pre-feasibility report for pune ring road (eastern alignment)

PRE FEASIBILITY REPORT (PFR)

FOR

Pune Ring road Project (Eastern Alignment)

SUBMITTED BY

MAHARASHTRA STATE ROAD DEVELOPMENT CORPORATION LIMITED (A Govt. of Maharashtra Undertaking)

JULY 2016

PRE-FEASIBILITY REPORT FOR PUNE RING ROAD (EASTERN ALIGNMENT) JULY 2016

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MSRDC 1

Table of Contents

1. Executive Summary 2

2. Introduction of the project 4

3. Project Description 6

4. Site Analysis 19

5. Planning Brief 22

6. Proposed Infrastructure 24

7. Rehabilitation and Resettlement (R & R) Plan 25

8. Project Schedule & Cost Estimates 25

9. Analysis of proposal (Final Recommendations) 26

List of Tables

Table 1: Pune Ring Road Alignment Sections 2

Table 2 : Geometric Design Standards for Pune Ring road 13

List of Figures

Figure 1: Index Map 7

Figure 2: Location Map 8

Figure 3: Google Map 9

Figure 4: Map Showing Alternatives 11

Figure 5: Typical Cross Sections 15


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1. Executive Summary

1.1 Preamble:

Pune is the ninth-most populous city in India and the second largest in the state of Maharashtra after the

state capital city of Mumbai. Pune is also the 101st largest city in the world, by population. Situated about

560 metres above sea level on the Deccan plateau, on the right bank of the Mutha river. Pune city is the

administrative headquarters of Pune district. The traffic around Pune city has been increasing at high rate

due to industrial and other socio-economic development, thus necessitating capacity augmentation of the

existing radial routes emanating from the city. Besides, through traffic, i.e. traffic originating outside

Pune and destined outside Pune, is passing through Pune City thus overloading the intra city network and

creating traffic congestion. Therefore, to decongest the city of Pune it is essential to create a road network

for through traffic which can circumvent the city limit and pass hassle free. With this objective

Maharashtra State Road Development Corporation (MSRDC) has conceived to build a circular road

around Pune City – Pune Ring Road.

Based on various alternative alignment option study, the proposed project road shall lie Urse

(18°42'43.06"N, 73°39'1.28"E) with a junction with Mumbai-Pune Expressway (km 84), and shall meet

NH-4 (km818+200) at Khed Shivapur (18°19'22.35"N, 73°51'21.57"E) before Toll Plaza via Sortapwadi

(on NH-50).

1.2 Project Description:

The eastern part of Pune Ring Road was conceived to be built in following three parts/segments:

Part I (Appx. Length 40.98 Km) : Sortapwadi (NH-9)-Kuruli (NH-50)

Part II (Appx. Length 25.98 Km): Kuruli (NH-50) to Urse (Mumbai-Pune Expressway)

Part III (Appx. Length 34.15 Km): Khed Shivapur (NH-4) to Kanifnath – Sortapwadi (NH-9)

However based on the approved alignment corridor and expected traffic homogeneity the proposed road

has four following quadrants as given below in Table 1.

Table 1: Pune Ring Road Alignment Sections

Quadrant Road Section Design Chainage Length

(km)

From To

Q1 Mumbai-Pune Expressway to Nashik road (NH-50) 0+000 25+100 25.1

Q2 Nashik road (NH-50) to Nagar road (SH) 25+100 47+500 22.4

Q3 Nagar road (SH) to Solapur road (NH-9) 47+500 67+090 19.59

Q4 Solapur road (NH-9) to Satara road (NH-4) 67+090 101+460 34.37

Total 101.46

The project road is proposed to be of expressway standard having 6-lane with paved shoulder with

provision of future 8-laning. Hence the proposals are mostly in conformity with the provisions of

MORT&H Expressway Guidelines 2010, published by IRC.

It passes through 48 villages under 5 Talukas, viz. Maval, Khed, Haveli, Purander and Bhor.


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The estimated cost for the entire stretch of the project is Rs. 3652 Crores. Some parts of the alignment

pass through the forest land and barren land. Wherever the forest land is involved, the clearance will be

required from the Ministry of Environment, Forest and Climate Change (MoEF&CC), Government of

India.

1.3 Importance of the Project:

The traffic in and around Pune is increasing at high rate due to industrial and other socio economic

development in and around Pune City. There are many arterial roads passing through Pune city. National

Highway No. 4, 9 and 50 and some other important State Highways cross Pune city. As a result road

radiating from city in all directions needs to be widened to 4 lane to 6 lane. However vehicles which are

coming from one direction and proceeding to other direction passed through the Pune City, thereby

creating traffic problems. Such passing traffic, if diverted through road network outside the city limits, it

will solve/decongest traffic problem intra city. In absence of these peripheral connections, the load of

external floating traffic is ever increasing on the intra city road network. To overcome this problem, an

idea of Pune Ring Road is come forward.

