DRAFT ENVIRONMENTAL IMPACT ASSESSMENT REPORT (EIA)

for Ashta to Golegaon of 257.881 km Length

(Package II) of Access Controlled - Expressway.

Submitted by State Road Development Corporation Ltd. (Government of Maharashtra Undertaking) Mumbai

February 2017 Environmental Consultant Submitted to STUP Consultants Pvt. Ltd. EAC, Ministry of Environment, Forest and Plot No. 22-A, Sector 19-C, Climate Change Plam Beach marg, Vashi, Indira Paryavarn Bhavan - 400 705 Jorbagh Road, New – 110 003

Environmental Impact Assessment report (EIA) for village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Contents MoEF & CC - TERMS OF REFERENCE COMPLIANCE ...... 13 SEAC 1 MAHARSHTRA - TERMS OF REFERENCE COMPLIANCE ...... 22 CHAPTER 01 INTRODUCTION ...... 24 1.1 PREAMBLE ...... 24 1.2 PROJECT BACKGROUND ...... 25 1.2.1 General Background ...... 25 1.2.2 NMEW as Maharashtra Prosperity Corridor ...... 26 1.3 PACKAGE II – ASHTA VILLAGE TO GOLEGAON VILLAGE ...... 29 1.3.1 Project Location ...... 29 1.4 NEED OF THE PROJECT - IMPORTANCE TO THE COUNTRY, REGION ...... 29 1.5 NEED FOR THE STUDY ...... 30 1.6 ENVIRONMENTAL CLEARANCE PROCESS ...... 31 1.7 TERMS OF REFERENCE (TOR) ...... 35 1.8 ENVIRONMENTAL IMPACT ASSESSMENT ...... 35 1.8.1 Purpose of this Environmental Impact Assessment (EIA) ...... 35 1.8.2 Significance of the EIA study ...... 35 1.8.3 Scope of work ...... 36 1.8.4 Approach and methodology ...... 37 1.8.5 Primary Reconnaissance Survey ...... 37 1.8.6 Baseline study ...... 37 1.8.8 Formulation of Mitigative Measures ...... 37 1.8.9 Environmental Plan ...... 38 1.9 VALIDITY OF ENVIRONMENTAL CLEARANCE ...... 38 1.10 POST ENVIRONMENTAL CLEARANCE MONITORING ...... 38 1.11TRANSFERABILITY OF ENVIRONMENTAL CLEARANCE ...... 38 1.12 GENERIC STRUCTURE OF ENVIRONMENTAL IMPACT ASSESSMENT DOCUMENT 39 1.14 ENVIRONMENTAL STANDARDS AND CODE OF PRACTICES ...... 41 CHAPTER 02: PROJECT DESCRIPTION ...... 43 2.1 INTRODUCTION ...... 43 2.1.2 Project Location Packge II ...... 43 2.2 NEED FOR THE PROJECT ...... 44 2.2.1 Terrain and Land Use of the Alignment ...... 47

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

2.2.2 Climate ...... 47 2.2.3 Places of Tourist Importance ...... 47 2.2.4 Major River Crossings are as below ...... 47 2.2.5 Religious Structures ...... 47 2.2.6 Bridges and Cross Drainage Structures ...... 48 2.2.7 Katepurna Wildlife Sanctuary ...... 48 2.3 DESIGN STANDARDS FOR EXPRESSWAY ...... 48 2.5 CROSS-SECTIONAL ELEMENTS ...... 50 2.5.1 Lane Width ...... 50 2.5.3 Paved Shoulders ...... 50 2.5.4 Earthen Shoulders ...... 51 2.6 HORIZONTAL ALIGNMENT ...... 51 2.6.1 Radii of Curve ...... 51 2.6.3 Transition Curves ...... 51 2.7 VERTICAL ALIGNMENT ...... 51 2.7.1 Grades ...... 52 2.8 VERTICAL CURVES ...... 52 2.9 VERTICAL CLEARANCE ...... 52 2.10 CROSS-FALL ...... 53 2.11 GEOMETRIC DESIGN CONTROL ...... 53 2.12 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES ...... 53 2.13 RIGHT OF WAY ...... 53 2.14 PROPOSAL FOR STRUCTURES ...... 53 2.14.1 Proposed structures ...... 54 2.14.2 Proposed width of the structures ...... 54 2.14.3 Box and Slab Culverts ...... 54 2.14.4 Viaduct Major and Minor Bridges ...... 54 2.14.5 Grade Separated road Structure ...... 54 2.15 INTERCHANGE ...... 54 2.16 RAILWAY OVER BRIDGE ...... 54 2.17 UNDERPASSES AND OVERPASSES ...... 55 2.18 EMBANKMENT ...... 55 2.18.1 Embankment Side Slopes ...... 55

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

2.19 TRAFFIC CONTROL DEVICES, ROAD SAFETY DEVICES AND ROAD SIDE AMENITIES ...... 56 2.20 HIGHWAY SIGNS ...... 57 2.21 ROAD MARKINGS ...... 57 2.22 ADVANCE TRAFFIC MANAGEMENT SYSTEMS (ATMS) ...... 57 2.23 LANDSCAPING AND TREE PLANTATION ...... 58 2.24 TOLL PLAZA ...... 58 2.25 OPERATIONS AND MAINTENANCE CENTER ...... 58 2.26 WAYSIDE AMENITIES ...... 58 2.27 AIRSTRIP ...... 59 2.28 PAVEMENT DESIGN ...... 59 2.28.1 DESIGN CONSIDERATION ...... 59 2.28.2 SPECIFICATIONS ...... 59 2.29 LAND AQUISITION ...... 60 2.30 UTILITY REQUIREMENT ...... 60 2.30.1 Raw Material ...... 60 2.30.2 Fly ash ...... 61 2.30.3 Borrow Soil ...... 61 2.31 PROJECT COST: Total cost of the proposed project is Rs.13017.03 Crores ...... 64 CHAPTER 03: ANALYSIS OF ALTERNATIVES ...... 65 3.1 PROJECT DESCRIPTION ...... 65 3.2 QUALITATIVE ADVANTAGES OF THE PREFERRED ALIGNMENT OPTION4 ...... 72 CHAPTER 04: BASELINE ENVIRONMENTAL STATUS ...... 73 4.1 GENERAL ...... 73 4.2 STUDY AREA ...... 73 4.3 BASELINE ENVIRONMENTAL STATUS ...... 79 4.3.1 Land Environment ...... 79 4.3.1.1 Landuse ...... 79 4.3.1.1 a ...... 79 4.3.1.1.b District ...... 79 4.3.1.1.c District ...... 79 4.3.1.1.d Landuse of proposed alignment ...... 79 4.3.1.2 Topography ...... 80 4.3.1.2.a ...... 80

