ENVIRONMENTAL IMPACT ASSESSMENT (EIA) FOR

PROPOSED BUS – BASED RAPID TRANSIT SYSTEM (BRTS) FOR PCMC

PIMPARI – CHINCHWAD

DISTRICT : PUNE , MAHARASHTRA

PROPOSED BY

PIMPARI – CHINCHWAD MUNCIPAL CORPORATION [PCMC]

July 2011 Revision 11 EIA Study for proposed BRTS Table of Content

CONTENTS

CONTENTS ...... iii CHAPTER 1-INTRODUCTION...... 1 1.1 PREAMBLE...... 1 1.3 METHODOLOGY OF THE STUDY...... 2 CHAPTER 2 -PROJECT DESCRIPTION...... 4 2.1 INTRODUCTION...... 4 2.2 PROFILE OF THE CITY ...... 4 2.2.1 Historical Background ...... 4 2.2.2 City’s Growth ...... 4 2.3 VEHICULAR GROWTH AND COMPOSITION...... 5 2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP)...... 7 2.5 PROPOSED BRT SYSTEM ...... 8 2.5.1 Kalewadi Phata to Dehu-Alandi road ...... 10 2.5.2 Nashik Phata to Wakad ...... 11 2.5.3 Proposed Structures along the Corridors ...... 12 2.5.4 Design of Corridors ...... 17 2.5.5 Location of Bus Stops ...... 17 2.5.6 Typical Street Sections & Bus Stop Design ...... 17 2.6 TRAFFIC STUDIES ...... 23 CHAPTER 3- BASELINE ENVIRONMENTAL QUALITY...... 24 3.1 INTRODUCTION...... 24 3.2 SCOPE OF BASELINE STUDIES...... 24 3.3 AIR ENVIRONMENT...... 26 3.3.1 Climate of PCMC ...... 26 3.3.2 Ambient Air Quality ...... 29 3.4 NOISE ENVIRONMENT...... 32 3.5 TRAFFIC STUDIES ...... 34 3.6.1 Hydrogeology ...... 45 3.7 LAND ENVIRONMENT...... 46 3.7.1 Physiography ...... 46 3.7.2 Relief & Drainage ...... 46 3.8 GEOLOGY ...... 47 3.9 SEISMOLOGY...... 50 3.10 LAND USE...... 51 3.11 SOIL ...... 54

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3.12 BIOLOGICAL ENVIRONMENT ...... 57 3.13 SOCIO ECONOMIC ENVIRONMENT...... 57 3.13.1 Demographic Profile ...... 57 3.13.2 Structures on the Route ...... 59 3.14 ANALYSIS OF ALTERNATIVES ...... 59 3.14.1 THE BRT PROJECT ...... Error! Bookmark not defined. 3.14.2 “WITH” AND “WITHOUT” PROJECT SCENARIO ...... 60 CHAPTER 4 IMPACT ASSESSMENT...... 64 4.1 INTRODUCTION...... 64 4.2 POLLUTION SOURCES ...... 64 4.3 IDENTIFICATION OF IMPACTS ...... 65 4.4 AIR ENVIRONMENT...... 67 4.4.1 Construction Phase ...... 67 4.4.2 Functional Phase ...... 69 4.5 NOISE ENVIRONMENT...... 70 4.5.1 Construction Phase ...... 70 4.5.2 Functional Phase ...... 73 4.5.2.1 Impact on receptors along the corridor ...... 75 4.6 IMPACT ON TRAFFIC ...... 75 4.7 IMPACT ON WATER RESOURCES ...... 75 4.7.1 Construction Phase ...... 75 4.7.2 Functional Phase ...... 76 4.8 IMPACTS ON LAND ENVIRONMENT...... 76 4.8.1 Land Use & Aesthetics ...... 76 4.8.2 Topography & Geology ...... 77 4.8.3 Soil ...... 77 4.8.3.1Construction Phase ...... 77 4.9 WASTE DISPOSAL...... 78 4.9.1 Construction Phase ...... 78 4.9.2 Functional Phase ...... 78 4.10 BIOLOGICAL ENVIRONMENT ...... 78 4.10.1 Construction Phase ...... 78 4.10.2 Functional Phase ...... 79 4.11 SOCIO-ECONOMIC ENVIRONMENT...... 79 4.11.1 Job Opportunity ...... 79 4.11.2 Improvement of Infrastructure Facilities ...... 79 4.11.3 Wider Economic Growth ...... 80

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4.11.4 Transportation ...... 80 4.11.5 Transient Labour Population ...... 80 4.11.6 Resettlement & Rehabilitation Issues ...... 80 4.12 SUMMARY OF IMPACTS ...... 80 CHAPTER 5- COMMUNITY PARTICIPATION CONSULTATION AND DISCLOSURE ...... 84 5.1 Consultation ...... 84 5.1.1 Objective of the Consultation ...... 84 5.1.2 Methods of Public Consultation ...... 85 5.2 Findings of the Community Consultations ...... 85 5.3 Consultation with Government Officials ...... 86 5.4 Findings of Public Consultation – Design of Empire Estate Flyover ...... 86 5.4.1 Solution and Changes in design ...... 86 5.5 Continuation of Public Consultations ...... 87 CHAPTER 6- ENVIRONMENTAL MANAGEMENT PLAN ...... 88 6.1 INTRODUCTION...... 88 6.2 AIR ENVIRONMENT...... 88 6.2.1 Construction Phase ...... 88 6.2.2 Functional Phase ...... 90 6.3 NOISE ENVIRONMENT...... 90 6.3.1 Construction Phase ...... 90 6.3.2 Functional Phase ...... 90 Noise barriers location on Nashik Phata to Wakad BRTS Corridor...... 91 6.4 WATER RESOURCES...... 91 6.4.1 Construction Phase ...... 91 6.4.2 Functional Phase ...... 92 Storm Water Management: ...... 92 6.5 Impacts on Land Environment ...... 92 6.5.1 Construction Phase ...... 92 6.5.2 Functional Phase ...... 93 6.6 Biological Environment ...... 93 6.6.1 Construction Phase ...... 93 6.6.2 Functional Phase ...... 94 6.7 IMPLEMENTATION SCHEDULE OF MITIGATION MEASURES ...... 96 6.8 ENVIRONMENTAL MANAGEMENT SYSTEM & MONITORING PLAN ...... 96 6.8.1 Environmental Management Cell ...... 96 6.8.2 Environmental Monitoring ...... 99

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6.8.3 Awareness & Training ...... 102 6.8.4 Environmental Audits & Corrective Action Plans ...... 102 6.8.5 Budget Provision for EMP ...... 108 6.8.6 SAFETY MEASURES ...... 109 6.8.6.1 Amenities ...... 109 ANNEXURE I...... 111 ANNEXURE II ...... 112 ANNEXURE III...... 113 ANNEXURE IV ...... 152 ANNEXURE V [A]...... 157 ANNEXURE V [B]...... 160 ANNEXURE VI ...... 163 ANNEXURE VII...... 174

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LIST OF TABLES

TABLE 2.1: VEHICLE REGISTRATION DETAILS IN PCMC AREA...... 5 TABLE NO. 2.2: NEW REGISTRATIONS OF VEHICLES IN PCMC...... 7 TABLE NO. 2.3: PROPOSED BRTS...... 9 TABLE NO. 2.4: LIST OF STRUCTURES ALONG THE CORRIDOR ...... 14 TABLE NO. 2.5: LIST OF STRUCTURES ALONG THE CORRIDOR ...... 15 TABLE 3.1: BASELINE DATA GENERATION ...... 25 TABLE 3.2: AMBIENT AIR QUALITY RESULTS ...... 29 TABLE 3.3: NATIONAL AMBIENT AIR QUALITY STANDARDS (NAAQS) ...... 31 TABLE 3.4: NOISE MONITORING RESULTS...... 33 TABLE 3.5: AMBIENT NOISE QUALITY STANDARDS ...... 34 TABLE 3.6: LOCATIONS AND SCHEDULE OF OUTER CORDON COUNTS ...... 35 TABLE 3.7: LOCATIONS AND SCHEDULE OF COUNTS ON MAJOR ARTERIAL NETWORK OF PCMC...... 35 TABLE 3.8: LOCATIONS OF TURNING MOVEMENT SURVEYS...... 36 TABLE 3.9: SUMMARY OF TRAFFIC COUNTS AT OUTER CORDON POINTS ...... 37 TABLE 3.10: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT OUTER CORDON POINTS ...... 38 TABLE 3.11: SUMMARY OF MID-BLOCK COUNTS ON MAJOR ARTERIALS...... 39 TABLE 3.12: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT MID- BLOCK COUNT LOCATIONS...... 40 TABLE 3.13: WATER SAMPLING LOCATIONS...... 41 TABLE 3.14: WATER SAMPLE ANALYSIS OF INDRYANI RIVER & NALA NEAR MUNICIPAL CORPORATION BOUNDARY...... 43 TABLE 3.15: CHEMICAL ANALYSIS OF GROUND WATERS, NEAR CORRIDOR AREA 44 TABLE 3.16: PCMC LAND USE AREAS...... 52 TABLE 3.17: SOIL CHARACTERISTICS - NASHIK PHATA TO WAKAD BRT CORRIDOR ...... 56 TABLE 3.18: SOIL CHARACTERISTICS - KALEWADI PHATA TO CHIKHALI BRT CORRIDOR ...... 56 TABLE 3.19: LIST OF FLORA AND FAUNA...... ERROR! BOOKMARK NOT DEFINED. TABLE 3.20: POPULATION PROJECTIONS FOR THE NEXT 20 YEARS...... 57 TABLE 4.1: POLLUTANT SOURCES & CHARACTERISTICS...... 65 TABLE 4.2: IDENTIFICATION OF IMPACTS (CONSTRUCTION & FUNCTIONAL PHASE) ...... 66 TABLE 4.3: PARTICULATE EMISSION RATE IN KG PER HOUR FOR DIFFERENT MOISTURE AND SILT CONTENT...... 68 TABLE 4.4: EMISSIONS IN LB PER VEHICLE KILOMETRE FOR DIFFERENT SOIL PERCENTAGES AND VEHICLE WEIGHT ...... 69 TABLE-4.5: EMISSION FACTORS FOR DIFFERENT VEHICLES ...... 70

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TABLE 4.6: NOISE LEVELS GENERATED FROM CONSTRUCTION EQUIPMENT ...... 71 TABLE 4.7: SUMMARY MATRIX OF PREDICTED IMPACTS DUE TO PROPOSED PROJECT...... 80 TABLE 6.1: FUGITIVE DUST CONTROL MEASURERS ...... 89 TABLE 6.2: SUGGESTED PLANT SPECIES - GREEN BELT AREA ...... 95 TABLE 6.3: IMPLEMENTATION SCHEDULE ...... 96 TABLE 6.4: SUGGESTED MONITORING PROGRAM DURING CONSTRUCTION PHASE...... 100 TABLE 6.4: SUGGESTED MONITORING PROGRAM DURING OPERATION PHASE101 TABLE 6.5: BUDGET PROVISION FOR EMP...... 108

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LIST OF FIGURES

FIGURE 2.1: CATEGORY WISE DISTRIBUTION OF VEHICLES ...... 6 FIGURE 2.2: IMPROVEMENTS TO ROAD NETWORK ...... 8 FIGURE 2.3: ROAD CORRIDORS PROPOSED...... 9 FIGURE 2.4: MAJOR STRUCTURES ON THE CORRIDORS ...... 12 FIGURE 2.5: TYPICAL CROSS SECTION OF 45 M ROW...... 19 FIGURE 2.6: CROSS SECTION AND PLAN AT BUS STOP LOCATION WITH MIXED VEHICLE LANE ELEVATED ...... 20 FIGURE 2.7: TYPICAL CROSS SECTION AT BUS STOP LOCATION ...... 21 FIGURE 2.8: PLANS AT BUS STOP LOCATION...... 22 FIGURE 3.1: CLIMATE CONDITIONS OF PUNE DISTRICT ...... 27 FIGURE 3.2: WIND ROSE OF STUDY AREA, SUMMER ...... 28 FIGURE 3.3: AAQ AT NASHIK PHATA TO WAKAD BRT ...... 31 FIGURE 3.4: AAQ AT KALEWADI PHATA TO CHIKHALI BRT ...... 32 FIGURE 3.5: SURVEY LOCATIONS...... 37 FIGURE 3.6: IRRIGATION AND HYDROGEOLOGY OF PUNE ...... 45 FIGURE 3.7: RELIEFS AND SLOPES OF THE PUNE DISTRICT ...... 47 FIGURE 3.8: GEOMORPHOLOGY OF PUNE ...... 49 FIGURE 3.9: SEISMIC ZONE MAP OF INDIA ...... 51 FIGURE 3.10: LAND USE MAP OF PCMC AREA...... 53 FIGURE 3.11: SOIL PROFILE OF PUNE DISTRICT ...... 54 FIGURE 3.12: POPULATION GROWTH...... 59 FIGURE 4.1: PREDICTED NOISE LEVELS DURING CONSTRUCTION PHASE...... 73 FIGURE 4.2: PREDICTED NOISE LEVELS DURING OPERATION PHASE ...... 74 FIGURE 6.1: ENVIRONMENTAL MANAGEMENT CELL...... 98

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CHAPTER 1-INTRODUCTION

1.1 PREAMBLE Pimpri Chinchwad is one of the most vibrant industrial and urban settlements in Maharashtra. Its developed industrial sector, proximity to Pune and the growing IT sector draws a large group of people and businesses to settle in the city, temporarily or permanently. This creates a growing demand for urban infrastructure, especially for urban transport infrastructure and public transport. Pimpri Chinchwad Municipal Corporation (PCMC) has undertaken an exercise of identifying the service need for urban transport and to satisfy the identified needs through a well designed and efficient network of Bus based Rapid Transit System (BRTS). As part of this exercise, PCMC has profiled the current transportation network and patterns in the city and has projected them for the future. Based on these, a Compressive Mobility Plan has been prepared, identifying the need for Urban Transport solutions along various corridors of the city

A Bus – based Rapid Transit System (BRTS) has been chosen as the solution to the public transport service needs of PCMC. For proposed BRTS PCMC wants to take up two routes for immediate implementation are: 1. Kalewadi to Dehu-Alandi road, and 2. Nashik Phata to Wakad,

Length Estimated Sr. ROW Road Name proposed Project Cost No. proposed (m) (km) (Rs Crores)

Kalewadi to Dehu 1 11.2 45.0 219.2 Alandi Rd

2 Nashik Phata to Wakad 8.02 45.0 206.82

TOTAL 19.22 426.02

The purpose of this Environmental Impact Assessment (EIA) study is to provide information on the surroundings and the extent of environmental impact likely to arise on account of proposed Bus-based Rapid Transit System (BRTS) on environment. Another purpose of the study is to define an Environmental Management Plan (EMP) to minimize and mitigate the likely adverse environmental impacts. It is also for to comply with the Environmental and Social Management Framework of SUTP. The separate Resettlement Action plan for this has been prepared.

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1.2 OBJECTIVES OF THE EIA STUDY The objective of the EIA study is:

• To give brief description of the project.

• To assess the present status (baseline) of air, water, land, noise, biological and socio-economic components of environment including parameters of human interest based on secondary data collected from various respective departments;

• To identify, predict and evaluate environmental and social impacts expected during the construction phase and the functional phase in relation to the existing civic infrastructure and the sensitive receptors, if any;

• To develop mitigative measures so as to minimize the pollution, environmental disturbance and the nuisance during construction and functional phases of the project; and

• To design and specify the monitoring schedule, during construction and functional phases, necessary to ensure the implementation and the efficacy of the mitigative measures adopted 1.3 METHODOLOGY OF THE STUDY Keeping in view the proposed BRTS about 2 to 3 kms on either side of both the corridors was identified as a study area. This is in anticipation of relatively significant impacts within this band for key environmental aspects- air, noise, and water quality. Secondary data is used from department like IMD, Environmental Department PCMC, Census dept, Environmental Status report, DPR of BRTS Sampling locations were identified on the basis of following criteria:

• Predominant wind direction at the study area; • Existing topography; • Locations of the project activities; • Locations of sensitive areas; • Area that represents baseline conditions. The approach to data collection is outlined in Table 3.1 under the subhead, survey of environmental attributes. 1.4 STRUCTURE OF EIA REPORT The Environmental Impact Assessment (EIA) report contains baseline data, assessment of likely impacts and preparation of Environmental Management Plan. The report is compiled in following five chapters: Chapter 1 Introduction

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This chapter describes objectives and methodology for EIA.

Chapter 2 Project Description This chapter gives a brief description of the historical background of city, physical characteristics of the city, vehicular growth and composition, Comprehensive Mobility Plan, BRT system Design, Details of the proposed project Chapter 3 Baseline Environmental Status of Project Area This chapter presents details of the baseline environmental status of all environmental attributes i.e. micro climatological condition, air quality, noise, traffic, water quality, soil quality, flora, fauna and socio-economic status etc based on secondary data collected from respective department. Chapter 4 Prediction and Evaluation of Impacts This chapter discusses the possible sources of pollution and environmental impacts due to proposed Bus based Rapid Transit System. Chapter 5 Community Participation Consultation and Disclosure Public participation and community consultation has been taken up as an integral part of environmental and social assessment process of the project. Consultation was used as a tool to inform and educate stakeholders about the proposed action both before and after the development decisions were made. It assisted in identification of the problems associated with the project as well as the needs of the population likely to be impacted. Chapter 6 Environmental Management Plan This chapter deals with the Environmental Management Plan (EMP) for the proposed BRTS which indicates measures proposed to not only minimize but also to mitigate the adverse impacts on the environment. It also describes the proposed environmental monitoring plan.

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CHAPTER 2 -PROJECT DESCRIPTION

2.1 INTRODUCTION Pimpri-Chinchwad is a major industrial centre of the Pune region and also of the entire country. It has witnessed a high population growth rate of around 100% in the last two decades. The population is estimated to reach about 15.07 lakhs by 2011 from the current level of 12.8 lakhs. As the city continues to grow, the Pimpri- Chinchwad Municipal Corporation (PCMC), which is responsible for provision of infrastructure services, needs to prepare itself for providing quality services to its citizens in all areas of infrastructure, including provision of a reliable public transport system. Public transport system forms an important part of development projects. In order to provide effective and efficient transport facilities to the public, the transport authorities are looking at alternative systems which can meet the mobility needs of the people. Increasingly, such alternative systems like Mass Rapid Transit Systems (MRTS) are being planned in the major cities of the country. As the MRTS are expensive, it often becomes possible for a municipal body or a state government to cater only to a limited area, thus restricting its access to a limited population. A cost effective alternative is a Bus-based Rapid Transit System (BRTS), which can cater to the mobility needs of a larger population by covering a larger geographical area in a city. Recognizing that a BRTS will be a cost effective mode of transport to the public, PCMC has undertaken a detailed study on its feasibility and sustainability of the system 2.2 PROFILE OF THE CITY The city of Pimpri-Chinchwad is situated northeast of Pune and is 160 km from Mumbai, the capital city of Maharashtra. It is predominantly an industrial area, which has developed during the last four decades. 2.2.1 Historical Background Pimpri was basically established as a centre for refugees from Pakistan. Industrialisation in Pimpri area commenced with the establishment of Hindustan Antibiotics Limited in 1956. The establishment of the Maharashtra Industrial Development Corporation (MIDC) in 1961-62 considerably facilitated industrial development in the area. The establishment of large-scale core industries has led to the growth of ancillary and small-scale industries in and around this industrial belt. Today, Pimpri-Chinchwad is a major industrial centre of the Pune region and of the entire country. 2.2.2 City’s Growth Development of the Pimpri-Chinchwad Municipal Corporation dates back to the establishment of industries such as Bajaj Auto and Telco, in the middle of the 20 th century. The establishment of the Pimpri-Chinchwad New Town Development

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Authority (PCNTDA) in the 1980s helped the development of residential colonies in the 1990s to an extent. With the booming IT and ITeS sector in neighbouring Pune in the 1990’s, Pimpri-Chinchwad has seen large scale development of residential areas. 2.3 VEHICULAR GROWTH AND COMPOSITION As on date, there are more than five lakh registered vehicles plying on the roads of PCMC. Apart from these, there are vehicles from PMC area using the roads of PCMC on a daily basis. Table 2 .1 below indicates the number of registered vehicles in PCMA, over the last five years. Table 2.1: Vehicle Registration details in PCMC area

Two Cars / Heavy Year * Auto Others # Total Wheelers LMVs Vehicles

2002 211,837 5,288 27,811 6,709 16,940 268,585

2003 236,301 5,415 30,242 6,925 18,188 296,999

2004 271,319 5,588 35,009 7,501 20,511 339,928

2005 308,601 6,052 42,255 8,304 22,829 388,041

2006 352,111 6,471 50,391 9,206 26,571 444,750

2007 395,757 6,671 59,856 10,513 30,619 503,397

AACGR 13.31 4.76 16.57 9.40 12.57 13.39 (%)

Source: RTO, Pimpri-Chinchwad; *- as on Mar 31 of that year; # - Private vehicles/ambulances/delivery vans, school buses, tractors

As given in the above table, the registered two wheelers at PCMC have grown at a rate of 13.3% and cars have grown at 16.6%.

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Figure 2.1: Category Wise Distribution of Vehicles

Category-wise Vehicles as on Mar 31, 2007 Other Vehicles Heavy vehicles 6% 2% Auto-Rickshaws 1%

Cars/LMVs 12%

2 Wheelers Cars/LMVs Auto -Rickshaws Other Vehicles 2 Wheelers 79% Heavy vehicles

There are more than 5.03 lakh registered vehicles in PCMC as on March 31, 2007. The vehicles have registered an annual growth of over 14% during the last five years. As the above figure indicates, about 79% of vehicles registered in PCMC are two- wheelers.. Table 2.2 indicates the growth in the registration of new vehicles in the Pimpri- Chinchwad region. The high growth rates in the numbers of two-wheelers (mopeds and motorcycles) and four-wheelers (cars and light-motorised vehicles) indicate a growing dependence on private and own transport in PCMC.

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Table No. 2.2: New Registrations of Vehicles in PCMC

Two Cars / Heavy Year * Auto Others # Total Wheelers LMVs Vehicles

2002-03 25,625 263 3,223 470 1,793 31,374

2003-04 34,518 173 4,839 578 2,323 42,431

2004-05 30,481 384 6,166 991 1,900 39,922

2005-06 41,296 419 8,136 3,702 893 54,446

2006-07 43,626 200 9,465 4,048 1,308 58,647

Source: RTO, Pimpri-Chinchwad 2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP) The Comprehensive Mobility Plan aims at overall improvement in the movement of people within the city as well as into and out of it. The growth is creating a growing demand for urban infrastructure, especially for urban transport infrastructure and public transport. Pimpri Chinchwad Municipal Corporation had undertaken an exercise of identifying the service need for urban transport by preparing a CMP. As part of this exercise, PCMC has profiled the current transportation network and patterns in the city and has projected them for the future. Based on these, the needs for urban transport solutions along various corridors of the city have been identified. Road network improvement measures such as road-widening, construction of fly-over and bridges have been recommended. A bus-based rapid transit system (BRTS) has been chosen as the solution to the public transport service needs of PCMC. The public transportation system in Pimpri-Chinchwad has not been able to provide the best services to its citizens. This has lead to steep increase in private ownership of vehicles, especially motorised two-wheelers. There is urgent need to address the main issues of patronage of public transport, poor level of service of the road network in PCMC and future traffic congestion on city roads caused by private vehicles. To address most of these urban transport problems being faced by PCMC currently and those anticipated in the future, a Comprehensive Mobility Plan study has been undertaken, which proposes a bus-based rapid transit system spread across the city of Pimpri-Chinchwad along a road network with high levels of service. The two main components of the CMP are – Traffic study and Land-use study. As a part of the traffic study, the following primary surveys have been conducted, in order to capture the current traffic patterns in the PCMC area: 1. Classified Traffic Volume Counts at Outer Cordor points, 2. Classified Traffic Volume Counts on the Internal Road Network of PCMC area,

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3. Opinion surveys at Outer Cordon points, 4. Opinion surveys at Local Railway stations and the Inter-City bus terminus, 5. Intersection turning movements counts at important junctions in PCMC area, and 6. Speed and Delay surveys along important corridors in the city. A four stage travel demand model was developed to estimate Internal – Internal trips within PCMC Area, with the following models in each of the four stages: (i) Trip Generation Model i. Trip Production Model – Multiple linear regression model ii. Trip Attraction Model – Multiple linear regression model (ii) Trip Distribution Model – Gravity model with zone influence factors (iii) Mode Split Model – Multinomial Logit ModelTraffic Assignment Model – All-or-nothing for Transit Trips and Multinomial Logit based Multipath Assignment Model for other trips Through detailed analysis of demand on high-density corridors, the following information was arrived at using the traffic model. It presents the demand for a public transit system along important road corridors in PCMC area.

Corridor Peak traffic – Number of Bus-passenger Trips Corridor 2008 2021

PPD PHPDT PPD PHPDT

Kalewadi to Delhu-Alandi 33,219 2,132 56,112 3,601

Nashik Phata to Wakad 41,532 2,665 83,662 5,369

2.5 PROPOSED BRT SYSTEM Based on the current traffic and forecast demand, a bus-based rapid transit system was found to be the appropriate public transportation system for the city of Pimpri- Chinchwad. PCMC has proposed to improve its existing road network and also provide a public transportation system in the form of a BRT system along its major roads. Figure 2.2: Improvements to Road network

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4 Road Network ` B 1 Aundh Ravet

2 NH4

3 Telco Road

4 Dehu-Alandi

2 5 NH50 (Nashik phata to 10 A Moshi) 6 MDR 31 to Dehu 5 Alandi road via Auto Cluster 1 7 Kalewadi - KSB C Chowk to Dehu Alandi road D 8 Pune - Alandi

9 Nashik phata to 3 Wakad 10 Kiwale to Bhakti-Shakti

Feeder Routes Road network 8 A Hinjewadi to Tata Feeder routes motors 6 9 B Bhakti-Shakti to Talwade 7 C Pradhikaran D Road Parallel to Aundh Ravet

The proposed project involves construction of two Bus – based rapid Transit System (BRTS).corridors, Kalewadi to Dehu – Alandi road and Nashik Phata to Wakad. The details of the project is given below Table No. 2.3: Proposed BRTS

Length Estimated ROW Road Name proposed Cost S.No. proposed (m) (km) (Rs Crores)

Kalewadi to Dehu Alandi 1 11.2 45.0 219.2 Rd

2 Nashik phata to Wakad 8.02 45.0 206.82

TOTAL 19.24 426.02

Figure 2.3: Road Corridors Proposed

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2

1 Nashik phata - Wakad

1 2 Kalewadi – KSB Chowk - Dehu- Alandi road

Following is a brief description of the each of the project corridors. 2.5.1 Kalewadi Phata to Dehu-Alandi road The road runs from South to North. Length of the road is 10.25 km. Kalewadi Phata is situated on the south side between Mula river at Boundary of PCMC and Pawana river. The existing road is used for BRT corridor after widening up to Chinchwad road. The road takes a turn towards Pawana river through virgin land by the side of Pawana river. The road crosses Pawana river, Link road, Pune Mumbai rail line. Beyond rail line the road goes through Empire estate buildings on both sides, where 45 m wide space is left open for the proposed road. (Earlier this land belonged to Premier Automobiles.) On crossing old Mumbai-Pune road, it takes turn towards North East along the deserted quarry and passes by the Auto Cluster and goes via Crematories towards north east along the vacant land of Finolex factory premises, via Commissioner’s bunglow to Telco chowk. Telco chowk is almost at geometric center of the PCMC area. Telco chowk is on Telco Road, which is parallel to Mumbai Pune NH4 old alignment. Telco factory is towards North East of the chowk. From the chowk, KT road goes up to Dehu- Alandi road via Shahunagar, Telco factory compound and crossing the Spine road. Out of 10.25 km length, existing road is available in about 9030 M length. About 1220 m length passes through virgin land and about 2437 M is the length of elevated road containing flyovers on Mumbai Pune Road, ROB On Mumbai Pune Rail Line, Flyover on Link road, Flyover on D.P.Road & Pawana Bridge.

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The detailed drawing of BRTS is attached in Annexure I 2.5.2 Nashik Phata to Wakad The Pimpri Chinchwad Municipal Corporation has planned to develop all major missing DP links for better connectivity and overall development of the area. The proposed Road Link is one of the most important links, which connects the Arterial Roads of the PCMC area. The Link connects the Existing Mumbai-Pune Road to the Westerly Bypass (NH4) crossing the Aundh-Ravet Link Road. The NH-50 which terminates at the Nashik Highway Junction will get Direct connectivity to the Westerly Bypass (NH4) thus making access possible between Nashik-Mumbai, Nashik-Satara and vice versa. The Software Park of Pune which is located at Hinjewadi also gets direct access to the Northern and central parts of the PCMC. The link comprises of following major parts combined together in a single package:

• Flyover and ROB at Nashik phata (Old NH-4 junction) including bridge on River Pawana.

• Road link between the interchange at Kasarwadi to Westerly Bypass at Wakad through Pimple Gurav, Vaidu Vasti, Kaspatewasti and Wakad. The flyover at Kasarwadi originates from the NH-50 at 420m from the Nashik highway Junction. The Flyover crosses the Mumbai Pune road (old NH-4), Central railway (Mumbai-Pune line) and Pawana River. At the end of the Proposed Flyover on the South-western side of the Pawana River, the 45m DP link originates to continue further towards Gurav Pimpale, Vaidu wasti, Wakad and Westerly bypass. A two-lane unidirectional Flyover is proposed at the junction of the 45m DP link and the Aundh-Wakad Link Road. The Flyover descends and the proposed road link of 45m continues ahead all along the existing road right up to the Wakad Junction with the NH-4 Westerly Bypass. The existing road continues from Ch.5+590 to Ch.7+411. At Ch: 7+411 (alternatively (Km0+360 of last existing road Section) the Ramp of the Flyover on Existing NH4 Bypass begins. It is proposed to construct a Three Lane Flyover Parallel to the existing Three-Lane Flyover on the NH4-Bypass at Wakad. The Configurations for the Proposed Flyover shall be same as that of the existing Three-Lane Flyover. The Shape of the Pier and superstructure as shown in the Drawings shall be maintained by the Concessionaire. The 0+00 chainage of the proposed Road Link is proposed to be on the centerline of the existing Mumbai-Pune Road in the middle of the Nashik highway Junction. The Ramp of the Main Flyover of the proposed Interchange at Nashik Highway junction ends at CH: 0+500 of the road link towards Gurav Pimpale. The next Flyover Proposed is a unidirectional Flyover starting at Ch: 5+340 and ends on the existing road at proposed ch: 5+891.345. The Flyover at the end of the Project road corridor is a Flyover proposed to be constructed parallel to the existing three lane Flyover. The Match point of the missing DP link with the 45m DP link continuing on existing Aundh-Wakad Road is 5+680. The Chainages of the 45m DP road Package, from

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Wakad junction at NH4 Bypass to the T-junction of Aundh-Wakad Road with 45m DP link, are increasing from NH4 Bypass towards the Kaspatewasti/Aundh direction. Thereby the match point of 5+680 is Ch: 2+110.856. The Scope of proposed package mentions continuous chainages increasing from Kasarwadi Flyover to the Wakad Nh4-Bypass. The Nashik Highway Junction where the Project road starts and where an Interchange is proposed is a T-junction. The NH-50 Terminates/originates from the Mumbai-Pune Road at this T-junction at Nashik Phata. The Mumbai Pune Road has a 61m ROW and the NH-50 has a 45m ROW. The NH-50 has presently a Four-Lane carriageway Configuration and the Mumbai Pune road is being developed as 10-lane divided carriageway configuration road. The Mumbai-Pune Road has a 19.2m wide divided concrete carriageway with each lane of concrete road having 9m widths. The service roads on either edge are 11m wide with a tree divider between the BT service roads and Concrete Main carriageways. Landscaping corridor is also provided beyond service road depending on available land. The existing Nashik Highway (NH-50) is four lane BT road divided carriageway with 1.20m median. The detailed drawing of BRTS (Nashik Phata to Wakhad) is attached in Annexure II The cross-section drawings and plan has been presented figure 2.5 to figure 2.8. PCMC has made provisions for all road types of users for a safe and smooth commuting. A high level of service is aimed to be maintained.

2.5.3 Proposed Structures along the Corridors Apart from the road infrastructure, some structures are being proposed along the corridor alignment in order to make the road network more efficient and improve the level of service of road users. These include facilities such as fly-overs and rail-over bridges (ROB). The alignment of both proposed corridors crosses the Pawana River, the Mumbai- Pune railway line and the Old NH4. These three aspects are being bypassed by providing bridges.

Figure 2.4: Major structures on the corridors

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Following is list of structures proposed along the corridor - Nashik phata to Wakad junction:

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Table No. 2.4: List of Structures along the Corridor

S.No. Chainage Provision Particulars

1 0970 MV lane + 1

To be provided for entire 75 m 2 1560 Subway width for defence land

3 4140 MV lane level +1 Junction Kunal Icons

Unidirectional flyover for 4 5560 BRTS @ grade Y Junction. M V lane

T junction 24m D.P. Road to 5 5960 MV lane level +1 Kalewadi

T junction 24.0 m; D. P. Road to 6 7190 MV lane level +1 Dange Chowk

A major interchange is proposed at the Nashik phata junction, at the start of the Road link is a six lane divided carriageway having total width of 24.20m. The ROB portion has additional footpaths of 1.50m on each side and hence the roadway width in ROB portion is 27.20m. The length of this main flyover is 542.66m.The flyover is provided with five ramps as details shown below.

