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Environment and Social Due Diligence Report May 2011

IND: India Infrastructure Project Financing Facility II –Pune Solapur Expressway Pvt. Ltd. Prepared by India Infrastructure Finance Company Limited for the Asian Development Bank This report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Environment and Social Due Diligence Report Pune-Solapur Expressway Pvt. Ltd.

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IIFCL

Due diligence Report on Environment and Social Safeguards

Sub Project: Widening and Up gradation of NH-9 section between Pune-Solapur Section in the state of Maharashtra, India.

Sub-Project Developer: Pune-Solapur Expressway Pvt. Ltd.

May 2011


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Sub Project: Widening and Up gradation of NH-9 section between Pune-Solapur Section in the state of Maharashtra, India.

Due diligence Report on Environment and Social Safeguards


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CONTENTS

PROJECT BACKGROUND: ...................................................................................................... 5 1. SUB-PROJECT TITLE: ............................................................................................... 5 2. SUB-PROJECT DESCRIPTION: ................................................................................. 5 3. CONCESSIONAIRE: ................................................................................................... 6 4. EPC CONTRACTORS:................................................................................................ 6 5. INDEPENDENT CONSULTANT: ................................................................................. 7 6. PROJECT MANAGEMENT CONSULTANT: ............................................................... 7 7. LENDER’S ENGINEER: .............................................................................................. 7 8. STATUS OF SUB-PROJECT IMPLEMENTATION: .................................................... 7 DUE DILIGENCE ON ENVIRONMENTAL SAFEGUARDS: ...................................................... 9 9. AVAILABILITY OF EIA/EMP REPORTS: ................................................................. 10 10. VISIT TO SUB-PROJECT LOCATION: ..................................................................... 10 11. ENVIRONMENTAL SENSITIVITY AND DUE DILIGENCE: ....................................... 10 12. CATEGORIZATION OF SUB-PROJECT: ................................................................. 12 13. STATUS OF REGULATORY CLEARANCES: .......................................................... 12 14. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE: ............................ 13 15. ALTERNATIVE ANALYSIS: ...................................................................................... 15 16. IMPLEMENTATION OF EMP: ................................................................................... 15 16.1. EPC Contracts : ........................................................................................................................ 15 16.2. Environment management plan (EMP): ................................................................................. 16 16.2.1. Contractors Environment Management: .................................................................................... 16 16.2.2. EMP Implementation Matrix: ...................................................................................................... 16 16.2.3. Environmental Monitoring: ......................................................................................................... 24 16.2.4. Implementation Framework and EMP Monitorng:...................................................................... 24 17. SITE VISIT:................................................................................................................ 26 18. CONCLUSION AND RECOMMENDATION: ............................................................. 27 DUE DILIGENCE ON SOCIAL SAFEGUARDS ....................................................................... 29 19. DUE DILIGENCE OF SOCIAL IMPACTS: ................................................................ 30 20. LAND ACQUISITION IN THE SUB-PROJECT .......................................................... 31 21. LAND ACQUISITION STATUS FOR THE SUBPROJECT ........................................ 32 22. RESETTLEMENT IMPACT IN THE SUB-PROJECT: ............................................... 34 23. COMMON PROPERTY RESOURCE (CPR) .............................................................. 34 24. COMPENSATION AND ENTITLEMENT: .................................................................. 34 25. INCOME RESTORATION AND EMPLOYMENT GENERATION: ............................. 36 26. PUBLIC CONSULTATION IN THE SUB-PROJECT: ................................................ 36 27. HEALTH, SAFETY, HYGIENE OF CONSTRUCTION WORKERS: .......................... 38 28. SITE VISIT ................................................................................................................. 39 29. CONCLUSIONAND RECOMMENDATIONS ............................................................. 39


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LIST OF FIGURES: FIGURE1.1 : FOREST COVER MAP IN MAHARASHTRA…………………………………… …………………………11 FIGURE 2.1 : ORGANIZATION CHART……………..…………………………………………………………………………..25

LIST OF TABLES: TABLE 1 : PROJECT SALIENT FEATURES…….……………………………………………………………………………..5 TABLE 2 : CUMULATIVE ACHIEVEMENT STATEMENT..……………………………………………………………...6 TABLE 3 : CUMULATIVE ACHIEVEMENT STATEMENT FOR STRUCTURAL WORK…..……………..…….7 TABLE 4 : FINANCIAL PROGRESS FOR THE PROJECT………………………………………………………………….7 TABLE 5 : STATUS OF CLEARANCE……………………….………………………………………………………………….11 TABLE 6 : PUBLIC CONSULTATION DETAILS……………………………………………………………….……………12 TABLE 7 : PUBLIC CONSULTATION DURING IMPLEMENTATION STAGE…………….……………………..13 TABLE8 : EMP IMPLEMENTATION MATRIX……………………………………..…………………………………….16 TABLE9 : DETAILS OF TREE CUT VIS-À-VIS TREE TRANSPLANTATION….…………………………………..25 TABLE10 : VILLAGE WISE LAND ACQUISITION DETAILS……………………………………….………..…………30 TABLE 11 : STATUS OF AVAILABLE LAND………………………………………………………………….………..…….32 TABLE 12 : MAGNITUDE OF IMPACT BY CATEGORY………………………………………….…..………..……….33 TABLE13 : IMPACT ON COMMON PROPERTY RESOURCES…………………………............………..………33 TABLE14 : PRESENT STATUS OF LAND ACQUISITION TO AGRICULTURAL AND NON- AGRICULTURAL TITLE HOLDERS …..………………………………………………………………………..34 TABLE15 : TOTAL BUDGET OF REHABILITATION AND RESETTLEMENTS.………………..………..………35 TABLE16 : LOCAL LEVEL CONSULTATION…………………………………………………………………………………36 TABLE 17 : CONSULTATION DURING THE PROJECT IMPLEMENTATION STAGE………………………….36

APPENDICES:

Appendix I: EIA/EMP Report Appendix III: EPC Contract Document

Appendix II: Copies of Relevant Clearances, Consents and Permits

Appendix IV (A): EMP for Contractor-1

Appendix IV (B): EMP for Contractor-2 Appendix V : Signed Copy of EMP Implementation Matrix

Appendix-VI : Copy of Environmental Monitoring Report

Appendix VII: Photoplate (Site Visit Photographs)

Annexure VIII: The details of the sanitation, health and safety practices


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1. The National Highways Authority of India (NHAI) has decided to upgrade the existing 7.0m wide undivided two-lane road of NH-9 from Pune (PWD Km 40+000) to Solapur (Km 144+000) to 4-lane capacity.

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2. The Project Road i.e. the Pune-Solapur Section of NH-9 is a very important link providing connection between the two state capitals: Mumbai and Hyderabad of India. The growing mismatch between road infrastructure and vehicle population in this section of the road has led to traffic congestion and reduced level of services.

3. Thus, as part of the National Highway Development Program (NHDP), NHAI has taken up the 4 laning of the mentioned project section under NHDP-Phase-III program (Package No. NHDP-III/DL4/04).

4. The proposed widening and strengthening work would mainly involve: (i) raising the formation level wherever it is required; (ii) widening of existing two lane road into four lane divided carriageways; (iii) Pavement strengthening and provision of drains, service roads, sidewalks, pedestrian crossing, cattle crossing, underpasses, bus bays and truck lay byes etc. The project salient features are given in table 1. Table 1: Project Salient Features: Particulars Project Road (Km 40+000 to 144+000) Length 110.037 Km Terrain Plain and rolling terrain. A small portion of the project area

passes through hilly area considered as Ghat section from Km 68.00 to Km 69.00 near Kurkumbh.

Carriageway Two carriage ways of 7.00m + 2x0.250 m (Shy distance) with raised median of 4.5m.

Paved Shoulders 2x1.5m=3.0m Gravel Shoulder 2x1.0m=2.0m Service Roads on both sides Total length of 14.5 Km Major Bridges 1 Nos. on Sonar Nallah (at Km 79+135 at Sonar Nallah Bridge).

Minor Bridges 36 Nos.

Flyover 3 Nos. Railway Over Bridge 1 Nos. Vehicular Underpass (VUP) 7 Nos. Pedestrian/Cattle Underpass (PUP and CUP)

15 Nos.

Culverts 302 Nos. Major Intersections 5 Nos. Minor Intersections 12 Nos.

Source: Monthly Progress Report March 2011


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Project Facilities: Further as part of the project, various project facilities shall be provided which will also put advantage to the environmental and safety safeguards of the project. The project facilities to be provided as part of the concession agreement include: Toll Plaza at two locations (km 65+000 and at Km 140+000); Road Side Furniture (e.g. Road Signs, Road Markings, Crash Barriers, Guard Rails,

MS Railings/ Separators, Delineators/Cats Eye, Hecto meter/Kilometer Stone, Boundary stone)

Highway Lighting (High Mast lighting shall be provided at all required locations as per manual except for Minor Junctions where solar lighting shall be provided);

Pedestrian facilities (e.g. Pedestrian Guard Rails, Padestrian Walkway, Ramps/Steps, Pedestrian Crossings (at service roads), Foot Overbridges at 1 no. locations) Tree Cutting and Tree plantation;

Landscaping and Arboriculture including median plantation; Truck parking/Lay byes at 4 nos. of locations Bus Byes at 50 locations and bus stops at 12 locations; Cattle crossings; Development of site for wayside amenities; Traffic aid posts; Vehicle rescue posts; Telecom system; Highway traffic management system; Highway patrol vehicles for the management of the Ambulances; Cranes; and Advanced Traffic Management System (ATMs)

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5. NHAI has appointed M/s Pune-Solapur Expressway Pvt. Ltd. as the concessionaire for this sub-project. The Concession Agreement signed on 19th May, 2009 between NHAI and M/s Pune Solapur Expressway Pvt. Ltd. The financial close has been achieved on 28th October 2009.

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6. M/s Pune-Solapur Expressway Pvt. Ltd.(PSEPL) has signed the EPC contract agreement with two EPC contractors. The project highway has been divided into two packages and the names of package wise EPC contractors are given below:

Package-I (Km 40 to Km 93.7)-IJM India Infrastructure Ltd. Package-II (Km 93.7 to Km 144.4)-Oriental Structural Engineers Pvt. Ltd.


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7. M/s Renardet S.A has been appointed as the independent consultant for the project.

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8. M/s Egis India Consulting Engineers Pvt. Ltd. has been appointed as the Project Management Consultant (PMC) for the project.

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9. M/s Frishmann Prabhu (India) Pvt. Ltd. has been appointed as Lender’s Engineer for the project.

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10. Physical Progress: According to project construction plan, the project competition date is 12th May 2012. The physical progress of the project as per the March 2011 is given in table 2 and 3.

Table 2: Cumulative Achievement Statement

S.No. Description % of work achieved till this month

1 Excavation (Road) 36%

2 Embankment 88%

3 Sub grade 30%

4 Granular Sub Base 36%

5 Wet Mix Macadam 37%

6 Prime Coat 34%

7 Tack Coat 16%

8 Bituminous Macadam 44%

9 Dense Bituminous Macadam 32%

10 BC Nil


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S.No. Description % of work achieved till this month

11 DLC Nil

12 PQC Nil

Source: Monthly Progress Report, March 2011

Table 3: Cumulative Achievement Statement for Structural Works

S.No. Description No. of Structures

Completed Progress Balance

1 ROB Nil 01 Nil

2 Flyover Nil 01 02

3 Major Bridges Nil 01 Nil

4 Minor Bridges 12 23 01

5 Pedestrian Underpass/ Vehicular Underpass

1 11 10

6 Slab and Box Culverts1 16 30 42

7 Pipe culverts2 29 165 53


11. Financial Progress: The financial progress of the major works carried out at the site in the month of November 2010 is given in table 4. Table 4: Financial Progress for the Project

Cumulative Financial

Progress (Planned)

Cumulative

Financial Progress

(Achieved)

% of Financial

Progress Planned up

to this month

% of Financial

Progress achieved up

to this month

(Crores) (Crores) % %

468.89 271.41 52.23 30.29


1 The number of slab and box culvert required as per site condition is 88 whereas in CA it was 80.

2 The number of slab and box culvert required as per site condition is 247 whereas in CA it was 221.


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12. NHAI through its consultant M/s Zaidun Leeng Sdn. Bhd. & Artefact Projects has prepared the Environmental Assessment and Environment Management Plan. A copy of the EIA/EMP report is given in Appendix-I.

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13. As part of the preparation of the ESDDR, the sub-project was visited by the Environmental and Social safeguard specialists of IIFCL during 12th-13th of January 2011. For field verification of Environmental safeguards as reported in the EIA/EMP reports, consultation with the concessionaire. The site visit photographs are given in Photoplate-I.

11. EEENNNVVVIIIRRROOONNNMMMEEENNNTTTAAALLL SSSEEENNNSSSIIITTTIIIVVVIIITTTYYY AAANNNDDD DDDUUUEEE DDDIIILLLIIIGGGEEENNNCCCEEE:::

14. The environmental sensitivity of the NH-9 section between Pune-Solapur sections has been assessed by reviewing the Environmental Assessment and Management Plan, prepared as part of the project preparation, supplemented by field visit and consultation with the concessionaire. The environmental sensitivity assessment is given below:

This segment of NH-9 section has no National Park or Wildlife Sanctuary within a radius of 10 km;

There is no wildlife in the project area per se. However the forest area through which this NH section is passing through houses certain fauna like jungle cat, jackal, deer, reptiles, snakes etc. The faunal species do not belong to scheduled-I category of animals according to Wildlife Protection act 1972 and are not rare and endangered species;

The widening and up-gradation of this NH section involves diversion of reserve forest land for 22 Ha;

Occurrence of rare and/or endangered (both flora and fauna) species has not been reported along this NH section. Overall in Maharashtra state the total forest cover is about 16.46% of state’s geographical area. Out of the total forest cover non-forest cover is about 82.19%, Open forests 6.85%, Moderately dense forests 6.77% and Very Dense Forests 2.84% and scrub 1.35% (Source: Forest Survey of India, 2009). The project districts however mostly covered by Open and non-forest types having lower canopy density as can be seen from Figure 1.1;

9426 nos. of road side tree cutting is involved as part of the project. To compensate twice number of tree plantation shall be undertaken. In this project the same is maintained through mix of some mature tree transplantation and sapling of trees. Both the transplanted trees and samplings shall be maintained for 3 years. The cost provision for felling, transplantation and re-plantation of new saplings has been made;


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Figure1.1: Forest Cover Map in Maharashtra (Source: Forest Survey of India, 2009)

No monuments archeological or historical monuments, protected by Archeological Survey of India has been reported in this section;

This NH section has 1 major bridge and 36 minor bridges across various cross drainages criss- crossing the project alignment;

Public consultations have been conducted during the environmental studies to disseminate the project information and to record the views/aspirations of the local people along this NH section;

Elaborate environmental management and monitoring system has been suggested for this NH section;

The concessionaire has undertaken the implementation of environment management measures as per agreed EMP including physical monitoring of environmental parameters during the construction stage of the project;and,

A cost provision of INR 15.6 million has been proposed for Environment Management and monitoring plan. During site visit, it is observed l expenditure has been made for setting up of labor camp sanitation facilities as well as environmental monitoring during construction stage. The road side plantation and planting of flowering shrubs along the median shall be taken up once the major construction works are completed.


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12. CCCAAATTTEEEGGGOOORRRIIIZZZAAATTTIIIOOONNN OOOFFF SSSUUUBBB---PPPRRROOOJJJEEECCCTTT:::

15. The sub-project can be classified as category B based upon ADB’s EA requirements as per their Environment Policy (2002). This classification is based on the review of the EA report and other available documents, field verifications of the sub-project with respect to the environmental sensitivity among others.

13. SSSTTTAAATTTUUUSSS OOOFFF RRREEEGGGUUULLLAAATTTOOORRRYYY CCCLLLEEEAAARRRAAANNNCCCEEESSS:::

16. The statutory clearances required as part of the proposed widening and strengthening of NH-9 section between Pune–Solapur section was assessed and current status of availability of such clearances are given in Table 5. The Environment (Protection) Act, 1986 (EPA-1986) provides holistic framework for the protection and improvement to the environment. Under the EPA-1986 certain development projects have been identified requiring environmental clearance as defined under EIA notification dated 14th September 2006 including all its amendments.

Table 5: Status of Clearance

S.No. Clearances Required

Statutory Authority

Current Status of Clearance

1 Environmental Clearance

MoEF MoEF has granted the Environmental Clearance on 28th January 2008. The concessionaire sends regular compliance report to MoEF through NHAI. During site visit, it is been observed that major conditions are complied with. IIFCL has requested the developer to send copy of such compliance reports periodically to IIFCL.

2 Forest Clearance

MoEF’s Regional Office

Formal approval ( stage-II) for forest diversion received on 01.09.2010. Approval given for diversion of 22.20 ha of forest land and Compensatory Afforestation is required to be taken up by the forest department over 44.4 ha on degraded forest land {survey no. 462 (new Survey no. 31), Village-Gopaliwadi, Range-Daund, District-Pune.

3 NOC for overall activities

Maharashtra State Pollution Control Board

Consent to establish has been received on 11th of November 2009 from Maharashtra State Pollution Control Board for construction work of the highway under section 25 of the water (prevention and control of pollution) Act, 1974, and under section 21 of Air (Prevention & Control of Pollution) Act, 1981. The consent is valid for 5 years or completion of the project whichever is earlier. This consent is valid for the production of :

Ready Mix Concrete: 30cum/day Stone Metal: 500 Brass/Day Hot Mix: 300 Brass/Day Wet Mix: 500MT/Day

17. Copies of all relevant clearance, approvals and permits are given in Appendix-II.


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18. Public consultations have been carried out during the month of May and June 2006 at various places along the Project corridor. The district officials, representatives from local bodies, politicians and large number of project affected persons have attended the meetings. The various points raised in the meeting mostly concentrated on alignment modifications and compensation criteria. All those attended the meetings are unanimously in favor of the project.

19. As reported in the EIA report, discussions were held with the stakeholders with different type of consultation such as formal, informal and group discussions and their suggestions were incorporated in mitigation measures. Based upon the public consultation and understanding the possible impacts from the consultation, the matrix of adverse environmental Impacts due the project and preliminary mitigation measures has been prepared. The details of the issues raised and actions taken in this regards are given in Table 6 below:

Table 6: Public Consultation Details

Issues Raised Response

Basic amenities like water taps, hand pumps etc. lying along the road should be protected.

The alignment has been so chosen that there is minimum loss of these basic amenities.

Loss of properties should be minimum.

The loss of Property has been kept minimum by providing Bypasses / Realignments, Elevated Corridors.

Tree should be protected Only those trees which directly impinge on the work will be clearly marked and felled.

Cultural / religious properties should be saved.

Temples and Mosques have been saved through provision of eccentric widening to the left or right without compromising on the safety features

Plantation & Orchards should be saved

The alignment has been so chosen that it is affecting minimal possible Plantation & Orchards.

Compensation for privately owned tree to be affected.

Compensation for privately owned trees would be given as fixed by the competent Authority.

Control of air, water and noise pollution during construction.

Appropriate and adequate measures have been detailed in the Environment Management Plan for pollution control.

Local people should be given employment during construction.

Local people will be given preference in employment for unskilled / semiskilled components of work.

Under Passes Should be Provided

Under Passes has been proposed.


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Road safety Bypass have been provided to avoid congested settlements of Indapur. Junctions will be improved at Kurkumbh. Service Roads have been proposed all along the project road to provide safety and safe passage to slow moving vehicles like sugar cane carrying bullock carts Vehicular / Pedestrian Underpasses have been proposed and are under construction.

Compensation should be paid before acquisition of property and should be paid at market rates.

The compensation will be paid as per relevant regulatory framework of the State

20. Consultation during implementation: Since commencement of work in 2009 public

participation has been given due importance. Some of the construction activities which were not included in the concessioning agreement but adopted only after public demand are given in table 7. Table 7: Public Consultation During Implementation Stage

S.No. Location Demand Measures taken by concessionaire 1 109+880 Road will block connection among

the villagers spread at either side of the road.

Pedestrian underpass has been provided.

2 100+424 Villagers of Bhigwan village expressed their concern on long retaining wall of a flyover under construction at this site.

After discussion with the villagers the concessionaire has provided 2 Pedestrian Under Pass (PUPs) in the flyover to minimize the long retaining wall and to provide access to the villagers.

3 99+00 Villagers demanded the opening of flyover to be increased for their access to Bhigwan bus stand at the opposite side.

Accordingly the opening of flyover has been increased from 30m to100m

4 129+800 The PUP location may be shifted at this place

The nearby PUP location has been shifted to chainage 129+800 after discussion with the villagers.

5 129+950 Villagers requested for a box culvert at this location so that the overflowing of water from the irrigation canal can be diverted to their fields. Additionally they mentioned that deer, peacock are also found to come this place for drinking water, the box culvert will give them a passage for road crossing.

Considering the demand of the villagers a box culvert has been provided at this chainage.

Source: Discussion with the concessionaire


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21. In the EIA report an “analysis of alternative” has been attempted with respect to a “No Project” situation. The alternative assessment is summarized here.

22. “No Project”: Without the project, the road condition would continue to deteriorate as traffic increases. Traffic congestion would like to get worse and people living across the road would suffer from the degraded condition of the transportation system possibly leading to higher road accidents, degraded environmental condition (from air and noise pollution) due to slower traffic from congestion , minimum preparedness and higher risk from accidental spillage etc. Further the no project situation would increase in fuel consumption due to travel time and overall economy of the state will be affected including reduced employment/economic opportunities and would affect the development of the area.

23. “Alternative Alignment-With Project”: The option “With Project” situation would have possible benefits including improvement of road surface leading to smooth movement of traffic, less fuel consumption and possible reduction in accident rate. Further congestion and dust clouds and pollution associated with the present road condition will reduce. The proposed widening and strengthening option has been achieved with assessment of possible widening option. The possible widening option includes the widening either in the Left Hand Side (LHS) or at the Right Hand Side (RHS) or concentric widening. Such widening option has been made to minimize the impact on environmental features (e.g. tree cutting), minimizing impact on structures and improvement of geometric design. Such philosophy of road widening alternative has been verified during the site visit.

24. The analysis demonstrates that pursuing the proposed project is the better option.

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25. As part of the project detailed EMP measures has been undertaken including a budget for implementing the same. The EMP budget exclusively includes the following measures:

Environmental Monitoring and Training; Tree Cutting and Tree plantation; Landscaping; Water sprinkling during construction; Sanitation facilities and Drinking water facilities in the construction camps;

16.1. EPC CONTRACTS :

26. As part of the EPC contract between the concessionaire and the contractors the Safety, Environment and Labour related measures are being taken care as per sub-clause 19.1.The


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clause specifically mentions that contractor takes all responsibility to implement the environmental mitigation measures provided for in the “Environment Managament Plan” in contract in accordance with objective, procedures and other provisions set forth therein and the contractor shall not take any action which would prevent or interface with such implementation. Further, he shall fulfill all requirements of all the laws pertaining to the protection of environment such as but not limited to, Maharashtra Ordinance number IV of 2006 and Maharashtra Act Number X of 2006 ) and more particularly conditions specified in MoEF letter dated 28th January 2008 to be complied by the contractor. The EPC contract documents are enclosed as Appendix-III.

16.2. ENVIRONMENT MANAGEMENT PLAN (EMP):

27. The environmental management plan as appeared in EIA is given in Appendix-I, which briefly describes the proposed mitigation measures that would be adopted during the construction and operation stages of the project.

16.2.1. Contractors Environment Management:

28. The two EPC contractors namely M/s IJM (INDIA) Infrastructure Limited and M/S Oriental Structural Engineers Pvt. Ltd. implement the environment management as per the EPC contract agreement and periodically report the same to the Team Leader of the Project Management Consultant (PMC). PMC then through the Independent Consultant (IC) sends the same to the NHAI. The construction stage environmental management reports for the contractors are given in Appendix-IV (A) and Appendix-IV (B).

16.2.2. EMP Implementation Matrix:

29. As part of project review and site visit, effort has been made to track the present status of implementation of the EMP. The status of the EMP implementation report is summarized in Table 8 as given below. A signed copy of the EMP Implementation matrix is given in Appendix-V. Most of the activities are in compliance with the agreed EMP and compliance is continuing in some cases. IIFCL has requested the developer to update the EMP matrix on quarterly basis.


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Table 8: EMP Implementation Matrix

Construction Stage S. No.

Project Related Issue

Action to be taken as per EMP Responsible/Supervising Organization/Authority

Status of Compliance

Soil 1 Soil Erosion Soil Stabilization measures by immediate

grassing and vegetation of embankments to control soil erosion, sedimentation and water pollution.

Stone / PVC pitching, gabions near banks of water bodies as well as at high cut areas

Provision of berms at high embankments.

Contractor/PIU Provision of turfing the embankment slopes (up to 3 metres high) and stone pitching for embankment slopes (> 3 m high) has been mentioned in the Contract Agreement. The Contractor has already commenced the stone pitching work at embankment slopes greater than 3m, turfing is to be undertaken by the contractor. Proposal for gabions at locations of high cut areas has been made.

2 Soil contamination by construction waste, fuel etc.

Oil & fuel spills from construction equipments shall be controlled by good O&M practices

Contaminated soil shall be disposed of as per MoEF guidelines

Contractor/PIU The Contractor has been periodically cleaning the Oil & fuel spills from construction machineries/equipments. Oil interceptor at Dalaj camp site (Km 110) will be implemented. There are no specific MoEF guidelines on disposal of contaminated soil. The working area of the workshop is paved to minimize the soil contamination.

3 Borrow Pits Borrow areas shall be leveled properly after use.

Contractor/PIU Some of the borrow areas has been leveled after the closure.

4 Uses of Excavated Material other than borrow pits

Excavated material shall be used for as a fill material in the embankments wherever possible.

Contractor/PIU The excavated material is being used in the new embankment construction.

5 Disposal of Excavated Material

Surplus material still remaining from the above shall be deposited at the selected locations and as approved by PWD, or if possible it shall be used in rehabilitation of quarries

Contractor/PIU The unsuitable material has been re-used for filling low-lying areas within the camp-site for proper drainage of rain-water.

6 Transport of Excavated Earth / debris

The village roads used for the haulage of excavated earth shall be maintained to their original condition upon completion of work. PIU may use the services of SC to monitor and report.

Precautionary measures like covering of vehicles shall be taken to avoid spillage and to reduce dust nuisance during transport of materials.

Contractor/PIU The haul roads to borrow area have been maintained by sprinkling the water for dust suppression and restored after the closure of borrow area. The materials prone for dust nuisance are slightly wetted at the source to prevent dust dispersal during transportation. The vehicles are covered to avoid spillage.

7 Quarries The Quarry material shall be procured only from licensed quarries operating under environmental clearances, including transportation of quarry material clearances under the Air Act.

Safety precautions shall be ensured during transportation of quarry material from quarries

Contractor/PIU Only licensed quarries are being used which have specific approval from the Competent authorities. Safety precautions are being undertaken to avoid spillage of quarry material.


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to the construction sites Stockpiling of material shall be properly

planned so as to ensure smooth traffic flow on the highway

Stack-yard have been earmarked within the camp-site to avoid any disturbance to the haul roads.

8 Sand & Clay During transportation trucks shall be covered to prevent dust nuisance

Contractor/PIU Sand is being transported in wet condition to prevent its dispersal during transportation. No Clay has been used.

9 Contamination of soil from fuel and lubricants

Soak pits along with oil and grease traps shall be provided around fuel storage areas

Contractor/PIU Oil interceptor will be implemented at camp site.

Water 10 Water Bodies Impact on surface watercourses (rivers and

ponds) would be minimized throughout by control over construction works as per guidelines

Contractor The guidelines for protection of water-bodies as per EMP are being followed at construction site.

11 Other Water Sources

Community water sources shall not be used during construction period.

Contractor/PIU The water sources meant for community have not been used for construction purpose.

12 Drainage and run-off At cross drainage structures, the earth, stone or any other obstructing construction material shall be removed and properly disposed of so as not to block the flow of water at any time

Construction material shall not be stored so as to block the drainage system, if happens, contractor should ensure that they are cleaned especially during monsoon period.

Roadside drains have been proposed all along the project road to improve drainage. Contractor shall clear off the drains before opening the road to traffic.

Contractor/PIU All the debris and construction materials are being removed from cross-drainage structures to avoid any obstruction to flow of water during rainy season. Road-side drains construction is in progress.

13 Contamination of water from construction waste

Construction and sitting of plant & machinery close to the streams and water bodies shall be avoided, especially during monsoon period.

Soak pits shall be provided at construction site to prevent wastewater from entering into rivers and streams especially during pile driving across major rivers

All waste arising from the project shall be disposed off as per SPCB norms, so as not to block the flow of and contaminate water

Waste must be collected, stored and transported to approve disposal sites.

Contractor/PIU All the Industrial plants & machineries are more than 500 m away from any water bodies in the Project corridor. Soak pits have been provided in all the camp-sites. The waste generated due to construction activities will be disposed off as per MPCB norms.