1.4 Components of the project:

The proposed Pune Ring Road, which is entirely a green field alignment, has multi-dimensional facets

with respect to land use, physical features and road geometry. As decided by Client the project road shall

be a 6-lane highway to be developed with expressway standard with provision of future 8-lane.

Considering all these aspects the section-wise policy adopted for developing the ring road based on the

initial investigations.

Development of a highway essentially consists of two components, viz. Geometric and Structural.

Geometric improvement deals with visible dimensions of roadway and is dictated by the traffic and

economic considerations. Geometric design involves several design elements such as horizontal and

vertical alignments, sight distance considerations, cross sectional elements, lateral and vertical clearances,

intersection treatment, control of access, etc. The structural component deals with the pavement,

embankment design and structure design aspects, i.e. the ability of the highway to adequately carry and

support the vehicle / wheel loads over the design period.

The development proposals for the proposed ring road include the provision for the following major

items:

Geometric Improvements and realignments

Bypasses

Pavement

Road Junctions

Bridges and Cross-Drainage Structures

Safety and Special Problems and

Road Appurtenances

The road furniture, traffic safety features and other facilities included in the design are:

Bus Bays

Truck Lay byes

Road Markings


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Traffic Signs

Kilometre Stone Details

200m Stones and Boundary Stones

Delineators and Object Markers

Guard Post

Crash Barrier

The project will also increase transportation connectivity to NH-4 Highway, Mumbai Pune Expressway,

Pune-Solapur Highway NH-9, Pune – Nashik Highway NH-50, Pune- Nagar Road.

Along with this it is also proposed to have area development, real estate development, medical facilities,

food courts, police stations, public toilets, petrol pumps. Other planned activities include construction of

intersections/junctions, culverts and drainage works, toll plazas and ancillary structures, temporary

access, diversion roads and site location for Wet Mix Macadam Plant (WMM plant) and other road

construction related plants and establishments.

The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage yard, earth

from nearby burrow area and dumping of construction spoils at dumping sites.

2. Introduction of the project

2.1 Background information

i. Identification of project and project proponent

Project: Construction of Pune Ring Road (Eastern Alignment).

Project proponent: Maharashtra State Road Development Corporation Ltd. (MSRDC)

Brief description of nature of the project:

The proposed Pune Ring Road, which is entirely a green field alignment. The roject road shall be a 6-lane

highway to be developed with expressway standard with provision of future 8-lane.The project road

section lies between Urse on Mumbai-Pune Expressway to Khed Shivapur on NH-4. However based on

the approved alignment corridor and expected traffic homogeneity the proposed road has four quadrants

viz: Mumbai-Pune Expressway to Nashik road (NH-50), Nashik road (NH-50) to Nagar road (SH), Nagar

road (SH) to Solapur road (NH-9), Solapur road (NH-9) to Satara road (NH-4) with the total length of

about 101.46 km.

The project road is planned mostly in conformity with the provisions of MORT&H Expressway

Guidelines 2010, published by IRC. Design Standard. Considering maximum super-elevation of 5% and

friction factor (f) of 0.1 corresponding to design speed of 120kph, a minimum radius of 760m has been

kept all along the alignment. The minimum length of circular and transition curve is kept as 200m and

100m respectively. Transition curve is not provided where curve radius exceeds 4000m. Super-elevation

is calculated considering friction factor (f) of 0.035. However super-elevation is limited to 5% considering

maximum friction factor (f) of 0.1. Normal camber (-2.5%) is followed where curve radius is more than

11400m.


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ii. Need for the project and its importance to the country and or region.

Pune district is bound by Ahmednagar district on north-east, Solapur district on the south-east, Satara

district on south, Raigad district on the west and Thane district on the north-west. It is the second largest

district in the state and covers 5.10% of the total geographical area of the state. The landscape of Pune

district is distributed triangularly in western Maharashtra at the foothills of the Sahyadri Mountains and

is divided into three parts: "Ghatmatha", "Maval" and "Desh". Pimpri- Chinchwad has witnessed a rise

of about 20% in its population in the past decade. According to the 2011 census, the population of the

city is 17,29,320. As per the 2011 census, the total population of Pune district is 94.26 lakh. Pimpri-

Chinchwad is a major industrial hub and hosts one of the biggest industrial zones in Asia. As per 2011

census PCMC has population of 17,29,359 and the present population is approximately 20,00,000.

The traffic in and around Pune is increasing at high rate due to industrial and other socio economic

development in and around Pune City. There are many arterial roads passing through Pune city. National

Highway No. 4, 9 and 50 and some other important State Highways cross Pune city. As a result road

radiating from city in all directions needs to be widened to 4 lane to 6 lane. However vehicles which are

coming from one direction and proceeding to other direction passed through the Pune City, thereby

creating traffic problems. Such passing traffic, if diverted through road network outside the city limits, it

will solve/decongest traffic problem intra city. In absence of these peripheral connections, the load of

external floating traffic is ever increasing on the intra city road network. To overcome this problem, an

idea of Pune Ring Road is come forward. This proposed Ring Road is approximately 170 km road length

and divided into 4 sections. The sections I and II are relatively accessible but section III and IV are

passing through defense area, various dams, rivers and forest area. MSRDC is currently exploring the

possibilities of construction of Ring Road around Pune and Pimpri- Chichwad Corporation through Public

Private Partnership (PPP) on Design, Built, Finance, Operate and Transfer (DBFOT basis).

iii. Demand Supply Gap.