• Ramp R1 & L1 The Ramps R1 & L1 are provided with two lanes and descend from the main flyover between the Railway Line and the River. These ramps provide access to the pocket between the Railway Line and the River and connect this area with the Mumbai-Pune Road and the Nashik highway NH-50. These ramps are a mandatory part of the Flyover.

• Ramp R2 & L2 The Ramps R2 and L2 connect the Main Flyover with the Mumbai-Pune Road. They provide access from Main Flyover to traffic coming from Pune and for traffic moving towards Mumbai.

• Trumpet Loop LP1 This trumpet loop LP1 is provided with single lane to provide access for traffic moving from the Westerly by pass and moving towards Pune. The 45m DP Link is proposed to have a 6-Lane Divided carriageway Configuration with Service roads on either end. The detailed configuration is as shown in the Typical Cross Sections which are part of the Drawing Volume of the Tender Document. The 45m DP link is proposed to develop to full 45m DP widths. The Flyover proposed at Ch: 5+575 is a unidirectional two-lane flyover without any ramps/branches. This Flyover has been proposed to avoid conflict at the T-Junction.

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This Flyover is part of this package and the shape of sub-structure /superstructure has to be strictly followed as shown in the Drawing Volume. The link from Ch: 5+540 onwards follows the existing Road right upto the westerly Bypass. The Link crosses the Wakad Village and touches the Westerly Bypass at the Location where the existing Wakad Flyover crosses the Westerly Bypass. The Existing Flyover is a three lane Flyover. A Flyover is proposed parallel to the existing one with three-lane carriageway configuration and pier arrangements to be same as that of the existing one. The Flyover parallel to the Existing Flyover on the NH-4 bypass is proposed to have ramps descending to the 61m ROW edge of the existing NH4-Bypass. Various Vehicular Subways have been proposed at various locations in addition to Pipe culverts and Box Culverts. The Drawing volume and the Schedule B indicate the list of Structures to be constructed all along the corridor. Following is list of structures proposed along the corridor – Kalewadi phata to Dehu Alandi road: Table No. 2.5: List of Structures along the Corridor

S.No. Chainage Provision Particulars

1 1/610 Junction of Chinchwad road- Kalewadi road. Fly-over

2 3/080 Centre of Pawana River River bridge

3 3/250 Centre of D.P.Road Fly-over

4 3/430 Centre of Link Road Fly-over

5 3/640 Centre of Pune Mumbai Rail Line ROB

6 4/290 Centre of Old Pune Mumbai Road Fly-over

7 7/950 Spine road junction Fly-over

Following are details of the above structures. Flyover at Chinchwad-Kalewadi junction

• Spans - 7 spans of 25 m • Reinforced Earth portions- 135 m and 165 m • Total length is 475 m. • The clearance on the link road available is 5.50 m. • The width of Flyover is 2 x 12.05 = 24.10 m .For each unit there is single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 m width. The method of construction will be as stated in GS I. Pawana River Bridge

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A number of bridges have been built on Pawana river in past, details of these bridges are given in the book “Bridge in Maharashtra“. Rock is available in the riverbed. However there is standing water of about 3 m. depth always in the river. Temporary R.C.C. well is provided for dewatering and make open foundations.

• The proposal for the bridge is to provide overall width = 2 x 13.70 = 27.40 m. similar to ROB with footpath. • 4 spans of 30 m = 120 m • R.C.C. Box type abutment and return 2X10 m = 20 m • Approach on Kalewadi side reinforced = 100 m • Earth approach is proposed • Total Length = 240 m There are two structural units with a joint each of 13.70 m. Four Pre-cast pre- stressed girders are proposed. Wall type piers flared up to top are proposed to minimize the cost of foundation. Flyover on link Road

• Spans – 3 spans of 30 m. • 5 span of 25 m • Total length is 215 m. • The clearance on the link road available is 7.50 m. The width of Flyover is 2 x 12.05 = 24.10 m .For each unit there is single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 m width. The method of construction will be as stated in GS I. Flyover on D.P. (18M) Road

• Spans – 2 spans of 30 m. • 7 span of 25 m • Ramp Length of 110 m on both sides. • Total length is 175 m. The clearance on the D.P. road is kept 5.50 m. By the two sides 3.75 m. clear wide earthen ramps of length of 110m are provided as access from river bridge to Link Road below on the ground level. The width of Flyover is 2 x 12.05 = 24.10 m. For each unit there is single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 m width. The method of construction will be as stated in GS I. Rail Over Bridge One span of 22 m on the rail line, which is meant for shunting purpose. 1 span of 30 m is for Main line. At present there are 2 lines. Provision is made for 3 additional lines thus 30 m can accommodate 5 lines. Railway land width is 52 m. The structure is built by railway over rail lines. The separate drawing is prepared; this will have to be approved by the railways. There are two separate units each having a width of 13.70

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m. 4 nos. of pre-cast girders are in each unit. Pier consists of 4 circular columns under each girder for each unit. Depth is maintained at 2 m. 2.5.4 Design of Corridors In terms of the configuration of road and BRT corridors, the following recommendations have been made in the study: 1. Dedicated bus-lanes have been located in the middle of the carriageway, on either sides of the median, 2. Bus-stops are located at a distance of about 250 m on either side of junctions and at mid-block locations at distances of 500-700 m beyond junctions, 3. In order to have least hindrances for pedestrians to cross roads to reach bus- stops, it has been recommended that the bus-stops be located at grade with the pedestrian lanes provided at the edge of RoW. The through traffic lanes on either sides of BRT lanes would be elevated to a minimum height of the buses. This would enable pedestrians to reach bus-stops with minimum impedance. 4. Provision of separate lanes for pedestrians and non-motorised vehicles on either ends of RoW, The corridors also have other components which are aimed at improving the traffic conditions on corridors. These include fly-overs at important junctions, rail-over bridges and bridges over rivers. Pedestrian under-passes and foot-over bridges have also been proposed to facilitate pedestrian crossings at crowded locations. Details of these components have been presented in the report. 2.5.5 Location of Bus Stops Bus stops have been located on all the trunk corridors at a distance of 500 to 700 m. The bus stops are mid-block and away from road junctions. The distance of the nearest bus stop from any road junction is not more than 250 m. The location of the bus stop in each corridor and its size is determined by the ROW of the corridor and the ROW design. Land uses and density are also aligned similarly with higher FSI around bus stops 2.5.6 Typical Street Sections & Bus Stop Design The design options of Corridors are primarily based on RoW, functional character (through traffic) and whether bus lanes are dedicated or not. The design considerations are as follows

• Efficient movement of buses in the bus lanes

• Safety and comfort of bus passengers while boarding, alighting and transferring

• Safety and comfort of pedestrians • Efficient flow of mixed traffic

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As mentioned above, three kinds of bus stops have been conceptualized;

• At-grade bus stops placed on the median between bus lanes and accessed through Foot

• Over-Bridges, Underground bus stops placed under at-grade carriageway of mixed traffic, accessed directly from footpath,

• At-grade bus stops placed under elevated carriageway of mixed traffic, accessed directly from footpath. ROW 45 m:

Salient features:

• Central dedicated bus lanes, separated by a median.

• Mixed traffic lanes provided on either side of bus lanes – four lanes on either side.

• At bus stops two mixed traffic lanes are elevated while two remain at-grade to function as service lanes.

• Buses which have to stop at the bus stop shall move under the flyover, hence mixed lanes are elevated by 5 m.

• Median bus stops are at-grade and positioned below the elevated mixed traffic lanes.

• Cycle track, footpath and a landscaped area has been provided adjoining the mixed traffic lanes.

• At the bus stops, the bus shelter has been provided in the landscaped area between the through traffic lane and dedicated bus lane

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Figure 2.5: Typical Cross Section of 45 m RoW

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Figure 2.6: Cross Section and plan at Bus Stop location with Mixed vehicle lane elevated

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Figure 2.7: Typical Cross Section at bus stop location

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Figure 2.8: Plans at Bus Stop Location

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2.6 TRAFFIC STUDIES In order to estimate travel demand for the present and the future, the following procedure has been considered: Step 1: In addition to the secondary data collected, extensive primary traffic surveys have been carried out to obtain data on baseline traffic and travel characteristics Step2: Travel demand model has been calibrated and validated to mimic the prevailing traffic and travel pattern in PCMC Area Step3: Future travel demand has been estimated based on anticipated growth in the city (population and land use)

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CHAPTER 3- BASELINE ENVIRONMENTAL QUALITY

3.1 Introduction Baseline environmental status forms the basis for evaluation of the proposed development on the existing site conditions. This can be broadly grouped into physical, social, aesthetic and economic environment. Physical environment includes air, water, land, aquatic and terrestrial flora & fauna, civic infrastructure, public services, etc. Social environment includes demography. Aesthetic environment includes historical monuments, archaeological or architectural sites at and in the vicinity of the proposed project activity. 3.2 Scope of Baseline Studies For the present EIA study, the attributes of environment considered are: ••• Air environment (Meteorology, ambient air quality, noise levels, traffic pattern and traffic density); ••• Water environment; ••• Land environment (Geology, Geo-hydrology, land use, solid waste disposal, etc.); ••• Biological environment (Flora, fauna, vegetation, ecosystem); and ••• Socio-economic environment (Demography, occupational structure, educational, medical facilities, literacy etc.) It is important to define the study area for conducting the Environmental Impact Assessment Study to rightly assess the changes likely to arise due to the proposed developmental activity. In the proposed project, area affected due to BRTS (2 to 3 kms on either side of both the corridor) is identified as ‘Study Area’. The environmental parameters are studied to establish an existing environmental scenario for a study area, which is considered as an impact zone. Following section of the report describes the baseline environmental scenario in the study area with respect to the above stated environmental attributes along with its monitoring details, results obtained, data analysis and the conclusions. The details of the sampling location in the study are given in Table 3.1 and depicted in Figure 3.1 .

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Table 3.1: Baseline Data Generation

Sr. No. of Locations, Frequency Attribute Parameters No. of Monitoring, etc.

Locations: 13 Ambient air SPM, SO 2, NOx SPM, SO and NOx - One 24 1 2 quality hourly sample

Surface: Wind speed and Secondary data collection from Meteorology direction, temperature, 2 IMD. relative humidity and rainfall.

Primary data – Sampling at 6 Physical, Chemical and locations for surface and at 20 3 Water quality Biological parameters. locations for ground water quality.

Based on the data collected Existing terrestrial and from secondary sources. Field 4 Ecology aquatic flora and fauna. studies for phytoplankton and zooplankton in water sources.

Noise levels in dB(A) • Sound pressure level Continuous 24-hourly 6 Noise levels (SPL) monitoring at different locations • Equivalent sound pressure Level (L eq )

Based on data published in Land use for different 7 Land use Primary Census abstract 2001 categories. and secondary data.

Socio- Socio-economic Based on data collected from 8 economic characteristics of local secondary sources. Field Aspects population investigations

Based on data collected from 9 Geology Geology of the area secondary sources.

Drainage pattern, nature of streams, aquifer Based on data collected from 10 Hydrology characteristics recharge secondary sources. and discharge areas.

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3.3 Air Environment

3.3.1 Climate of PCMC

The Pimpari Chinchwad experiences three distinct seasons of summer, monsoon and winter. Typical summer months are from March to May, with maximum temperatures ranging from 39 to 42°C. The city often receives locally developed heavy thundershowers with sharp downpours in May. The nights however, are significantly cooler compared to most other parts in this region owing to its high altitude. The cities of Pune and Pimpri-Chinchwad receive moderate rainfall with an annual average of 722 mm, mainly between June and September as the result of southwest monsoon. July is the wettest month of the year. The weather is very pleasant in the city with average temperatures ranging from 20 to 28°C. The city experiences winter from November to February. The day temperature hovers around 29°C while night temperature is below 10°C for most of December and January, often dropping to 5 or 6°C. The wind pattern as per the IMD observations shows that winds are generally light i.e. in the range of 1 to 19 kmph with some increase in the force during latter half of the summer and in the southwest monsoon season. The annual wind pattern shows the prominent wind directions as north-east, north-west, northwest followed by south- west.

Climatological conditions of Pune district are shown in Figure 3.1.

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Figure 3.1: Climate Conditions of Pune District

PCMC AREA

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Figure 3.2: Wind Rose of Study Area, summer

Calm Winds 65.9%

Wind speed in Km/hr

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3.3.2 Ambient Air Quality

Air pollution can cause significant effects on human beings, animals, vegetation and materials. However, proposed BRTS project is not a major contributor to the air pollution except for particulate matter emission during construction phase. Air environment monitoring covers the parameter for which National Ambient Air Quality standards have been defined by the Ministry of Environment and Forests. Accordingly, parameters monitored were Suspended Particulate Matter (SPM),

Oxides of Nitrogen (NOx), and Sulphur Dioxide (SO 2).

An assessment of baseline air quality has been undertaken in view: (a) to establish the status of exposure of the major sensitive receptors, and (b) To identify the major air pollution sources and their impacts on the area surrounding the site. This assessment was accomplished by examining the sources of air emissions within vicinity of the proposed BRTS through site-specific background sampling program. The sources of air pollution in the region are identified as industries in the MIDC area, vehicular traffic, dust arising from unpaved roads etc.

Monitoring Network An ambient air quality network was established to ascertain the major air pollutants (SPM, SO 2, NOx) with following considerations; • Meteorological conditions of the area; • Topography of the study area; • Representative background air quality/pollution pockets for obtaining baseline status; and • Representative likely impact areas. The monitoring stations were located so as to cover all the upwind, down wind areas with respect to the site. Air quality monitoring locations & results are described in Table 3.4

Samples are collected and analysed as per IS: 5182 (part II, IV, VI and X).

Results: Monitoring results are presented through Table 3.2. National Ambient Air Quality Standards (NAAQS) are presented in Table 3.3. TABLE 3.2: Ambient Air Quality Results

Nashik Phata to Wakad BRT: Parameters ( µg/m 3) Sr. Location Area Remark No. SPM RSPM SO 2 NO X

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Residential, SPM, Nashik Rural & RSPM are 1 290.1 135.8 12.6 9.45 Phata Other beyond limit Residential, All Rural & parameters 2 Sangavi 200 93.21 10.34 4.99 Other are Within limit Residential, All Pimple Rural & parameters 3 170.2 78.2 8.4 6.2 Gurav Other are Within limit Residential, All Pimple Rural & parameters 4 161.9 75.19 10.2 5.82 Nilkh Other are Within limit Residential, All Kaspate Rural & parameters 5 149 72.3 7.4 7.92 Wasti Other are Within limit Residential, All Rural & parameters 6 Wakad 164 77.4 8.46 5.2 Other are Within limit

Kalewadi Phata to Chikhali BRT:

3 Sr. Parameters ( µg/m ) Location Area Remark No. SPM RSPM SO 2 NO X SPM, Residential, Kalewadi RSPM are 1 224.0 102.98 12.69 4.16 Rural & Phata beyond Other limit SPM, Residential, Sawant RSPM are 2 360 177.44 16.14 4.93 Rural & Petrol Pump beyond Other limit SPM, Residential, RSPM are 3 Pimpri Camp 380 192.1 20.4 3.88 Rural & beyond Other limit SPM, Residential, RSPM are 4 Link Road 230.2 120.4 11.6 18.4 Rural & beyond Other limit Residential, RSPM is Empire 5 199.8 104.18 19.07 26.5 Rural & beyond Estate Other limit RSPM is 6 KSB Chowk 330 170.2 20.23 29.8 Industrial beyond limit

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All parameters 7 Telco Gate 150 80.54 8.5 9.3 Industrial are Within limit

Table 3.3: National Ambient Air Quality Standards (NAAQS)

Concentration in Ambient Air Time Weighted Residential, Pollutant Industrial Sensitive Average Rural & Other Areas Areas Areas SPM 24 hours 500 µg/m 3 200 µg/m 3 100 µg/m 3 RSPM 24 hours 150 µg/m 3 100 µg/m 3 75 µg/m 3 3 3 3 SO 2 24 hours 120 µg/m 80 µg/m 30 µg/m 3 3 3 NO X 24 hours 120 µg/m 80 µg/m 30 µg/m CO 8 hours 5 mg/m 3 2 mg/m 3 1 mg/m 3 The ambient air quality results for both the corridors are presented in the Figure 3.3 to 3.4.

Figure 3.3: AAQ at Nashik Phata to Wakad BRT

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Figure 3.4: AAQ at Kalewadi Phata to Chikhali BRT

Observations The maximum concentration of SPM is observed to be as 380 & 360 µg/m 3 at Pimpri Camp & Sawant Petrol Pump. This could be due to the vehicular activity. Most of the monitoring places the average concentrations of SPM are observed exceeding the permissible limits prescribed for residential area.

The Sulphur Dioxide levels monitored at all the locations are within permissible limits, with the highest value of 20.23 µg/m 3 observed at KSB Chowk. This higher value appears to be the result of the heavy traffic movement at that place.

The Oxides of Nitrogen levels monitored at all the locations are also within the stipulated standards of 80 µg/m 3. The highest value recorded is 29.8 µg/m 3 at KSB Chowk.

3.4 Noise Environment The noise levels measurements were carried out using precision noise level meter. The noise level survey was carried out at both the corridors. The major source of noise identified in the study area has been predominantly the vehicular movement and the construction activities. Ambient noise levels have been also monitored in residential and commercial areas.

Selection of Locations for Monitoring Noise monitoring has been undertaken for the duration of 24 hrs at each location to cover up all the periods of the day to establish the baseline noise levels and assess

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the impact of the total noise generated by the operation of the proposed BRTS project.

The details of noise monitoring locations & noise levels of both the corridors are given in Table no. 3.4

Instrument Used for Monitoring

Sound pressure level (SPL) measurements were automatically recorded with the help of an Integrated Sound Level Meter to give the equivalent noise level for every hour continuously for 24 hours in a day.

Results

Equivalent noise levels viz., L day and L night , at the noise monitoring locations are provided in Table 3.4 while noise standards are provided in Table 3.5.

Table 3.4: Noise Monitoring Results

Nashik Phata to Wakad BRT Corridor Values are in dB(A) Day Time Night Time Location Leq Limit Leq Limit Nashik Phata 86.76 65 58 55 Sangavi 74.3 65 53.2 55 Pimple Gurav 72.13 65 52.8 55 Pimple Nilkh (Jagtap 52.4 55 43.2 45 Dairy) Kaspate Wasti 54.7 55 44.1 45 Wakad 69.8 65 51.4 55

Kalewadi Phata to Chikhali BRT Corridor Values are in dB(A) Day Time Night Time Location Leq Limit Leq Limit Kalewadi Phata 77.85 65 54 55 Sawant Petrol Pump 69.4 65 56.3 55 Pimpri Camp 70.5 55 48 45 Link Road 88.61 65 59.2 55 Empire Estate 78.88 65 52.4 55 KSB Chowk 84.28 65 53.2 55 Telco Gate 66.5 75 49.8 65 Note: Daytime: 6.00 a.m. to 10.00 p.m. Night time: 10.00 p.m. to 6.00 a.m.

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Table 3.5: Ambient Noise Quality Standards

Limits in dB(A) Leq* Category of Area/Zone Day Time Night Time Industrial area 75 70 Commercial area 65 55 Residential area 55 45 Silence Zone 50 40 • Daytime shall mean from 6.00 a.m. to 10.00 p.m. • Night time shall mean from 10.00 p.m. to 6.00 a.m. • Silence zone is defined as an area comprising not less than 100 meters around hospitals, educational institutions and courts. The silence zones are zones, which are declared as such by the competent authority. • Mixed categories of areas may be declared as one of the four above-mentioned categories by the competent authority. Observations Noise Levels observed at all the locations near the proposed BRTS are above the standard day time limits. Noise levels at some locations are exceeding the standard night time limit; however; this is attributable to vehicular traffic.

3.5 TRAFFIC STUDIES To understand the baseline traffic and travel characteristics, trips in the PCMC Area have been divided into the following classes:

E E I I I

I PCMC Area

E E

• Int ernal to Internal Trips (I to I) , where both ends of a trip (i.e., origin as well as destination) lie with in PCMC,

• Internal to External Trips (I to E), where trips have origin in PCMC and destination outside,

• External to Internal Trips (E to I), where trips have destination inside PCMC and origin outside, and

• External to External Trips (E to E), where both ends of trips lie outside PCMC Classified Traffic Volume Counts at Outer Cordon Points

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The points for this survey were located on the outer limits of the study area. Number of vehicles, by classification, crossing the survey location in both directions of the traffic was counted at these points, for 16 hours on a working day, starting from 6:00am in the morning to 10:00pm in the night. The following table presents locations and schedule of Outer Cordon Counts.

Table 3.6: Locations and Schedule of Outer Cordon Counts

Sr. No. Location

V1 Dapodi Bridge (on NH-4 going to Pune)

V2 Aundh Bridge (on Aund-Ravet Road)

V3 Bangalore Highway (after Wakad Junction)

V4 Mumbai Pune Expressway

V5 Nashik Highway (NH-50) before Toll Plaza

V6 On NH-4 before Nigdi Junction

Classified Traffic Volume Counts on the Internal Road Network of PCMC Area

The following table presents locations and schedule of classified traffic volume counts carried out on major arterial network in PCMC Area.

Table 3.7: Locations and Schedule of Counts on major arterial network of PCMC

S.No. Location

V7 Between Nigdi Junction & Chinchwad Jn

V8 Between Pimpri Jn & Kasarwadi Jn

V9 Before KSB Chowk (after Thermax)

V10 On Telco Road - between KSB Chowk & NH-50

V11 Between Kalewadi Chowk & Dange Chowk

V12 On Dehu-Alandi Rd

V13 On Nigdi Jn to Dehu-Alandi Rd

V14 On NH-50 at Bhosari

V15 Small bridge parallel to Dapodi bridge (Bopodi)

Intersection Turning Movement Counts on the Internal Road Network of PCMC Area

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Peak period intersection turning movement counts have been carried out at major intersections in PCMC Area. Morning 7:00 am to 11:00 am and evening 4:30 pm to 8:30 pm have been considered as peak periods. Table 3.8: Locations of Turning Movement Surveys

S.No. Location Intersection Type

T1 Nigdi Jn including Fly-over X Type

T2 Chinchwad Jn X Type

T3 Morwari Jn including Underpass X Type

T4 KSB Chowk X Type

T5 Dange Chowk X Type

T6 Kasarwadi Jn T Type

T7 Kalewadi Jn T Type

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Figure 3.5: Survey Locations

Analysis of Cordon Counts Classified traffic volume was counted for 16 hours at six cordon locations. The following table summarises traffic intensity at the cordon points in vehicles and PCUs (Passenger Car Units). For estimating PCUs, the PCU Factors as given in IRC: 106- 1190 have been used. Table 3.9: Summary of Traffic Counts at Outer Cordon Points

Count Location Total Vehicles Total PCUs V1 129710 145251 V2 98044 133747 V3 64686 76775 V4 34472 44809 V5 50384 64186 V6 75531 93397 The following table presents classified volume of passenger traffic at the six cordon points.

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Table 3.10: Passenger Traffic Volume (in Vehicles and PCUs) at Outer Cordon Points

Car, Auto Local Intercity Cycle Total Total Location Jeep, 2-Wheeler Minibus Cycles Rickshaw Bus Bus Rick. Vehicles PCUs Van V1 35145 50938 20079 1209 3142 2265 7684 65 120527 130408 V2 23932 26384 20233 3742 2547 3854 6395 0 87087 106260 V3 31689 18863 1071 1159 194 1984 163 0 55123 53601 V4 21784 5425 514 177 284 658 93 0 28935 28827 V5 15940 17502 4643 958 764 1018 670 0 41495 40798 V6 23693 20041 14366 374 3714 1229 5426 13 68856 81281

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Mid Block Counts on Major Arterials

Classified traffic volume was counted for 16 hours at nine mid-block locations on major arterial roads of PCMC. The following table summarises traffic volume observed in vehicles and PCUs (Passenger Car Units) at these nine locations.

Table 3.11: Summary of Mid-block Counts on Major Arterials

Count Location Total Vehicles Total PCUs V7 73798 86572 V8 84792 90241 V9 55211 61817 V10 57122 59776 V11 40988 41638 V12 10636 10636 V13 13414 12152 V14 47683 50313 V15 50992 49123 The following table presents classified volume of passenger traffic at the nine mid- block count locations.

Intersection Turning Movements Intersection turning movements observed at important junctions have been analysed for peak hour flows. The figure no. present peak hour turning flows at KSB junction.

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Table 3.12: Passenger Traffic Volume (in Vehicles and PCUs) at Mid-block Count Locations

Car, Auto Local Cycle Total Total Location Jeep, 2-Wheeler Minibus Intercity Bus Cycles Rickshaw Bus Rick. Vehicles PCUs Van V7 19224 30211 8776 1261 2026 1512 3429 0 66439 70355 V8 18564 42152 10555 891 2049 2083 2912 10 79216 79736 V9 12293 25522 9036 330 321 528 3288 0 51318 53214 V10 9791 28096 6836 304 325 749 5742 0 51843 49863 V11 6897 19183 5257 352 899 537 4140 1 37266 35220 V12 1717 5983 965 26 1 5 524 7 9228 7632 V13 2811 6737 934 191 24 92 1797 9 12595 10419 V14 11003 23617 5235 281 853 316 1495 1 42801 39600 V15 13790 19770 5138 330 985 185 6342 0 46540 41370 Note: detail diagrammatic presentation of vehicular movement at different junction was given in ANNEXURE VIII

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3.6 Water environment

Water quality of ground water as well as surface water resources close to propose BRTS area has been studied for assessing the water environment and to evaluate anticipated impact of the proposed project.

The rivers Mula, Pawana and Indrayani form boundaries on three sides of the city .

Sampling Locations

In view to evaluate the water quality within the study area, water samples of surface as well as ground were collected. These samples were analysed for their physico- chemical and biological parameters to ascertain the baseline water quality.

Ground & Surface Water sampling locations are given in Table No.3.13

Table 3.13: Water Sampling Locations

Sr. No Location Sample Type PCMC Area Nashik Phata to Wakad BRT Corridor A1 Kasarwadi (NH-4 Near Nashik Phata) Bore well A2 Military Dairy Farm, Pimpri Bore well A3 Pimple Gurav Dug Well A4 Pimple Saudagar Bore well A5 Sangvi Bore well A6 Pimple Nilakh Bore well A7 Wakad Bore well A8 Wakad (Sufalam Nursery) Dug Well A9 Thergaon (Near Saw Mill) Bore Well A10 Rahatani (Near Nakhate Wasti) Dug Well PCMC Area Kalewadi Phata to Chikhali BRT Corridor B1 Pavana River, Kalewadi Stream B2 Kalewadi (In Lucky Bakery) Bore Well B3 Kalewadi Phata Bore Well B4 Chinchwadgaon (Near Date Nursing Home) Bore Well B5 Chinchwad (Near kohinoor Institute) Bore Well B6 TELCO Amriteshwar Society (Near High Court) Bore Well B7 Kudalwadi (Masjid Premises) Bore Well B8 Chikkhali Bore Well B9 Moshi Bore Well

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B10 Moshi (Ahead of Village, Alhat biulding) Dug Well Surface Water S1 Talwade Indrayani River S2 Ramdara Nala outfall to Indrayani River Nala S3 Ramdara Nala Flux in Indrayani River Nala S4 Moshi Nala Outfall to Indrayani River Nala S5 Moshi Nala Flux in Indrayani River Nala S6 Charholi Indrayani River

Methodology

The samples were collected and analyzed as per the procedures specified in 'Standard Methods for the Examination of Water and Wastewater' published by American Public Health Association (APHA). The samples were taken as grab samples and were analyzed for various parameters and compared with the standards for drinking water quality as per IS: 10500 and IS: 2296 applicable for ground and surface water respectively.

Results

Analysis details of surface water and ground water are tabulated in Table 3.14 and Table 3.15 .

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Table 3.14: Water sample Analysis of Indryani River & Nala near Municipal Corporation Boundary Tests unit Indrayani Ramdara Ramdara Moshi Nala Moshi Nala Indrayani River At Nala outfall to Nala Flux in Outfall to Flux in River at Talwade Indrayani Indrayani Indrayani River Indrayani River Charholi River River pH µmhos/cm 6.7 6.5 6.5 6.7 6.6 6.6 Conductivity mg/l 182 698 352 760 231 328 Dissolved Oxygen mg/l 4 4 4.6 6.8 4.6 3.9 Turbidity mg/l 14 2 5 11 5 10 Total Dissolved solids mg/l 124 162 226 512 162 204 Ammonical Nirogen mg/l <0.002 <0.002 <0.002 13.6 <0.002 <0.002 Nitrite Nitrogen (as N) mg/l 0.004 <0.002 <0.002 0.0067 <0.002 <0.002 Nitrate Nitrogen (as N) mg/l <0.018 6.5 2.054 2.52 2.07 1.08 Phosphate (as Po 4) mg/l 1.55 6.79 1.9 6.41 1.46 0.507 BOD days at 27 oc mg/l 6 16 15 26 6.6 14 COD mg/l 10 20 20 40 9 20 Sodium (as Na) mg/l 5.2 33 16 52 10 15 Potassium (as K) mg/l 1.2 6.2 2.5 7.9 1.3 2.6 Calcium (as Ca) mg/l 18.4 72 84 24.8 23.2 70 Magneshium (as Mg) mg/l 18.83 16.32 5.76 210 7.68 10.08 Carbonates (as CaCo 3) mg/l 0 0 0 0 0 0 Bicarbonates (as CaCo 3) mg/l 74 164 94 74 74 90 Chlorides (as Cl) mg/l 11.99 85.97 47.94 79.97 12.99 23.99 Sulphate (as So 4) mg/l 1.48 36.93 12.84 27.04 5.79 8.52 Flourides (as F) mg/l <0.01 0.33 0.106 0.84 0.052 0.044 Boron (as B) mg/l <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 Total Coliforms CFU/ml Uncountable Uncountable Uncountable Uncountable Uncountable Uncountable Feacal Coliforms /100ml >1600 >1600 >1600 >1600 >1600 >1600 Arsenic (as AS) mg/l - <0.01 <0.01 <0.01 <0.01 <0.01 Cadmium (as Cd) mg/l - <0.01 <0.01 <0.01 <0.01 <0.01 Mercury (as Hg) mg/l - <0.005 <0.005 <0.005 <0.005 <0.005 Zinc (as Zn) mg/l - <0.1 <0.002 <0.02 0.43 0.36 Total Chromium mg/l - <0.002 <0.0033 <0.0033 <0.0033 <0.0033 Lead (as Pb) mg/l - <0.1 <0.1 <0.1 <0.1 <0.1 Nickel (as Ni) mg/l - <0.045 <0.045 <0.045 <0.045 <0.045 Iron (as Fe) mg/l - 0.79 1.018 1.04 0.79 0.793

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Table 3.15: Chemical Analysis of Ground Waters, Near Corridor Area

Sr. Topography PO SO N NO SiO Fe Mn As Error Location Sample Type 4 4 3 2 SAR No. Land use (ppm) (ppm) (ppm) (ppm) (ppm) (ppm) (ppb) (ppb) (%) PCMC Area Nashik Phata to Wakad BRT Corridor A1 Kasarwadi Bore Well Plateau 56.7 28.4 3.42 15.2 12.9 0.15 730 ND 1.07 6.43 Military Dairy A2 Bore Well Plateau 64.4 43.5 2.5 11.1 12.8 0.03 1529 ND 0.97 -3.91 Farm, Pimpri A3 Pimple Gurav Dug Well Plateau 91.4 47 5.29 23.4 16.8 0.21 775 ND 1.29 -5.8 A4 Pimple Saudagar Bore Well Plateau/ Agri 37.4 38.1 0.76 3.37 4.25 0.17 764 ND 3.32 2.45 A5 Sangvi Borewell Near River 53.6 23.5 4.02 17.8 13.4 0.19 66.3 ND 1.22 -4.15 A6 Pimple Nilakh Bore Well Plateau 35.7 22.6 3.49 15.5 15.2 0.18 561 ND 0.49 8.52 A7 Wakad Bore Well Near River 40 17.5 2.24 9.91 14.8 0.2 741 ND 0.5 -1.02 A8 Wakad Dug Well Plateau 37.4 42.5 5.36 23.8 13.3 0.13 741 ND 0.76 -6.01 A9 Thergaon Bore Well Plateau 44.5 39.3 3.83 16.9 17.7 0.11 798 ND 0.95 -2.41 A10 Rahatani Dug Well Plateau/ Agri 45.6 23.9 3.98 17.6 18.3 0.21 719 ND 0.99 -10.5 PCMC Area Kalewadi Phata to Chikhali BRT Corridor Pavana River, B1 Stream River 730 55.9 1.18 5.24 12.6 1.51 4735 ND 1.73 2.34 Kalewadi B2 Kalewadi Bore well Plateau 64.7 39.8 4.88 21.6 17.6 0.14 1435 ND 1.12 -8.36 B3 Kalewadi Bore well Plateau NA NA NA NA NA NA NA NA NA NA B4 Chinchwad Bore Well Plateau 43.1 22.7 0.42 1.85 5.72 0.12 1135 ND 0.56 -14 B5 Chinchwad Bore Well Depression 92.2 2.47 0.72 3.2 5.02 0.46 1293 ND 1.09 4.3 TELCO Near Small B6 Amriteshwar Bore Well 49.9 52.1 0.85 3.77 12 0.56 1281 ND 0.6 8.04 STR Society B7 Kudalwadi Bore Well Depression 44.2 23.7 3.36 14.9 8.57 0.14 921 ND 0.74 5.55 Pollute B8 Chikhali Well 57.3 19.4 0.61 2.71 17.1 0.29 1011 ND 0.88 5.84 Stream B9 Moshi Bore Well In Stream 40 32.5 5.81 25.7 23.4 0.14 1101 ND 1.16 -7.21 B10 Moshi Dug Well Plateau / Agri 51 50.9 5.73 25.4 14.8 0.05 1878 ND 1.01 -0.44

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3.6.1 Hydrogeology

Irrigation and Hydrogeology map of Pune is shown as Figure 3.6

Figure 3.6: Irrigation and Hydrogeology of Pune

PCMC AREA

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3.7 Land Environment

3.7.1 Physiography

Pune district lies in the eastern belt of Maharashtra state. The district has a shape of right-angled triangle with its hypotenuse stretched northwest down south east flanked by Akola, Sangamner, Parner, Shrigonda tehsils and Karjat of Ahmednagar district. Its base towards south is contiguous with Wai, Khandala and Phaltan of Satara District and Malshiras of Solapur district. Mahad, Mangaon, Rocha, Pen and Panel of Rigor district and Morbid of Thane district border its perpendicular side of the east. The project site falls on western side of district.