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

4.3.1.2.b ...... 81 4.3.1.2.c ...... 81 4.3.1.3 Soil Quality ...... 82 4.3.2 Water Environment ...... 86 4.3.2.1 Hydrology ...... 86 4.3.2.1.a Amravati ...... 86 4.3.2.1.d Study area ...... 87 4.3.2.2 Water Quality ...... 87 4.3.2.2.a Surface water ...... 87 4.3.2.2.b Ground Water ...... 90 4.3.3 Air Environment ...... 93 4.3.3.1 Climate & Rainfall ...... 93 4.3.3.1.a Amravati District ...... 93 4.3.3.1.b Washim District ...... 93 4.3.3.1.c Buldhana District ...... 93 4.3.3.1.d Study Area ...... 94 4.3.3.2 Ambient Air Quality ...... 94 4.3.5 TRAFFIC ANALYSIS ...... 146 4.3.5.1 Daily and average daily traffic ...... 146 4.3.5.2 Origin-Destination survey ...... 146 4.3.5.3 Conclusion & Recommendation ...... 155 4.3.6 SOCIO-ECONOMIC IMPACT ASSESSMENT ...... 155 4.3.6.1 Socio Economic Profile of Amravati District ...... 155 4.3.6.2 Socio Economic Profile of Buldhana District ...... 156 4.3.6.3 Socio Economic Profile of Washim District ...... 156 4.3.6.4Socio-Economic Study Area ...... 157 4.3.6.5 PUBLIC CONSULTATION ...... 162 4.3.7 Ecology & Biodiversity ...... 176 4.3.7.1 Background ...... 177 4.3.7.2 The study area ...... 177 4.3.7.3 Scope of the study ...... 178 4.3.7.4 Activities undertaken during the study ...... 178 4.3.7.5 Survey limitation ...... 178 4.3.7.6 Materials and Methods ...... 178

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

4.3.7.7 Floristic diversity ...... 180 4.3.7.8 Faunal diversity ...... 186 4.3.7.9 Katepurna Wildlife Sanctuary ...... 196 4.3.7.10 Photo Features ...... 197 CHAPTER 05: ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES 204 5.1 INTRODUCTION ...... 204 5.2 IMPACT DURING CONSTRUCTION PHASE ...... 206 5.2.1 Land Environment ...... 206 5.2.1.1 Loss of agricultural land ...... 206 5.2.1.2 Solid Waste generation ...... 206 5.2.2 Soil Environment ...... 206 5.2.2.1 Loss of Topsoil ...... 206 5.2.3 Air Environment ...... 207 5.2.3.1 Dust Generation ...... 207 5.2.3.1 Gaseous Emissions ...... 208 5.2.4 Noise Environment ...... 208 5.2.5 Water Environment ...... 209 5.2.5.1 Water use ...... 209 5.2.5.2 Wastewater generation ...... 209 5.2.5.3 Drainage ...... 209 5.2.5.4 Water Resources Disturbance / Contamination ...... 210 5.2.5.4.a Surface water Resources ...... 210 5.2.5.4.b Ground water Resources ...... 210 5.2.6 Socio-economic Environment ...... 210 5.2.6.1 Loss of Livelihood ...... 210 5.2.6.2 Loss of Houses ...... 211 5.2.7 Ecology & Biodiversity ...... 211 5.2.7.1 Terrestrial Ecology ...... 211 5.2.7.2 Aquatic Ecology ...... 216 5.3 IMPACTS DURING OPERATION PHASE ...... 216 5.3.1 Soil Environment ...... 216 5.3.2 Air Environment ...... 217 5.3.3 Noise Environment ...... 217

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

5.3.4 Water Environment ...... 218 5.3.4.1 Drainage ...... 218 5.3.4.2 Water Resources Disturbance / Contamination ...... 218 5.3.4.2.a Surface water resources ...... 218 5.3.4.2.b Ground water resource ...... 218 5.3.5 Socio-Economic Environment ...... 218 5.3.6 Ecology & Biodiversity ...... 219 5.3.6.1 Terrestrial Ecology ...... 219 5.3.6.2 Aquatic Ecology ...... 219 CHAPTER 06: ENVIRONMENTAL MONITORING PROGRAMME ...... 226 6.1 GENERAL ...... 226 6.2 PERFORMANCE INDICATORS ...... 226 6.2.1 Ambient Air Quality (AAQ) Monitoring ...... 226 6.2.2 Water Quality ...... 227 6.2.3 Ambient Noise Monitoring ...... 227 6.2 ENVIRONMENTAL MONITORING ...... 227 6.2.2 Monitoring During Construction Phase ...... 227 6.3 ENVIRONMENTAL REPORTING ...... 228 CHAPTER 07: ADDITIONAL STUDIES – DISASTER MANAGEMENT PLAN ...... 229 7.1 GENERAL ...... 229 7.2 RISK ASSESSMENT AND DISASTER MANAGEMENT PLAN ...... 229 7.2.1 Objective of Disaster Management Plan ...... 229 7.2.2 Risk Analysis ...... 230 7.2.2.1 Fatality Acceptance Criteria ...... 230 7.2.2.2 Optimum and acceptance criteria ...... 230 7.2.2.3 Damage to the users of the expressway ...... 231 7.2.2.4 Damage to vehicles ...... 231 7.2.2.5 Inconvenience costs to Society and Business ...... 231 7.2.2.6 Damage to environment ...... 231 7.3 POSSIBLE TYPE OF DISASTER ...... 231 7.4 EMERGENCY PREPAREDNESS PLAN ...... 232 7.4.1 Identification of Hazardous Area ...... 232 7.4.1.1 During Operation Phase ...... 232 7.5 ORGANIZATIONAL STRUCTURE ...... 232

