal land acquisition along the existing alignments provided the highways do

not pass through ecologically sensitive areas such as National Parks, Sanctuaries,

Tiger Reserves, Reserve Forests, etc.

This project is a widening and strengthening of highway. Hence, environmental

clearance from MoEF is not required.

4.2.3 Forest (Conservation) Act (As Amended in 1980)

Of all laws, the Forest (Conservation) Act, 1980 stands out as having particular

significance for every project. The Act pertains to the cases of diversion of forest land


35




and felling of roadside plantation. Depending on the size of the tract to be cleared,

clearances are applied for at the following governmental levels.

a) Applicability of the Forest (Conservation) to the road side Strip Plantations

In 1986, when MoEF enacted the Environment Protection Act, the entire linear

stretches of roadside plantations along the State Highways were declared as

protected forest. Although the land is under the control of the PWD, due to its

protected status, clearance is required to cut roadside trees. Applicability of the

provisions of the Forest (Conservation) Act, 1980 to the linear (road or canal side)

plantations was modified by a notification from the GoI-MoEF, dated 18 February

1998. The new notifications recognized that the spirit behind the Forest

(Conservation) Act was conservation of natural forests, and not strip plantations. In

the case of the “notified to be protected” roadside plantations, the clearance now may

be given by the concerned Regional Offices of the MoEF, irrespective of the area of

plantation lost. While issuing the approval, in place of normal provision for

compensatory afforestation, the Regional Offices will stipulate a condition that for

every tree cut at least two trees should be planted. If the concerned Regional Office

does not accord the clearance within 30 days of the receipt of fully completed

application, the proponent agency may proceed with the widening/expansion under

intimation to the State Forest Department, and the MoEF, Government of India.

b) Forest Land

Restrictions and clearance procedures proposed in the Forest (Conservation) Act

apply wholly to the natural forest areas, even in case the protected / designated forest

area does not have any vegetation cover.

The forest clearance from the govt. of India is needed for the proposed project.


The Water (Prevention and Control of Pollution) Act, 1974 resulted in the

establishment of the Central and State level Pollution Control Boards whose

responsibilities include managing water quality and effluent standards, monitoring

water quality, prosecuting offenders and issuing licenses for construction and

operation of certain facilities.


36





(Amended in 1987)

The Government of India (Gol) standards for the discharge of pollutants to the

environment (Water and Noise standards) are listed under the EnvironmentalProtection Act. These standards apply mainly to the control of industrial pollution, with

some applying to road construction projects.

The responsibility for monitoring vehicular air and noise pollution lies with the State

Transport Authority (STA), not with the PCB. For water pollution and erosion, there is

no institutional set-up for the road sector.

4.2.6 Noise Pollution (Regulation and Control) Rules, 2000

The Union Government has laid down statutory norms to regulate and control noise

levels to prevent their adverse effects on human health and the psychological well

being of the people. The rules titled Noise Pollution (Regulation and Control) Rules,

2000 have come into force at February 14, 2000. Under the new regulation, different

areas and zones are to be identified as industrial, commercial, and residential or

silence areas and anyone exceeding the specified noise level would be liable for

action. In industrial areas, the noise level limit during the day time (6 am to 10 pm) is

75 decibels and during night (10 pm to 6 am) 70 decibels.

Similarly, for commercial areas day time limit is 65 decibels and night limit is 55

decibels. In the case of residential areas, the limits are respectively 55 and 45

decibels and for the silence zones, 50 and 40 decibels.

4.2.7 Motor Vehicle Act 1988

In 1988, amendment of the Indian Motor Vehicle Act empowered the State Transport

Authority to enforce standards for vehicular pollution prevention and control. The

authority also checks emission standards of registered vehicles, collects road taxes,

and issues licenses.

In August 1997, the “Pollution under Control” (PCU) programme was launched in an

attempt to crackdown on the amount of vehicular emissions in the state. To date, is

has not been highly effective.


37




4.2.8 Movement of Hazardous chemicals

Movement of hazardous chemicals by road is governed by Central Motor Vehicle

Rules, 1989 (rules 129 through 137). Besides, regulations and precautions has to be

taken while transporting such goods, the rules stipulate availability of a Transport

Emergency (TREM) Card with the driver of the carrier which shall provide information

on hazardous nature of the chemical carried and also precautions required to handle

emergencies such as spillage and fire.

4.3 Environmental Administrative Framework

The MoEF has the overall responsibility to set policy and standards for the protection

of environment along with the Central Pollution Control Board (CPCB). This includes

air, noise and water quality standards and the requirements for the preparation of

Environmental Impact Assessment (EIA) statements for development projects. These

standards are of significance for the proposed project. The status of key

environmental legislation in India is given in the following Table 4.1. Salient features

of relevant environmental laws and regulations, including their applicability to this

project is given below.

Table 4.1 - Key Environmental Legislation in India

Sr.

No.

Agency Statute/Policy Relevant objectives

1 Ministry of Environmentand Forests

• Environment(Protection) Act 1986

To protect and improve thequality of the environment andto prevent, control and abateenvironmental pollution

• Forest(Conservation) Act,1927

• Forest(Conservation) Act,1980 (as amended in

1998)• Forest Conservation

Rules, 1981

To restrict deforestation byrestricting clearing of forestedareas

• EnvironmentalImpact AssessmentNotification 1994

• EnvironmentProtection Rules,1986

To ensure that appropriatemeasures are taken toconserve and protect theenvironment beforecommencement of operations

2 PollutionControl Boards(State)

• Water (Preventionand Control of Pollution) Act 1974

as amended in 1988

To provide for the preventionAnd control of water pollutionand the maintaining or

restoring wholesomeness of


38




Sr.No.

Agency Statute/Policy Relevant objectives

• Air (Prevention andControl of Pollution)Act 1981 as

amended in 1987*

* for Gujarat

water To provide for the prevention,control and abatement of air

pollution and for theestablishment of Boards tocarry out these purposes.

3 Environmentand ForestDepartment

• Wildlife (ProtectionAct), 1972

To protect wild animals andbirds through the creation of National Parks andSanctuaries

4 Department of Transport andDepartment of Police

• Motor Vehicle Rules,1989

• Motor Vehicles Act,1988

Rules of Road

Regulations, 1989

To check control vehicular air and noise pollutionTo regulate development of the transport sector

5 ArchaeologicalSurvey of India,Directorate of Archaeology

Ancient Monuments andArchaeological sites andRemains Ac t, 1958

• To protect and conservecultural and historicalremains

• To regulate constructionactivities near themonuments and sitesprotected by theGovernment

6 RevenueDepartment

Land Acquisition Act,1894

• To set out rules for acquisition of land by theGovernment departments

and agencies

4.4 National Environmental Quality Standards

4.4.1 Air Quality Standards

In order to evaluate air quality and to design appropriate air pollution control systems,

it is necessary to know the concentration of various air pollutants. The guidelines

issued by CPCB on ambient air quality standards are reproduced in Table - 4.2. It

needs to be mentioned here that for HC, ambient air quality standards have not been

specified.

Table 4.2 - National Ambient Air Quality Standards

PollutantsTime-

weightedaverage

Concentration in ambient air

Method of measurement

IndustrialAreas

Residential,Rural &

other Areas

SensitiveAreas

Sulphur Dioxide(SO2)

AnnualAverage*

80 µg/m3 60 µg/m3 15 µg/m3 Improved West andGeakeMethod

Ultraviolet

Fluorescence


39




PollutantsTime-

weightedaverage

Concentration in ambient air

Method of measurement

IndustrialAreas

Residential,Rural &

other Areas

SensitiveAreas

24 hours** 120 µg/m3 80 µg/m3 30 µg/m3

Oxides of Nitrogen as

(NOx)

AnnualAverage*

80 µg/m3 60 µg/m3 15 µg/m3 - Jacob & Hochheiser Modified

(Na-Arsenite) Method

24 hours** 120 µg/m3 80 µg/m3 30 µg/m3 Gas PhaseChemiluminescence’s

SuspendedParticulate Matter

(SPM)

AnnualAverage*

360 µg/m3 140 µg/m3 70 µg/m3

- High VolumeSampling,

(Average flow rate notless than

1.1 m3/minute).

24 hours** 500 µg/m3 200 µg/m3 100 µg/m3

RespirableParticulate Matter (RPM) (size lessthan 10 microns)

AnnualAverage*

120 µg/m3 60 µg/m3 50 µg/m3 - Respirable particulate

matter sampler

24 hours** 150 µg/m3 100 µg/m3 75 µg/m3

Lead (Pb)

AnnualAverage*

1.0 µg/m3 0.75 µg/m3 0.50 µg/m3

- ASS Method after sampling

using EPM 2000 or equivalentFilter paper

24 hours** 1.5 µg/m3 1.00 µg/m3 0.75 µg/m3 .

Ammonia1Annual

Average*

0.1 mg/ m3 0.1 mg/ m3 0.1 mg/m3 .

24 hours** 0.4 mg/ m3 0.4 mg/m3 0.4 mg/m3 .

Carbon Monoxide(CO)

8 hours** 5.0 mg/m3 2.0 mg/m3 1.0 mg/ m3 - Non Dispersive InfraRed (NDIR)

1 hour 10.0 mg/m3 4.0 mg/m3 2.0 mg/m3 Spectroscopy

*Annual Arithmetic mean of minimum 104 measurements in a year takentwice a week 24 hourly at uniform interval

**

24 hourly/8 hourly values should be met 98% of the time in a year.However, 2% of the time, it may exceed but not on two consecutive days.

(Source: Central Pollution Control Board )

4.4.2 Water Quality Standards

The project that crosses waterways viz. rivers, canals, streams, etc can have

significant impacts on both surface and groundwater hydrology. A change in water

hydrology may affect the surface water quality as well as sediment transport, changes

in water table, water logging and changes in infiltration rates.

The excerpts from guidelines issued by CPCB (based on BIS standards) on primary

water quality have been reproduced in the following.


40






C Residential 55 45

D Silence Zone ** 50 40

* Day time is from 6 am to 10 pm whereas night time is from 10 pm to 6 am

** Silence zone is defined as area up to 100 meters around premises of hospitals,educational institutions and courts. Use of vehicles horns, loud speakers and bursting

of cracking are banned in these zones.

As mentioned in section 3.2.7, these noise standards have been given the status of

statutory norms vide Noise Pollution (Regulation and Control) Rules, 2000. However,

these rules have changed the periods for ‘Day Time’ and ‘Night Time’ to 6 a.m. to 10

p.m. and 10 p.m. to 6 a.m. respectively.