The western part of district is rugged comprising the Sahyadri ranges, where many peaks are over 1066 m above msl. The lowest elevation is 498 m near Indapur and the highest is 1403 m above MSL located on south-west side.

Sahyadri ranges are on west of district and has a breadth of 130 km along Sahyadris. In the south-east it stretches to about 210 km with gradual fall in altitude from 2000 to 1000 feet above msl. It narrows down in the east to just about 35 km. The hill ranges that make the district picturesque owe their origin to two district systems. The main range i.e. Sahyadris runs both in north as also in south over a distance of about 115 km. The other system comprises narrow ridges with flat tops stretching eastwards and gradually merging with the plains.

3.7.2 Relief & Drainage

Pune district is traversed by many rivers emanating from Sahyadris and flow from west to south. Bhima is the chief river. It constitutes the eastern border of the district for over 150 km. Its tributaries are Vel and Ghod in the left and Bhima, Indrayani, Mula, Mutha and Nira on the right. During rainy season all these rivers are in full swing but they shrink to almost a drain when the rainy season is over. Nira forms the southern boundary of the district. Other rivers that traverse the district are Kukdi, Mina, Andra, Karha, Shibganga, Pushpavati and Pavna.

The PCMC area falls on eastern side of the Western Ghat called Sahyadri ranges. The site is situated near major urban and industrial agglomeration of Pune and Pimpri Chinchwad. Reliefs and slopes of the Pune districts are shown in Figure 3.7.

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Figure 3.7: Reliefs and Slopes of the Pune District

PCMC AREA

3.8 Geology The area is covered by thick pile of Basaltic lava flow of Deccan Trap of Uppercretacious to “Palaeohoe” age. The basaltic flows are of two type viz. compound “pahoehoe” and “aa” flows. The pahoehoe flows contain several units which vary in thickness from less than a meter 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, consisting only of compound pahoehoe flows is restricted to the north-western parts of Ghod valley and in the central part in the Bhima valley. A megacryst flow, M3 marks the top of his Formation. Overlying this formation is the Indrayani 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 north-western, central and eastern parts. Further east, the thickness decreases and the flows pinch out. Overlying this is a sequence of simpled and “aa” flows forming the Diveghat

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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 occurrence is mainly restricted to the south-western, north-western and central parts. These two Formations are separated by a megacryst basalt floe M4 which forms the top of the Pundagarh Formation. The basalts are essentially tholeiites without any marked 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 shoe spares phenocrysts.

PCMC area lies on high plateau. On the northern and western side, there are low hill. The western part of the area comprises the Sahyadri ranges where many peaks are over 1066 m above sea level.

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The Geomorphology and Geohydrogeology maps published by Geological survey of India for Pune are also presented in Figure 3.8& 3.9 respectively.

Figure 3.8: Geomorphology of Pune

PCMC AREA

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Figure 3.9: Geohydrology of Pune District

PCMC AREA

3.9 SEISMOLOGY Pune District is classified under the Zone III as per the Bureau of Indian Standards (BIS) 2000 and as shown in Figure 3.10, seismic zone map for India. Zone III is defined as having a maximum intensity expected of around VII on MM scale.

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Figure 3.10: Seismic Zone Map of India

Pune Zone III Aurangabad Zone II

Zone Max. MSK Intensity 2 VI 3 VII 4 VIII 5 IX or higher 3.10 LAND USE The land use map published by the National Atlas and Thematic Mapping Organisation, Department of Science and Technology show that about 80% of the area around the project site is built up. The remaining land is under the agriculture reserve, water body, open spaces and recration etc. The land use map of Pune district is presented in Figure 3.11

Land use of PCMC:

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The total area under the jurisdiction of PCMC measured 170.51 sq km. The detailed break-up of landuse pattern in PCMC area is given in Table No.3.16

Table 3.16: PCMC Land Use Areas

% to Total Area (Sq. Sr. No. Land Use Classification Extent of km) Town 1 Residential 84.22 49.39 2 Commercial 2.97 1.74 3 Industrial 18.82 11.04 4 Public Utilities 1.74 1.02 5 Public & Semi- public 5.79 3.40 6 Transportation/ Circulation 16.42 9.63 7 Open Spaces/ Recreation 4.32 2.53 9 Water Bodies 4.96 2.91 11 Agriculture & Reserve 31.27 18.34 Total 170.51 100.00

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Figure 3.11: Land Use Map of PCMC Area

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3.11 SOIL The district possesses mainly three varieties of soil i.e. black, red and yellow. At certain places these soils blend with one another. Bright yellow soil is found in project area. Figure 3.12 shows the soil profile of Pune District.

Figure 3.12: Soil Profile of PCMC area

PCMC AREA

To assess the baseline soil status, sampling has been carried out in study area.

Soil Sampling

Soil sample were collected in and around the site to establish the baseline characteristics.

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Methodology Soil sample have been collected using auger from a depth of 60 cm from the sampling locations. These are analysed for physical and chemical characteristics as per APHA methods, considering the guidelines provided in the manual “Soil chemical analysis” by M.L. Jackson (recommended by the Ministry of Environment and Forests – MoE&F).The results of the analysis are given in Table 3.17 &3.18.

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Table 3.17: Soil Characteristics - Nashik Phata to Wakad BRT Corridor

R.N. LOCALITY PH EC N P K Na Ca Mg CaCO 3 % OC org A 1 Near Nashik Phata 8.4 100 62.7 7.62 168 1.63 8.1 8.99 18.7 0.81 1.39 A 2 Pimple Gurav 7.7 440 151 4.04 91.3 1 32.8 6.2 2 1.68 2.9 A 3 Pimple nilakh 8.12 90 122 3.25 56.3 0.66 18.2 13.8 2.04 0.62 1.1 A 4 Govind garden restaurant 8.5 220 87.8 7.65 93.8 0.99 14.3 10.6 20.2 0.71 1.23 A 5 Thergaon sawmil 7.9 130 123 1.67 81.3 0.49 24.2 15.6 1.3 0.62 1.1 A 6 in bet naundhroad n pimple saudagar 7.7 70 110 19.8 141 0.21 18.2 8.42 20.7 0.43 0.74 A 7 Surgalam n Wakad 8.21 310 141 1.8 43.5 0.44 2.6 19.6 2.42 1.19 2.1

Table 3.18: Soil Characteristics - Kalewadi Phata to Chikhali BRT Corridor

LOCALITY PH EC N P K Na Ca Mg CaCO3 % OC org Kalewadi Phata 7.6 200 81.5 1.86 25 0.81 14.4 37.1 1.9 0.46 0.7 Chinchwadgaon near date N.ho 8.7 110 50.2 40 182 0.81 13 6.06 19.5 0.06 0.11 Pimprigaon near Sukhwani Complex 8.2 210 72.1 5.18 106 1.76 28 9.44 20.6 0.51 0.87 Near KSB 8.1 80 62.7 10.2 101 0.37 18.1 7.8 20.1 1.47 2.53 Mercedes benze main gate 7.7 60 216 8.87 112 0.3 21.2 12.4 20.7 0.79 1.36 Near mercedes benze (on plate) 6.5 60 144 11.8 120 0.07 7.87 7.23 21.2 0.73 1.25 Near mercedes benze (in stream) 8.2 130 81.5 21.7 24.8 0.52 16.4 11.8 19.6 0.62 1.06 Chikhali towards talawade 8.1 60 94.1 33.4 87.3 0.31 14.4 12.7 20.5 0.4 0.68 Chikhali 8.3 170 151 14.2 110 1.13 34.1 29.3 2.4 0.73 1.3 Moshi near Alhat Building 7.9 250 81.5 3.06 42 0.78 32.7 30 2.4 0.52 0.9 Moshi in Stream 8.4 230 78.4 0.74 27 0.78 36 19.2 2.4 0.93 1.6

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Observations Sand Proportion: 33 % varies from 5.8% to 76.8%

Silt Proportion: 51.9%, varies from 12.7% to 84.3%

Clay Proportion: 15.3%, varies from 3.7% to 50.6%

This shows that the area has got more percentage of Silt followed by Sand than Clay

3.12 Biological Environment The ecological study has been done within the RoW as per the Developmental Plan of PCMC (refer Anexure III for details) to undertake to understand the present status of ecosystem of the area, to predict impact as a result of proposed activities and to suggest measures for maintaining the conditions.

Table 3.19: Existing Tree Data Details along the BRT Corridor

Nashik Kalewadi To Description (Existing Tree Phata To Sr.No. Dehu Alandi Total Data) Wakad Road Road Number of Trees to be Cut out 1 398 927 1325 of Total Number of Trees Can be 2 146 233 379 replanted out of Total Total Number of Trees 3 544 1160 1704 available affected in Corridor The total numbers of trees available and being affected within RoW are 1704 (refer annexure III), out of which 1325 will be felled and which will be compensated at the rate of not less than 1:3 (refer Annexure IV). The remaining 379 trees will be transplanted.

3.13 SOCIO ECONOMIC ENVIRONMENT

3.13.1 Demographic Profile

As per the 2001 census, population of Pimpri-Chinchwad was 1,006,417 persons and the current population is estimated to be around 13.35 lakh persons

Pimpri-Chinchwad has a literacy rate of 74% as per the 2001 Census. More than 60% of the population growth in Pimpri-Chinchwad has been on account of migration largely due to the employment opportunities prevailing in the region. Pimpri-Chinchwad has a sex ratio of 916 females for every 1000 males as per Census 2001.

Table 3.20: Population Projections for the next 20 years

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Decadal Census Year Population Decadal Change Growth Rate (%) 1951 26,367 - -

1961 39,654 13,287 50.39

1971 98,572 58,918 148.58

1981 251,769 153,197 155.42

1991 520,639 268,870 106.79

2001 1,006,417 485,778 93.30

2011 1,507,243 500,826 49.76

2021 2,150,317 643,074 42.67

2031 2,907,757 757,440 35.22

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Figure 3.13: Population Growth

Population Growth 3,000

2,500

2,000

Thousands 1,500

1,000

500

- Population 1951 1961 1971 1981 1991 2001 2011 2021 2031

3.13.2 Structures on the Route

The development plan of the PCMC was approved in the year 1996 considering the suggestions of citizens and Government. Over the period the entire development was not carried out and some encroachment was done at certain stretches of these corridors. The details of the title holder and non-title holder are prescribed in the Resettlement action plan. 3.13.3. Sensitive Structures on the Route 1. PCMC School: This school is located at Wakad. Three rooms of the school will come under the impact. 2. Alphanso Church: This is located on the Kalewadi to Dehu alandi route. This is being handled by the rehabilitation department of PCMC and is under the litigation. Measures will be provided as per the decision of court of law. 3. Alphanso School: This school is also the part in the same plot as the Alphanso Church. The existing boundary wall of the school will act as the noise barrier. The detailed socio economic assessment has been carried out to ascertain the status of the peoples living, likely population to be displaced and preparation of Resettlement and rehabilitation plan, Resettlement Action Plan (RAP).

3.14 ANALYSIS OF ALTERNATIVES

A discussion on ‘With Project’ and ‘Without project’ scenario in terms of potential environmental impacts has also been presented; based on these considerations the up- gradation and improvement of the project roads have been decided. Consideration of

59 EIA Study for proposed BRTS Chapter 3 environmental issues has been an integral part of the project and has been undertaken to ensure early identification of adverse impacts and appropriate corrective measures.

The scope of the project is primarily to improve the existing alignment to acceptable standard wherever possible. New alignment is not to be encouraged as long as the existing alignment can be improved to a standard specification. Hence the existing alignment was surveyed and found that it can be improved to attain the required specifications while preparing the Developmental Plan in 1995.

3.14.1 “WITH” AND “WITHOUT” PROJECT SCENARIO

The existing infrastructure for transportation in the Pimpri Chinchwad Municipal area is not meeting the current demand and expectations. The rapid growth of the industrial and commercial activity has led to a situation which has created a demand for designed public transportation system. Keeping in view the above argument the ‘With’ and ‘Without’ project scenarios are compared as given in table 3.21 below. By looking at the table it is concluded that “With” project scenario the positive/beneficial impacts shall vastly improve the environment and enhance social and economic development of the region than “Without” project scenario, which will further deteriorate the environmental setup and quality of life values. Hence the “With” project scenario with minor reversible impacts is an acceptable option than “without” project scenario. The implementation of the project therefore will definitely be advantageous to achieve the all – round development of the economy and progress of the city of Pimpri Chinchwad. The adverse impacts that due to air, noise, dust pollution, removal of vegetative cover shall be taken care of by adopting mitigative measures such as road side platation, compensatory plantation and transplantation techniques.

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Table 3.21 Comparison of Positive and Negative Impacts of ‘With’ and ‘Without’ Project Scenario With Project Without Project Sl.N Impacts Impacts o +ve -ve +ve -ve

1 • Providing better level of service in • Removal of plantation within the RoW Nil • Increase in travel time; terms of dedicated public transportation system.

2 • Dedicated public transport service; • Noise impact. • Increased accidents;

3 • Reduced transportation costs; • Temporary increase in air pollution • Roads will deteriorate; due to vehicular traffic and dust due to construction;

4 • Necessary to develop north south • Temporary increase in noise pollution • Increased air and noise corridor to provide connectivity during construction; pollution level; between NH-4 westerly bypass • Congestion of traffic due to (Mumbai-Pune expressway and NH- increase in traffic volume. 50 Pune-Nasik Highway) and this corridors will also cater to IT park and Hinjewadi Industrial Area

5 • Quick and easy Access to • Acquisition of private structures and • Reduced employment/ employment centers; lands. economic opportunities;

6 • Employment to local workers on the project itself;

7 • Better access to health care and other social services;

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With Project Without Project Sl.N Impacts Impacts o +ve -ve +ve -ve

8 • Strengthening of local economies; • In absence of the project, the PCMC will find it extremely difficult to generate funds for such a massive improvement of the road infrastructure from it own resources.

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3.14.2 ROUTE FINALIZATION

The finalization of route has been done in the year 1995 while preparing the Developmental Plan for the City.

The environmental and social screening was done taking into account the following environmental components:

• Road stretch passing through river, flood zone, village ponds; • Trees along road and density of roadside trees; • disposal of debris; • Settlements (towns and villages) and market places; • Quarries close to the road; • Sensitive receptors as schools, church, temples and hospitals and • Cultural properties including graveyards, churches etc. The widening of project roads is not proposed in future. Also no major construction works and realignments are to be carried out. This work will not affect the environmental settings of the project area to any appreciable extent except temporary deterioration of air quality during construction phase. The improvement of project roads on the other hand will bring about positive impacts as mentioned in the table 3.21.

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CHAPTER 4 IMPACT ASSESSMENT

4.1 INTRODUCTION This chapter identifies sources of pollution from proposed Bus – based Road Transit system and evaluation of various impacts on environmental attributes in the study area. "Environmental Impact" can be defined as any alteration of environmental conditions or creation of a new set of environmental conditions, adverse or beneficial, caused or induced by the action or set of actions under consideration. Generally, the environmental impacts can be categorized as either primary or secondary. Primary impacts are those, which are attributed directly by the project, secondary impacts are those, which are indirectly induced and typically include the associated investment and changed patterns of social and economic activities by the proposed action. The impacts have been predicted for the proposed BRTS assuming that the pollution due to the existing activities has already been covered under baseline environmental monitoring. Impact on various environmental parameters can be categorized into two phases, namely:

••• The construction phase: Impact during this phase may be regarded as temporary or short term; and

••• The functional phase: Impact during this phase shall have long-term effects. Various impacts during these two phases have been studied and are discussed in the subsequent sections. 4.2 Pollution sources Pollutants generated in the proposed development of BRTS during both the construction and functional phases are solid, liquid and gaseous in nature. Also the generation of pollution could be continuous, periodic or accidental. Sources of pollutants and their characteristics during the construction and functional phase are given below in Table 4.1 .

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Table 4.1: Pollutant Sources & Characteristics

Sr. Pollutant Activity / Area Pollutant Frequency No Characteristics CONSTRUCTION PHASE Temporary during Dust from construction construction activities and phase only- bulk Air emissions – excavation. of the emissions SPM, PM , CO, 10 Particulates, NO and are expected from NO , SO x x 2 CO from vehicle ground working Site exhaust and leveling 1. Preparation activities. Earth / solid Solid waste from waste/demolition construction activity and Periodic. /excavation excavation. Noise generated from Temporary during Noise construction equipment initial construction and machinery phase. Temporary – Sewage generated during the initial Sewage from temporary labour construction camps on site phase 2. Labour Camps Temporary – Solid Waste generated during the initial Solid Waste from temporary labour construction camps on site phase FUNCTIONAL PHASE Vehicular Vehicle exhaust Continuous / 1. Air emissions movement emissions Periodic Continuous/ Noise Vehicular Movement Periodic Presence of Oil & Grease, SS during rainy Water Periodic season Oil Spillage

4.3 IDENTIFICATION OF IMPACTS The potential impacts due to proposed project have been identified in Table 4.2 .

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Table 4.2: Identification of Impacts (Construction & Functional Phase)

Sr. Environmental Aspect Potential Impact No Attributes CONSTRUCTION PHASE Dust emissions from site Minor negative impact within site preparation, excavation, Ambient Air premises. No negative impact 1. material handling & other Quality outside site premises. construction activities at Short term site. Minor negative impact near Noise generated from noise generation sources within construction activities, site. 2. Noise operation of construction No significant impact on ambient equipment and their noise levels outside site. movement Short term Surface runoff from project site Oil/fuel & waste spills. No significant negative impact. 3. Water quality Improper debris disposal Short term Discharge of sewage from labour camp. Demolitiom/excavation/Stru 4. Land use ctures on Route requires Minor negative impact Rehabilitation Topography & 5. Site development No significant impacts Geology Construction and excavation activity leading 6. Soils Minor negative impacts to topsoil removal & erosion. Ecology Habitat disturbance during Minor negative impacts 7. Flora & Fauna construction activity Short term Increased job opportunity for locals. Economy 8. Socio-economy Overall positive impact related to material supply etc. expected to boom. Vehicle movement and 9. Traffic Pattern possibility of traffic Minor negative impact congestions on the road. FUNCTIONAL PHASE Minor Negative impact along Particulate and gaseous Ambient Air side the route. No negative 1. emissions from increased Quality impacts beyond 200 m from the vehicular movement road Minor negative impact to the receptors along side the roads Noise from vehicle 2. Noise especially at junctions and movement crossings.

Oil/fuel & waste spills. 3. Water Quality Minor negative impact Discharge of contaminated

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Sr. Environmental Aspect Potential Impact No Attributes storm water Fuel and material spills 4. Soils No negative impact

Land use change, cutting Ecology of trees coming along the 5. Minor negative impact Flora & Fauna route

Resettlement and Social & rehabilitation 6. Minor Positive Impact Economic Improvement in Public Transportation Changes to Traffic, Parking 7. Traffic Pattern and Access Separate route Positive for Public Buses These impacts are discussed phase wise in subsequent sections. 4.4 AIR ENVIRONMENT

4.4.1 Construction Phase

••• During this phase, SPM/ dust is expected to be the main pollutant associated with site development, stockpiles and material handling. Pollution emission sources will be distributed throughout the project site. The land acquired is fairly flat, so extensive development/formation work i.e. excavation, cutting, levelling etc. is not expected. It is also assumed that most of the excavated material will be used within the project, with minimal cut and fill material to come from outside the site. Hence, after taking adequate mitigation measures like regular water spraying/sprinkling on haulage roads, stockpile, material handling will decrease the SPM /dust levels considerably to have any significant impact.

••• Also, there will be slight increase in concentration of NOx and CO due to increased vehicular traffic. Regular maintenance of vehicles will be done to minimize automobile exhaust.

••• The impact of such activities would be temporary and restricted to the construction phase only. The impact will be confined within the project boundary and is expected to be negligible outside the project boundaries.

Vehicles carrying construction material are expected to result in increased SPM levels near the haul roads. This can be of potential importance if the vehicles pass through the residential areas. At the construction yard, the dust levels are also expected to increase due to unloading of construction materials.

The generation of fugitive dust by vehicular traffic is a function of soil properties and vehicular characteristics such as vehicle speed, weight, number of wheels etc. Dust

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generation is particularly sensitive to soil particle size and can be estimated using the following equation.

EVT = 5.9 (Sp/12) (Vv/30) (Mv/3)0.7 (Wv/4)0.5 ([365-Dp]/365) Where, EVT = Emission factor (lb/vehicle mile travelled) Sp = Soil Content of Road Surface Material Vv = Mean Vehicle Velocity (miles/hour) = 17.75 Mv = Mean Vehicle Mass (tons) Wv = Mean Number of Wheels = 6 Number of days per year with at least 0.01 inches of Dp = precipitation=0

With this formula, emissions are calculated for different vehicle mass and soil content for maximum possible velocity of about 17.75 miles/hour (28.4km/hr). Table 4.3 and Table 4.4 present the values of emissions per vehicle mile. Even at worst value in the table (23.22 lb/vehicle mile), translates into 10.55 kg/km. If we consider it as a line source, its strength works out to be mere 5 g per minute. This is not expected to have any adverse impact on the ambient air quality.

Table 4.3: Particulate Emission Rate in Kg per Hour for Different Moisture and Silt Content

Moisture content Silt content % % 10 15 20 25 30 35 10 0.57 1.04 1.60 2.24 0.57 0.57 20 0.21 0.39 0.61 0.85 0.21 0.21 30 0.12 0.22 0.34 0.48 0.12 0.12 40 0.08 0.15 0.23 0.32 0.08 0.08 50 0.06 0.11 0.17 0.24 0.06 0.06 55 0.05 0.10 0.15 0.21 0.05 0.05

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Table 4.4: Emissions in lb per Vehicle Kilometre for Different Soil Percentages and Vehicle Weight

Soil content (%) 2 5 8 11 14 Mean Vehicle Mass

(tonnes) 15 2.20 5.50 8.79 12.09 15.39 18 2.50 6.24 9.99 13.74 17.48 21 2.78 6.96 11.13 15.30 19.48 24 3.06 7.64 12.22 16.80 21.39 27 3.32 8.29 13.27 18.25 23.22

Emission from construction machinery

The emissions from construction machinery would contain particulates, SOx, NOX, CO. However, the quantity of these pollutants is expected to be extremely low due to low fuel requirement and use of cleaner fuel like diesel. It is expected that the machinery will consume merely 20 to 30 L of diesel. The resultant emissions, therefore, are not expected to affect ambient air quality.

4.4.2 Functional Phase

During operation phase of project major pollutants expected from the vehicular movement are carbon monoxide and Oxides of Nitrogen and SPM. The concentration of various pollutants in the engine exhaust varies with the type of engine namely, spark ignition (petrol engine) or compression ignition (diesel engine) two stroke or four stroke engines; and also mode of engine operation. Table 4.5 gives the emission factor of various major pollutants from petrol, diesel and CNG engines.

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TABLE-4.5: Emission Factors for Different Vehicles

4.5 NOISE ENVIRONMENT The assessment of the impacts of noise on the surrounding community depends upon:

i. Characteristics of noise source (instantaneous, intermittent, or continuous in nature), ii. Time of day at which noise occurs; and iii. Location of noise source.

4.5.1 Construction Phase

Due to the various construction activities, there will be temporary noise impacts in the immediate vicinity of the project corridor. The construction activities will include the excavation for foundations and grading o f the site and the construction of structures and facilities. Crushing plant, asphalt production plants, movement of heavy vehicles,

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loading, transportation and unloading of construction materials produces significant noise during construction stage. How ever, these increased noise levels will prevail only for a short duration during the preconstruction and construction stage General noise levels generated on account of from the operation of construction equipments and machinery are furnished in Table 4.6.

Table 4.6: Noise Levels Generated from Construction Equipment

Equipment Noise Level at 1 m from source, dB(A)* Air Compressor 111 Back Hoe/Loader 105 Concrete Mixer 109 Concrete Pump 94 Concrete Vibrators 101 Cranes - mobile 105 Dump Truck 107 Generator 75 (as prescribed by CPCB) Hammering 110 Jackhammer 112 Average Noise Level 108 *calculated noise levels referring to the source ColumbiaWorkshop1- ConstructionNoise.pdf

The resultant average noise emission level, as calculated from information provided in Table 4.6 works out to 108 dB (A) and considering that all the pertinent equipments are in operation simultaneously. However, the actual noise levels are expected to be below the said levels, since simultaneous operation of all the equipments and machinery is a remote possibility.

Noise Dispersion ••• For the purpose of noise dispersion, it is assumed that all the noise generating sources from the site as one source. Hence, total noise from all equipments will be confined to about 108 dB(A). The dispersion of this noise is computed by using the following model.

Mathematical Model for Sound Wave Propagation ••• For an approximate estimation of dispersion of noise in the ambient from the source point, a standard mathematical model for sound wave propagation is used. The sound pressure level generated by noise sources decreases with increasing distance from the source due to wave divergence. An additional decrease in sound pressure level with distance from the source is expected due to atmospheric effect or its interaction with objects in the transmission path.

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••• For hemispherical sound wave propagation through homogenous loss free medium, one can estimate noise levels at various locations, due to different sources using model based on first principles, as per the following equation:

Lp 2 = Lp 1 - 20 Log (r 2 / r 1) .....(1) ••• Where Lp2 and Lp1 area Sound Pressure Levels (SPLs) at points located at distances r2 and r1 from the source. The combined effect of all the sources then can be determined at various locations by the following equation.

(Lp1/10) (Lp2/10) (Lp3/10) Lp (total) = 10 Log (10 + 10 + 10 ……) ..…(2) Where, Lp1, Lp2, Lp3 are noise pressure levels at a point due to different sources. Based on the above equations a user-friendly model has been developed. The details of the model are as follows:

∗ Maximum number of sources is limited to 200; ∗ Noise levels can be predicted at any distance specified from the source; ∗ Model is designed to take topography for flat terrain; ∗ Coordinates of the sources in meters; ∗ Maximum and Minimum levels are calculated by the model; ∗ Output of the model in the form of isopleths; and ∗ Environmental attenuation factors and machine corrections have not been incorporated in the model but corrections are made for the measured Leq levels.

Input to the Model The input to the model has been taken as the cumulative noise of all noise- generating sources. The resulting noise from the cumulative sources is taken as 108 dB(A). Coordinates X and Y are taken as input to the model is correlated with grid size and scale (1:100 m). Thus the center of the project area is defined as 0,0 coordinates. Noise Impact Analysis The isopleths and the noise levels obtained by modeling are presented in Fig-4.1. It is observed from isopleths that high noise levels will be confined to work zone areas only. It can be seen that noise levels get attenuated rapidly with the distance. The predicted noise levels indicate that the noise contours of 35 dB(A) occurs within the project area only at a distance of about 500-m from the center of the source. Thus, there will not be any significant increase in the present ambient noise levels.

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In summary, it can be stated that the noise impact due to construction activity shall be relatively significant at the place of activity itself while the noise impact on community as a whole shall be insignificant. Figure 4.1: Predicted Noise Levels During Construction Phase

-1000 -800 -600 -400 -200 0 200 400 600 800 1000 1000 1000

800 800

600 600

400 400

200 200

0 0

-200 -200

-400 -400

-600 -600

-800 -800

-1000 -1000 -1000 -800 -600 -400 -200 0 200 400 600 800 1000

4.5.2 Functional Phase

During the operation phase of project the maximum resultant noise levels at the major traffic junction will be around 100 dB (A) with considering noise due to different types of vehicles and honking are in operation simultaneously. For an approximate estimation of dispersion of noise in the ambient from the Vehicles, a standard mathematical model for sound wave propagation is used. The details of the same are given in Section 4.5.1

The noise levels are predicted from the centre of the corridor upto 200m on both sides. The isopleth of the noise levels obtained by modeling at major traffic junction is presented in Fig-4.2.

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It is observed from isopleths that high noise levels (54 dB (A))will be confined up to 75 m from the centre of corridor. The noise levels at 200 m from centre of corridor will be around 46 dB(A). It can be seen that noise levels get attenuated rapidly with the distance. Hence the impact during the operation phase is not expected to be felt outside the project boundaries. There would be smooth traffic flow hence no congestion and hence less noise than predicted values at junctions and intersections

For attenuation of noise levels noise barriers will be provided at all flyovers or an elevated road which passes through congested localities.

Figure 4.2: Predicted Noise Levels During Operation Phase 200.00

150.00

100.00 100.00 95.00

90.00

50.00 85.00

80.00

75.00 0.00 70.00

65.00

-50.00 60.00

55.00

-100.00 50.00 45.00

40.00 -150.00

-200.00 -200.00 -150.00 -100.00 -50.00 0.00 50.00 100.00 150.00 200.00 Predicted Noise Levels from the Centre of Road

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4.5.2.1 Impact on receptors along the corridor

Alphanso School is located at Chainage 2.5 km from Kalewadi chowk and Empire Estate residential complex is at Chainage from 2.80 km – 4.40 Km along Dehu Alandi corridor.The General Arrangement Drawings (GADs) is available on the PCMC wesite http://www.pcmcindia.gov.in/sutp/empirestate.html and hard copy available in the PCMC head office. 4.6 IMPACT ON TRAFFIC There would be increase in vehicular movements on the proposed BRTS corridors. The 45m ROW allows accommodating the various types of vehicles along with pedestrian pathways, cycle tracks thus resulting in lesser obstruction and fast movement of vehicles. This would lead to the positive impact with respect to the existing situation and more and more people would opt for mass transit system.

4.7 IMPACT ON WATER RESOURCES

4.7.1 Construction Phase

Construction activities for the proposed development can have minor impact on hydrology and ground water quality of the area incase the construction chemicals leaches into ground. Minor impacts on the surface water are expected. Potential impacts on the hydrology and ground water quality have been discussed with respect to the following:

••• Soil runoff from the site leading to off-site contamination (particularly during the rainy season).

••• Improper disposal of construction debris leading to off-site contamination of water resources.

••• Unaccounted disposal of domestic wastewater from temporary labour camps.

••• Spillage of oil and grease from the vehicles and wastewater stream generated from on- site activities such as vehicles washing, workshop etc.

Construction & Development of site Development of the proposed site could lead to stockpiling and excavation activity on site, thereby causing erosion of base soil. The run off from the site may contain high quantity of suspended solids (SS). The impact of runoff may not be very significant except during rainy season.

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The impact also envisaged from the construction practices and the type of material used. Construction waste is likely to create significant impact. This type of waste would be stock piled and disposed off properly. Water logging at certain stretches along the road can be caused due to various borrowing operations. During rains, these borrow areas get filled up and re m a ins water logged due to in adequate local drainage Construction of Bridge across Pawana river will cause siltation in river Due to massive engineering works the river waterway may have to be diverted. The water way will be constructed increasing velocity downstream. This will increase sediment load with the flow. The quantum of water required during construction phase is huge. Water will be sourced from Pawana river.

Site workshop The repair and maintenance of equipments/vehicles on site would generate waste containing oil and grease. The wastewater stream would also be generated from vehicle washing. Labour Camp During construction phase, sewage shall be generated from labour colony. High levels of BOD, SS, Nitrogen and E. coli would characterize the same. Significant water quality impact will occur, if the sewage is disposed without any prior treatment.