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

7.5.1 Disaster Tracking Unit ...... 233 7.5.2 Disaster/ Emergency Response Team ...... 233 7.5.3 Training Centre ...... 233 7.5.4 Disaster Control Room ...... 233 7.5.4.1 During Construction Phase ...... 234 7.5.4.2 During Operation Phase ...... 234 7.5.5 Traffic Surveillance Monitoring and Control System ...... 234 7.6 EMERGENCY RESPONSE ...... 235 7.7 ROLES & RESPONSIBILITIES ...... 235 7.7.1 Emergency Control Centre (ECC) ...... 235 7.7.2 Police Department ...... 236 7.7.3 Fire Department ...... 237 7.7.4 Health Department ...... 237 7.8 EMERGENCY CONTROL PROCEDURE ...... 238 7.8.1 For Natural Calamity ...... 238 7.8.2 For Hazard ...... 238 7.8.2.1 Alarm System to be followed during Disaster ...... 239 7.8.2.2 Actions to be Taken on Hearing the Warning Signal ...... 239 7.8.3 For Petroleum Product Leakage ...... 239 7.8.4 Head-on Collision /Vehicle Accident on the road ...... 239 7.8.5 Spillage and Leakages of Oil On the road ...... 239 CHAPTER 08 PROJECT BENEFITS ...... 241 8.1 INTRODUCTION ...... 241 8.2 PROJECT BENEFITS ...... 241 8.3 PROPOSED IMPROVEMENT ...... 242 CHAPTER 09 - ENVIRONMENT MANAGEMENT PLAN ...... 243 9.1 INTRODUCTION ...... 243 9.2 SUMMARY OF CRITICAL IMPACTS/ ISSUES ...... 244 9.3 IDENTIFICATION OF IMPLEMENTING AUTHORITY ...... 245 9.4 IMPLEMENTATION OF RECOMMENDED MITIGATION MEASURES ...... 245 9.5 MONITORING PLAN ...... 245 9.6 ENVIRONMENTAL TRAINING ...... 246 9.7 BUDGETS FOR ENVIRONMENTAL MANAGEMENT PLAN ...... 246 9.8 DETAILS OF MANAGEMENT PLANS ...... 250

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

9.8.1 Topsoil Management ...... 250 9.8.2 Air Environment Management ...... 250 9.8.3 Noise Environment Management ...... 250 9.8.4 Water Requirement & Wastewater Management ...... 251 9.8.5 Land Acquisition ...... 251 9.8.6 Solid and Hazardous Waste Management Plan ...... 252 9.9 ENVIRONMENTAL MONITORING PLAN ...... 252 9.10 PERFORMANCE INDICATORS ...... 252 9.11 BUDGETS FOR ENVIRONMENTAL MANAGEMENT PLAN ...... 254 CHAPTER 10: SUMMARY AND CONCLUSION ...... 255 10.1 PREAMBLE ...... 255 10.2 PROJECT BACKGROUND ...... 256 10.2.1 Project Location ...... 256 10.3 DESCRIPTION OF THE ALIGNMENT ...... 256 10.3.1 Salient Features of the Project Corridor ...... 257 10.4 LAND AQUISITION ...... 258 10.5 UTILITY REQUIREMENT ...... 258 10.5.1 Raw Material ...... 258 10.5.2 Flyash ...... 258 10.5.3 Water Requirement ...... 258 10.5.4 Power Requirement ...... 258 10.5.5 Man Power Requirement ...... 258 10.6 PROJECT COST ...... 258 10.7 BASLINE ENVIRONMENT ...... 259 10.7.1 Soil Quality ...... 259 10.7.2 Air Quality ...... 259 10.7.3 Noise Environment ...... 260 10.7.4 Water quality ...... 260 10.7.4.1 Surface Water Quality ...... 260 10.7.4.2 Ground Water ...... 260 10.8 Ecology & Biodiversity ...... 260 10.8.1 Flora in the study area ...... 260 10.8.2 Fauna in the study area ...... 261 10.9 ANTICIPATED IMPACT & MITIGATION ...... 262

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

10.10 EMERGENCY CONTROL PROCEDURE ...... 267 10.10.1 For Natural Calamity ...... 267 10.11 For Hazard ...... 267 10.11.1Alarm System to be followed during Disaster ...... 268 10.11.2 Actions to be Taken on Hearing the Warning Signal ...... 268 10.11.3 For Petroleum Product Leakage ...... 268 10.11.4 Head-on Collision /Vehicle Accident on the road ...... 268 10.11.5 Spillage and Leakages of Oil On the road ...... 268 10.12 PROJECT BENEFITS ...... 268 10.12.1 Proposed Improvement ...... 269 10.13 ENVIRONMENTAL MONITOIRNG PROGRAMMME ...... 271 CHAPTER 11: DISCLOSURE OF CONSULTANT ENGAGED ...... 272

List of Table Table 1-NMEW Project Details ...... 25 Table 2-NMEW Project Details ...... 43 Table 3-Salient Features of the Project Corridor ...... 46 Table 4-Design Parameters ...... 48 Table 5-Design Speed on Ramps ...... 49 Table 6-Design Speed on Main Carriageway...... 49 Table 7-Width of Median ...... 50 Table 8-Radius of Horizontal Curve ...... 51 Table 9-Minimum Length of Transition Curves ...... 51 Table 10-Gradient...... 52 Table 11-Minimum length of Vertical Curves ...... 52 Table 12-Location of Rail Over Bridge ...... 55 Table 13-Raw Material Requirement...... 60 Table 14-Sources for Flyash ...... 61 Table 15-Details Soil Borrow area ...... 62 Table 16-Broad Features of Alignment Options ...... 66 Table 17-Comparative Analysis Based on Engineering Aspects ...... 66 Table 18-Comparative Analysis Based on Environment and Social Aspects ...... 67 Table 19-Comparative Analysis Based on Indicative Cost Aspects ...... 67 Table 20-Comparative Statement of Alignment ...... 68 Table 21-Environmental Monitoring Locations ...... 75 Table 22-Environmental Monitoring Locations - Surface Water ...... 77 Table 23-District wise Land Requirement ...... 79 Table 24-Land use of Classification of Land to be acquired ...... 80 Table 25-Soil Sampling Locations ...... 82 Table 26-Soil Quality Monitoring Report ...... 84 Table 27-Surface Water Sampling Locations ...... 87 Table 28-Surface water quality of the study area ...... 89