19





14 Contamination of water from fuel and lubricants

To avoid contamination from fuel and lubricants, the vehicle and equipments shall be properly maintained and refueled

Vehicle maintenance and refueling in construction camps should be confined to areas with traps oil / grease to prevent wastewater from entering into rivers and streams

Contractor/PIU All the Industrial plants, machineries, vehicles & equipments are being maintained as per Manufacturer’s specifications at the mechanical workshop within the camp-site. Vehicle washing area has been provided with oil-interceptor and the outlet of waste-water is being for dust suppression within the camp-site.

15 Sanitation and waste disposal in construction camps

The construction camps shall be located away from habitations (at least 500 m), at identified sites.

The sewerage system for such camps shall be properly designed and built so that no water pollution of any stream or watercourses takes place.

The workplace should have proper medical approval by local medical, health or municipal authorities.

Contractor/PIU All the construction camp-sites are more than 500 metres away from habitations. The septic tank followed by soak-pit has been provided to treat the sewage . The permission from local authorities has been obtained for establishing the camp-sites.

16 Use of water for construction

The contractor shall make independent arrangements for water required for construction in such a way that the water availability and supply to nearby communities remain unaffected.

Wastage of water during construction shall be minimized and properly controlled.

Contractor/PIU No water meant for community has been used for construction purpose. Only bore-wells are being used. Precautions are being taken by the Contractor to minimize the wastage of precious water.

AIR 17 Emission from

construction vehicles and machinery

All vehicles, equipments and machinery used for construction shall be regularly maintained to ensure that the pollution emission levels conform to the SPCB norms.

The asphalt plants, crushers and the batching plants shall be sited at least 500 m in the downwind direction from the nearest settlement.

Regular monitoring of Air shall be conducted as described in Environmental Monitoring Plan.

Action sheet no. 2 given in Table 2.3 shall be followed.

Contractor/PIU The vehicles having Pollution Under Control (PUC) certificates are being used. All these facilities have been sited more than 500m away from settlement. Periodical monitoring of environmental parameters are being carried out through approved Environmental Monitoring Agency as per Environmental Monitoring Plan (EMP). The periodic environmental monitoring report is given in Annexuure-VI.

18 Dust and Nuisance Existing hot mix / concrete / asphalt plants shall be used to the extent possible,

Contractor/PIU There is no existing Hot mix plant.


20





In case of new hot-mix plants, crushers and batching plants, these shall be sited at least 500 m downwind from the nearest habitation and covered with dust trapping hoods.

Water shall be sprayed at mixing sites, earth mixing sites and asphalt mixing sites and on temporary access roads and diversions.

Action sheet 1 given in Table 2.2 shall be followed.

Vehicle delivering material shall be covered. End boards in loaders shall be provided to prevent spillage.

In case of unpaved roads used by contractor, it shall be watered regularly at least once in day to control fugitive dust nuisance.

New HMP’s, crushers and batching plants have been established more than 500 m radius away from habitation and provided with dust suppression facilities. Water sprinkler for dust suppression have been provided in Crushers and Water Bowser with sprinkling arrangement have been used for dust suppression at haul roads. Materials prone for dust nuisance are being wetted before transportation. The trucks are properly covered as well. Unpaved roads for hauling of vehicles have been regularly sprinkled with water.

NOISE 19 Noise from vehicle,

asphalt plants and equipments

The plants and equipment used for construction shall be strictly conforming to CPCB noise standard.

Properly sizing and maintaining mufflers, engine intake silencers, engine enclosures, turning of idle equipment, shall be filtered with silencers.

DG sets if use, shall adhere to noise standards of MoEF / CPCB

In case of blasting of hill sections i.e. in NH-76 section, adequate noise control measures shall be prepared in advance prior to the blasting work starts. The noise level shall be adhere to local Laws. Restricted blasting-work hours and intermittent blasting are few measures, which can be adopted for this project.

To protect construction workers from severe noise impacts, workers exposed to excessive noise shall be given earplugs, helmets, etc.

At construction sites within 500 m of human settlements, noisy construction shall be avoided between 10.00 p.m. and 6.00 a.m.

Regular monitoring of Noise level as described in Environmental Plan

Contractor/PIU All the Industrial plants & Equipments are periodically monitored for noise level and monitoring data’s observed within the permissible limit specified in CPCB Noise Standards. DG sets, machineries, vehicles and equipments are being maintained as per manufacturer’s specification. All the DG sets have been provided with acoustic enclosure and confirm to standards mentioned in Environment (Protection) Act, 1986. Not applicable as there is no hill section in Project corridor. Helmets have been provided to construction workers at plants & machineries. It is being followed except during the emergency situation. Noise level monitoring is being carried out as per EMP.


21





20 Noise barrier / buffer plantations

Construction of noise barrier in the form of buffer plantation and vegetation at sensitive receptors.

Contractor/PIU Noise barrier will be provided at sensitive location wherever the noise level exceeds the CPCB standards.

Flora 21 Loss or damage

to vegetation Trees lost shall be replaced just before the

beginning of the construction according to Compensatory A forestation Policy of State Forestry Department at the rate of two new trees for each tree lost.

The local tree authority shall do transplantation of the tree according to the site conditions as applicable. The contractor shall contact the tree authority to carry out compensatory a forestation as well as transplantation of trees.

Department of Environment and Forest, PIU / SC, PIU,

Transplantation of suitable trees is being carried out to prevent loss of trees. Trees which are not suitable for transplantation have been cut and the compensatory plantation (2 trees/tree cut) will be carried out. Private tree transplantation agencies have been carrying out the work.

22 Compaction of Vegetation

All construction vehicle movement and parking locations shall be such as to prevent damage to roadside vegetation

Contractor/ SC, PIU, All the construction vehicles are being parked at designate place away from road-side vegetations.

23 Damage to trees / vegetation by workers

Contractor to ensure prevention of damage to vegetation and trees and their use by workers. Contractor shall supply kerosene for all needs during construction, to prevent use of vegetation and trees for fuel.

Adequate landscaping of median, embankment slopes and other open space available within ROW shall be carried out as suggested in Arboriculture and Landscaping Plan and as per specification given.

Contractor,

Supervision

Consultant/ SC, PIU,

Department of

Environment and

Forest

All necessary precautions are being taken by the Contractor to prevent damage to vegetation & trees. Landscaping of median, embankment slopes& other open space will be carried out as per IRC:SP:21-2009 ‘Guidelines for Tree Plantation & Landscaping’.

24 Loss, injury or disruption to fauna

Construction workers shall be directed not to poach upon fauna. Hunting shall be strictly prohibited.

Contractor shall take all necessary measures to protect wildlife during construction in forest areas.

Necessary signage, controlled / timely construction activities shall reduce disturbance to wildlife.

Contractor,

Supervision

Consultant/ PIU,

Department of

Environment and

Forest

No hunting has been reported and the construction workers have been refrained from poaching fauna. Necessary precautions are being taken to protect wild-life during construction period. Stretches where the road is passing through forest land, construction work has been restricted from sun-rise to sunset. ‘Blow No Horn’ and speed limit ’20 KMPH’ sign boards and rumble strips for speed control will be provided ahead of Forest area.


22





Safety and Accidents 25 Accident risks from

construction activities.

To ensure safety of the temporary accesses during construction, safety devices shall be installed.

Traffic rules and regulation shall be strictly adhered to local laws.

Workers undertaking various operations during construction shall be protected by providing helmets, masks, safety goggles, hand gloves and rubber boots etc.

First aid kits shall be provided at construction site for workers to meet minor accidents during construction.

Contractor, Supervision Consultant/ PIU, Department of Health and Family Welfare

Safety devices have been provided at the temporary accesses. Traffic rules & regulations are being followed in Project Highway. Personnel Protective Equipments have been provided to the workers but the Contractor needs to ensure its use. First-aid centre provided in the camp-sites and at Hot Mix plants/machineries/equipments.

26 Health Issue At every workplace, good and sufficient water supply shall be maintained to avoid waterborne / water-related / water-based diseases to ensure the health and hygiene of workers.

Adequate drainage, septic tanks, soak pits and wastewater disposal shall be provided at workplace.

Preventive Medical care shall be provided to workers.

Action sheet no 4 given in Table 2.5 shall be followed.

Contractor, Supervision Consultant/ PIU, Department of Health and Family Welfare

Work places have been provided with the potable water and the periodical checks are carried out for ensuring the health & hygiene of workers. Proper drainage and sufficient number of septic tanks followed by soak-pits have been provided and proper reuse/disposal being undertaken by Contractor. Vaccination and periodical health check-up are being conducted for workers.

27 Movement of Existing Traffic

Traffic management shall be effected through

Gate system Diversion along existing alternative routes Proper signage

Contractor, Supervision Consultant/ SC, PIU,

Traffic Management Plan as per MoRTH Clause 112 & IRC:SP:55-2001 ‘Guidelines for Safety in Road Construction Zone’ are being implemented by Contractor.

Roadside Trees 28 Road Side Trees Compensatory planting at the rate of two trees for

every tree to be cut shall be carried out, Contractor, Supervision Consultant, Village Councils, PIU , Department of Environment & Forests./ SC, PIU, Department of Environment & Forest

Compensatory plantation of double the number of trees cut will be undertaken during next monsoon season.


23





Environmental Enhancement

30 Roadside landscape development

Roadside plantation and grassing measures shall be done to improve aesthetics as per the arboriculture and landscaping plan developed

Contractor, Supervision Consultant, Department of Environment & Forest/ PIU, Department of Environment & Forest

Roadside plantation and turfing will be carried out as per IRC:SP:21-2009 ‘Guidelines for Tree Plantation & Landscaping’.

31 Roadside amenities

Enhancement of road side temples, trees and market places very near to road shall be done as per the instructions of the supervision consultant.

Provision of bus shelters, bus bays and rest places as per standard design shall be carried out.

Road furniture including marker posts, crash barriers, traffic signs, speed zone signs, rumbling strips etc. shall be constructed and erected as per design.

Ponds and water bodies along the road & near to communality places shall be enhanced.

Contractor,

Supervision


Enhancement of roadside temples, trees and market places will be carried out as per Enhancement Plan mentioned in EMP. Provision of bus shelter, bus bays and rest area at the locations mentioned in CA will be undertaken as per Concurred drawing. Road furniture will be undertaken as per Concurred drawing after road construction work. Ponds & water bodies of local community will be enhanced as per Enhancement Plan.

32 Community Properties

Community properties, located away from the project road should not be disturbed by construction activity; workers camp and contractors work area.

Contractor,

Supervision


No community properties have been disturbed by road construction activities and the precaution is being taken by the Contractor.

33 Environmental Awareness

Environmental Awareness Campaigns shall be conducted in the project area during construction period to ensure the applicability of the various environmental laws

PIU Environmental awareness campaigns like AIDS awareness, SAVE WATER,

Health & Hygiene, Road safety, FIRST AID training are being carried out by

the Contractor.


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16.2.3. Environmental Monitoring:

30. The environmental monitoring is primary is the responsibility of the EPC contractor. The

Environmental Monitoring has been outsourced to an Environmental Laboratory namely M/s Green Enviro. The copy of Environmental Monitoring report is enclosed as Appendix-VI. The monitoring agency monitors the Ambient Air, Noise, Source Emission, DG Noise etc. The measured results are within the permissible limits of Air and Noise quality as per the Indian Standards. The frequency of testing of parameters is on quarterly basis.

16.2.4. Implementation Framework and EMP Monitorng:

31. The project institutional framework as given in the project EMP indicates that the overall

implementation responsibility of the EMP lies with the Project Director (NHAI); the PD is supported by the Environment Officer of NHAI. Further, the State Pollution Control Board as part of their overall consents to the project is responsible for the implementation of the EMP. From the concessionaire end, the Chief Project Manager through his Environmental Officer and construction project managers of the contractor take care of the implementation of the Environment, Safety and labor related aspects. The monitoring of environmental aspects being implemented by the contractors is regularly monitored by the PMC team of concessionaire through its Environmental Specialist who visits the site to monitor the compliance of EMP implementation. During site visit it has been observed that register is being maintained for (i) physical environmental monitoring and (ii) Project EMPs being prepared by the contractors. Such monitoring and EMP compliance report is submitted to NHAI at an interval of six months. Additionally IIFCL have requested the project developer to update the EMP matrix on quarterly basis. The overall responsibility of the Environment management team include but not limited to the following:

32. Ensure Implementation of EMP; Ensure proper construction and maintenance of the facilities for the labour

camps; Ensuring that proper environmental safeguards are being maintained at borrow sites

and quarries; Ensure that proper facilities are available for the monitoring of ambient air quality and

collection of water and soil samples as mentioned in the environmental monitoring plan;

The institutional arrangement made for the project implementation is given in figure2.1.


25

Figure 2-1: Organisation Chart

Direct Indirect

State Pollution

Control Board /

SEIAA Construction /

Project Manager

(Contractor)

Environmental Officer

(Contractor)

Team Leader

(Independent Engineer /

Consultant)

Environmental Expert

(Independent Engineer /

Consultant)

Chief Project Manager

(Concessionaire)

Environmental Officer

(Concessionaire)

Project Director

(NHAI)

Environmental

Officer

(NHAI)


26

17. SSSIIITTTEEE VVVIIISSSIIITTT:::

33. A site visit was being undertaken by IIFCL’s Environmental and Social Safeguard specialist during 12th-13th of January 2011 to review the implementation of the project environmental safeguards. During the site visit it has been observed that:

Towards minimization of environmental impacts people working in the crusher units have been observed to use dust masks. Water sprinklers are attached with the crushing equipment to minimize the dust generation. Labours involved in the crushing operation are rotated at an interval of 6 hours to minimize the health impact.

Contractor also covers the truck load bringing the construction materials at the mixing

plant area. Regular water sprinkling are done in high dust generation area like (i) approach road to the camp; (ii) road construction sites ; (iii) crushing operation areas.

Adequate number of vehicular and pedestrian/cattle underpasses has been provided at strategic location incorporating the views of local people. In Gagargaon area the forest area, where diversion of forest land is involved cattle underpass has been provided to facilitate the migration of wild animals in this area.

Side drains are being provided along the project roads.

One of the unique measures that have been adopted as part of the project was transplantation of matured trees along the project road alignment. Actual number of trees to be cut are 9426. Avenue plantation works will be undertaken once major construction activities are over. The tree transplantation is also being done in some cases for mature trees which is an additional activity apart from compensatory tree plantation i.e. double the number of tree cut. Details of tree cut vis-a vis tree transplantation done so far is given in table 9. Table9: Details of Tree cut vis-a vis. Tree Transplantation S.No. Particular’s IJM OSE Total 1 Scope 4581 4845 9426 2 Tree Cut 2784 4501 7285 3 Tree Transplanted 361 159 520

Note: IJM and OSE are the EPC contractors; Source: As per information provided by concessionaire (April 2011)


27

This technique reduces the number of tree cutting. Additionally such mature tree transplantation reduces Air and Noise pollution from the road project at an early date when compared with growing up of new saplings along the project road as part of compensatory afforestation.

The construction camps are provided with adequate drinking water and sanitation

facilities. For drinking water overhead tanks are provided and each of the labour quarters are provided with water connection. Each of the labour camps are provided with toilets. For treatment of sewage water soak pits along with septic tanks are provided.

Workers are also provided with recreational facilities in the labour camps like Television along with cable connection, play ground etc.

The concessionaire through their contractors organizes various safety training workshops on an interval of 15 days.

34. The site visit photographs are given in details of the some of the environmental safeguard

measures and progress of construction work details are given in Photoplate-I.

18. CCCOOONNNCCCLLLUUUSSSIIIOOONNN AAANNNDDD RRREEECCCOOOMMMMMMEEENNNDDDAAATTTIIIOOONNN:::

35. Based upon the available documents and site visits it is concluded that the concessionaire through their EPC contractors has undertaken adequate environmental safeguard measures. The conclusions for the sub-project is given below:

The sub-project has been prepared by NHAI as per its own funding requirement and not anticipation to ADB operation.

The widening and up gradation of this NH section has no major significant environmental

impact.

The sub project may also have a positive GHG emission reduction due to less fuel consumption for the same traffic density.

The sub-project has the required national and local level environmental clearance as well as permits and approvals for project implementation as given in Appendix-II.

This segment of NH-9 section has no National Park or Wildlife Sanctuary within a radius

of 10 km. The project alignment does not pass through any of the notified environmental sensitive

areas.

As part of the DPR preparation adequate alternative measures has been undertaken for (i) minimum impact on environmental aspects; (ii) provide minimum disturbance to the structures, through selection of the widening options (e.g. LHS or RHS


28

widening or concentric widening), selection of one bypass to avoid the congested town of Indapur and (iii) construction of Vehicular underpass and pedestrian underpasses to cater to safe transport of the vehicles. Additionally various road safety measures and road furniture are also provided include traffic management measures and street lighting.

The institutional arrangement available for the implementation of EMP appears to be adequate as there is a sufficient number of staff available for implementing and monitoring the EMP implementation. The physical monitoring of environmental parameters has been outsourced to M/s Green Enviro, test reports are available on quarterly basis.

A cost provision of INR 15.6 million has been proposed for Environment Management and monitoring plan. During site visit, it is observed that substantial expenditure has been made for setting up of labor camp sanitation facilities as well as environmental monitoring during construction stage. Road side as well as median plantation shall be taken up once the major construction works are completed.

Local people’s view have been given due concern for the selection of environmental mitigation measures in the road design aspects. Notable among them are the selection of pedestrian underpasses, road side drainages along the project alignment, selection of bypasses. During site visit it observed that informal public consultation also conducted in the project implementation stage as well. Some of the project facilities that have been provided by the concessionaire in response to public request, are additional to concessioning agreement.

During site visit and discussion with the project developer the implementation of EMP and environmental monitoring system were found adequate. IIFCL has requested the project developer to update the EMP implementation matrix and send a copy of the same IIFCL on quarterly basis.

The concessionaire also sends regular compliance report to MoEF through NHAI. During the site visit it has been observed that major conditions of MoEF clearance are complied with. IIFCL has requested the developer to send copies of such compliance report to IIFCL as well.

Each contractors have their own safety department and safety awareness meeting are organized to aware the workers in every 15 days.

Based on the site visits and due diligence findings, the sub-project has no significant environmental safeguard issue.

The Current Sub-project, therefore does not appears to involve any kind of reputational risk to ADB funding on environmental safeguards and recommended for funding under the proposed project.


29

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30

19. DDDUUUEEE DDDIIILLLIIIGGGEEENNNCCCEEE OOOFFF SSSOOOCCCIIIAAALLL IIIMMMPPPAAACCCTTTSSS:::

36. The social safeguard due diligence study was carried out for the sub-project with the information and documents provided by the concessionaire, Pune-Solapur Expressway Pvt. Ltd. (PSEPL) and the Detail Project Report (DPR) was prepared by a joint venture of Zaidun Leeng sdn.Bhd. Malaysia and Artefact Profects,India and the Information Memorandum prepared by Industrial Development Bank of India .

37. The Project road passes through Pune and Solapur districts of Maharashtra, connecting two state capitals of Mumbai and Hyderabad. The project road starts at km 40 near Yavat, passing through three major towns viz. Choufulla (km 55), Bhigwan (km 98) and Indapur (km 138) and ends at km 144.400 near Bhima dam. As the location is one of the highest sugar producing belts, number of sugar factories exists along the project road. Major industrial clusters viz. Kurkumbh MIDC (km 69), Ballarpur Industries Ltd. (km 103) and Loni Deokar MIDC (km 121) also located, which is shown in the Figure-3.1

Figure-3.1: Road Stretches of Pune-Solapur Expressway From Km.40.000 to Km.144.400

38. The project road mostly runs through the barren land, open agricultural fields with small habitations all along the roads with some area of industrial belt and built-up area. The land use pattern of the whole stretches of 110 Km. of road mostly passes through Plain terrain except for a few segments where it passes through rolling terrain.


31

20. LLLAAANNNDDD AAACCCQQQUUUIIISSSIIITTTIIIOOONNN IIINNN TTTHHHEEE SSSUUUBBB---PPPRRROOOJJJEEECCCTTT

39. The sub-project requires 701.98 Ha of land spread over 110 Kms of project road. The project road has been divided into two package namely, Package A and Package B. The widening of package –A (From Km 40+000 to Km 93+700) uses the land of 362.06 Ha whwere as Package B( from Km 93.700 to Km 144.400),uses the land of 339.92 Ha. The land requirement given above includes land for the widening of the existing road, bypasses, way side amenities and toll plaza. Village wise status details of Land Acquisition from Km.40.000 to 144.400 of Daund and Indapur Taluka has given in Table-10.

Table 10: Village wise Land Acquisition Details

Name of

Taluka

Sr.No.

Name of Villages

Village Location

(RHS/LHS)

Km 3 (D)

(in Sq.M.)

Supp. 3 (A)

(In Sq.m) From To

Daund 1 Kasurdi Village on RHS 40.000 40.870 17,300 1,400

2 Kamatwadi Village on LHS 40.000 40.870 6,450 6,550

3 Yawat Station

Village on LHS 40.870 42.156 4,300 6,200

4 Yawat Both sides 42.156 46.450 116,800 62,860

5 Bhandgaon Both sides 47.450 49.600 95,800 55,440

6 Kedgaon Both sides 49.600 51.250 41,400 5,700

7 Wakhari Both sides 51.250 52.670 51,400 8,765

8 Dhaigudewadi

Both sides 52.670 56.420 0 1,04,190

9 Varwand Both sides 56.420 60.750 66,500 94,230

10. Patas Both sides 60.750 68.910 1,22,800 2,44,130

11 Pandhrewadi

Both sides 68.910 72.230 60,400 46,815

12 Kurkumbh Both sides 72.230 76.760 46,800 33,510

13 Malad Both sides 76.760 82.720 92,300 84,140

14 Ravangaon Both sides 82.720 86.680 45,000 46,220

15 Khadki Both sides 82.720 93.180 90,300 1,33,023

16 Chincholi (Swami)

Both sides 93.180 98.200 1,27,500 24,830

Indapur 1 Bhigwan Both sides 98.200 100.600 0 10750

2 Madanwadi Both sides 100.600 103.500 99,600 18,300

3. Pondhawadi

Village on RHS 103.500 106.700 15600 0


32

Name of

Taluka

Sr.No.

Name of Villages

Village Location

(RHS/LHS)

Km 3 (D)

(in Sq.M.)

Supp. 3 (A)

(In Sq.m) 4. Bandgarwa

di Village on LHS 103.500 106.700 0 85,900

5. Bhadalwadi Both sides 106.700 109.100 0 11100

6. Dalaj no. 2 Both sides 109.100 110.800 0 5,900

7. Dalaj no. 1 Both sides 110.800 112.800 0 8900

8. Dalaj no. 3 Both sides 112.800 115.100 0 4550

9. Kalewadi Both sides 115.100 118.100 0 8600

10. Bhandewadi

Both sides 118.100 122.100 34,900 16,600

11. Loni (Deokar)

Both sides 122.100 126.200 93,600 48,375

12. Warkute Village on RHS 126.200 130.700 34,200 2,150

13. Balpudi Village on LHS 126.200 130.700 18600 350

14. Gagargaon Both sides 130.700 131.800 85,740 3,950

15. Rajewadi Both sides 131.800 132.500 33160 200

16. Varangali Both sides 132.500 134.400 81,600 9,750

17. Galandwadi 1

Both sides 134.400 135.750 87,000 4,250

18. Tarangwadi

Both sides 135.750 138.700 80,586 0

19. Indapur Both sides 138.700 142.800 3,10,024 0

20 Sardewadi Both sides 142.800 146.500 1,08,600 50,450

21. Hingangaon

Both sides 146.500 150.037 78,850 25,600

Total 21,47,110

12,73,681

Source: Information as obtained from project developer

21. LLLAAANNNDDD AAACCCQQQUUUIIISSSIIITTTIIIOOONNN SSSTTTAAATTTUUUSSS FFFOOORRR TTTHHHEEE SSSUUUBBBPPPRRROOOJJJEEECCCTTT

40. Out of the total land requirement of 362.06 Ha for Package A and 339.92 Ha for Package B, 174.61 Ha and 201.48 Ha is available for Package A and Package B respectively. The valuation of land/structures for Daund and Indapur district is in progress. After the completion


33

of valuation process, the compensation will be paid to the affected households as per the rates decided by the Competent Authority. The land acquisition status is detailed below in Table 11:

Table 11: Status of Available Land

Sl. No. Description (Package-A) (Package-B) In Ha.

Total

1. Total Land Required 362.06 Ha 339.92 Ha 701.98 Ha 2. Total Land Available

a) Existing Road 177.53 Ha 215.00 Ha 392.53 Ha b) Govt. Land Available 9.92 Ha 12.10 Ha 22.02 Ha

Total 187.45 Ha 227.10 Ha 414.55 Ha

3. Land to be made Available (1-2) by NHAI

174.61 Ha 112.82 Ha 287.43 Ha

4. % Land not Available 48.22 % 33.19 % 40.95 %

41. Status of land acquisition for the project: The land acquisition notifications have been published in the official gazette for the whole stretch. The details of the notifications is given below:

Km 40+000 to Km 144+400 3D for Phase I issued in official Gazette at S.O.No 1817 (E) in 24 July 2009 and published in Indian Express (English) & Pudhari (Marathi) newspaper.

Km 40+000 to Km 144+400 3D for Phase II issued in official Gazette at S.O.No 1709 (E) in 19 July 2010 and published in Indian Express (English) & Lokmat (Marathi) newspaper.

Ch 40+000 to Ch 144+400, 3A Gazette notification in official Gazette at S.O.No 2074 on 26 Aug 2010 (Additional Land), and published in Indian Express (English) & Lokmat newspaper (Marathi).

42. Status of land acquisition for Package A: Disbursement of awards for the land acquisition

from chainage Km 40.000 to Km 144.400 (Pune District) for Phase-I has been completed by Competent Authority except for five villages of Daund Taluka.

43. Status of land acquisition for Package B: For package B (from Km 93+700 to Km 144+400), the valuation & disbursement is in progress and is expected to be completed by end of February 2011. 3D issued in official Gazette at S.O.No 2730 (E) in 8 Nov 2010 (Indapur Bypass) and published in Indian Express (English) & Lokmat newspaper (Marathi) for Ch km 135+500 to Ch km 142+900.

44. There are few built up areas/ shops/buildings where land has been temporarily encroached by the people and the same likely to be made available for the construction of the project.


34

22. RRREEESSSEEETTTTTTLLLEEEMMMEEENNNTTT IIIMMMPPPAAACCCTTT IIINNN TTTHHHEEE SSSUUUBBB---PPPRRROOOJJJEEECCCTTT:::

45. As reported in the Information Memorandum and the part of DPR, the social impacts have been minimized by feasible design modifications. A total of 602 households (which includes 470 commercial, 132 residential) are being affected due to the widening of the project road as detailed in table 12.

Table 12: Magnitude of Impact by Category Sl. No

Affect Category Number of Affected Households

1 Residential House Hold 132 2 Commercial Structures 470 TOTAL 602

Source: Information as collected from Project Information Memorandum (PIM)

23. CCCOOOMMMMMMOOONNN PPPRRROOOPPPEEERRRTTTYYY RRREEESSSOOOUUURRRCCCEEE (((CCCPPPRRR)))

46. After prior consultation with the local people and survey of the project road it is estimated that the proposed road widening will affect 109 common property resources. The details of affected community property resources are given in Table 13. A total amount of Rs.8.27 Million has been spent for the relocation and restoration of these CPRs.

Table 13: Impact on Common Property Resources

Common Property Resources Number Panchayat Bhavan 1 Hand pump 8 Well 4

Temple 61

Mazar 2

Public Toilet 3

Government Building 5

Community Waiting Room 12

Cattle Shed 8

Petrol Pump 3

Educational Institutional Institute (School etc.) 2 TOTAL 109

Source: Information as provided by Project Developer

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47. Compensation for land acquisition and resettlement assistance for project-affected people has been made as per the Land Acquisition Act 1894. This Act provides for acquiring land


35

through a “competent authority” which means any person of authority authorized by the Central Government by notification in the official Gazette to perform the function of the competent authority for such areas as may be specified in the notifications.

48. Since “Land-for-land” has not a feasible option in this linear project. Affected people has been compensated at replacement cost as per the provisions of National Highways (NH) Act 1956. In addition to such compensation, the affected families has also received additional assistance such as solatium and revenue cost, compensation for loss of workdays/income due to dislocation, training, awareness programme and improving community infrastructure.

49. The compensation for loss of land has been paid by NHAI considering the market value. The market value of the land is obtained from Revenue Department which is normally equivalent to replacement value.

50. In addition to the compensation payment, 30% of the compensation payment are being paid as solatium and 12% of the compensation payment are being paid as revenue cost. The solatium and revenue cost are altogether referred as “Assistance”. The present status of details of compensation payment and assistance is given in Table 14 and Table-15.

Table-14: Present Status of Land compensation to Agricultural and Non-agricultural title

holder in District Pune

Type of land

Taluka Extent of

Land Loss in ha.