4.7.2 Functional Phase

Contamination of surface & ground water may be possible due to accidental spillage of oil, grease and diesel from the vehicles during operation phase of project. Better storm-water drainage network along side of the route will minimize the water logging. 4.8 Impacts on Land Environment

4.8.1 Land Use & Aesthetics

The proposed project will built on existing road and comes under PCMC limit. Land required for proposed project is in possession with PCMC. There is minor change in land use pattern of the area. The list of structures comes in route of project is given in Chapter III. Peoples affected due the project will be compensated as per the provisions of the rules of the PCMC. Some roadway components, like heavy cuts and fills, vegetation clearing, large bridges, and interchanges, will create visual impacts and detract from the natural beauty of the area

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4.8.2 Topography & Geology

The proposed activity during the construction phase would involve excavation work and minor leveling of site. Overall geology or topography of the region is not expected to change due to construction of these roads. No additional stresses will be imposed by the project on these parameters and hence no significant impacts are expected.

4.8.3 Soil

4.8.3.1Construction Phase

Impact on soil owing to the project construction activity includes soil erosion, compaction, physical and chemical desegregations. Erosion of soil may occur due to removal of vegetation and excavation activity. Site selected for the project has sparse vegetation; hence impact owing to removal of vegetation would be minimal, however construction and associated activities would expedite erosion if not managed properly. Other factors contributing to soil erosion is increased runoff and decrease in permeability of the soil. Since proposed site is fairly leveled, excavation is expected to be minimal. Use of heavy machinery and storage of materials results in compaction of the soil. Compaction of the soil as well as mixing of construction material with soil would also lead to reduced infiltration of water, decrease in permeability and increased runoff. Both physical and chemical desegregations of soil would occur during the construction phase. Physical desegregations would occur due to excavation of different layers of soil and subsequent mixing of different layers and would lead to disruption of soil structure. Chemical desegregations and pollution of soil would be on account of spillage of oil from vehicles used for transportation of construction material and from the building material used for construction purposes. Several environmental management measures will be implemented to minimize the soil erosion and other impacts such as removal and use of topsoil from construction activity for future plantation, etc. Impact on account of soil erosion is expected to be minimal.

4.8.3.2 Functional Phase During the operation phase, carefully designed tree plantation along sides of the roads will be maintained. No significant adverse impact is expected on the soils and areas around the site. The following management measures are proposed:

••• Storm water will be used to recharge the aquifer.

••• The entire site area will be well paved and thus there will be no leaching of any substances in case of spills

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Hence, no negative impact on soil quality is expected due to the project activities. 4.9 WASTE DISPOSAL

4.9.1 Construction Phase

During the construction phase, solid waste generated will include vegetation/biomass from land clearing activities, waste from the labour camp and construction waste. Construction activities would generate solid wastes that need to be disposed; these are sand, concrete, gravel, stone, bricks, plastic, paper, wood, metal, glass etc. Exact estimation of these construction wastes is not practicable. Impact from this construction waste may arise owing to the shortage of dumping sites, increase in transportation and disposal cost and environmental deterioration. Potential pollution problems during construction activities include dumping of construction debris into or near by low-lying areas. Proposed mitigation measures will suggest maximum reuse of construction waste on site or removal of waste from the site and proper disposal, which would reduce adverse the impact, if any, significantly.

4.9.2 Functional Phase

During operation phase no solid waste is anticipated from the project activity. 4.10 BIOLOGICAL ENVIRONMENT The significance of ecological impacts is evaluated based on the criteria: ••• Habitat quality

••• Species affected

••• Size/abundance of habits/organisms affected

••• Duration of impacts

••• Magnitude of environmental changes

4.10.1 Construction Phase

The potential impacts of project construction on terrestrial ecology include: Terrestrial ••• Site development.

••• Noise & disturbance.

Aquatic

Surface runoff during rains

Site Development :

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During road construction, the vegetation on the acquired land will be destroyed, and the local ecosystem changed. In addition, the destruction and fragmentation effect of the road construction may diminish the habitats for some of the animal species, so that there may not be enough roosting places any more for them to survive. The development of the proposed site may cause direct impacts and loss of habitats and their associated flora & fauna. The list of trees to be impacted are presented in Annexure - III Noise, air pollution & other disturbances : Air, noise and visual disturbance may be observed during the site development. The surrounding project site area is devoid of any major flora and fauna hence negative impacts are not envisaged.

Aquatic ecology The study area has rivers Mula, Pawana and Indrayani. During construction phase of this kind of project will be confined to the site boundaries only. Hence, impacts on aquatic ecology cannot be expected.

4.10.2 Functional Phase

Potential impacts of this phase on terrestrial ecology include long-term air and noise pollution and disturbance generated by area lighting and traffic. However, as mentioned in earlier sections, the impact due to increased traffic is minimum. Also, the study area supports common species of fauna & flora. Hence, potential impacts from these sources are expected to be minimal and can be reduced considerably adopting adequate mitigation measures.

4.11 SOCIO-ECONOMIC ENVIRONMENT

4.11.1 Job Opportunity

The local people would also get the job opportunities closer to their places of stay. Expenditure incurred by those employed at the project will boost local economy. Jobs would be created for unskilled, semi skilled as well as skilled labour category, for which local population would be given preference. Thus, the project is expected to contribute to the over all development of the area.

4.11.2 Improvement of Infrastructure Facilities

The development of project will also create or improve the amenities / services like power, road, communication, health, education, etc. thereby improving the life of local populace.

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4.11.3 Wider Economic Growth

The proposed project will increase the economic activities around the area, creating avenues for direct/indirect employment in the post project period. There would be a wider economic impact in terms of generating opportunities for other business like transportation, marketing, repair and maintenance tasks, etc.

4.11.4 Transportation

During functional phase, the vehicular movement would mainly comprise passenger cars and buses, two wheelers, cycles and light commercial vehicles. The impact would be mitigated by the suggested measures like better upkeep of vehicles and maintaining good road network.

4.11.5 Transient Labour Population

Construction activity may lead to influx of construction labours. Though majority of work force would be recruited locally, labours with specific skills, may be from outside. However, such labours would be limited in number. The camp shall be provided with all basic amenities like drinking water supply, public toilet, personnel protective equipments and medical check of labour will be done. Therefore no significant pressure on local infrastructure is envisaged.

4.11.6 Resettlement & Rehabilitation Issues

As the project is planned in PCMC area and the most of the structures on the route alignment are encroached at few places. The detailed survey of the encroachments, properties, number of families affected, their social status has been conducted. The Rehabilitation Action Plan has been prepared and is available with PCMC. 4.12 SUMMARY OF IMPACTS A summary of likely impacts due to proposed project is depicted in Table 4.7. Table 4.7: Summary Matrix of Predicted Impacts Due to Proposed Project

Sr. Predicted Components Activities Extent of Impacts No impacts CONSTRUCTION PHASE 1. Ambient air -Dust emissions from Minor Negative Impacts are temporary quality site preparation, impact inside during construction excavation, material project premises. phase. Impacts will be handling and other No negative confined to short construction activities impact outside distances, as coarse at Site. premises of site. particles will settle within the short distance from activities . 2. Noise -Noise generated Minor negative Temporary impacts from construction impact near noise during construction

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Sr. Predicted Components Activities Extent of Impacts No impacts activities and generation phase. No blasting or operation of sources inside other high intensity noise construction premises. activities envisaged. equipment No significant Baseline noise is within impact on the standards. ambient noise Contribution of noise will levels outside be confined in time and premises. space 3. Water -Surface runoff from Minimal due to Impact will be temporary. quality project site effective Local labour will be -Oil/fuel and waste mitigation employed to reduce size spills. measures. of labour camps. No -Improper debris perennial surface water disposal resource adjacent to site. -Discharge of Labour colonies shall be sewage from labour provided potable water camp. for drinking and toilet facility. 4 Land use & -Land development Permanent There will not be change aesthetics positive impact in local land use pattern. The proposed development has also planned for landscaping areas, lawns, and open spaces. This will enhance the visual appeal of the area. 5 Topography -Existing site is fairly No Significant Region is flat and hence & geology levelled Impacts no impacts on topography. No deposits of minerals on site leading to loss of revenue. Development is planned as per IS standards for earthquake protection. 6. Soils -Construction activity Minor negative Site is fairly levelled and leading to topsoil impact will need minimum removal and erosion. cutting and filling. Also adequate mitigation measures will reduce the same. 7. Ecology, -Habitat disturbance Minor negative The site and adjacent Flora & during construction impact areas have have limited fauna activity impact. No endangered species recorded in study area. But 1325 tree will be affected and triple number of the trees will be planted as compensation.

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Sr. Predicted Components Activities Extent of Impacts No impacts 8. Socio- Economy related to Overall positive Ancillary developments economics commercial real impact in the service sector is estate development, expected material supply etc. expected to boom. Resettlement of project affected people 9. Traffic -Haul movement and Minor negative The impact would be pattern possibility of traffic Impact temporary and location congestion outside specific. the site on the bypass on the highway.

FUNCTIONAL PHASE

1. Ambient air -Particulate and Minor negative Limited along side the quality gaseous emissions impact inside routes from vehicle premises with no movement impact outside. 2. Noise -Noise from vehicle Minor negative New generation vehicles movement impact inside will be plying on the premises. roads, which generate No significant less noise. impact at sensitive receptors. 3. Water -Oil/fuel and waste No significant No wastewater discharge quality spills. adverse impact outside the premises to -Discharge of the nearby water source. sewage. -Discharge of contaminated storm water 4. Water No impact -- availability 5 Soils - Accidental Fuel and No negative Excavated topsoil from material spills impact the area will be preserved and reused for horticulture purpose. 6. Ecology, -Land use change Minor negative -- flora & impact fauna 7. Socio- -Increased job Overall positive Socio-economic status of economy opportunity impact the region will be -Project will involve improved. few resettlement of encroachers -Better social

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Sr. Predicted Components Activities Extent of Impacts No impacts infrastructure 8. Traffic Improved roads Positive Impact - pattern without any obstruction

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CHAPTER 5- COMMUNITY PARTICIPATION CONSULTATION AND DISCLOSURE

5.1 Consultation

Public participation and community consultation has been taken up as an integral part of environmental and social assessment process of the project. Consultation was used as a tool to inform and educate stakeholders about the proposed action both before and after the development decisions were made. It assisted in identification of the problems associated with the project as well as the needs of the population likely to be impacted. This participatory process helped in reducing the public resistance to change and enabled the participation of the local people in the decision making process.

Initial Public consultation has been carried out in the project areas with the objectives of minimizing probable adverse impacts of the project and to achieve speedy implementation of the project through bringing in awareness among the community on the benefits of the project.

Public participation and consultation are the major keys to any success in infrastructure development. The sustainability of any infrastructure development depends on the participatory planning in which public consultation plays major role.

To ensure peoples’ participation in the planning phase of this project and to treat public consultation and participation as a continuous two way process, numerous events were arranged at different stages of project preparation .

Aiming at promotion of public understanding and fruitful solutions of developmental problems such as local needs and problem and prospects of resettlement, various stakeholders i.e., affected persons, government officials, local community and elected representatives of the people are consulted through focus group discussions, individual interviews and formal consultations. The project will therefore ensure that the displaced population and other stakeholders are informed, consulted, and allowed to participate actively in the development process. This will be done throughout the project, both during preparation, implementation, and monitoring of project results and impacts.

5.1.1 Objective of the Consultation

The basic objective of consultation is to explore the measures for affected people in project area with specific objectives as follows:

• Understand views of affected people and generate idea regarding the expected demand of the affected people; • Disseminate information to the people about the project in terms of its activities and scope of work; and understand the views and perceptions of the people affected and local communities with reference to acquisition of land or loss of property and its due compensation. • Identify and assess major economic and social information and characteristics of the project area to enable effective social and resettlement planning and its implementation.

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• Resolve issues related to impacts on community property and their relocation. • Examine PAPs’ opinions on health safety issues during the construction period on garbage materials, waste materials and other pollution issues. • Identify levels and extent of community participation in project implementation and monitoring. • Establish an understanding for identification of overall developmental goals and benefits of the project. • Disseminate information to and develop a thorough coordination with different government, non-government and public private sector stakeholder line agencies ensuring their participation and mobilization of support in the process for the successful planning and implementation of the project. • Assess the local people's willingness to get involved with the project; and enumerate the measures to be taken during the implementation of the project.

5.1.2 Methods of Public Consultation

Different techniques of consultation with stakeholders were used during project preparation, viz., in-depth interviews, public meetings, group discussions etc. To understand the socio-economic profile of the displaced persons, questionnaires were designed and information was collected from the affected persons on one-to-one basis. Two major consultations were conducted in BRTS subproject area on 5 May, 2009 and 28 June 2010. The participant included representatives from different sections of the society numbering about 100 each on the two days of consultations. (The Minutes of the consultation meeting is presented in Annexure IX). Consultations have also been carried out with special emphasis on the vulnerable groups. The key participants included both individuals and groups namely: • Heads and members of households likely to be affected. • Groups/clusters of APs. • Government agencies/departments other project stakeholders with special focus on APs belonging to the vulnerable group.

5.2 Findings of the Community Consultations

The consultation process established for the project has employed a range of formal and informal consultations at this stage. The views of the people on social, environmental and resettlement issues are always essential for suggesting the requisite mitigations. The benefits of the project were explained in detail to them and solicited their views on relocation of such properties from their present locations. In the process of public consultation and meeting with a number of potential affected people, it is observed that most of the people are concerned about their livelihood issues. Most of the people welcome the project. The major findings of the consultations held at various locations are summarized as follows. • Most of the people are aware of the project and are willing to render the support whenever required. • People also suggested a proper compensation package to be granted who are losing their properties. • The compensation should be based on the current market value. • People suggested for uninterrupted social life during the construction phase. • Requested for better technology to reduce noise, dust and air pollution during the construction phase.

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• According to the people at project area, most of the affected APs (based on the feedback from land losers whose land has already acquired, it is noted that most of them have already received the compensation) have already received the payments for the land compensation and for the remaining people it will be paid soon. • People suggested that adequate safety measures should be provided for uninterrupted social life. • The commissioner explained that Noise Barriers will be provided at appropriate locations. • People would like to receive regular updates on project. • Concerned Government departments should be friendly with them to solve any issues arising out of the project. • People perceive certain benefits arising out of this such as better public transport, quicker and easy connectivity, disciplined traffic and reduced accidents.

5.3 Consultation with Government Officials

Consultations have been carried out with officials of PCMC in order to incorporate their feedbacks to the project planning. The office of the Land Acquisition Officer (LAO), department of town planning was also consulted to know the process and status of land acquisition. Various other concerned officials were also consulted to involve them in the implementation of the proposed investment program.

5.4 Findings of Public Consultation – Design of Empire Estate Flyover

Following are the findings of the Public Consultation • The area below the bridge may be misused by anti-social elements • If the ramps land inside the premises it will increase the traffic inside and create nuisance to the residents • Noise and Air Pollution will increase due to increase in traffic • Installing fence and gate at the entrance of the complex • If the bus stop location is inside the premises it will increase the traffic and create nuisance to the residents.

5.4.1 Solution and Changes in design

For the above raised issues the Municipal Commissioner explained the following. • For avoiding misuse of land below bridge, PCMC will propose to develop the area by doing landscaping or children play area and other alternative that was proposed was to have a small shopping center below flyover like tea shops. • Providing ramps landing nearer to NH-4 to avoid traffic inside the Empire Estate area. • Providing Noise barrier on the bridge to reduce Noise pollution. • Restricting the width of the bridge so that the service roads of about 5.5meter and 6 meters set back will be available on both sides so as to reduce the air pollution. • Putting fencing and gate is not possible as the area is under a Development Plan (DP) road and cannot be fenced. • For reducing traffic intensity within the premises and nuisance to the residents, the bus stop location has been finalised on Pune-Mumbai road. This will help in interchanging both the BRT corridors.

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5.5 Continuation of Public Consultations

Consultation will continue all through the project cycle. The effectiveness of environmental management & resettlement implementation is directly related to the degree of continuing involvement of those affected by the project. For continued consultations, the following steps are envisaged in the project:

• There will be Grievance Redress Committees (GRC). The PAPs will be associated with such committee along with their representatives. • PCMC will organize public meetings to inform the community about the compensation and assistance to be paid. Regular update of the progress of the resettlement component of the project will be placed for public display at the PMU offices. • All monitoring and evaluation reports of the resettlement components of the project will be disclosed in the same manner as that of the EIA. • Attempts will be made to ensure that vulnerable groups understand the process and to take their specific needs into account.

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CHAPTER 6- ENVIRONMENTAL MANAGEMENT PLAN

6.1 INTRODUCTION It has been evaluated that the study area will not be adversely affected significantly and impacts are mainly exposed to be confined to the proposed corridors. Mitigation measures at the source level and an overall Management Plan are elicited to improve the supportive capacity and also to preserve the assimilative capacity of the receiving bodies. The Management Action Plan aims at controlling pollution at the source level to the maximum possible extent with the available and affordable technology followed by treatment measures. The Environmental Management Plan (EMP) is a site specific plan developed to ensure that the project is implemented in an environmental sustainable manner where all contractors and subcontractors, including consultants, understand the potential environmental risks arising from the proposed project and take appropriate actions. EMP also ensures that the project implementation is carried out in accordance with the design and by taking appropriate mitigative actions to reduce adverse environmental impacts during its life cycle. Development of site for proposed BRTS routes to a certain extent, create inevitable impacts mainly during construction phase, but these are temporary and rather marginal and can be reduced significantly with the help of effective EMP. The potential environmental impacts, which need to regulate are mentioned below:

••• Air pollution due to the emission of Particulate Matter and gaseous pollutants;

••• Noise pollution due to various noise generating equipment as well as vehicular movement;

••• Wastewater generation from sanitary/domestic activities; and

••• Solid waste disposal.

••• To ensure better environment in & around the project site as well as the neighbouring population, an effective EMP is developed separately for construction and operational phase.

6.2 AIR ENVIRONMENT

6.2.1 Construction Phase

To mitigate the impact of SPM/dust during the construction phase of the proposed project, the following measures are recommended: - A Fugitive dust control. - Procedural changes to construction activities.

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Fugitive Dust Control Source wise Fugitive dust control measures are tabulated below: Table 6.1: Fugitive Dust Control Measurers Source Control Measures - For any earth moving which are more than 30m from site Earth moving boundary, conduct watering as necessary to prevent visible dust emissions. - Apply dust suppression measures frequently to maintain a Disturbed stabilized surface; surface areas - Areas, which cannot be stabilized, as evidenced by wind driven dust, must have an application of water at least twice per day. Inactive - Apply dust suppressants in sufficient quantity and frequency to disturbed maintain a stabilized surface. surface areas - Water all roads used for any vehicular traffic at least twice per day of active operations; OR Unpaved roads - Water all roads used for any vehicular traffic once daily and restrict vehicle speed to 20 kmph, which will reduce dust emission. - Apply water to at least 80 percent of the surface areas of all open Open storage storage piles on a daily basis when there is evidence of wind piles driven fugitive dust; OR - Install an enclosure all along the storage piles. The most cost-effective dust suppressant is water. Water will be sprinkled with the help of automatic sprinkler systems. The incoming loads of dusty materials could be covered to avoid spreading of dust. Besides; loss of material in transport, especially if material is transported off-site, can very well be minimised. All the measures taken for EMP implementation of the project shall be incorporated in the bid documents.
Procedural Changes in Construction Activities ••• Material Production - The transport of materials such as concrete, asphalt, etc. to construction sites generate significant amounts of road dust, especially for sites that are relatively far off from the material manufacturers. Setting up the temporary portable concrete plants and/or asphalt plants at construction sites can eliminate haulage of these materials.

••• Idling Time Reduction - Construction equipment is generally left idling while the operators are on break or waiting for the completion of another task. Emissions from idling equipment tend to be high, since catalytic converters cool down, thus reducing the efficiency of hydrocarbon and carbon monoxide oxidation. Existing idling control technologies, which automatically shut the engine off after a preset time can reduce emissions, without intervention of the operators.

••• Improved Maintenance - Recognizing that significant emission reductions can be achieved through regular equipment maintenance, contractors could be

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asked to provide maintenance records for their fleet at regular intervals as a part of the contract awarded to them.

6.2.2 Functional Phase

To mitigate the impact of pollutants from vehicular traffic during the operational phase of the site, the following measures are recommended for implementation: Vehicle Emission Controls Vehicles (Cars, Buses, Two-Three wheelers and Light Commercial Vehicles) to be used should be confirmed to Euro-III norms, which are in force. Regular maintenance of the vehicle should be mandatory. Restriction of speed is also helpful in the reducing the emission rate. Instead of petrol, the fuels like CNG/LPG could be encouraged. 6.3 NOISE ENVIRONMENT

6.3.1 Construction Phase

To mitigate the impact of noise from construction equipment, the following measures are suggested:

••• Noise prone activities could be restricted to maximum possible extent during night.

••• Workers employed in high noise areas (75 to 90 db(A)) would be working in shifts of not more than 8 hrs. Earplugs/muffs, or other hearing protective devices could be provided to those working very close to the noise generating machinery.

6.3.2 Functional Phase

To mitigate the impact of noise from Vehicular movement the following measures are recommended for implementation: Noise Barriers:

A noise barrier (also called a sound wall, sound berm, sound barrier, or acoustical barrier) is an exterior structure designed to protect sensitive land uses from noise pollution.

The primary function of noise barriers is to shield receivers from excessive noise generated by road traffic. While the onus of mitigating road traffic noise lies with the road projects, noise barriers are considered the most reasonable noise mitigation measures available.

Many factors need to be considered in the detailed design of noise barriers. First of all, barriers must be acoustically adequate. They must reduce the noise. A proper

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design of noise barriers would need due considerations from both acoustic and non- acoustic aspects. Acoustical design considerations include barrier material, barrier locations, dimensions and shapes. The detailed design of noise barrier is given in Annexure VI

Noise barriers will be constructed as per the guidelines issued by Government of Maharashtra, Urban development department (Circular No. TPB 4308/4011/CR – 343/08/UD – 11: dated 3 rd Dec. 2008) for reducing Noise Pollution. The detail of circular is given in Annexure VII. The tentative locations of noise barriers on both the corridors are given below. Noise barriers location on Kalewadi Phata to Dehu Alandi Road BRTS Corridor

Sr. Noise barriers Location Name Remarks No.

1 Alphanso School Walls of the school are 5m high and will take care of change in noise levels.

2 Pawna River to ROB 500 m

3 ROB to End of Flyover 800m

4 PCMC School at Wakad Walls of the school would be constructed so as to take care of increase in noise levels, if any.

The noise barrier shall be provided along the corridor which is passing through the residential area.

Noise barriers location on Nashik Phata to Wakad BRTS Corridor

On either side of Nashik Phata Flyover, habitant area neither developed nor land will be available for such development. No need to provide Noise Barrier along Nashik Phata flyover. 6.4 WATER RESOURCES

6.4.1 Construction Phase

To prevent degradation and maintain the quality of the water, adequate control measures have been proposed to check the surface run-off, as well as uncontrolled flow of water into any nearby water body like small pond, stream, etc. Following management measures are suggested to protect the water quality during this phase.

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• Care should be taken to avoid soil erosion. • Pit latrines and community toilets with temporary soak pits and septic tanks should be constructed on the site during construction phase to prevent the wastewater from entering into the water bodies. • To prevent surface and ground water contamination on account of oil/grease, etc. leak proof containers should be used for storage and transportation of oil/grease. The floors of oil/grease handling area should be kept effectively impervious. Any wash off from the oil/grease handling area or workshop should be drained through impervious drains and effluent should be treated appropriately before releasing it. This impact can be mitigated to a great extent by installing oil and grease traps. • Construction activities generate disturbed soil, concrete fines, oils and other wastes. On-site collection and settling of storm water silt fencing for collection of runoff during rainy season, prohibition of equipment wash downs, toxic releases from the construction site, etc. are some of the essential measures which prove helpful in minimising water pollution.

• Temporary soak pits and septic tanks shall be constructed on the site at suitable places i.e. labour camps etc. During construction phase to mitigate the impact.

6.4.2 Functional Phase

Storm Water Management:

Most of the storm water produced along the BRTS routes will be channelled to the well laid out storm water network devised alongside of both the corridors. Additional measures for recharge pits are not possible because of geological reasons. As this area is covered with Black Deccan Traps Basalt and water level is quite high therefore if recharge pits are provided under the super structure then this water will percolate to the basement since it is not possible to provide water recharge pits for water harvesting purpose.

6.5 Impacts on Land Environment

6.5.1 Construction Phase

Waste generated from construction activity includes construction debris, biomass from land clearing activities, waste from the labour camp, etc. Following section discusses management for each type of waste. Besides management of topsoil is an important area for which management measures are required.

Construction Debris: The main sources of construction debris on proposed corridors are encroachments on the roads and existing road.

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Construction debris is bulky and heavy and re-utilization and recycling is an important strategy for management of such waste. As concrete and masonry constitute the majority of waste generated, recycling of this waste by conversion to aggregate can offer benefits of reduced landfill space and reduced extraction of raw material for new construction activity. This is applicable to proposed site since the construction is to be completed in a phased manner. Recycled aggregate could be used for filler application, and as a sub-base for road construction. Construction contractors could be asked to remove metal scrap from structural steel, piping, concrete reinforcement and sheet metal work from the site. A significant portion of wood scrap can be reused on site. Recyclable wastes such as plastics, glass fibre insulation, roofing etc shall be sold to recyclers. PCMC has demarcated the construction debris landfill site within its municipal limits. Waste from labour camp & Biomass: Waste generated from labour camps will mainly comprise the household domestic waste, which could be collected and composted on site along with the biomass from the land clearing activities. The non-compostable and non-recyclable portion of the waste shall be collected and transported to the nearest identified landfill site.

Topsoil Management To minimize disruption of soil and for conservation of topsoil, the contractor shall take the topsoil out separately and stockpile it. After the construction activity is over, topsoil shall be utilized for landscaping activity. Other measures, which would be followed to prevent soil erosion and contamination include:

• Maximize use of organic fertilizer for landscaping and green belt development. • To prevent soil contamination by oil/grease, leak proof containers could be used for storage and transportation of oil/grease and wash off from the oil/grease handling area shall be drained through impervious drains and treated appropriately before disposal. • Removal of as little vegetation as possible during the development, and re- vegetation of bare areas after the project. • Working in a small area at a point of time (phase wise construction).

6.5.2 Functional Phase

• Solid waste generation is not anticipated during operation phase.

6.6 Biological Environment

6.6.1 Construction Phase

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Cutting, uprooting, coppicing of trees or small trees present in and around labour camps for cooking, burning or heating purposes will be prohibited and suitable alternatives for this purpose will be found. After completion of major construction work, plantation will be done i.e. in the functional phase the details of the same are as follows.

6.6.2 Functional Phase

Extensive plantation is proposed to mitigate any impacts during this phase. The plantation will be done in post construction so as to avoid damages to plants. The plantation will be done in phase wise the responsibility and the expense of the plantation will be taken up by PCMC’s Garden Dept and the cost for the same will be decided in PCMC’s budget.

• Plantation Selection of the plant species to be done on the basis of their adaptability to the existing geographical conditions and the vegetation composition of the region. During the development of the green belt within the project area, emphasis shall be given on selection of plant species like nitrogen fixing species, species of ornamental values, species of very fast growth with good canopy cover etc. PCMC plans to plant 3,975 trees, as mentioned earlier, the garden department of PCMC will take the responsibility of planting the trees and it also bear the cost of plantation, details of which are provided in the following paragraphs. Tree plantation schedule is attached as annexure V-(B) .

• Avenue Plantation Plantation will be done on both sides of the BRTS corridor and detailed plantation plan is given in Annexure V(B).

• Transplantation A pit is prepared, to avoid damages, around the tree. Then it is eased out of the ground with the help of suitable equipment and then shifted to a prepared place at identified locations (usually near the corridor). About 379 trees will be transplanted in the said manner. • Enhancement Measure PCMC has been planting 50,000 trees every year on open space, garden and along the road side of PCMC area. In this spirit PCMC has planned to plant about 2017 (refere annexure V(B)) trees in addition to the trees being impacted/compensated due to the BRTS project. This activity has been continuing consistently from last more than 10 years. Due to this in 2002-2003 PCMC has received an award of INDIRA PRIYADARSHANI VRUKSHMITRA PURUSKAR given by GOI

 Selection of plant species for Plantation The selection of plant species for the development depends on various factors such as climate, elevation and soil. The list of plant species, which can be suitably planted,

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and having significant importance are provided in Table-6.2 . The plants should exhibit the following desirable characteristic in order to be selected for plantation. i. The species should be fast growing and providing optimum penetrability. ii. The species should be wind-firm and deep rooted. iii. The species should form a dense canopy. iv. As far as possible, the species should be indigenous and locally available

v. Species tolerance to air pollutants like SPM, SO2 & NOx should be preferred. vi. The species should be permeable to help create air turbulence and mixing within the belt. vii. There should be no large gaps for the air to spill through. viii. Trees with high foliage density, leaves with larger leaf area and hairy on both the surfaces. ix. Ability to withstand conditions like inundation and drought. x. Soil improving plants (Nitrogen fixing, rapidly decomposable leaf litter). xi. Sustainable green cover with minimal maintenance. Table 6.2: Suggested Plant Species - Green Belt Area Sr. No. Name COMMENT 1 Acacia nilotica Direct Seedling Possible 2 Albizzia sp. Drought Resistant, High Growth Rate 3 Acacia auriculiformis Direct Seedling Possible, High Growth Rate 4 Azadirachta indicate Direct Seedling Possible, Drought Resistant 5 Annona squamosa Drought Resistant, High Growth Rate 6 Bauhinia variegate Drought Resistant, High Growth Rate 7 Cassia festula. Direct Seedling Possible, High Growth Rate 8 Dalbergia sisoo High Growth Rate 9 Erythrina indica High Growth Rate 10 Ficus bengalensis High Growth Rate 11 Ficus religiosa High Growth Rate 12 Grewia sp. High Growth Rate 13 Leuceana leucocephala High Growth Rate 14 Morus indica/alba Drought Resistant 15 Prosopis sp. Direct Seedling Possible, Drought Resistant 16 Tamarindus indica Drought Resistant 17 Terminelia arjuna High Growth Rate 18 Zizyphus sp. Direct Seedling Possible, Drought Resistant, High Growth Rate Ornamental trees with spreading branches, shade giving with colorful flowers for people to relax. ( Alstonia scholaris, Saraca asoca, Ailanthus excelsa, Peltophorum pterocarpum, Mimusops elengi, Tecoma stans, Cassia fistula, Cassia alata, Callistemon citrinus, Acalypha hispida, Caesalpinia pulcherrima, Calliandra haematocephala, Cestrum nocturnum, Erythrina indica, Murraya paniculata, Plumeria

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acuminata, Polyalthia longifolia, Polyalthia pendula, Putranjiva roxburghii, Tabernaemontana divaricata etc) 6.7 IMPLEMENTATION SCHEDULE OF MITIGATION MEASURES The mitigation measures suggested above will be implemented so as to reduce the impact on environment due to the proposed development of BRTS Route. In order to facilitate easy implementation of mitigation measures, these are phased out as per the priority as given in Table 6.3.

TABLE 6.3: Implementation Schedule Sr. Recommendations Requirement No. 1. Air pollution control Measures Before commissioning of respective operations 2. Water Pollution Control Before commissioning of the operations Measures 3. Noise Control Measures Along with the commissioning of the operations 4. Green Belt Development Tree plantation will be done along the corridor. There are no ecological sensitive areas around proposed road corridors. The development plan of PCMC shows the proposed road alignments. The development of green belt around the roads will certainly improve the ecology, aesthetics of the area. 6.8 Environmental Management System & Monitoring Plan For the effective implementation of EMP, an Environmental Management System (EMS) should be established at the site. The EMS should include the following:

• An environmental management cell.

• Environmental Monitoring.

• Personnel Training.

• Regular Environmental Audits & Corrective Action.

• Documentation – Standard operating procedures Environmental Management Plans & other records.

6.8.1 Environmental Management Cell

A Cell for Environmental Management within PCMC at the project level, will take the overall responsibility for co-ordination of the actions required for environmental management and mitigation, and for monitoring the progress of the proposed management plans and actions to be taken for the project. The Cell will be headed by a qualified environmental engineer and the other members of the cell that will

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include an environmental field officers, scientist, chemists and operators. The cell will report to city engineer of PCMC directly for regular compliances. The EMC will prepare a formal report on environmental management at six-monthly intervals. Reports on any urgent or significant issues may be prepared at shorter intervals. Apart from responsibilities listed above, the EMC will have the responsibility of the following: To implement the environmental management plan, - To assure regulatory compliance with all relevant rules and regulations, - To minimize environmental impacts as by strict adherence to the EMP, - To initiate environmental monitoring as per approved schedule. - Maintain documentation of good environmental practices and applicable environmental laws as ready reference. - Maintain environmental related records. - Coordination with regulatory agencies, external consultants, monitoring laboratories. - All the Environment related aspects will be handled by a dedicated group and will be responsible for the compliance to all the issues - To manage post project-monitoring plan as per approved EIA & EMP. - To develop & maintain green belt - To work for continuous & regular improvement in environmental engineering

6.8.1.1 Grievance Redressal Problems can be lodged verbally by citizens / corporators or through applications, SMS, e-mails and directly in monthly meeting chaired by PCMC Commissioner. Initially, every such grievance is directed to medical health officer, medical health officer review the complaint and sends to the respective executive engineer(environment/sanitation etc), then the executive engineer environment review the complaint and send it to the respective deputy executive engineer environment of the ward/area from which the complaint has been received. Deputy engineer environment, after receiving the complaint, sends it to the respective junior engineer environment to solve the complaint. Junior engineer environment then visit the site along with site engineers from where the compliant has been received; inspects the problem and then with the consent of both executive engineer environment and deputy engineer environment he will comply with the grievance. On resolution of the grievance the same is displayed on the web maintained by PCMC. The hierarchy of PCMS’s Environmental Management Cell is depicted in figure 6.1.