Pune ring road being infrastructure project, this aspect is not applicable.

iv. Imports vs. Indigenous production.


v. Export Possibility.


vi. Domestic / export Markets.


vii. Employment Generation (Direct and Indirect) due to the project.

Highway construction broadly encompasses the issues relevant to the process of construction and

maintenance, including the design, contracting, implementation, supervision, and maintenance of


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highways and related structures, such as bridges and interchanges. The areas covered includes public

works, private contracting of civil works, and labor-based construction techniques.

Direct employment generation: During the construction phase of the project which is likely to be

completed within 36 months, manpower will be needed to take the part in various project activities. About

8000 persons per day, which includes, skilled, semi-skilled and unskilled labours, will likely to get work.

In the post construction phase it is expected that the project will provide social benefits to about 800

people in terms of direct employment by way of better commercial and industrial development of the

area.

The project shall also induce indirect employment generation for cleaners, guards, local vendors,

operation and maintenance workers etc. Indirect employment will be both temporary and permanent.

Temporary indirect employment: Local vendors, construction material traders, electrician, plumbers

etc. will be benefitted through employment generated during construction and maintenance phase.

Permanent indirect employment: Cleaners, guards, local vendors, kiosk stalls will be benefitted through

employment generated during operation phase. The project will therefore provide employment to people

from all walks of life i.e. Construction, Building materials, Engineering, Medicine, Hospitality,

Education, Information Technology and Administration etc. The project will be beneficial for the local

communities, as it will generate employment by way of construction and reduction in pollution with better

communication. The project will benefit all the population groups and consequently not differentially or

adversely affect any groups.

3. Project Description

i. Type of project including interlinked and interdependent projects, if any.

The proposed Pune Ring Road, which is entirely a green field alignment, has Multi dimensional facets

with respect to land use, physical features and road. geometry. The project road shall be a 6-lane highway

to be developed with expressway standard with provision of future 8-lane.

ii. Location (map showing general location, specific location, and project boundary & project

site layout) with coordinates.

Based on various alternative alignment option study, the proposed projectroad shall lie Urse

(18°42'43.06"N, 73°39'1.28"E) with a junction with Mumbai-Pune Expressway (km 84), and shall meet

NH-4 (km818+200) at Khed Shivapur (18°19'22.35"N, 73°51'21.57"E) before Toll Plaza. It passes

through 48 villages under 5 Talukas, viz. Maval, Khed, Haveli, Purander and Bhor.

The Index map and the location map is given in Figure 1 & 2 respectively while the alignment on the

Google Map is given in Figure - 3


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Figure - 1


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Figure - 2


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Figure - 3


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iii. Details of alternate sites considered and the basis of selecting the proposed site, particularly

the environmental considerations gone into should be highlighted.

Multiple alignment options were studied right from the inception of the project. As a part of the Inception

Report, alignment options study report was submitted describing the methodology adopted to choose the

most techno-economically feasible alignment. The options were discussed and presented in various

forums conducted. In the Steering Committee meeting held on 14 September 2015, the alignment option

“B” as suggested by Consultant in the Revised Inception Report was approved with suggested

modifications. Detailed Alternative alignment analysis is carried out as given in Figure 4. This PFR is

prepared as per selected alignment.

Alignment A

1. The alignment passes through defence area near Ghorawadi Railway Station and at forest land

near Mumbai Pune Expressway where it requires 3.40 km long tunnel (Node B1-B2) and also it

passes through 7.40 km long tunnel near Wadachi Wadi as alignment passes through hill section

(Node B7-B8).

2. It crosses Mula-Mutha River and Indrani River at five locations where major bridges are proposed

and one minor bridge for Canal crossing. At three locations ROB is required where it crosses

existing level crossings.

3. The land use is mostly barren land i.e. 46%, agricultural land is of 45% and around 9% of forest

area. Around 364 nos. of permanent structures will be affected along this alignment

Alignment B


near Mumbai Pune Expressway where it requires 3.40 km long tunnel (Node A1-A2) and also it

passes through 9.50 km long tunnel near Kanifnath temple road as alignment passes through hill

section (Node A7-A8).

2. It crosses Mula-Mutha River and Indrani River at four locations where major bridges are

proposed and one minor bridge for Canal crossing. At three locations ROB is required where it

crosses existing level crossings. (Mumbai-Pune, Pune-Solapur, Pune-Kolhapur Railway lines)

3. The land use is mostly agricultural i.e. 62%, barren land is of 28% and around 10% of forest area.

Around 833 nos. of permanent structures will be affected along this alignment

Alignment C


near Mumbai Pune Expressway where it requires 3.40 km long tunnel (Node C1-C2) and also it

passes through 9.30 km long tunnel near Kanifnath temple road as alignment passes through hill

section (Node C7-C8).