42




5.0 Description of Existing Environment

5.1 General

Baseline environmental data plays a key role in screening of environmental

parameters likely to be affected due to the project implementation. The area falling

under the stretch of 200 m on either side of the project road has been considered for

assessment of the impact area. The baseline environmental data comprise the

features present within a strip of 10 km on either side of the existing highway. This

area is referred to as study area in the report. This facilitates the decision maker to

assess a particular environmental parameter, which needs to be incorporated during

the detailed Environmental Impact Assessment (EIA) study. The proposed study area

falls on jurisdiction of Pune & Solapur Districts, the route follows NH -9 from km. 40.00

to km 241.00. The features documented in this report have been collected through

field investigations, interaction with locale population and desk research. The data

have been collected including the environmental features on Land, Water, Air, Noise

and Ecological Environment.

The proposed study area is covered in Survey of India topographical sheets

47F/9, 47F/11,47F/13, 47F/15, 47J/2, 47J/6, 47J/7, 47J/11, 47J/15, 47J/16, 47O/5,

47O/9, 47O/10, 47N/3, 47N/4, 47N/8, 47M/8, 47J, 47O, 47N, 47P, 47K, 47I, 47J/15

(on 1:50000 Scale).

5.2 Physical Features

5.2.1 Physiographic and Land use

The project road runs mostly through the agricultural fields with some area of

industrial belt and built-up area. A small portion of the study area is passing throughhilly area which can be considered as Ghat that starts at Km 68.000 and ends at Km

69.000 near Kurkumbh MIDC. Bhima is the largest river. The important tributaries of

Bhima River are River Nira a right bank tributary and river Sina left bank tributary.

Bhima River rises close to Bhimashankar in Pune District and enters Solapur district

near village Jinti in Karmala Tahsil.

The alignment of the project area is mainly in rolling terrain containing a good number

of combinations of vertical and horizontal curves. The profile of the carriageway is


43




close to the natural ground profile. In general 40% of the corridor is plain terrain and

60% is rolling terrain. The following table shows the terrain classification of the

stretches along the corridor.

Table 5.1 - Land Use Details

S.N Chainage Terrain Classification

From To

1 40.000 46.000 Plain

2 59.000 66.000 Plain

3 77.600 84.000 Rolling

4 140.900 148.000 Rolling

Pune-Solapur Project Section

The project road starts from Yavat at PWD Km 40.000 and goes up to Tembhurni

Junction at Km 144.400. Total 12 number of villages and towns are falling under the

influence area of 200 m on either side of the project road. There is no natural

conservation area in and around the project. Along the project stretch there are some

industrial sites. The industrial estate consists of Bhallarpur industries, Kurkumbh

MIDC, Loni Deokar MIDC, Solapur MIDC and sugar factories. There are 36 minor

bridges and 1 major bridges; e major river/nallah flowing near the study area is Sonar

Nallah, Bhima River, Sapatne Nallah, Mohol, Sina River, Sarwaleshwar, Bale and

Shelgi River

Table 5.2 - Physiography and Land use of Project Area

Project Road Section Land Use Terrain Remarks

Yavat (km 40.000) to

Indapur (km 135.000)

(Total Chainage from

km40.000 to 144.400)

Forest area

,Industrial area,

agricultural area,

barren land and

built up area near

Yawat, Warwand,

Patas,

Kurkumbh,

Bhigvan, and

Indapur

Plain and Rolling

terrain

Pune district

5.2.2 Geology, Soils and Minerals

5.2.2.1 Geology

Pune District


44




Pune district is renowned for the rare and beautiful zeolites. Crystals of scolecite,

huanlandite, stilbite and appophyllite occur as amygdules in the basaltic rocks, around

Pune, Bolai deo and Mala top. The western part of the district comprises the Sahyadri

ranges, where many peaks are over 1066 m above the sea level. The lowest elevation

is 498 m near Indapur and the highest elevation is 1403 m above M.S.L. located 2.75

km southwest of Velhe. The area is drained by Ghod, Bhima, Indrayani, Mula, Mutha

and Nira rivers.

The area is covered by thick pile of basaltic lava flows of Deccan Trap of Upper

Cretaceous to Palaeogene age viz. compound ‘pahoehoe’ and ‘aa’ flows. The

pahoehoe flows contain several units which vary in thickness from less than a metre

to several metres. The compound pahoehoe flows generally underlie or overlie a thick

succession of aa flows, thereby constituting a regional marker for correlation.

The thick lava succession has been grouped into seven formations. The oldest lower

Ratangarh formation comprises of two compound pahoehoe flows and is restricted to

the western boundry of the district. The Upper Ratangarh Formation, consisting only

of compound pahoehoe flows are restricted to the northwestern parts of Ghod valley

and in the central part in the Bhima valley. A megacryst flow, M3 marks the top of this

formation overlying this formation is the indryani Formation comprising a thick

succession of ‘aa’ flows. This is succeeded by a sequence of pahoehoe flows grouped

under karla formation. These formations are confined to the northwestern, central and

eastern parts. Further east, the thickness decreases and the flows pinch out.

Overlying this is a sequence of simple and ‘aa” flows forming the Dive ghat Formation

which cover the southern part and a part of eastern margin. These flows show

characteristics of both ‘aa” and ‘pahoehoe’ types. The overlying Purandargarh and

mahabaleshwar formations comprise flows of essentially ‘aa” types and their

occurance is mainly restricted to the southwestern, northwestern and central parts.

These two formations are separated by a megacryst basalt flow M4 which forms the

top of the Purandargarh Formation. The basalts are essentially tholeiites without anymarked chemical variation.

The basalts are intruded by dykes varying in thickness from 5-10 metres and trending

NNE-SSW. The dykes are cut by joints parallel to the walls and at right angles to the

walls besides horizontal joints. The dyke rocks are fine to medium grained and show

sparse phenocrysts.

Along the banks of the rivers, a few metres thick alluvium is deposited at places.

Geology of the project area is shown in Map given in Annexure - I


45




5.2.2.2 Soils

The soils in the study area can be categorized as follows. In Pune, thick alluvium soils

are found along the river banks.

5.2.2.3 Minerals

Pune District

The district is rich source for limestone deposits. Deposits of limestone occur in the

villages of Dive and Khanoli of Purandar tehsil. Thickness of limestone in different

bands is found to vary from 1.5 to 1.8 m in diva area and from 1.8 to 2.4 m in khanoli

area. Lime Stone is found to be of good quality containing 43% to 48 % CaO, less

than 2% MgO and 6 to 8% SiO2. The total reserves of limestone in this area have

been estimated at 0.15 million tones which are inadequate to contemplate any major

industrial utilization.

5.2.3 Climate

The climate is typical monsoon, with three distinct seasons - summer, rainy and

winter, as elsewhere in India. Climatic data on temperature, rainfall, number of rainy

days, relative humidity, wind speed & wind direction for Pune and Solapur area has

been obtained from Indian Meteorology Department (IMD)-Govt. of India. It is

described as follows:

5.2.3.1 Temperature

The mean maximum temperature varies from 26.70 C to 38.3 0 C in Pune region. The

highest maximum temperature recorded is 42.40 in the month of May 2003. The mean

minimum temperature varies from 10.20 C to 23.3 0 C. The lowest minimum

temperature is 4.10 in January 2004 recorded during 2003 to 05.

5.2.3.2 Rainfall

The average annual rainfall along the project road ranges 658 mm in Pune district.

Rainfall occurs mostly during June to September . The average annual rainfall

recorded in Pune district during 1994 to 2003 is 658 mm. It has received the minimum

rainfall of 424mm in 2002 and maximum 1023 mm in 1997.

The summary of the monthly annual rainfall is given in Annexure - II obtained from

Additional Director General of Meteorology (Research), Pune.


46




5.2.3.3 Humidity

In Pune, the relative humidity ranges from 65% to 84% during monsoon and 17% to

46% during summer. The maximum humidity occurs in the month of July, August and

September. The percentage humidity is near & above 80 in all the three months and it

is also seen the maximum rainfall occurs in July and August months.

5.2.3.4 Wind speed and Wind Direction

The wind direction is generally westerly to south-westerly, with wind velocity ranging

from 0.1 to 10.90 kmph. It is observed that for Pune, the predominant wind direction is

North-west to South-east for both in the morning and in the evening. The evening sea

breeze from west/northwest keeps the summer nights at bearable levels. Wind Speed

& Wind Direction data for the project area is shown in Annexure – III obtained from

IMD

5.2.4 Air Quality

The project road is predominantly passing through the rural areas with agricultural

fields along with some industries. The length of the project road for contract Package -

I is 104 km which starts from Yawat village till Tembhurni Junction at PWD Km

144.400.

The major sources of air pollution in the region are vehicular traffic and dust arising

from field /domestic/ fossil fuel. The major cause of air Pollution in the study area is

the increasing traffic along the project.

To monitor the ambient air quality along the study area, 5 monitoring points were

identified considering the factors like environmental sensitivity and major traffic

junctions. Out of the 5 monitoring points three points are falling under package-I.

Details of these monitoring locations are given below.

Table 5.3 - Locations for Air Quality MonitoringStation No.

Station Name Chainage /Location

Description of Location

1 Yawat At km 43.000residential/silent zone with no development,

will cover most of the traffic flow on NH-9

2Kurkumbh(MIDC area)

At km 70.000industrial zone with high traffic flow on NH-9

from Pune

3 Indapur At km 135.000 Residential area covers change in traffic flow


47




The air quality monitoring results are given in the following Table 5.4. It can be seen

from the results that concentration of SO2, CO and NOx for all the monitored stations

are below detectable values and hence expressed as Nil. The result of Suspended

Particulate Matter SPM is well within the permissible limits for all the monitored

station. Thus the air quality monitoring results shows that the project area has no

major source of air pollution in the vicinity. Air Quality monitoring report for the

identified locations is given in Annexure - V

Table 5.4 - Air Quality Monitoring results at the identified locationsParameters Yawat Kurkumbh

(MIDC area)Indapur Limiting std.

(μgs/m3)

SPMμg/m3 186 198 147 200

RPMμg/m3 67 89 75 100

SO2

μg/m3 12.8 19.9 13.8 80

NOX

μg/m3 13.9 23.7 17.8 80

COμg/m3 786 806 778 2000

5.2.5 Noise levels

The ambient noise levels were also measured along the alignment at the same five

locations mentioned in table above. Out of the total 5 monitoring points 3 points fall

under package-I. The noise levels were recorded along the alignment at congested

junctions and at specific distance from the junctions, where noise level are perceived

to be high. The data after study shows that noise levels are exceeding the prescribed

limits as per standards. This is mainly along the narrow road which leads to

congestion & stopping of vehicle at a point for longer duration and acceleration. Hence

4 - Laning of the project road will help in decongestion and reduction of noise levels.

Noise Quality monitoring report for the identified locations is given in Annexure – V


48




Table 5.5 - Noise Quality Monitoring results at the identified locationsMonitoring Stations Noise level

(In Decibel A)

Limiting

std.