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Figure 6.1: Environmental Management Cell

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6.8.2 Environmental Monitoring

The purpose of environmental monitoring is to evaluate the effectiveness of implementation of Environmental Management Plan (EMP) by periodically monitoring the important environmental parameters within the impact area, so that any adverse affects are detected and timely action can be taken. The PCMC will monitor ambient air quality, noise levels, groundwater quality and quantity, soil quality and solid wastes in accordance with an approved monitoring schedule. The monitoring protocol and location selection will have to be done carefully. A suggested monitoring protocol, based on the predicted impacts, is given in Table 6.4 .

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Table 6.4: Suggested Monitoring Program during Construction Phase Sr. Environmental No. of Locations Locations Name Parameters Period and Frequency No attribute

1. Ambient Air Quality • Five stations • Chinchwad Road – Criteria Pollutants: SO 2, • 24-hr average sampling per corridor Kalewadi Road Junction N0x, SPM, PM 10 , CO except for CO, which will • be 8-hr sampling. – • Twice a week

2. Ambient Noise • Five stations • Chinchwad Road – dB(A) levels Hourly day and night time per corridor Kalewadi Road Junction Leq levels every quarter • during construction phase 3. Water Quality Five Samples per • Mula River Drinking water parameters Quarterly corridor • Bore Well Samples as per IS 10500. 4. Soil quality Five Samples per Greenbelt area Organic matter, C, H, N, Quarterly corridor Alkalinity, Acidity, heavy metals and trace metal. Alkalinity, Acidity. 5 Inventory of flora Project monitoring area Once a two year 6 Socio-economic Nearby areas of proposed Physical Survey Once in two year condition of local corridors population

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Table 6.4: Suggested Monitoring Program during Operation Phase Sr. Environmental No. of Locations Locations Name Parameters Period and Frequency No attribute

1. Ambient Air Quality • Three stations • Chinchwad Road – Criteria Pollutants: SO 2, • 24-hr average sampling per corridor Kalewadi Road Junction N0x, SPM, PM 10 , CO except for CO, which will • be 8-hr sampling. – • Quarterly

2. Ambient Noise • Five stations • Chinchwad Road – dB(A) levels • Hourly day and night per corridor Kalewadi Road Junction time Leq levels • • Twice a year 3. Water Quality Four Samples per • Mula River Drinking water parameters • Twice a year corridor Bore Well Sample as per IS 10500. 4. Soil quality Four Samples per Greenbelt area Organic matter, C, H, N, Twice a year corridor Alkalinity, Acidity, heavy metals and trace metal. Alkalinity, Acidity. 5 Inventory of flora Project monitoring area Once a year 6 Socio-economic Nearby areas of proposed Physical Survey Once in two year condition of local corridors population

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Monitoring will be carried out externally through respective reputed agencies/laboratory. PCMC will deputs its environmental engineers for regular checking of monitoring programme in accordance with the suggested monitoring programme.

6.8.3 Awareness & Training

Training and human resource development is an important link to achieve sustainable operation of the facility and environmental management. For successful functioning of the project, relevant EMP should be communicated both during constructional and functional phases to all concerned staff and contractors.

6.8.4 Environmental Audits & Corrective Action Plans

To assess whether the implemented EMP is adequate, periodic environmental audits will be conducted by Environment Cell. These audits will be followed by Corrective Action Plans (CAP) to correct various issues identified during the audits.

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Environmentally Responsible Construction Practices

Activity Measures

River/Rail/Road • Construction shall be expedited and use of equipment Crossings and mainline construction activities within rivers shall be limited to minimum • River crossings will be constructed as perpendicular to the axis of the river as far as practicable • All material and structures related to construction shall be cleared from the river and it's vicinity after construction • The mud and drilling fluids generated during the drilling operations shall be disposed-of in an approved manner • Spill prevention and control measures shall be taken. No storage of oil or lubricants shall be located near river or drains feeding the rivers. Top Soil Preservation • Topsoil shall be segregated during trenching and stacked separately • Topsoil shall not be used for padding, backfill or trench breakers • Topsoil shall be stacked on the non-traffic side of the trench • At the completion of construction, topsoil shall be spread on top of the trench

Trench Dewatering • Hoses used for dewatering shall not touch the trench bottom • Screens and filters shall be used to avoid pumping of sediments • Discharge of trench water or other forms of turbid water directly onto exposed soil or into any water body shall be avoided

Backfilling • Excavated and blast rock shall be used as backfill above the layer of padding • A crown of soil shall be kept to allow for future settling • Excess or unsuitable material shall be cleared from the site and disposed of at an approved location

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Activity Measures

Restoration • Disturbed land shall be brought back to near original condition as soon as the construction activities are completed. • Final grading shall be completed as soon as possible • After the trench is backfilled, rock which cannot be buried or hauled away shall be used for the soil erosion control measures and construction debris and other wastes shall be cleared from the RoU • RoW shall be graded to pre-construction contours, as practical, with a small crown of soft soil left over the trench to allow for future settlement • Fences and other facilities cut across during construction shall be repaired Blasting • Blasting, if required, will be done in a controlled manner. • Minimal blasting shall be employed in human inhabited areas • Appropriate warning shall be provided to the local inhabitants by means of signals, barricades, flags, sirens, etc. • Safe storage and handling practices as stipulated by the governmental authorities, in respect of explosives shall be followed • Only a licensed and experienced professional shall handle the blasting activity

Hydrostatic Testing • The potential environmental impacts from the withdrawal and discharge of hydrostatic testing water shall be minimized by recycling water during the testing of each stretch, if possible • Test water shall be disposed of in accordance with the requirements of the regulatory authorities • Test water shall be discharged back into the water body adopting soil erosion control measures

Special Precautions • Precautionary measures shall be taken at tectonically active areas such as folds and faults, if any, en-route the BRTS. • Sand, aggregates and other quarry materials should be sourced from local authorised and licensed quarries • Creation of temporary tracks of trucks shall be avoided

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Activity Measures

to the extent possible. However, in case truck tracks are made, the same shall be reinstated to its near original condition

All the above mentioned construction practices will be incorporated in the Bid document by the PCMC. Environmenal Management cell will look the implementation of the same. Preservation of Environmental Quality

Environmental EMP Measures Component Air Environment • Particulate emissions shall be controlled by water sprinkling wherever necessary. • Operation of temporary Concrete, Asphalt and Hot Mix Plants shall adhere to relevant emission norms of MoEF. • All vehicles shall have valid PUC certificate. • All DG sets shall meet emission norms. • On-site burning of construction wastes shall be prohibited • Materials having the potential to create dust shall not be loaded to a level higher than the side and tail boards, and shall be carried in vehicles fitted with cover lids • Excavated materials shall be placed in the designated dumping/disposal areas. • The heights from which materials are dropped shall be limited to 1.5 m. to limit fugitive dust generation • All motorized vehicles on katcha roads on the site shall be allowed a maximum speed of 15 kilometers per hour.

Noise Environment • Modern “quiet-running” equipment shall be used wherever available. • Each item of powered machinery used on site shall be properly maintained and serviced so as to minimize noise emissions • Earmuffs shall be provided to operators of heavy construction equipment • Stationary equipment shall be located so as to minimize noise impact on the community. • Equipment and plant shall not be kept idling when not in use.

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Environmental EMP Measures Component • Plant and equipment known to emit noise strongly in one direction shall be oriented where possible, in a direction away from noise sensitive receptor

Water Environment • Liquid effluents from construction camps and spoiled/drained lubricant oil washings from construction machinery shall not be discharged to any water body without treatment • Temporary drainage channels shall be provided to minimize soil erosion. • Water used in washing and flushing pipelines shall be discharged into storm water drains or natural drains after settling.

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Environmental EMP Measures Component Land Environment • All construction equipment and material shall be stored in a neat and orderly manner. • Any excess excavated material shall be removed from the construction site as soon as possible after the completion of excavation operations. • If any soil compaction occur outside embankment area within or outside the RoU due to movement/parking of heavy machinery, the top soil shall be ripped lightly prior to leaving the stretch • Excavated top soil shall be preserved near the trench • Land shall be reinstated after laying the Roads using the preserved top soil • Any kind of material resulting from clearing and grading shall not be deposited on temporary or permanent basis in the approach roads, railways, streams, ditches and any other position which may hinder the passage and/or natural water drainage • Barriers or other structures shall be provided in steep slope areas to prevent the removed material sliding downhill from RoU • Temporary sanitary facilities shall be provided for workmen by locating the facilities in an inconspicuous place as possible. These facilities shall be maintained in a clean, odour-free condition at all times taking care to avoid soil and groundwater contamination. • Cutting recently built or resurfaced roads shall be avoided except when this is essential for emergency repair. To facilitate this practice, the authority shall maintain close co-ordination with the agencies regarding their street resurfacing programs.

Biological Environment • The vegetation shall be cut off at ground level leaving the roots intact to the maximum extent possible. Only stumps and roots directly over the trench would be removed Precautions shall be taken to minimize damage to native plants on the periphery of construction area • Minimum number of trees shall be cut while building road. Number of trees shall be planted as per the implementing agency • Removing vegetation outside RoU shall be strictly prohibited

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Environmental EMP Measures Component Socio-economic • Prior information about the project shall be given to Environment locals in the area • Caution shall be exercised to avoid disturbance to existing infrastructure along the BRTS route, such as telephone and electrical cables, water pipelines etc. • If the construction activity uncovers subsurface evidence of archaeological significance, the construction activity in the vicinity of the find shall be delayed until the archaeological department evaluates the find. • Induction of workers from areas outside the region could introduce a potential effect on the local culture, habits and economics. Therefore as far as possible locals shall be employed in construction activities

6.8.5 Budget Provision for EMP

It is necessary to include the environmental cost as a part of the budgetary cost component. It is proposed to take up protective measures like water sprinkling on road during constructions, noise barriers during operation phase, tree plantation.

Adequate budgetary provision will be made by the PCMC for execution of Environmental Management Plan. The detail of budget is given Table 6.5. and Annexure V

Table 6.5: Budget Provision for EMP Sr. No. Environmental Aspect Total Expendature Air Pollution 1 21,90,000 • Water Sprinkling Compensatory and Enhancement 2 Plantation along the road at the rate of Rs 35,95,200 600 per sampling. Environmental Monitoring 3 • Air, Water, Noise, Soil qulaity 49,18,000 monitoring 4 Occupational Health & Medical Check up 10,00,000 5 Social Development 50,00,000 6 Total 1,66,03,200

Environmental construction practices incorporated in the Bid documents by the PCMC and are as follows:

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6.8.6 SAFETY MEASURES

The Contractor shall take all necessary precautions for the safety of the workers and preserving their health while working on such jobs as required special protection and precautions wherever required. The following are some of the requirements listed though not exhaustive.

i. Providing protective head wear to workers in quarries and also at site to protect them against accidental fall of materials from above. ii. Providing protective footwear hand wear and head wear to workers in situation like mixing and placing of mortar or concrete, in quarries and places of mortar or concrete, in quarries and places where the work is to be done under wet conditions as also for movements over surface infested with oyster growth and to protect them against accidental fall of material for above. iii. Taking such normal precautions like providing handrails to the edges of the floating platforms or working platforms at high level or barrages not allowing rails of metal parts.

6.8.6.1 Amenities

Following amenities shall be provided by the contractor on site of work i. Supply workmen with proper belts, ropes, etc. when working on any masts, cranes, circle hoist, dredger, etc. ii. Taking necessary steps towards training the workers concerned of the use of machinery before they are allowed to handle it independently and taking all necessary precautions in and around the areas where machines, hoists and similar units are working. iii. Provide life belts to all men working at such situations from where they may accidentally fall into water, equipping the boats with adequate number of life belt etc. iv. Avoiding bare live wires etc. as would electrocute workers. v. Making all platforms, staging and temporary structures sufficiently strong and not causing the workmen and supervisory staff to take undue risks. vi. Provide sufficient first-aid, trained staff and equipment to be available quickly at the work site to render immediate first-aid treatment in case of accidents due to suffocation, drowning and other injuries. vii. Take all necessary precautions with regards to safety of traffic plying on adjoining roads.

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viii. Providing full length gum boots, leather hand gloves, leather jackets with fireproof aprons to cover the chest and back reaching up to knees and plain goggles for the eyes to the labour working with hot asphalt handling vibrators in cement concrete and also where use of any or all these items is essential in the interest of health and well-being of the labourers in the opinion of the Engineer. ix. Provide proper ladder with handrail and landing plat form if height is more than 3 meter.

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ANNEXURE I

PROPOSED ROAD CORRIDOR – Kalewadi to Dehu Road Note: Large hard drawing of proposed road corridor is available with pcmc and site office

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ANNEXURE II

PROPOSED ROAD CORRIDOR – NASHIK PHATA TO WAKHAD

Note: Large hard drawing of proposed road corridor is available with pcmc and site office

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ANNEXURE III

TREES ALONG THE ROUTE

Sl No. Common Name Botanical Name Girth in m Height in m 1 Raintree Siemea saman 0.9 7.5 2 Raintree Siemea saman 0.78 6 3 Raintree Siemea saman 0.3 4.5 4 Raintree Siemea saman 0.81 7.5 5 Raintree Siemea saman 0.9 9 6 Raintree Siemea saman 0.9 10.5 7 Raintree Siemea saman 0.96 10.5 8 Raintree Siemea saman 1.2 9 9 Pimpal Ficus religiosa 0.9 9.6 10 Raintree Siemea saman 0.9 10.5 11 Raintree Siemea saman 0.9 9 12 Raintree Siemea saman 0.9 8.7 13 Raintree Siemea saman 0.96 7.5 14 Raintree Siemea saman 0.81 10.5 15 Raintree Siemea saman 0.6 9 16 Vad Ficus bengalnsis 0.45 4.5 17 Raintree Siemea saman 0.66 7.5 18 Raintree Siemea saman 0.72 9 19 Raintree Siemea saman 0.69 10.5 20 Raintree Siemea saman 0.9 9 21 Raintree Siemea saman 0.96 10.5 22 Raintree Siemea saman 0.75 7.5 23 Raintree Siemea saman 0.81 12 24 Umbar Ficus recemosa 0.6 6 25 Raintree Siemea saman 0.81 9 26 Raintree Siemea saman 0.9 7.5 27 Raintree Siemea saman 0.75 9 28 Raintree Siemea saman 1.05 7.5 29 Pimpal Acasia spp. 0.9 7.5 30 Pimpal Acasia spp. 0.9 7.5 31 Raintree Siemea saman 0.9 7.5 32 Raintree Siemea saman 0.9 7.5 33 Vad Ficus bengalnsis 0.6 4.5 34 Raintree Siemea saman 1.05 7.5 35 Raintree Siemea saman 0.75 9 36 Raintree Siemea saman 0.9 10.5 37 Vad Ficus bengalnsis 1.59 12 38 Raintree Siemea saman 1.2 10.5 39 Gulmohar Delonix regia 0.6 7.5 40 Raintree Siemea saman 1.05 10.5 41 Kadunimb Azardiracta indica 0.6 7.5 42 Ashok Polyantha longifolia 0.3 9

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Sl No. Common Name Botanical Name Girth in m Height in m 43 Kadunimb Azardiracta indica 0.3 4.5 44 Mango Mangifera indica 0.6 6 45 Jambul Syzigiums cumini 0.6 7.5 46 Vad Ficus bengalnsis 0.6 7.5 47 Kadunimb Azardiracta indica 0.3 7.5 48 Raintree Siemea saman 0.6 6 49 Vad Ficus bengalnsis 0.69 7.5 50 Vad Ficus bengalnsis 0.6 9 51 Vad Ficus bengalnsis 0.69 7.5 52 Vad Ficus bengalnsis 0.75 7.5 53 Vad Ficus bengalnsis 0.6 4.5 54 Raintree Siemea saman 0.75 7.5 55 Raintree Siemea saman 0.81 4.5 56 Raintree Siemea saman 0.81 4.5 57 Subabhul Leucaena leucocephala 0.39 3 58 Nilgiri Eucalyptus species 0.6 12 59 Suru Casurina equisitifolia 0.45 6 60 Subabhul Leucaena leucocephala 0.54 7.5 61 Kadunimb Azardiracta indica 0.3 6 62 Raintree Siemea saman 0.69 7.5 63 Raintree Siemea saman 0.6 4.5 64 Raintree Siemea saman 0.6 4.5 65 Umbar Ficus recemosa 0.45 4.5 66 Umbar Ficus recemosa 0.6 4.5 67 Subabhul Leucaena leucocephala 0.75 7.5 68 Vad Ficus bengalnsis 0.75 9 69 Mango Mangifera indica 0.36 4.5 70 Kadunimb Azardiracta indica 0.45 7.5 71 Jambul Syzigiums cumini 0.3 4.5 72 Subabhul Leucaena leucocephala 0.3 3 73 Pimpal Ficus religiosa 0.3 3 74 vad Ficus bengalnsis 0.3 1.5 75 pimpal Ficus religiosa 0.6 7.5 76 vad Ficus bengalnsis 0.6 3 77 raintree Siemea saman 0.9 6 78 raintree Siemea saman 0.96 7.5 79 raintree Siemea saman 0.6 6 80 raintree Siemea saman 0.9 7.5 81 raintree Siemea saman 1.05 10.5 82 raintree Siemea saman 0.9 7.5 83 raintree Siemea saman 0.9 7.5 84 raintree Siemea saman 0.6 9 85 raintree Siemea saman 0.75 7.5 86 vad Ficus bengalnsis 0.6 4.5 87 raintree Siemea saman 0.81 7.5 88 raintree Siemea saman 0.75 4.5 89 raintree Siemea saman 0.81 7.5 90 raintree Siemea saman 0.6 6

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Sl No. Common Name Botanical Name Girth in m Height in m 91 raintree Siemea saman 0.69 11.4 92 raintree Siemea saman 0.42 4.5 93 raintree Siemea saman 0.39 6.6 94 raintree Siemea saman 0.9 9 95 raintree Siemea saman 0.75 10.5 96 umbar Ficus recemosa 1.05 9 97 raintree Siemea saman 0.6 7.5 98 vad Ficus bengalnsis 0.3 7.5 99 raintree Siemea saman 0.45 7.5 100 vad Ficus bengalnsis 0.45 4.5 101 badam Prunus dulsis 0.3 4.5 102 badam Prunus dulsis 0.3 4.5 103 raintree Siemea saman 0.75 7.5 104 vad Ficus bengalnsis 0.51 4.5 105 vad Ficus bengalnsis 0.54 3 106 suru Casurina equisitifolia 0.6 4.5 107 umbar Ficus recemosa 0.3 3 108 devkapashi Coclospermun inerme 0.69 7.5 109 babhul Acasia Species 0.6 6 110 Bahuniya Bahuniea tomantosa 0.6 3.6 111 Raintree Siemea saman 0.45 4.5 112 Bahuniya Bahuniea tomantosa 0.6 4.5 113 Bahuniya Bahuniea tomantosa 0.3 6 114 Bahuniya Bahuniea tomantosa 0.45 4.5 115 Bahuniya Bahuniea tomantosa 0.3 4.5 116 Bahuniya Bahuniea tomantosa 1.8 3 117 Bahuniya Bahuniea tomantosa 0.9 6 118 Bahuniya Bahuniea tomantosa 0.78 3 119 Raintree Siemea saman 0.9 7.5 120 Raintree Siemea saman 0.6 6 121 Tabubea Tabubea rosea 0.9 3 122 Raintree Siemea saman 0.9 7.5 123 Raintree Siemea saman 0.3 4.5 124 Raintree Siemea saman 0.3 6 125 Raintree Siemea saman 0.3 7.5 126 Pimpal Ficus religiosa 0.6 7.5 127 Babhul Acasia Species 0.3 3 128 Bottlebush Acasia spp. 0.6 4.5 129 Pheshia Acasia spp. 0.6 10.5 130 Raintree Siemea saman 1.2 6 131 Bottlebush Callistemom lanciolatus 0.3 3 132 Subabhul Ficus bengalnsis 0.3 9 133 Subabhul Leucaena leucocephala] 0.3 4.5 134 Kadunimb Azardiracta indica 0.3 3 135 Jambhul Syzigium cumini 0.6 4.5 136 Jambhul Syzigium cumini 0.3 4.5 137 Jambhul Syzigium cumini 0.3 6 138 Jambhul Syzigium cumini 0.3 7.5

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Sl No. Common Name Botanical Name Girth in m Height in m 139 Jambhul Syzigium cumini 0.3 3 140 Bottlebush Callistemom lanciolatus 0.3 3 141 Pipani Ficus nana 0.9 10.5 142 Pipani Ficus nana 0.3 6 143 Pipani Ficus nana 0.9 3 144 Nirgil Eucalyptus species 0.9 10.5 145 Nirgil Eucalyptus species 0.6 7.5 146 Nirgil Eucalyptus species 0.9 7.5 147 Raintree Siemea saman 0.78 7.5 148 Kadunimb Azardiracta indica 0.6 9 149 Raintree Siemea saman 0.9 7.5 150 Raintree Siemea saman 0.3 6 151 Raintree Siemea saman 0.3 7.5 152 Raintree Siemea saman 0.6 7.5 153 Raintree Siemea saman 0.66 7.5 154 Raintree Siemea saman 0.9 7.5 155 Pimpal Ficus religiosa 0.6 6 156 Pimpal Ficus religiosa 0.3 3 157 Pimpal Ficus religiosa 1.2 12 158 Vad Ficus bengalensis 0.3 3 159 Pimpal Ficus religiosa 0.6 7.5 160 Pimpal Ficus religiosa 0.9 9 161 Pimpal Ficus religiosa 1.2 12 162 Pimpal Ficus religiosa 0.9 10.5 163 Pimpal Ficus religiosa 1.2 12 164 Subabhul Leucaena leucocephala] 1.2 12 165 Kadunimb Azardiracta indica 0.6 10.5 166 Subabhul Leucaena leucocephala] 0.6 7.5 167 Nirgil Eucalyptus species 0.6 9 168 Pipani Ficus nana 0.6 12 169 Pimpal Ficus religiosa 0.6 6 170 Raintree Siemea saman 0.9 10.5 171 Raintree Siemea saman 0.9 10.5 172 Raintree Siemea saman 0.6 12 173 Raintree Siemea saman 0.9 9 174 Raintree Siemea saman 0.9 7.5 175 Pimpal Ficus religiosa 1.2 9 176 Pimpal Ficus religiosa 1.2 10.5 177 Pimpal Ficus religiosa 1.38 12 178 Pimpal Ficus religiosa 1.5 10.5 179 Nirgil Eucalyptus species 0.9 12 180 Pimpal Ficus religiosa 1.5 13.5 181 Pimpal Ficus religiosa 1.5 10.5 182 Raintree Siemea saman 0.6 9 183 Raintree Siemea saman 0.6 7.5 184 Raintree Siemea saman 0.3 4.5 185 Raintree Siemea saman 0.9 10.5 186 Raintree Siemea saman 0.3 10.5

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Sl No. Common Name Botanical Name Girth in m Height in m 187 Subabhul Leucaena leucocephala] 0.78 10.5 188 Raintree Siemea saman 0.69 7.5 189 Nirgil Eucalyptus species 0.6 12 190 Raintree Siemea saman 0.3 7.5 191 Raintree Siemea saman 0.6 9 192 Raintree Siemea saman 0.3 10.5 193 Raintree Siemea saman 0.3 6 194 Raintree Siemea saman 0.3 4.5 195 Raintree Siemea saman 0.6 7.5 196 Raintree Siemea saman 0.6 12 197 Gulmohar Delonix regia 0.9 6 198 Gulmohar Delonix regia 0.3 7.5 199 Raintree Siemea saman 0.3 3 200 Raintree Siemea saman 0.3 4.5 201 Raintree Siemea saman 0.6 4.5 202 Raintree Siemea saman 0.9 6 203 Pimpal Ficus religiosa 0.9 7.5 204 Pimpal Ficus religiosa 0.9 6 205 Pipani Ficus nana 0.3 4.5 206 Pimpal Ficus religiosa 0.6 7.5 207 Pimpal Ficus religiosa 0.9 9 208 Pimpal Ficus religiosa 0.6 6 209 Pimpal Ficus religiosa 0.9 10.5 210 Pimpal Ficus religiosa 0.9 7.5 211 Pimpal Ficus religiosa 0.9 9 212 Vad Ficus bengalensis 0.6 10.5 213 Pimpal Ficus religiosa 0.9 4.5 214 Pimpal Ficus religiosa 0.9 7.5 215 Pimpal Ficus religiosa 0.9 4.5 216 Pimpal Ficus religiosa 0.9 4.5 217 Pimpal Ficus religiosa 0.6 4.5 218 Pimpal Ficus religiosa 0.9 6 219 Pimpal Ficus religiosa 0.9 7.5 220 Vad Ficus bengalensis 0.6 3 221 Vad Ficus bengalensis 0.3 3 222 Pimpal Ficus religiosa 0.6 4.5 223 Vad Ficus bengalensis 0.3 3 224 Pimpal Ficus religiosa 0.3 4.5 225 Umbar Ficus recemosa 0.3 3 226 Suru Casurina equisitifolia 0.6 12 227 Suru Casurina equisitifolia 0.6 12 228 Bor Zizipus jujube 0.6 4.5 229 Kadunimb Azardiracta indica 0.6 4.5 230 Subabhul Leucaena leucocephala] 0.3 4.5 231 Raintree Siemea saman 1.2 13.5 232 Raintree Siemea saman 0.72 13.5 233 Raintree Siemea saman 0.9 10.5 234 Gulmohar Delonix regia 0.6 6

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Sl No. Common Name Botanical Name Girth in m Height in m 235 Chinch God Tamarind indica 1.2 9 236 Kadunimb Azardiracta indica 0.9 10.5 237 Gulmohar Delonix regia 1.35 12 238 Kadunimb Azardiracta indica 0.6 6 239 Kadunimb Azardiracta indica 0.78 9 240 Kadunimb Azardiracta indica 0.99 7.5 241 Subabhul Leucaena leucocephala 0.3 7.5 242 Kapus Siemea saman 0.3 3 243 Kadunimb Azardiracta indica 0.6 6 244 Subabhul Leucaena leucocephala 0.3 6 245 Kadunimb Azardiracta indica 0.6 6 246 Kadunimb Azardiracta indica 0.6 7.5 247 Umbar Ficus recemosa 0.3 3 248 Kadunimb Azardiracta indica 0.6 7.5 249 Kadunimb Azardiracta indica 0.6 9 250 Kapus Coclospermun inerme 0.3 3 251 Babhul Acasia Species 0.3 3 252 Kadunimb Azardiracta indica 0.3 3 253 Raintree Siemea saman 1.2 7.5 254 Raintree Siemea saman 1.2 7.5 255 Kadunimb Azardiracta indica 0.9 6 256 Vad Ficus bengalensis 1.2 10.5 257 Umbar Ficus recemosa 0.9 9.6 258 Raintree Siemea saman 0.3 3 259 Raintree Siemea saman 0.3 4.5 260 Raintree Siemea saman 0.3 3 261 Raintree Siemea saman 0.3 3.6 262 Nirgil Eucalyptus species 0.3 4.5 263 Nirgil Eucalyptus species 0.3 6 264 Gulmohar Delonix regia 0.3 6 265 Gulmohar Delonix regia 0.48 6 266 Gulmohar Delonix regia 0.3 3 267 Gulmohar Delonix regia 0.3 4.5 268 Gulmohar Delonix regia 0.48 1.5 269 Gulmohar Delonix regia 0.3 3 270 Gulmohar Delonix regia 0.3 4.5 271 Raintree Siemea saman 0.3 4.5 272 Raintree Siemea saman 0.3 3 273 Gulmohar Delonix regia 0.6 7.5 274 Nirgil Eucalyptus species 0.6 10.5 275 Gulmohar Delonix regia 0.9 9 276 Naral Coccus nulifera 0.9 4.5 277 Naral Coccus nulifera 0.9 6 278 Ashok Polyantha longifolia 0.6 10.5 279 Ashok Polyantha longifolia 0.3 7.5 280 Ashok Polyantha longifolia 0.6 10.5 281 Badam Ficus 0.6 7.5 282 Badam Ficus 0.3 3

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Sl No. Common Name Botanical Name Girth in m Height in m 283 Mango Mangifera indica 0.3 3 284 Naral Coccus nulifera 0.9 3 285 Umbar Ficus recemosa 0.9 4.5 286 Badam Ficus 0.3 3 287 Raintree Siemea saman 0.6 4.5 288 Badam Ficus 0.6 4.5 289 Raintree Siemea saman 0.3 7.5 290 Pimpal Acasia spp. 1.2 10.5 291 Vad Ficus bengalnsis 4.5 10.5 292 Kadunimb Azardiracta indica 0.6 10.5 293 Kadunimb Azardiracta indica 0.6 6 294 Kadunimb Azardiracta indica 0.69 7.5 295 Kadunimb Azardiracta indica 0.6 9 296 Kadunimb Azardiracta indica 0.69 10.5 297 Vad Ficus bengalnsis 1.8 12 298 Kadunimb Azardiracta indica 0.6 10.5 299 Kadunimb Azardiracta indica 0.9 12 300 Kadunimb Azardiracta indica 0.6 9 301 Pimpal Acasia spp. 0.3 7.5 302 Mango Mangifera indica 0.6 7.5 303 Mango Mangifera indica 0.9 9 304 Mango Mangifera indica 0.6 7.5 305 Mango Mangifera indica 0.6 9 306 Mango Mangifera indica 0.9 10.5 307 Vad Ficus bengalnsis 0.6 6 308 Suru Casurina equisitifolia 1.8 3 309 Kadunimb Azardiracta indica 0.3 7.5 310 Subabhul Leucaena leucocephala 0.48 10.5 311 Pimpal Acasia spp. 0.3 4.5 312 Subabhul Leucaena leucocephala 0.3 7.5 313 Kadunimb Azardiracta indica 0.6 6 314 Vad Ficus bengalnsis 0.45 4.5 315 Kadunimb Azardiracta indica 0.48 7.5 316 Kadunimb Azardiracta indica 0.6 10.5 317 Subabhul Leucaena leucocephala 0.48 12 318 Kadunimb Azardiracta indica 0.3 7.5 319 Subabhul Leucaena leucocephala 0.3 6 320 Subabhul Leucaena leucocephala 0.3 7.5 321 Pimpal Acasia spp. 0.6 9 322 Subabhul Leucaena leucocephala 0.3 7.5 323 Kadunimb Azardiracta indica 0.3 10.5 324 Subabhul Leucaena leucocephala 0.3 10.5 325 Suru Casurina equisitifolia 0.3 7.5 326 Suru Casurina equisitifolia 0.3 10.5 327 Subabhul Leucaena leucocephala 0.69 4.5 328 Subabhul Leucaena leucocephala 0.78 10.5 329 Subabhul Leucaena leucocephala 0.81 12 330 Bottle Bush Bahunea Tomantosa 0.9 13.5

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Sl No. Common Name Botanical Name Girth in m Height in m 331 Subabhul Leucaena leucocephala 0.78 7.5 332 Gulmohar Delonix regia 0.69 12 333 Gulmohar Delonix regia 0.9 13.5 334 Kadunimb Azardiracta indica 0.3 12 335 Pimpal Acasia spp. 0.3 4.5 336 Vad Ficus bengalnsis 0.3 4.5 337 Babhul Ficus bengalnsis 0.9 7.5 338 Raintree Siemea saman 0.6 10.5 339 Kadunimb Azardiracta indica 0.6 7.5 340 Gulmohar Delonix regia 0.3 7.5 341 Kadunimb Azardiracta indica 0.48 7.5 342 Kadunimb Azardiracta indica 0.69 343 Kadunimb Azardiracta indica 0.69 344 Kadunimb Azardiracta indica 0.72 345 Gulmohar Delonix regia 0.36 346 Gulmohar Delonix regia 0.3 347 Gulmohar Delonix regia 0.6 348 Kadunimb Azardiracta indica 0.6 349 Kadunimb Azardiracta indica 0.78 350 Kadunimb Azardiracta indica 0.66 351 Kadunimb Azardiracta indica 0.6 352 Jambhul Syzigiums cumini 1.02 353 Mango Mangifera indica 0.9 354 Kadunimb Azardiracta indica 0.6 355 Chinch Tamerind indica 0.6 356 Mango Mangifera indica 0.9 357 Mango Mangifera indica 1.2 358 Karanj Terminalia katappa 0.3 359 Kadunimb Azardiracta indica 0.3 360 Raintree Siemea saman 1.2 361 Mango Mangifera indica 1.08 362 Mango Mangifera indica 0.81 363 Karanj Terminalia katappa 0.6 364 Karanj Terminalia katappa 0.6 365 Karanj Terminalia katappa 0.69 366 Karanj Terminalia katappa 0.81 367 Mango Mangifera indica 0.9 368 Mango Mangifera indica 0.9 369 Subabhul Leucaena leucocephala 0.3 370 Mango Mangifera indica 0.6 8 371 Mango Mangifera indica 0.6 8 372 Saovagaa Maringa Potrygosperna 0.6 7 373 Kadunimb Azadirachta indica 0.9 9 374 Mango Mangifera indica 0.6 8 375 Mango Mangifera indica 0.6 9 376 Saovagaa Maringa Potrygosperna 0.6 7 377 Mango Mangifera indica 1.3 9 378 Kadunimb Azadirachta indica 1 9