2. It crosses Mula-Mutha River and Indrani River at six locations where major bridges are proposed

and one minor bridge for Canal crossing. At three locations ROB is required where it crosses

existing level crossings.

3. The land use is mostly agricultural i.e. 79%, barren land is of 17% and around 5% of forest area.

Around 467 nos. of permanent structures will be affected along this alignment.

.


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Figure - 4


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iv. Size or magnitude of operation

The development proposals for the proposed ring road include the provision for the following major items:

Geometric Improvements and realignments

Bypasses

Pavement

Road Junctions

Bridges and Cross-Drainage Structures

Safety and Special Problems and

Road Appurtenances

The road furniture, traffic safety features and other facilities included in the design are:

Bus Bays

Truck Lay byes

Road Markings

Traffic Signs

Kilometre Stone Details

200m Stones and Boundary Stones

Delineators and Object Markers

Guard Post

Crash Barrier

Along with this it is also proposed to have area development, real estate development, emergency landing

of plane, medical facilities, food courts, police stations, public toilets, petrol pumps.

Other planned activities include construction of intersections/junctions, culverts and drainage works, toll

plazas and ancillary structures, temporary access, diversion roads and site location for Wet Mix Macadam

Plant (WMM plant) and other road construction related plants and establishments.

The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage yard,

earth from nearby burrow area and dumping of construction spoils at dumping sites.

Besides, to do away with the necessity of funds require for acquisition of expensive land for the project

road and to eschew social unrest expected as a consequence to land acquisition, land pooling model has

been envisaged in this project. In this scheme, land will be readjusted to assemble small rural land parcels

into a large land parcel, provide it with infrastructure in a planned manner and return the reconstituted

land to the owners, after deducting the cost of the provision of infrastructure and public spaces by the sale

of some of serviced land. In the subsequent stage, all necessary surveys shall be conducted to assess the

market demand and gap analysis will be done to maximize the potential of the land pool scheme and

increase the benefit/cost ratio of the project.

Based on the preliminary discussion held, it was indicated that the land pooled under saleable component

shall be developed along the vicinity of the Pune Ring Road to leverage maximum real estate value and

well as incorporate the growing demand in future in cohesion with the larger Pune metropolitan

masterplan region boundary.


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The proposed Ring Road will accommodate traffic from the arterial roads and the major highways

connecting Pune city.

v. Project description with process details (a schematic diagram/ flowchart showing the

project layout, components of the project etc. should be given)

The proposed Pune Ring Road, which is entirely a green field alignment, has Multi dimensional facets

with respect to land use, physical features and road. geometry. The project road shall be a 6-lane highway

to be developed with expressway standard with provision of future 8-lane.

Development of a highway essentially consists of two components, viz. Geometric and Structural.

Geometric improvement deals with visible dimensions of roadway and is dictated by the traffic and

economic considerations. Geometric design involves several design elements such as horizontal and

vertical alignments, sight distance considerations, cross sectional elements, lateral and vertical clearances,

intersection treatment, control of access, etc. The structural component deals with the pavement,

embankment design and structure design aspects, i.e. the ability of the highway to adequately carry and

support the vehicle / wheel loads over the design period.

Design Standards for major features of Main Carriageway of Pune Ring Road have been extracted from

Expressway Guidelines standards conforming to design speeds 120kmph. While for the service roads,

wherever provided, shall have major roadway components conforming to the standards of IRC: SP-84-

2014 corresponding to design speed of 80kmph for plain terrain. The adopted standards are presented in

Table 2.

Table 2 : Geometric Design Standards for Pune Ring road

Sr.

No.

Description Standards Adopted

Pune Ring Road Service Road

1 Design speed 120kmph 80kmph

2 Proposed ROW 110m

3 Roadway

i. Lane width

ii. Paved shoulder on outer side

iii. Outer Verge width

iv. Cross slope in lanes and paved

shoulders

v. Cross slope in Cement Concrete

Surfacing

vi. Cross slope in earthen shoulders

3.75m

3.0m (including

0.5m edge strip)

1.5 m

2.5%

2.5%

3.0%

3.5m

Nil

Nil

2.5%

2.5%

3.0%

4 Edge strip kerb shyness

i. Median side

0.75m 0.5m

5 Side walk - 2.0m

6 Utility Corridor 2.0 m -

7 Sight distance

i. Desirable Minimum

ii. Safe Stopping Distance

iii. Decision Sight Distance

-

250m

360m

-

360m

180m

8 Horizontal curvature

i. Requiring no super elevation

11400 m

1800 m


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ii. Absolute minimum for 120 kmph

iii. Absolute minimum for 100 kmph

iii. Absolute minimum for 80 kmph

760 m

-

-

-

400 m

300m

9 Maximum Super elevation 5% 5%

10 Rate of change of super elevation 1 in 200 1 in 150

11 Vertical Alignment

Minimum distance between PVI

- 150m

12 Gradient: Ruling and Limiting 3.0% 3.33% &

5.0%

13 Minimum length of vertical curve 100m 60m

14 Maximum grade change not requiring vertical

curve

0.5% 0.5%

15 Vertical clearance to road bridge over road 5.0 m 5.0m

16 Vertical Clearance to road bridge over rail 6.75m 6.75m

17 Embankment slope

In normal section

In pitching proposed sections

In high embankment (>3m)