Unit Rates in Rs

Million (Approx)

Replacement Value Total in Rs. Million (approx) Compensation

(in Rs Milllion) Assistance in Rs Million

Agricultural

Daund 133.62 1.963 294.65 123.75 418.4 Indapur 154.24 1.961 316.3 132.8 449.1

Sub total A 287.86 610.95 256.55 867.5

Non-Agricultur

al

Daund 16.48 39,63,00 65.3 27.45 92.75

Indapur 7.06 19,98,00 14.1 5.85 19.95 Subtot

al B 23.54 79.4 33.3 112.7 Source: Information as provided by Project Developer


36

Table 15: Total Budget of Rehabilitation and Resettlement Sl.No

. Item Unit in

Ha./No. Amount in Rs. Million

Compensation & Assistance for Pvt. Properties

1. Agriculture Land 287.86 Ha 867.40

2. Private Non-Agri.Land 23.54 Ha 112.70

3. Structures 519 nos 127.60

Total (A) 1107.70

4. Squatters/ Encroachers/ Kiosks 116 nos 1.74 5. Other Assistances (Temporary Structures) 196 nos 1.08 6. Training Cost 0.62 Total (B) 3.44 7. Relocation of Common Property Resources 109 nos 8.27 8. Improving Community Infrastructure 415.50 9. Development of Sites (Scenic Points) 3 nos 0.45 Total (C) 424.22 Support to Resettlement Plan Implementation 10. Training Cost 1.12 11. NGO Assistance Cost 0.33 12. Cost towards studies on HIV/AIDS & other Social

Concerns 0.42

13. Purchase of Vehicle 3 nos 0.235 Total (D) 2.105 Grand Total (A+B+C+D) 1537.465

Source: Information as obtained from project developer

25. IIINNNCCCOOOMMMEEE RRREEESSSTTTOOORRRAAATTTIIIOOONNN AAANNNDDD EEEMMMPPPLLLOOOYYYMMMEEENNNTTT GGGEEENNNEEERRRAAATTTIIIOOONNN:::

51. The subproject is a linear project, and due to land acquisition the APs are losing part of their land and not getting economically displaced. However the focus of restoration of livelihoods is to ensure that the Affected Persons are able to “regain their previous living standards”. To restore and enhance the economic conditions of the affected people, local people are employed for unskilled activities during the construction and operation stage.

26. PPPUUUBBBLLLIIICCC CCCOOONNNSSSUUULLLTTTAAATTTIIIOOONNN IIINNN TTTHHHEEE SSSUUUBBB---PPPRRROOOJJJEEECCCTTT:::

52. Public consultations have been carried out during the month of May and June 2006 as well as periodically as required for the smooth progress of the project, at various places along the Project corridor. The district officials, representatives from local bodies, opinion leader and large number of project affected persons have attended the meetings. The various points raised in the meeting were mostly related to alignment modifications and compensation


37

criteria. All those attended the meetings are unanimously in favor of the project. The issues raised during the public consultation are given in Table 16.

Table 16: Local Level Consultations


Loss of properties should be

minimum.

The loss of Property has been kept minimum by providing Bypasses / Realignments, Elevated Corridors.

Cultural / religious properties should be saved.

Temples and Mosques have been saved through provision of eccentric widening to the left or right without compromising on the safety features

Compensation should be paid before acquisition of property and should be paid at market rates.

The compensation will be paid as per relevant regulatory framework of the State

Compensation and the resettlement of the existing market.

The competent Authority will decide on compensation and Resettlement as per law.

Proper meeting should be organized before and during the work with local community.

PIU, NHAI and Contractor will organize regular meetings with the local communities before the start of work, during the construction phase and before the decommissioning phase to keep them appraised about the Project Activities.

Local people should be given employment during construction.

Local people will be given preference in employment for unskilled / semiskilled components of work.

Under Passes Should be Provided

Under Passes has been proposed.

53. In addition other informal consultations were also conducted during the construction stage of

the project. The issues raised in these consultations as are given in below table 17.

Table 17: Consultation during the project implementation stage

Sl.No. Name of the Village

Date Issue Raised

1. Yavat 21.12.2009 PUP, concentric Widening, etc

2. Bhandgaon 21.12.2010 VUP, Old Acquisition payment, Addnl culverts etc.

3 Kedgaon 11.09.2010 Compensation


38

Sl.No. Name of the Village

Date Issue Raised

4. Patas 23.06.2010 Alignment change, Compensation, Bus Stop, PUP deletion etc.

5. Kurkumbh 24.10.2010 VUP & Alignment, Bus Stop, etc.

6. Ravangaon 24.02.2010 Compensation, Bus Stop, etc.

7. Khadki 15.02.2010 Compensation, Bus Stop, Addnl culverts etc.

8 Bhigwan 09.01.2010 Flyover deletion, at grade junction, etc.

9. Pondhawadi 16.01.2010 PUP, Alignment, Bus Stop, etc

10 Loni 13.03.2010 VUP, Borewell, etc. Source: Information from project developer

27. HHHEEEAAALLLTTTHHH,,, SSSAAAFFFEEETTTYYY,,, HHHYYYGGGIIIEEENNNEEE OOOFFF CCCOOONNNSSSTTTRRRUUUCCCTTTIIIOOONNN WWWOOORRRKKKEEERRRSSS:::

54. The Developer has hired skilled and unskilled workers belonging to the project region. These workers have been provided with adequate safety measures such as safety helmets, safety boots, earplugs, jackets and gloves. Facilities like onsite accommodation with basic amenities water & toilets, transportation to work site and safety gears. Construction workers have also been provided with ready access to on- or off-site health care facilities to reduce the transmission of infectious diseases, and provide first aid for minor injuries.

55. Further at the time of site visit, it was noted that basic amenities like on-site play ground in the workers colony, school facilities to the children, vegetable cultivation in the site with children park, garden for the workers and entertainment facilities like Television sets in the community center has been provided.

56. During the site visit, on dated 12th January 2011 it is indicated that there were no issues relating to the facilities to the workers. The developer has ensured all the necessary arrangements to the workers which were shown in Photoplate-I.

57. The safety arrangement in the project starts through induction to officers, workmen, subcontractors and guests/visitors with care and precaution. Workers are provided with work permit cards and personnel protective equipment to enter into the construction sites. Workers are given awareness training on 15 days basis. The details of the sanitation, health and safety practices that were observed on the project site given in Annexure-VIII.


39

28. SSSIIITTTEEE VVVIIISSSIIITTT

58. A site visit has been undertaken on dated 12th and 13th January 2011 by IIFCL’s Environmental and Social Safeguard specialist in coordination with developer to review the health and safety measures, work progress, implementation status of the project, safeguard issues.

29. CCCOOONNNCCCLLLUUUSSSIIIOOONNNAAANNNDDD RRREEECCCOOOMMMMMMEEENNNDDDAAATTTIIIOOONNNSSS

59. The positive impact of sub project on the society is that the community members consider this project as a value for them because the subproject brings better economic development opportunity in the area.

60. The NHAI has prepared this project for its own funding requirement and not in anticipation to ADB’s operation.

61. With regards to land acquisition and R&R there is no major issues in the sub-project. The Resettlement and Rehabilitation work is under progress in terms of distribution of compensation etc. Further the development related R&R would be reported by LE through their periodic progress reports.

62. With the progress observed during the site visit and subsequent discussion with the project developer and observations of the monthly progress reports periodically being updated by the LE, the current subproject therefore does not appears to involve any kind of reputational risks to ADB funding on social funding and recommended for funding under the proposed project.

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

Consultancy Service for 4/6 Laning From Zaidun Leeng Sdn. Bhd. Page of 87 Pune-Solapur of NH-9 in the State of Maharashtra & Package No. NHDP-III/DL4/04 Artefact Projects

1

CONTENTS

1.0 Executive Summary ................................................................................................... 5 1.1 Introduction .................................................................................................... 5 1.2 Existing Environmental Features .................................................................... 5 1.3 Potential Impact and Mitigation Measures ...................................................... 5

1.3.1 Physical Environment ......................................................................... 5 1.3.2 Water Environment ............................................................................. 8 1.3.3 Air Environment ................................................................................ 10 1.3.4 Noise Environment ........................................................................... 10 1.3.5 Socio-Economic Environment ........................................................... 11 1.3.6 Ecological Resources ....................................................................... 13

1.4 Public Consultations .................................................................................... 14 1.5 Analysis of Alternative .................................................................................. 14 1.6 Recommendations and Conclusions ............................................................ 14 1.7 Environmental Management Plan ................................................................ 15

2.0 Introduction .............................................................................................................. 17 2.1 General ........................................................................................................ 17 2.2 Alignment ..................................................................................................... 17 2.3 Objective of Project ...................................................................................... 18 2.4 Scope .......................................................................................................... 18 2.5 Methodology ................................................................................................ 18 2.6 Structure of Report ....................................................................................... 19

3.0 Project Description ................................................................................................... 21 3.1 Introduction to Project Area .......................................................................... 21 3.2 Existing Road Terrain .................................................................................. 21 3.3 Project Impact .............................................................................................. 21 3.4 Land acquisition ........................................................................................... 22 3.5 Project Components .................................................................................... 22

3.5.5 Safety Measures .............................................................................. 28 3.5.6 Bridge and Culvert Improvement ...................................................... 29 3.5.7 Waste Material Management ............................................................ 29 3.5.8 Equipment Staging & Materials ........................................................ 30 3.5.9 Aggregates and Sand Sources ......................................................... 30

3.6 Field Surveys and Data Collection ............................................................... 30 3.7 Assembly and Analysis of Data .................................................................... 31 3.8 Reports ........................................................................................................ 31

4.0 Policy, Legal and Administrative Framework ......................................................... 32 4.1 Policy ........................................................................................................... 32 4.2 Legislation.................................................................................................... 32

4.2.1 Environmental Protection Act ........................................................... 32 4.2.2 The Environmental Impact Assessment Notification (1994) and Amended Notification 1997 .......................................................................... 33 4.2.3 Forest (Conservation) Act (As Amended in 1980) ............................. 33 4.2.4 Water (Prevention and Control of Pollution Act) 1974 (Amended 1988) 34 4.2.5 Air (Prevention & control of Pollution) Act 1981 ………………………35 4.2.6 Noise Pollution (Regulation and Control) Rules, 2000 ...................... 35 4.2.7 Motor Vehicle Act 1988 .................................................................... 35 4.2.8 Movement of Hazardous chemicals .................................................. 36

4.3 Environmental Administrative Framework .................................................... 36 4.4 National Environmental Quality Standards ................................................... 37

4.4.1 Air Quality Standards........................................................................ 37



2

4.4.2 Water Quality Standards .................................................................. 38 4.4.3 Noise Standards ............................................................................... 39

5.0 Description of Existing Environment ...................................................................... 41 5.1 General ............................................................................................................. 41 5.2 Physical Features .............................................................................................. 41

5.2.1 Physiographic and Land use ............................................................... 41 5.2.2 Geology, Soils and Minerals ............................................................. 42 5.2.3 Climate ................................................................................................ 44 5.2.4 Air Quality ......................................................................................... 45 5.2.5 Noise levels ...................................................................................... 46 5.2.6 Water environment (surface and ground water quality) ..................... 47

5.3 Biological Resources ................................................................................... 48 5.3.1 Terrestrial Flora and Fauna ................................................................. 48 5.3.2 Forest Resources ................................................................................ 50

5.4 Socio economic conditions ............................................................................. 50 5.4.1 Demographic features ......................................................................... 50 5.4.2 Properties within ROW ........................................................................ 50

6.0 Impact Identification & Evaluation .......................................................................... 52 6.1 General ........................................................................................................ 52 6.2 Study Methodology ...................................................................................... 52

6.2.1 Assessment of the Potential Impacts ................................................ 52 6.2.2 Environmental Monitoring and Analysis ............................................ 53

6.3 Likely Potential Impacts ................................................................... 55 6.3.1 Impact Evaluation ............................................................................. 56 6.3.1 Physical Environment ....................................................................... 58 6.3.2 Water Resources and Water Quality ................................................ 60 6.3.3 Air Quality ......................................................................................... 61 6.3.4 Noise Quality .................................................................................... 62 6.3.5 Socio-Economic Environment ........................................................... 63

7.0 Mitigation and Enhancement Measures .................................................................. 68 7.1 General ........................................................................................................ 68 7.2 Suggested Mitigation Measures ................................................................... 68

7.2.1 Physical Environment ....................................................................... 68 7.3 Socio – Economic environment .................................................................... 74

7.3.1 Land acquisition ............................................................................... 74 7.3.2 Land Use Change ............................................................................ 74 7.3.3 Local Residents and Road users ...................................................... 75 7.3.4 Health Safety and Hygiene of Construction Workers ........................ 75 7.3.5 Disruption to Community .................................................................. 76 7.3.6 Employment ..................................................................................... 76

7.4 Ecological Resources .................................................................................. 77 7.4.1 Vegetation ........................................................................................ 77

8.0 Institutional Strengthening and Training ................................................................ 78 8.1 Introduction .................................................................................................. 78 8.2 Institutional Arrangement ............................................................................. 78

8.2.1 Environmental management System (EMS) ..................................... 78 8.2.2 Duties of Various organizations in the EMS ...................................... 79

8.3 Awareness and Training .............................................................................. 80 8.4 Monitoring and Reporting Procedures .......................................................... 81

8.4.1 Responsibility for Monitoring............................................................. 81 8.4.2 Routine Monitoring ........................................................................... 81 8.4.3 Recording the Data .......................................................................... 82 8.4.4 Record Keeping ................................................................................ 83



3

8.5 Monitoring Plan ............................................................................................ 83 8.6 Arboriculture and Landscaping ..................................................................... 83

8.6.1 General ............................................................................................ 83 8.6.2 Types of Trees / Species .................................................................. 84 8.6.3 Methodology ..................................................................................... 85

8.7 Landscaping ................................................................................................ 85 8.7.1 Design for Plantation of Trees along the Road ................................. 85 8.7.2 Toll Plazas ........................................................................................ 86 8.7.3 Junctions .......................................................................................... 86 8.7.4 Turfing .............................................................................................. 87

8.8 Budget and Costing ..................................................................................... 87



4

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



5

1.0 Executive Summary 1.1 Introduction

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

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

corridors.

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

40.000 to Km 144.400)

1.2 Existing Environmental Features

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

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

agricultural fields with small habitations all along.

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

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

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

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

permanent construction exist within the ROW.

There are several Sugar Factories / pharmaceutical factories / Chemical factories

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

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

and around the project.

1.3 Potential Impact and Mitigation Measures

1.3.1 Physical Environment

1.3.1.1 Meteorology

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

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

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

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

trees and green cover.



6

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.

1.3.1.2 Geology, Soil and Mineral Resources

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

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

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

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

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

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

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

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

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

plants that may be installed during operation. These plants result in air quality impacts

(e.g., dust, noxious gases), noise impacts (from crushing and loading activities), and

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

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

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

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

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

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

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

Mitigation Measures

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

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

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

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

from outside the road study area.



7

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.

Soil contamination will be limited through the establishment of management

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

maintenance areas are designed and operated in accordance with environmental

procedures, established in the Environmental Management Plan, including procedures

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

have been established for the development and operation of concrete and asphalt

plants. Contaminated soils that do not meet quality guidelines established for fill

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

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

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

Avoiding steep slopes;

Minimizing cut & fill;

Minimizing the establishment of quarries / borrow pits;

Minimizing soil contamination through responsible vehicle maintenance, waste

management and drainage controls;

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

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

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

as gabions and cribs to protect stream / river embankments.

Replanting disturbed areas immediately after construction is completed in each

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



8

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.

1.3.2 Water Environment

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

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

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

although significant drainage modification is unlikely.

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

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

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

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

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

and oils from construction machinery could also deteriorate water quality.

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

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

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

supplies.

Mitigation Measures Impacts to surface water hydrology will be controlled throughout the construction

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

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

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

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

conducted directly in flowing water.



9

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.



10

1.3.3 Air Environment

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

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

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

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

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

hydrocarbons are likely from hot mix plant operations

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

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

increase in vehicle numbers.

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

adverse effects caused by dust and particulate matter. Vehicles delivering

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

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

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

located more than 500 m away from any settlement.

1.3.4 Noise Environment

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

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

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

village Mohol is higher than other identified location points.

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

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

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

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

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

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

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

levels.



11

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

1.3.5.1 Land Acquisition

Construction Phase

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

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

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

employment and traditional livelihood for affected farmers.

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

Productive agricultural soils and operating farms; Community space private properties, residences and businesses and amenities; As per NHAI policy, affected people should be (a) compensated for their loss at full

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

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

capacity and production levels, or at least to restore them

1.3.5.2 Land Use Changes

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

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

residential and commercial / industrial development. The increased attractiveness for



12

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.

1.3.5.3 Monuments / Historical Areas

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

or within the 50m from the project road.

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.



13

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.

1.3.5.5 Impacts to Indigenous Communities

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

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

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

training.

1.3.6 Ecological Resources

1.3.6.1 Vegetation

Construction Phase

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

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

will have some effect on local ecological balance, such as the disruption of habitat for

small birds, mammals, etc., that will be forced to migrate to other areas. The removal

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

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

Mitigation Measures

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

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

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

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

Operation Phase

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

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

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

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

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

routinely access the productive valleys on the north side.



14

1.4 Public Consultations

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

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

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

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

alignment modifications and compensation criteria. All those attended the meetings

are unanimously in favor of the project.

1.5 Analysis of Alternative

Various alternatives have been taken into considered and analyzed on the basis of

environmental as well as socio-economic benefits of the alternative. The analysis of

alternatives has been made on the basis of “with and without project scenarios” in

terms of potential environmental impacts.

It is found on the basis of analysis that “with” project scenario will cause adverse

impacts to the biological and social-economic environment of the region, as compared

to “without” project scenario. Hence the “with” project scenario with minor reversible

impacts is an acceptable option for NH-9. (Annexure I – Comparison of Positive and

Negative Impacts Of “With” And “Without” Project Scenario)

1.6 Recommendations and Conclusions

On the basis of data analysis, nature of impacts and observations of the various

affected groups due to project, highway expansions can be developed without

causing significant adverse environmental impacts to the natural, social, economic or

cultural environment of the study area, assuming the mitigation measures identified in

EIA report are incorporated into design and implementation stage; the most important

of these are:

Stringent Pollution Control Measures for activities responsible for pollution at

construction as well as operation phase of the project,

Incorporation of appropriate control techniques to protect elevated

embankment, soil erosion and flood control,

Providing proper sanitation and improving traffic flow conditions,

Maintenance of roads periodically,

Awareness about the environment and its management,

Safety measures to the workers at construction sites.



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1.7 Environmental Management Plan

An Environmental Management Plan has been proposed along with institutional

arrangements for effective implementation, monitoring and reporting. It is envisaged

that all stake holders i.e. the NHAI / PWD, Social forestry department, the supervision

consultant, the design consultant, contractor, environmental consultant and public /

NGO’s will play their role in effective implementation of the EMP. The efforts of all the

agencies will be brought together by the ‘Environmental Management Unit’ proposed to be set up under the Project Implementation Unit (PIU) of the NHAI. This

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

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

stakeholders.

The monitoring stations for environmental parameters have been fixed based on

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

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

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

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

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

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

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

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

engineering structures to minimize contamination of water bodies during construction

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

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

compensated by transplantation of existing trees to the extent possible and

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

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

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

Environmental Management Plan, of the present report.

An arboriculture and landscaping plan has been proposed for an effective

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

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

the loss of trees due to the proposed road development.



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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.



17

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,



18

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



19

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.

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

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

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

different formats designed for primary surveys.

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

2.6 Structure of Report

Environmental Impact Assessment report is divided into the following Chapters:

CHAPTERS

Chapter 1. Executive summary

Chapter 2. Introduction

Chapter 3. Project Description

Chapter 4. Policy, Legal and Administrative Framework

Chapter 5. Description of the Existing Environment

Chapter 6. Impact Identification & Evaluation

Chapter 7. Mitigation and Enhancement Measures

Chapter 8. Institutional Strengthening and Training



20

2.0 Project Description

Environmental Management Plan

Suggestion of Mitigation measures

Measures

Implementation Schedule & Supervision Programme

Monitoring Plan

Budget for EMP

Institutional Strengthening &

Training

Baseline Environmental Assessment

Identification and Assessment of potential Environmental Impacts

Primary Data Collection

Environment

Monitoring

Identification of Critical Environmental issues

& selection of preferred alignment

Secondary Data Collection

Identifying Aim and Objectives of

the study

Preliminary Project Assessment

Flow Chart 2.1. Methodology



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3.0 Project Description

3.1 Introduction to Project Area

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

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

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

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

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

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

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

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

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

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

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

1. Indapur town between Km 134.000 and Km 136.000

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

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

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

increases its accident rate thereby affecting the safety of traffic.

3.2 Existing Road Terrain

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

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

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

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

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

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

3.3 Project Impact

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

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

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



22

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

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

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

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

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

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

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

3.4 Land acquisition

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

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

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

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

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

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

compensation package. Other measures to minimize the resettlement impact are

done by finalizing the road alignment considering the appropriate engineering design

/technology.

3.5 Project Components

The project consists of various components described as follows:

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

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

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

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

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

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

rehabilitation / replacement; source of construction materials; proposed grade

separations, etc.



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3.5.2.2 Widening Proposals

Chainge in Kilometer as per Topographic Survey PWD KM Length

(Km)

Preferred Side of Widening for

Additional Two Lanes From To From To

0.000 2.300 40.000 42.200 2.30 Eccentric Right

2.300 6.000 42.200 45.900 3.70 Concentric with Service Roads

6.000 14.400 45.900 54.200 8.40 Eccentric Right


16.200 18.200 56.000 58.000 2.00 Eccentric Right

18.200 19.600 58.000 59.400 1.40 Eccentric Right with Service Roads

19.600 23.200 59.400 63.500 3.60 Eccentric Right

23.200 25.300 63.000 65.200 2.10 Eccentric Left with Service Roads

25.300 33.200 65.200 73.000 7.90 Eccentric Right


34.500 58.350 74.200 98.000 23.850 Eccentric Right


60.450 79.200 99.800 116.000 18.750 Eccentric Right


80.000 83.300 116.800 119.800 3.300 Eccentric Right


83.900 97.600 120.400 134.000 13.700 Eccentric Right


100.400 108.050 136.800 144.400 7.650 Eccentric Right

95.700 100.700 132.200 137.200 7.800 New Carriageway for All the 4 lanes



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3.5.2.3 Proposed Cross Sections

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

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

is as follows:

Carriageway 2 x 7.0 m = 14.0 m

Paved shoulders 2 x 1.5 m = 3.0 m

Gravel shoulders 2 x 1.0 m = 2.0 m

Raised median 1 x 4.5 m = 4.5 m

Shy distance 2 x 0.25 m = 0.5 m

Total Roadway width 24.0 m

3.5.2.4 Site Clearing & Grubbing

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

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

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

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

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

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

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

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

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

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

the engineer.

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

environmentally safe manner.

3.5.2.5 Earthworks

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

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

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

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

materials in an ecologically safe manner.



25

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.

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

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

ensured to provide permanent or temporary erosion and sedimentation control

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

construction operations, damage adjacent properties, or cause contamination of

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

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

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

sedimentation.

3.5.2.6 Pavement Removal

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

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

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

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

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

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

disposed of in an environmentally safe and approved manner.

3.5.2.7 Granular - Sub Base

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

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

other deleterious substances should have silt content below ten percent.

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

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

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

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

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

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

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

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



26

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

to the full thickness of layer and recompacted.

3.5.2.8 Water Bound Macadam Sub – Base / Base

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

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

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

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

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

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

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

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

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

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

3.5.2.9 Bituminous Pavement Layers

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

aggregate materials.

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



27

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

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

materials.

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

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

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

organic or other deleterious materials.

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

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

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

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

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

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

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

tarp while in transit or awaiting to be unloaded.

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

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

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

any other approved equipment.

Bituminous materials shall be compacted in layers which enable the specified finished

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

Compaction shall commence immediately after laying. Compaction shall be

substantially completed before the temperatures fall below the minimum specified

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

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

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

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

been removed from the surface.

3.5.3 Pavement Widening

The various widening options explored by the geometric team include:



28

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

minimize throwaway costs;

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

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

3.5.4 Drainage

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

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

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

median drainage.

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

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

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

improvement by filtration of runoff particulates and associated contaminates.

Some of erosion protection measures include:

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

sufficient soil binding.

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

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

the grid webbing.

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

rain, use of “hydro seeding” systems which contain seed, match tackifier, and

fertilizer, and are sprayed over exposed surfaces.

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

protection while ground cover develops in a protective organic matrix.

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

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

or channels lined with grass.

3.5.5 Safety Measures

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

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

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

as well as vehicle driver safety. Measures include:



29

Street lighting in urbanized areas and at major junctions;

Paved shoulders to facilitate pedestrian, cycle and slow moving vehicle

movements;

Traffic warning signs;

Pedestrian underpasses at strategic locations to facilitate highway crossing; and

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

main report.

3.5.6 Bridge and Culvert Improvement

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

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

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

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

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

Silting appears to be a major concern with most cross drainage structure.

Appropriate design and construction methods must be adopted to minimize silting

problems.

3.5.7 Waste Material Management

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

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

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

and any other surplus materials excavated from, or generated at the construction site,

construction camps or staging areas, will be limited to 30 days. Disposal of all waste

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

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

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

residents, contractors, or municipalities.



30

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

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

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

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

providing details of sanitary waste handling facilities at construction camps and

construction sites.

3.5.8 Equipment Staging & Materials

Construction contractors will be responsible for obtaining any necessary approvals for

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

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

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

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

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

the areas/camps at the completion of construction.

3.5.9 Aggregates and Sand Sources

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

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

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

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

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

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

graded, and water sprayed for dust control.

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

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

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

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

3.6 Field Surveys and Data Collection

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

includes:-



31

Environmental Monitoring Surveys,

Tree Inventory Survey,

Public Consultation with affected peoples,

Air, Water & Noise Monitoring and

Location specific site surveys for environmental enhancement

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

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

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

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

arrived at are authentic and reliable.

3.7 Assembly and Analysis of Data

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

corridor. Literature search was undertaken and relevant agencies (e.g. the

Department of Forests, the State Pollution Control Board, Meteorological Department,

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

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

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

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

different formats designed for primary surveys.

3.8 Reports

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

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

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

the project.

Environmental Impact Assessment Report, at the Preliminary Project Report

(PPR) stage of the project.

Environmental Management Plan at the Preliminary



32

4.0 Policy, Legal and Administrative Framework

4.1 Policy

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

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

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

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

protect the environment. As per the constitutional Provisions:

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

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

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

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

4.2 Legislation

Government of India has enacted nearly thirty environment conservation laws and

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

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

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

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

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

State and Central levels.

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

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

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

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

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

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

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

4.2.1 Environmental Protection Act

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

umbrella legislation for environment in its entirety. The responsibility for



33

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

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

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

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

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

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

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

done by MoEF).

4.2.2 The Environmental Impact Assessment Notification (1994) and Amended Notification 1997

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

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

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

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

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

format for EIA has been prescribed in the notification).

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

dated 4th May 1994, expansion or modernization of any activity shall not 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.

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

clearance from MoEF is not required.

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

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

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



34

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

clearances are applied for at the following governmental levels.

a) Applicability of the Forest (Conservation) to the road side Strip Plantations In 1986, when MoEF enacted the Environment Protection Act, the entire linear

stretches of roadside plantations along the State Highways were declared as

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

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

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

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

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

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

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

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

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

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

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

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

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

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

b) Forest Land

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

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

area does not have any vegetation cover.

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

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.



35

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.

4.2.6 Noise Pollution (Regulation and Control) Rules, 2000

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

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

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

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

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

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

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

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

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

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

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

4.2.7 Motor Vehicle Act 1988

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

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

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

and issues licenses.

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

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

has not been highly effective.



36

4.2.8 Movement of Hazardous chemicals

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

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

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

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

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

emergencies such as spillage and fire.

4.3 Environmental Administrative Framework

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

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

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

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

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

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

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

project is given below.

Table 4.1 - Key Environmental Legislation in India Sr. No.

Agency Statute/Policy Relevant objectives

1 Ministry of Environment and Forests

Environment (Protection) Act 1986

To protect and improve the quality of the environment and to prevent, control and abate environmental pollution

Forest (Conservation) Act, 1927

Forest (Conservation) Act, 1980 (as amended in 1998)

Forest Conservation Rules, 1981

To restrict deforestation by restricting clearing of forested areas

Environmental Impact Assessment Notification 1994

Environment Protection Rules, 1986

To ensure that appropriate measures are taken to conserve and protect the environment before commencement of operations

2 Pollution Control Boards (State)

Water (Prevention and Control of Pollution) Act 1974 as amended in 1988

Air (Prevention and Control of Pollution) Act

To provide for the prevention And control of water pollution and the maintaining or restoring wholesomeness of water To provide for the prevention,



37

Sr. No.

Agency Statute/Policy Relevant objectives

1981 as amended in 1987* * for Gujarat

control and abatement of air pollution and for the establishment of Boards to carry out these purposes.

