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Pune-Solapur of NH-9 in the State of Maharashtra &
Package No. NHDP-III/DL4/04 Artefact Projects
Package-I Detailed Project Report Vol-IV EIA / IEE Report
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Package No. NHDP-III/DL4/04 Artefact Projects
Package-I Detailed Project Report Vol-IV EIA / IEE Report
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Package-I Detailed Project Report Vol-IV EIA / IEE Report
List of Table
Table 4.1 - Key Environmental Legislation in India............................................................36
Table 4.2 - National Ambient Air Quality Standards...........................................................37
Table 4.3 - Guidelines of CPCB on Water Quality Criteria.................................................39
Table 4.4 - National Ambient Noise Standards...................................................................39
Table 5.1 - Land Use Details.................................................................................................42
Table 5.2 - Physiography and Land use of Project Area....................................................42
Table 5.3 - Locations for Air Quality Monitoring.................................................................45
Table 5.4 - Air Quality Monitoring results at the identified locations................................46
Table 5.5 - Noise Quality Monitoring results at the identified locations...........................46
Table 5.6 - Water quality sampling location points............................................................47
Table 5.7 - Water quality monitoring results at the identified locations...........................48
Table 6.1 - Potential Environmental Impacts......................................................................56
Table 6.2 - Evaluation of Environmental Impacts...............................................................57
Table 7.1 - Minimum distance of operation from Stationary Source.................................72
Required for Meeting Standards..........................................................................................72
Table 8.1 - Testing of Environmental parameters and Standard Protocol........................82
Table 8.2 - Types of Species for Plantation........................................................................84
Table 8.3 - Summary of Cost Estimate for EMP Implementation.......................................87
List of Annexure
Annexure1: Geological map of Pune district
Annexure2: IMD data on Temperature & Rainfall for Pune
Annexure3: IMD data on Wind speed, Wind Direction & Humidity for Pune
Annexure4: Map showing forest area of Pune district
Annexure5: Monitoring results of Air quality, Water quality and Noise levels
Annexure6: List of minor /major rivers/canals/drains/ bridges in the project area
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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.
1.3.1.1 Meteorology
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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.
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.
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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
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.
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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
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.
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.
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Package-I Detailed Project Report Vol-IV EIA / IEE Report
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.
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 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), including training in emergency
response and contingency planning, plus the provision of suitable spill containment
and clean-up equipment.
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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 SO 2, CO and
hydrocarbons are likely from hot mix plant operations
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.
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.
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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:
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
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.
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
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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.
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.
There are no such monuments / Historical Areas within the proposed ROW of the road
or within the 50m from the project road.
1.3.5.4 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.
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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.
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.
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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.
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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.
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.
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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
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 PWD
Chainage 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,
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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
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 is
carried out based on available secondary data collected from various departments
including Census dept., Meteorological Department, Statistical Department, the State
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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
locations along the project road as per CPCB / MOEF guidelines and relevant BIS
Standards.
Flow Chart 1.1 shows the Methodology adopted for the study:-
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 Measures
Chapter 8. Institutional Strengthening and Training
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Identification of Critical
Environmental issues & Preliminary Project
selection of preferred
alignment Assessment
Baseline
Primary Data Secondary Data
Environmental
Collection Collection
Assessment
Environment
Monitoring
Identification and
Assessment of potential
Environmental Impacts
Suggestion of
Mitigation measures
Measures
Institutional
Implementation Environmental Strengthening &
Schedule & Management Plan Training
Supervision
Programme
Monitoring Plan Budget for EMP
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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:
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.
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,
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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.
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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Concentric with
33.200 34.500 73.200 74.200 1.30
Service Roads
34.500 58.350 74.200 98.000 23.850 Eccentric Right
Concentric with
58.350 60.450 98.000 99.800 2.100
Service Roads
60.450 79.200 99.800 116.000 18.750 Eccentric Right
Eccentric Right with
79.200 80.000 116.000 116.800 0.800
Service Roads
80.000 83.300 116.800 119.800 3.300 Eccentric Right
Eccentric Right with
83.300 83.900 119.800 120.400 0.600
Service Roads
83.900 97.600 120.400 134.000 13.700 Eccentric Right
Concentric with
97.600 100.400 134.000 136.800 2.800
Service Roads
New Carriageway
95.700 100.700 132.200 137.200 7.800
for All the 4 lanes
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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
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.
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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.
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.
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.
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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 and
other 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.
The bituminous pavement materials comprise of binder, coarse aggregates and fine
aggregate materials.
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
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shape, free from dust and soft or friable materials, organic or other deleterious
materials.
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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.
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:
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Details of these measures have been given in the Traffic Management Plan of the
main report.
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 these
considerations.
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.
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
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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.
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.
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.
A primary survey has been carried out at various locations along the project corridor. It
includes:-
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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
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4.1 Policy
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:
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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.