2H: 1V

1.5H: 1V

3.0H: 1V

2H: 1V

1.5H: 1V

3.0H: 1V

As Pune Ring Road is conceived to be built as an expressway with access controlled facility, hence all

minor junctions are proposed to be grade separated by a Vehicular / Light Vehicular Underpass, as

deemed necessary. For major junctions, interchanges are proposed. Interchanges are proposed at the

junction of Pune Ring Road with the following major roads:

Mumbai – Pune Expressway – Design Ch. 0+000

NH-50 (Pune-Nasik Highway) – Design Ch. 25+650

NH-9 (Pune – Solapur Highway) – Design Ch. 66+520

NH-4 (Pune – Bengaluru Highway) – Design Ch. 100+905

Besides, there are 33 minor intersections which have been proposed to be grade separated by Vehicular /

Light Vehicular Underpasses. There are 5 minor bridges, 5 major bridges and 2nos. of viaducts and

8090m of tunnel on the project road. While the bridges and structures are proposed to be of 8-lane

configuration, twin tunnel of each 3-lane configuration has been proposed. All the structures and tunnel

has been proposed to meet the Expressway standard.

Typical Cross Section of the proposed ring road alignment are presented in Figure 4.


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Figure 4 – Typical Cross Sections


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vi. Raw material required along with estimated quantity, likely source, marketing area of final

product/s, Mode of transport of raw Material and Finished Product.

The construction material requirement in approximate view per kilometre is as below:

1. Earth work- 60,000 MT/ km

2. Stone ballast-8000 MT/ km

3. Grit- 6000 MT/ km

4. Cement Concrete- 50,000 MT/km

Most of the material transport will be by road. The raw material like earth, stones and grits will be

sourced from nearby quarry locations to be identified along the project corridor. The cement

concrete will be made available from the various RMC plants to be located along the project

corridor. Alternatively the material available from the cutting of hills and tunnels will be reutilized

in the proposed road development.

vii. Resource optimization/ recycling and reuse envisaged in the project, if any, should be

briefly outlined.

The top soil from the road construction will be stacked and reutilized for green belt development. The

material available from the cutting operation in hilly terrain will be utilized for road construction.

viii. Availability of water its source, Energy/ power requirement and source should be given.

Water: 90 lpcd will be required for onsite workers, while water for expressway construction and

sprinkling for dust suppression will also be needed. Approximately 500 KL of water would be required

for daily uses in labour camps. The water shall be obtained from nearby surface/ ground water with prior

consent.

Power: LSD D.G sets shall be used for power for onsite construction and labour camps, wherever grid

power supply is not available.

ix. Quantity of wastes to be generated (liquid and solid) and scheme for their

Management/disposal.

Wastes generated within the site would be of food items, paints, cement, grit, bitumen, tar, cement,

concrete, oil & grease etc. Dry and wet wastes shall be segregated and collected separately. The wet west

will be bio composted onsite. While other waste will be disposed off according to MoEF&CC regulations.


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x. Schematic representations of the feasibility drawing which give information of EIA

purpose.

4. Site Analysis

The proposed project road shall lie Urse (18°42'43.06"N, 73°39'1.28"E) with a junction with Mumbai-

Pune Expressway (km 84), and shall meet NH-4 (km818+200) at Khed Shivapur (18°19'22.35"N,

73°51'21.57"E) before Toll Plaza. It passes through 48 villages under 5 Talukas, viz. Maval, Khed,

Haveli, Purander and Bhor.

The project road runs mostly through plain and rolling terrain. At some stretches it passes through hills

where tunnel is proposed. The project road is predominantly passing through agricultural and barren land

except in 10% of the stretch where it is passing through forest area.

i. Connectivity

The proposed road will connect the Pune and Pimpri - Chinchwad area with various interconnecting roads.

This project will be also be interconnecting the arterials road around Pune city Viz- Pune Mumbai

Expressway, Pune Nashik Highway (NH-50), Pune- Nagar Road, Pune-Solapur Road (NH9) and Pune –

Satara Road (NH4).


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ii. Land Form, Land use and Land ownership

The proposed Pune Ring Road, which is entirely a green field alignment, has multi dimensional facets

with respect to land use, physical features and road geometry. The project road runs mostly through plain

and rolling terrain. At some stretches it passes through hills where tunnel is proposed. The project road is

predominantly passing through agricultural and barren land except in 10% of the stretch where it is

passing through forest area. The proposed road corridor shall cross Indrayani river five times while it

shall cross Mula Mutha river once. Beside various village roads, the project corridor shall cross the

following National Highways (NH):

Pune-Nasik Highway (NH-50)

Pune - Solapur Highway (NH 09)

Pune - Bengaluru Highway (NH 04)

Mumbai – Pune Highway (Old NH-4)

It shall also cross the following State Highways and Old NH.