(In Decibel

A)

Day time

dB(A)

Night time

dB(A)

Yawat 60.8 49.4 75

Kurkumbh (MIDC area) 67.8 50.6 75

Indapur 59.9 47.8 75

5.2.6 Water environment (surface and ground water quality)

The project road crosses river, canals, drainage channels, small lakes and dam.

These water bodies facilitate irrigation / drinking water supply in the area and also act

as natural drainage system. The project corridor crosses 36 minor bridges and 1major bridges;

Lake At Ch: 64.400 & 78.200

Locations and names of major river / nalla is given as under.

• At Km 93.129 Sonar Nallah

These rivers/canals/drains facilitate irrigation in the area and mainly act as drainage

channels and also contribute to ground water recharge. The entire list of major andminor bridges is given as Annexure – VI under Improvement Proposal.

The ground water table is around 3-20 m deep. It also has few small rivers / ponds /

reservoirs which are used to supply water for drinking / irrigation. It contains water

generally from October to February.

Several water samples from various water resources and water bodies along the

project corridor were collected and are being tested to determine their suitability and

the usability. The details of the sampling locations from some of the major river water

bodies / reservoirs in the vicinity of study area are given below:

Table 5.6 - Water quality sampling location points

Sr.no.

location Direction Type of source

Conditionof flow

Availability Sampleno.

1 41.300Crossingthe road

Khadakwasalamain canal

flowingwater

Perennial WS1

2 63.300 RHS Pond Stagnant Perennial WS2


49




water

3 77.000 RHS

Reservoir of earthendam (maladtank)

Stagnantwater

Perennial WS3

4 108.500 RHS Tube well Stagnantwater Perennial WS4

5 115.200 LHSReservoir (ujani dambhimnagar)

Stagnantwater

Perennial WS5

The water quality monitoring results are given in the following Table 5.7. The quality of

surface water i.e. from reservoirs and rivers is quite good but requires treatments

before actual use.

Table 5.7 - Water quality monitoring results at the identified locations

ParametersKhadakwasala

Pondat RHS

Reservoir of earthendam (Malad

tank)

Tubewell

at RHS

Reservoir (Ujani damBhimnagar)

pH 7.5 8.61 7.13 7.48 7.07

Colour (hazan) <1 <1 <1 <1 <1

Odour unobjectio

nableunobjectionable

unobjectionable

unobjectionable

unobjectionable

Turbidity (NTU) 1.9 2.1 2.2 1.6 2.0

TDS(mg/l) 326 400 407 202 409

Hardness (mg/l) 123 143 160 123 132

Chloride (mg/l) 12.2 13.5 14.4 13 14.3

SO4 5.8 5.6 6.4 4.7 6.9

NH4N (mg/l) ND ND ND ND ND

TKN (mg/l) ND ND ND ND ND

NO3(mg/l) 4.7 4.6 5.7 3.7 5.0

Ca (mg/l) 18.6 17.7 18.0 16.9 28.7

Fe (mg/l) 0.6 0.7 0.7 0.5 0.9

5.3 Biological Resources

5.3.1 Terrestrial Flora and Fauna

5.3.1.1 Flora

An ecological study of the ecosystem is essential to understand the impact due to

project development activities on the existing flora and fauna of the area. Forest area

in the state is 61,939 Sq-Km covering 20 per cent of land area of the state. The

project area falls mainly under flat terrain.

The characteristic features of the forest are the presence of the moderate uneven

upper canopy of trees of dry species. The lower canopy is also deciduous with a

ground cover of grass.


50




Besides forest flora agricultural crops are also grown in the study area. These

comprise of rain fed crops and irrigated crops. Irrigated crops sustained on seasonal

water supply from storage dams and ground water sources. These are as follows:

Major crops

The crops grown in the districts can be grouped two categories- food crops and cash

crops. The principal food crops are Rice, Wheat, Jowar, Bajri, and all pulses etc.

Sugarcane & cotton, is the major cash crops. Marathwada being predominantly a semi

urban area, agriculture production is significant.

5.3.1.2 Fauna

The area is not rich in terrestrial fauna but the avian fauna of the area is very rich and

possess highly varied and rich composition. The domestic animals consist of cows,

bullocks, sheep, goats and dogs. There is a famous wildlife sanctuary located in north

part of the Western Ghats of Maharashtra i.e. Bhimashankar Wildlife Sanctuary in

Ambegaon tehsil in Pune district but it does not falls within the project area.

Rare or endangered species have been recorded in the project area. Main wild life

mammals are jungle cat, Jackal, Deer, reptiles, snakes.

5.3.1.3 Wild Life Sanctuaries / Reserves

There is a famous Bhimashankar wildlife Sanctuary located in northern part of theWestern Ghats of Maharashtra in Ambegaon tehsil in Pune. However, the sanctuary

does not pass through project area. The total area of the sanctuary is 130.78

sq.km.

Southern tropical semi evergreen forest is the main forest type of the sanctuary and

the dominant species are Mongnifera indica (Mango), Syzygium cumini (Jamun)

Terminalia chebula (Hirda), Terminalia bellirica (Behda), Bambusa arundincea

(Bamboo), Carvia callosa (Shrub), Cassia tora (Herbs), Acacia sinuate (Climber),

Eleusina carcara (Grass), Athyrium falcatus (Fern)

The area is rich in fauna since there is variety of forest types in the sanctuary. The

wild life found here includes Leopards, Barking Deer, Sambar, Wild Boar, Langur, and

Hyena. Among the birds one will be able to find Malabar Grey Hornbill, Quaker

Babbler, Malabar Whistling Thrush, Green Pigeon, Black Eagle, Grey Jungle Fowl and

many, many more. One might get to see the great butterfly brigade and Malabar Giant

Squirrel, one of the largest of tree squirrels found over here measuring three feet

long.


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5.3.2 Forest Resources

5.3.2.1 Forest within the Right of Way

The forest area coming within the right of way and vicinity is shown in map given inAnnexure - IV

5.3.2.2 Trees in the ROW

The National Highway No. 9 runs through the existing trees on its either side. The

main species observed are Tamarind (Tamaridus indicia), Neem (Azadirachta indicia),

Velvatam (Acacialeucophola) and Dalbergia Sissoo (Sisso). The distance of trees

from the edge of the road vary from 1.0 m to 8.0m. 1616 trees are likely to be lost

due to widening of road for 4-lanning.

5.4 Socio economic conditions

5.4.1 Demographic features

As per census 2001, the population of Maharashtra state is 9.67crore, with sex ratio of

922 females per 1000 males. The total states population is 9.4% of the total

population (102.70crore) of India. In-migration is one of the main reasons for higher

population in the State. The sex ratio has declined from 934 in 1991 to 922 in 2001.

Pune districtAs per Census 2001, the total population of the Pune district is 7,232,555 with

3,769,128 of male and 3,463,427 of female population. It shares 7.47 % of the total

states population. The population density is 462 per sq.km, which is higher to states

population density of 324. The sex ratio of the district is 919 females which is less

than state’s sex ratio of 922. The literacy rate of the district is 80.78% which is higher

than the state’s literacy rate of 76.9 %.

5.4.2 Properties within ROW

There are number of properties which are likely to be affected due to present widening

activities. The various properties includes cultural properties (temples, mosques,

shrines etc), nature of settlement (urban, rural, commercial, residential, forest, hill,

valley), water resources (ponds, wells, hand pumps, lakes, rivers), bridges structures,

public buildings (schools, hospitals, bus stands, govt. offices), utilities etc. It is found

that in all there are 18 religious structures in NH-9 section. Some of these structures

have historic significance. Removal/shifting of this structure will hurt the religious


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sentiments of the communities. These structures have been saved to maximum extent

by shifting alignment away from these properties.


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6.0 Impact Identification & Evaluation

6.1 General

In pursuance of the global goals of nature conservation and projection of environment

state government have initiated plans, schemes and actions to implement various

legislation. The latest being the Environment (Protection) Act, 1986. In May 1994,

Ministry of Environment and Forest (MOEF) had issued a notification on

Environmental Impact Assessment (EIA) for Development Projects.

Impact identification and assessment consists of comparing the expected changes to

the physical, biological and cultural environment. This chapter describes the

assessment of the nature, type and magnitude of the potential impacts likely to be

caused to the various relevant physical, biological and cultural environmental

components along the project corridor.

A wide variety of direct and indirect negative impacts have been attributed to road and

highway construction or improvement projects. Though sharing a common concern

over most environmental attributes, depending on their past experience in various

projects, different agencies tend to lay varying emphasis on different biophysical and

socio-environmental components and issues.

6.2 Study Methodology

The environmental impact assessment in this project employed a reiterative approach

in which potential environmental issues have been examined at successive levels in

detail.

The methodology for Environmental Impact Assessment was designed to ensure the

environmental assessment process has been conducted in full compliance with the

National and State regulatory framework as well as guidelines as detailed in the TOR.

The major steps in the EIA process for the proposed project were as follows:

6.2.1 Assessment of the Potential Impacts

Potential significant impacts that need further study were identified on the basis of

analytical review of baseline data, review of environmental conditions at site,

analytical review of underlying socio-economic conditions with project influence area.


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Since the project involves strengthening & widening to four-lane highway, impacts

identified are mostly direct and confined to ROW, only at critical locations, where the

engineering, environmental and social aspects have warranted a shift from the

existing alignment, bypasses / realignments have been proposed. To effectively voice

the potential environmental issues likely to result due to the project, an in-depth

analysis of the status of the existing environment has been carried out to identify the

potential impacts - both beneficial as well as adverse.

6.2.2 Environmental Monitoring and Analysis

In order to assess the situation in different sections of the project road, during the

environmental screening and site visit of the area, various locations were identified for

testing & monitoring of ambient air quality, noise level and water quality. The

monitoring & testing of water and air quality has been done with the help of laboratory,

recognised by Ministry of Environment and Forests, New Delhi. The baseline

concentrations established, will facilitated the assessment of the various air pollutant

parameters and the noise levels due to the proposed project.

6.2.2.1 Monitoring of Ambient Air Quality

With the Upgradation and widening of the road, there is bound to be increase in the

traffic volume and other related activities that will boom due to better accessibility.

Therefore, it becomes imperative to assess the existing condition of the ambient air.

Samples of air were collected and analysed to monitor existing concentration of

Suspended Particulate Matters (SPM), Respirable Particulate Matters (RPM), Carbon

Monoxide (CO), Hydrocarbons (HC), Oxides of Nitrogen (NOx) and Sulphur Dioxide

(SO2). The sampling locations have been selected in the light of environmental

conditions as well as vehicular activities. The details of the sampling locations are

given in Chapter- 5.

6.2.2.2 Monitoring of water Quality

Water samples were collected from surface water sources consisting of flowing and

still water bodies at selected locations. This will help in establishing the baseline water

quality criteria. The locations were selected keeping in view the site conditions, project

related requirements both at construction as well as operation phase and water

requirements of local communities for domestic purposes. The details of locations are

given in Chapter-5.