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Sl No. Common Name Botanical Name Girth in m Height in m 379 icaMca Tamarindus indica 0.9 9 380 Subabhul Leucaena leucocephata 0.7 9 381 Ivalaayati Pithe colohium duse 0.35 7 icamca 382 Kadunimb Azadirachta indica 0.9 9 383 Mango Mangifera indica 1 9 384 Subabhul Leucaena leucocephata 0.6 8 385 Mango Mangifera indica 1.2 9 386 Katori baabaul Accia Niltica 1.2 8 387 kaiSad Cassia Sayania 0.3 4 388 Saovagaa Maringa Potrygosperna 0.6 8 389 Ronat/I Samanea Saman 1.5 10 390 Vad Ficus Begalensis 2.6 11 391 Pimpal Ficus Religiosa 2.1 11 392 Mango Mangifera indica 1.5 10 393 Mango Mangifera indica 1.2 9 394 Saaga Tectona grandisa 0.6 7 395 Saaga Tectona grandisa 0.5 6 396 Saaga Tectona grandisa 0.5 6 397 Subabhul Leucaena leucocephata 0.9 8 398 Subabhul Leucaena leucocephata 0.9 8 399 Krmja Pongamia Pinata 0.45 3 400 Subabhul Leucaena leucocephata 0.9 8 401 Ihvar Acacia Leucophloea 0.45 8 402 Ivalaayati Pithecolobium Oluse 0.3 7 icamca 403 Katori baabaul Accacia Nilotica 0.3 7 404 Baaor Ziztogas nayrutuaba 0.3 3 405 Rbar Ficus 0.9 8 406 Gaulamaaohr Delonix regia 0.9 9 407 Kadunimb Azarachata Indica 0.48 8 408 Jaambaul Syzygium jambelanum 1.5 12 409 Mango Mangifera indica 0.6 9 410 Mango Mangifera indica 0.6 9 411 Ipmpnai- Ficus 1.5 9 412 Krmja Pongamia Pinnata 0.9 9 413 Krmja Pongamia Pinnata 0.6 3 414 Krmja Pongamia Pinnata 0.41 3 415 Krmja Pongamia Pinnata 0.38 3 416 Krmja Pongamia Pinnata 0.34 3 417 Krmja Pongamia Pinnata 0.39 3 418 Krmja Pongamia Pinnata 0.48 3 419 Krmja Pongamia Pinnata 0.36 3 420 Krmja Pongamia Pinnata 0.39 3 421 Krmja Pongamia Pinnata 0.42 3 422 Krmja Pongamia Pinnata 0.35 3 423 Krmja Pongamia Pinnata 0.5 3 424 Krmja Pongamia Pinnata 0.38 3

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Sl No. Common Name Botanical Name Girth in m Height in m 425 Mbamr Ficus Glomerath 0.6 3 426 Kduilamba Azadirachta indica 0.35 3 427 Ihvar Acacia Teucaphloea 0.67 3 428 Inargaudi Shurbs 0.73 3 429 Inargaudi Shurbs 0.58 3 430 Bakina Melia Azederach 0.5 3 kadunimb 431 Jaambaul Syzygiurm Jambolnum 0.38 4 432 Jaambaul Syzygiurm Jambolnum 0.34 4 433 Mango Mangifera indica 0.45 3 434 Mango Mangifera indica 0.44 3 435 Mango Mangifera indica 0.33 3 436 Kduilamba Azarachata indica 0.3 3 437 Naarl Coconut Tree 1.05 10 438 Mango Mangifera indica 0.4 5 439 Mango Mangifera indica 0.5 4 440 Mango Mangifera indica 0.5 4 441 Bakana Media azederach 0.5 3 442 Bakana Media azederach 0.4 3 443 Ivalaayati Pithecolobium 0.61 5 icamca 444 Fnasa Artocar pusintegritidia 0.37 3 445 Inalaigari Eucalyptus 0.5 7 446 Inalaigari Eucalyptus 0.9 7 447 Inalaigari Eucalyptus 0.64 8 448 Inalaigari Eucalyptus 0.65 8 449 Naarl Coconut 1.1 6 450 Sayaa Cassia Semia 0.5 5 451 Sayaa Cassia Semia 0.54 7 452 Katori baabaul Acacia Nilotica 0.9 7 453 Baaor Zyzyphas mauritiona 0.6 5 454 Kduilamba Azarachata indica 0.56 7 455 Sau Casuarinaequisetitdia 0.7 4 456 Badama Terminalia Catuppa 0.4 7 457 Naarl Coconut 0.7 5 458 Naarl Coconut 1.29 3 459 Naarl Coconut 1.05 7 460 Naarl Coconut 1.05 8 461 Naarl Coconut 1.05 8 462 Kadunimb Azarachata Indica 0.46 7 463 Kadunimb Azarachata Indica 0.5 7 464 Kadunimb Azarachata Indica 0.65 7 465 Mango Mangifera indica 0.4 3 466 Spqaaodiyaa Spathdia campanulata 1.48 9 467 Spqaaodiyaa Spathdia campanulata 1.09 8 468 Spqaaodiyaa Spathdia campanulata 0.95 6 469 Spqaaodiyaa Spathdia campanulata 0.84 6 470 Spqaaodiyaa Spathdia campanulata 1.05 7

122 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 471 Spqaaodiyaa Spathdia campanulata 0.43 5 472 Spqaaodiyaa Spathdia campanulata 0.9 6 473 Spqaaodiyaa Spathdia campanulata 1.42 6 474 Spqaaodiyaa Spathdia campanulata 1.14 6 475 Spqaaodiyaa Spathdia campanulata 1.5 6 476 Ra. Baabal Acacia nilotica 1.04 7 477 Gaulamaaohr Delonix regia 1.1 7 478 Polaafaorma Peltophorum 1 7 479 Polaafaorma Peltophorum 0.9 6 480 Polaafaorma Peltophorum 0.8 6 481 Polaafaorma Peltophorum 0.75 6 482 Polaafaorma Peltophorum 0.8 6 483 Polaafaorma Peltophorum 0.6 7 484 Polaafaorma Peltophorum 0.6 5 485 Polaafaorma Peltophorum 0.6 5 486 Saovagaa Maringa Potrygosperna 0.4 5 487 Sayaa Cassia Semia 0.35 3 saoimayaa 488 Sayaa Cassia Semia 0.35 3 saoimayaa 489 Sayaa Cassia Semia 0.35 3 saoimayaa 490 Sayaa Cassia Semia 0.35 3 saoimayaa 491 Sayaa Cassia Semia 0.4 2 saoimayaa 492 Sayaa Cassia Semia 0.35 2 saoimayaa 493 Sayaa Cassia Semia 0.35 3 saoimayaa 494 Sayaa Cassia Semia 0.35 3 saoimayaa 495 Sayaa Cassia Semia 0.5 3 saoimayaa 496 Sayaa Cassia Semia 0.5 3 saoimayaa 497 Sayaa Cassia Semia 0.5 3 saoimayaa 498 Sayaa Cassia Semia 0.5 3 saoimayaa 499 Sayaa Cassia Semia 0.45 3 saoimayaa 500 Sayaa Cassia Semia 0.45 3 saoimayaa 501 Sayaa Cassia Semia 0.45 3 saoimayaa 502 Sayaa Cassia Semia 0.45 3 saoimayaa 503 Sayaa Cassia Semia 0.3 2

123 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m saoimayaa 504 Sayaa Cassia Semia 0.3 2 saoimayaa 505 Sayaa Cassia Semia 0.3 2 saoimayaa 506 Sayaa Cassia Semia 0.3 2 saoimayaa 507 Sayaa Cassia Semia 0.3 2 saoimayaa 508 Sayaa Cassia Semia 0.45 3 saoimayaa 509 Sayaa Cassia Semia 0.45 3 saoimayaa 510 Sayaa Cassia Semia 0.45 3 saoimayaa 511 Sayaa Cassia Semia 0.45 3 saoimayaa 512 Sayaa Cassia Semia 0.45 3 saoimayaa 513 Sayaa Cassia Semia 0.45 3 saoimayaa 514 Sayaa Cassia Semia 0.45 3 saoimayaa 515 Sayaa Cassia Semia 0.5 3 saoimayaa 516 Sayaa Cassia Semia 0.5 3 saoimayaa 517 Sayaa Cassia Semia 0.5 3 saoimayaa 518 Sayaa Cassia Semia 0.5 3 saoimayaa 519 Sayaa Cassia Semia 0.5 3 saoimayaa 520 Sayaa Cassia Semia 0.5 3 saoimayaa 521 Sayaa Cassia Semia 0.5 3 saoimayaa 522 Sayaa Cassia Semia 0.55 3 saoimayaa 523 Sayaa Cassia Semia 0.55 3 saoimayaa 524 Sayaa Cassia Semia 0.55 3 saoimayaa 525 Sayaa Cassia Semia 0.55 3 saoimayaa 526 Sayaa Cassia Semia 0.55 3 saoimayaa 527 Sayaa Cassia Semia 0.6 3 saoimayaa

124 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 528 Sayaa Cassia Semia 0.6 3 saoimayaa 529 Sayaa Cassia Semia 0.6 2 saoimayaa 530 Sayaa Cassia Semia 0.4 2 saoimayaa 531 Sayaa Cassia Semia 0.45 2 saoimayaa 532 Sayaa Cassia Semia 0.4 2 saoimayaa 533 Sayaa Cassia Semia 0.4 2 saoimayaa 534 Sayaa Cassia Semia 0.45 3 saoimayaa 535 Sayaa Cassia Semia 0.45 3 saoimayaa 536 Sayaa Cassia Semia 0.3 2 saoimayaa 537 Sayaa Cassia Semia 0.3 2 saoimayaa 538 Sayaa Cassia Semia 0.35 2 saoimayaa 539 Sayaa Cassia Semia 0.35 2 saoimayaa 540 Sayaa Cassia Semia 0.35 2 saoimayaa 541 Sayaa Cassia Semia 0.35 2 saoimayaa 542 Sayaa Cassia Semia 0.6 2 saoimayaa 543 Sayaa Cassia Semia 0.6 3 saoimayaa 544 Sayaa Cassia Semia 0.6 3 saoimayaa 545 Sayaa Cassia Semia 0.6 3 saoimayaa 546 Sayaa Cassia Semia 0.6 3 saoimayaa 547 Sayaa Cassia Semia 0.55 2 saoimayaa 548 Sayaa Cassia Semia 0.55 2 saoimayaa 549 Sayaa Cassia Semia 0.55 2 saoimayaa 550 Sayaa Cassia Semia 0.55 2 saoimayaa 551 Sayaa Cassia Semia 0.4 2 saoimayaa 552 Sayaa Cassia Semia 0.4 2

125 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m saoimayaa 553 Isasau Dalbergia sissoo 0.37 3 554 Isasau Dalbergia sissoo 0.37 3 555 Isasau Dalbergia sissoo 0.3 4 556 Isasau Dalbergia sissoo 0.3 4 557 Isasau Dalbergia sissoo 0.3 4 558 Isasau Dalbergia sissoo 0.3 3 559 Isasau Dalbergia sissoo 0.35 3 560 Isasau Dalbergia sissoo 0.35 3 561 Isasau Dalbergia sissoo 0.3 4 562 Isasau Dalbergia sissoo 0.3 4 563 Isasau Dalbergia sissoo 0.35 4 564 Isasau Dalbergia sissoo 0.35 4 565 Isasau Dalbergia sissoo 0.35 3 566 Isasau Dalbergia sissoo 0.35 3 567 Isasau Dalbergia sissoo 0.3 3 568 Isasau Dalbergia sissoo 0.3 3 569 Isasau Dalbergia sissoo 0.35 3 570 Isasau Dalbergia sissoo 0.3 3 571 Isasau Dalbergia sissoo 0.35 3 572 Isasau Dalbergia sissoo 0.37 2 573 Isasau Dalbergia sissoo 0.37 2 574 Isasau Dalbergia sissoo 0.37 2 575 Isasau Dalbergia sissoo 0.4 4 576 Isasau Dalbergia sissoo 0.4 4 577 Isasau Dalbergia sissoo 0.35 4 578 Isasau Dalbergia sissoo 0.35 4 579 Isasau Dalbergia sissoo 0.3 3 580 Isasau Dalbergia sissoo 0.3 3 581 Isasau Dalbergia sissoo 0.35 3 582 Isasau Dalbergia sissoo 0.35 2 583 Isasau Dalbergia sissoo 0.35 2 584 Isasau Dalbergia sissoo 0.3 4 585 Isasau Dalbergia sissoo 0.3 5 586 Isasau Dalbergia sissoo 0.37 4 587 Isasau Dalbergia sissoo 0.37 5 588 Isasau Dalbergia sissoo 0.3 5 589 Isasau Dalbergia sissoo 0.37 4 590 Isasau Dalbergia sissoo 0.35 4 591 Isasau Dalbergia sissoo 0.35 4 592 Isasau Dalbergia sissoo 0.35 4 593 Isasau Dalbergia sissoo 0.35 5 594 Isasau Dalbergia sissoo 0.35 5 595 Isasau Dalbergia sissoo 0.35 5 596 Isasau Dalbergia sissoo 0.3 5 597 Isasau Dalbergia sissoo 0.3 5 598 Isasau Dalbergia sissoo 0.3 4 599 Isasau Dalbergia sissoo 0.35 4

126 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 600 Isasau Dalbergia sissoo 0.35 4 601 Isasau Dalbergia sissoo 0.35 4 602 Isasau Dalbergia sissoo 0.3 4 603 Isasau Dalbergia sissoo 0.3 4 604 Isasau Dalbergia sissoo 0.3 3 605 Isasau Dalbergia sissoo 0.3 3 606 Isasau Dalbergia sissoo 0.4 5 607 Isasau Dalbergia sissoo 0.35 5 608 Isasau Dalbergia sissoo 0.4 5 609 Isasau Dalbergia sissoo 0.4 5 610 Isasau Dalbergia sissoo 0.3 4 611 Isasau Dalbergia sissoo 0.3 4 612 Isasau Dalbergia sissoo 0.3 4 613 Isasau Dalbergia sissoo 0.35 4 614 Isasau Dalbergia sissoo 0.3 4 615 Postaofaormma Peltophoram ferrugineum 0.51 5 616 Kadunimb Azarachata Indica 0.6 7 617 Inalaigariu Eucalyptus 1.02 8 618 Gaulamaaohr Delonix regia 1.07 9 619 Baabaul Acasia Nilotica 0.7 7 620 Gaulamaaohr Delonix regia 0.5 7 621 Baabaul Acasia Nilotica 1 8 622 Baabaul Acasia Nilotica 0.8 7 623 Gaulamaaohr Delonix regia 0.65 7 624 Naarl Coconut Tree 0.65 8 625 Naarl Coconut Tree 0.6 8 626 Naarl Coconut Tree 0.7 8 627 Naarl Coconut Tree 0.7 8 628 Gaulamaaohr Delonix regia 1.18 9 629 Gaulamaaohr Delonix regia 1 8 630 Gaulamaaohr Delonix regia 0.9 8 631 Gaulamaaohr Delonix regia 0.8 8 632 Naarl Coconut Tree 0.9 8 633 Naarl Coconut Tree 0.8 8 634 Naarl Coconut Tree 0.9 8 635 Naarl Coconut Tree 0.8 8 636 Naarl Coconut Tree 0.9 8 637 Naarl Coconut Tree 0.8 8 638 Naarl Coconut Tree 0.9 8 639 Naarl Coconut Tree 0.8 8 640 Mango Mangifera indica 0.65 7 641 Mango Mangifera indica 0.7 7 642 Baatbasa Callustemon Vimanelis 0.65 6 643 Baatbasa Callustemon Vimanelis 0.6 6 644 Baatbasa Callustemon Vimanelis 0.55 6 645 Saupaari pama Palum spp 1.5 13 646 Baabaul Acasia Nilotica 1.01 8 647 Baabaul Acasia Nilotica 1.5 9

127 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 648 Baabaul Acasia Nilotica 1.02 7 649 Baabaul Acasia Nilotica 1.5 8 650 Baabaul Acasia Nilotica 1.65 9 651 Baabaul Acasia Nilotica 1.05 7 652 Gaulamaaohr Delonix regia 1.5 8 653 Caori Malberica 0.4 8 654 Gaulamaaohr Delonix regia 0.95 8 655 Asaaok Polyalthia longifolia 0.65 8 656 Jaabauml Syzygim jambolanum 0.5 8 657 Rbar Ficus spp. 0.7 8 658 Rbar Ficus spp. 0.65 8 659 Baambaul Acasia Nilotica 1.3 9 660 Caori Malberica 0.4 5 661 Caori Malberica 0.4 5 662 Gaulamaaohr Delonix regia 0.65 6 663 Gaulamaaohr Delonix regia 0.75 7 664 Baabaul Acasia Nilotica 1.18 8 665 Baabaul Acasia Nilotica 1.2 8 666 Baabaul Acasia Nilotica 1.2 8 667 Kadunimb Azarachata Indica 1.18 9 668 Poltaofaorma Polphoram ferrugineum 1.5 9 669 Ronati Samanea saman 2.07 12 670 Baabaul Acasia Nilotica 1.25 9 671 Subabhul Leucaena leucocephasa 1.25 8 672 Naarl Coconut 1.5 9 673 Naarl Coconut 1.55 9 674 Naarl Coconut 1.5 9 675 Naarl Coconut 1.06 9 676 Badama jamgai Terminalia cattapa 0.65 8 677 Sau Casurina equisitifolia 0.35 8 678 Sau Casurina equisitifolia 0.39 8 679 Sau Casurina equisitifolia 0.4 8 680 Sau Casurina equisitifolia 0.36 8 681 Sau Casurina equisitifolia 0.37 8 682 Sau Casurina equisitifolia 0.35 8 683 Sau Casurina equisitifolia 0.39 8 684 Sau Casurina equisitifolia 0.38 8 685 Sau Casurina equisitifolia 0.35 8 686 Sau Casurina equisitifolia 0.35 8 687 Sau Casurina equisitifolia 0.39 8 688 Asaaok Polyalthia longifolia 0.4 8 689 Asaaok Polyalthia longifolia 0.5 8 690 Jaabauml Syzygim jambolanum 0.7 7 691 Kadunimb Azarachata Indica 0.5 8 692 Baabaul Acasia Nilotica 1 8 693 Baabaul Acasia Nilotica 1.07 8 694 Gaulamaaohr Delonix regia 1.07 7 695 Inalaigari Ecalyptus 1.5 8

128 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 696 Mbar Ficus glomirata 1.07 9 697 Sau Casurina equisitifolia 0.65 9 698 Asaaok Polyalthia longifolia 0.5 8 699 Asaaok Polyalthia longifolia 0.6 8 700 Badama Termina liacaittapa 0.6 7 701 Badama Termina liacaittapa 0.6 7 702 Badama Termina liacaittapa 0.5 6 703 Badama Termina liacaittapa 0.4 6 704 Badama Termina liacaittapa 0.65 7 705 Kduilamba Azarachata indica 0.8 7 706 Isasau Dalbergia Sisoo 0.9 8 707 Baabaul Acacia Nilotica 0.6 6 708 Baabaul Acacia Nilotica 0.6 6 709 Baabaul Acacia Nilotica 0.9 6 710 Ivalaayati Pithe colohium duLce 0.3 5 icamca 711 Ramafl Anona Carpus 0.6 6 712 Asaaok Polylthia longifolia 0.6 5 713 Badama Terminalia Catappa 0.6 6 jamgalai 714 Naarl Coconut 0.9 5 715 Aambaa Mangifera indica 0.9 6 716 Asaaok Polylthia longifolia 0.6 6 717 Badama Terminalia Catappa 0.6 7 jamgalai 718 Asaaok Polylthia longifolia 0.6 7 719 Aambaa Mangifera indica 0.6 6 720 Isalvhr Aaok Grevillea robusta 0.8 7 721 Asaaok Polylthia longifolia 0.45 7 722 Badama Terminalia Catappa 0.6 8 jamgalai 723 Badama Terminalia Catappa 0.6 5 jamgalai 724 Jaambaul Syzygium jambelanum 1.2 8 725 Kduilamba Azadirachta indica 0.6 8 726 Ipmpl Ficus Religiosa 1.05 8 727 Baabaul Acacia Nilotica 0.45 5 728 Asaaok Polylthia longifolia 1.5 3 729 Asaaok Polylthia longifolia 1.5 3 730 Asaaok Polylthia longifolia 1.5 3 731 Asaaok Polylthia longifolia 0.3 4 732 Asaaok Polylthia longifolia 0.3 5 733 Aambaa Mangifera indica 1.5 2 734 Jaambaul Syzygium jambelanum 1.5 3 735 Naarl Coconut 0.6 4 736 Baatla bara Callistemen Vamanelis 0.4 4 737 Icaku Acros sappota 0.0.50 2 738 Kdmva Antho cephalus cadamica 0.0.55 6

129 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 739 Bakana inama Melia azele rach 0.0.50 8 740 Bakana inama Melia azele rach 0.0.55 8 741 Po Malderica 0.3 3 742 Bakana inama Melia azele rach 0.0.50 3 743 Po Malderica 0.4 3 744 Po Malderica 0.3 2 745 Bakana inama Melia azele rach 0.4 3 746 Bakana inama Melia azele rach 0.5 8 747 Badama Terminalia catappa 0.3 3 748 Bahava Cassia Fistula 0.5 3 amalatasa 749 Ipmpl Ficus teliaiosa 0.4 3 750 Baaor Zizyphus mauritiara 0.65 8 751 Baaor Zizyphus mauritiara 0.45 3 752 Ivalaayati Pithecolobium duke 0.45 3 icamca 753 ]mbamr Ficus Glomerath 0.8 8 754 Naarl Coconut 1.1 8 755 Aambaa Mangifera indica 0.6 8 756 Icaku Acros sappota 0.3 3 757 Saovagaa Maringa Potrygosperna 1.2 8 758 Isasau Dalhergia Sisoo 0.9 8 759 Ramafl Anona Carpus 0.45 3 760 Isatafl Anona saluamosa 0.3 2 761 Inalaigari Eucly ptus 1 8 762 Inama Azadirachta indica 0.55 8 763 Kdipta Murraya exotica 0.3 3 764 Inama Azadirachta indica 0.3 3 765 Inalaigari Eucly ptus 1.1 8 766 Inalaigari Eucly ptus 0.85 8 767 Katori baabaul Acacinilotica 1.1 8 768 Kaisad Cassia Semia 0.3 2 769 Kaisad Cassia Semia 0.3 2 770 Kaisad Cassia Semia 0.35 3 771 Kaisad Cassia Semia 0.3 3 772 Kaisad Cassia Semia 0.3 2 773 Kaisad Cassia Semia 0.3 2 774 Kaisad Cassia Semia 0.3 2 775 Kaisad Cassia Semia 0.3 2 776 Kaisad Cassia Semia 0.3 3 777 Kaisad Cassia Semia 0.3 2 778 Kaisad Cassia Semia 0.3 2 779 Kaisad Cassia Semia 0.3 3 780 Kaisad Cassia Semia 0.3 3 781 Kaisad Cassia Semia 0.32 3 782 Kaisad Cassia Semia 0.3 3 783 Kaisad Cassia Semia 0.32 2 784 Kaisad Cassia Semia 0.35 2

130 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 785 Kaisad Cassia Semia 0.35 2 786 Kaisad Cassia Semia 0.3 2 787 Kaisad Cassia Semia 0.3 3 788 Kaisad Cassia Semia 0.3 3 789 Kaisad Cassia Semia 0.3 3 790 Kaisad Cassia Semia 0.3 2 791 Kaisad Cassia Semia 0.35 2 792 Kaisad Cassia Semia 0.3 2 793 Kaisad Cassia Semia 0.3 2 794 Kaisad Cassia Semia 0.3 2 795 Jaambaul Syzygium jambelanum 0.44 8 796 Inama Azarachata Indica 0.9 8 797 Inama Azarachata Indica 0.8 8 798 Saubaabaul Leacaema Leucocephata 1 8 799 Saaga Tectona grandis 1.1 8 800 Saubaabaul Leacaema Leucocephata 0.4 5 801 Saubaabaul Leacaema Leucocephata 0.3 3 802 Saubaabaul Leacaema Leucocephata 0.3 3 803 Saubaabaul Leacaema Leucocephata 0.3 3 804 Saubaabaul Leacaema Leucocephata 0.35 3 805 Baaor Zizyphus mauritiara 0.7 4 806 Baaor Zizyphus mauritiara 0.8 4 807 Baabaul Acacia Nilotica 0.8 6 808 Baabaul Acacia Nilotica 0.9 7 809 Baabaul Acacia Nilotica 1 8 810 Baabaul Acacia Nilotica 1.5 9 811 Baabaul Acacia Nilotica 1.3 9 812 Glaoriisadiyaa Gigricidia maculata 1.2 9 813 Pamgaara Erythrina indica 1.2 9 814 Saubaabaul Leacaema Leucocephata 0.45 8 815 Saaqai icamca Tamarindus indica 0.45 5 816 Saaqai icamca Tamarindus indica 0.6 5 817 Kduilamba Azadirachta indica 0.35 7 818 Inalaigari Eucly ptus 0.35 8 819 Inalaigari Eucly ptus 0.4 8 820 Baabaul Acacia Nilotica 0.35 5 821 Baabaul Acacia Nilotica 0.55 6 822 Baabaul Acacia Nilotica 1 9 823 Baabaul Acacia Nilotica 0.9 8 824 Baabaul Acacia Nilotica 1.2 9 825 Baabaul Acacia Nilotica 0.7 8 826 Baabaul Acacia Nilotica 0.85 9 827 Baabaul Acacia Nilotica 0.75 7 828 Baabaul Acacia Nilotica 0.8 9 829 Aambaa Mangifera indica 0.6 8 830 Aambaa Mangifera indica 0.7 9 831 Aambaa Mangifera indica 0.8 9 832 Aambaa Mangifera indica 1.2 10

131 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 833 Aambaa Mangifera indica 0.85 9 834 Aambaa Mangifera indica 0.9 9 835 Aambaa Mangifera indica 0.8 9 836 Aambaa Mangifera indica 0.65 7 837 Aambaa Mangifera indica 0.9 9 838 Aambaa Mangifera indica 0.95 9 839 Aambaa Mangifera indica 0.85 9 840 Aambaa Mangifera indica 0.9 9 841 Aambaa Mangifera indica 0.95 9 842 Kmrja Pongamia phata 0.8 5 843 Kmrja Pongamia phata 0.85 5 844 Aambaa Mangifera indica 0.95 8 845 Aambaa Mangifera indica 0.9 8 846 Aambaa Mangifera indica 0.95 8 847 Aambaa Mangifera indica 1 9 848 Aambaa Mangifera indica 0.95 8 849 Jaambaul Syzygium jambelanum 1 8 850 Jaambaul Syzygium jambelanum 10.25 9 851 Jaambaul Syzygium jambelanum 10.35 9 852 Isasau Dalhergia Sisoo 0.6 5 853 Ipmpl Ficusreligiosa 0.5 8 854 Bakana inama Melia azederach 0.35 6 855 Jaambaul Syzygium jambelanum 0.35 5 856 Jaambaul Syzygium jambelanum 0.4 2 857 Asaaok Polylthia longifolia 0.55 3 858 Naarl Coconut 0.9 3 859 Inama Azarachata Indica 0.45 5 860 Sau Casuarona Equisotitolia 0.3 8 861 Sau Casuarona Equisotitolia 0.3 8 862 Sau Casuarona Equisotitolia 0.3 9 863 Sau Casuarona Equisotitolia 0.3 9 864 Sau Casuarona Equisotitolia 0.35 9 865 Sau Casuarona Equisotitolia 0.3 8 866 Sau Casuarona Equisotitolia 0.3 8 867 Sau Casuarona Equisotitolia 0.3 8 868 Sau Casuarona Equisotitolia 0.3 8 869 Sau Casuarona Equisotitolia 0.35 7 870 Sau Casuarona Equisotitolia 0.35 7 871 Sau Casuarona Equisotitolia 0.35 8 872 Sau Casuarona Equisotitolia 0.35 8 873 Sau Casuarona Equisotitolia 0.35 8 874 Sau Casuarona Equisotitolia 0.35 9 875 Sau Casuarona Equisotitolia 0.3 9 876 Sau Casuarona Equisotitolia 0.3 8 877 Sau Casuarona Equisotitolia 0.3 8 878 Sau Casuarona Equisotitolia 0.3 8 879 Sau Casuarona Equisotitolia 0.3 9 880 Sau Casuarona Equisotitolia 0.3 9

132 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 881 Sau Casuarona Equisotitolia 0.3 9 882 Sau Casuarona Equisotitolia 0.3 9 883 Kdu inama Azaduracgta Indica 0.3 3 884 Kdu inama Azaduracgta Indica 0.3 3 885 Kdu inama Azaduracgta Indica 0.6 9 886 Kdu inama Azaduracgta Indica 0.6 9 887 Kdu inama Azaduracgta Indica 0.5 8 888 Kdu inama Azaduracgta Indica 0.5 7 889 Kdu inama Azaduracgta Indica 0.6 6 890 Kdu inama Azaduracgta Indica 0.6 7 891 Kdu inama Azaduracgta Indica 0.4 4 892 Po Psidium Guava 0.3 2 893 Po Psidium Guava 0.3 2 894 Po Psidium Guava 0.35 2 895 Po Psidium Guava 0.3 3 896 Po Psidium Guava 0.4 2 897 Po Psidium Guava 0.4 3 898 Po Psidium Guava 0.3 3 899 Inalaigari Fucalyptus 0.65 12 900 Inalaigari Fucalyptus 0.7 13 901 Inalaigari Fucalyptus 0.7 12 902 Inalaigari Fucalyptus 0.65 12 903 Inalaigari Fucalyptus 0.8 12 904 Inalaigari Fucalyptus 0.7 13 905 Inalaigari Fucalyptus 0.8 13 906 Inalaigari Fucalyptus 0.8 13 907 Inalaigari Fucalyptus 0.8 10 908 Inalaigari Fucalyptus 0.9 13 909 Inalaigari Fucalyptus 1 13 910 Inalaigari Fucalyptus 1.3 13 911 Ipcakari Spathadia canpanulated 0.4 8 912 Ipcakari Spathadia canpanulated 0.4 9 913 Ipcakari Spathadia canpanulated 0.55 8 914 Ipcakari Spathadia canpanulated 1.5 8 915 Ipcakari Spathadia canpanulated 0.55 8 916 Ipcakari Spathadia canpanulated 0.4 9 917 Ipcakari Spathadia canpanulated 0.6 8 918 Ipcakari Spathadia canpanulated 0.8 8 919 Ipcakari Spathadia canpanulated 1.2 8 920 Ipcakari Spathadia canpanulated 0.9 9 921 Ipcakari Spathadia canpanulated 10.25 9 922 Ipcakari Spathadia canpanulated 0.4 7 923 Ipcakari Spathadia canpanulated 0.4 7 924 Ipcakari Spathadia canpanulated 0.5 7 925 Ipcakari Spathadia canpanulated 0.8 8 926 Ipcakari Spathadia canpanulated 1.2 8 927 Ipcakari Spathadia canpanulated 0.9 8 928 Ipcakari Spathadia canpanulated 0.8 8

133 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 929 Ipcakari Spathadia canpanulated 0.4 7 930 Ipcakari Spathadia canpanulated 0.4 7 931 Ipcakari Spathadia canpanulated 0.4 7 932 Naarl Coconut Tree 1 8 933 Naarl Coconut Tree 1 8 934 Naarl Coconut Tree 1.1 8 935 Naarl Coconut Tree 1.1 8 936 Naarl Coconut Tree 1 8 937 Naarl Coconut Tree 1 8 938 Aambaa Mangifera indica 0.7 4 939 Aambaa Mangifera indica 0.7 4 940 Aambaa Mangifera indica 0.75 5 941 Aambaa Mangifera indica 0.7 4 942 Tabavarxa Peltophorum Ferrugineum 0.3 4 943 Tabavarxa Peltophorum Ferrugineum 0.3 5 944 Tabavarxa Peltophorum Ferrugineum 0.35 4 945 Tabavarxa Peltophorum Ferrugineum 0.35 4 946 Tabavarxa Peltophorum Ferrugineum 0.3 4 947 Tabavarxa Peltophorum Ferrugineum 0.35 4 948 Tabavarxa Peltophorum Ferrugineum 0.35 4 949 Tabavarxa Peltophorum Ferrugineum 0.3 4 950 ]mbamr Ficus Glomerata 0.6 8 951 Katori baabaul Acacia hilotica 0.6 7 952 Inalaigari Eucaly plus 0.45 8 953 Ronati Saumanea sahtan 0.65 7 954 Mbar Ficus glomirata 0.7 7 955 Mbar Ficus glomirata 0.7 7 956 Caori Malberica 0.4 6 957 Caori Malberica 0.4 6 958 Caori Malberica 0.5 6 959 Caori Malberica 0.6 7 960 Caori Malberica 0.5 6 961 Caori Malberica 0.4 6 962 Caori Malberica 0.4 6 963 Caori Malberica 0.4 6 964 Caori Malberica 0.6 6 965 Caori Malberica 0.6 7 966 Mbar Ficus glomirata 0.3 6 967 Mbar Ficus glomirata 0.7 8 968 Saubaabaul Leucaena leucocephasa 0.5 7 969 Baabaul Acasia Nilotica 1 8 970 Saavar Salnealia male 0.35 7 971 Baaor Zizytus Maurittana 0.3 6 972 Gaulamaaohr Delonix regia 0.6 8 973 Kmrja Pongamia Pinata 0.45 7 974 Kmrja Pongamia Pinata 1 8 975 Kmrja Pongamia Pinata 0.5 7 976 Kmrja Pongamia Pinata 0.45 7