Talegaon Chakan(SH-55)

Talegaon Chakan MIDC Road

Alandi-Chakan Road (SH-129)

Alandi-Lonikand Road (SH-116)

Pune Ahmednagar HIghway (MSH 5)

Kesnand Wadebolai Road (SH 68)

Pune Saswad Road (SH 120)

iii. Existing land use pattern (agriculture, non-agriculture, forest, water bodies(including area

under CRZ)), shortest distances from the periphery of the project to periphery of the

forests, national park, wildlife sanctuary, eco-sensitive areas, water bodies (distance from

the HFL of the river), CRZ. Incase of notified industrial area, a copy of the Gazette

notification should be given.

The land use of the land acquired for the purpose of construction of ring road is mainly agriculture and

barren land. About 10% length of the alignment is passes through forest. Although, there is no habitation

along the alignment ring road, however, there are several villages and settlements located in the vicinity.

The number of villages located along project stretch is given below.

1 Parandwadi 13 Vitthal Nagar 25 Markal 37 Alandi Mhatobachi

2 Urse 14 Talwade 26 Golegaon 38 Lonikalbhor

3 Talegaon Dabhade 15 Nighoje 27 Bhavadi 39 Wadaki

4 Vadgaon 16 Moi 28 Lonikand 40 Holkarwadi

5 Katvi 17 Kuruli 29 Bakori 41 Handewadi

6 Ambi 18 Chimbali 30 Dongargaon 42 Wadachiwadi

7 Varale 19 Kelgaon 31 Vadebolhai 43 Askarwadi

8 Akurdi 20 Alandi 32 Gavadewadi 44 Patharwadi

9 Nanoli 21 Charholi (kh.) 33 Biwari 45 Gogalwadi

10 Induri 22 Dhanore 34 Peth 46 Velu

11 Yelwadi 23 Solu 35 Koregaon-Mul 47 Kasurdi

12 Dehu 24 Pimpalgaon 36 Sortapwadi 48 Shivare


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Water Bodies:

The proposed ring road is crossing the Indrayani River at four locations and the Mula-Mutha river at one

location. At all these fiver river crossings major bridge is proposed. Besides at other minor channel and

canal crossings minor bridges are proposed.

Sanctuaries and Wildlife Parks:

There are no sanctuaries and wild life parks within 10 km radius of the proposed ring road.

iv. Existing Infrastructure.

The proposed route is connected and approached through State highways and National Highways besides

various village roads.

The project route is having various prestigious industrial projects in the vicinity viz., Hinjewadi MIDC

IT part, Chakan MIDC, Shirval Industrial Area, Talegaon MIDC Area, Chinchwad MIDC..

The proposed project route is also having well rail transport in existence. Pune Railway station is around

12 km from the road alignment. Pune Airport is at 9 km from the alignment.

v. Soil Classification

The soils of the district are the weathering products of Basalt and have various shades from grey to black,

red and pink colour. The soils occurring in the district are classified in the four categories namely lateritic

black soil (Kali), reddish brown soil (Mal), coarse shallow reddish black soil (Koral), medium light

brownish black soil (Barad). In general the soils are very fertile and suitable for growing cereal and pulses.

vi. Climatic data from secondary sources.

Pune has a hot semi-arid climate bordering with tropical wet and dry with average temperatures ranging

between 20 to 28 °C. Pune experiences three seasons: summer, monsoon, and winter. Typical summer

months are from February to May, with maximum temperatures ranging from 30 to 38 °C. The warmest

month in Pune is April; although summer doesn't end until May, the city often receives heavy

thundershowers in May. Even during the hottest months, the nights are usually cool due to Pune's high

altitude.

The monsoon lasts from June to October, with moderate rainfall and temperatures ranging from 22 to 28

°C. Most of the 722 mm of annual rainfall in the city falls between June and September, and July is the

wettest month of the year. Hailstorms are also common in this region.

Winter begins in November; November in particular is referred to as the Rosy Cold. The daytime

temperature hovers around 28 °C while night temperature is below 10 °C for most of December and

January, often dropping to 5 to 6 °C.


MSRDC 22

MSRDC 22

vii. Social Infrastructure available.

Basic social infrastructure is not well developed along the route. The villages on the proposed route have

primary health care facilities, basic education, markets, police station, transportation, roads etc. Pune is

considered the cultural capital of Maharashtra. Since the 1950s and 1960s, Pune has a traditional old-

economic base. Most of the old industries continue to grow. The city is also known for its manufacturing

and automobiles industries, as well as for research institutes of information technology (IT), education,

management and training, which attract migrants, students, and professionals from India, South East Asia,

the Middle East, and Africa. Pune is also one of the fastest growing cities in the Asia-Pacific region. The

‘Mercer 2015 Quality of Living rankings’ evaluated local living conditions in more than 440 cities around

the world where Pune ranked at 145, second in India after Hyderabad(138). It also highlights Pune among

evolving business centers and emerging 9 cities around the world with citation "Hosts IT and automotive

companies.