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6.2.2.3 Monitoring of Noise level

The noise levels have been monitored along the project road within the corridor of

impact (CoI). This corridor of Impact can be as wide as 500 m on both sides of the

project road upto 10 kms. But in this project the CoI has been fixed as the Right of

Way (ROW). The noise levels have been tested at various locations as given in

Chapter-5.

6.2.2.4 Community Consultation

Consultations with concerned officials, agencies and potentially affected persons

continued throughout the process. The issues raised by the communities and the

various stakeholders have been incorporated in the engineering design for the project

road.

6.2.2.5 Mitigation Measures for Pollution Control

The modeling and prediction of the environmental quality of air, noise etc. due to the

project, will facilitate the formulation of location-specific mitigation and enhancement

measures. The detailing of the various mitigation measures to be proposed has been

incorporated in EMP including the Bill of Quantities (BOQ) and technical

specifications. As regards the water and soil components, critical locations needing

mitigation have been identified based on the environmental monitoring, and mitigation

measures worked out.

6.2.2.6 Transplantation of Trees

Provisions for the transplantation of tree saplings have been made. To identify

suitable species of trees for transplantation, a detailed survey is to be conducted and

the trees that need to be transplanted will be marked accordingly at the

implementation stage. The typical guidelines for carrying out the transplantation have

been worked out and the technical specifications for the same have been detailed out

in EMP.

6.2.2.7 Arboriculture and Landscaping

An arboriculture and landscaping plan is to be developed to take care of road side

plantation as well as plantation at rest areas along the project road. Landscaping

along the road is also to be designed and included in EMP.


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6.2.2.8 Environmental Enhancement Measures

During the site survey along the project corridor, the elements for enhancement have

been identified. The baseline elements such as cultural properties, water bodies

(ponds), bus stops, quarries and borrow areas and other elements for their

significance to the community have been identified based on their importance and

relationship with the road. The potential for enhancement of these features have been

established based on these factors.

Site Specific environmental enhancement has been schematically designed for each

identified element with specific reference to its location. To ensure homogeneity

throughout the corridor, the enhancement has to be carried out under a common

guideline, worked out to ensure appropriate design solutions, including the use of

appropriate local material and technology. Environmental enhancement plans are to

be prepared for environmental features such as ponds, wells, and common property

resources etc that are close to the project corridor.

6.2.2.9 Performance Indicators and Monitoring Mechanisms

According to the Environmental Assessment the performance indicators, the

environmental components will be reviewed, and additional inputs on the performance

indicators will be worked out. Based on the evaluation of the various monitoring

mechanisms worked out for the project, a suitable monitoring mechanism for the

Environmental Monitoring Plan is to be worked out in consultation with the concerned

authorities.

6.2.2.10 Institutional setting and capacity Building

A review of the institutional set up recommended for the implementation of the EMP of

the project is to be carried out. Based on a careful review and interactions with the

client and funding agency, the institutional set-up and the capacity building

requirements for the effective implementation of the project have been worked out.

6.3 Likely Potential Impacts

The proposed road project will result in some adverse impacts to the physical and

socio-economic environment. The project activities such as levelling, hill cutting,

clearing of vegetation, felling of trees along the road, construction of culverts &

bridges on rivers, and other related operations are expected to cause potential

environmental impacts (positive / negative). Many adverse impacts can be avoided or

minimized through the implementation of mitigation measures in design and


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construction. The Evaluation of Environmental Impacts has been given in Table 6.1

Table 6.1 - Potential Environmental Impacts


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6.3.1 Impact Evaluation

Based on the impacts a checklist of environmental parameters is also prepared in

order to assess the significant/non-significant, reversible/ irreversible and long

term/short term impact due to planned project activities. Based on proposed activity

magnitude and rating is summarized in Table 6.2.

Table 6.2 - Evaluation of Environmental Impacts

ProposedActivity

PotentialImpact

Natural of PotentialImpact

Rating of Impact


ProjectActivity

Pre-construction

Construction PhaseOperation

Phases

ComponentAffected

LandAcquisition

SiteClearance

EarthMoving(borrowpits)

Contractor Camps

Quarriesareas

Constructionof Highway

AsphaltCrusher plants

Operation

Soil Loss of productivityagriculturalland

Loss of Crops,andincreasein soilerosion

Loss of top soilanderosion

Increase inerosionsiltation andslopeinstability

Soil pollution Pollution due tospills

Soilcontamination due tosurfacerunoff

GroundWater

Water extractionfor

drinking

Exploitationof water for construction

Maintenance of trees/

shrubsSurfaceWater

Change inwater qualityandsiltation

Water loggingandmosquitobreeding

Water pollutionformsanitaryand other wastes

Water loggingproblems

Change inwater quality

Water pollutiondue tospill intowater bodies

Degradation due tospill oversand roadrun off.

Drainage Change innaturaldrainagepattern

Change indrainagepattern

Modificationin Naturaldrainage

Interferencewith naturaldrainage.Water pollution

Cleaning&maintenance

Air quality Increasein air

pollution

Particular matter

pollution

Atmospheric

Pollutiondue to fuelburning

Dustpollution

Dustpollution

SPMSO2

Increasein SPM,

NO2,CO

Noise Levels Reducedbufferingof noise

Increasingnoiselevels duetomachinery

Vibrationform blastingoperations

Vibrations,concretebatchingplants noiseetc.

Increase innoise

Increasein noiselevels duetoincreasedtraffic

Forest Habitatloss, andvegetation

Loss of trees

Encroachment intoforestareas

Loss of habitat/cover

Loss of forest

Trees Tree cuttingclearance

Loss of trees

Loss of trees

Cutting of trees

Tree cutting Loss of trees

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Beneficialor adverse

Direct or indirect

Significanceof impact

Magnitudeof Impact

Construction of road andBypasses

Demand/Supply RoadInfrastructure

Employment

BeneficialBeneficialBeneficial

DirectIndirectDirect

MediumMediumMedium

MediumMediumLow

Raw Materialsconsumption

Stone Adverse Indirect Medium Low

FuelConsumption

Nationalreserves

Adverse Direct High Medium

Water Consumption

NaturalresourcesGround Water

AdverseAdverse

DirectDirect

MediumLow

LowLow

Transportationof material

Ambient noisePublic healthand safety

AdverseAdverse

DirectIndirect

LowHigh

LowLow

Atmosphericemission

Ambient air quality Ambientodour

AdverseAdverse

DirectDirect

MediumMedium

LowLow

Waste water discharge

Land / Water Adverse Direct Low Insignificant

Solid wastedisposal

Ground water Soil quality

Adverse

Adverse

IndirectIndirect

MediumLow

InsignificantInsignificant

Noisegeneration

Ambient noise Adverse Direct Low Significant

Storage and

handing of hazardousmaterial

Public health

and safety

Adverse Indirect High Low

Constructionspoils disposal

Land Water AdverseAdverse

DirectDirect

LowMedium

LowLow

Note: (Impact) High – Irreversible: Medium- Mitigated through measures: Low –

Mitigation required.

The Value Function Curves (VFC) was plotted Environmental components on X-axis

and environmental quality on Y-axis. While plotting these curves yards sticks such asenvironmental quality standards have been utilized. For example, the maximum noise

level standards of 75 dB (A) has been given 1.0 and the minimum standard value 45

dB (A) has been given 0.0 based on these values a best on these fit curve has been

plotted.

During this screening phase, those impacts which are likely to take place due to the

project and will have bearing o the environmental impacts and sensitivity have been

considered and assessed. These are Soils, erosion, Surface/Ground water quality,


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drainage pattern, air, quality, noise levels, forests, trees and historical/cultural

monuments/places.

The environmental impact identification and evaluation has indicated that soil, water,

pond, trees, on right of way and road side temples will be affected. The forest, which

includes rich biodiversity is away from the corridor and hence are less susceptible to

impacts. Based on above impacts the alignment has been so fixed that impact is

minimum on environment.


6.3.1.1 Meteorology

No major change in the macro-climatic setting (precipitation, temperature and wind) is

expected due to the project. The microclimate is likely to be temporarily modified by

vegetation removal and of increased pavement surface. This will result in an increase

in daytime temperature on the road surface and soils due to loss of shade trees and

vegetation cover. The removal of trees will increase the amount of direct sunlight

resulting in increased temperatures at some locations along the highway.

This increase in the daytime temperature assumes significance especially to the slow

moving traffic and to the pedestrians along the project road. Although the impact is

somewhat significant and long term in nature, it is reversible in nature and shall be

compensated for by additional plantation of trees. It must be noted that the impact is

unavoidable. However, it may be pointed out that the project has taken care to

minimize tree felling in the ROW by realigning the road.

6.3.1.2 Impact on Geology, soils and Mineral Resources

Construction Stage

All road construction projects have a large demand for sand and aggregate materials(used for road sub-base, base and pavement construction, as well as for asphalt

mixing). Volumes of material required depend on the volume of material excavated

during construction. Impacts resulting from the import of sand and aggregate materials

are highest if a new quarry is required. The impacts of establishing a new quarry are

typically extensive, including impacts to soils/geology, agriculture or other land use, air

quality (dust), noise/vibration (from blasting and/or scraping), traffic (truck hauling) and

permanent aesthetic impacts to the landscape. In addition to these impacts,

environmental effects will also be generated by the establishment and operation of


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concrete and asphalt plants that may be installed during operation. These plants result

in adverse air quality impacts (e.g., dust, noxious gases), noise impacts (from

crushing and loading activities), and impacts from truck traffic (e.g., noise, dust, safety

concerns, and highway congestion).

There is also some potential for contamination of soils from spilled fuel, engine oil,

bitumen / asphalt, etc. Some contamination of soil can be expected due to the

deposition of dust, NOx, SOx and other vehicle emissions, although this is not

expected to be significant. In extremely rare events, some spills of fuel, oil and

possibly other chemicals could occur as the result of accidents. Routine runoff will

also contain some contamination from fuel, oil and grease, but contamination of soils

is unlikely due to drainage controls.

Some loss of cultivated top soil is expected due to the movement removal of topsoilfor construction purpose as well as acquisition of cultivated land for proposed

bypasses.

Although the volumes of topsoil to be removed are not considered significant, it is

recommended that the productive topsoil layer in all excavation, be stripped and

stockpiled separately from the lower horizon materials. This productive topsoil can be

stored for use during re-forestation.

The contamination of soils from spilled fuel, engine oil, bitumen / asphalt, etc. is

expected during construction as well as operation period. Badly contaminated soils

should be removed from the area and disposed according to state and national laws

governing hazardous waste.