134 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 977 Kmrja Pongamia Pinata 0.6 7 978 Baabaul Acasia Nilotica 0.6 6 979 Baabaul Acasia Nilotica 0.6 6 980 Gaulamaaohr Delonix regia 0.7 8 981 Gaulamaaohr Delonix regia 0.8 8 982 Gaulamaaohr Delonix regia 0.8 8 983 Ronati Samanaea Saman 0.95 8 984 Tbaaoibayaa Tabebuia Argentea 0.35 8 985 Caafa Plumeria Alpa 0.3 2 986 Ipcakari Spathadia canpanulated 0.35 7 987 Baabaul Acasia Nilotica 1.1 9 988 Kdu inama Azaduracgta Indica 0.6 9 989 Kdu inama Azaduracgta Indica 0.6 9 990 Saubaabaul Leucaena leucocephasa 0.4 7 991 Ivalaayati Pithecolobium duke 0.4 7 icamca 992 Baabaul Acasia Nilotica 0.3 6 993 Jaabauml Syzygim jambolanum 0.6 7 994 Kvat Feronia limonia 0.7 5 995 Baomda Thespesia Poeulnea 0.7 6 996 Kdu inama Azaduracgta Indica 1 9 997 Kdu inama Azaduracgta Indica 0.6 7 998 Kdu inama Azaduracgta Indica 0.7 6 999 Kdu inama Azaduracgta Indica 0.3 6 1000 Kdu inama Azaduracgta Indica 0.3 6 1001 Kdu inama Azaduracgta Indica 0.3 7 1002 Kdu inama Azaduracgta Indica 0.4 7 1003 Aambaa Mangifera indica 0.45 6 1004 Naarl Coconut Tree 0.6 7 1005 Badama Termina liacaittapa 0.3 6 1006 Badama Termina liacaittapa 0.4 6 1007 Aambaa Mangifera indica 0.3 6 1008 Aambaa Mangifera indica 0.35 7 1009 Gaulamaaohr Delonix regia 1 9 1010 Gaulamaaohr Delonix regia 1.5 8 1011 Gaulamaaohr Delonix regia 1.2 8 1012 Gaulamaaohr Delonix regia 1.5 8 1013 Gaulamaaohr Delonix regia 1.2 9 1014 Gaulamaaohr Delonix regia 1 9 1015 Gaulamaaohr Delonix regia 1.2 8 1016 Gaulamaaohr Delonix regia 1.1 9 1017 Gaulamaaohr Delonix regia 1 8 1018 Gaulamaaohr Delonix regia 0.8 8 1019 Gaulamaaohr Delonix regia 0.9 8 1020 Gaulamaaohr Delonix regia 1 9 1021 Gaulamaaohr Delonix regia 0.6 7 1022 Gaulamaaohr Delonix regia 0.8 7 1023 Gaulamaaohr Delonix regia 0.6 7

135 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1024 Gaulamaaohr Delonix regia 0.7 8 1025 Gaulamaaohr Delonix regia 0.7 8 1026 Gaulamaaohr Delonix regia 0.8 8 1027 Gaulamaaohr Delonix regia 0.6 8 1028 Gaulamaaohr Delonix regia 1.2 9 1029 Gaulamaaohr Delonix regia 0.6 8 1030 Gaulamaaohr Delonix regia 1 8 1031 Gaulamaaohr Delonix regia 0.7 9 1032 Gaulamaaohr Delonix regia 1 9 1033 Gaulamaaohr Delonix regia 0.9 9 1034 Gaulamaaohr Delonix regia 1 8 1035 Gaulamaaohr Delonix regia 1 8 1036 Gaulamaaohr Delonix regia 0.9 8 1037 Gaulamaaohr Delonix regia 1 10 1038 Gaulamaaohr Delonix regia 1 10 1039 Gaulamaaohr Delonix regia 0.8 8 1040 Gaulamaaohr Delonix regia 0.9 9 1041 Gaulamaaohr Delonix regia 0.6 8 1042 Gaulamaaohr Delonix regia 0.7 9 1043 Gaulamaaohr Delonix regia 1 10 1044 Gaulamaaohr Delonix regia 0.6 8 1045 Gaulamaaohr Delonix regia 1.2 10 1046 Gaulamaaohr Delonix regia 0.6 8 1047 Gaulamaaohr Delonix regia 0.6 8 1048 Gaulamaaohr Delonix regia 0.7 9 1049 Gaulamaaohr Delonix regia 0.7 9 1050 Gaulamaaohr Delonix regia 0.4 7 1051 Gaulamaaohr Delonix regia 1 9 1052 Gaulamaaohr Delonix regia 1 7 1053 Gaulamaaohr Delonix regia 105 8 1054 Kdu inama Azaduracgta Indica 0.6 5 1055 Kdu inama Azaduracgta Indica 1 7 1056 Kdu inama Azaduracgta Indica 0.9 8 1057 Kdu inama Azaduracgta Indica 0.8 7 1058 Kdu inama Azaduracgta Indica 0.6 7 1059 Kdu inama Azaduracgta Indica 0.6 7 1060 Kdu inama Azaduracgta Indica 0.7 6 1061 Kdu inama Azaduracgta Indica 0.7 7 1062 Kdu inama Azaduracgta Indica 0.6 5 1063 Kdu inama Azaduracgta Indica 0.7 6 1064 Kdu inama Azaduracgta Indica 0.75 6 1065 Kdu inama Azaduracgta Indica 0.9 5 1066 Kdu inama Azaduracgta Indica 1 7 1067 Kdu inama Azaduracgta Indica 0.9 7 1068 Kdu inama Azaduracgta Indica 0.9 6 1069 Kdu inama Azaduracgta Indica 1 6 1070 Kdu inama Azaduracgta Indica 0.7 7 1071 Kdu inama Azaduracgta Indica 0.7 6

136 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1072 Kdu inama Azaduracgta Indica 0.8 6 1073 Kdu inama Azaduracgta Indica 1 7 1074 Kdu inama Azaduracgta Indica 1 7 1075 Kdu inama Azaduracgta Indica 0.4 6 1076 Kdu inama Azaduracgta Indica 0.7 6 1077 Kdu inama Azaduracgta Indica 0.7 7 1078 Kdu inama Azaduracgta Indica 0.8 7 1079 Kdu inama Azaduracgta Indica 0.5 5 1080 Kdu inama Azaduracgta Indica 0.6 5 1081 Kdu inama Azaduracgta Indica 0.7 8 1082 Caori Malberica 0.6 6 1083 Caori Malberica 0.3 7 1084 Inalaigari Eucaly plus 1 10 1085 Baabaul Acasia Nilotica 1.2 10 1086 Baabaul Acasia Nilotica 0.9 8 1087 Baabaul Acasia Nilotica 1 8 1088 Baabaul Acasia Nilotica 0.4 6 1089 Baabaul Acasia Nilotica 0.4 7 1090 Baabaul Acasia Nilotica 0.6 6 1091 Baabaul Acasia Nilotica 0.65 5 1092 Baabaul Acasia Nilotica 1.2 8 1093 Baabaul Acasia Nilotica 0.6 6 1094 Baabaul Acasia Nilotica 0.7 6 1095 Baabaul Acasia Nilotica 1.1 7 1096 Baabaul Acasia Nilotica 0.6 6 1097 Baabaul Acasia Nilotica 0.7 7 1098 Baabaul Acasia Nilotica 1 6 1099 Baabaul Acasia Nilotica 0.6 5 1100 Sau Casuarona Equisotitolia 0.3 7 1101 Sau Casuarona Equisotitolia 0.4 6 1102 Sau Casuarona Equisotitolia 0.6 7 1103 Sau Casuarona Equisotitolia 0.4 7 1104 Sau Casuarona Equisotitolia 0.6 6 1105 Sau Casuarona Equisotitolia 0.4 7 1106 Sau Casuarona Equisotitolia 0.4 7 1107 Sau Casuarona Equisotitolia 0.6 7 1108 Sau Casuarona Equisotitolia 0.7 7 1109 Sau Casuarona Equisotitolia 0.6 7 1110 Sau Casuarona Equisotitolia 0.5 6 1111 Sau Casuarona Equisotitolia 0.6 6 1112 Sau Casuarona Equisotitolia 0.6 6 1113 Sau Casuarona Equisotitolia 0.6 6 1114 Sau Casuarona Equisotitolia 0.6 6 1115 Sau Casuarona Equisotitolia 0.7 7 1116 Sau Casuarona Equisotitolia 0.7 7 1117 Sau Casuarona Equisotitolia 0.7 7 1118 Sau Casuarona Equisotitolia 0.6 6 1119 Sau Casuarona Equisotitolia 0.6 6

137 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1120 Sau Casuarona Equisotitolia 0.6 6 1121 Isa aaok Crevilte arobuota 0.3 7 1122 Isa aaok Crevilte arobuota 0.3 6 1123 Isa aaok Crevilte arobuota 0.3 5 1124 Isa aaok Crevilte arobuota 0.3 6 1125 Isa aaok Crevilte arobuota 0.4 6 1126 Isa aaok Crevilte arobuota 0.4 6 1127 Isa aaok Crevilte arobuota 0.4 6 1128 Isa aaok Crevilte arobuota 0.4 7 1129 Isa aaok Crevilte arobuota 0.3 6 1130 Isa aaok Crevilte arobuota 0.35 6 1131 Isa aaok Crevilte arobuota 0.4 6 1132 Isa aaok Crevilte arobuota 0.4 5 1133 Isa aaok Crevilte arobuota 0.3 6 1134 Isa aaok Crevilte arobuota 0.3 5 1135 Isa aaok Crevilte arobuota 0.3 5 1136 Isa aaok Crevilte arobuota 0.35 5 1137 Isa aaok Crevilte arobuota 0.4 6 1138 Isa aaok Crevilte arobuota 0.4 6 1139 saubaabaul Leucaena leucocephasa 1 10 1140 saubaabaul Leucaena leucocephasa 0.6 5 1141 saubaabaul Leucaena leucocephasa 0.6 5 1142 saubaabaul Leucaena leucocephasa 0.7 6 1143 saubaabaul Leucaena leucocephasa 0.4 5 1144 saubaabaul Leucaena leucocephasa 0.6 6 1145 Saubaabaul Leucaena leucocephasa 0.6 7 1146 Saubaabaul Leucaena leucocephasa 0.4 7 1147 Saubaabaul Leucaena leucocephasa 0.4 7 1148 Aambaa Mangifera indica 0.4 5 1149 Badama Termina liacaittapa 0.85 9 1150 Saovagaa Moringa pteragosperma 0.6 8 1151 Ipmpl Ficus religiosa 0.6 9 1152 Saovagaa Moringa pteragosperma 0.6 8 1153 Saovagaa Moringa pteragosperma 0.65 8 1154 Saovagaa Moringa pteragosperma 0.65 8 1155 Po$ Psidium Guava 0.6 3 1156 Ronati Samanaea Saman 1.2 9 1157 Jaabauml Syzygim jambolanum 0.3 4 1158 Aambaa Mangifera indica 0.4 2 1159 Aambaa Mangifera indica 0.6 4 1160 Aambaa Mangifera indica 0.3 2 1161 Badama Termina liacaittapa 0.45 3 1162 ]mbamr Ficus Glomerath 0.65 4 1163 ]mbamr Ficus Glomerath 0.45 3 1164 Asaaok Polylthia longifolia 0.4 3 1165 Asaaok Polylthia longifolia 0.5 8 1166 Asaaok Polylthia longifolia 10 3 1167 Asaaok Polylthia longifolia 0.4 7

138 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1168 Asaaok Polylthia longifolia 1 3 1169 Asaaok Polylthia longifolia 0.3 7 1170 Asaaok Polylthia longifolia 0.4 5 1171 Jaabauml Syzygim jambolanum 0.6 8 1172 Baabaul Acasia Nilotica 0.55 8 1173 Baabaul Acasia Nilotica 0.6 7 1174 Inalaigari Eucaly plus 0.55 10 1175 Inalaigari Eucaly plus 105 15 1176 Vad Ficus bengalensis 0.35 5 1177 Raintree Seamea saman 0.9 7.5 1178 Raintree Seamea saman 0.78 6 1179 Raintree Seamea saman 0.3 4.5 1180 Raintree Seamea saman 0.81 7.5 1181 Raintree Seamea saman 0.9 9 1182 Raintree Seamea saman 0.9 10.5 1183 Raintree Seamea saman 0.96 10.5 1184 Raintree Seamea saman 1.2 9 1185 Pimpal Ficus religiosa 0.9 9.6 1186 Raintree Seamea saman 0.78 6.5 1187 Raintree Seamea saman 0.9 10.5 1188 Raintree Seamea saman 0.9 9 1189 Raintree Seamea saman 0.9 8.7 1190 Raintree Seamea saman 0.96 7.5 1191 Raintree Seamea saman 0.81 10.5 1192 Raintree Seamea saman 0.6 9 1193 Vad Ficus bengalnsis 0.45 4.5 1194 Raintree Seamea saman 0.66 7.5 1195 Raintree Seamea saman 0.72 9 1196 Raintree Seamea saman 0.69 10.5 1197 Raintree Seamea saman 0.9 9 1198 Raintree Seamea saman 0.96 10.5 1199 Raintree Seamea saman 0.75 7.5 1200 Umbar Ficus recemosa 0.6 8 1201 Raintree Seamea saman 0.81 12 1202 Umbar Ficus recemosa 0.6 6 1203 Raintree Seamea saman 0.81 9 1204 Raintree Seamea saman 0.9 7.5 1205 Raintree Seamea saman 0.75 9 1206 Raintree Seamea saman 1.05 7.5 1207 Pimpal Ficus religiosa 0.9 7.5 1208 Pimpal Ficus religiosa 0.9 7.5 1209 Raintree Seamea saman 0.9 7.5 1210 Raintree Seamea saman 0.9 7.5 1211 Vad Ficus bengalnsis 0.6 4.5 1212 Raintree Seamea saman 1.05 7.5 1213 Raintree Seamea saman 0.75 9 1214 Vad Ficus bengalnsis 0.6 4 1215 Vad Ficus bengalnsis 0.6 7

139 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1216 Raintree Seamea saman 0.9 10.5 1217 Vad Ficus bengalnsis 1.59 12 1218 Raintree Seamea saman 1.2 10.5 1219 Gulmohar Delonix regia 0.6 7.5 1220 Raintree Seamea saman 1.05 10.5 1221 Kadunimb Azardiracta indica 0.6 7.5 1222 Ashok Polyantha longifolia 0.3 9 1223 Kadunimb Azardiracta indica 0.3 4.5 1224 Mango Mangifera indica 0.6 6 1225 Jambul Syzigium cumini 0.6 7.5 1226 Vad Ficus bengalnsis 0.6 7.5 1227 Kadunimb Azardiracta indica 0.3 7.5 1228 Raintree Seamea saman 0.6 6 1229 Vad Ficus bengalnsis 0.69 7.5 1230 Vad Ficus bengalnsis 0.6 9 1231 Vad Ficus bengalnsis 0.69 7.5 1232 Vad Ficus bengalnsis 0.75 7.5 1233 Vad Ficus bengalnsis 0.6 4.5 1234 Raintree Seamea saman 0.75 7.5 1235 Raintree Seamea saman 0.81 4.5 1236 Raintree Seamea saman 0.81 4.5 1237 Subabhul Leucaena leucocephala 0.39 3 1238 Nilgiri Eucalyptus species 0.6 12 1239 Suru Casurina equisitifolia 0.45 6 1240 Subabhul Leucaena leucocephala 0.54 7.5 1241 Kadunimb Azardiracta indica 0.3 6 1242 Raintree Seamea saman 0.69 7.5 1243 Raintree Seamea saman 0.6 4.5 1244 Raintree Seamea saman 0.6 4.5 1245 Umbar Ficus recemosa 0.45 4.5 1246 Umbar Ficus recemosa 0.6 4.5 1247 Subabhul Leucaena leucocephala 0.75 7.5 1248 Vad Ficus bengalnsis 0.75 9 1249 Mango Mangifera indica 0.36 4.5 1250 Kadunimb Azardiracta indica 0.45 7.5 1251 Jambul Syzigium cumini 0.3 4.5 1252 Subabhul Leucaena leucocephala 0.3 3 1253 Pimpal Ficus religiosa 0.3 3 1254 vad Ficus bengalnsis 0.3 1.5 1255 pimpal Ficus religiosa 0.6 7.5 1256 vad Ficus bengalnsis 0.6 3 1257 raintree Seamea saman 0.9 6 1258 raintree Seamea saman 0.96 7.5 1259 raintree Seamea saman 0.6 6 1260 raintree Seamea saman 0.9 7 1261 raintree Seamea saman 1.05 6 1262 raintree Seamea saman 0.9 7.5 1263 raintree Seamea saman 0.9 8.5

140 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1264 raintree Seamea saman 0.6 5.5 1265 raintree Seamea saman 0.75 7 1266 raintree Seamea saman 0.9 7.5 1267 raintree Seamea saman 1.05 10.5 1268 raintree Seamea saman 0.9 7.5 1269 raintree Seamea saman 0.9 7.5 1270 raintree Seamea saman 0.6 9 1271 raintree Seamea saman 0.75 7.5 1272 vad Ficus bengalnsis 0.6 4.5 1273 raintree Seamea saman 0.81 7.5 1274 raintree Seamea saman 0.75 4.5 1275 raintree Seamea saman 0.81 7.5 1276 raintree Seamea saman 0.6 6 1277 raintree Seamea saman 0.69 11.4 1278 raintree Seamea saman 0.42 4.5 1279 raintree Seamea saman 0.39 6.6 1280 raintree Seamea saman 0.9 9 1281 raintree Seamea saman 0.75 10.5 1282 umbar Ficus recemosa 1.05 9 1283 raintree Seamea saman 0.6 8 1284 vad Ficus bengalnsis 0.3 6 1285 raintree Seamea saman 0.45 5 1286 raintree Seamea saman 0.6 8 1287 raintree Seamea saman 0.7 9 1288 raintree Seamea saman 0.4 5.5 1289 raintree Seamea saman 0.5 6.5 1290 raintree Seamea saman 0.45 7.5 1291 raintree Seamea saman 0.55 8.5 1292 raintree Seamea saman 0.6 4.5 1293 raintree Seamea saman 0.65 7.5 1294 vad Ficus bengalnsis 0.45 5.5 1295 badam Prunus dulcis 0.3 4.5 1296 badam Prunus dulcis 0.3 4.5 1297 raintree Seamea saman 0.75 7.5 1298 vad Ficus bengalnsis 0.51 4.5 1299 vad Ficus bengalnsis 0.54 3 1300 suru Casurina equisitifolia 0.6 4.5 1301 umbar Ficus recemosa 0.3 3 1302 raintree Seamea saman 1.05 6 1303 raintree Seamea saman 0.7 7.5 1304 raintree Seamea saman 0.8 5.5 1305 raintree Seamea saman 0.6 8.5 1306 devkapashi Coclospermun inerme 0.69 7.5 1307 babhul Acasia Species 0.6 6 1308 Subabhul Leucaena leucocephala 0.3 10.2 1309 Subabhul Leucaena leucocephala 0.6 10.5 1310 Kadunimb Azardiracta indica 0.6 6 1311 Shewga Moringa Oilefera 0.3 7.5

141 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1312 Shewga Moringa Oilefera 0.3 6 1313 Raintree Seamea saman 0.6 7.5 1314 Mango Mangifera indica 0.9 9 1315 Babhul Acasia Species 0.3 3 1316 Babhul Acasia Species 0.6 4.5 1317 Babhul Acasia Species 0.3 3 1318 Kadunimb Azardiracta indica 0.6 7.5 1319 Karanj Terminalia katappa 0.3 3 1320 Babhul Acasia Species 0.6 7.5 1321 Kadunimb Azardiracta indica 0.9 9 1322 Chinch Tamarind indica 0.6 7.5 1323 Karanj Terminalia katappa 0.3 4.5 1324 Karanj Terminalia katappa 0.6 3 1325 Jambhul Syzigium cumini 0.3 4.5 1326 Umbar Ficus recemosa 0.6 6 1327 Mango Mangifera indica 0.3 7.5 1328 Subabhul Leucaena leucocephala 0.6 4.5 1329 Jambhul Syzigium cumini 0.6 7.5 1330 Shewga Moringa oilfera 0.6 6 1331 Subabhul Leucaena leucocephala 0.6 7.5 1332 Subabhul Leucaena leucocephala 0.6 7.5 1333 Babhul Acasia Species 0.3 3 1334 Umbar Ficus recemosa 0.6 7.5 1335 Shewga Moringa oilfera 0.3 3 1336 Badam Prunus dulcis 0.6 6 1337 Subabhul Leucaena leucocephala 0.3 4.5 1338 Subabhul Leucaena leucocephala 0.6 9 1339 Subabhul Leucaena leucocephala 0.3 3 1340 Badam Prunus dulcis 0.6 8.1 1341 Subabhul Leucaena leucocephala 0.3 4.5 1342 Subabhul Leucaena leucocephala 0.36 3 1343 Kadunimb Azardiracta indica 0.6 6 1344 Jambhul Syzigium cumini 0.6 4.5 1345 Jambhul Syzigium cumini 0.3 1.5 1346 Bor Zizipus jujube 0.3 3 1347 Chinch Tamarind indica 0.3 4.5 1348 Nilgiri Eucalyptus species 0.3 3 1349 Subabhul Leucaena leucocephala 0.6 9 1350 Babhul Acasia Species 0.6 10.5 1351 Pimpal Ficus religiosa 0.3 1.5 1352 Subabhul Leucaena leucocephala 0.6 7.5 1353 Subabhul Leucaena leucocephala 0.75 4.5 1354 Subabhul Leucaena leucocephala 0.9 12 1355 raintree Seamea saman 0.9 7.5 1356 raintree Seamea saman 0.9 8.5 1357 raintree Seamea saman 0.6 5.5 1358 raintree Seamea saman 0.75 7 1359 raintree Seamea saman 0.9 7.5

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Sl No. Common Name Botanical Name Girth in m Height in m 1360 raintree Seamea saman 1.05 10.5 1361 raintree Seamea saman 0.9 7.5 1362 raintree Seamea saman 0.9 7.5 1363 raintree Seamea saman 0.6 9 1364 raintree Seamea saman 0.75 7.5 1365 vad Ficus bengalnsis 0.6 4.5 1366 raintree Seamea saman 0.81 7.5 1367 raintree Seamea saman 0.75 4.5 1368 raintree Seamea saman 0.81 7.5 1369 raintree Seamea saman 0.6 6 1370 raintree Seamea saman 0.69 11.4 1371 raintree Seamea saman 0.42 4.5 1372 raintree Seamea saman 0.39 6.6 1373 raintree Seamea saman 0.9 9 1374 raintree Seamea saman 0.75 10.5 1375 umbar Ficus recemosa 1.05 9 1376 raintree Seamea saman 0.6 8 1377 Subabhul Leucaena leucocephala 0.48 10.5 1378 Pimpal Ficus religiosa 0.3 4.5 1379 raintree Seamea saman 0.4 6.5 1380 Subabhul Leucaena leucocephala 0.35 6 1381 Raintree Seamea saman 0.3 7.5 1382 Pimpal Ficus religiosa 1.2 10.5 1383 Vad Ficus bengalnsis 4.5 10.5 1384 Kadunimb Azardiracta indica 0.6 10.5 1385 Kadunimb Azardiracta indica 0.6 6 1386 Kadunimb Azardiracta indica 0.69 7.5 1387 Kadunimb Azardiracta indica 0.6 9 1388 Kadunimb Azardiracta indica 0.69 10.5 1389 Vad Ficus bengalnsis 1.8 12 1390 Kadunimb Azardiracta indica 0.6 10.5 1391 Kadunimb Azardiracta indica 0.9 12 1392 Kadunimb Azardiracta indica 0.6 9 1393 Pimpal Ficus religiosa 0.3 7.5 1394 Mango Mangifera indica 0.6 7.5 1395 Mango Mangifera indica 0.9 9 1396 Mango Mangifera indica 0.6 7.5 1397 Mango Mangifera indica 0.6 9 1398 Mango Mangifera indica 0.9 10.5 1399 Vad Ficus bengalnsis 0.6 6 1400 Suru Casurina equisitifolia 1.8 3 1401 Kadunimb Azardiracta indica 0.3 7.5 1402 Subabhul Leucaena leucocephala 0.48 10.5 1403 Pimpal Ficus religiosa 0.3 4.5 1404 Subabhul Leucaena leucocephala 0.3 7.5 1405 Kadunimb Azardiracta indica 0.6 6 1406 Vad Ficus bengalnsis 0.45 4.5 1407 Kadunimb Azardiracta indica 0.48 7.5

143 EIA Study for proposed BRTS

Sl No. Common Name Botanical Name Girth in m Height in m 1408 Kadunimb Azardiracta indica 0.6 10.5 1409 Subabhul Leucaena leucocephala 0.48 12 1410 Kadunimb Azardiracta indica 0.3 7.5 1411 Subabhul Leucaena leucocephala 0.3 6 1412 Subabhul Leucaena leucocephala 0.3 7.5 1413 Pimpal Ficus religiosa 0.6 9 1414 Subabhul Leucaena leucocephala 0.3 7.5 1415 Kadunimb Azardiracta indica 0.3 10.5 1416 Subabhul Leucaena leucocephala 0.3 10.5 1417 Suru Casurina equisitifolia 0.3 7.5 1418 Suru Casurina equisitifolia 0.3 10.5 1419 Subabhul Leucaena leucocephala 0.69 4.5 1420 Subabhul Leucaena leucocephala 0.78 10.5 1421 Subabhul Leucaena leucocephala 0.81 12 1422 Bottle Bush Callistemom lanciolatus 0.9 13.5 1423 Subabhul Leucaena leucocephala 0.78 7.5 1424 Gulmohar Delonix regia 0.69 12 1425 Gulmohar Delonix regia 0.9 13.5 1426 Kadunimb Azardiracta indica 0.3 12 1427 Pimpal Ficus religiosa 0.3 4.5 1428 Vad Ficus bengalnsis 0.3 4.5 1429 Babhul Acasia Species 0.9 7.5 1430 Raintree Seamea saman 0.6 10.5 1431 Kadunimb Azardiracta indica 0.6 7.5 1432 Gulmohar Delonix regia 0.3 7.5 1433 Kadunimb Azardiracta indica 0.48 7.5 1434 Kadunimb Azardiracta indica 0.69 10.5 1435 Kadunimb Azardiracta indica 0.69 9 1436 Kadunimb Azardiracta indica 0.72 9 1437 Gulmohar Delonix regia 0.36 10.5 1438 Gulmohar Delonix regia 0.3 9 1439 Gulmohar Delonix regia 0.6 9 1440 Kadunimb Azardiracta indica 0.6 7.5 1441 Kadunimb Azardiracta indica 0.78 10.5 1442 Kadunimb Azardiracta indica 0.66 7.5 1443 Kadunimb Azardiracta indica 0.6 7.5 1444 Jambhul Syzigium cumini 1.02 10.5 1445 Mango Mangifera indica 0.9 7.5 1446 Kadunimb Azardiracta indica 0.6 7.5 1447 Chinch Tamerind indica 0.6 4.5 1448 Mango Mangifera indica 0.9 7.5 1449 Mango Mangifera indica 1.2 7.5 1450 Karanj Terminalia katappa 0.3 7.5 1451 Kadunimb Azardiracta indica 0.3 4.5 1452 Raintree Seamea saman 1.2 10.5 1453 Mango Mangifera indica 1.08 10.5 1454 Mango Mangifera indica 0.81 11.4 1455 Karanj Terminalia katappa 0.6 7.5

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Sl No. Common Name Botanical Name Girth in m Height in m 1456 Karanj Terminalia katappa 0.6 6 1457 Karanj Terminalia katappa 0.69 9 1458 Karanj Terminalia katappa 0.81 10.5 1459 Mango Mangifera indica 0.9 9 1460 Mango Mangifera indica 0.9 10.5 1461 Raintree Seamea saman 0.9 7.5 1462 Raintree Seamea saman 0.78 6 1463 Raintree Seamea saman 0.3 4.5 1464 Raintree Seamea saman 0.81 7.5 1465 Pimpal Ficus religiosa 0.9 9.6 1466 Raintree Seamea saman 0.78 6.5 1467 Raintree Seamea saman 0.9 10.5 1468 Raintree Seamea saman 0.9 9 1469 Raintree Seamea saman 0.9 8.7 1470 Raintree Seamea saman 0.96 7.5 1471 Raintree Seamea saman 0.81 10.5 1472 Raintree Seamea saman 0.75 7.5 1473 Umbar Ficus recemosa 0.6 8 1474 Raintree Seamea saman 0.81 12 1475 Umbar Ficus recemosa 0.6 6 1476 Raintree Seamea saman 0.81 9 1477 Raintree Seamea saman 0.9 7.5 1478 Raintree Seamea saman 0.75 9 1479 Raintree Seamea saman 1.05 7.5 1480 Pimpal Ficus religiosa 0.9 7.5 1481 Pimpal Ficus religiosa 0.9 7.5 1482 Raintree Seamea saman 0.9 7.5 1483 Vad Ficus bengalnsis 0.6 4 1484 Vad Ficus bengalnsis 0.6 7 1485 Raintree Seamea saman 0.9 10.5 1486 Vad Ficus bengalnsis 1.59 12 1487 Raintree Seamea saman 1.2 10.5 1488 Kadunimb Azardiracta indica 0.3 7.5 1489 Raintree Seamea saman 0.6 6 1490 Vad Ficus bengalnsis 0.69 7.5 1491 Vad Ficus bengalnsis 0.6 9 1492 Vad Ficus bengalnsis 0.69 7.5 1493 Vad Ficus bengalnsis 0.75 7.5 1494 Vad Ficus bengalnsis 0.6 4.5 1495 Raintree Seamea saman 0.75 7.5 1496 Raintree Seamea saman 0.81 4.5 1497 Raintree Seamea saman 0.81 4.5 1498 Suru Casurina equisitifolia 0.45 6 1499 Subabhul Leucaena leucocephala 0.54 7.5 1500 Kadunimb Azardiracta indica 0.3 6 1501 Raintree Seamea saman 0.69 7.5 1502 Raintree Seamea saman 0.6 4.5 1503 Raintree Seamea saman 0.6 4.5

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Sl No. Common Name Botanical Name Girth in m Height in m 1504 Umbar Ficus recemosa 0.45 4.5 1505 Umbar Ficus recemosa 0.6 4.5 1506 Subabhul Leucaena leucocephala 0.75 7.5 1507 Vad Ficus bengalnsis 0.75 9 1508 Mango Mangifera indica 0.36 4.5 1509 Pimpal Ficus religiosa 0.3 3 1510 Bahunea Bahuniea tomantosa 0.6 3.6 1511 Raintree Seamea saman 0.45 4.5 1512 Raintree Seamea saman 0.9 10.5 1513 Raintree Seamea saman 0.9 9 1514 Raintree Seamea saman 0.9 8.7 1515 Raintree Seamea saman 0.96 7.5 1516 Bahunea Bahuniea tomantosa 1.8 3 1517 Bahunea Bahuniea tomantosa 0.9 6 1518 Bahunea Bahuniea tomantosa 0.78 3 1519 Raintree Seamea saman 0.9 7.5 1520 Raintree Seamea saman 0.6 6 1521 Tabubea Tabubea rosea 0.9 3 1522 Raintree Seamea saman 0.9 7.5 1523 Raintree Seamea saman 0.3 4.5 1524 Raintree Seamea saman 0.3 6 1525 Raintree Seamea saman 0.3 7.5 1526 Pimpal Ficus religiosa 0.6 7.5 1527 Kadunimb Azardiracta indica 0.6 9 1528 Kadunimb Azardiracta indica 0.69 10.5 1529 Vad Ficus bengalnsis 1.8 12 1530 Kadunimb Azardiracta indica 0.6 10.5 1531 Kadunimb Azardiracta indica 0.9 12 1532 Kadunimb Azardiracta indica 0.6 9 1533 Cassia Cassia renigera 0.6 4.5 1534 Bottlebush Acasia spp. 0.6 4.5 1535 Cassia Cassia renigera 0.6 10.5 1536 Raintree Seamea saman 1.2 6 1537 Bottlebush Callistemom lanciolatus 0.3 3 1538 Subabhul Leucaena leucocephala 0.3 9 1539 Subabhul Leucaena leucocephala] 0.3 4.5 1540 Kadunimb Azardiracta indica 0.3 3 1541 Jambhul Syzigium cumini 0.6 4.5 1542 Jambhul Syzigium cumini 0.3 4.5 1543 Jambhul Syzigium cumini 0.3 6 1544 Jambhul Syzigium cumini 0.3 7.5 1545 Jambhul Syzigium cumini 0.3 3 1546 Cassia Cassia renigera 0.6 3 1547 Bottlebush Callistemom lanciolatus 0.3 3 1548 Pimparani Ficus nana 0.9 10.5 1549 Pimparani Ficus nana 0.3 6 1550 Nilgiri Eucalyptus species 0.6 7.5 1551 Pimparani Ficus nana 0.9 3