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 29-Ground Water Quality Monitoring Locations ...... 90 Table 30-Ground water quality of the study area ...... 92 Table 31-Ambient Air Monitoring Locations ...... 95 Table 32-Ambient Air Quality of study area ...... 97 Table 33-National Ambient Air Quality Standards, 2009 ...... 99 Table 34 Average Daily TrafficAverage Daily Traffic...... 100 Table 35-Maximum 1-hour Concentrations ...... 101 Table 36-Projected Average Daily Traffic ...... 108 Table 37-Predicted Concentrations of Carbon Monoxide (CO) at Villages ...... 109 Table 38- Predicted Concentrations of Oxides of Nitrogen (NOx) at Villages ...... 109 Table 39-Predicted Concentrations of Particulate Matters (PM) at Villages ...... 110 Table 40-Predicted Maximum Concentrations at Proposed Nodes ...... 111 Table 41-Noise Monitoring Locations ...... 118 Table 42-Noise Levels in study area ...... 121 Table 43-Permissible Noise Level (CPCB Standards) ...... 134 Table 44-Existing Average Daily Traffic at Major Intersections...... 135 Table 45-Distance-wise Noise Levels due to Prevailing Traffic (dBA) ...... 135 Table 46-Typical Noise Level of Some Construction Equipment ...... 137 Table 47-Distance wise Cumulative Noise Levels ...... 138 Table 48-Cumulative Noise Levels at Some Villages ...... 140 Table 49-Anticipated Average Daily Traffic on Proposed Expressway ...... 142 Table 50-Distance wise Cumulative Noise Levels (dBA) ...... 143 Table 51-Daily and average daily traffic, Sindhkhed raja on NASGM ...... 147 Table 52-Karanja on NASGM ...... 148 Table 53- on NH-53 ...... 149 Table 54-Nagzari on NH-53 ...... 150 Table 55-Origin-Destination Matrices – Sindhkhed Raja ...... 151 Table 56-Origin-Destination Matrices – Karanja ...... 152 Table 57-Origin-Destination Matrices – Khamgaon ...... 153 Table 58-Origin-Destination Matrices – Nagzari ...... 154 Table 59-Project Area ...... 157 Table 60-List of villages...... 158 Table 61-Structures to be affected ...... 161 Table 62-Origin of vehicle category-wise ...... 162 Table 63-The Study area 39 representative points ...... 179 Table 64-Biodiversity in the Area...... 180 Table 65-Checklist of Plant Species Observed In The Study Area ...... 181 Table 66-Mammals Observed In The Study Area ...... 186 Table 67-Birds Observed in the Study Area ...... 187 Table 68-Checklist Of Reptile And Amphibian Observed In The Study Area ...... 191 Table 69-Fishes Observed In the Study Area ...... 193 Table 70-Butterfly Observed In the Study Area ...... 194 Table 71-List of Possible Environment Impacts due to Proposed Project ...... 205 Table 72-Structures to be affected ...... 211 Table 73-Forest Area Statement ...... 213 Table 74-Environmental Monitoring Programme ...... 228 Table 75-Critical Impacts / Issues ...... 244 Table 76-Reporting of the Major- Parameters and Responsible Organization ...... 247

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 77-Environmental Monitoirng Plan ...... 253 Table 78-Budgets for Environmental Management Plan - Construction Phase and Operation Phase ...... 254

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

List of Figures Figure 1- NMEW - Maharashtra Prosperity Corridor ...... 28 Figure 2-Maharashtra Prosperity Corridor – Broad View of Development along the Corridor ...... 28 Figure 3- Location of the Project – Package II ...... 29 Figure 4-Prior Environmental Clearance Process for Category A Projects ...... 33 Figure 5- Prior Environmental Clearance Process for Category B Projects ...... 34 Figure 6-Location of the Project – Package II ...... 44 Figure 7-Environmental Study Area ...... 78 Figure 8-Soil Sampling Locations ...... 83 Figure 9-Hydrology of Amravati District ...... 86 Figure 10-Hydrology of Washim District ...... 86 Figure 11-Hydrology of Buldhana District ...... 86 Figure 12-Surface Water Monitoring Locations ...... 88 Figure 13-Ground Water Monitoring Locations ...... 91 Figure 14-Ambient Air Monitoring Locations ...... 96 Figure 15-Ambient Air Quality in Study Area ...... 98 Figure 16-Noise Monitoring Locations...... 120 Figure 17-Ambient Noise Levels in Study Area ...... 133 Figure 18-Public Consultation at Amravati ...... 163 Figure 19-Public Consultation at Washim ...... 168 Figure 20-Public Consultation at Buldhana ...... 176 Figure 21-: COMPOSITION OF PLANT DIVERSITY SEEN IN THE STUDY AREA ...... 181 Figure 22-DMP for Accident Risk Scenario...... 240 Figure 23-DMP for Medical Safety Scenario ...... 240

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

MoEF & CC - TERMS OF REFERENCE COMPLIANCE ToR Conditions Compliance 1. Examine and submit a brief description of Proposed project pertains to development of the project, project name, nature, size, its 701 kms expressway between Nagpur- importance to the region/state and the Mumbai. The EIA is prepared for the part of country. the Expressway i.e Package II of 257.881 kms. The details are project and need for the project is given in Chapter 02. 2. In case the project involves diversion of 169.393 Ha of forest land will be diverted for forests land, guidelines under OM dated non forest purpose. The proposed alignment 20.03.2013 may be followed and is passing through 03 . necessary action taken accordingly. Proposal No. : FP/MH/ROAD/20356/2016 Proposal submitted online on MoEF portal : 25/07/2016 Status: Under Examination by concerned DFO, Forest Department.