3 Environment and Forest Department

Wildlife (Protection Act), 1972

To protect wild animals and birds through the creation of National Parks and Sanctuaries

4 Department of Transport and Department of Police

Motor Vehicle Rules, 1989

Motor Vehicles Act, 1988 Rules of Road Regulations, 1989

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

5 Archaeological Survey of India, Directorate of Archaeology

Ancient Monuments and Archaeological sites and Remains Ac t, 1958

To protect and conserve cultural and historical remains

To regulate construction activities near the monuments and sites protected by the Government

6 Revenue Department

Land Acquisition Act, 1894

To set out rules for acquisition of land by the Government departments and agencies

4.4 National Environmental Quality Standards

4.4.1 Air Quality Standards

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

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

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

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

specified.

Table 4.2 - National Ambient Air Quality Standards

Pollutants Time-

weighted average

Concentration in ambient air Method of

measurement Industrial Areas

Residential, Rural &

other Areas

Sensitive Areas

Sulphur Dioxide (SO2)

Annual Average* 80 µg/m3 60 µg/m3 15 µg/m3

Improved West and Geake Method

Ultraviolet Fluorescence

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



38

Pollutants Time-

weighted average

Concentration in ambient air Method of

measurement Industrial Areas

Residential, Rural &

other Areas

Sensitive Areas

Oxides of Nitrogen as

(NOx)


- Jacob & Hochheiser Modified

(Na-Arsenite) Method

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

Chemiluminescence’s

Suspended Particulate Matter

(SPM)


- High Volume Sampling,

(Average flow rate not less than

1.1 m3/minute). 24 hours** 500 µg/m3 200 µg/m3 100 µg/m3

Respirable Particulate Matter (RPM) (size less than 10 microns)


- Respirable particulate matter

sampler

24 hours** 150 µg/m3 100 µg/m3 75 µg/m3

Lead (Pb)

Annual Average* 1.0 µg/m3 0.75 µg/m3 0.50 µg/m3

- ASS Method after sampling

using EPM 2000 or equivalent Filter paper

24 hours** 1.5 µg/m3 1.00 µg/m3 0.75 µg/m3 .

Ammonia1 Annual

Average* 0.1 mg/ m3 0.1 mg/ m3 0.1 mg/m3 .

24 hours** 0.4 mg/ m3 0.4 mg/m3 0.4 mg/m3 .

Carbon Monoxide (CO)

8 hours** 5.0 mg/m3 2.0 mg/m3 1.0 mg/ m3 - Non Dispersive Infra

Red (NDIR)

1 hour 10.0 mg/m3 4.0 mg/m3 2.0 mg/m3 Spectroscopy

*

Annual Arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval

** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time, it may exceed but not on two consecutive days.

(Source: Central Pollution Control Board)

4.4.2 Water Quality Standards

The project that crosses waterways viz. rivers, canals, streams, etc can have

significant impacts on both surface and groundwater hydrology. A change in water

hydrology may affect the surface water quality as well as sediment transport, changes

in water table, water logging and changes in infiltration rates.

The excerpts from guidelines issued by CPCB (based on BIS standards) on primary

water quality have been reproduced in the following.



39

Table 4.3 - Guidelines of CPCB on Water Quality Criteria Designated-Best-

Use Class of

water Criteria Drinking Water Source without conventional treatment but after disinfections

A 1. Total Coli forms OrganismMPN/100ml shall be 50 or less

2. pH between 6.5 and 8.5

3. Dissolved Oxygen 6mg/l or more

4. Biochemical Oxygen Demand 5 days 20oC 2mg/l or less

Outdoor bathing (Organized) B 1. Total Coli forms Organism MPN/100ml shall be 500 or less

2. pH between 6.5 and 8.5



Drinking water source after conventional treatment and disinfections

C 1. Total Coli forms Organism MPN/100ml shall be 5000 or less

2. pH between 6 to 9



Propagation of Wild life and Fisheries

D 1. pH between 6.5 to 8.5


3. Free Ammonia (as N) 1.2 mg/l or less Irrigation, Industrial Cooling, Controlled Waste disposal

E 1. pH between 6.0 to 8.5

2. Electrical Conductivity at 25oC micro mhos/cm Max.2250

3. Sodium absorption Ratio Max. 26

4. Boron Max. 2mg/l Below-E Not Meeting A, B, C, D & E Criteria

4.4.3 Noise Standards

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.

Table 4.4 - National Ambient Noise Standards

Area Code Category of Zones

Limits of Leq in dB (A)

Day time* Night time*

A Industrial 75 70



40

B Commercial 65 55

C Residential 55 45

D Silence Zone ** 50 40

* Day time is from 6 am to 10 pm whereas night time is from 10 pm to 6 am

** Silence zone is defined as area up to 100 meters around premises of hospitals,

educational institutions and courts. Use of vehicles horns, loud speakers and bursting

of cracking are banned in these zones.

As mentioned in section 3.2.7, these noise standards have been given the status of

statutory norms vide Noise Pollution (Regulation and Control) Rules, 2000. However,

these rules have changed the periods for ‘Day Time’ and ‘Night Time’ to 6 a.m. to 10

p.m. and 10 p.m. to 6 a.m. respectively.



41

5.0 Description of Existing Environment

5.1 General

Baseline environmental data plays a key role in screening of environmental

parameters likely to be affected due to the project implementation. The area falling

under the stretch of 200 m on either side of the project road has been considered for

assessment of the impact area. The baseline environmental data comprise the

features present within a strip of 10 km on either side of the existing highway. This

area is referred to as study area in the report. This facilitates the decision maker to

assess a particular environmental parameter, which needs to be incorporated during

the detailed Environmental Impact Assessment (EIA) study. The proposed study area

falls on jurisdiction of Pune & Solapur Districts, the route follows NH -9 from km. 40.00

to km 241.00. The features documented in this report have been collected through

field investigations, interaction with locale population and desk research. The data

have been collected including the environmental features on Land, Water, Air, Noise

and Ecological Environment.

The proposed study area is covered in Survey of India topographical sheets

47F/9, 47F/11,47F/13, 47F/15, 47J/2, 47J/6, 47J/7, 47J/11, 47J/15, 47J/16, 47O/5,

47O/9, 47O/10, 47N/3, 47N/4, 47N/8, 47M/8, 47J, 47O, 47N, 47P, 47K, 47I, 47J/15

(on 1:50000 Scale).

5.2 Physical Features

5.2.1 Physiographic and Land use

The project road runs mostly through the agricultural fields with some area of

industrial belt and built-up area. A small portion of the study area is passing 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.

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



42

close to the natural ground profile. In general 40% of the corridor is plain terrain and

60% is rolling terrain. The following table shows the terrain classification of the

stretches along the corridor.

Table 5.1 - Land Use Details S.N Chainage Terrain Classification

From To 1 40.000 46.000 Plain 2 59.000 66.000 Plain 3 77.600 84.000 Rolling 4 140.900 148.000 Rolling

Pune-Solapur Project Section

The project road starts from Yavat at PWD Km 40.000 and goes up to Tembhurni

Junction at Km 144.400. Total 12 number of villages and towns are falling under the

influence area of 200 m on either side of the project road. There is no natural

conservation area in and around the project. Along the project stretch there are some

industrial sites. The industrial estate consists of Bhallarpur industries, Kurkumbh

MIDC, Loni Deokar MIDC, Solapur MIDC and sugar factories. There are 36 minor

bridges and 1 major bridges; e major river/nallah flowing near the study area is Sonar

Nallah, Bhima River, Sapatne Nallah, Mohol, Sina River, Sarwaleshwar, Bale and

Shelgi River

Table 5.2 - Physiography and Land use of Project Area Project Road Section Land Use Terrain Remarks

Yavat (km 40.000) to

Indapur (km 135.000)

(Total Chainage from

km40.000 to 144.400)

Forest area

,Industrial area,

agricultural area,

barren land and

built up area near

Yawat, Warwand,

Patas,

Kurkumbh,

Bhigvan, and

Indapur

Plain and Rolling

terrain

Pune district

5.2.2 Geology, Soils and Minerals

5.2.2.1 Geology Pune District



43

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

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



44

5.2.2.2 Soils

The soils in the study area can be categorized as follows. In Pune, thick alluvium soils

are found along the river banks.

5.2.2.3 Minerals

Pune District

The district is rich source for limestone deposits. Deposits of limestone occur in the

villages of Dive and Khanoli of Purandar tehsil. Thickness of limestone in different

bands is found to vary from 1.5 to 1.8 m in diva area and from 1.8 to 2.4 m in khanoli

area. Lime Stone is found to be of good quality containing 43% to 48 % CaO, less

than 2% MgO and 6 to 8% SiO2. The total reserves of limestone in this area have

been estimated at 0.15 million tones which are inadequate to contemplate any major

industrial utilization.

5.2.3 Climate

The climate is typical monsoon, with three distinct seasons - summer, rainy and

winter, as elsewhere in India. Climatic data on temperature, rainfall, number of rainy

days, relative humidity, wind speed & wind direction for Pune and Solapur area has

been obtained from Indian Meteorology Department (IMD)-Govt. of India. It is

described as follows:

5.2.3.1 Temperature The mean maximum temperature varies from 26.70 C to 38.3 0 C in Pune region. The

highest maximum temperature recorded is 42.40 in the month of May 2003. The mean

minimum temperature varies from 10.20 C to 23.3 0 C. The lowest minimum

temperature is 4.10 in January 2004 recorded during 2003 to 05.

5.2.3.2 Rainfall

The average annual rainfall along the project road ranges 658 mm in Pune district.

Rainfall occurs mostly during June to September. The average annual rainfall

recorded in Pune district during 1994 to 2003 is 658 mm. It has received the minimum

rainfall of 424mm in 2002 and maximum 1023 mm in 1997.

The summary of the monthly annual rainfall is given in Annexure - II obtained from

Additional Director General of Meteorology (Research), Pune.



45

5.2.3.3 Humidity

In Pune, the relative humidity ranges from 65% to 84% during monsoon and 17% to

46% during summer. The maximum humidity occurs in the month of July, August and

September. The percentage humidity is near & above 80 in all the three months and it

is also seen the maximum rainfall occurs in July and August months.

5.2.3.4 Wind speed and Wind Direction

The wind direction is generally westerly to south-westerly, with wind velocity ranging

from 0.1 to 10.90 kmph. It is observed that for Pune, the predominant wind direction is

North-west to South-east for both in the morning and in the evening. The evening sea

breeze from west/northwest keeps the summer nights at bearable levels. Wind Speed

& Wind Direction data for the project area is shown in Annexure – III obtained from

IMD

5.2.4 Air Quality

The project road is predominantly passing through the rural areas with agricultural

fields along with some industries. The length of the project road for contract Package -

I is 104 km which starts from Yawat village till Tembhurni Junction at PWD Km

144.400.

The major sources of air pollution in the region are vehicular traffic and dust arising

from field /domestic/ fossil fuel. The major cause of air Pollution in the study area is

the increasing traffic along the project.

To monitor the ambient air quality along the study area, 5 monitoring points were

identified considering the factors like environmental sensitivity and major traffic

junctions. Out of the 5 monitoring points three points are falling under package-I.

Details of these monitoring locations are given below.

Table 5.3 - Locations for Air Quality Monitoring Station No.

Station Name Chainage / Location

Description of Location

1 Yawat At km 43.000 residential/silent zone with no development,

will cover most of the traffic flow on NH-9

2 Kurkumbh (MIDC area) At km 70.000

industrial zone with high traffic flow on NH-9 from Pune

3 Indapur At km 135.000 Residential area covers change in traffic flow



46

The air quality monitoring results are given in the following Table 5.4. It can be seen

from the results that concentration of SO2, CO and NOx for all the monitored stations

are below detectable values and hence expressed as Nil. The result of Suspended

Particulate Matter SPM is well within the permissible limits for all the monitored

station. Thus the air quality monitoring results shows that the project area has no

major source of air pollution in the vicinity. Air Quality monitoring report for the

identified locations is given in Annexure - V

Table 5.4 - Air Quality Monitoring results at the identified locations Parameters Yawat Kurkumbh

(MIDC area) Indapur Limiting std.

(μgs/m3)

SPM μg/m3 186 198 147 200

RPM μg/m3 67 89 75 100

SO2 μg/m3 12.8 19.9 13.8 80

NOX μg/m3 13.9 23.7 17.8 80

CO μg/m3 786 806 778 2000

5.2.5 Noise levels

The ambient noise levels were also measured along the alignment at the same five

locations mentioned in table above. Out of the total 5 monitoring points 3 points fall

under package-I. The noise levels were recorded along the alignment at congested

junctions and at specific distance from the junctions, where noise level are perceived

to be high. The data after study shows that noise levels are exceeding the prescribed

limits as per standards. This is mainly along the narrow road which leads to

congestion & stopping of vehicle at a point for longer duration and acceleration. Hence

4 - Laning of the project road will help in decongestion and reduction of noise levels.

Noise Quality monitoring report for the identified locations is given in Annexure – V

Table 5.5 - Noise Quality Monitoring results at the identified locations Monitoring Stations Noise level

(In Decibel A)

Limiting std.

(In Decibel

A)

Day time

dB(A) Night time

dB(A)



47

Monitoring Stations Noise level

(In Decibel A)

Limiting

std.

(In Decibel

A)

Day time

dB(A) Night time

dB(A)

Yawat 60.8 49.4 75

Kurkumbh (MIDC area) 67.8 50.6 75

Indapur 59.9 47.8 75

5.2.6 Water environment (surface and ground water quality)

The project road crosses river, canals, drainage channels, small lakes and dam.

These water bodies facilitate irrigation / drinking water supply in the area and also act

as natural drainage system. The project corridor crosses 36 minor bridges and 1

major bridges;

Lake At Ch: 64.400 & 78.200

Locations and names of major river / nalla is given as under.

At Km 93.129 Sonar Nallah

These rivers/canals/drains facilitate irrigation in the area and mainly act as drainage

channels and also contribute to ground water recharge. The entire list of major and

minor bridges is given as Annexure – VI under Improvement Proposal.

The ground water table is around 3-20 m deep. It also has few small rivers / ponds /

reservoirs which are used to supply water for drinking / irrigation. It contains water

generally from October to February.

Several water samples from various water resources and water bodies along the

project corridor were collected and are being tested to determine their suitability and

the usability. The details of the sampling locations from some of the major river water

bodies / reservoirs in the vicinity of study area are given below:

Table 5.6 - Water quality sampling location points Sr. no.

location Direction Type of source

Condition of flow

Availability Sample no.

1 41.300 Crossing the road

Khadak wasala main canal

flowing water Perennial WS1

2 63.300 RHS Pond Stagnant water Perennial WS2



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3 77.000 RHS

Reservoir of earthen dam (malad tank)

Stagnant water Perennial WS3

4 108.500 RHS Tube well Stagnant water Perennial WS4

5 115.200 LHS Reservoir (ujani dam bhimnagar)

Stagnant water Perennial WS5

The water quality monitoring results are given in the following Table 5.7. The quality of

surface water i.e. from reservoirs and rivers is quite good but requires treatments

before actual use.

Table 5.7 - Water quality monitoring results at the identified locations

Parameters Khadak wasala

Pond at RHS

Reservoir of earthen

dam (Malad tank)

Tube well

at RHS

Reservoir (Ujani dam Bhimnagar)

pH 7.5 8.61 7.13 7.48 7.07 Colour (hazan) <1 <1 <1 <1 <1

Odour unobjectionable

unobjectionable

unobjectionable

unobjectionable

unobjectionable

Turbidity (NTU) 1.9 2.1 2.2 1.6 2.0 TDS(mg/l) 326 400 407 202 409 Hardness (mg/l) 123 143 160 123 132 Chloride (mg/l) 12.2 13.5 14.4 13 14.3 SO4 5.8 5.6 6.4 4.7 6.9

NH4N (mg/l) ND ND ND ND ND

TKN (mg/l) ND ND ND ND ND NO3(mg/l) 4.7 4.6 5.7 3.7 5.0 Ca (mg/l) 18.6 17.7 18.0 16.9 28.7 Fe (mg/l) 0.6 0.7 0.7 0.5 0.9

5.3 Biological Resources

5.3.1 Terrestrial Flora and Fauna 5.3.1.1 Flora An ecological study of the ecosystem is essential to understand the impact due to

project development activities on the existing flora and fauna of the area. Forest area

in the state is 61,939 Sq-Km covering 20 per cent of land area of the state. The

project area falls mainly under flat terrain.

The characteristic features of the forest are the presence of the moderate uneven

upper canopy of trees of dry species. The lower canopy is also deciduous with a

ground cover of grass.



49

Besides forest flora agricultural crops are also grown in the study area. These

comprise of rain fed crops and irrigated crops. Irrigated crops sustained on seasonal

water supply from storage dams and ground water sources. These are as follows:

Major crops

The crops grown in the districts can be grouped two categories- food crops and cash

crops. The principal food crops are Rice, Wheat, Jowar, Bajri, and all pulses etc.

Sugarcane & cotton, is the major cash crops. Marathwada being predominantly a semi

urban area, agriculture production is significant. 5.3.1.2 Fauna

The area is not rich in terrestrial fauna but the avian fauna of the area is very rich and

possess highly varied and rich composition. The domestic animals consist of cows,

bullocks, sheep, goats and dogs. There is a famous wildlife sanctuary located in north

part of the Western Ghats of Maharashtra i.e. Bhimashankar Wildlife Sanctuary in

Ambegaon tehsil in Pune district but it does not falls within the project area.

Rare or endangered species have been recorded in the project area. Main wild life

mammals are jungle cat, Jackal, Deer, reptiles, snakes.

5.3.1.3 Wild Life Sanctuaries / Reserves

There is a famous Bhimashankar wildlife Sanctuary located in northern part of the

Western Ghats of Maharashtra in Ambegaon tehsil in Pune. However, the sanctuary does not pass through project area. The total area of the sanctuary is 130.78

sq.km.

Southern tropical semi evergreen forest is the main forest type of the sanctuary and

the dominant species are Mongnifera indica (Mango), Syzygium cumini (Jamun)

Terminalia chebula (Hirda), Terminalia bellirica (Behda), Bambusa arundincea

(Bamboo), Carvia callosa (Shrub), Cassia tora (Herbs), Acacia sinuate (Climber),

Eleusina carcara (Grass), Athyrium falcatus (Fern)

The area is rich in fauna since there is variety of forest types in the sanctuary. The

wild life found here includes Leopards, Barking Deer, Sambar, Wild Boar, Langur, and

Hyena. Among the birds one will be able to find Malabar Grey Hornbill, Quaker

Babbler, Malabar Whistling Thrush, Green Pigeon, Black Eagle, Grey Jungle Fowl and

many, many more. One might get to see the great butterfly brigade and Malabar Giant

Squirrel, one of the largest of tree squirrels found over here measuring three feet

long.



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5.3.2 Forest Resources 5.3.2.1 Forest within the Right of Way The forest area coming within the right of way and vicinity is shown in map given in Annexure - IV 5.3.2.2 Trees in the ROW

The National Highway No. 9 runs through the existing trees on its either side. The

main species observed are Tamarind (Tamaridus indicia), Neem (Azadirachta indicia),

Velvatam (Acacialeucophola) and Dalbergia Sissoo (Sisso). The distance of trees

from the edge of the road vary from 1.0 m to 8.0m. 1616 trees are likely to be lost

due to widening of road for 4-lanning.

5.4 Socio economic conditions

5.4.1 Demographic features

As per census 2001, the population of Maharashtra state is 9.67crore, with sex ratio of

922 females per 1000 males. The total states population is 9.4% of the total

population (102.70crore) of India. In-migration is one of the main reasons for higher

population in the State. The sex ratio has declined from 934 in 1991 to 922 in 2001.

Pune 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 %.

5.4.2 Properties within ROW

There are number of properties which are likely to be affected due to present widening

activities. The various properties includes cultural properties (temples, mosques,

shrines etc), nature of settlement (urban, rural, commercial, residential, forest, hill,

valley), water resources (ponds, wells, hand pumps, lakes, rivers), bridges structures,

public buildings (schools, hospitals, bus stands, govt. offices), utilities etc. It is found

that in all there are 18 religious structures in NH-9 section. Some of these structures

have historic significance. Removal/shifting of this structure will hurt the religious



51

sentiments of the communities. These structures have been saved to maximum extent

by shifting alignment away from these properties.



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6.0 Impact Identification & Evaluation

6.1 General

In pursuance of the global goals of nature conservation and projection of environment

state government have initiated plans, schemes and actions to implement various

legislation. The latest being the Environment (Protection) Act, 1986. In May 1994,

Ministry of Environment and Forest (MOEF) had issued a notification on

Environmental Impact Assessment (EIA) for Development Projects.

Impact identification and assessment consists of comparing the expected changes to

the physical, biological and cultural environment. This chapter describes the

assessment of the nature, type and magnitude of the potential impacts likely to be

caused to the various relevant physical, biological and cultural environmental

components along the project corridor.

A wide variety of direct and indirect negative impacts have been attributed to road and

highway construction or improvement projects. Though sharing a common concern

over most environmental attributes, depending on their past experience in various

projects, different agencies tend to lay varying emphasis on different biophysical and

socio-environmental components and issues.

6.2 Study Methodology

The environmental impact assessment in this project employed a reiterative approach

in which potential environmental issues have been examined at successive levels in

detail.

The methodology for Environmental Impact Assessment was designed to ensure the

environmental assessment process has been conducted in full compliance with the

National and State regulatory framework as well as guidelines as detailed in the TOR.

The major steps in the EIA process for the proposed project were as follows:

6.2.1 Assessment of the Potential Impacts

Potential significant impacts that need further study were identified on the basis of

analytical review of baseline data, review of environmental conditions at site,

analytical review of underlying socio-economic conditions with project influence area.



53

Since the project involves strengthening & widening to four-lane highway, impacts

identified are mostly direct and confined to ROW, only at critical locations, where the

engineering, environmental and social aspects have warranted a shift from the

existing alignment, bypasses / realignments have been proposed. To effectively voice

the potential environmental issues likely to result due to the project, an in-depth

analysis of the status of the existing environment has been carried out to identify the

potential impacts - both beneficial as well as adverse.

6.2.2 Environmental Monitoring and Analysis

In order to assess the situation in different sections of the project road, during the

environmental screening and site visit of the area, various locations were identified for

testing & monitoring of ambient air quality, noise level and water quality. The

monitoring & testing of water and air quality has been done with the help of laboratory,

recognised by Ministry of Environment and Forests, New Delhi. The baseline

concentrations established, will facilitated the assessment of the various air pollutant

parameters and the noise levels due to the proposed project.

6.2.2.1 Monitoring of Ambient Air Quality

With the Upgradation and widening of the road, there is bound to be increase in the

traffic volume and other related activities that will boom due to better accessibility.

Therefore, it becomes imperative to assess the existing condition of the ambient air.

Samples of air were collected and analysed to monitor existing concentration of

Suspended Particulate Matters (SPM), Respirable Particulate Matters (RPM), Carbon

Monoxide (CO), Hydrocarbons (HC), Oxides of Nitrogen (NOx) and Sulphur Dioxide

(SO2). The sampling locations have been selected in the light of environmental

conditions as well as vehicular activities. The details of the sampling locations are

given in Chapter- 5.

6.2.2.2 Monitoring of water Quality

Water samples were collected from surface water sources consisting of flowing and

still water bodies at selected locations. This will help in establishing the baseline water

quality criteria. The locations were selected keeping in view the site conditions, project

related requirements both at construction as well as operation phase and water

requirements of local communities for domestic purposes. The details of locations are

given in Chapter-5.



54

6.2.2.3 Monitoring of Noise level

The noise levels have been monitored along the project road within the corridor of

impact (CoI). This corridor of Impact can be as wide as 500 m on both sides of the

project road upto 10 kms. But in this project the CoI has been fixed as the Right of

Way (ROW). The noise levels have been tested at various locations as given in

Chapter-5.

6.2.2.4 Community Consultation

Consultations with concerned officials, agencies and potentially affected persons

continued throughout the process. The issues raised by the communities and the

various stakeholders have been incorporated in the engineering design for the project

road.

6.2.2.5 Mitigation Measures for Pollution Control

The modeling and prediction of the environmental quality of air, noise etc. due to the

project, will facilitate the formulation of location-specific mitigation and enhancement

measures. The detailing of the various mitigation measures to be proposed has been

incorporated in EMP including the Bill of Quantities (BOQ) and technical

specifications. As regards the water and soil components, critical locations needing

mitigation have been identified based on the environmental monitoring, and mitigation

measures worked out.

6.2.2.6 Transplantation of Trees

Provisions for the transplantation of tree saplings have been made. To identify

suitable species of trees for transplantation, a detailed survey is to be conducted and

the trees that need to be transplanted will be marked accordingly at the

implementation stage. The typical guidelines for carrying out the transplantation have

been worked out and the technical specifications for the same have been detailed out

in EMP.

6.2.2.7 Arboriculture and Landscaping

An arboriculture and landscaping plan is to be developed to take care of road side

plantation as well as plantation at rest areas along the project road. Landscaping

along the road is also to be designed and included in EMP.



55

6.2.2.8 Environmental Enhancement Measures

During the site survey along the project corridor, the elements for enhancement have

been identified. The baseline elements such as cultural properties, water bodies

(ponds), bus stops, quarries and borrow areas and other elements for their

significance to the community have been identified based on their importance and

relationship with the road. The potential for enhancement of these features have been

established based on these factors.

Site Specific environmental enhancement has been schematically designed for each

identified element with specific reference to its location. To ensure homogeneity

throughout the corridor, the enhancement has to be carried out under a common

guideline, worked out to ensure appropriate design solutions, including the use of

appropriate local material and technology. Environmental enhancement plans are to

be prepared for environmental features such as ponds, wells, and common property

resources etc that are close to the project corridor.

6.2.2.9 Performance Indicators and Monitoring Mechanisms

According to the Environmental Assessment the performance indicators, the

environmental components will be reviewed, and additional inputs on the performance

indicators will be worked out. Based on the evaluation of the various monitoring

mechanisms worked out for the project, a suitable monitoring mechanism for the

Environmental Monitoring Plan is to be worked out in consultation with the concerned

authorities.

6.2.2.10 Institutional setting and capacity Building

A review of the institutional set up recommended for the implementation of the EMP of

the project is to be carried out. Based on a careful review and interactions with the

client and funding agency, the institutional set-up and the capacity building

requirements for the effective implementation of the project have been worked out.

6.3 Likely Potential Impacts

The proposed road project will result in some adverse impacts to the physical and

socio-economic environment. The project activities such as levelling, hill cutting,

clearing of vegetation, felling of trees along the road, construction of culverts &

bridges on rivers, and other related operations are expected to cause potential

environmental impacts (positive / negative). Many adverse impacts can be avoided or

minimized through the implementation of mitigation measures in design and



56

construction. The Evaluation of Environmental Impacts has been given in Table 6.1

Table 6.1 - Potential Environmental Impacts

6.3.1 Impact Evaluation

Based on the impacts a checklist of environmental parameters is also prepared in

order to assess the significant/non-significant, reversible/ irreversible and long

term/short term impact due to planned project activities. Based on proposed activity

magnitude and rating is summarized in Table 6.2.

Project Activity

Pre- construction Construction Phase Operation

Phases

Component Affected

Land Acquisition

Site Clearance

Earth Moving (borrow pits)

Contractor Camps

Quarries areas

Construction of Highway

Asphalt Crusher plants

Operation

Soil Loss of productivity agricultural land

Loss of Crops, and increase in soil erosion

Loss of top soil and erosion

Increase in erosion siltation and slope instability

Soil pollution Pollution due to spills

Soil contamination due to surface runoff

Ground Water

Water extraction for drinking

Exploitation of water for construction

Maintenance of trees/ shrubs

Surface Water

Change in water quality and siltation

Water logging and mosquito breeding

Water pollution form sanitary and other wastes

Water logging problems

Change in water quality

Water pollution due to spill into water bodies

Degradation due to spill overs and road run off.

Drainage Change in natural drainage pattern

Change in drainage pattern

Modification in Natural drainage

Interference with natural drainage. Water pollution

Cleaning & maintenance

Air quality Increase in air pollution

Particular matter pollution

Atmospheric Pollution due to fuel burning

Dust pollution

Dust pollution

SPM SO2

Increase in SPM, NO2,CO

Noise Levels Reduced buffering of noise

Increasing noise levels due to machinery

Vibration form blasting operations

Vibrations, concrete batching plants noise etc.