5. Planning Brief

i. Planning Concept (type of industries, facilities transportation etc) Town and Country

Planning/Development authority Classification

The proposed ring road is a divided arterial highway intended for traffic with full control of access and

provided with grade separators at intersection. Other planned activities include construction of

intersections/junctions, culverts and drainage works, toll plazas and ancillary structures, temporary

access, diversion roads and site location for WMM plant and other road construction related plants and

establishments. The offsite work includes, quarrying from nearby quarry sites, labour camps, material

storage yard, earth from nearby burrow area and dumping of construction spoils at dumping sites.

ii. Population Projection

The population of the Pune urban agglomeration had been around 4,485,000 in 2005. The migrating

population rose from 43,900 in 2001 to 88,200 in 2005. According to the Pune Municipal Corporation,

40% of the population lived in slums in 2001. The sharp increase in censorial decade of 1991–2001 can

be attributed to the absorption of 38 fringe villages into the city.

In construction phase there will be influx of people in the project area, which includes, skilled, semi-

skilled and unskilled labours. In the post construction phase it is expected that the project will provide

social benefits to people in terms of direct employment by way of better commercial and industrial

development of the area. Also other than this area development and entertainment centres it is expected

the influx of employees and residents.

iii. Land use planning (breakup along with green belt etc).

The project road shall be a 6-lane highway to be developed with expressway standard with provision of

future 8-lane. The land required for accommodating the area for RoW i.e. 1110 Ha. The RoW will also

cover toll plaza, emergency services, green belt and other related components. The green belt

development as per Indian Road Congress Guidelines (IRC: SP: 21-2009) and the Ministry of Road

Transport & Highways (MORTH) Green Highways (Plantation, Transplantation, Beautification &

Maintenance) Policy-2015. Compensatory plantation will be a part of Environment management plan to

be prepared for this project.


MSRDC 23

MSRDC 23

iv. Assessment of Infrastructure Demand (Physical & Social).

Infrastructure: The infrastructure required is office, store and shelter for workers. And it will be

provided at project site.

Water: Water for drinking, dust suppression & plantation purpose water will be required & drawn from

the nearby water bodies by tankers with prior permissions.

Workers: Most of the workers will be from nearby location. Temporary labour camps will be provided

with drinking and sanitation facilities at appropriate locations along the project road

Landscaping & Green belt development: As per IRC: SP: 21-2009 and MORTH Green Highways

(Plantation, Transplantation, Beautification & Maintenance) Policy-2015, it is mandatory to have

plantation along the highways. The plantation will be proposed stick to the guidelines and policy. It is

proposed that 250 sapling will be planted as on an area of 0.25Ha along the boundary. A number of

species will be planted suitable to this area of climate conditions like indigenous Neem, Mango, Pipal,

Wad, Jamun etc. The general benefits of plantations are;

Reduction in Heat Island,

Plantation of herbs, shrubs and trees will create three tier which will reduce the impacts of air

pollution and dust as trees and shrubs are known to be natural sink for air pollutants

It will provide much needed shade on glaring hot roads during summer

It will reduce the impact of ever increasing noise pollution caused due to increase in number of

vehicles

Moderating the effect of wind and incoming radiation

Grass plantation on the embankment slopes will reduce soil erosion and cutting

Rumbling sound of vehicle leads to sleeping hence sound barrier

Prevention of glare from the headlight of incoming vehicles

Enhancement of Bio-diversity,

Compensatory tree plantation,

Fruit bearing plants can generate local economy,

Enhance Greenery and Aesthetics along the 744 kms stretch.

Health and safety system: During the construction phase and allied activities, all the precautionary

measures shall be taken into account as per mines rules & regulations for safety & security.

Disaster management and risk assessment: There is a possibility of incidents like bank caving, flooding

& drowning during the monsoon. Detailed emergency plan in consultation with Risk and Hazard Expert

and project manager will be prepared and submitted during EIA.

v. Amenities/Facilities.

Amenities and Facilities: Basic amenities such as toilets for both men and women and clean drinking

water will be provided to the workers. A temporary restroom will also be erected for resting. First aid kits

and PPE will be provided to the employees while imparting knowledge about its usage.


MSRDC 24

MSRDC 24

6. Proposed Infrastructure

i. Industrial Area (Processing Area).

The city is also known for its manufacturing and automobiles industries, as well as for research institutes

of information technology (IT), education, management and training. MIDC at Hinjewadi, Chakan

Talegaon, Chinchwad are located in project vicinity. No new Industrial area is proposed in the project

conceptualization.

ii. Residential Area (Non Processing Area).

Its conceptualized that based on preliminary calculation there shall be 5 discrete township (each of 370

ha) which can be theme based i.e. Transit oriented and functional SMART city parameters governing

which shall be assessed post a detail market demand survey which shall be conducted in the later stages

of the study. Under the MASTER DEVELOPER model the competent authority that provide trunk

infrastructure further follow bundling and unbundling of land assets for inviting private developer to do

construction according to proposed master plan development guidelines.