3. Details of any litigation(s) pending Not Applicable as no litigation(s) pending against the project and/or any directions against the project and/or any directions or or orders passed by any court of law/any orders passed by any court of law/any statutory authority against the project to statutory authority against the project be detailed out. 4. Submit detailed alignment plan, with The Alignment plan is enclosed as Annexure details such as nature of terrain (plain, A rolling, hilly), land use pattern, habitation, cropping pattern, forest area, environmentally sensitive places, mangroves, notified industrial areas, sand dunes, sea, river, lake, details of villages, teshils, districts and states, latitude and longitude for important locations falling on the alignment by employing remote sensing techniques followed by ground truthing and also through secondary data sources. 5. Describe various alternatives considered, The detailed analysis of alternatives are given procedures and criteria adopted for in Chapter 03 selection of the final alternative with reasons. 6. Submit Land use map of the study area to Land use map of the study area of scale 1: a scale of 1: 25,000 based on recent 25,000 enclosed as Annexure B

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance satellite imagery delineating the crop lands (both single and double crop), agricultural plantations, fallow lands, waste lands, water bodies, built-up areas, forest area and other surface features such as railway tracks, ports, airports, roads, and major industries etc. and submit a detailed ground surveyed map on 1:2000 scale showing the existing features falling within the right of way namely trees, structures including archeological & religious, monuments etc. if any. 7. If the proposed route is passing through The Terrain is pre-dominantly Plain/Rolling any hilly area, examine and submit the Terrain with some Hilly Terrain Patches stability of slopes, if the proposed road is encountered intermittently particularly to pass through cutting or embankment / between Shelu, and near control of soil erosion from embankment. Sindhkhedraja. The details of Embankment Landslide, rock fall protection measures Side slopes are given in point 2.19.1 of to be indicated. Chapter 02 8. If the proposed route involves tunneling, No tunnel proposed in the entire stretch of the details of the tunnel and locations of package-II. tunneling with geological structural fraction should be provided. In case the road passes through a flood plain of the river, the details of micro drainage, flood passages and information on high levels flood periodicity at least of last 50 years in the area should be examined. 9. The projects is located within 10 km. of The proposed alignment passes through eco the sanctuary a map duly authenticated sensitive zone of wild life sanctuary between by Chief Wildlife Warden showing these Km.213+500 to Km.214+000. @ 570m away features vis-à-vis the project location and from sanctuary boaundry. the recommendations or comments of the Separate proposal fro Wild Life Clearance is Chief Wildlife Warden thereon should be submitted to Wildlife wing. The certified furnished at the stage of EC. map will be submitted to Exper Appraisal Commiittee of MoEF&CC during final EIA submission. 10. Study regarding the Animal bypasses / The list of the VUP, VOP, LVUP, and POP underpasses etc. across the habitation enclosed as Annexure C areas shall be carried out. Adequate cattle passes for the movement of

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance agriculture material shall be provided at the stretches passing through habitation areas. 11. The information should be provided Trees affected in forest area: about the details of the trees to be cut Amravati district: 301 trees including their species and whether it also Washim district: 33761 trees involves any protected or endangered Buldhana district: 3678 trees species. Measures taken to reduce the Total trees affected in forest area: 37740 Nos number of the trees to be removed should be explained in detail. Submit the details Trees affected in ROW: of compensatory plantation. Explore the The total number of trees affected in ROW of possibilities of relocating the existing 182 kms is 9321 Nos. the counting of trees in trees. Animal and wild life crossings to remaining stretch is in progress. be provided in areas inhabited by wild life. 12. Necessary green belt shall be provided on Plantation of trees and shrubs of required both sides of the highway with proper number and type at the appropriate locations central verge and cost provision should within the Right of Way will be in be made for regular maintenance. accordance to guidelines of IRC: SP:99-2013 and IRC: SP:21. The landscape treatment shall also be provided for special areas as given in IRC: SP:21 (para 8). 13. If the proposed route is passing through a The list of the VUP, VOP, LVUP, and POP city or town, with houses and human enclosed as Annexure C habitation on the either side of the road, the necessity for provision of List of Location of wayside amenities are bypasses/diversions/under passes shall be attached Annexure D examined and submitted. The proposal should also indicate the location of The details of Noisef reduction measures are wayside amenities, which should include given in point 5.3.3 of Chapter 05 petrol station/service centre, rest areas including public conveyance etc. Noise reduction measures should also be indicated. 14. Submit details about measures taken for The list of the VUP, VOP, LVUP, and POP the pedestrian safety and construction of enclosed as Annexure C underpasses and foot-over bridges along with flyovers and interchanges. If any. 15. Assess whether there is a possibility that No the proposed project will adversely affect

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance road traffic in the surrounding areas (e.g. by causing increases in traffic congestion and traffic accidents). Specific care be also taken to ensure that by passes have a sufficient buffer to prevent unwanted obstructions defying the purpose of the by pass 16. Examine and submit the details of use of The details regarding use of fly ash are given fly ash in the road construction, if the in point 2.32.2 of Chapter 2 project road is located within the 100 kms from the Thermal Power Plant. 17. Examine and submit the details of sand Details are mentioned in 2.23.3 of Chapter 2 quarry, borrow area and rehabilitation. 18. Explore the possibilities of utilizing the Assessment will be carried out for debris/ waste materials available in and availability debris in and around project area. around the project area. 19. Submit the details on compliance with respect to Research Track Notification of MoRTH 20. Examine and submit the details of sand Details are mentioned in 2.23.3 of Chapter 2 quarry and borrow area as per OM no.2- 30/2012-IA-III dated 18.12.2012 on 'Rationalization of procedure for Environmental Clearance for Highway Projects involving borrow areas for soil and earth" as modified vide OM of even no. dated March 19, 2013. 21. Climate and meteorology (max and min Details are mentioned in 2.4.2 of Chapter 2, temperature, relative humidity, rainfall, 4.3.3.1 of Chapter 4 & 11.3.2 of Chapter 11 frequency of tropical cyclone and snow fall); the nearest IMD meteorological station from which climatological data have been obtained to be indicated. 22. The air quality monitoring should be Details are mentioned in 11.21.4 of Chapter carried out as per the new notification 11 issued on 16th November, 2009. 23. Identify project activities during Details are mentioned in 5.2 & 5.3 of Chapter construction and operation phases, which 5 will affect the noise levels and the potential for increased noise resulting from this project. Discuss the effect of