Operation stage

In general, impacts to geology, soils and mineral resources during the operation stage

of the project are limited to the potential contamination of soils from the spill of

contaminants, usually as a result of vehicle accidents. The impact of this can be

significantly reduced through training of emergency personnel in the procedures of

spill control and clean-up, and the provision of emergency spills equipment in selected

emergency service stations.

6.3.2 Water Resources and Water Quality

6.3.2.1 Impact on Surface Water Resources and Water Quality

Construction Stage


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The project road crosses several major water bodies including the Bhima, Sina Rivers

and many small watercourses. To facilitate the cross-drainage and to prevent water

stagnation, cross-drainage structures of adequate size and number are being

proposed. Potential impacts on surface water hydrology include flow modification

which may leads to flooding (low level) and channel modification, although significant

drainage modification is unlikely.

Baseline data shows that the water qualities of the streams are within permissible

limits prescribed by WHO, except for some parameters. Construction activities can

potentially lead to water quality degradation in the form of increased concentration of

suspended solids resulting from surface runoff (exposed soils within the construction

area) and/or erosion of the channel (potentially resulting from increased flow velocity)

and/or river or stream banks, as well as windblown dust. Uncontrolled spill of chemicals, fuels and oils from construction machinery could also deteriorate water

quality.

Operation Phase

Routine water quality impacts during operation will result primarily from the runoff of

contaminants from the surface of the roadway into local watercourses. Routine runoff

is likely to contain sediment (soils), and trace concentrations of hydrocarbons from

fuel, oil and tire wear. Sedimentation could also result from windblown dust, as well as

the potential for deposition of traces of NOx and SOx, although any increase in

concentrations of these elements will result from the future increase in traffic volume

rather than from development of the project. The potential for major contamination is

very limited, and would result only from very low frequency events such as traffic

accidents which could potentially result in the spill of contaminants such as fuel, oil,

chemicals, etc.

Ground Water Quality

Construction Stage

Significant impacts on ground water quality and flow pattern are expected. Ground

water degradation can take place when contaminants are leached through surface

soils into the ground water table. Contaminants such as fuel and engine oil handled in

the construction staging area and during equipment re-fuelling at construction site

areas can cause ground water contamination if spilled onto the ground and not

properly cleaned up. In addition, poorly installed sanitary facilities can also result in

contamination.


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Drilling and piling could potentially cause local ground water flow modifications leading

to localised deterioration of vegetation and increased susceptibility to erosion as well

as water table depletion, potentially resulting in impacts to local (ground) water

supplies.

Operation Stage

In general, impacts to ground water during the operation stage of the project are

limited to potential contamination (direct or indirect) from the spill of contaminants,

usually as a result of vehicle accidents. The impact of this can be significantly reduced

through training of emergency personnel in the procedures of spill control and clean-

up, and the provision of emergency spills equipment in selected emergency service

stations.

6.3.3 Air Quality

The major sources of the air pollution in the project area are vehicular activities and

dust arising from fields / road activities and occasional dust storms from the deserts

which is in the vicinity of the project corridor. Air quality along the project corridor will

be adversely impacted both during the construction and operation stages of the

project. Construction stage impacts will be of short term and have adverse impacts on

the construction workers as well as the settlements adjacent to the road, especially

those in the down wind direction. Operation stage impacts will not be as severe as the

construction stage impacts and will be confined generally to a band of width ranging

from 50 to 75m from the edge of the last lane on either side of the corridor.

Construction Stage

Impacts to the air environment during construction will largely from the generation of

dust. Dust will be generated as a result of site clearing and grading, heavy machinery

travelling over exposed soils, truck traffic, and the production of construction materials

at borrow pits and off-site quarries. Generation of dust is a critical issue and is likely to

have adverse impact on health of workers in quarries, borrow areas and stone

crushing units. This is a direct adverse impact, which will last almost throughout the

construction period.

High levels of SO2 and hydrocarbons are likely from hot mix plant operations. Volatile

toxic gases are released through the heating process during bitumen production.


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Although the impact is much localized, it can spread down wind depending on the

wind speeds.

Quarrying activities including excavation and crushing of construction material will also

lead to increased SPM level.

Operation Stage

The major impact on air quality will be due to plying of vehicles. The impacts on air

quality at any given time depend upon traffic volume / rate of vehicular emission within

a given stretch and prevailing meteorological conditions. Air pollution Impacts arise

from two sources: (i) inadequate vehicle maintenance; and (ii) use of adulterated fuel

in vehicles. Enforcement standards to meet better vehicle performance in emissions

and the improvement of fuel constituents can assist in improving regional air quality.

6.3.4 Noise Quality

Noise generated by the highway traffic depends on factors such as traffic intensity, the

type and condition of the vehicles plying on the road, acceleration / deceleration / gear

changes by the vehicles depending on the level of congestion and smoothness of

road surface. The baseline noise monitored at all the locations as described in

previous chapter reveals that the existing noise generated by the highways is

marginally high for all type of land use i.e. commercial, residential and sensitive.

Construction Stage

Noise impacts due to various construction activities are likely but are expected to be

confined to the immediate vicinity of the project corridor. Increased noise levels are

expected due to the construction machinery like compressors, bulldozers,

compactors, concrete plant, cranes etc. as well as transportation vehicles. The likely

noise generated during excavation, loading and transportation of material near the

borrow areas will be in the range of 90 to 105 dB (A). This will cause nuisance to theoccupants of the nearby area.

In general, noise impacts would be expected to be greatest when activities are

conducted close to built-up areas where ambient noise levels are already high (i.e.,

above 60 to 65 dB(A)), and in areas where ambient (pre-construction) noise levels are

very low, such as in the rural areas along NH-9. The potential impacts of noise

pollution include deteriorated human health and. reduced quality of life (e.g., reduced

enjoyment of outdoor amenity areas).


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Operation Stage

During the operation stage of the project, increased traffic volumes along the highway

will result in increased noise levels. The degree of increase in noise level will depend

on traffic volume, roadway conditions, vehicle condition and congestion. This will have

a greater impact in the areas, which currently experiences high noise level. Though

the level of discomfort caused by noise is subjective, there is a definite increase in

discomfort with an increase in noise levels.

The likely impacts of this increase in the noise levels are mostly concentrated on the

communities residing along the project road particularly at congested places.

Continuous exposures to this high noise level may cause health effects, behavioural

changes etc to these people. Night time exposure to this noise level may lead to

disturbance in sleep. The increase in noise level must be controlled by providing noisebarriers at sensitive locations i.e. school, temples / mosques and congested places.

6.3.5 Socio-Economic Environment

During construction phase, temporary employment will be created. Also, during

operation phase, the improvement in the capacity of highway will provide boost to

industries, hotels, restaurants, etc. as more population will be attracted towards this

area. This will generate substantial employment for the local population leading to

improvement in their economic status.

Quadrupling of highway will enable faster traffic to run between Pune and Solapur.

This will save lot of travelling time for commuters travelling and for goods being

transported in-route. It will also reduce accidents and travel fatigue/tensions.

The affected people/establishment owners as well as people in the study region will

benefit the proposal for widening of the highway.

6.3.5.1 Land acquisition

Major portions of the land to be acquired are used for agricultural purposes. The

displacement of these lands will result in loss of agricultural production, employment

traditional livelihood for the affected farmers.

6.3.5.2 Severance

Severance study was conducted all along the highway from Yawat to Tembhurni.

Human settlements, utilities like OFC cables, HT lines, electric lines and gas pipe lines


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etc. coming under Right of Way (ROW) for the proposed strengthening / widening

were noted.

6.3.5.3 Public health

During construction phase, dust hazards due to earthwork and transportation of

construction material may cause nuisance to nearby residents. However, the impact

will be prevalent only during construction phase.

During operation phase, increase in noise levels can cause problems like headache,

loss of sleep, restlessness, etc. to the affected people along the highway.

6.3.5.4 Aesthetics

As NH – 9 already exists, further 2 lanes will not impair the scenic beauty significantlyexcept for the loss of vegetation. However, landscapes in borrow areas would be

impaired by quarrying operation. Induced development may further add to degradation

of natural landscape in the area.

6.3.5.5 Archaeological / Historical Value

There are no Archaeological / Historically important sites along the proposed ROW

and hence impact on such structures will not be there.

6.3.5.6 Impacts to Residents and Road Users

Villages located within the study area are small, with population less than 5,000 with

the exception of Indapur, the major centre within the study area, with a population of

approximately 20,000.

Construction Stage

Similar to residents, a number of primarily commercial operations are located in

whole, or in part (part of the property) within the ROW, primarily in areas of re-alignment and ROW expansion. However, unlike residences, commercial operations

often derive business from the travelling public, and having a shop very near to the

edge of the road is considered advantageous, where a resident might prefer to

relocate. As with residential property acquisition and relocation, the property

purchase and (where necessary) relocation / resettlement program will be conducted

in accordance with standards established by the Government of India.

Operation Stage


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During the operational stage of the project, the primary impact to the residents results

from decrease in air quality (primarily from dust) and increased noise levels. These

impacts will be lower for residents than they would be if traffic volumes continue and

highway is not rehabilitated.

Road users during the operational stage will benefit from reduced congestion, and

ultimately reduced travel times throughout the NH-9 corridor. Sufficient allowance has

been made in design to accommodate non-vehicle users such as cyclists,

pedestrians, herders and slow moving farm machinery to avoid traffic conflicts.

6.3.5.7 Impacts to industrial / Commercial Operations and Agriculture

Most of the study area can be characterized as Semi –Urban/agricultural. Strip

commercial and industrial development is higher within the pune region resulting in

much higher numbers of commercial shops and industries.

Construction Stage

Similar to residents, a number of primarily commercial operations are located in

whole, or in part (part of the property) within the ROW, primarily in areas of re-

alignment and ROW expansion. However, unlike residences, commercial operations

often derive business from the travelling public, and having a shop very near to the

edge of the road is considered advantageous, where a resident might prefer to

relocate. As with residential property acquisition and relocation, the property

purchase and (where necessary) relocation / resettlement program will be conducted

in accordance with standards established by the Government of India.

Operation Stage

During the operation stage, impacts to commercial and industrial operations will

largely be positive resulting in increased business opportunities, decreased production

costs, reduced transportation costs, increased access to skilled labour, etc. The one

potentially negative impact to commercial and industrial operations is the

establishment of a divided highway, which effectively creates two one-way roadways.

Highway design should incorporate comments from the communities as to the most

effective way to open the median, especially through built-up areas, to reduce the

potential negative impacts businesses may face as a result of access restrictions to

traffic travelling in both directions.


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6.3.5.8 Impact on Employment

The proposed road project will enhance the employment activities of the project area

as it is proposed to engage the local peoples for the construction purpose to the

extent possible. The impacts on the employment of the project are positive.