It is also proposed to have better connectivity to existing tourism / tourist’s places. Also along

development of entertainment centres like theme parks, hotels, resorts, recreational activities near water

resources, shopping centres etc.

iii. Green Belt.

Plantations shall be done on either side of the road, as well as on the median, by MSRDC after the

completion of project. Forest clearance will be obtained from MoEF&CC. Compensatory Afforestation

will be prepared.

iv. Social Infrastructure.

It is anticipated that toll booths, temporary camps and rain water harvesting structures along with

supporting drains shall come up along the alignment. Also it is proposed that 5 townships each of 370 ha

shall be developed with facilities like Hospitals, Food Courts, Institutions, police stations, public toilets,

petrol pumps, fire station etc on the smart city concept.

v. Connectivity (Traffic and Transportation Road/ Rail/ Metro/ Waterways etc)

The proposed road will connect the Pune and Pimpri - Chinchwad area with various interconnecting roads.

This project will be also be interconnecting the arterials road around Pune city Viz- Pune Mumbai

Expressway, Pune Nashik Highway (NH-50), Pune- Nagar Road, Pune-Solapur Road (NH9) and Pune –

Satara Road (NH4).

The proposed project route is also having well rail transport in existence. Pune Railway station is around

12 km from the road alignment. Pune Airport is at 9 km from the alignment.


MSRDC 25

MSRDC 25

vi. Drinking Water Management (Source & Supply of water)

Water at 90 lpcd shall be required for construction and operational workers. Drinking water will be

provided in camps through bore wells/ water tankers with prior consent. It is expected that about 500

KLD water will be required for resident construction workers.

vii. Sewerage System

Mobile toilets and soak pit shall be provided for construction and operational workers. In operation phase

the waste water management system like proper sewerage system and STPs will be provided.

viii. Industrial Waste Management

Waste management during construction and operational phase shall be done as per MoEF&CC norms.

Hazardous waste will be dealt with due care following the Hazardous Waste Management Rules and

Regulations 2008.

ix. Solid Waste Management

Municipal Solid Waste is expected to be generated from proposed Township and its facilities. Waste

management during construction and operational phase shall be done as per MoEF&CC norms. Organic

and inorganic wastes will be segregated and disposed off as per SWM rules and regulations.

x. Power Requirement & Supply / source

Power requirement during construction phase will be met with LSD D.G sets in case of non-availability

of electric supply. For operational phase, electrical supply will be used wherever available.

7. Rehabilitation and Resettlement (R & R) Plan

i. Policy to be adopted (Central/State) in respect of the project affected persons including

home oustees, land oustees and landless laborers (a brief outline to be given).

Most of the land coming under the project area is agricultural and barren land. Along with this the

alignment passing through forest land and inhabited area. The land required for the construction will be

acquired by MSRDC before the start of construction work. R&R plan will be prepared as per

Rehabilitation policy of Maharashtra and will be submitted in EIA.

8. Project Schedule & Cost Estimates

i. Likely date of start of construction and likely date of completion

The project shall start its construction work as and when DPR is finalized and will get Environmental

clearance from state level MoEF&CC and State Government. The completion period of the project

construction is estimated about 36 months.


MSRDC 26

MSRDC 26

ii. Estimated project cost along with analysis in terms of economic viability of the project.

The estimated cost of the project is approximately Rs. 3652 Crores.

9. Analysis of proposal (Final Recommendations)

(i) Financial and social benefits with special emphasis on the benefit to the local people

including tribal population, if any, in the area.

The project will have multiple benefits. It will reduce the travel time substantially. In addition the

improved road will provide other benefits like proposed activity improves the economic status of the

village people along project area. Overall improvement will be expected in terms of;

1. Development and improvement in transportation infrastructure facility will connect villages with

the Pune City.

2. Improved infrastructure facilities

3. Better approach to Medical & Educational services and quick transportation of perishable goods

like fruits , vegetables and dairy products and

4. Drinking water facility

5. Development of local agriculture and handicrafts

6. Development of tourism and pilgrimage

7. Vocational and skill development training for youth

8. Opening up of opportunities for new occupations

9. Improved quality of life for people and so on.

10. Transporting, processing and marketing of agricultural products

11. Fast and safe connectivity resulting in savings in fuel, travel time and total transportation cost to

the society

12. Reduction in accidents

13. Reduction in pollution

14. Proposed Tree Plantation along the road side, green pockets alongside of the alignment will have

social benefits to the nearby people

15. The proposed ring road will have infrastructural Launchpad.

16. Along with this it is also proposed to have area development, real estate development, medical

facilities, food courts, police stations, public toilets, petrol pumps. This will definitely add value

in the social and financial benefits in the region

17. Indirect and direct employment opportunity to people from all skilled, semiskilled and unskilled

streams will act as social benefits

It is assumed that the overall project will boost socio-economic development in the entire Pune region.

pre-feasibility report for pune ring road (eastern alignment)

Documents