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance noise levels on nearby habitation during the construction and operational phases of the proposed highway. Identify noise reduction measures and traffic management strategies to be deployed for reducing the negative impact if any. Prediction of noise levels should be done by using mathematical modeling at different representative locations. 24. Examine the impact during construction Details are mentioned in 5.2 of Chapter 5 activities due to generation of fugitive dust from crusher units, air emissions from hot mix plants and vehicles used for transportation of materials and prediction of impact on ambient air quality using appropriate mathematical model, description of model, input requirement and reference of derivation, distribution of major pollutants and presentation in tabular form for easy interpretation shall be carried out. 25. Also examine and submit the details Details are mentioned in 5.2 of Chapter 5 about the protection to existing habitations from dust, noise, odour etc. during construction stage. IRC guidelines to be followed for traffic safety while passing through the habitat. 26. If the proposed route involves cutting of Not applicable earth, the details of area to be cut, depth of cut, locations, soil type, volume and quantity of earth and other materials to be removed with location of disposal/ dump site along with necessary permission. 27. If the proposed route is passing through Not applicable low lying areas, details of fill materials and initial and final levels after filling above MSL, should be examined and submit. 28. Examine and submit the water bodies Details are given in 4.3.2.1.d & Table 4.9 of including the seasonal ones within the Chapter 4 corridor of impacts along with their

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance status, volumetric capacity, quality likely impacts on them due to the project. 29. Examine and submit details of water Total Water requirement for construction quantity required and source of water phase will be 2250 KLD. Out of the total including water requirement during the water requirement 2000 KLD will be construction stage with supporting data required for construction purpose and 250 and also categorization of ground water KLD will be required for domestic use of based on the CGWB classification. workers. The water requirement for domestic purpose will be fulfilled though potable water sources and for construction work water from surface water sources such as ponds, rivers and tanks etc. shall be used. 30. Examine and submit the details of Details are mentioned in 11.36 of Chapter 11 measures taken during constructions of bridges across river/ canal/major or minor drains keeping in view the flooding of the rivers and the life span of the existing bridges. Provision of speed breakers, safety signals, service lanes and foot paths should be examined at appropriate locations throughout the proposed road to avoid the accidents. 31. If there will be any change in the Details are mentioned in 2.20 of Chapter 2 drainage pattern after the proposed activity, details of changes shall be examined and submitted. 32. Rain water harvesting pit should be at Attached as Annexure E least 3 - 5 m. above the highest ground water table. Provision shall be made for oil and grease removal from surface runoff. 33. If there is a possibility that the 169.393 Ha area of forest land will be construction/widening of road will cause acquired for this project. Details are impact such as destruction of forest, mentioned in 5.2.7.1 of Chapter 5 poaching, reductions in wetland areas, if so, examine the impact and submit details. 34. Submit the details of road safety, signage, Details are given in 2.21 of Chapter 2 service roads, vehicular under passes, accident prone zone and the mitigation measures.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance 35. IRC guidelines shall be followed for IRC guidelines as per IRC: SP:99-2013 is widening & upgradation of road. used for the proposed expressway. Widening is not applicable for the proposed project. 36. Submit details of social impact Details are mentioned in 4.3.6 of Chapter 4 assessment due to the proposed construction of road. 37. Examine road design standards, safety Traffic Analysis is given in 4.3.5 of Chapter equipment specifications and 4 Management System training to ensure that design details take account of safety concerns and submit the traffic management plan. 38. Accident data and geographic distribution It is a Greenfield Alignment should be reviewed and analyzed to predict and identify trends - incase of expansion of the existing highway and provide Post accident emergency assistance and medical care to accident victims. 39. If the proposed project involves any land Not Applicable reclamation, details to be provided for which activity land to reclaim and the area of land to be reclaimed. 40. Details of the properties, houses, Details are mentioned in 4.3.6 of Chapter 4 businesses religious and social places etc. activities likely to be effected by land acquisition and their financial loses annually. 41. Detailed R&R plan with data on the R & R plan is mentioned as 2.31 of Chapter 2 existing socio-economic status of the population in the study area and broad plan for resettlement of the displaced population, site for the resettlement colony, alternative livelihood concerns/employment and rehabilitation of the displaced people, civil and housing amenities being offered, etc and the schedule of the implementation of the project specific 42. Submit details of Corporate Social Yes, provision will be made in budget.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance Responsibility. Necessary provisions should be made in the budget. 43. Estimated cost of the project including EMP cost is mentioned in 10.11 of Chapter environmental monitoring cost and 10 funding agencies, whether governmental R & R plan is mentioned as 2.31 Chapter 2 or on the basis of BOT etc and provide details of budget provisions (capital & recurring) for the project specific R&R Plan. 44. Details of blasting if any, Not Applicable methodology/technique adopted, applicable regulations/permissions, timing of blasting, mitigation measures proposed keeping in view mating season of wild life. 45. In case of river/ creek crossing, details of River crossing bridge layout attached as the proposed bridges connecting on either Annexure F banks, the design and traffic circulation at this junction with simulation studies. 46. Details to ensure free flow of water in River crossing is provided without disturbing case the alignment passes through water the flow of water. bodies/river/ streams etc. 47. In case of bye passes, the details of The Alignment is Access Control access control from the nearby habitation/habitation which may come up after the establishment of road. 48. Bridge design in eco sensitive area / Point 11.3.8 emphasis on eco sensitive area mountains be examined keeping in view (Katepurna Wildlife Sanctuary) Chapter 11 the rock classification hydrology etc. 49. Details of litigation pending against the Not Applicable project, if any, with direction /order passed by any Court of Law against the Project should be given. 50. The cost of the Project (capital cost and Total cost of the project is 13,017.03 and recurring cost) as well as the cost towards mentioned in 2.33 Chapter 2 implementation of EMP should be clearly spelt out. EMP cost is mentioned in 10.11 Chapter 10 In case of alignment passing through coastal Not Applicable zones  HTL/LTL map prepared by authorized agencies superimposed with alignment

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance and recommendation of Coastal Zone Management Authority  Details of CRZ-I (I) areas, mangroves required to be removed for the project along with the compensatory afforestation, area and location with budget.  Details of road on stilt in CRZ-I areas, design details to ensure free tidal flow  Details of Labour camps, machinery location,