6.3.5.9 Health, Safety and Hygiene of Construction Workers.

The most significant impact of the project on public health is likely to arise from

construction camps. These camps are anticipated to house up to 200 people for a

period of 30-40 months. Given this concentration of people, the potential for

transmission of communicable diseases and illness will increase. During the

construction phase work, crews and their dependents may bring with them a

magnitude of communicable diseases including sexually transmitted diseases (STD’sand AIDs). This is more so if the nature of the project requires more male workers,

who have migrated from other parts of the state or country.

During the road construction allied activities like quarrying and crushing operations,

traffic diversions etc., may cause disruption of social and economic life of the local

population of the nearby areas.

6.3.5.10 Social Development Due to Road Widening and Increased Traffic

Industries and Business are likely to increase and the tourism sector will flourish

further. In other words this will lead to induced development. However, along with the

induced development, lot of problems of social and cultural nature might arise. Such

problems need to be tackled as and when they occur.

6.3.5.11 Impacts to Indigenous Communities

As it is known that the villages rely primarily on agriculture and animal husbandry for

their main source of income, and follow a traditional subsistence lifestyle.

Construction Stage

Tribal villages will experience all the typical construction stage impacts such as

increased noise and dust during the construction stage and temporary access

restrictions to driveway and roadside shops. Noise may be a particular nuisance, as

construction may have to be conducted at night to ensure that traffic can get through.

Being a one lane roadway, there are no opportunities for traffic diversion during

construction. Because of this, construction is likely to be conducted during the night


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shift, allowing traffic to pass during the daytime hours. As night time ambient noise

levels in these communications is very low, consistent with rural areas with little traffic

(40 to 45 dB (A)), the incremental noise generated by construction will be quite high.

7.0 Mitigation and Enhancement Measures

7.1 GeneralIn order to minimise the negative impacts of the Projects, various avoidance and

mitigation measures have been worked out and will be implemented during the Project

implementation. The mitigation measures would be directed towards the restoration of

the dynamic balance of nature. The avoidance and mitigation of negative impacts


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involves reduction in magnitude of the adverse impacts during various stages of the

project by modifications. Unavoidable negative impacts will be mitigated by specific

mitigation measures.

Environmental enhancement measures refer to the additional positive actions (apart

from highway design components) to be taken up during the implementation of the

project for the benefit of the road users and the communities living along the project

road. The various elements to be considered for environmental enhancement are

roadside plantation and landscaping, natural water bodies; borrow areas, cultural

properties, common pool resources, noise barriers etc.

7.2 Suggested Mitigation Measures

The proposed road improvement project will cause some adverse impacts on the

biophysical and socio-economic environment. The project activities such as levelling,

clearing of vegetation, felling of trees along the road, construction of culverts &

bridges on rivers, and other related operations are bound to cause environmental

impacts both positive as well as negative. The negative impacts can be avoided by

taking proper precaution in design and planning by observing the environmental laws

and regulations relevant to construction stages. Incorporation of adequate mitigation

measures in the EMP, to be implemented at construction stage will reduce the

negative impacts due to the present activity.

The mitigation / avoidance / enhancement measures for the various environmental

components are described below. The measures have been proposed separately for

the different stages of the project.


7.2.1.1 Meteorology

Impacts to the micro-climate will be unavoidable, but will be significant over a shortterm. In the long term, the impact is reversible and will be mitigated by the

establishment of new vegetation, including the addition of trees. The short term impact

will be minimized to the extent possible by minimizing the number of trees to be

removed through minor adjustments to the road alignment.

7.2.1.2 Geology Soils & Mineral Resources

The primary mitigation to reduce the impacts of sand and aggregate material

excavation is to maximize the use of materials excavated from the construction site.


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Although specific quantities are not available at this stage of road design, it is

expected that even with maximum use of available materials, some additional material

will have to be excavated from borrow areas near the project, or imported from outside

the road study area. Mitigation to minimize this impact is to maximize the purchase of

materials from pre-established quarries. Any new borrow areas or quarries that are

established within the vicinity of the road project, for the purposes of this road project,

should be operated and closed in the context of a management plan, established prior

to construction. The management plan should include provisions for minimizing noise

and dust impacts during operation. Waste soils that are not suitable for construction

will be used as much as possible to balance out fill areas, and residual volumes will be

used in the rehabilitation of borrow areas for grading.

Concrete and asphalt plants to be deployed for the project will be established atsuitable distances from sensitive areas such as forests and residential areas.

Equipment used in the plants must meet regulatory air and noise emission standards

as per CPCB norms.

Soil contamination will be limited through the establishment of management

procedures that prevent spillage. It is particularly important that equipment

storage/maintenance areas are designed and operated in accordance with

environmental procedures, established in the Environmental Management Plan,

including procedures for fuel and vehicle oil storage and transfer and waste oil

storage. Similar procedures have been established for the development and operation

of concrete and asphalt plants. Contaminated soils that do not meet quality guidelines

established for fill material will be removed by the construction Contractor from the

area and disposed off in accordance with state and national laws governing

hazardous waste.

Impact of the Erosion will be minimised by adopting the following measures:

• Avoiding Steep Slopes

• Minimising cut slopes

• Minimising the establishment of Quarries and borrow pits

• Minimising soil contamination through proper vehicle maintenance, waste

management and drainage controls;


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• Adopting stable embankment slopes (slope angle in excess of natural angle of

repose) and providing retaining structures wherever necessary such as Metal

Fencing, Stone Pitching and riprap and rock material embedded in the slope face

as well as gabions and cribs to protect stream / river environment.

• Replanting disturbed areas immediately after construction is completed in each

segment (i.e. on an ongoing basis prior to completion of all project completion)

• Re-vegetation of embankment slopes with grasses and other herbs and fast

growing plants to limit erosion potential.

The net environmental impacts to soils, geology and mineral resources could be

significant during the construction stage of the project. Implementing mitigation

measures, as outlined in this document and the Environmental Management Plan will

help to reduce the adverse effects of these impacts.

Re-vegetation of embankment slopes with grasses and other herbs and fast growing

plants to limit erosion potential.

7.2.1.3 Water Quality

Impacts to surface water hydrology will be controlled throughout the construction

period by working primarily in the dry season when flows are nil to very low. Any

watercourse diversion will be designed so as not to result in velocity impacts that

could cause erosion of the stream channel, by incorporating energy dissipation

devised. No work, including bridge pier or abutment construction, will be carried out in

flowing water.

Adverse impacts on water quality will be minimized by ensuring that erosion control

measures such as silt traps are put in place in all work areas near watercourse

crossings or drainage channels. The quality of all drainage channels and ditches will

be monitored and corrective actions taken where turbidity is unacceptably high. Only

"clean" fill materials will be used around watercourses, and stockpiles will be

controlled to prevent uncontrolled runoff/erosion.

Fuel management and vehicle maintenance will be controlled to ensure that spills are

minimized. Procedures provided in the EMP will ensure that contractor personnel are

trained in the proper handling of fuel and other chemicals (e.g. bitumen) and

emergency response and contingency planning. The Contractor will also be required


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to ensure that containment and clean-up equipment is readily available in the event of

a spill.

Alternate water supplies, or new wells will be provided to residents where de-watering

of groundwater results in adverse impacts on water supply. Concrete and asphalt

plants, equipment storage and maintenance areas, and construction camps will be

located at a reasonable distance away from watercourses.

Undesirable runoff into surface ponds/reservoirs during operation will be limited by the

provision of storm water drainage ditches, and where considered necessary,

sedimentation ponds to settle suspended solids. Post-construction monitoring of

surface reservoirs should identify the need for any additional measures should it be

demonstrated that turbidity levels and contaminant concentrations (predominantly

hydrocarbons) exceed state and federal water quality standards as a result of highway

runoff.

The mitigation of impacts arising from low frequency uncontrolled spills is

addressed in the Environmental Management Plan, largely as institutional

arrangements for emergency service personnel (fire and police).

7.2.1.4 Air Quality

During construction, water will be sprinkled regularly on exposed surfaces to reduce

adverse effects caused by dust and particulate matter. Vehicles delivering

construction materials will be covered to reduce spills and dust, and stringent control

measures will be exercised on the maintenance of construction equipment, machinery

and vehicles.

Impacts during construction phase could be due to transportation of construction

material and road construction activities. Operation of hot mix plants and Asphalt plants

will cause emission of fumes and nuisance gases. Loading/unloading of construction

materials and its transportation particularly through the unpaved sections of the haul

road may lead to rise in ambient SPM level. Spilling of material may occur during

transportation of construction materials.

Mitigation Measures

• Asphalt and hot-mix plants will be located away from inhabited areas and water

bodies.


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•Truck carrying earth, sand or stone will be duly covered with tarpaulin to avoid

spilling.

• Dust level at the construction site will be controlled by sprinkling water.

• Construction machinery & equipment will be maintained in good working

condition and construction materials and machineries will be handled with due

precautions.

7.2.1.5 Noise Level

Operation of construction machinery e.g. hot – mix, bulldozer, loader, back holes,

concrete mixers, etc. will lead to rise in noise level to the range between 80-95 dB (A).

Vehicles carrying construction materials will also act as fall of materials. The

magnitude of impact from noise will depend upon the types of equipment to be used,

Construction methods and also on work scheduling.

The noise level generated from a source will decrease with distance as per the

following empirical formula (inverse square law).

SPL2 = SPL1 – 20 Log10 (r 2/r 1)

Where SPL1 and SPL2 are the sound pressure levels at distance r 1 and r 2

respectively.

Considering the stationary construction equipment as a point source gathering 90 dB

(A) at a reference distance of 2m, computed distance require to meet the permissible

limits during day time for different land use categories are given below.

Table 7.1 - Minimum distance of operation from Stationary Source

Required for Meeting Standards

CategoryPermissible limits in

day time (CPCB)

Distance required

(m)

Silence zone 50 dB (A) 200Residential 55 dB (A) 113

Commercial 65 dB (A) 36

Industrial 75 dB (A) 11

Construction Phase

In order to minimise the rise in noise levels, mixing plants should be located at least

500m away from built-up areas. Noisy operations will be scheduled to prevent night

time activities when increases above ambient levels are higher in addition to the


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above; the contractor will follow guidelines given in CPCB for the operation of

construction machinery.

• Construction machinery should be located at least 500m away from the

settlements.

• Noise standards will be strictly enforced for all vehicles, plants, equipment, and

construction machinery. All construction equipment used for an 8-hour shift will

confirm to a standard of less than 90 dB (A). If required, machinery producing high

noise such as concrete mixers, generators etc. must be provided with noise

shields.

• Machinery and vehicles will be maintained regularly, with particular attention to

silencers and mufflers, to keep construction noise levels to within permissible

limits.

• Contractor will be advised to provide earplugs to workers to reduce the impact

of noise on them and follow guidelines prescribed by CPCB.

• The noisy construction operations and their duration will be scheduled in such

a way to prevent night time activities.