Increase in noise

Increase in noise levels due to increased traffic

Forest Habitat loss, and vegetation

Loss of trees

Encroachment into forest areas

Loss of habitat/cover

Loss of forest

Trees Tree cutting clearance

Loss of trees

Loss of trees

Cutting of trees

Tree cutting Loss of trees



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Table 6.2 - Evaluation of Environmental Impacts

Proposed Activity

Potential Impact

Natural of Potential Impact Rating of Impact

Beneficial or adverse

Direct or indirect

Significance of impact

Magnitude of Impact

Construction of road and Bypasses

Demand/ Supply Road Infrastructure Employment

Beneficial Beneficial Beneficial

Direct Indirect Direct

Medium Medium Medium

Medium Medium Low

Raw Materials consumption

Stone Adverse Indirect Medium Low

Fuel Consumption

National reserves

Adverse Direct High Medium

Water Consumption

Natural resources Ground Water

Adverse Adverse

Direct Direct

Medium Low

Low Low

Transportation of material

Ambient noise Public health and safety

Adverse Adverse

Direct Indirect

Low High

Low Low

Atmospheric emission

Ambient air quality Ambient odour

Adverse Adverse

Direct Direct

Medium Medium

Low Low

Waste water discharge

Land / Water Adverse Direct Low Insignificant

Solid waste disposal

Ground water Soil quality

Adverse Adverse

Indirect Indirect

Medium Low

Insignificant Insignificant

Noise generation

Ambient noise Adverse Direct Low Significant

Storage and handing of hazardous material

Public health and safety

Adverse Indirect High Low

Construction spoils disposal

Land Water Adverse Adverse

Direct Direct

Low Medium

Low Low

Note: (Impact) High – Irreversible: Medium- Mitigated through measures: Low –

Mitigation required.

The Value Function Curves (VFC) was plotted Environmental components on X-axis

and environmental quality on Y-axis. While plotting these curves yards sticks such 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



58

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

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

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

vegetation removal and of increased pavement surface. This will result in an increase

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

vegetation cover. The removal of trees will increase the amount of direct sunlight

resulting in increased temperatures at some locations along the highway.

This increase in the daytime temperature assumes significance especially to the slow

moving traffic and to the pedestrians along the project road. Although the impact is

somewhat significant and long term in nature, it is reversible in nature and shall be

compensated for by additional plantation of trees. It must be noted that the impact is

unavoidable. However, it may be pointed out that the project has taken care to

minimize tree felling in the ROW by realigning the road.

6.3.1.2 Impact on Geology, soils and Mineral Resources

Construction Stage

All road construction projects have a large demand for sand and aggregate materials

(used for road sub-base, base and pavement construction, as well as for asphalt

mixing). Volumes of material required depend on the volume of material excavated



59

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.



60

6.3.2 Water Resources and Water Quality

6.3.2.1 Impact on Surface Water Resources and Water Quality

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.

Ground Water Quality

Construction Stage Significant impacts on ground water quality and flow pattern are expected. Ground

water degradation can take place when contaminants are leached through surface



61

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.

6.3.3 Air Quality

The major sources of the air pollution in the project area are vehicular activities and

dust arising from fields / road activities and occasional dust storms from the deserts

which is in the vicinity of the project corridor. Air quality along the project corridor will

be adversely impacted both during the construction and operation stages of the

project. Construction stage impacts will be of short term and have adverse impacts on

the construction workers as well as the settlements adjacent to the road, especially

those in the down wind direction. Operation stage impacts will not be as severe as the

construction stage impacts and will be confined generally to a band of width ranging

from 50 to 75m from the edge of the last lane on either side of the corridor.

Construction Stage

Impacts to the air environment during construction will largely from the generation of

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

travelling over exposed soils, truck traffic, and the production of construction materials

at borrow pits and off-site quarries. Generation of dust is a critical issue and is likely to

have adverse impact on health of workers in quarries, borrow areas and stone



62

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.

6.3.4 Noise Quality

Noise generated by the highway traffic depends on factors such as traffic intensity, the

type and condition of the vehicles plying on the road, acceleration / deceleration / gear

changes by the vehicles depending on the level of congestion and smoothness of

road surface. The baseline noise monitored at all the locations as described in

previous chapter reveals that the existing noise generated by the highways is

marginally high for all type of land use i.e. commercial, residential and sensitive.

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

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

expected due to the construction machinery like compressors, bulldozers,

compactors, concrete plant, cranes etc. as well as transportation vehicles. The likely

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

borrow areas will be in the range of 90 to 105 dB (A). This will cause nuisance to the

occupants of the nearby area.

In general, noise impacts would be expected to be greatest when activities are

conducted close to built-up areas where ambient noise levels are already high (i.e.,



63

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.

6.3.5 Socio-Economic Environment

During construction phase, temporary employment will be created. Also, during

operation phase, the improvement in the capacity of highway will provide boost to

industries, hotels, restaurants, etc. as more population will be attracted towards this

area. This will generate substantial employment for the local population leading to

improvement in their economic status.

Quadrupling of highway will enable faster traffic to run between Pune and Solapur.

This will save lot of travelling time for commuters travelling and for goods being

transported in-route. It will also reduce accidents and travel fatigue/tensions.

The affected people/establishment owners as well as people in the study region will

benefit the proposal for widening of the highway.

6.3.5.1 Land acquisition

Major portions of the land to be acquired are used for agricultural purposes. The

displacement of these lands will result in loss of agricultural production, employment

traditional livelihood for the affected farmers.



64

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.

6.3.5.3 Public health

During construction phase, dust hazards due to earthwork and transportation of

construction material may cause nuisance to nearby residents. However, the impact

will be prevalent only during construction phase.

During operation phase, increase in noise levels can cause problems like headache,

loss of sleep, restlessness, etc. to the affected people along the highway.

6.3.5.4 Aesthetics

As NH – 9 already exists, further 2 lanes will not impair the scenic beauty 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.

6.3.5.5 Archaeological / Historical Value

There are no Archaeological / Historically important sites along the proposed ROW

and hence impact on such structures will not be there.

6.3.5.6 Impacts to Residents and Road Users

Villages located within the study area are small, with population less than 5,000 with

the exception of Indapur, the major centre within the study area, with a population of

approximately 20,000.

Construction Stage

Similar to residents, a number of primarily commercial operations are located in

whole, or in part (part of the property) within the ROW, primarily in areas of re-

alignment and ROW expansion. However, unlike residences, commercial operations

often derive business from the travelling public, and having a shop very near to the

edge of the road is considered advantageous, where a resident might prefer to

relocate. As with residential property acquisition and relocation, the property



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purchase and (where necessary) relocation / resettlement program will be conducted

in accordance with standards established by the Government of India.

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.

6.3.5.7 Impacts to industrial / Commercial Operations and Agriculture

Most of the study area can be characterized as Semi –Urban/agricultural. Strip

commercial and industrial development is higher within the pune region resulting in

much higher numbers of commercial shops and industries.

Construction Stage

Similar to residents, a number of primarily commercial operations are located in

whole, or in part (part of the property) within the ROW, primarily in areas of re-

alignment and ROW expansion. However, unlike residences, commercial operations

often derive business from the travelling public, and having a shop very near to the

edge of the road is considered advantageous, where a resident might prefer to

relocate. As with residential property acquisition and relocation, the property

purchase and (where necessary) relocation / resettlement program will be conducted

in accordance with standards established by the Government of India.

Operation Stage

During the operation stage, impacts to commercial and industrial operations will

largely be positive resulting in increased business opportunities, decreased production

costs, reduced transportation costs, increased access to skilled labour, etc. The one

potentially negative impact to commercial and industrial operations is the

establishment of a divided highway, which effectively creates two one-way roadways.

Highway design should incorporate comments from the communities as to the most

effective way to open the median, especially through built-up areas, to reduce the



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potential negative impacts businesses may face as a result of access restrictions to

traffic travelling in both directions.

6.3.5.8 Impact on Employment

The proposed road project will enhance the employment activities of the project area

as it is proposed to engage the local peoples for the construction purpose to the

extent possible. The impacts on the employment of the project are positive.

6.3.5.9 Health, Safety and Hygiene of Construction Workers.

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

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

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

transmission of communicable diseases and illness will increase. During the

construction phase work, crews and their dependents may bring with them a

magnitude of communicable diseases including sexually transmitted diseases (STD’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.

6.3.5.10 Social Development Due to Road Widening and Increased Traffic

Industries and Business are likely to increase and the tourism sector will flourish

further. In other words this will lead to induced development. However, along with the

induced development, lot of problems of social and cultural nature might arise. Such

problems need to be tackled as and when they occur.

6.3.5.11 Impacts to Indigenous Communities

As it is known that the villages rely primarily on agriculture and animal husbandry for

their main source of income, and follow a traditional subsistence lifestyle.

Construction Stage

Tribal villages will experience all the typical construction stage impacts such as

increased noise and dust during the construction stage and temporary access

restrictions to driveway and roadside shops. Noise may be a particular nuisance, as



67

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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7.0 Mitigation and Enhancement Measures

7.1 General In order to minimise the negative impacts of the Projects, various avoidance and

mitigation measures have been worked out and will be implemented during the Project

implementation. The mitigation measures would be directed towards the restoration of

the dynamic balance of nature. The avoidance and mitigation of negative impacts

involves reduction in magnitude of the adverse impacts during various stages of the

project by modifications. Unavoidable negative impacts will be mitigated by specific

mitigation measures.

Environmental enhancement measures refer to the additional positive actions (apart

from highway design components) to be taken up during the implementation of the

project for the benefit of the road users and the communities living along the project

road. The various elements to be considered for environmental enhancement are

roadside plantation and landscaping, natural water bodies; borrow areas, cultural

properties, common pool resources, noise barriers etc.

7.2 Suggested Mitigation Measures The proposed road improvement project will cause some adverse impacts on the

biophysical and socio-economic environment. The project activities such as levelling,

clearing of vegetation, felling of trees along the road, construction of culverts &

bridges on rivers, and other related operations are bound to cause environmental

impacts both positive as well as negative. The negative impacts can be avoided by

taking proper precaution in design and planning by observing the environmental laws

and regulations relevant to construction stages. Incorporation of adequate mitigation

measures in the EMP, to be implemented at construction stage will reduce the

negative impacts due to the present activity.

The mitigation / avoidance / enhancement measures for the various environmental

components are described below. The measures have been proposed separately for

the different stages of the project.


7.2.1.1 Meteorology

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

7.2.1.2 Geology Soils & Mineral Resources

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

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

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.

Soil contamination will be limited through the establishment of management

procedures that prevent spillage. It is particularly important that equipment

storage/maintenance areas are designed and operated in accordance with

environmental procedures, established in the Environmental Management Plan,

including procedures for fuel and vehicle oil storage and transfer and waste oil

storage. Similar procedures have been established for the development and operation

of concrete and asphalt plants. Contaminated soils that do not meet quality guidelines

established for fill material will be removed by the construction Contractor from the

area and disposed off in accordance with state and national laws governing

hazardous waste.

Impact of the Erosion will be minimised by adopting the following measures:

Avoiding Steep Slopes



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Minimising cut slopes

Minimising the establishment of Quarries and borrow pits

Minimising soil contamination through proper vehicle maintenance, waste

management and drainage controls;

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

repose) and providing retaining structures wherever necessary such as Metal

Fencing, Stone Pitching and riprap and rock material embedded in the slope face

as well as gabions and cribs to protect stream / river environment.

Replanting disturbed areas immediately after construction is completed in each

segment (i.e. on an ongoing basis prior to completion of all project completion)

Re-vegetation of embankment slopes with grasses and other herbs and fast

growing plants to limit erosion potential.

The net environmental impacts to soils, geology and mineral resources could be

significant during the construction stage of the project. Implementing mitigation

measures, as outlined in this document and the Environmental Management Plan will

help to reduce the adverse effects of these impacts.

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

plants to limit erosion potential.

7.2.1.3 Water Quality

Impacts to surface water hydrology will be controlled throughout the construction

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

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

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

devised. No work, including bridge pier or abutment construction, will be carried out in

flowing water.

Adverse impacts on water quality will be minimized by ensuring that erosion control

measures such as silt traps are put in place in all work areas near watercourse

crossings or drainage channels. The quality of all drainage channels and ditches will

be monitored and corrective actions taken where turbidity is unacceptably high. Only



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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.

The mitigation of impacts arising from low frequency uncontrolled spills is

addressed in the Environmental Management Plan, largely as institutional

arrangements for emergency service personnel (fire and police).

7.2.1.4 Air Quality

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

adverse effects caused by dust and particulate matter. Vehicles delivering

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

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

and vehicles.

Impacts during construction phase could be due to transportation of construction

material and road construction activities. Operation of hot mix plants and Asphalt plants

will cause emission of fumes and nuisance gases. Loading/unloading of construction

materials and its transportation particularly through the unpaved sections of the haul



72

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.

7.2.1.5 Noise Level

Operation of construction machinery e.g. hot – mix, bulldozer, loader, back holes,

concrete mixers, etc. will lead to rise in noise level to the range between 80-95 dB (A).

Vehicles carrying construction materials will also act as fall of materials. The

magnitude of impact from noise will depend upon the types of equipment to be used,

Construction methods and also on work scheduling.

The noise level generated from a source will decrease with distance as per the

following empirical formula (inverse square law).

SPL2 = SPL1 – 20 Log10 (r2/r1)

Where SPL1 and SPL2 are the sound pressure levels at distance r1 and r2

respectively.

Considering the stationary construction equipment as a point source gathering 90 dB

(A) at a reference distance of 2m, computed distance require to meet the permissible

limits during day time for different land use categories are given below.

Table 7.1 - Minimum distance of operation from Stationary Source Required for Meeting Standards

Category Permissible limits in

day time (CPCB) Distance required

(m) Silence zone 50 dB (A) 200 Residential 55 dB (A) 113 Commercial 65 dB (A) 36

Industrial 75 dB (A) 11



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Construction Phase

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

500m away from built-up areas. Noisy operations will be scheduled to prevent night

time activities when increases above ambient levels are higher in addition to the

above; the contractor will follow guidelines given in CPCB for the operation of

construction machinery.

Construction machinery should be located at least 500m away from the

settlements.

Noise standards will be strictly enforced for all vehicles, plants, equipment, and

construction machinery. All construction equipment used for an 8-hour shift will

confirm to a standard of less than 90 dB (A). If required, machinery producing high

noise such as concrete mixers, generators etc. must be provided with noise

shields.

Machinery and vehicles will be maintained regularly, with particular attention to

silencers and mufflers, to keep construction noise levels to within permissible

limits.

Contractor will be advised to provide earplugs to workers to reduce the impact of

noise on them and follow guidelines prescribed by CPCB.

The noisy construction operations and their duration will be scheduled in such a

way to prevent night time activities.

In addition to above, the contractor will follow guidelines prescribed by CPCB.

Noise barriers and underpasses will be provided at selected locations especially at

sensitive locations i.e. temples, Schools, Colleges, Hospitals etc. “No horn” sign board

will be put near all sensitive places like schools, hospitals, animal crossings etc.

Diverting traffic from sensitive areas, providing steep slopes and sharp corners will

reduce noise. Proper design and maintenance of vehicles will also help in reduction of

noise levels.



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Operation Stage

Noise levels predicted for the operation stage of the project road are found to exceed

the CPCB standards, for a major length of the corridor, thereby necessitating the

provision of certain mitigation measures for the attenuation of noise levels. This may

be due to the nearby commercial area and vehicular traffic.

Mitigation of the noise effects during the operation of the project can be affected by

the following options.

Modifications of the characteristics of the sources of noise generation

Introduction of an obstruction between source and receptor

As the modification of the characteristics of the vehicles/vehicle components etc, does

not fall under the purview of this project, the second option of the introduction of an

obstruction in the form of a noise barrier between the source of noise and the receptor

along the highway have been worked out.

7.3 Socio – Economic environment

7.3.1 Land acquisition

The land acquisition has been kept to minimum level by changing / modifying

alignment. The land will be acquired, as per the land acquisition act; Government of

India and compensation of the land acquired shall be paid before the commencement

of the work. The compensation of the land acquired shall be paid before the

commencement of the work. The compensation will be paid in accordance will the

rates fixed by component authority nominated by the government. Apart from this the

vulnerable groups will be resettled as per the R&R policy and entitled framework

finalized in Resettlement Action Plan.

7.3.2 Land Use Change

Road construction activities involve alterations in the local physiographic and drainage

patterns. The impacts on physiography may include destabilisation of slopes due 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.



75

Land degraded will be developed by adopting appropriate enhancement measures.

Replanting new trees will compensate the loss of trees. Private land acquired will be

compensated financially as per state govt. laws.

7.3.3 Local Residents and Road users

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

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

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

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

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

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

compensation that is recommended to cover the financial loss associated with

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

practices. In addition to financial compensation for lost business (e.g. revenues from

agriculture) and moving expenses.

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

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

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

Act, Road users during the operational stage will benefit from reduced congestion,

and ultimately reduced travel times throughout the road stretch. Sufficient allowance

will be made in design to accommodate non – vehicle users such as cyclist

pedestrians, herders and slow moving farm machinery to avoid traffic conflicts.

Typically it is necessary to accommodate these road users in the road shoulder to

ensure safe passage for all road users. It will also be necessary to incorporate

adequate opportunities for pedestrian crossings to ensure that they can cross the

highway safely during day time and night time conditions.

7.3.4 Health Safety and Hygiene of Construction Workers

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

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

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

measures as well as environmental protection measures. Construction workers will

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

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



76

Adequate precautions will be taken to prevent danger from electrical equipments. In

every workplace at suitable and easily accessible places, sufficient supply of potable

water (as per IS) will be provided and maintained. If the drinking water is obtained

from an intermittent public water supply, then, storage tanks will be provided.

7.3.5 Disruption to Community

To prevent any disruption to the communities, all community resources likely to be

impacted due to the project shall be relocated and compensated for before the

commencement of the construction. Detailed designs have been worked out to

address the relocation, mitigation of impacts and enhancement of such common

property resources as tube wells, hand pumps etc. The loss to the access to and from

the road will be compensated by providing safe and convenient passage for vehicles,

pedestrians livestock’s etc.

Detailed Traffic Control Plans will be prepared prior to commencement of works on

any section of road. The traffic control plans will contain details of temporary

diversions, details of arrangements for construction under traffic and details of

temporary diversions, details of arrangements for construction under traffic and details

of traffic arrangement after cessation of work each day.

The contractor will take all necessary measures for the safety of traffic during

construction and provide, erect and maintain such barricades, including signs,

marking, flags, lights and flagmen as may be required by the engineer for the

information and protection of traffic approaching or passing through the section of the

highway under improvement.

7.3.6 Employment

The proposed road project will enhance the employment activities of the project area

as it is proposed to engage the local peoples for the construction purpose to the

extent possible. The impacts on the employment of the project are positive. Induced

development due to good access to the area will also enhance the employment

opportunities for the people in the area.



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7.4 Ecological Resources 7.4.1 Vegetation

The major negative impact on flora is due to the removal of the roadside plantation,

shrubs and ground cover from the road corridor. Number of trees to be cut has been

kept at the minimum level by modifying alignments. During construction, proper care

will be exercised to avoid additional loss/cutting of trees. Construction camp will be

sited at least 1 km away from the dense plantation. Wherever possible, trees with girth

size of 30 to 60 cm will be transplanted as per plan. To balance the ecological loss,

compensatory afforestation of trees, double in number against the trees to be cut, will

be done as per the arboriculture and landscaping plan. In order to improve the

environmental quality of the area, measures such as roadside landscaping in and

around the corridor of project will be followed. This includes plantation along the road,

shrub planting at median, plantation around water bodies. The various plant species

proposed for plantation includes Arjun (Terminalia Arjuna), Acacia nilotica, Albizia

lebbeck, Bakain (melia azadirachta) and Neem (Azadirachta indica) as may be found

suitable for different stretches of the road project.

In the operation phase environmental quality will be considerably improved by

adopting environmentally sound engineering designs and by maintaining the aesthetic

quality through appropriate landscaping and arboriculture practices.



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8.0 Institutional Strengthening and Training

8.1 Introduction The main objective of this chapter is to provide an institutional framework of

environmental management unit and to set out the environmental management

procedure during design, construction and operation phase. To make the road stable

and to minimize environmental impacts, construction work be carried out only in dry

season from October to June. In addition, most construction activities will be carried

out by labour based construction. During the rainy season minor road works like

transportation / shifting of structures and materials for future use, maintenance of

roads as well as compensatory plantation and transplantation will continue. Such

plantation should be made preferably during rainy season before the start of

construction work. Thereafter, periodic maintenance depending on requirement,

during dry period for 5 years is required so that the trees may stand without support

and grow by producing maximum root network and formation of leaves. The contents

of this chapter are:

Institutional arrangements

Environmental Training

Monitoring and Reporting procedures

Arboriculture and Landscaping plan

Environmental mitigation costing

8.2 Institutional Arrangement

8.2.1 Environmental management System (EMS)

The Environmental management System (EMS) consists of following organizations

and their representatives:

i) PIU (NHAI / PWD)

ii) Supervision Consultant.

iii) Design Consultant

iv) Contractor

v) Representative of Funding Agency, if any



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vi) Environmental Consultant / unit, and

vii) Public Participation (Stakeholders & NGOs)

8.2.2 Duties of Various organizations in the EMS

The concerned organization (Ministry / Authority / Department) will be assign the

project to the local Public Works Department (PWD) or NHAI, who will set up a project

Implementation Unit (PIU) to look after various activities including environmental

management work.

The design Consultant will prepare the final road design based on standard design

guidelines and / or environmental and social impact considerations and

recommendations.

The supervision Consultant will supervise the day-to-day activities on behalf of PIU i.e.

technical supervision of works, overseeing the contract implementation, and

certification for payments including design and environmental management

responsibilities. The supervision Consultant will also undertake regular inspection

audits of all aspects of works specified in environmental Management Plan and will

report to the PIU.

The appointed Contractor will be responsible for undertaking all duties & works

assigned to him in the contract. The contractor will work according to the 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.

An Environmental Specialist is needed in the project to ensure proper implementation

of the EMP. The specialist may be with the PIU set up specifically for the project. The

Environmental specialist will set up an Environmental Management Unit (EMU) that

should include a few selected staff from the PIU to assist the specialized staff in

monitoring and implementation of EMP. The EMU will supervise the felling of trees,

transplantation of plants, compensatory plantation and their maintenance according to

the recommendations made in Environmental Management Plan and techniques on

the slopes of embankment and elevated sections of the road in low lying areas as well

as in hills, if soil erosion is acute. During post-construction phase, local Forest



80

Department will maintain the transplanted and compensatory plants. Besides, EMU

will also undertake the following activities:

Follow policy, legal context and directions of local administrations.

Organizing training for member of the EMU.

Developing methods and operational tools for environmental assessment.

Conducting environmental assessment

Ensuring internal co-ordination,

Negotiating with other administrators and defining priorities and

Supervise Contractor in implementation of EMP

8.3 Awareness and Training Public awareness of general environmental issues is increasing through organized

nookked meetings by NGO’s and the media (Radio and TV). However, there is limited

public appreciation for how environmental issues might be addressed during highway

construction. So, formal awareness and training of PIU (PWD) and the contractor staff

plus other members of the Environmental Measurement unit at various levels is

necessary. There are several agencies and training institutes in India who organize

training in environmental management. A training organization should be selected on

the basis of the area of expertise of the particular organizations. Training may include,

but not be limited to the following:

Handling, storage and maintenance of equipments/materials,

Blasting / welding

Site clearance

Loading / unloading

Disposal of unserviceable wastes (solid and liquid)

Analysis techniques for assessment of air, water, effluent and noise level

Use of mask, glass and helmets

Health care including vulnerable diseases like AIDS, malaria, etc.

Construction activities in and outside water bodies,

Excavation and quarrying



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Stripping, hill cutting and tunneling Dust suppression

Control of soil erosion / land slide.

Transplantation and compensatory plantation including maintenance.

Risks and disaster management.

8.4 Monitoring and Reporting Procedures The adverse environmental impacts identified during the Environmental Impact

Assessment of the proposed project will / may further increase during the construction

phase or increase / decrease during post-construction phase. Monitoring of

environmental factors and constraints will enable agencies to identify the increase /

decrease in the environmental impacts at a particular site / location. Monitoring will

also ensure that the actions taken are in accordance with the construction contract

and specification.

8.4.1 Responsibility for Monitoring

The responsibility for monitoring the implementation of the EMP will rest with the

Environmental Management Unit (EMU). Mitigation and enhancement measures

adopted in final design will be explicitly identified under the bill of Quantity (BOQ) so

that performance and completion is readily documented.

The PIU will assess the progress of the Environmental Management Unit and the work

of contractors. If the level of impact is determined to be high, further monitoring will be

done by a recognized ‘A’ category laboratory of the local State Pollution Control Board

(SPCB) and assessed for verification of the increased or decreased emission level

and pollutants along the project road.

8.4.2 Routine Monitoring

During the construction and post-construction phase, ambient air quality, water quality

(surface and ground water), effluent (if any released from construction work site /

camp) and noise level will be monitored as and when required depending upon the

type, nature and duration of the project using standardized monitoring methodologies

and laboratory testing facilities / techniques.

Site Selection

Monitoring stations have been identified based on field observation such as nature of

construction, diversions, congestion, parking places, bus/taxi stands, number and



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frequency of vehicles, sources of pollutants (industrial / commercial / residential),

environmental features and existence of sensitive / critical areas i.e. educational

institutions hospitals, archaeological / cultural sites. The frequency and duration of

testing / sampling of air, water, noise level and effluent quality within the ROW has to

be fixed as per allotted time frame of the project and requirements of SPCB / CPCB

and MOEF.

Methodology

Standard methodology as described in books, manuals, guidelines, etc. has to be

followed as outlined in Table - 8.1.

Table 8.1 - Testing of Environmental parameters and Standard Protocol Sr. No. Parameters to be monitored References 1 Air Quality

i Suspended Particulate Matter (SPM) (µg/ m3)

IS:5182 (pt-4)

ii NOx (µg/ m3) IS:5182(pt-6) iii SO2 (µg/ m3) IS:5182(pt-2) iv CO (µg/ m3) IS:5182(pt-10) 2 Water and Effluent (all parameters as per CPCB (1998) i Surface Water APHA 20th Edition and CPCB (1997) ii Ground Water iii Effluent (if any released

from construction work site / camp)

3 Noise Level IS:3028, IS:4758, IS:9779, IS:10399 4 Soil Quality As per IRC code of Practice

8.4.3 Recording the Data

The monitored data is to be recorded in the standard formats for air, water, noise and

effluent quality. All such monitored data is to be compared with established standards

for air, water and effluent quality and noise level (CPCB, 1999, 2000). If recorded

values exceed the standards, then controls must be implemented through instructions

to the contractor.

Photographic record of sites/locations will be useful as an environmental monitoring

instrumental tool. A full record of such photographs will be kept as part of normal

contract monitoring. Besides, filling of the environmental Monitoring Questionnaire,

based on visual monitoring visual observation and public consultation, will help in

reduction of the unnecessary tests. A full photographic record of pre-construction

conditions will be developed for monitoring purposes.



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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.

8.4.4 Record Keeping

The recorded data in the above proforma will be compared with the requisite

standards. It will provide feedback whether further monitoring is required or not. Daily

project diaries will be maintained. Environmental problems (spills, dust, noise, etc.) as

well as safety incidents are to be recorded and retained. Diary will be summarized in

regular environmental reports provided to the sponsoring agency through PIU. All

such monitored data are required to be preserved for at least one year after

completion of construction work and produced as and when required for verification.

8.5 Monitoring Plan All the activities envisaged during design, construction and operation stages will be

monitored to produce satisfactory results. These activities will be applicable to all the

packages. The various parameters to be monitored include air quality, water quality,

noise levels, soil quality, transplantation survival etc the detailed monitoring plan will

be submitted along the parameters and their frequency of monitoring is included in the

environmental management plan.

8.6 Arboriculture and Landscaping

8.6.1 General

Road widening will result in the cutting of trees as well as roadside plantations. In

order to conserve the green belt developed along the project road and to compensate

for the lost green belt that has deloped along the project road, an arboriculture and

landscaping plan is needed at design stage. This can be done through proper

selection of plant species as per site conditions. As a result of indiscriminate planting

and thoughtless replacement, our roadside avenues throughout the study have

become very much mixed. The difference in the shape of their crowns and the rate of

their growth, provide a patchy appearance and from a distance present a zigzag

skyline. On the other hand, avenues with one species only for a number of miles will

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



84

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.

8.6.2 Types of Trees / Species

Trees for roads will be selected with due regard to rainfall, soil, temperature, water

level and pollution scenario. Only those trees will be grown along roads, which provide

thick shade and are also valuable. Keeping in view these considerations in mind

Divisional Forest Offices of Pune were consulted and they have recommended the

following species of trees/plants as suitable for the climate of the Project area.

Table 8.2 - Types of Species for Plantation Sr. No.

Scientific Name Indian Name

1 Terminalia Arjuna Arjuna

2 Azadirachita Indica Neem

3 Jacaranda Mimosaefolia Nili Gulmohar

4 Mangifera Indica Aam

5 Millindtonia hortensis Akas Neem

6 Tamarindus Indica Imli

7 Albizzia Procera Siris

8 Bauhinia Uariegata Kachnar

9 Crataeva religiosa Barna

10 Ficus religiosa Pipal

Plant species will be planted at a spacing of 10 m.



85

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.

Step 4: Data on the type of species to be planted was collected in consultation

with district Horticulture Societies in the project areas. Overall

environmental scenario was kept in view while designing the

arboriculture and landscaping plan.

The detailed plan with chainage wise number of trees to be planted and available land

width is to be prepared and included in the Environmental Management Plan.

8.7 Landscaping

Landscaping of project road includes all aspects that affect the appearance of the

road environment and the natural environment through which the road passes.