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 be
undertaken 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.
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
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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
The forest clearance from the govt. of India is needed for the proposed project.
4.2.4 Water (Prevention and Control of Pollution Act) 1974 (Amended 1988)
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.
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4.2.5 Air (Prevention & control of Pollution) Act 1981 as Amended in 1981 as
(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 Environmental
Protection 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.
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.
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.
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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.
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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.
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Annual
Ammonia1 0.1 mg/ m3 0.1 mg/ m3 0.1 mg/m3 .
Average*
24 hours** 0.4 mg/ m3 0.4 mg/m3 0.4 mg/m3 .
- Non Dispersive Infra
Carbon Monoxide 8 hours** 5.0 mg/m3 2.0 mg/m3 1.0 mg/ m3
Red (NDIR)
(CO)
1 hour 10.0 mg/m3 4.0 mg/m3 2.0 mg/m3 Spectroscopy
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.
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The MoEF has notified ambient noise level standards vide Gazette Notification dated
26th December 1989. It is based on the weighted equivalent noise level (Leq). These
are presented in following table.
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A Industrial 75 70
B Commercial 65 55
C Residential 55 45
D Silence Zone ** 50 40
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5.1 General
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).
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 through
hilly 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.
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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
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.
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
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5.2.2.1 Geology
Pune District
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 any
marked 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
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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
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% SiO 2. 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.
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The summary of the monthly annual rainfall is given in Annexure - II obtained from
Additional Director General of Meteorology (Research), Pune.
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.
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
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.
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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
SPM
μg/m3 186 198 147 200
RPM
67 89 75 100
μg/m3
SO2
12.8 19.9 13.8 80
μg/m3
NOX
13.9 23.7 17.8 80
μg/m3
CO
786 806 778 2000
μg/m3
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
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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 1
major bridges;
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:
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main canal
Stagnant
2 63.300 RHS Pond Perennial WS2
water
Reservoir
of earthen Stagnant
3 77.000 RHS Perennial WS3
dam (malad water
tank)
Stagnant
4 108.500 RHS Tube well Perennial WS4
water
Reservoir
Stagnant
5 115.200 LHS (ujani dam Perennial WS5
water
bhimnagar)
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.
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.
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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.
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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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.
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 district
As 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 %.
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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6.1 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.
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.
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:
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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.
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.
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.
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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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.
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.
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.
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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.
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.
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construction. The Evaluation of Environmental Impacts has been given in Table 6.1
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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 as
environmental 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
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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,
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
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.
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
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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 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 topsoil
for 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.
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Construction Stage
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.
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
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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.
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.
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
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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.
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.
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 the
occupants of the nearby area.
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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).
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 noise
barriers at sensitive locations i.e. school, temples / mosques and congested places.
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.
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.
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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
etc. coming under Right of Way (ROW) for the proposed strengthening / widening
were noted.
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 significantly
except 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.
There are no Archaeological / Historically important sites along the proposed ROW
and hence impact on such structures will not be there.
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
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Operation Stage
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.
Construction Stage
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
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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.
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’s
and 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.
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.
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
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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
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.
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7.2.1.1 Meteorology
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
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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.
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.
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 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.
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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.
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
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"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
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.
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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.
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.
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).
Where SPL1 and SPL2 are the sound pressure levels at distance r 1 and r2
respectively.
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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
above; the contractor will follow guidelines given in CPCB for the operation of
construction machinery.
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.
The noisy construction operations and their duration will be scheduled in such
a way to prevent night time activities.
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
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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
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.
Road construction activities involve alterations in the local physiographic and drainage
patterns. The impacts on physiography may include destabilisation of slopes due to
cut 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.
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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.
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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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.
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. Induced
development due to good access to the area will also enhance the employment
opportunities for the people in the area.
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.
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Institutional arrangements
Environmental Training
iv) Contractor
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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 instructions
of 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.
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Department will maintain the transplanted and compensatory plants. Besides, EMU
will also undertake the following activities:
Blasting / welding
Site clearance
Loading / unloading
Analysis techniques for assessment of air, water, effluent and noise level
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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.
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
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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.
8.6.1 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 the
surplus 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.
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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 was
analyzed. 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.
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.
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
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.
8.7.3 Junctions
The 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 to
reduce the chances of erosion.
.
Capital Cost Recurring cost in
Item
(Amount in Rs.) Rs per year
Road side plantation 1,,664,520
Planting flowering shrubs at 13,506,250
median (@ 500 shrubs/km)
Environmental Monitoring - 1,63,000
during operation
Labour Camp Sanitation 100000 -
(10000/toilet x 10 toilets for
200 labourers)
Environmental Monitoring 326000 -
(Construction Stage for 2
years)
Total 15,596,770/- 1,63,000/-
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