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

SEAC 1 MAHARSHTRA - TERMS OF REFERENCE COMPLIANCE ToR Conditions Compliance The PP shall justify the proposed alignment Details of alternative alalysis are given in with respect to various alternative available, Chapter 3.0 using criteria adopted for selection of final alternative. This comparative study should The details of Origin-Destination survey are involve an origin destination survey to given in point 4.3.5.2 and Traffic Survey determine the projected traffic which the report enclosed as Annexure 4 of EIA corridor will cater to. The committee stongly desires that the entire The details of rainwater harvesting are given project (all 5packages) should be a ‘net water in 4– E surplus’ project. For this purpose PP should initiate water conservation measures The closed quarries will be convered into involving rain water harvesting slong the water reservoir. corridor so that water required for construction can be tapped from ground reserves, after obtaining due consent from Government. Further, PP shall construct bridge cum bandhara structures and convert closed quarry pits inot water reservoirs, which can be used by the public for drinking and irrigation purposes. Since the corridor is likely to pass through The details of Embankment Side slopes are isolated hilly areas, PP shall examine the given in point 2.19.1 of Chapter 02 stability of slopes, measures to control soil erosion and protection measures for Control measures for soil erosion at slopes is landslides given in 5.3.2 Chapter 5 PP shall utilize the natural resources in such a Fly ash will be used in construction of the way that there will not be adverse impact on alignment. the details of sources of Fly Ash environment. The committee is particularly are given in Point 2.32.2 Chapter 2 concerned about exploitatuion of sand mines since life of rivers depend on judious The soil will be taken from authorized sites preservation of sand beds. PP may explore only. Details of the dame are fiven in point possibility of using recycled water of STPs 2.23.3 Chapter 2 along the corridor. Further since concretization is envisaged for major part of road, additives like fly ash should be used if the road is located within 100 kms of thermal power plants. Full details of sand and stone quarrying should be given with relevant EC sanction letters. The possibility of utilizing debris and waste material generated in and

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

ToR Conditions Compliance around the project should be explored. Details of trees to be cut, the species and the Trees affected in forest area: endangered species involved and details of Amravati district: 301 trees compensatory afforestration shall be detailed Washim district: 33761 trees in the EIA Report. The committee is keen Buldhana district: 3678 trees about using modern techniques for tree Total trees affected in forest area: 37740 Nos plantation Trees affected in ROW: The total number of trees affected in ROW of 182 kms is 9321 Nos. the counting of trees in remaining stretch is in progress.

Plantation of trees and shrubs of required number and type at the appropriate locations within the Right of Way will be in accordance to guidelines of IRC: SP:99-2013 and IRC: SP:21. The landscape treatment shall also be provided for special areas as given in IRC: SP:21 (para 8).

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

CHAPTER 01 INTRODUCTION

1.1 PREAMBLE The Government of has planned 10 world class express highways in order to boost the road infrastructure for faster connectivity between different cities. Simultaneously Government of Maharashtra has planned Nagpur Mumbai Expressway (NMEW) which intends to divert and redistribute the heavy traffic on existing corridors. The proposed NMEW is being implemented by Maharashtra State Road Development Corporation (MSRDC) which will pass through 10 districts from through to regions. The major settlements which are set to be part of this plan are , District, Amravati District, Washim District, Buldana District, , District, District, Nasik District and District. The NMEW will be designated as a Maharashtra State Highway (MSH) built on National Highway standards. The NMEW is a top priority project in the Government agenda. It will start from Shivmadka in , Nagpur and will end near , Thane.

The project intends to develop a 6 lane expressway with paved shoulders from Nagpur to Mumbai in the State of Maharashtra. This six-lane Nagpur-Mumbai Prosperity Corridor has a ROW of 120 m and will bring the travel time between the two cities of Nagpur to Mumbai from 16 hours to six hours. This prosperity corridor will pass through all the five regions that make up Maharashtra Vidarbha, North Maharashtra, Marathwada, Western Maharashtra and Konkan thus linking developed and developing towns. The project ensures greater regional connectivity and equitable development as it passes through Vidarbha, North Maharashtra, Marathwada, Western Maharashtra and the Konkan region. It also promises to open new avenues of economic and social growth along the drought-hit districts of Vidarbha and Marathwada.

This Prosperity Corridor (NMEW) is being designed for sustainable growth with emphasis on agro-industries in rural and underdeveloped districts of Maharashtra. The project is so massive that it will open up multiple sectors including township along the expressway emerging as a self-reliant model. From textile sector to IT hubs, each node will have its distinct character developed to tackle the local requirements of livelihood of the people and growth. An equal opportunity to grow and develop is the only way for a region to ensure a prosperous demography. Cities have concentrated employment opportunities, skilled work force, financial independence and the infrastructure to keep the demand-supply cycle intact. Most of the needs of the urban areas in terms of food and electricity are sourced from the rural areas. Urban areas act as the drivers of economy for the rural regions, whereas the rural areas provide necessary resources. Thus the urban and rural areas in any state have an interdependent relationship with each other.

The Mumbai Nagpur Expressway not only connects the major cities in the state viz. Nagpur, Aurangabad and Mumbai but also connects the rural areas along the alignment to these major

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. market places. As the Expressway travels from Nagpur to Mumbai, it promises to revive the textile, tourism, and manufacturing industries on its major nodes. It also connects the regional headquarters of the state to one another thereby facilitating administrative activities of the state.

Government of Maharashtra has decided to develop and strengthen the linkages and connectivity of major cities of state with Mumbai; one of such linkage being the – Wardha– Karanja – Aurangabad – – Ghoti along with link from Karanja – Loni - Nagzari corridor. In this regard STUP Consultants Pvt. Ltd. has been mandated by the Maharashtra State Road Development Corporation Limited (MSRDC) for preparation of feasibility study and detailed project report for Package-II.

STUP Consultants Pvt. Ltd. appointed Fine Envirotech Engineers, to carry out the Environmental Impact Assessment studies and to assist the client in obtaining Environmental Clearance.