• In addition to above, the contractor will follow guidelines prescribed by CPCB.

Noise barriers and underpasses will be provided at selected locations especially at

sensitive locations i.e. temples, Schools, Colleges, Hospitals etc. “No horn” sign board

will be put near all sensitive places like schools, hospitals, animal crossings etc.

Diverting traffic from sensitive areas, providing steep slopes and sharp corners will

reduce noise. Proper design and maintenance of vehicles will also help in reduction of

noise levels.

Operation Stage

Noise levels predicted for the operation stage of the project road are found to exceed

the CPCB standards, for a major length of the corridor, thereby necessitating the


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provision of certain mitigation measures for the attenuation of noise levels. This may

be due to the nearby commercial area and vehicular traffic.

Mitigation of the noise effects during the operation of the project can be affected by

the following options.

Modifications of the characteristics of the sources of noise generation

Introduction of an obstruction between source and receptor

As the modification of the characteristics of the vehicles/vehicle components etc, does

not fall under the purview of this project, the second option of the introduction of an

obstruction in the form of a noise barrier between the source of noise and the receptor

along the highway have been worked out.

7.3 Socio – Economic environment

7.3.1 Land acquisition

The land acquisition has been kept to minimum level by changing / modifying

alignment. The land will be acquired, as per the land acquisition act; Government of

India and compensation of the land acquired shall be paid before the commencement

of the work. The compensation of the land acquired shall be paid before the

commencement of the work. The compensation will be paid in accordance will the

rates fixed by component authority nominated by the government. Apart from this the

vulnerable groups will be resettled as per the R&R policy and entitled framework

finalized in Resettlement Action Plan.

7.3.2 Land Use Change

Road construction activities involve alterations in the local physiographic and drainage

patterns. The impacts on physiography may include destabilisation of slopes due tocut and fill operations. Cut – and – fills will be designed for improvement in the road

geometry, and parallel cross drainage structures will be added to improve drainage.

Land degraded will be developed by adopting appropriate enhancement measures.

Replanting new trees will compensate the loss of trees. Private land acquired will be

compensated financially as per state govt. laws.


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7.3.3 Local Residents and Road users

As per the survey conducted thirty percent of the owners were non-committal on their

preference for resettlement and rehabilitation. However among those who gave their

preference, cash assistance was the most preferred option irrespective of tenure. A

Resettlement Action Plan has been developed for the project which details the specific

losses anticipated as a result of the acquisition of private properties for ROW

expansion and re-alignments (e.g. by-pass). The RAP also outlines the financial

compensation that is recommended to cover the financial loss associated with

property acquisition, in accordance with applicable laws, government guidelines and

practices. In addition to financial compensation for lost business (e.g. revenues from

agriculture) and moving expenses.

PAPs owning agricultural land and assets will be paid cash at replacement cost. The

replacement value will be arrived through a negotiated settlement. If negotiations fall,

then the land and asset will be acquired as per the provision of the National Highway

Act, Road users during the operational stage will benefit from reduced congestion,

and ultimately reduced travel times throughout the road stretch. Sufficient allowance

will be made in design to accommodate non – vehicle users such as cyclist

pedestrians, herders and slow moving farm machinery to avoid traffic conflicts.

Typically it is necessary to accommodate these road users in the road shoulder to

ensure safe passage for all road users. It will also be necessary to incorporate

adequate opportunities for pedestrian crossings to ensure that they can cross the

highway safely during day time and night time conditions.

7.3.4 Health Safety and Hygiene of Construction Workers

Construction workers will be fully trained and will be provided adequate safety

measures such as safety helmets, safety boots, earplugs, and gloves. During

construction regular training will be given to construction workers in respect of safety

measures as well as environmental protection measures. Construction workers will

also be provided ready access to on or off-site health care facilities to reduce the

transmission of infectious diseases, and provide first aid for minor injuries.

Adequate precautions will be taken to prevent danger from electrical equipments. In

every workplace at suitable and easily accessible places, sufficient supply of potable


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water (as per IS) will be provided and maintained. If the drinking water is obtained

from an intermittent public water supply, then, storage tanks will be provided.

7.3.5 Disruption to Community

To prevent any disruption to the communities, all community resources likely to be

impacted due to the project shall be relocated and compensated for before the

commencement of the construction. Detailed designs have been worked out to

address the relocation, mitigation of impacts and enhancement of such common

property resources as tube wells, hand pumps etc. The loss to the access to and from

the road will be compensated by providing safe and convenient passage for vehicles,

pedestrians livestock’s etc.

Detailed Traffic Control Plans will be prepared prior to commencement of works on

any section of road. The traffic control plans will contain details of temporary

diversions, details of arrangements for construction under traffic and details of

temporary diversions, details of arrangements for construction under traffic and details

of traffic arrangement after cessation of work each day.

The contractor will take all necessary measures for the safety of traffic during

construction and provide, erect and maintain such barricades, including signs,

marking, flags, lights and flagmen as may be required by the engineer for the

information and protection of traffic approaching or passing through the section of the

highway under improvement.

7.3.6 Employment

The proposed road project will enhance the employment activities of the project area

as it is proposed to engage the local peoples for the construction purpose to the

extent possible. The impacts on the employment of the project are positive. Induceddevelopment due to good access to the area will also enhance the employment

opportunities for the people in the area.

7.4 Ecological Resources

7.4.1 Vegetation

The major negative impact on flora is due to the removal of the roadside plantation,

shrubs and ground cover from the road corridor. Number of trees to be cut has been


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kept at the minimum level by modifying alignments. During construction, proper care

will be exercised to avoid additional loss/cutting of trees. Construction camp will be

sited at least 1 km away from the dense plantation. Wherever possible, trees with girth

size of 30 to 60 cm will be transplanted as per plan. To balance the ecological loss,

compensatory afforestation of trees, double in number against the trees to be cut, will

be done as per the arboriculture and landscaping plan. In order to improve the

environmental quality of the area, measures such as roadside landscaping in and

around the corridor of project will be followed. This includes plantation along the road,

shrub planting at median, plantation around water bodies. The various plant species

proposed for plantation includes Arjun (Terminalia Arjuna), Acacia nilotica, Albizia

lebbeck, Bakain (melia azadirachta) and Neem (Azadirachta indica) as may be found

suitable for different stretches of the road project.

In the operation phase environmental quality will be considerably improved by

adopting environmentally sound engineering designs and by maintaining the aesthetic

quality through appropriate landscaping and arboriculture practices.


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8.0 Institutional Strengthening and Training

8.1 Introduction

The main objective of this chapter is to provide an institutional framework of

environmental management unit and to set out the environmental management

procedure during design, construction and operation phase. To make the road stable

and to minimize environmental impacts, construction work be carried out only in dry

season from October to June. In addition, most construction activities will be carried

out by labour based construction. During the rainy season minor road works like

transportation / shifting of structures and materials for future use, maintenance of

roads as well as compensatory plantation and transplantation will continue. Such

plantation should be made preferably during rainy season before the start of

construction work. Thereafter, periodic maintenance depending on requirement,

during dry period for 5 years is required so that the trees may stand without support

and grow by producing maximum root network and formation of leaves. The contents

of this chapter are:

• Institutional arrangements

• Environmental Training

• Monitoring and Reporting procedures

• Arboriculture and Landscaping plan

• Environmental mitigation costing

8.2 Institutional Arrangement

8.2.1 Environmental management System (EMS)

The Environmental management System (EMS) consists of following organizations

and their representatives:

i) PIU (NHAI / PWD)

ii) Supervision Consultant.

iii) Design Consultant

iv) Contractor

v) Representative of Funding Agency, if any


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vi) Environmental Consultant / unit, and

vii) Public Participation (Stakeholders & NGOs)

8.2.2 Duties of Various organizations in the EMS

The concerned organization (Ministry / Authority / Department) will be assign the

project to the local Public Works Department (PWD) or NHAI, who will set up a project

Implementation Unit (PIU) to look after various activities including environmental

management work.

The design Consultant will prepare the final road design based on standard design

guidelines and / or environmental and social impact considerations and

recommendations.

The supervision Consultant will supervise the day-to-day activities on behalf of PIU i.e.

technical supervision of works, overseeing the contract implementation, and

certification for payments including design and environmental management

responsibilities. The supervision Consultant will also undertake regular inspection

audits of all aspects of works specified in environmental Management Plan and will

report to the PIU.

The appointed Contractor will be responsible for undertaking all duties & works

assigned to him in the contract. The contractor will work according to the instructionsof supervision Consultant who will ensure that the works have been executed as per

standard specifications.

The representative of the Funding Agency of the project will / may monitor or inspect

the construction work and other activities as mentioned in the Environmental

Management Plan from time to time.

An Environmental Specialist is needed in the project to ensure proper implementation

of the EMP. The specialist may be with the PIU set up specifically for the project. The

Environmental specialist will set up an Environmental Management Unit (EMU) that

should include a few selected staff from the PIU to assist the specialized staff in

monitoring and implementation of EMP. The EMU will supervise the felling of trees,

transplantation of plants, compensatory plantation and their maintenance according to

the recommendations made in Environmental Management Plan and techniques on

the slopes of embankment and elevated sections of the road in low lying areas as well

as in hills, if soil erosion is acute. During post-construction phase, local Forest


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Department will maintain the transplanted and compensatory plants. Besides, EMU

will also undertake the following activities:

• Follow policy, legal context and directions of local administrations.

• Organizing training for member of the EMU.

• Developing methods and operational tools for environmental assessment.

• Conducting environmental assessment

• Ensuring internal co-ordination,

• Negotiating with other administrators and defining priorities and

• Supervise Contractor in implementation of EMP

8.3 Awareness and Training

Public awareness of general environmental issues is increasing through organized

nookked meetings by NGO’s and the media (Radio and TV). However, there is limited

public appreciation for how environmental issues might be addressed during highway

construction. So, formal awareness and training of PIU (PWD) and the contractor staff

plus other members of the Environmental Measurement unit at various levels is

necessary. There are several agencies and training institutes in India who organize

training in environmental management. A training organization should be selected on

the basis of the area of expertise of the particular organizations. Training may include,

but not be limited to the following:

• Handling, storage and maintenance of equipments/materials,

• Blasting / welding

• Site clearance

• Loading / unloading

• Disposal of unserviceable wastes (solid and liquid)

• Analysis techniques for assessment of air, water, effluent and noise level

• Use of mask, glass and helmets

• Health care including vulnerable diseases like AIDS, malaria, etc.

• Construction activities in and outside water bodies,


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• Excavation and quarrying

• Stripping, hill cutting and tunneling Dust suppression

• Control of soil erosion / land slide.

• Transplantation and compensatory plantation including maintenance.

• Risks and disaster management.