Trees are predominant features in landscape design. Careful selection and use of

appropriate planting material will accomplish the functional requirement and provide

better landscaping of the highway.

8.7.1 Design for Plantation of Trees along the Road

Homogenous Plantation

Heterogeneous Plantation


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.



86


Avenues / Plantations of a single variety of trees look graceful because of the

symmetric uniformity of their appearance. However, sometimes, a pleasant view along

the road can be created by planting combination of flowering trees of contrasting

color, form and foliage in which more than one species is involved. This type of

plantation pattern is widely known as heterogeneous plantation. In this, colour

combination plantation, selection of trees is more important. For this, maximum

attention is to be paid to the selection of tree species, focusing on species which

flower at the same time and blend colors of flowers in a manner that does not

interface and instead creates soothing conditions to give rest to the eyes and refresh

the mind of the travelers for long and safe drive.

The various schemes to be followed for contrast color combination tree plantation

under heterogeneous plantation along the project road has been designed and

included in EMP.

8.7.2 Toll Plazas

In the case of toll plazas large trees are proposed which are slightly different in

planting style to give a distinctive identify from roadside planting.

8.7.3 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.



87

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.

8.8 Budget and Costing A tentative costing for the implementation of the suggested mitigation measures on

various environmental components has been carried out. It is found that the total cost

of implementing these mitigation measures on different items will be 1.63 lakhs / year

Table 8.3 - Summary of Cost Estimate for EMP Implementation

.

Item Capital Cost

(Amount in Rs.) Recurring cost in

Rs per year Road side plantation 1,,664,520

Planting flowering shrubs at median (@ 500 shrubs/km)

13,506,250

Environmental Monitoring during operation

- 1,63,000

Labour Camp Sanitation 100000 (10000/toilet x 10 toilets for

200 labourers)

-

Environmental Monitoring (Construction Stage for 2

years)

326000 -

Total 15,596,770/- 1,63,000/-

Package-I Detailed Project Report Vol-IV B EMP Report

Consultancy Service for 4/6 Laning From Zaidun Leeng Sdn. Bhd. Page 1 of 75 Pune-Solapur of NH-9 in the State of Maharashtra & Package No. NHDP-III/DL4/04 Artefact Projects

CONTENTS 1.0 Introduction ................................................................................................ 4

1.1 The Project .................................................................................................. 4 1.2 Project Components .................................................................................... 4 1.3 Objective ...................................................................................................... 4 1.4 Environmental Management Components................................................... 5 1.5 Structure of Report ...................................................................................... 5

2.0 Environmental Mitigation Plan (EMP) ....................................................... 6 3.0 Monitoring & Reporting ........................................................................... 33

3.1 Monitoring .................................................................................................. 33 3.2 Performance Indicators.............................................................................. 33 3.3 Responsibilities for Monitoring ................................................................... 33 3.4 Routine Monitoring .................................................................................... 34

Site Selection .............................................................................................. 34 Methodology ............................................................................................... 34 3.4.1 Ambient air Quality Monitoring (AAQM) .............................................. 34

3.5 Monitoring Plan .......................................................................................... 41 3.6 Mitigation Measures .................................................................................. 42 3.7 Reporting ................................................................................................... 51

3.7.1 Reporting Arrangement ...................................................................... 51 3.7.2 Recording of Data............................................................................... 51 3.7.3 Record keeping .................................................................................. 51

4.0 Arboriculture & Landscaping .................................................................. 53 4.1 General ...................................................................................................... 53 4.2 Objective .................................................................................................... 53 4.3 Selection of Plant Species ......................................................................... 54 4.4 Types of Trees / Species ........................................................................... 55 4.5 Methodology .............................................................................................. 56 4.6 Landscaping .............................................................................................. 56

4.6.1 Design for plantation of Trees ............................................................ 57 5.0 Environmental Enhancement Plan .......................................................... 61

5.1 General ...................................................................................................... 61 5.2 Criteria for Selection .................................................................................. 61 5.3 Design Concepts – Overview .................................................................... 62 5.4 Elements for Enhancement ....................................................................... 62

5.4.1 Landscaping ....................................................................................... 62 5.4.2 Water Bodies ...................................................................................... 62 5.4.3 Noise Barriers ..................................................................................... 63 5.4.4 Cultural Properties .............................................................................. 65 5.4.5 Community Resources ....................................................................... 66

6.0 Budgets for EMP ...................................................................................... 67 7.0 Institutional Arrangement ........................................................................ 70

7.1 General ...................................................................................................... 70 7.2 Environmental Management System (EMS) .............................................. 70



7.3 Duties of various Organizations in the EMS .............................................. 70 7.4 Awareness & Training................................................................................ 72

7.4.1 Awareness .......................................................................................... 72 7.4.2 Training .............................................................................................. 72



List of Tables Table 2.1: Environmental Issues, Reason / Source of Pollution and Mitigation Measures ........................................................................................................................ 6

Table 2.2: ACTION SHEET 1 ........................................................................................ 28




Table 3.1: Testing of Environmental Parameters and Standard Protocol ................. 34

Table 3.2: National Ambient Air Quality Standards (NAAQS) .................................... 35

Table 3.3: Primary Water Quality Standards ............................................................... 36

Table 3.4: Indian Standard Drinking Water Specifications: IS 10500:1991 ................ 38

Table 3.5: National Ambient Noise Quality Standards ............................................... 41

Table No. 3.6: Components for Monitoring ............................................................... 41

Table 3.7 Implementation Schedule with Responsible/Supervising Organization/Authority ................................................................................................ 43

Table - 4.1: Species Proposed for Plantation ............................................................. 55

Table 4.2: List of shrubs proposed for plantation ...................................................... 58

Table 7.1: Proposed Training Modules ....................................................................... 73



1.0 Introduction

1.1 The Project Ministry of Shipping Road Transport and Highways (MoSRT&H), Government of India has

decided to take up the development of various National Highways where the intensity of

traffic has increased or likely to increase significantly. There is a requirement of

augmentation of capacity for safe and efficient movement of traffic. One of such corridors of

significance is North-East corridor connecting Pune to Solapur. National Highways Authority

of India (NHAI) has been entrusted to implement the development of this corridor.

Environmental Management Plan sets out the environmental management procedures

during design, construction and operation phase, including mitigation & enhancement

measures, institutional and monitoring requirements. This EMP also provides the guidelines

and instructions to be followed by the PIU (PWD) for effective implementation of the project.

The proposed project involves rehabilitation, strengthening and widening to 4-lane dual

carriageway of North - East corridor of the National Highway in the States of Maharashtra

which includes NH-9 from Pune (PWD km 40/000) to PWD km 144/400. The project consists

of a Feasibility Study and Detailed Design for preparation of a Detailed Project Report

(DPR). The major towns along the project road include Tembhurni & Indapur.

1.2 Project Components The various activities / components involved in the project include design process and

construction activities. Some of the major activities likely to take place to implement the

proposed up-gradation / improvement project are: Site clearing & grubbing, Earthwork,

Pavement removal, Granular sub-base, Water bound macadam sub-base / base,

Bituminous pavement layers, pavement widening, Drainage, Safety measures, Bridge &

Culvert improvement, Waste material management, Equipment staging & materials,

Aggregate and sand quarries etc. These major activities have been taken into account while

finalizing the methodology for the impact assessment of the project.

1.3 Objective Environmental management plan (EMP) has been recommended by considering broad

aspects, which includes –

Suitable measures to be taken in light of specific project issues,

Implementation & supervision through competent agencies for EMP,



Schedule for implementing these actions,

Reference to contract documents and specifications,

Project level environmental monitoring,

Environmental status reporting frequency, and

Institutional arrangement, strengthening of their capability, and role.

1.4 Environmental Management Components The various components which are considered for the environmental management aspects

and to be included in the environmental management plan, broadly consists of

environmental mitigation aspects, environmental performance indicators to be monitored

and reporting system, environmental enhancement measures, arboriculture and landscaping

aspects, financial aspects required for the effective implementation of the environmental

management Plan and Institutional Strengthening and training of the project implementation

unit. These are discussed in the report herein.

1.5 Structure of Report The structure of the report for Environmental Management Plan is as organised as

follows:

Chapter 1 - Introduction

Chapter 2 - Environmental Management Plan

Chapter 3 - Monitoring & Reporting Plan

Chapter 4 - Arboriculture & Landscaping

Chapter 5 - Environmental Enhancement Plan

Chapter 6 - Environmental Budget

Chapter 7 - Institutional Arrangement

This Environmental Management Plan (EMP) is a part of the environmental impact

assessment report, as per corrigendum issued with the TOR.

Package-I Draft Detailed Project Report Vol-IV B EMP Report


2.0 Environmental Mitigation Plan (EMP)

Table 2.1 below shows the typical environmental mitigation matrix prepared for the proposed project. This includes the project specific

environmental issues, corresponding remedial measures, its reference to contract document / MoRTH specification, location of the

measures to be applied, cost of the mitigation measures and responsibility for implementing the typical mitigation measures.

Table 2.1: Environmental Issues, Reason / Source of Pollution and Mitigation Measures

Environmental

Issue Remedial Measures

Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility

Implementation Supervision

Design / Pre-Construction Stage

1. Alignment

Critical

sections /

settlements

Provision of large / deep roadside drains

Road widening

Improvement of Intersections / Junctions

Providing bypasses at Indapur,

Tembhurni & Mohol where settlement is

high.

RAP

requirements

Road sections

with service

roads,

Locations of

thick

settlements

Project

preparation

cost

Design

Consultant

PIU

2. Land

Land

acquisition

Acquisition of land is minimized to the

maximum extent

Land shall be acquires as per the

Government Land Acquisition Policy,

applicable

To avoid impact of land outside ROW,

Land Acquisition

Policy of NHAI,

Land Acquisition

Act

MoRTH 201.2

All along the

road where

alignment has

been modified.

Project

preparation

cost

Design

Consultant

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


construction activities shall be restricted

within RoW, wherever possible

3. Water

Water

Sources

Water resources shall be protected and

enhanced by redesigning as per

Enhancement measures plan

Project

requirement

As per the

instructions of

engineer in-

charge at site.

Project

preparation

cost

Design

Consultant

PIU

Road

Drainage

Provision of adequate size and number

of cross-drainage structures (culverts) as

well as drains along the road

MoRTH 306 Throughout the

project corridor

Project

preparation

cost

Design

Consultant

PIU

4. Flora & Fauna

Roadside

Plantation

Trees to be cut within the ROW shall be

identified / marked with the help of forest

departments of Maharashtra States

Trees shall be removed as identified and

with prior approval of the State Forest

Department

Provision of underpasses for wild life

movement

MoEF guidelines All along the

project road

Project

preparation

cost

Environment

State Forest

Department,

PIU, Supervision

consultant

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


al cost

5. Environmental Quality

Air Quality

NOC from concerned State Pollution

Control Board shall be obtained.

Adequacy of measures shall be checked

to control air pollution.

MoRTH 111

For hot mix

plant and

construction

machinery

Project

preparation

cost

Design

Consultant, PIU,

(PWD)

PIU

Noise Level NOC from concerned State Pollution

Control Board shall be obtained

Improved traffic speeds and riding

conditions shall reduce noise levels

Noise screening by trees plantation

scheme proposed as noise barriers

Provided noise attenuation at critical

locations like Hospital, school etc.

MoRTH 111

For hot mix

plant and

construction

machinery

At sensitive

receptors.

Project

preparation

cost

Design

Consultant,

PIU,

PWD,

Departm

ent of

Environ

ment &

Forests

6. Utilities Relocation of

utility lines /

community

utilities.

Affected utilities like electric poles, water

pipe lines, hand pumps, etc. shall be

relocated with prior approval of the

concerned agencies

All the R&R activities shall be reasonably

completed as per RAP

All the cultural properties that have been

MoRTH 110

As per R&R

plan prepared

separately

Project

preparation

cost

All concerned

state

Government

Departments,

PIU

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


identified as affected shall be relocated

as per resettlement plan

7. Environmental Safety

Accidents Design improvements to road geometry

Provision of adequate sight distance at

curves and road junctions

Provision of adequate set back distance.

Provision of proper signage at sensitive

receptor locations such as schools,

hospitals and at known accident spots

MoRTH 112

All along the

project road

especially at

settlements,

and locations of

bad geometry

Project

preparation

cost

Design

Consultant

PIU

Traffic

Control

System

Temporary traffic arrangement during

construction shall be planned in DPR.

The contractor shall take all necessary

measures for the traffic during demolition

and site clearing activities.

MoRTH 112

All along the

project road

and locations of

settlements

Project

preparation

cost

Pedestrian

Safety

Special considerations shall be given in

the local traffic management to the

pedestrian safety Especially at

congested locations bed

MoRTH 112.2

At congested

locations

Construction Stage 1. Soil

Soil Erosion Soil Stabilization measures by MoRTH 306 At identified Engineering Contractor PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


immediate grassing and vegetation of

embankments to control soil erosion,

sedimentation and water pollution.

Stone / PVC pitching, gabions near

banks of water bodies as well as at high

cut areas

Provision of berms at high

embankments.

locations,

embankment

along water

courses, high

cut locations

Soil

contaminatio

n by

construction

waste, fuel

etc.

Oil & fuel spills from construction

equipments shall be controlled by good

O&M practices

Contaminated soil shall be disposed of

as per MoEF guidelines

Project

requirements

At construction

camps and at

waste disposal

sites

Borrow pits Borrow areas shall be levelled properly

after use.

MoRTH 111.3,

Guidelines

given in

EMP

At identified

locations

Engineering Contractor PIU

Uses of

Excavated

Material other

than borrow

Excavated material shall be used for as

a fill material in the embankments

wherever possible

Project

requirement

At identified

locations




Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


pits

Disposal of

Excavated

Material

Surplus material still remaining from the

above shall be deposited at the selected

locations and as approved by PWD, or if

possible it shall be used in rehabilitation

of quarries

MoRTH 301.3

At identified

locations


Transport of

Excavated

Earth / debris

The village roads used for the haulage of

excavated earth shall be maintained to

their original condition upon completion

of work. PIU may use the services of SC

to monitor and report.

Precautionary measures like covering of

vehicles shall be taken to avoid spillage

and to reduce dust nuisance during

transport of materials.

MoRTH 111.9

MoRTH 301.3

Throughout

project corridor




Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


Quarries The Quarry material shall be procured

only from licensed quarries operating

under environmental clearances,

including transportation of quarry

material clearances under the Air Act

Safety precautions shall be ensured

during transportation of quarry material

from quarries to the construction sites

Stockpiling of material shall be properly

planned so as to ensure smooth traffic

flow on the highway

MoRTH 111.3

Known quarry

locations listed

Throughout

project corridor

Engineering

cost

Contractor PIU

Sand & Clay During transportation trucks shall be

covered to prevent dust nuisance MoRTH 111.3

Throughout

project corridor

Environment

al cost

Contractor PIU

Contaminatio

n of soil from

fuel and

lubricants

Soak pits along with oil and grease traps

shall be provided around fuel storage

areas MoRTH 111

Construction

camps

Environment

al cost

Contractor PIU

2. Water

Water Bodies Impact on surface watercourses (rivers

and ponds) would be minimized

throughout by control over construction

works as per guidelines

MoRTH 305

Bridge

locations along

the project road

Engineering

cost

Contractor



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


Other Water

Sources

Community water sources shall not be

used during construction period. Project

requirements

Locations

identified along

project corridor

Engineering

cost

Contractor PIU

Drainage and

run-off

At cross drainage structures, the earth,

stone or any other obstructing

construction material shall be removed

and properly disposed of so as not to

block the flow of water at any time

Construction material shall not be stored

so as to block the drainage system, if

happens, contractor should ensure that

they are cleaned especially during

monsoon period.

Roadside drains have been proposed all

along the project road to improve

drainage. Contractor shall clear off the

drains before opening the road to traffic.

MoRTH 306

MoRTH 309

Throughout

project corridor

Engineering

cost

Contractor PIU

Contaminatio

n of water

from

construction

waste

Construction and sitting of plant &

machinery close to the streams and

water bodies shall be avoided, especially

during monsoon period.

Soak pits shall be provided at

MoRTH 305

Project

requirement

At construction

camps,

locations of

water bodies,

Engineering

cost

Contractor

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


construction site to prevent wastewater

from entering into rivers and streams

especially during pile driving across

major rivers

All waste arising from the project shall be

disposed off as per SPCB norms, so as

not to block the flow of and contaminate

water

Waste must be collected, stored and

transported to approve disposal sites.

Guidelines given

in EMP

Environment

al cost

Contaminatio

n of water

from fuel and

lubricants

To avoid contamination from fuel and

lubricants, the vehicle and equipments

shall be properly maintained and

refuelled

Vehicle maintenance and refuelling in

construction camps should be confined

to areas with traps oil / grease to prevent

wastewater from entering into rivers and

streams

Project

requirement

At construction

camp locations,

wherever

located along

the Project

corridor.

Engineering

cost

Environment

al cost

Contractor PIU

Sanitation

and waste

disposal in

The construction camps shall be located

away from habitations (at least 500 m),

at identified sites.

MoRTH

105.2

At construction

camp locations,

wherever

Engineering

cost

Contractor

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


construction

camps

The sewerage system for such camps

shall be properly designed and built so

that no water pollution of any stream or

watercourses takes place.

The workplace should have proper

medical approval by local medical,

health or municipal authorities.

Guidelines given

in EMP

located along

the Project

Corridor.

Environment

al cost

Use of water

for

construction

The contractor shall make independent

arrangements for water required for

construction in such a way that the water

availability and supply to nearby

communities remain unaffected.

Wastage of water during construction

shall be minimized and properly

controlled.

Project

requirement

Throughout the

project corridor

Engineering

cost

Contractor

PIU

3. Air

Emission All vehicles, equipments and machinery Legal Throughout the Engineering Contractor PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


from

construction

vehicles and

machinery

used for construction shall be regularly

maintained to ensure that the pollution

emission levels conform to the SPCB

norms.

The asphalt plants, crushers and the

batching plants shall be sited at least

500 m in the downwind direction from the

nearest settlement.

Regular monitoring of Air shall be

conducted as described in

Environmental Monitoring Plan.

Action sheet no. 2 given in Table 2.3

shall be followed.

requirement

MoRTH

111.5

project corridor cost

Environment

al cost

Dust and

Nuisance

Existing hot mix / concrete / asphalt

plants shall be used to the extent

possible,

In case of new hot-mix plants, crushers

and batching plants, these shall be sited

at least 500 m downwind from the

nearest habitation and covered with dust

trapping hoods.

MoRTH

111.5

Throughout the

project corridor

Engineering

cost

Contractor

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


Water shall be sprayed at mixing sites,

earth mixing sites and asphalt mixing

sites and on temporary access roads

and diversions.

Action sheet 1 given in Table 2.2 shall be

followed.

Vehicle delivering material shall be

covered. End boards in loaders shall be

provided to prevent spillage.

In case of unpaved roads used by

contractor, it shall be watered regularly

at least once in day to control fugitive

dust nuisance.

MoRTH

111.8

MoRTH

111.9

MoRTH

111.10

Environment

al cost

Environment

al cost

Environment

al cost

4. Noise Levels

Noise from

vehicle,

asphalt

plants and

equipments

The plants and equipment used for

construction shall be strictly conforming

to CPCB noise standard.

Properly sizing and maintaining mufflers,

engine intake silencers, engine

enclosures, turning of idle equipment,

shall be filtered with silencers.

Legal

requirement

Throughout the

project corridor

Engineering

cost

Contractor

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


DG sets if use, shall adhere to noise

standards of MoEF / CPCB

In case of blasting of hill sections i.e. in

NH-76 section, adequate noise control

measures shall be prepared in advance

prior to the blasting work starts. The

noise level shall be adhere to local Laws.

Restricted blasting-work hours and

intermittent blasting are few measures,

which can be adopted for this project.

To protect construction workers from

severe noise impacts, workers exposed

to excessive noise shall be given

earplugs, helmets, etc.

At construction sites within 500 m of

human settlements, noisy construction

shall be avoided between 10.00 p.m. and

6.00 a.m.

Action sheet no. 3 given in Table 2.4

shall be followed.

Regular monitoring of Noise level as

MoRTH 111

MoRTH:302

MoRTH 111

Project

requirement

At sensitive

receptors

Environment

al cost

Environment

al cost

Environment

al cost



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


described in Environmental Plan

Noise barrier

/ buffer

plantations

Construction of noise barrier in the form

of buffer plantation and vegetation at

sensitive receptors.

Along sensitive

locations in the

road corridor

Environment

al cost

Contractor

PIU

5. Flora

Loss or

damage to

vegetation

Trees lost shall be replaced just before

the beginning of the construction

according to Compensatory A forestation

Policy of State Forestry Department at

the rate of two new trees for each tree

lost.

The local tree authority shall do

transplantation of the tree according to

the site conditions as applicable. The

contractor shall contact the tree authority

to carry out compensatory a forestation

as well as transplantation of trees.

Legal

requirement

As per

technical

specification

s supplied

with EMP

Throughout

project

Corridor

Environm

ental cost

Department

of

Environment

and Forest,

PIU (PWD)

SC, PIU,

PWD

Compaction All construction vehicle movement and Project Throughout Engineeri Contractor, SC, PIU,



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


of Vegetation

parking locations shall be such as to

prevent damage to roadside vegetation

requirement Project

Corridor

ng cost Supervision

Consultant

PWD

Damage to

trees /

vegetation by

workers

Contractor to ensure prevention of

damage to vegetation and trees and

their use by workers. Contractor shall

supply kerosene for all needs during

construction, to prevent use of

vegetation and trees for fuel

Adequate landscaping of median,

embankment slopes and other open

space available within ROW shall be

carried out as suggested in Arboriculture

and Landscaping Plan and as per

specification given.

Project

requirement

As per

specification

provided

Throughout

Project

Corridor

Environm

ental cost

Environm

ental cost

Contractor,

Supervision

Consultant

SC, PIU,

PWD

Departm

ent of

Environ

ment

and

Forest

6. Fauna

Loss, injury

or disruption

to fauna

Construction workers shall be directed

not to poach upon fauna. Hunting shall

be strictly prohibited.

Contractor shall take all necessary

measures to protect wildlife during

construction in forest areas.

Necessary signage, controlled / timely

Project

requirement

Throughout

Project

Corridor

and

especially

at

settlement

Environm

ental cost

Contractor,

Supervision

Consultant

PIU,

PWD,

Departm

ent of

Environ

ment

and



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


construction activities shall reduce

disturbance to wildlife.

and at

forest area

Forest

7. Safety and Accidents Accident

risks from

construction

activities.

To ensure safety of the temporary

accesses during construction, safety

devices shall be installed.

Traffic rules and regulation shall be

strictly adhered to local laws.

Workers undertaking various operations

during construction shall be protected by

providing helmets, masks, safety

goggles, hand gloves and rubber boots

etc.

First aid kits shall be provided at

construction site for workers to meet

minor accidents during construction

MoRTH

105.2

Throughout

Project

Corridor

Engineeri

ng cost

Environm

ental cost

Contractor,

Supervision

Consultant

PIU,

PWD,

Departm

ent of

Health

and

Family

Welfare

Health Issue At every workplace, good and sufficient

water supply shall be maintained to

avoid waterborne / water-related / water-

based diseases to ensure the health and

hygiene of workers.

MoRTH

105.2

Throughout

Project

Corridor

and

particularly

Engineeri

ng cost

Contractor,

Supervision

Consultant

SC, PIU,

PWD,

Departm

ent of

Health



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


Adequate drainage, septic tanks, soak

pits and wastewater disposal shall be

provided at workplace.

Preventive Medical care shall be

provided to workers.

Action sheet no 4 given in Table 2.5 shall

be followed.

Project

requirement

at workers

camps

Environm

ental cost

and

Family

Welfare

Movement of

Existing

Traffic

Traffic management shall be effected

through

Gate system

Diversion along existing alternative

routes

Proper signage

Project

requirement

Near

temporary

work sites

Engineeri

ng costs

Contractor,

Supervision

Consultant

SC, PIU,

PWD

8. Roadside Trees

Road Side

Trees

Compensatory planting at the rate of two

trees for every tree to be cut shall be

carried out,

As per

specification

s provided

Along

roadside

vacant

lands and

Forest

Departmen

t’s land

Environm

ental cost

Contractor,

Supervision

Consultant,

Village

Councils,

PIU (PWD),

Department

of

SC, PIU,

PWD,

Departm

ent of

Environ

ment &

Forest



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


Environment

& Forests.

9. Environmental Enhancement

Roadside

landscape

development

Roadside plantation and grassing

measures shall be done to improve

aesthetics as per the arboriculture and

landscaping plan developed

Action sheet no. 5 given in Table 2.6 shall

be followed.

As per

specification

s provided

Throughout

Project

Corridor

Environm

ental cost

Contractor,

Supervision

Consultant,

Department

of

Environment

& Forest

PIU,

PWD,

Departm

ent of

Environ

ment &

Forest

Roadside

amenities

Enhancement of road side temples, trees

and market places very near to road

shall be done as per the instructions of

the supervision consultant.

Provision of bus shelters, bus bays and

rest places as per standard design shall

be carried out.

Road furniture including marker posts,

crash barriers, traffic signs, speed zone

signs, rumbling strips etc. shall be

constructed and erected as per design.

Ponds and water bodies along the road

Project

requirement

Throughout

Project

Corridor

and at

selected

sites

Environm

ental cost

Engineeri

ng cost

Environm

Contractor,

Supervision

Consultant

SC, PIU,

PWD



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


& near to communality places shall be

enhanced.

ental cost

Community

Properties

Community properties, located away

from the project road should not be

disturbed by construction activity;

workers camp and contractors work

area.

Project

requirement

Throughout

Project

Corridor

Engineeri

ng cost

Contractor,

Supervision

Consultant

SC, PIU,

PWD

Environment

al Awareness

Environmental Awareness Campaigns

shall be conducted in the project area

during construction period to ensure the

applicability of the various environmental

laws

Project

requirement

At

settlements

in project

area

Environm

ental cost

PIU( PWD) PWD

Operation Stage

Contaminatio

n from

accidental

spills

The spills at the accident sites shall be

cleared immediately

The left over spills shall be scraped and

carried to small lined confined pits at

identified sites.

Project R

Requirement

Throughout

Project

Corridor

PWD to

ensure

this

(reoccurri

ng cost)

Local Govt.

Bodies

State PWD

and State

Pollution

Control

Board.

PIU,

SPCB

Dust

Generation

Roadside tree plantations shall be

maintained.

Project

requirement

Throughout

Project

Environm

ental

Department

of

PIU,

Departm



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


Dust generated and deposited shall be

cleaned regularly.

Corridor cost

(reoccurri

ng cost)

Environment

& Forest,

PWD

ent

of

Environ

ment &

Forest

Air Pollution Vehicle emission of critical pollutant

parameters (SPM, CO, SO2 and NO2)

shall be monitored as per monitoring

plan

Vehicle emission norms shall be

enforced

Roadside tree plantation shall be

protected and maintained

Legal

requirement

Project

requirement

At selected

locations

Throughout

Project

corridor

Environm

ental cost

(reoccurri

ng cost)

Motor

vehicle

department,

and SPCB,

PWD

PIU,

SPCB

Noise

Pollution

Noise pollution shall be monitored

Adequate ‘no-horn’ sign boards shall be

installed at sensitive / critical locations

Legal

requirement,

Project requirement

At selected

locations

Environm

ental cost

(reoccurri

ng cost)

Motor

vehicle

department,

and SPCB,

PWD

PIU,

SPCB

Water The roadside drainage system shall be

periodically cleared of blockage

Water quality shall be monitored as per

plan

Project

requirement

Throughout

project

road

At selected

By PWD

(Reoccur

ring cost)

PWD and

SPCB

PIU,

SPCB



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


Charecteristics of water used for

construction should satisfy the standards

given by CPCB.

locations

Flora and

Fauna

Adequate care of the compensatory

plantation should be taken up to comply

success of the replantation scheme shall

be monitored

If survival rate is below 70 %,

replantation shall be done as required

Branches of trees developed on the

carriageway shall be removed

periodically.

Project

requirement

Throughout

Project

corridor

Included

in

compens

atory

plantatio

n cost

By PWD

(Reoccur

ring cost)

Department

of

Environment

& Forest,

PWD

PIU,

Departm

ent

of

Environ

ment &

Forest

Accidents

involving

hazardous

materials

The rules as defined in the

Environmental (Protection) Act, 1986

shall be complied

For delivery of hazardous substances,

certificates issued by transportation

department, namely permit license shall

MoRTH

3000

Throughout

Project

corridor

By PWD

(reoccurri

ng cost)

Motor

Vehicle

Department,

SPCB and

PWD

Motor

Vehicle

Departm

ent

SPCB &

PIU



Environmental


Reference to

Contract

Documents

Location Mitigation

Cost

Institutional

Responsibility


be obtained

Vehicles delivering hazardous

substances shall be marked with

appropriate signs

In case of accidental spillage immediate

report to relevant departments shall be

made and instructions followed in taking

up the corrective measures as soon as

possible

Safety

Measures

Traffic management

Traffic control measures including speed

limits, signage at sensitive receptors

shall be enforced strictly

Further growth of encroachment within

the ROW shall be controlled

Project

requirement

Throughout

Project

corridor

By PWD

(reoccurri

ng cost)

Local

Government

Bodies and

State Govt.

police

department.