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Sl No. Common Name Botanical Name Girth in m Height in m 1552 Nilgiri Eucalyptus species 0.9 10.5 1553 Nilgiri Eucalyptus species 0.6 7.5 1554 Nilgiri Eucalyptus species 0.9 7.5 1555 Raintree Seamea saman 0.78 7.5 1556 Kadunimb Azardiracta indica 0.6 9 1557 Raintree Seamea saman 0.9 7.5 1558 Raintree Seamea saman 0.3 6 1559 Raintree Seamea saman 0.3 7.5 1560 Raintree Seamea saman 0.6 7.5 1561 Raintree Seamea saman 0.66 7.5 1562 Raintree Seamea saman 0.9 7.5 1563 Pimpal Ficus religiosa 0.6 6 1564 Pimpal Ficus religiosa 0.3 3 1565 Pimpal Ficus religiosa 1.2 12 1566 Vad Ficus bengalensis 0.3 3 1567 Pimpal Ficus religiosa 0.6 7.5 1568 Pimpal Ficus religiosa 0.9 9 1569 Pimpal Ficus religiosa 1.2 12 1570 Pimpal Ficus religiosa 0.9 10.5 1571 Pimpal Ficus religiosa 1.2 12 1572 Subabhul Leucaena leucocephala] 1.2 12 1573 Kadunimb Azardiracta indica 0.6 10.5 1574 Subabhul Leucaena leucocephala] 0.6 7.5 1575 Nilgiri Eucalyptus species 0.6 9 1576 Pimparani Ficus nana 0.6 12 1577 Pimpal Ficus religiosa 0.6 6 1578 Raintree Seamea saman 0.9 10.5 1579 Raintree Seamea saman 0.9 10.5 1580 Raintree Seamea saman 0.6 12 1581 Raintree Seamea saman 0.9 9 1582 Raintree Seamea saman 0.9 7.5 1583 Pimpal Ficus religiosa 1.2 9 1584 Pimpal Ficus religiosa 1.2 10.5 1585 Pimpal Ficus religiosa 1.38 12 1586 Pimpal Ficus religiosa 1.5 10.5 1587 Nilgiri Eucalyptus species 0.9 12 1588 Pimpal Ficus religiosa 1.5 13.5 1589 Pimpal Ficus religiosa 1.5 10.5 1590 Babhul Acasia Species 0.6 9 1591 Babhul Acasia Species 0.9 10.5 1592 Raintree Seamea saman 0.6 9 1593 Raintree Seamea saman 0.6 7.5 1594 Raintree Seamea saman 0.3 4.5 1595 Raintree Seamea saman 0.9 10.5 1596 Raintree Seamea saman 0.3 10.5 1597 Subabhul Leucaena leucocephala] 0.78 10.5 1598 Raintree Seamea saman 0.69 7.5 1599 Nilgiri Eucalyptus species 0.6 12

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Sl No. Common Name Botanical Name Girth in m Height in m 1600 Raintree Seamea saman 0.3 7.5 1601 Raintree Seamea saman 0.6 9 1602 Raintree Seamea saman 0.3 10.5 1603 Raintree Seamea saman 0.3 6 1604 Raintree Seamea saman 0.3 4.5 1605 Babhul Acasia Species 0.3 6 1606 Raintree Seamea saman 0.6 7.5 1607 Raintree Seamea saman 0.6 12 1608 Gulmohar Delonix regia 0.9 6 1609 Gulmohar Delonix regia 0.3 7.5 1610 Raintree Seamea saman 0.3 3 1611 Raintree Seamea saman 0.3 4.5 1612 Raintree Seamea saman 0.6 4.5 1613 Raintree Seamea saman 0.9 6 1614 Pimpal Ficus religiosa 0.9 7.5 1615 Pimpal Ficus religiosa 0.9 6 1616 Pimparani Ficus nana 0.3 4.5 1617 Pimpal Ficus religiosa 0.6 7.5 1618 Pimpal Ficus religiosa 0.9 9 1619 Pimpal Ficus religiosa 0.6 6 1620 Pimpal Ficus religiosa 0.9 10.5 1621 Pimpal Ficus religiosa 0.9 7.5 1622 Pimpal Ficus religiosa 0.9 9 1623 Vad Ficus bengalensis 0.6 10.5 1624 Pimpal Ficus religiosa 0.9 4.5 1625 Pimpal Ficus religiosa 0.9 7.5 1626 Pimpal Ficus religiosa 0.9 4.5 1627 Pimpal Ficus religiosa 0.9 4.5 1628 Pimpal Ficus religiosa 0.6 4.5 1629 Pimpal Ficus religiosa 0.9 6 1630 Pimpal Ficus religiosa 0.9 7.5 1631 Vad Ficus bengalensis 0.6 3 1632 Vad Ficus bengalensis 0.3 3 1633 Pimpal Ficus religiosa 0.6 4.5 1634 Vad Ficus bengalensis 0.3 3 1635 Pimpal Ficus religiosa 0.3 4.5 1636 Umbar Ficus recemosa 0.3 3 1637 Suru Casurina equisitifolia 0.6 12 1638 Suru Casurina equisitifolia 0.6 12 1639 Bor Zizipus jujube 0.6 4.5 1640 Kadunimb Azardiracta indica 0.6 4.5 1641 Subabhul Leucaena leucocephala 0.3 4.5 1642 Raintree Seamea saman 1.2 13.5 1643 Raintree Seamea saman 0.72 13.5 1644 Raintree Seamea saman 0.9 10.5 1645 Gulmohar Delonix regia 0.6 6 1646 Chinch God Tamarind indica 1.2 9 1647 Cassia Cassia renigera 0.45 9

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Sl No. Common Name Botanical Name Girth in m Height in m 1648 Kadunimb Azardiracta indica 0.9 10.5 1649 Gulmohar Delonix regia 1.35 12 1650 Kadunimb Azardiracta indica 0.6 6 1651 Kadunimb Azardiracta indica 0.78 9 1652 Kadunimb Azardiracta indica 0.99 7.5 1653 Subabhul Leucaena leucocephala 0.3 7.5 1654 Kapus Cochlospernum inerme 0.3 3 1655 Kadunimb Azardiracta indica 0.6 6 1656 Subabhul Leucaena leucocephala 0.3 6 1657 Kadunimb Azardiracta indica 0.6 6 1658 Kadunimb Azardiracta indica 0.6 7.5 1659 Umbar Ficus recemosa 0.3 3 1660 Kadunimb Azardiracta indica 0.6 7.5 1661 Kadunimb Azardiracta indica 0.6 9 1662 Kapus Coclospermun inerme 0.3 3 1663 Babhul Acasia Species 0.3 3 1664 Kadunimb Azardiracta indica 0.3 3 1665 Raintree Seamea saman 1.2 7.5 1666 Raintree Seamea saman 1.2 7.5 1667 Kadunimb Azardiracta indica 0.9 6 1668 Vad Ficus bengalensis 1.2 10.5 1669 Umbar Ficus recemosa 0.9 9.6 1670 Raintree Seamea saman 0.3 3 1671 Raintree Seamea saman 0.3 4.5 1672 Babhul Acasia Species 0.9 7.5 1673 Raintree Seamea saman 0.6 10.5 1674 Kadunimb Azardiracta indica 0.6 7.5 1675 Gulmohar Delonix regia 0.3 7.5 1676 Kadunimb Azardiracta indica 0.48 7.5 1677 Kadunimb Azardiracta indica 0.69 10.5 1678 Kadunimb Azardiracta indica 0.69 9 1679 Kadunimb Azardiracta indica 0.72 9 1680 Gulmohar Delonix regia 0.36 10.5 1681 Gulmohar Delonix regia 0.3 3 1682 Gulmohar Delonix regia 0.3 4.5 1683 Raintree Seamea saman 0.3 4.5 1684 Raintree Seamea saman 0.3 3 1685 Gulmohar Delonix regia 0.6 7.5 1686 Nilgiri Eucalyptus species 0.6 10.5 1687 Gulmohar Delonix regia 0.9 9 1688 Naral Coccus nulifera 0.9 4.5 1689 Naral Coccus nulifera 0.9 6 1690 Ashok Polyantha longifolia 0.6 10.5 1691 Ashok Polyantha longifolia 0.3 7.5 1692 Ashok Polyantha longifolia 0.6 10.5 1693 Badam Prunus dulcis 0.6 7.5 1694 Badam Prunus dulcis 0.3 3 1695 Mango Mangifera indica 0.3 3

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Sl No. Common Name Botanical Name Girth in m Height in m 1696 Naral Coccus nulifera 0.9 3 1697 Umbar Ficus recemosa 0.9 4.5 1698 Badam Prunus dulcis 0.3 3 1699 Raintree Seamea saman 0.6 4.5 1700 Badam Prunus dulcis 0.6 4.5 1701 Kaisad Cassia Semia 0.3 2 1702 Kaisad Cassia Semia 0.35 3 1703 Kaisad Cassia Semia 0.3 3 1704 Kaisad Cassia Semia 0.3 2

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151 EIA Study for proposed BRTS

ANNEXURE IV

TREES CUTTING PERMISSION FROM FOREST DEPARTMENT

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Q

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ANNEXURE V [A]

BUDGETORY PROVISIONS FOR EMP

Environmental Monitoring No of Rate Total Environmental Sampling No of No of Sr. No. Sampling per Amount Aspect Period days Samples Locations Sample INR

Construction Phase

Twice a 1 Air Environment 10 104 1040 3000 4120000 Week Noise hourly 2 10 104 24960 50 1248000 Environment monitoring Water 3 10 Quarterly 4 40 3500 140000 Environment 4 Soil Samples 10 Quarterly 4 40 4000 160000 Both the 5 Inventry of Flora 1 50000 50000 corridors Socieoeconomic 6 condition of local 1 200000 200000 area Total 4918000

No of Rate Total Environmental Sampling No of No of Sr. No. Sampling per Amount Aspect Period days Samples Locations Sample INR Operation Phase 1 Air Environment 10 Quarterly 40 400 3000 1200000 Noise hourly 2 10 4 960 50 48000 Environment monitoring Water Twice a 3 8 2 16 3500 56000 Environment year Twice a 4 Soil Samples 8 2 16 4000 64000 year Both the 5 Inventry of Flora 1 50000 50000 corridors Socieoeconomic 6 condition of local 1 200000 200000 area

Total 1618000

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158 EIA Study for proposed BRTS

Tree Plantation

No of Rate Total Environmental Sampling Sr. No. Sampling per Amount Aspect Period Locations Sample INR Compensatory 1 Plantation along the road 3975 Once 600 2385000 Compensatory and enhancement plantation 2017 600 1210200 Total 3595200

Air Environment

No of Rate Total Environmental Sampling NO of No of Sr. No. Sampling per Amount Aspect Period days samples Locations Sample INR 3 ( one tanker 1 Air Environmnet Per day 365 1095 2000 2190000 per corridor)

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ANNEXURE V [B]

Tree plantation as part of compensatory plantation for both the corridor is as below;

Cor Month Completion Chainage No of trees to Species Responsible rido & Year Date [in meter] be planted organisation r From To LHS RHS Kal Start ewa Date di to Del hu- Ala ndi and Nas ik Pha ta to Wak adS r. No. 1 1 June 30 June 0 1499 230 230 To be decided Garden 2013 2013 by the garden Department of department of PCMC PCMC based on the local climatic conditions 2 1500 1600 0 0 As there is MM School Chowk NA so no plantation will be done. 3 1 July 31 July 1601 2799 184 184 To be decided Garden 2013 2013 by the garden Department of department of PCMC PCMC based on the local climatic conditions 4 2800 4400 0 0 As there is NA Empire State flyover so no plantation will be done. 5 4401 4800 0 0 AS there is NA

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quarry portion so no plantation will be done. 6 1 31 Augest 4801 6399 245 245 To be decided Garden August 2013 by the garden Department of 2013 department of PCMC PCMC based on the local climatic conditions 7 6400 6500 0 0 As there is NA KSB Chowk so no plantation will be done. 8 1 30 6501 7749 192 192 To be decided Garden Septem September by the garden Department of ber 2013 department of PCMC 2013 PCMC based on the local climatic conditions 9 7750 7900 0 0 As t here is NA Spine road so no plantation will be done. 10 7901 1027 0 0 As there is 24 NA 5 m wide road only so no space is available for plantation. 11 1 31 October 1027 1120 142 142 To be decided Garden October 2013 6 0 by the garden Department of 2013 department of PCMC PCMC based on the local climatic conditions

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Tree Plantation as part of Compensatory Plantation and Enhancement Measure

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ANNEXURE VI

Design of Noise Barrier

Design Considerations

The primary function of noise barriers is to shield receivers from excessive noise generated by road traffic. While the onus of mitigating road traffic noise lies with the road projects, noise barriers are considered the most reasonable noise mitigation measures available.

Many factors need to be considered in the detailed design of noise barriers. First of all, barriers must be acoustically adequate. They must reduce the noise. A proper design of noise barriers would need due considerations from both acoustic and non-acoustic aspects. Acoustical design considerations include barrier material, barrier locations, dimensions and shapes. However, they are not the only requirements leading to proper design of noise barriers.

A second set of design considerations, collectively labeled as non-acoustical design considerations, is equally important. As is often the case, the solution of one problem (in this case noise), may cause other problems such as unsafe conditions, visual blight, maintenance difficulties, lack of maintenance access due to improper barrier design and air pollution in the case of full enclosures or deck over. With proper attention to maintainability, structural integrity, safety, aesthetics, and other non-acoustical factors, these potential negative effects of noise barriers can be reduced, avoided, or even reversed.

Acoustical Design Considerations

The material, location, dimensions, and shapes of noise barriers can affect the acoustical performance.

Figure 1 is a simplified sketch showing what happens to road traffic noise when a noise barrier is placed between the source (vehicle) and receiver. The original straight line path from the source to the receiver is now interrupted by the noise barrier. Depending on the noise barrier material and surface treatment, a portion of the original noise energy is reflected or scattered back towards the source. Other portions are absorbed by the material of the noise barrier, transmitted through the noise barrier, or diffracted at the top edge of the noise barrier.

The transmitted noise, however, continues on to the receiver with a "loss" of acoustical energy (acoustical energy redirected and some converted into heat). The common logarithm of energy ratios of the noise in front of the barrier and behind the barrier, expressed in

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decibels (dB), is called the Transmission Loss (TL). The TL of a barrier depends on the barrier material (mainly its weight), and the frequency spectrum of the noise source.

Figure 1 Alteration of Noise Paths by a Noise Barrier

The transmitted noise is not the only noise from the source reaching the receiver. The straight line noise path from the source to the top of the barrier, originally destined in the direction of A without the barrier, now is diffracted downward towards the receiver (Figure 2) This process also results in a "loss"of acoustical energy.

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Figure 2: Barrier Diffraction

The receiver is thus exposed to the transmitted and diffracted noise. Whereas the transmitted noise only depends on barrier material properties, the diffracted noise depends on the location, shape, and dimensions of the barriers.

Where there are noise sensitive receivers on the opposite side of the road, absorptive type noise barriers, either alone or in combination with reflective type, could be used to avoid causing reflection of noise to these receivers. The same may also be required for barriers along the medium barrier in the case of a dual carriageway. In case where this is required, the lower portion of at least 2 to 3 meters should be of absorptive materials.

Sometimes enclosures may be required. If the enclosure is extended to cover the footway(s) as well, attention should be paid to the reverberation noise inside the enclosure. To reduce the noise disturbance on the pedestrians, it is recommended to limit the reverberation time inside the enclosure. Though there is no specific noise level standard applicable here, the general guideline to address reverberation noise is to specify the reverberation time at 500 Hertz to no more than 2 seconds.

Transmission Loss of Various Barrier Materials

All materials permit sound energy to pass through, although in varying degrees depending on the material and the frequency of sound. The attenuation of sound passing through a material is referred to as Transmission Loss (TL).

For a barrier to be fully effective the amount of sound energy passing through it must be significantly less than that passing over the top (or around the edge). When noise levels of two sources L A and L B are added, a difference between them larger than 10 dB adds less than 0.5 dB to the higher level.

For example: L A = 70 dB L B = 60 dB

-1 -1 LA+B = 10 x log 10 [log 10 (70/10) + log 10 (60/10)] = 70.4 dB

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Thus, if the portion of sound transmitted through the barrier is 10 dB lower than that which goes over the barrier, the overall sound received is essentially determined by the energy travelling over the barrier.

For acoustical purposes, any material may be used for a barrier between a noise source and a noise receiver as long as it has a TL of at least 10 dB(A) greater than the desired noise reduction. This ensures that the only noise path to be considered in the acoustical design of a noise barrier is the diffracted noise path, i.e. the path over (or around) the barrier.

For example, if a noise barrier is designed to reduce the noise level at a receiver by 8 dB(A), the TL of the barrier must be at least 18 dB(A). The transmitted noise may then be ignored, because the diffracted noise is at least 10 dB(A) greater and hence the noise propagation path must be over the barrier.

Table 1 gives approximate TL values for some common materials, tested for typical A- weighted traffic noise frequency spectra. They may be used as a rough guide in acoustical design of noise barriers. For accurate values, consult material test reports prepared by accredited laboratories

Table 1 Surface Transmission Thickness Material Density Loss * (TL) mm kg/m 2 dB

Polycarbonate 8-12 10-14 30-33 Acrylic [Poly-Methyl-Meta- Acrylate 15 18 32 (PMMA)] Concrete Block 200x200x400 light weight 200 151 34 Dense concrete 100 244 40 Light concrete 150 244 39 Light concrete 100 161 36 Brick 150 288 40 Steel, 18 ga 1.27 9.8 25 Steel, 20 ga 0.95 7.3 22 Steel, 22 ga 0.79 6.1 20 Steel, 24 ga 0.64 4.9 18 Aluminium Sheet 1.59 4.4 23 Aluminium Sheet 3.18 8.8 25 Aluminium Sheet 6.35 17.1 27

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Wood 25 18 21 Plywood 13 8.3 20 Plywood 25 16.1 23 Absorptive panels with polyester film 50-125 20-30 30-47 backed by metal sheet * Values assuming no openings or gaps in the barriers

In terms of noise reduction, the maximum value that can be achieved theoretically is 20 dB(A) for thin screens (walls) and 23 dB(A) for berms. A material that has a TL of 33 dB(A) or greater would therefore always be adequate for a noise barrier in any situation.

Choice of Material

In general, roadside noise barriers could be divided into the following categories:-

• Reflective type - transparent and non-transparent • Absorptive type - sound absorbent materials and possible finishes of absorptive panels • Earth landscaped mound and retaining structures • Mixed type - a combination of the above types

One of the key features in all structures is the material ultimately chosen. Despite the above categorization, the materials could largely be categorized as reflective and absorptive. In general the following material could be used :

• Steel (painted, galvanized, stainless) • Aluminium • Polycarbonate or acrylic sheets • Concrete, brick or glass fibre reinforced concrete (GRC) • Proprietary-made acoustic panels • Landscaped earth berm

An acoustic panel is typically made up of a perforated cover sheet enclosing noise absorptive material (mineral wool or fiberglass inside and wrapped up with polyester film). An absorptive GRC noise barrier relies on noise absorptive material inside the GRC surface grill for noise absorption.

Each of these materials will have its special advantages and disadvantages and it is dependent upon the nature and requirement of a specific project to determine the suitability. As a general rule, the following should be noted :

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• Except for absorptive GRC composites, acoustic panels and earth berms, all other materials to various degree reflect sound (i.e. reflective) to premises on the opposite side of the receiver to be protected; • Metallic and transparent material can produce "glare" effects at certain incident angles; • The appropriate surface treatment of polycarbonate must be chosen to avoid weathering, ultra-violet attack and consequent loss of transparency; and • Non-transparent materials such as steel, aluminium and concrete normally require greater efforts in surface treatment to soften the visual impact.

Noise Barriers Working: Noise barriers reduce the sound which enters a community from a busy highway either by absorbing the sound, transmitting it, reflecting it back across the highway, or forcing it to take a longer path over and around the barrier. A noise barrier must be tall enough and long enough to block the view of a highway from the area that is to be protected, the "receiver." Noise barriers provide very little benefit for homes on a hillside overlooking a highway or for buildings which rise above the barrier. A noise barrier can achieve a 5 dB noise level reduction, when it is tall enough to break the line-of-sight from the highway to the home or receiver. After it breaks the line-of-sight, it can achieve approximately 1.5dB of additional noise level reduction for each meter of barrier height.

Barrier Material:

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The design of and the materials used in noise barriers shall be selected to ensure that factors such as aging/corrosion resistance, stone impact resistance, colour resistance and fire resistance etc. can satisfy the requirements specified in noise barrier standard

Concrete: Concrete is used in various ways in the construction of noise barriers. Precast planks slotted into H shaped uprights provide a rapid means of construction and can be easily repaired. One form of proprietary concrete noise barrier is constructed from linked precast panels set at varying angles so as to obviate the need for separate post supports. Concrete noise barriers benefit from low-maintenance, but prefabricated noise barriers are relatively expensive. Special designed surface features can be beneficially employed to reflect sound at a desired angle, away from noise sensitive receivers. On a highway contract involving other concrete structures it may be economical to use in-situ concrete to construct noise barriers.

Metel: Metal noise barriers can be painted or coated in a wide range of colours. Steel is commonly used for supports. Sheet metal can be formed into lightweight hollow sections, which may contain fibre board or mineral wool absorbent materials. A number of profiled barrier systems, comprising horizontal panels spanning between galvanized steel posts, are commercially available. The metal sheeting on one side may be perforated to allow noise to interact with absorbent material within, and the corrugated profile provides structural rigidity. Aluminium is often used in proprietary systems because of its high strength to weight ratio; large panels may be easily erected with fewer supports (up to 5-meter spans).

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Metal Noise Barrier Metal Noise Barrier

Transparent Material: Transparent materials allow light to properties or areas which would otherwise be placed in the shadow of the barriers. At the top of a noise barrier, transparency (i.e. by using transparent panels) will reduce the visual impact of tall noise barriers and tinted material may enhance the appearance. “Windows” (i.e. incorporation of transparent panels at eye level of the noise barrier) may allow road users to orientate themselves by providing views of the surrounding area. Potential problems with birds flying into transparent barriers may be reduced by either using tinted material or by superimposing a pattern of thin opaque stripes. Transparent materials are noise reflecting and their use might therefore be restricted where reverberation would cause problems. Transparent panels may need to be protected from impact by errant vehicles. Consideration should also be given to the use of laminates, toughened glass, embedded mesh or other systems in order to control the spread of fragments in the event of damage. Maintenance requirements and expected life need to be considered when the use of transparent materials is proposed.

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Transparent Noise Barrier Plastic: Apart from their use in transparent panels, plastics have also been used in absorbent panels and for supporting planted systems. Plastics may be coloured as required, but colour may bleach in strong sunlight. Susceptibility to bleaching can be tested in a weatherrometer. Plastics are prone to damage from fire and vandalism and some, e.g. polyethylene, become brittle after prolonged exposure to sunlight.

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Recycled Material: An increasing number of products are available which claim to be “environmentally friendly” by incorporating various recycled materials in their manufacture. Examples are: recycled plastics in supporting structures, waste materials from industrial processes in absorbers, sections of old tyres as planters, domestic waste transformed into compost. Sound Absorbent Materials: Acoustic requirements should be specified for the whole noise barrier structure (including panels and supporting structure) and allowance should be made for a proportion of reflective supporting elements. Sound absorbent material may be fixed to a backing structure such as a framework of timber or steel, or the surface of a solid wall. Sound absorbent panels are often based on noise absorbent products developed for use in industrial environments and may be available in a range of colours. The aesthetic aspects including shape, colour and surface texture should be considered.

Earth Berms and Retaining Structures If a road construction contract would otherwise have surplus material, landscaped berms can be provided at negligible cost; at the same time the inevitable impact on the surrounding area of hauling the surplus material off site can be avoided. The design of berms should be compatible with the local landscape character and topography. The surplus material may only be suitable for gentle slopes and large quantities may be needed to achieve a significant amount of screening. Where insufficient land is available to construct earth berms high enough with natural slopes, geotextile reinforcement may be used to steepen slopes, but at the risk of being visually incompatible. Alternatively, retaining methods such as reinforced and anchored earth construction, gabions, concrete or timber cribs, and other proprietary support systems may be used to support the traffic face with advantage.

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Wooden Noise Barrier Brick Noise Barrier

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ANNEXURE VII

Guidelines For Noise Barriers

Noise barriers will be constructed as per the guidelines issued by Govement of Maharashtra, Urban development department (Circular No. TPB 4308/4011/CR – 343/08/UD – 11: dated 3rd Dec. 2008) for reducing Noise Pollution Following guidelines will be followed in designing, errection and selection of Noise barriers

• The roadside noise barrier shall be provided if the flyovers or elevated roads and elevated rail networks passes through congested localities and the distance between opening in the building and parapet of such traffic works is less that 30 m

• Noise barriers will need to be considered from both acoustic and non acoustic aspects. The acoustic design aspects include barrier acoustic aspects include aspects such as structural integrity, safety, aesthetics and reduction of potential negative effects of noise barriers.

• Noise barriers should be such that it will shield receives from the noise generated by road traffic in excess of acceptable noise level of 60 db for roads with two or more lanes fronting on residential area, 65db for roads fronting on areas o mixed uses and 70 db for arterial and trunk roads. However, for arterial and trunk roads, the noise barriers should be capable of traffic in excess of acceptable noise level of 70db, regardless of the land use neither side of the road.

• The noise barriers may be in the form of vertical and crank top barriers, semi- enclosures, full enclosures and deck over.

• A material that has a Transmission Loss (TL) of 33 db or greater shall be provided. Similarly the material surface density shall be less than 10 Kg/m 2

• In the design of noise barriers, sound| “leaks” due to holes, slits, cracks or gaps through or beneath a noise barrier shall be avoided. Therefore to avoid reduction in acoustic performance or noise barriers, recess should be formed along the barrier to accommodate the street furniture as far as possible.

• In general the following materials could be used:-

• Steel • Aluminum • Polycarbonate or acrylic sheets • Concrete, brick or glass fiber reinforced concrete • Proprietary made acoustic panels

• Noise barriers shall not be closer than 4.5 m. from carriage way to protect it from the impact of errant vehicles. If the space is limited say less than 1.5 m intentioned

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corrugated beam barriers or concrete profile barrier can be integrated with the noise barrier.

• The material used shall have adequate fire resistance and a length of at 4 m made of non combustible elements shall be insisted in every 100mt of noise barriers. Emergency access/ exist points are also required to assist evacuation.

• If barriers shall not affect aesthetical perfection of both road users and residents. It should be properly blend into the local environment. It should be uniform and avoid glare and flider effects.

• The barriers shall not affect aesthetical perception of both road users and residents. It should be properly blend into the local environment. It should also integrate and coordinated with the street furniture.

• As far as possible the tall sound barriers shall be avoided. Generally the height of barriers shall not be more that 3 m cantilever barriers may be built instead of very tall barrier.

• Noise barriers should be designed so that they require minimal maintenance other that cleaning. Proper access should be provided for future maintenance.

• Adequate ventilation shall be provided for barrier structure.

• Noise barriers should form an integral part of road design.

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ANNEXURE VIII

TRAFFIC MOVEMENT AT PEAK HOURS

Peak Hour Turning Movements at KSB Junction in Vehicles per Hour

Peak Hour Intersection Flow Diagram in Vehicles Per Hour KSB Chowk

Chikli

TF TF 1484 1988

F - Fast moving (motorised) Peak Hour: 18:00 to 19:00 TS TS S - Slow moving (non-motorised) 180 432 TF - Total fast moving (motorised) Total Junction Flow : 8371 TS - Total slow moving (non-motorised) F 268 693 523

40 40 S 100

F S TF TS 403 133 TF TS 1639 204 558 50 1633 292

N 672 109 T i E g L d F S C i TF TS 62 2 TF TS O 880 102 397 25 1827 211 421 75

F 813 907 1523

S 114 297 146

TF TF 1786 3243

TS TS 284 557 Chinchwad

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Peak Hour Turning Movements at KSB Junction in PCU’s per Hour

Peack Hour Intersection Flow Diagram in PCUs Per Hour KSB Chowk

Chikli

TF TF 1725 2613

F - Fast moving (motorised) Peak Hour: 18:00 to 19:00

87 TS TS S - Slow moving (non-motorised) 220 TF - Total fast moving (motorised) Total Junction Flow : 9564 TS - Total slow moving (non-motorised) F 292 746 687

19 50 18 S

F S TF TS 491 70 TF TS 1930 101 62925 1880 150

N 760 55 T i E g L d F S C i TF TS 118 1 TF TS O 1111 51 506 12 2461 103 487 38

F 1009 1268

S 57 73 149

TF TF 1993 4281 2004

TS TS 143 279 Chinchwad As shown in the above figure, 18:00 to 19:00 hr is the peak hour at KSB Chowk. As shown in the figure, in the peak hour, there are about 9,600 PCUs. The traffic volume at this junction needs a grade separator. Considering the PCMC will grow in the North – South direction in future, a flyover in Chinchwad – Chikli direction is desirable.

DAnge Chowk on Aundh – Ravet road is another busy junction in PCMC. Therefore, intersection turning movements have been observed at this junction. The following two figures present peak hour intersection turning movement diagrams.

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Peak Hour Turning Movements at Nashik Phata in Vehicles per Hour

Peack Hour Intersection Flow Diagram in Vehicles Per Hour Nashik Phata

Nashik

TF2209 1164 TF

F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr TS205 93 TS S - Slow moving (non-motorised) TF - Total fast moving (motorised) Total Junction Flow : 7729 TS - Total slow moving (non-motorised) F 535 1674

S 47 158

TF TS 824 88 2804 149 1980 61 2515 108 M F S TF TS u P m u b n a e i 340 5 TF TS 2307 55 1967 50 3641 208 TF TS F S

Peak Hour Turning Movements at Nashik Phata in PCU’s per Hour

Peack Hour Intersection Fow Diagram in PCUs Per Hour Nashik Phata

Nashik

TF 2885 1510 TF

F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr TS 109 45 TS S - Slow moving (non-motorised) TF - Total fast moving (motorised) Total Junction Flow : 9923 TS - Total slow moving (non-motorised) F 821 2064

S 23 86

TF TS 1134 43 3519 67 2385 24 3206 47 M F S TF TS u P m u b n a e i 376 2 TF TS 3315 28 2939 26 5003 112 TF TS F S

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As shown in the above figure, the peak hour traffic at Nashik Phata is very high and warrants a grade separator immediately. The peak hour traffic at this junction is nearly 10,000 PCU’s per hour.

Leaving the traffic on Mumbai – Nashik directions, the turning traffic in all the other directions is quite high.

The Kalewadi Chowk is the final major junction in PCMC where turning traffic was studied. The following two figures present turning traffic at Kalewadi Chowk.

Peak Hour Turning Movements at Kalewadi Chowk in Vehicles per Hour

Peack Hour Intersection Flow Diagram in Vehicles Per Hour Kalewadi Chowk

Kalewadi

TF811 1268 TF

F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr TS82 135 TS S - Slow moving (non-motorised) TF - Total fast moving (motorised) Total Junction Flow : 4410 TS - Total slow moving (non-motorised) F 352 459

S 36 46

TF TS 966 87 1984 241 1018 154 1370 190 M F S TF TS u P m u b n a e i 302 48 TF TS 1151 141 849 93 1308 139 TF TS F S

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Peak Hour Turning Movements at Kalewadi Chowk in PCUs per Hour

Peack Hour Intersection Fow Diagram in PCUs Per Hour Kalewadi Chowk

Kalewadi

TF 996 1467 TF

F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr TS 44 65 TS S - Slow moving (non-motorised) TF - Total fast moving (motorised) Total Junction Flow : 5014 TS - Total slow moving (non-motorised) F 459 537

S 18 26

TF TS 1098 41 2417 118 1319 77 1778 95 M F S TF TS u P m u b n a e i 369 24 TF TS 1371 68 1002 44 1539 70 TF TS F S

The peak hour turning traffic at this junction, i.e., at Kalewadi Chowk is moderate and does not warrant a flyover immediately. However, considering the growth prospects in the influence area of this junction, it is recommended to acquire land for a flyover in near future.

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ANNEXURE IX Minutes of Meeting of Public Cosultation

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