8.4 Monitoring and Reporting Procedures

The adverse environmental impacts identified during the Environmental Impact

Assessment of the proposed project will / may further increase during the construction

phase or increase / decrease during post-construction phase. Monitoring of

environmental factors and constraints will enable agencies to identify the increase /

decrease in the environmental impacts at a particular site / location. Monitoring will

also ensure that the actions taken are in accordance with the construction contract

and specification.

8.4.1 Responsibility for Monitoring

The responsibility for monitoring the implementation of the EMP will rest with the

Environmental Management Unit (EMU). Mitigation and enhancement measures

adopted in final design will be explicitly identified under the bill of Quantity (BOQ) so

that performance and completion is readily documented.

The PIU will assess the progress of the Environmental Management Unit and the work

of contractors. If the level of impact is determined to be high, further monitoring will be

done by a recognized ‘A’ category laboratory of the local State Pollution Control Board

(SPCB) and assessed for verification of the increased or decreased emission level

and pollutants along the project road.

8.4.2 Routine Monitoring

During the construction and post-construction phase, ambient air quality, water quality

(surface and ground water), effluent (if any released from construction work site /

camp) and noise level will be monitored as and when required depending upon the

type, nature and duration of the project using standardized monitoring methodologies

and laboratory testing facilities / techniques.

Site Selection


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Monitoring stations have been identified based on field observation such as nature of

construction, diversions, congestion, parking places, bus/taxi stands, number and

frequency of vehicles, sources of pollutants (industrial / commercial / residential),

environmental features and existence of sensitive / critical areas i.e. educational

institutions hospitals, archaeological / cultural sites. The frequency and duration of

testing / sampling of air, water, noise level and effluent quality within the ROW has to

be fixed as per allotted time frame of the project and requirements of SPCB / CPCB

and MOEF.

Methodology

Standard methodology as described in books, manuals, guidelines, etc. has to be

followed as outlined in Table - 8.1.

Table 8.1 - Testing of Environmental parameters and Standard Protocol

Sr. No. Parameters to be monitored References

1 Air Quality

i Suspended ParticulateMatter (SPM) (µg/ m3)

IS:5182 (pt-4)

ii NOx (µg/ m3) IS:5182(pt-6)

iii SO2 (µg/ m3) IS:5182(pt-2)

iv CO (µg/ m3) IS:5182(pt-10)

2 Water and Effluent (all parameters as per CPCB (1998)

i Surface Water APHA 20th Edition and CPCB (1997)

ii Ground Water iii Effluent ( if any releasedfrom construction worksite / camp)

3 Noise Level IS:3028, IS:4758, IS:9779, IS:10399

4 Soil Quality As per IRC code of Practice

8.4.3 Recording the Data

The monitored data is to be recorded in the standard formats for air, water, noise and

effluent quality. All such monitored data is to be compared with established standards

for air, water and effluent quality and noise level (CPCB, 1999, 2000). If recordedvalues exceed the standards, then controls must be implemented through instructions

to the contractor.

Photographic record of sites/locations will be useful as an environmental monitoring

instrumental tool. A full record of such photographs will be kept as part of normal

contract monitoring. Besides, filling of the environmental Monitoring Questionnaire,

based on visual monitoring visual observation and public consultation, will help in


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reduction of the unnecessary tests. A full photographic record of pre-construction

conditions will be developed for monitoring purposes.

Major baseline surveys are not considered necessary for monitoring purposes other

than identification and quantification of trees to be removed during construction. It is

anticipated that criteria for the removal of tree will be based on the finalized alignment

design and as per the schedule of road widening only.

8.4.4 Record Keeping

The recorded data in the above proforma will be compared with the requisite

standards. It will provide feedback whether further monitoring is required or not. Daily

project diaries will be maintained. Environmental problems (spills, dust, noise, etc.) as

well as safety incidents are to be recorded and retained. Diary will be summarized in

regular environmental reports provided to the sponsoring agency through PIU. All

such monitored data are required to be preserved for at least one year after

completion of construction work and produced as and when required for verification.

8.5 Monitoring Plan

All the activities envisaged during design, construction and operation stages will be

monitored to produce satisfactory results. These activities will be applicable to all the

packages. The various parameters to be monitored include air quality, water quality,noise levels, soil quality, transplantation survival etc the detailed monitoring plan will

be submitted along the parameters and their frequency of monitoring is included in the

environmental management plan.

8.6 Arboriculture and Landscaping

8.6.1 General

Road widening will result in the cutting of trees as well as roadside plantations. In

order to conserve the green belt developed along the project road and to compensate

for the lost green belt that has deloped along the project road, an arboriculture and

landscaping plan is needed at design stage. This can be done through proper

selection of plant species as per site conditions. As a result of indiscriminate planting

and thoughtless replacement, our roadside avenues throughout the study have

become very much mixed. The difference in the shape of their crowns and the rate of

their growth, provide a patchy appearance and from a distance present a zigzag

skyline. On the other hand, avenues with one species only for a number of miles will


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look harmonious and pleasant and the skyline will regular and wavelike. It is therefore,

essential that a mixture of different species is avoided and single species are planted

over long stretches of the road. This will not only improve the appearance but also

render management economic, replantation easier and will rationalize their

exploitation for commercial purposes. The main function of Roadside Avenue is to

shade as well as to decrease automobile pollution. Therefore, those trees that are

quick growing and which at the same time provide dense shade should be planted.

Trees with umbrella or sub-umbrella crown like Neem and Mango are more suitable

than trees with a linear elongated crown like Teak. Eucalyptus etc. Trees, which

provide shade and also yield valuable timber or fruit, will be considered more

desirable.

Trees will be planted 8 to 10 m apart, so that crowns may develop freely. Where thesurplus land available is more a double avenue near the boundary line will be grown.

The outer row of the trees shall be planted on the ROW line so that it will act as a

demarcation line for the NHAI right of way.

8.6.2 Types of Trees / Species

Trees for roads will be selected with due regard to rainfall, soil, temperature, water

level and pollution scenario. Only those trees will be grown along roads, which provide

thick shade and are also valuable. Keeping in view these considerations in mindDivisional Forest Offices of Pune were consulted and they have recommended the

following species of trees/plants as suitable for the climate of the Project area.

Table 8.2 - Types of Species for Plantation

Sr.No.

Scientific Name Indian Name

1 Terminalia Arjuna Arjuna

2 Azadirachita Indica Neem

3 Jacaranda Mimosaefolia Nili Gulmohar

4 Mangifera Indica Aam

5 Millindtonia hortensis Akas Neem

6 Tamarindus Indica Imli

7 Albizzia Procera Siris

8 Bauhinia Uariegata Kachnar

9 Crataeva religiosa Barna

10 Ficus religiosa Pipal

Plant species will be planted at a spacing of 10 m.


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8.6.3 Methodology

Step 1: The data on surplus land within the ROW, after new alignment had

been fixed, was compiled package wise.

Step 2: Number of trees to be cut at different chainage along the road wasanalyzed. Estimate was made for additional trees / plants to be

replaced.

Step 3: The climatic data where the new plants are to be sown was collected

so that the type of trees to be planted are chosen as per the climatic

conditions.

Step 4: Data on the type of species to be planted was collected in consultation

with district Horticulture Societies in the project areas. Overall

environmental scenario was kept in view while designing the

arboriculture and landscaping plan.

The detailed plan with chainage wise number of trees to be planted and available land

width is to be prepared and included in the Environmental Management Plan.

8.7 Landscaping

Landscaping of project road includes all aspects that affect the appearance of the

road environment and the natural environment through which the road passes.

Trees are predominant features in landscape design. Careful selection and use of

appropriate planting material will accomplish the functional requirement and provide

better landscaping of the highway.

8.7.1 Design for Plantation of Trees along the Road

• Homogenous Plantation

• Heterogeneous Plantation

Homogenous Plantation

One, two or more rows (if surplus land is available) of selected tree species,

equidistant from each other will be recommended for plantation in areas without

existing vegetation or landscape features. In addition to creating a visuality pleasing

thick green belt, these plantations will also help to minimize the migration of some

pollutants such as dust to adjacent areas.


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Heterogeneous Plantation

Avenues / Plantations of a single variety of trees look graceful because of the

symmetric uniformity of their appearance. However, sometimes, a pleasant view along

the road can be created by planting combination of flowering trees of contrasting

color, form and foliage in which more than one species is involved. This type of

plantation pattern is widely known as heterogeneous plantation. In this, colour

combination plantation, selection of trees is more important. For this, maximum

attention is to be paid to the selection of tree species, focusing on species which

flower at the same time and blend colors of flowers in a manner that does not

interface and instead creates soothing conditions to give rest to the eyes and refresh

the mind of the travelers for long and safe drive.

The various schemes to be followed for contrast color combination tree plantation

under heterogeneous plantation along the project road has been designed and

included in EMP.

8.7.2 Toll Plazas

In the case of toll plazas large trees are proposed which are slightly different in

planting style to give a distinctive identify from roadside planting.

8.7.3 JunctionsThe main considerations in landscaping of junctions are visibility, drainage, aesthetics

and maintenance.

For good visibility, shrubs and trees should not be planted at junctions. Moreover, if

shrubs are planted, the topsoil will have to be exposed around the shrubs, which may

wash off with storm water run off thus clogging the catch pits. Only turfing is

envisaged in these areas to soften the harsh black tarmac of the road. To give a

pleasant shape and scale to the environment, their dimensions are fixed by proposing

mounds with turfing on slopes. Planting of trees and shrubs can be envisaged only at

the border of ROW and in the center, which has been previously dealt with, in

roadside planting.

Where the ROW cuts across the field boundaries, leaving isolated triangles of plots,

these may be used for small plantation and for social forestry. These small plantations

will add variety to the highway landscape and will help to break the monotony of

driving along straight or near straight stretches. Shrubs will be planted along side the

fencing to camouflage its existence.


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8.7.4 Turfing

Earthwork on embankment is proposed to be turfed in the untreated shoulder portion

as well as on the side slopes to protect it from erosion.

Top of the slopes of the embankment would be rounded off and planted with shrubs toreduce the chances of erosion.

8.8 Budget and Costing

A tentative costing for the implementation of the suggested mitigation measures on

various environmental components has been carried out. It is found that the total cost

of implementing these mitigation measures on different items will be 1.63 lakhs / year

Table 8.3 - Summary of Cost Estimate for EMP Implementation

.

ItemCapital Cost

(Amount in Rs.)Recurring cost in

Rs per year

Road side plantation 1,,664,520

Planting flowering shrubs atmedian (@ 500 shrubs/km)

13,506,250

Environmental Monitoringduring operation

- 1,63,000

Labour Camp Sanitation 100000(10000/toilet x 10 toilets for

200 labourers)

-

Environmental Monitoring(Construction Stage for 2

years)

326000 -

Total 15,596,770/- 1,63,000/-

Documents

Annexure-IA (EIA)