Local

Govern

ment

Bodies

police

departm

ent,

PWD



Table 2.2: ACTION SHEET 1

Environmental

Attribute

Air Emissions (Dust/particulate)/Disposal of Construction

Debris.

Issue Increased dust levels adjacent to haul roads and construction

yards. Uncollected construction debris.

Mitigation

measure

Sprinkling of water once a day along the haul routes to project

road, passing through residential area and at the construction

yard.

Methodology

for

implementation

Water tankers should be deployed by the contractor through

out the winter and summer months and during dry spells in

monsoon months to water at construction yard and those

sections of road which shall carry the construction material

through the residential areas. Water sprinkling should be

carried out in the morning hours every day.

Water from the pond in villages will not be used without the

consent of the village community.

The uncollected construction debris can also contribute to

fugitive dust and insanitary conditions. Daily inspection at haul

routes and construction sites should be conducted to ensure

speedy disposal of construction debris to landfill sites. Nearby

borrow pits may be used for disposal of debris or areas which

may need a noise barrier may utilise the debris to create a

hump.

Implementing

Agency

Contractor / sub-contractor

Monitoring

Agency

The Engineer



Table 2.3: ACTION SHEET 2 Environmental

Attribute

Air Pollution from Construction Yard Activities (NO2 Levels

During Construction)

Issue Increased exposure to air pollutants near main construction

yards in downwind directions during winter.

Mitigation

measures

Construction yard should not be located within 500m of the

major villages.

Methodology

for

implementation

Contract conditions on placement of major construction yards.

Implementing

Agency

Contractor

Monitoring

Agency

The Engineer

Legal

Instrument

The above restrictions on placement of construction yards

should be intimated to the bidder while inviting the bids.




Environmental

Attribute

Noise Pollution

Issue Increased Noise levels during day and night time in the

residential areas adjacent to the construction yard.

Mitigation

measures

Siting of construction yards more than 100 m away from any

residential areas;

Methodology

for

implementation

Select construction yards sites leaving adequate distance to

allow noise to attenuate.

For the protection of construction workers, ear plugs should be

provided to those working near the noisy machinery.

Implementing

Agency

Contractor

Monitoring

Agency

The Engineer

Legal

Instrument

The above activity (provision of enclosures) should form a part

of the contract agreement. This will facilitate the contractor to

take into account the cost of above measures while bidding for

the contract.




Environmental

Attribute

Sanitation at Construction Workers Colony

Issue Adequate sanitation facilities and Hygiene at construction

workers colony.

Mitigation

measures

Provision of water supply and toilet facilities at construction

workers colony as per the stipulated guidelines in Indian Labour

Act along with provisions of septic tanks and refuse composting

facility.

Methodology

for

implementation

The camp must not be located within one km of the major

villages.

The contractor should ensure adequate water supply and toilet

facility with septic tanks and mechanisms for composting of

domestic refuse at construction workers colony.

Implementing

Agency

Contractor

Monitoring

Agency

The Engineer

Legal

Instrument

The above activity should form a part of the contract

agreement. This will facilitate the contractor to take into account

the cost of above measures while bidding for the contract.




Environmental

Attribute

Landscaping along the highway

Issue To improve the deficient arboriculture along the corridor.

Mitigation

measures

Development and Maintenance of landscape along the

proposed highway, which acts as air pollution and noise barrier

and improves aesthetics.

Methodology

for

implementation

The concerned forest department will prepare a plan for

landscaping concurrent with the road construction schedule

(with a lag of 3-4 months for preparing the ground).

Phase-wise plantation should be taken up by the forest

department. Required water should be taken from the bore-

wells or nearby surface water bodies (except village ponds,

unless consented by the community) along the highway.

Implementing

Agency

PIU

Monitoring

Agency

The Engineer

Legal

Instrument

The above activity should form a part of the overall project cost.



3.0 Monitoring & Reporting

3.1 Monitoring

The adverse environmental impacts identified during the Environmental impact

Assessment process of the proposed project may increase further during the construction

as well as during post-construction as well as during post-construction phase. Monitoring

of environmental factors and constraints will enable agencies to identify the changes in the

environmental impacts at particular locations, application of mitigative measures and

utilisation of standard design guidelines for finalisation of alignment design. Monitoring will

also ensure that actions taken are in accordance with the construction contract and

specifications. It provides a basis for evaluating the efficiency of mitigation and

enhancement measures, and suggests further actions needed to be taken to achieve the

desired effect.

3.2 Performance Indicators

In order to evaluate the effectiveness of EMP at project level, certain physical, biological

and social components identified. These component needs to be analyzed based on

project specific conditions and data generated. The key quality components include Air

quality, Water quality, Noise Levels around sensitive locations, Plantation / re-plantation

success / survival rate, Erosion indices, Restoration of quarries and borrow areas, Quality

of human health, Accident frequency.

3.3 Responsibilities for Monitoring

The responsibility for monitoring of implementation of EMP will rest with the Environmental

management Unit (EMU). Mitigation and enhancement measures adopted in final design

will be explicitly identified under the Bill of Quantity (BOQ) so that performance and

completion is readily documented.

The PWD will visually assess the progress of 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 recognised ‘A’ category laboratory of the concerned State pollution control

Board (SPCB) and assessed for verification of the increased or decreased emission level

and pollutants along the project road. And if found more appropriate control measures

would exercised.



3.4 Routine Monitoring

During the construction and post construction phase, ambient air quality, water quality

(surface and Ground water), effluent if any released from construction site / camp) and

noise levels will be monitored as and when required depending upon the type, nature and

duration of the project using standardised monitoring methodologies and laboratories

testing facilities / techniques.

Site Selection

Monitoring stations have been identified based on observation / site conditions 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 levels and effluent quality within the ROW is to be fixed as

per allotted time frame of the project and requirements of SPCB / CPCB and MoEF.

Methodology

Standard methodology as described in manuals, guidelines, etc. is to be followed as outlined in Table below

Table 3.1: Testing of Environmental Parameters and Standard Protocol

Sr. No.

Parameters to be Monitored References

1 Ambient Air Quality

i. Suspended Particulate Matter

(SPM) (g/m3)

IS: 5182 (pt-4)

ii. NOx (g/m3) IS: 5182 (pt-6)

iii. SO2 (g/m3) IS: 5182 (pt-2)

iv. CO (mg/m3) IS: 5182 (pt-10)

2 Water and Effluent (all parameters as per CPCB (1998)

i. Surface Water APHA 20th Edition and CPCB (1997)

ii. Ground Water

iii. Effluent (if any released from

construction work site/camp)

3 Noise level IS: 3028,IS: 4758, IS: 9779, IS: 10399

3.4.1 Ambient air Quality Monitoring (AAQM)

The air quality parameters i.e. Suspended Particulate Matter (SPM), Respirable Particulate

Matter (RPM), Sulphur Dioxide (SO2), Nitrous Oxides (NOx), Carbon Monoxide (CO) and



Hydrocarbons (HC) will be regularly monitored at designated locations and analyzed in

accordance with the National Ambient Air Quality Standards given in Table 3.2. The location,

duration and pollution parameters to be monitored and the responsible institutional

arrangements are detailed out in Environmental Monitoring Plan Table 3.2: National Ambient Air Quality Standards (NAAQS)

Pollutants Time

Weighted

Sensitive

Area

Industrial

Area

Residential

Rural &

Other

Method of

Measurement

Sulphur

Dioxide

(SO2)

Annual* 15 µg/m3 80 µg/m3 60 µg/m3

Improved West

and Gaeke

method

24 hours** 30 µg/m3 120 µg/m3 90 µg/m3 Ultraviolet

fluorescence

Oxides of

Nitrogen

(NOx)

Annual 15 µg/m3 80 µg/m3 65 µg/m3

Jacob and

Hochheiser

modified (Na-

Arsenite)

24 hours** 30 µg/m3 120 µg/m3 91 µg/m3

Gas Phase

Chemiluminesc

ence

Carbon

Monoxide

(CO)

8 hours** 1000 µg/m3 5000

µg/m3 2000 µg/m3 Non Dispersive

infrared

spectroscopy 1 hour 2000 µg/m3 1000

µg/m3 4000 µg/m3

Lead (Pb)

Annual* 0.50 µg/m3 1.0 µg/m3 0.75 µg/m3 AAS Method 24

hours after

sampling using

EPM 20000 or

equivalent filter

paper

24 hours** 0.75 µg/m3 1.5 µg/m3 1.00 µg/m3

Respirable

particulate

(RPM)-Size

less than

10 µm

Annual* 50 µg/m3 120 µg/m3 60 µg/m3

24 hours** 75 µg/m3 150 µg/m3 100 µg/m3

Suspended

Particulate

Matter

(SPM)

Annual* 70 µg/m3 360 µg/m3 140 µg/m3 Average flow

rate not less

than 1.1 cu.m /

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



Source: Anon 1996-97, National Ambient Air Quality Monitoring Series NAQMS/a/1996-97, Central

Pollution Control Board, Delhi. * Average Arithmetic mean of minimum 104 measurements in a year taken for a week 24 hourly at uniform interval.

** 24 hourly / 8 hourly values should meet 98 percent of the time in a year

3.4.2 Water Quality Monitoring Water quality parameters such as pH, DO, Total Dissolved Solids, Phosphate,

Calcium, Sulphate, Chlorides, Iron etc. will be monitored at all identified locations

during construction stage as per standards prescribed by Central Pollution Control

Board and Indian Standard water specifications presented in Table 3.3 and 3.4

respectively. The location, duration and pollution parameters to be monitored and

the responsible institutional arrangements are detailed out in Environmental

Monitoring Plan (Table 3.6).

Table 3.3: Primary Water Quality Standards

Sr. No. Designated Best

Use Class of Water

Criteria

1 Drinking Water

source (with

conventional

treatment)

A Total Coliforms MPN/100 ml shall be

50 or less

pH between 6.5 to 8.5

Dissolved Oxygen 6 mg / 1 or more

Biological Oxygen demand (BOD) 5

days 200C, 2 mg/1 or less

2 Outdoor bathing

(organized)

B Total Coliforms MPN/100 ml shall be

500 or less

pH between 6.5 to 8.5



days 200C 3 mg/1 or less

3. Drinking Water

source (without

conventional

treatment)

C Total Coliforms MPN/100 ml shall be

5000 or less

pH between 6 to 9



days 200C 3 mg/1 or less

4. Propagation of

Wildlife

D pH between 6.5 to 8.5 for fisheries


Free Ammonia (as N) 1.2 mg/1 or



less

5. Irrigation,

Industrial Cooling,

Controlled Waste

E pH between 6.0 to 8.5

Electrical Conductivity at 250C

µmhos/cm Max. 2250

Sodium absorption ratio Max. 26

Boron, Max.2 mg/1 (Source: CPCB (1999). Bio mapping of rivers. Parivesh New Letter, 5 (iv), Central Pollution Control Board,

Delhi, PP.20)



Table 3.4: Indian Standard Drinking Water Specifications: IS 10500:1991

Sr.

No.

Substance or

Characteristics

Requirement

(Desirable limit)

Undesirable Effect Outside the

Desirable limit

Permissible Limit in the

Absence of Alternate Source

Remarks

Essential Characteristics

1 Colour, Hazen Units,

Max.

5 Above 5, consumer acceptance

decreases

25 Extended to 25 only if toxic

substances, in absence of

alternate sources.

2 Odour Unobjectionable - - a) A test cold and when

heated

b) Test at several dilution

3 Taste Agreeable - - Test to be conducted only

after safety has been

established

4 Turbidity NTU, Max. 5 Above 5, consumer acceptance

decreases

10

5 pH value 6.5 to 8.5 Beyond this range the water will not effect

the mucous membrane and /or water

supply system

No relaxation

6 Total hardness (as

CaCO3) mg/1, Max.

300 Encrustation in water supply structures an

adverse effect on domestic use

600

7 Iron (as Fe) mg /l Max. 0.3 Beyond this limit taste / appearance are

affected has adverse effect on domestic

uses and water supply structures and

promotes iron bacteria

1



Sr.

No.

Substance or

Characteristics

Requirement

(Desirable limit)


Desirable limit


Absence of Alternate

Source

Remarks

8 Chlorides (as Cl) mg/1

Max.

250 Beyond this limit, taste corrosion and

palatability are affected

1000

9 Residual, free

chloride, mg/1 Min.

0.2 To be applicable only when

water is chlorinated.

Tested at consumer end.

When protection against

viral infection is required, it

should be Min. 0.5 mg/1

Desirable characteristics

1 Dissolved solids mg/1

Max.

500 Beyond the palatability decreases and

may cause gastro intestinal irritation

2000

2 Calcium (as Ca) mg/1

Max.

75 Encrustation in water supply structure and

adverse effects on domestic use

200

3 Magnesium (as Mg)

mg/1, Max.

30 Encrustation in water supply structure and

adverse effects on domestic use

1.5

4 Copper (as Cu) mg/1

Max.

0.05 Beyond taste, discoloration of pipes, fitting

and utensils will be caused beyond this

0.3

5 Sulphate (as 200

SO2), mg/1, Max.

200 Beyond this causes gastro intestinal

irritation when magnesium or sodium are

present

400 May b extended up to 400

provided ( as Mg) does not

exceed 30

6 Nitrate (as NO2) mg/l,

Max.

45 Beyond this methamoglobunemia take

place

100 To be tested when pollution

is suspected



Sr.

No.

Substance or

Characteristics

Requirement

(Desirable limit)


Desirable limit


Absence of Alternate

Source

Remarks

7 Fluoride (as F) mg/1,

Max.

1 Fluoride may be kept as low as possible.

High fluoride may cause fluorosis

1.5 To be tested when pollution

is suspected

8 Phenolic compounds

(as C6H5OH) mg/1,

Max.

0.001 Beyond this it may cause objectionable

taste and odour

0.002 To be tested when pollution

is suspected

9 Mercury (as Hg) mg/1,

Max.

0.001 Beyond this the water becomes toxic No relaxation To be tested when pollution

is suspected

10 Arsenic (As) mg/1,

Max.


is suspected

11 Lead (as Pb), mg/1,

Max.


is suspected

12 Zinc (as Zn) mg/1,

Max.

5 Beyond this limit it can cause astringent

taste and an opalescence taste and an

opalescence in water

15 To be tested when pollution

is suspected

13 Poly nuclear aromatic

hydrocarbons (as

PAH) mg/1, Max.

- May be carcinogenic above this limit - -

14 Pesticides mg/1, Max. Absent Toxic 0.001 -

15 Alpha emit

ters bq/1, Max.

- - 0.1 -

(Source: Indian Standard Drinking Water Specification – IS 10500, 1994)



3.4.3 Noise Quality Monitoring Ambient noise levels will be monitored at already designated locations in accordance with

ambient noise quality standards given in Table 3.5. The location, duration and noise

pollution parameters to be monitored and the responsible institutional arrangements are

detailed out in Environmental Monitoring Plan Table 3.5: National Ambient Noise Quality Standards

Sr. No.

Area Code Category of Zone Leq*** in dB (A)

*Day **Night

1 A Industrial 75 70

2 B Commercial 65 55

3 C Residential 55 45

4 D Silence Zone 50 40

* Day Time – 6.00 am – 9.00 pm (15 hours)

** Night Time – 9.00 pm – 6.00 am (9 hours)

*** Leq – Equivalent noise level

3.5 Monitoring Plan

All the actions envisaged during the construction and operation phase will be monitored to

produce most satisfactory results. The regular components of monitoring and its frequency

have been identified in the following table: The air and noise quality monitoring will be

performed at some of the locations where baseline study will be carried out. Water quality

of the ground and surface water sources will be monitored.

Environmental Management cell (EMC) constituted by the contractor will be the prime

agency for monitoring all activities during both phases. PWD will supervise all activities

and accordingly advise the BOT contractor to control the environment of the areas where

the shortcomings are observed. The EMC will provide all monitoring results to PWD. PWD

will keep a record of all information and will suggest suitable measures to be adopted by

the contractor if any aspect found to be diverting from the anticipated values/standards. Table No. 3.6: Components for Monitoring

Parameter Locations Duration Frequency

Air Quality: for SPM, CO, NOx, SO2.

Yawat, Kurkumbh (MIDC area), Indapur. Mohol, Solapur (MIDC area)

24 hours sampling Once in a year

Noise Level Yawat, Kurkumbh (MIDC area), Indapur. Mohol, Solapur (MIDC area)

24 hours Continuous sampling

Once in a year



Parameter Locations Duration Frequency

Water Quality: for different physical chemical and biological parameters

Khadak wasala main canal, Pond, Reservoir of Earthen Dam (Malad tank), Tube well, Reservoir (Ujani dam Bhimnagar), Bhima river, Sina river

Grab Sampling Once in a year

Roadside Plantation

Maintenance

All along the highway

stretch

Regular Regularly

throughout the year

3.6 Mitigation Measures

Environmental mitigation measures have been incorporated within the design process

including the avoidance of the potential impacts through alignment sheets and other

means. The appropriate measures have also been identified for action in construction and

operational phases. The measures identified for all three phases, are tabulated in table ----

--which identifies the nature of potential environmental impact, which have or will be taken,

the time frame in which they are taken, the implementing agency and responsible

organisation and where appropriate, the contractual clause for enforcement of the

measure.



Table 3.7 Implementation Schedule with Responsible/Supervising Organization/Authority

CONSTRUCTION PHASE

SL. NO.

PROJECT RELATED ISSUES ACTIONS TO BE TAKEN RESPONSIBLE/

SUPERVISING ORGANISATION/ AUTHORITY

1. Preparation of feasible land acquisition plan

Initiate and complete the process for land acquisition. Prepare & administer land use control measures.

Contractor in consultation with the state revenue department.

2. Utilities Initiate and complete the process of shifting the utilities. Contractor in consultation with the State Electricity Department and Telecom Department.

3. Reduction of Forest Cover Initiate & complete the process for compensatory a forestation. Contractor in consultation with State Forest Department.

4. Road Side Tree Plantation Select species and prepare location plan for roadside tree plantation. The Detailed Methodology for implementation are as follows:

Contractor in consultation with Forest Department.

• Permission from Forest Department & District Collector for felling of scheduled trees

• Prepare action plan for fresh plantation with Forest Department

• Budget allocation

• Implement action plan

5. Borrow pits and quarry sites development

• Firm up contract with the Mining department for obtaining the quarry materials & identification of borrow pits along the whole stretch with the help of PWD and discussion with the concerned landowners.

Contractor.

• Restoring of the borrow pits to its initial form by Landscaping Techniques.

6. Site for storage and construction camp

Finalize the detailed road design & select sites for construction camp. Contractor.

7. Sewerage disposal and solid waste at worker colonies

Install lavatory at Construction Workers Colonies Collection of domestic refuse and its suitable disposal

Contractor.



SL. NO.



8. Traffic management Secure assistance from local police for traffic control during construction phase. Safety measures will also be undertaken by installing road sign and markings for safe and smooth movement of traffic

9. Noise Level Stationary equipments will be placed as far as possible from inhabited areas to minimize objectionable noise impacts

Provision of mufflers for stone crushing plants Proper maintenance of machinery and vehicles Construction activities strictly prohibit ting between 10 pm and 6 pm

near habitations Provision of using ear plugs by workers exposing high noise level

Contractor in consultation with Maharashtra state Pollution Control Board (MPCB)

10.

Air Quality Vehicles and machineries will be regularly maintained so that emission conform to National and State Standards

Vehicles carrying construction material will be covered by traps to avoid spilling.

Asphalt mixing site will be over 500 m away from any communities in down wind direction. Mixing equipment will be seated and be equipped with dust removal device (e.g. wet separators)

Contractor in consultation with MPCB

Water sprinkling will be carried out in morning and evening hours of day at construction yard and unpaved sections of the road

• Operators will use masks and ear plugs • Speedy disposal of construction debris disposal sites.

11. Soil Erosion • In slopes and other suitable places along the roadside trees and grass should be planted

Contractor. /EMC

12. Loss of Top soil • 15 cm of topsoil should be conserved and refilled after excavation is over to minimize the impact on productive land.

Contractor/EMC

13. Compaction of Soil • Vehicles should operate within the COI on other side of centre line or on the side of widening) to avoid damage to vegetation.

Contractor/EMC



SL. NO.



14. Floods • Bridges and culverts have been designed for the purpose of flood discharge (100 years flood frequency for big bridges and 50 year flood frequency for medium bridges and culvert)

Consultant/EMC/PWD, Maharashtra

15. Alteration of drainage • In all sections where water courses cross the road, earth and stone will be properly disposed of so as not to block river streams and natural drainage

Contractor/PWD, Maharashtra /EMC

16. Siltation • Construction materials containing fine particles should be stored in closed enclosures such that sediment laden water does not drain into nearby water courses

Contractor

17 Water logging and stagnation of water in borrow pits

• Uncontrolled digging of borrow pits will be avoided to prevent water accumulation which induces breeding of insects like mosquitoes which in turn can become a health hazard.

• Control breeding of mosquito larva’s by spraying of insecticides on stagnant pool of water.

Contractor as a part Of the supervision works in Consultation with the State Health and Family Welfare Department.

18. Occupational Health and Safety Laborers and Workers will be equipped with proper safety gears like helmets, gloves and visors etc.

Contractor.

19. Basic amenities and sanitary facilities for construction laborers

• Proper and adequate camp sites will be constructed and sanitary facilities will be provided to the workers for avoiding any health related problems.

Contractor in Consultation with Public Health Department and Public Works Department (PWD).

• Regular inspection about the adequacy of facilities and periodic heath checkups will be done.

20 Fuel for Construction labourers

Adequate supply of fuel in the form of Kerosene stove and coal will be provided to the construction labourers to avoid felling of trees for cooking and other household activities.

Contractor.



SL. NO.



21. Maintenance of embankment to prevent erosion scouring and instability due to adverse weather conditions

Stabilizing the embankment with ripraps, pitching and other appropriate technologies to prevent scouring.

Contractor in Consultation with Public Works Department.

22. Drainage System • Development of existing drainage system Contractor in Consultation with Public Works Department. • Construction of lined/unlined, open/closed, and longitudinal/crossed

drainage structure required wherever.

• Maintaining the drainage system by removing silt deposition or any other blockage as and when required.

• Road embankment slopes will be vegetated with potential native seed mix to reduce erosion.



OPERATION PHASE

SL.

NO.

PROJECT RELATED ISSUES ACTIONS TO BE TAKEN RESPONSIBLE/ SUPERVISING

ORGANISATION/

AUTHORITY

1. Prevention of Road side Squatters or induced Urban Sprawls

• Involve land use planning agencies like the Revenue Department at all levels during operation stage.

Contractor in consultation with

The State Revenue and Planning.

• Plan and control development activity.

• Removal, cleaning of squatter and temporary hutments of construction workers once construction activities have been completed.

2. Road Safety and Traffic Management

• Adequate number of proper signs with clear visibility will be installed along the road.

• Prepare and Administer a monitoring system on road/accidents.

Contractor in consultation with Public

Works Department and State Traffic Police.

3. Air Quality • Monitor periodically ambient air quality at selected sites. Contractor in consultation with Maharashtra State Pollution Control Board (MPCB).

• Confinement and absorbing of the pollutants at source by creating vegetation along the length.

• Enforcing different control measures to check the pollution (e.g. catalytic converters, unleaded petrol, proper servicing etc.)

4. Noise Level • Monitor periodically ambient noise level at selected sites. Contractor in consultation with MPCB.

• Minimization of use of horns near sensitive locations/silence zones



SL.

NO.


ORGANISATION/

AUTHORITY with the help of sign boards in proper places.

• Provide noise barriers with roadside plantation.

5. Water Quality • Monitor periodically water quality for establishing the change of water quality, if any, and assessing its potentiality of surviving aquatic flora & fauna and for irrigation use.

Contractor in consultation with MPCB,

State Public Health Engineering Department

(PHE) and State Agricultural Department.

6. Soil Characteristics • Periodic Monitoring of soil quality (mainly Pb) at specified distance from ROW for assessing soil contamination by vehicular emissions.

• Checking the overflow of spillage from the carriageway by promoting growth of vegetation cover along the road shoulders and preventing overflow to agricultural field.

Contractor in consultation with Public

Works Department (PWD).

7. Maintenance of Avenue Trees • Plantation will be undertaken by the BOT Contractor on an aggressive note along the whole stretches on both sides of the road.

Contractor in consultation with PWD

Authorities and State Forest Department.

• Employment of local population for the maintenance of the avenue plantation along the ROW in the initial 3 to 4 years.

8. Human Health and Safety • Vulnerable stretches which are prone to accidents will be identified. • Adopt safety measures and other control measures for regulating

traffic in such areas by: - Installing proper road signs, marking along the whole

Contractor in consultation with MPCB,

State Public Health Works Department



SL.

NO.


ORGANISATION/

AUTHORITY stretch of the tolled highway in form of cautioning, informatory and mandatory signs of gantry mounted overhead sizes.

- Installing precautionary road signs for controlling vehicle speed in urban areas and curved stretches.

• Providing Service Roads on either side of the Project Highway to accommodate local and non-motorized traffic.

• Improvement of road intersections.

• Provision of underpasses near populated area, grazing grounds and wildlife habitats.

• Provision of trucks lay-byes, bus bays and roadside access arrangements at required locations.

• Provision of rail and guards along the kerb, for physical separation in densely populated stretches.

• Provision of suitable lighting arrangements at intersections.

9. Reconstruction and Maintenance of drinking water sources like hand pump, well, water huts and religious structures like temples falling within the ROW

Shifting and relocation of drinking water sources and religious structures in consultation with concerned local people and following judicious engineering design.

Contractor in consultation with the

Affected People and Public Works

Department.



Monitoring and Reporting Procedures

If high pollutant levels are suspected, services of CPCB or private sector laboratories will

be availed to verify the measurements on routine basis. Photographic records will be

established to provide useful environmental monitoring tools. A full record will be kept as a

part of normal contract monitoring.

a) Coordination between Highway design and environmental Issues Environmental issues were taken into consideration during the design phase through

discussions and coordination with the highway design team. The following describes

design options, which were considered by regional NGOs, PWD and Forest officials in

order to minimize impacts on the natural, social and cultural environments.

b) Overview of Highway Design

Improving the project road will comprise mainly widening of existing two-lane facility to four

lanes one within available ROW avoiding/minimizing land acquisition as far as possible

except for locations where provisions of short bypasses/diversions or other safety and

operations are considered.

Adequate drainage measures in the form of longitudinal and cross slopes have been

incorporated for adequate drainage leading to a system of longitudinal and mitre drains for

dispersion of natural topography waterways.

c) Design in settled Areas

Visual change in the colour from black to green (turf) of the roadway itself is an identifier to

the motorist of a different environment.

Roadway illumination at junctions and important urban areas to increase night visibility and

safety.

Modified cross sections promote lower speeds. The type of cross sections will depend on

the extent and density of settlement.

Other actions were considered to improve traffic flow and safety. These included:

Examining areas outside the ROW where improvements made to attributes can improve

road conditions. These included potential sites for improving drainage, providing off-road

parking and upgrading public site bus depot and wayside amenities.

Upgrading of bus stops. Frequently pavements are not widened for bus stops and in some

locations the widening is utilised by waiting passengers. The result of these circumstances

is that buses frequently stopped in travelled lane to load and unload passengers. Widening

of pavement at bus stops to provide pullouts for the bus and delineating a passenger



waiting are by utilisation of paving stones the congestion and safety at bus stops.

3.7 Reporting

3.7.1 Reporting Arrangement

The reporting system will operate linearly with the contractor who is at the lowest rung of

the implementation system reporting to the Supervision Consultant, who in turn shall report

to the PIU (NHAI). All reporting by the Contractor and Supervision Consultant shall be on a

quarterly basis. The PIU (NHAI) shall be responsible for preparing targets for each of the

identified EMAP activities. All subsequent reporting by the contractor shall be monitored as

per these targets set by the PIU (NHAI) before the contractors move on to the site. The

reporting by the Contractor will be through a monthly progress report on construction and

will form the basis for monitoring by the PIU (NHAI), either by its own Manager

(Environment) or the Environmental Specialist hired by the Supervision Consultant. The

recorded data will be maintained at least for two years after the completion of the project

and will be produced as and when required for the verification.

3.7.2 Recording of Data

The monitored data is to be recorded in the standard formats for air, water and noise

effluent quality. All such monitored data is to be compared with established standards for

air, water and effluent quality and noise levels (CPCB). If recorded values exceed the

standards, then controls must be implemented through instructions to the contractor.

Photographic record of sites / locations will be useful as an Environmental monitoring

instrumental tool. A full record of such photographs will be kept as part of normal contract

monitoring. Besides, filling of the Environmental Monitoring Questionnaire based on visual

observations and public consultations will help in reduction of the unnecessary tests. A full

photographic record of pre-construction conditions will be developed for monitoring

purposes.

Major baseline surveys are not considered necessary for monitoring purpose other than

identification and qualification of trees to be removed during construction. The criteria for

the removal of trees will be based on the finalized alignment design and as per the

schedule of road widening only.

3.7.3 Record keeping

The recorded data focus attention on environmental issues and provide feedback whether

further monitoring is required or not. Besides, daily project diaries will be maintained and

environmental problems (spills, dust, noise, etc) as well as safety incidents will be



recorded and retained. Diary entries will be summarised in regular environmental reports

provided to the sponsoring agency through PIU



4.0 Arboriculture & Landscaping

4.1 General

The widening of the proposed road will result in the cutting of about 7478 trees and

will lead to ecological degradation. There will be loss of vegetation cover in the

forest areas as the project road passes through forest area. In order to conserve

the vegetation and to compensate for the lost trees due to widening along the

project road sections, an arboriculture and landscaping plan has been prepared.

This can be done through proper plantation and selection of plant species as per

climatic / site conditions.

4.2 Objective

The landscaping along the project road should be planned in such a manner to

improve the overall visual and environmental quality of the project area. Often, as a

result of indiscriminate planting and thoughtless replacements, our roadside

avenues through out the study area have become very much mixed. The difference

in the shape of their crowns and the rate of their growth, provide patchy

appearance and from a distance present a zigzag skyline. On the other hand,

avenues with single species for a number of miles will look harmonious and

pleasant and the skyline will be regular and wavelike. It is therefore, essential that a

mixture of different species is avoided and trees of single species are planted over

long stretches of the road. This will not only improve the appearance but also

render management economic, re-plantation easier and will rationalize their

exploitation for commercial purposes. The objectives of the landscaping plan are:

To enhance the visual quality of the project road

To compensate for the trees proposed to be cut

To reduce air and noise pollution

To check the soil erosion and reduce water logging

To provide aesthetic appearances, shade and ornamentation

To have selective plantation at bus stops / rest areas / truck lay-byes

To provide enhancement of common property resources i.e. cultural sites,

ponds, market places etc.

Highway landscaping includes, both with principles of highway design, such as

alignment, cross-section, structures etc., and the development of roadside for best

use of the travelers. A balanced agreement between these principles is essential to



achieve the best designed highway. The purpose is to avoid environmental

degradation, which is often associated with development. Landscaping needs,

therefore, be given due considerations at all stages of planning, design and

construction, and not merely at the end after the road has already been completed.



Trees are predominant features in landscape design. Mistakes committed in

selection of trees before plantation may be difficult to correct at later stage. Careful

selection and use of appropriate planting material will accomplish the functional

requirement and provide better landscaping of the highway.

4.3 Selection of Plant Species

In general, trees which are quick growing and 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,

are considered more desirable. The plant types to be selected for plantation are

based on keeping in mind the following considerations:

Shade Large and spreading shade trees, with thick foliage have been proposed in the

innermost edge. Medium evergreen trees will be planted in the settlement areas as

evergreen trees do not have substantial leaf fall and do not clog the drains and

create nuisance.

Screening Plantation of hardy shrub dwarf species in the median to prevent glare from the

vehicles moving from the opposite direction during night. A mix of medium and

large trees along roadside to screen the evening glare for the traffic moving

towards west-northwest. Screening plantation as a visual barrier near sensitive

areas like schools, hospitals etc. Aesthetics

Provision of flowering trees in settlement areas and major junctions

Provision of flowering shrubs in the median.

Fruit, fodder and Fuel Provision of trees that have economic importance for use by local village people.



4.4 Types of Trees / Species

Trees to be planted on highways will be selected with due regard to weather

condition, rainfall, soil, temperature, water level and pollution scenario of the area.

Only those trees will be grown along the highway, which provide thick shade and

are also valuable.

All along the highway, shade trees like Arjun (Terminalia Arjuna), Albizzia- spp.,

Jam (Syzygium spp.), Shesham (Dalbergia sissoo), Mango (Mangifera indiaca),

Pitali (Trewia nudiflora) etc. has been proposed for plantation.

At congested areas, trees known to behave as ‘pollution sink’ has been proposed

for plantation. Trees like Mango (Mangifera indica), Sissoo (Dalbergia sissoo),

Ashok (Sarca indica) etc. absorb the pollutants; filter the air from pollutants, and act

as noise barriers in an effective manner.

Near sensitive areas like schools and hospitals, tall trees with thick canopy will be

proposed. They act as windscreen through which air can be filtered and the noise

levels can be reduced considerably. Examples of such trees are Pipal (Ficus

religiosa), Bargad (Ficus bengalhensis), Ashok (Sarca indica) etc.

Keeping these considerations in mind and in consultation with Divisional Forest

Officers of Gujarat and Rajasthan forest division, the following species of trees /

plants have been recommended for plantation in the project area (Table - 4.1). Table - 4.1: Species Proposed for Plantation

Sr.

No. Scientific Name Indian Name

1 Terminalia Arjuna Arjuna

2 Azadirachita Indica Neem

3 Jacaranda Mimosaefolia Nili Gulmohar

4 Mangifera Indica Aam

5 Millindtonia hortensis Akas Neem

6 Tamarindus Indica Imli

7 Albizzia Procera Siris

8 Bauhinia Uariegata Kachnar



9 Crataeva religiosa Barna

10 Ficus religiosa Pipal

Plant species will be planted at a spacing of 10 m.

4.5 Methodology

Step 1: The data on surplus land within the ROW, after the finalization of

alignment is compiled

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 types of trees to be planted are chosen as per the climatic

conditions.

Step 4: Data on the type of species to be planted was collected in consultation

with District Horticulture Societies in the project areas. Overall

environmental scenario was kept in view while designing the arboriculture

and landscaping plan.

It is proposed to have minimum 168 trees / km along the project road including

existing trees. If found necessary additional trees shall be plated as per the

instructions of the engineer in-charge at site.

4.6 Landscaping

Highway landscaping includes, both with principles of highway design, such as

alignment, cross-section, structures etc., and the development of roadside for best

use of the travelers. A balanced agreement between these principles is essential to

achieve the best designed highway. The purpose is to avoid environmental

degradation, which is often associated with development. Landscaping needs,

therefore, be given due considerations at all stages of planning, design and

construction, and not merely at the end after the road has already been completed.



Trees are predominant features in landscape design. Mistakes committed in

selection of trees before plantation may be difficult to correct at later stage. Careful



selection and use of appropriate planting material will accomplish the functional

requirement and provide better landscaping of the highway.

4.6.1 Design for plantation of Trees


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. However one continuous row of trees

has been taken into considerations for plantation along the road. The minimum

spacing between plants is 10 m. The last row of the trees will be planted on the

NHAI right of way (ROW) so that it will act as a demarcation line of the ROW and

restrict any encroachment into the NHAI land


Avenues / Plantations of a single variety of trees look graceful because of the

symmetry and uniformity of their appearance. However, sometimes, a pleasant

view along the road can be created by planting combination of flowering trees of

contrasting colour, form and foliage in which more than one species is involved.

This type of plantation pattern is widely known as heterogeneous plantation. This

type of plantation pattern is widely known as heterogeneous plantation. In this,

colour combination plantation, selection of trees is more important. For this,

maximum attention is paid to the selection of tree species, focusing on species

which flower at the same time and blend colours of flowers in a manner that does

not interfere and instead creates soothing conditions to give rest to the eyes and

refresh the mind of the travelers for long and safe drive.

4.6.2 Toll Plazas

In the case of toll plazas large trees have been proposed which are slightly

different in planting style to give a distinctive identity from roadside planting.

The details of toll plaza design have been included in engineering design.

4.6.3 Junctions

The main considerations in landscaping of junctions are visibility, drainage,

aesthetics and maintenance. The details of junction improvement and

landscaping design have been included in engineering design.



For good visibility, shrubs and trees should not be planted at junctions.

Moreover, if shrubs are planted, the topsoil that is exposed around the

shrubs will wash off with storm water run off thus clogging the catch pits.

Only turfing would be 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.

Plantation of trees would be recommended at about 10 to 12 meters from

the centerline of the outer carriageway of the highway. On an average,

minimum 2-3 rows of trees along each side of the highway would be planted

(depending on availability of RoW). However, dense planting is

recommended perpendicular to the highway and the adjoining

developments like rest areas, toll plazas, fuel filling stations, which will act

as a visual screen and baffle against noise and dust. Dense shade trees will

be very useful in hot summer afternoon.

4.6.4 Median

The proposed median (2.0 to 4.5 m) of road will be planted with shrubs of

low or medium height for prevention of the headlight glare. The median up

to 4.5 m width will be planted with single row and median with more then

4.5 m width will be planted with 2 rows. The center to centre spacing of

shrubs will be 4 m. Following types of grass / shrubs may be planted on the

medians:

Table 4.2: List of shrubs proposed for plantation

Sr.


1 Nyctanthes arbor-tristis Shiyari

2 Helictres isora Atedi

3 Capparis sepiara Kanther

4 Triumfetta rotund folia Zipato

5 Lantana camara Dalia

6 Gymnosporia spinosa Vikro

7 Euphorbia nivulia Thor

8 Acacia pinnatawfx Khirwel

9 Clerodendron plomides Arani



Sr.


10 Cassia auriculata Awal

11 Zizyphus mauritiana Bordi

12 Zizyphus glabrata Bordi

13 Bauhinia purpurea Champo

14 Zizyphus nummularia chanibor

15 Lantana camara Dario

16 Woodfordia fructicosa Dhayati

17 Prosopis juliflora Gando bawal

18 Randia uliginosa Gangad-kaujo

19 Grewia tenax Gangeti

20 Zizyphus glaberrium Ghut bordi

21 Balanites aegyptica Ingor

22 Ocimum Sp. Jungli Tulsi

23 Balario prionitis Kantalo ashalio

24 Carissa carandas Karmadi

25 Holarrhena antidysenterica karukdo

26 Capparis decidua kerdo

27 Flacourtia indica lodhari

28 Dichrostachys cinerea Velantaro

29 Gardenia resinifera Malan

30 Lawsonia intermis Mehndi

31 Randia dumitorum Mindhal

32 Cassia montana Moti awal

33 Calotropis gigantea Moto akdo

34 Vitex nigundo Nagod

35 Dendrocalamus strictus Vans

36 Ixorea arborea Nevari

37 Tecoma undulata Roydo

4.6.5 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.

Toe of the slopes of the embankment would be rounded off and planted

with shrubs to reduce the chances of erosion.



4.6.6 Roadside Borrow Areas

Roadside borrow pits disturb the natural setting of the ground and as such

are undesirable from landscaping angle. Effort should be to balance the

cuts and fills as far as possible so that borrow pits are altogether avoided.

But this is not generally practicable in the plain terrain especially where high

embankments are involved.

While selecting the roadside borrow areas, due considerations have been

given to the requirements set out in IRC: 10-1961. “Recommended

practices for borrow pits for the road Embankments constructed by Manual

Operations”.

These borrow areas / quarries shall be suitably treated to avoid any adverse

impact on the road landscape. Basic requirement is that the neighboring

ground should be rendered acceptable in appearance. To achieve this, the

cut faces should be regarded to a flatter slope and the corners rounded off.

Bottom of the pit should be sloped towards available natural outfalls so that

water does not stagnate. If the borrow area is sufficiently large, possibility of

converting it into the water spot to serve as a landscape feature should be

explored. Borrow Area Locations are given as per Annexure.



5.0 Environmental Enhancement Plan

5.1 General

Environmental Enhancements specifically refers to the positive actions to be

taken up during the implementation of the project for the benefit of the road users

and the communities living along the project corridor. These positive actions are in

addition to several other enhancements that occur inherently because of the very

nature of the project such as improved drainage, pedestrian facilities, prevention of

existing erosion, overtopping and flooding etc. as these improvements are in-built

in the design, as part of good engineering practices. The enhancements have been

carried out with the following objectives:

To enhance the appeal and environmental quality of the project corridor to

its users,

To enhance visual quality along the highway,

To generate goodwill amongst the local community towards the project, by

enhancement of the common property resources.

5.2 Criteria for Selection

The criteria for selection of sites suitable for enhancement are:

The importance of the local people

The religious significance,

The historical importance and

The scope for enhancements.

The importance of the site for the local people as well as the historical significance

was identified through extensive discussions with the local community and general

observations of the sites and structures.

The scope of enhancement included the possibility of any further improvement,

availability of space for enhancements and the likely benefits for the local

community as well as the road users. Poor condition of some historical structures

was a constraint in selecting sites for enhancement. Such sites though having high

historical values exist in a very bad physical condition. At such places,

enhancement measures will not be effective unless main structure is restored,

which is beyond the scope of the project.



5.3 Design Concepts – Overview

The concept for enhancements is based on the suggestions given by the people.

Extensive community consultations were carried out on each of the enhancement

sites. The information gathered included.

Age of the structure,

Importance of the local people,

Religious significance, historical importance,

Extent of use,

Suggestions for enhancements,

Willingness of people to participate.

The site observation also provided vital inputs in concept formulation. It provided

the general information about the condition of the main structure and the

surrounding, visibility of the enhancement site from the project road, the scenic

beauty of the site as well as the surrounding area.

5.4 Elements for Enhancement

The various elements proposed for the enhancement measures are:

Landscaping along the project corridor,

Water bodies,

Noise barriers for sensitive areas like schools, hospitals etc.

Cultural properties

Community resources,

Road junctions / intersections.

5.4.1 Landscaping Landscaping design have been prepared with the following objectives i.e.

aesthetics, shade and ornamentation, climatic amelioration, air and noise pollution,

soil erosion and siltation, wind and incoming radiation, enhancement of visual

experience of landscaping, compensation for the trees proposed to be cut,

plantation at bus stops / rest areas / truck lay byes etc. Aesthetics and landscaping

would be improved by planting trees @ 168 plants / km along the road

continuously. Planting shrubs on median at 2-4 m centre-to-centre spacing will also

enhance the carriageway

5.4.2 Water Bodies The direct impact on the water bodies has been avoided by aligning the road on

side opposite to the locations of the ponds / lakes / water bodies.



The water bodies i.e. ponds / lakes along the project road have been considered

for the enhancement. The selection of the water body for enhancement has been

done on the basis for its communal importance, ecological and natural importance,

geometrical location as well as road user comfort.

The typical enhancement of the roadside ponds includes slope protection along the

highways, plantation / landscaping around the ponds etc. The typical enhancement

elements, enhancement measures / designs along with the brief descriptions are

presented herewith.

Water bodies Landscape

The landscape of the highways is often dotted by water resources along it. These

water bodies are often natural depressions with seasonal or perennial inflows of

water or manmade depressions such as borrow areas filled with rainwater or

surface runoff.

Water bodies are functional water percolation tanks, washing, bathing, fishing and

livestock drinking water spots. Hard landscape treatment includes provision of

stepped access to the edge of water, providing flat boulders for washing, providing

washing platform, stone pitching for slope stabilization of roadside banks. Soft

landscape treatment involves planting of shade trees around the activity areas and

shrub plantation for stabilization of the pond edges.

5.4.3 Noise Barriers The impacts due to high noise levels will be more critical at the various urban

locations, due to the larger number of receptors and their continuous exposure to

high noise levels from the traffic. The shielding of the noise from the highway shall

call in for the provision of barriers for the attenuation for the entire length of the

settlements. Either the sound waves can be controlled near the source or the

receptor can be shielded. Since safety of road using vehicles is of paramount

importance, a specific clear distance needs to be maintained from the pavement.

Hence, the only viable option is to provide a shield around the receptor.

The noise attenuation can be worked out by the adoption of the following types of

noise barriers.

Physical barriers in the form of walls, screens etc.

Structural modifications at the receptor locations, in the form of provision of double-

glazing etc.



Rearrangement of the sensitive locations, through changes in the internal planning

wherever possible,

Eastern berms between the highway and the receptor and,

Vegetative barriers in the form of thick screen of vegetation.

Evaluations of the various types of noise barriers have been made. Based on their

suitability and extent of noise attenuation, specific measures for the mitigation of

noise have been worked out for several locations.

The typical noise barriers include:

5.4.3.1 Physical Barriers

Provision of a physical barrier shall attenuate noise levels up to a maximum of 20

dB (A). As they do not require any space, they can be easily constructed.

The provision of such barriers for the entire length of the settlement has avoided

due to the following:

The high cost involved in the construction of such barriers

The presence of such a barrier severs the community on either side of the

highway, preventing crossroad access and causes a visual blight

The barrier facilitates opportunistic encroachment for urban squatters. The

availability of a free wall on a public land encourages the squatters to erect

structures within RoW.

5.4.3.2 Earthen Berms

Earthen berms, though they require a larger area, can effectively reduce the noise

levels up to 23 dB (A). Earthen berms require a much larger base since the angle

of repose of the material used for the berms governs the height it can be raised to.

Such a large area is not available along urban settlements or congested stretches

of road.

5.4.3.3 Vegetative Barrier

The provision of vegetative barriers for attenuation of noise levels can reduce the

sound by 10 dB (A). The vegetative barriers similar to earthen berms require a

considerable area, and for the attenuation of 10 dB (A), require a barrier of depth of

40m. Such land acquisition will result in considerable social disruption and loss of

livelihood of the various communities.



5.4.3.4 Other Structures

This shall involve the introduction of the barrier to absorb the incoming sound

waves completely and not allow any diffracted or reflected waves to reach the

receptor. Other measures for noise levels reduction at the sensitive receptors as

the structural modifications or changes in the internal layout of these locations will

call in for a construction with the community and incorporation of their perceptions

on the proposed actions.

5.4.4 Cultural Properties The enhancement of the cultural properties shall be done in light of the following

objectives:

To promote qualitative development and infuse greater meaning in the road

environment,

To beautify and enhance the experience of traveling by beautifying the cultural

assets of the highway,

To restrict the cultural properties from further encroaching upon the RoW, and

To develop some cultural properties as rest areas so that the road travelers and

local community benefit from them. The typical enhancement measures include site clearance, fencing, improving

access, informatory signage, metal railing, plantation, retro-reflectorised measures,

parking provision, road marking, cautionary signage, paving, site treatment,

creation of buffer zones, seating arrangement etc.

Tree Plantations at Locations of cultural properties At locations of religious significance worship of certain trees, supposed to be

possessed of spirits has at all times been practiced in all parts of the country. There

are many such trees regarded as objects of veneration or esteemed as examples

of some special virtue.

Some of the common trees and shrubs suitable are mentioned below:

Ficus religiosa (Pipal) Emblica officinalis (Alma)

F. Benghalensis (Bargad) Plumeria acutifolia

Bombax ceiba (Semal) Prosopis cineraria (Khejri)

Kigelia pinnata Sterculia colorata

Azadirachta indica (Neem) Stereospermum xylocarpum

Naudia domestica Aegle marmelos

Nauclea cadamba (Kadam) Skimmia laureola

Nyctanthes arborristis (Harsinha)



The selection of cultural properties to be enhanced is based on the significance of

the cultural property. Significance of the cultural property has been determined on

basis of size of cultural property, material used to build cultural properties, its

emotions, cultural use value and ownership of the property. A typical design for the

cultural properties is described below:

Typical Temple enhancement

This includes construction / maintenance of platform (Chabuttra) in front of temple

to 0.5m height with cement concrete tiles. Brick lining around the existing tree, if

any, so that the person can use this as a shifting platform. Precast benches will be

provided for sitting purpose for the road users as well as local people at open area

on the left side of the road. Metal railing with reflected paint on front side facing

road and providing hazard marker to caution road users during night time etc.

If space available rows of trees will be planted along the road at a distance of 8 -10

m from the edge of road with 10m c/c spacing. The approach road to these

structures shall be strengthen / constructed.

5.4.5 Community Resources The major enhancement measures identified for the community resources includes

creation of seating spaces, rehabilitation / relocation of the hand pumps / wells,

enhancement of market place and community gathering places etc. A brief

description of these measures is presented herewith.

Enhancement Design for Drinking Water Sources

A typical enhancement plans for the existing wells along the project road (which are

near to ROW) and are likely to be impacted due to the present activity has been

prepared. This includes structural rehabilitation of the wells and hand pump as well

as public water tap. To make these sources environmentally sound a typical

floriculture of the surrounding area has been proposed. This will also improve the

aesthetics of that area and road.



6.0 Budgets for EMP Many of mitigative measures suggested in the preceding chapter will include costs

related to measures incorporated into engineering design, project scheduling, site

planning and preparation of Tender Document. The cost on this account should be

covered within the construction budget and should not be seen as items of cost for

implementing Environmental Management Plan. The estimated environmental cost

considered here will include:

a) During Construction Phase • Tree Plantation

• Provision of Sanitation at Workers Colony

• Provision of air, noise and dust barrier/special screens

• Hand pump/Wells Relocation

• Dust Suppression

• Erosion Control Measures along high embankment stretches

b) During Operation Phase

• Air Pollution Monitoring

• Noise Monitoring

• Water Quality Monitoring

• Maintenance of roadside plantation

A tentative costing including items required for implementation of the suggested

mitigation measures on various environmental components has been carried out. It

is found that the total cost of the implementing these mitigation measures on

different items will be 4.208 lakhs per year. Details of cost estimation are given for

Road side plantation of 4848 plants & flowering shrubs at median in Table 6.1

Compensatory and Road Side Plantation (Two trees in lieu of each tree cut)

Trees are getting affected in widening of the proposed highway section of package

- I will result in the removal of about 1616 trees/ plants. The detail cost is worked

out &as follows-



Table 6.1 Cost Estimates Compensatory and Road Side Plantation Cost inclusive of digging pits (1m x 1m x 1m) filling with earth and sand and manure @ Rs 250/- per plant

Rs 630,500 /-

Seedlings at varying prices averaged to Rs 30/- each Rs 75,660 /-

Cost of maintenance @ Rs 50/- per plant, per annum for three years

Rs. 126,100 /-

Lump sum cost of shrubs 100% that of trees Rs. 832,260 /-

Planting flowering shrubs in median (@ 500 shrubs /km) @ Rs 250/- per plant including 2 years of maintenance

Rs. 13,506,250 /-

Total cost of roadside plantation Rs. 15,170,770 /-

Relocation of Utilities Pollution control (dust, water pollution) during construction Labour Camp sanitation Road safety Environmental Monitoring Monitoring of air quality (Rs 5000 per sample x 2 samples per day x 4 location x 3 quarters per year (excluding monsoon)

Rs 1,20,000 /-

Monitoring of noise at Rs 2000/- season Rs 8000/-

Traffic monitoring at 3 locations for 3 days continuous at Rs 5000 per location

Rs. 15,000 /-

Annual cost of ecological survey to be done after first year and once in three years

Rs. 20,000 /-

Total Rs 1,63,000

6.2 Summary of cost estimate

Table 6.2 Cost Estimates for EMP Implementation

Item Capital Cost

(Amount in Rs.) Recurring cost in

Rs per year Road side plantation 1,,664,520

Planting flowering shrubs at median (@ 500 shrubs/km)

13,506,250

Environmental Monitoring during operation

- 1,63,000

Labour Camp Sanitation 100000 (10000/toilet x 10 toilets for

200 labourers)

-

Environmental Monitoring (Construction Stage for 2

years)

326000 -

Total 15,596,770/- 1,63,000/-



Thus, for the proposed EMP, the total capital cost is 155,97 lakhs and the total

recurring cost is 1.63 lakhs per year.



7.0 Institutional Arrangement

7.1 General In order to ensure that the mitigative measures pertaining to the identified adverse

environmental impacts are carried out properly, a requisite institutional

arrangement is essential. This will help in efficient follow up in the execution of

project as per standard design guidelines, environmental regulations, standards,

policies and legal framework.

7.2 Environmental Management System (EMS) For the implementation of the project, the following organizations and their

representatives constitute the Environmental Management System (EMS): Following figure 7.1 shows the various organizations involved for the

implementation of the project.

Figure - 7.1 Institutional Arrangements

7.3 Duties of various Organizations in the EMS A Project Implementation Unit (PIU) has been set up to look after various activities

including environmental management work.

The final road design has been prepared by Design Consultant based on standard

design guidelines and environmental & 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

Representative of Funding

Agency PIU (PWD)

Design Consultant

Supervision Consultant

Contractor

Environmental Consultant/Unit

Public Participation (Stakeholders and NGOs)

PROJECT



audits of all aspects of work specified in Environmental Management Plan and will

report to the PIU.

The appointed Contractor will be responsible for undertaking all duties and 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.

An environmental specialist is needed in the project to ensure proper

implementation of the EMP. This specialist may be with the PIU set up specifically

for the project or with the Supervision Consultant. The Environmental specialist will

set up an Environmental Management Unit (EMU) that should include a few

selected staff from the PIU to assist the specialized staff in monitoring and

implementation of EMP. The EMU will supervise the felling of trees, transplantation

of trees, compensatory plantation and their maintenance according to the

recommendations made in Environmental Management Plan and approval letter of

local Forest Department. EMU will also work and apply bio-engineering techniques

on the slopes of embankment and elevated sections of the road in low lying areas

as well as in hills, if, soil erosion is acute. During post-construction phase, local

Forest Department will maintain the transplantation and compensatory plantation.

Besides, EMU will also undertake the following activities:

Follow policy, legal context and directions of local administrations,

Organizing training for members of the EMU,

Developing methods and operational tools for environmental assessment,

Conducting environmental assessment,

Ensuring internal coordination,

Negotiating with other administrators and defining priorities, and

Supervise Contractor in implementation of EMP.



7.4 Awareness & Training

7.4.1 Awareness There is limited public appreciation for how environmental issues might be

addressed during highway construction. So, formal awareness and training of PIU

(PWD) and Contractor staff plus other members of the Environmental Management

Unit at various levels is necessary. There are several agencies and training

institutes in India who organize training in environmental management. A training

organization should be selected on the basis of the area of expertise of the

particular organizations.

Training may include, but not be limited to the following:

Handling, storage and maintenance

of equipment/materials,

Construction activities in and

outside water bodies,

Blasting/welding Excavation and quarrying

Site clearance Stripping, hill cutting and

tunneling

Loading/unloading Dust suppression

Disposal of unserviceable wastes

(solid and liquid) Control of soil erosion/land slide

Analytical techniques for

assessment of air, water, effluent

and noise level

Transplantation and

compensatory plantation

including maintenance

Use of mask, glass and helmets Risks and disaster management

Health care including vulnerable

diseases like AIDS, Malaria, etc

7.4.2 Training The staff of PIU (PWD), the Contractor and the members of Environmental

Management Unit (EMU) at various levels, who are responsible for implementation

of the EMP, need to be trained on the effective implementation of mitigation

measures of the various environmental impacts. Some senior members of the PIU

will be given special training so that they can be given the responsibility of active

dissemination of the environmental issues within the rest of the organization.



7.4.2.1 Training Components

Table 7.1: Proposed Training Modules

Sr. No

Target Group Subject (s) Method

1 PIU staff,

Supervision

Consultants

Environmental

Specialists,

Environmental Overview

Environmental Regulations,

Highway Related provisions

of various acts, EIA

notifications, process and

methodology for EIA, EMPs

and their use.

Lectures

2 Managers (Env) at

PIU, Supervision

Consultant’s

Environmental

Specialists

Implementation of EMP

Planning, Design and

execution of environmental

mitigation and enhancement

measures, monitoring and

evaluation of environmental

conditions during construction

and operation.

Workshops and

Lectures

3 Managers (Env) at

PIU, Supervision

Consultant’s

Environmental

Specialists,

Contractor’s Staff

Environmentally Sound Construction Practices

Clean Highway Construction

Technology, Waste

minimization and

management in construction

processes, Pollution Control

Devices, Handling, storage

and maintenance of

equipments / materials,

Control of soil erosion,

Transplantation and

compensatory plantation

including maintenance,

Borrow Area and

Construction Camp

Seminars,

Lectures and Site

visits



Sr. No


Management, Health Care

Management, Environmental

Clauses in contract

documents and their

implications, Environmental

monitoring during

construction.

4 Managers (Env) at

PIU, Supervision

Consultant’s

Environmental

Specialists

Monitoring Environmental Performance during Construction Air, Water and Noise

Monitoring requirements and

techniques. Evaluation and

Review of Results,

Performance Indicators and

their applicability, corrective

actions possible, reporting

requirements and

mechanisms.

Lectures,

Workshops and

Seminars

5 Managers (Env) at

PIU

Long Term Environmental Issues in Highway Management Designing and implementing

environmental monitoring

procedures for air quality,

Workshops and

Seminars.



Sr. No


water quality, noise

assessment, data storage

and retrieval, and analysis,

contract documents and

environmental clauses, Risk

assessment and disaster

management

7.4.2.2 Training Institutes

There are several agencies and training institutes in India who organize training in

the above areas. Important among them are:

a) Confederation of Indian Industry (CII),

b) World Bank’s Economic Development Institute of Environment,

c) State Pollution Control Board (SPCB) / Central Pollution Control Board (CPCB),

d) Universities and Non-Government Organizations,

e) Research Institutions like:

Central Road Research Institute (CRRI),

Industrial Toxicology Research Centre (ITRC),

National Botanical Research Institute (NBRI),

Forest Research Institute (FRI), and

National Environmental Engineering Research Institute (NEERI) & others.