1.2 PROJECT BACKGROUND 1.2.1 General Background The NMEW will be developed as a high-density corridor establishing high-speed connectivity between Nagpur and Mumbai. As a first step in this direction the Government of Maharashtra has decided to develop and strengthen the linkages and connectivity of major cities of state with Mumbai, the state capital. Exploring the viability of one such connectivity between Nagpur and Mumbai, which includes links with and through Shivmadka – Wardha– Karanja – Aurangabad – Sinnar – Bhiwandi along with link from Karanja – Loni – Nagzari corridor. The entire length of the proposed expressway is about 701 kms and for the ease of planning, design and execution the total length of the project is divided into five packages coinciding with district boundaries as follows;

Table 1-NMEW Project Details Sr. No. Name of Project work Approximate Estimated Total Total Length in kms Civil Cost Cost Project (in Rs. (in Rs cost Crs.) Crs.) per km (in Rs. Crs.) 1 Package-I: Shivmadka village, Hingna Taluka, Nagpur District to Pimpalgaon village, 89.355 3,348.70 5,005.66 56.02 Arvi Taluka, (Border) (in ) 2 Package-II: Ashta village, 257.881 8,235.00 13,017.03 50.48 Dhamangaon Railway Taluka,

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Amaravati District (Border) to Golegaon village, Deulgaon Raja Taluka, Buldhana District (Border) (in ). 3 Package-III: Nhava village, Jalna Taluka, Jalna District (Border) to Surala village, 155.020 4,704.90 7,579.52 48.89 Taluka, Aurangabad District(Border) (in ). 4 Package-IV: Dhotre village, Taluka, Ahmadnagar District (Border) 120.696 4,127.00 6,365.13 52.74 to Tarangpada village, Taluka, District (in ) 5 Package-V: Sadroddin village, Igatpuri Taluka, to Amne 78.176 2,520.00 3,968.25 50.76 village, Bhiwandi Taluka, (in ) Total 701.128 22,935.60 35,935.60 51.25

The estimated land requirement of about 10,000 ha for developing the 701 kms of expressway will be met through land pooling instead of traditional land acquisition method. The land pooling is a model where farmers and plot owners transfer land ownership rights to the government or the developing agency which develops the space by building roads and other infrastructure. In addition to the compensation, the land owners will also get the certain portion of their land as a developed land with the higher market values making farmers as partners in the project.

1.2.2 NMEW as Maharashtra Prosperity Corridor The Nagpur Mumbai Expressway has been designated as Maharashtra Prosperity Corridor basically with the three objectives, viz. to cut down distance/travel time between Nagpur and Mumbai, bring prosperity to the area by an agro-economic sustainable development model and curb the migration from rural areas to cities within Maharashtra. It is first project being set up by pooling land rather than by acquiring it.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Maharashtra Prosperity Corridor being its great opportunity has target;  To connect the eastern most and the western most parts of the state to each other within travel time of ten hours  To promote development in the under developed regions of Marathwada & Vidarbha  To connect Maharashtra’s major market places / cities of districts in the state viz. Nagpur, Aurangabad and Mumbai with the rural areas along the alignment for business  To create / revive a highly-productive economic zone / 24 nodes or prosperity hubs by proposed development of industrial parks, technology parks, smart cities, agro-based industries, commercial use, textile, tourism and educational complexes  To create medical facilities, food courts, police stations, public toilets, petrol pumps along the corridor  To focus on the burgeoning entrepreneurial ventures / unique opportunities and employment that exist in the region  To connects the regional headquarters of the state to one another thereby facilitating administrative activities of the state.  To connect directly and indirectly 26 talukas of Wardha, Amravati, Washim, Buldana, Jalna, Aurangabad, Ahmednagar, Nashik, Thane covering about 60% geographical area of Maharashtra. It will finally connecting with six-lane Western Corridor connecting ports and to AH-47.  The Wi-Fi enabled by optical fiber lines along the expressway will improve the internet connectivity of the areas along the alignment thus opening a world full of opportunities to the farmers and taking a step closer towards Digital India.

The NMEW thus sows seeds of prosperity and promote the development in the central part of India (Heart of Nation) linking with Financial Capital hence aptly named, ‘The Maharashtra Prosperity Corridor’ (Maharashtra Samruddhi Corridor).

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 1- NMEW - Maharashtra Prosperity Corridor

Figure 2-Maharashtra Prosperity Corridor – Broad View of Development along the Corridor

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

1.3 PACKAGE II – ASHTA VILLAGE TO GOLEGAON VILLAGE 1.3.1 Project Location This Environmental Impact Assessment report is prepared for Package II starting from Ashta Village, Amravati District (CH 89+300) and ending at Golegaon, Buldhana District (CH 347+190). The total length of the project is approximately 257.881 kms. the location is described in the figure given below.

Figure 3- Location of the Project – Package II

The proposed alignment of NMSCE package-II is located in Amravati, Washim and Buldhana district of Maharashtra state. The project corridor starts from Amravati and traverses through number of 159 villages/towns of 11 Taluka viz. Dhamngaon Rly, Chandur Rly, Nandgaon (Khandeshwar) of Amravati District, Karanja, , Malegaon, of Washim District and Mekhar, Lonar, Sindkhed Raja, Deulgaon Raja of Buldhana District .

The project intends to develop 6 lane expressway with paved shoulders in the state of Maharashtra. The design speed is proposed such that Vehicles shall be able to reach an average speed of 150 km per hour on it.

1.4 NEED OF THE PROJECT - IMPORTANCE TO THE COUNTRY, REGION The proposed Package II Ashta Village to Golegaon Village will pass through Amravati, Washim and Buldhana District and connect three major cities viz Nagpur, Wardha and Amravati in less distance and time as compared to the distance covered by the current Nashik Mumbai Expressway NH-204, SH-3 and SH-262. The proposed stretch would save 1.5 hours travelling time between the two cities.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

At present Nagpur is connected with Mumbai through various sections of State Highway. These highways are not maintained well at many locations and also are congested. Besides, this route connectivity through National Highway also exists but it is more time consuming. The proposed expressway will set target as the new centres of industrial development, area development along with entertainment / tourism development throughout the corridor. Mainly it will take less distance and time as compared to the distance covered by the current road.

In the present scenario industrial growth remains centralized around Mumbai, and to some extent in Nashik and Aurangabad as these cities remain connected through sea ports in Mumbai. Mumbai Pune region is saturated in terms of land, population or infrastructure. There is tremendous pressure on this region, as the economic nerve-centre of Maharashtra and the entire country.

This may be linked to the proximity of the Mazagon Dock and Jawaharlal Nehru Port Trust, from where the finished goods are exported and raw material is imported. On the other hand Vidarbha and Marathwada regions are less economically prosperous due to low industrial growth, area development, agricultural fertile land, lack of ample amount of water resources, lack of new technologies as compared to the rest of Maharashtra.

On the other hand Vidarbha and Marathwada regions are less economically prosperous due to low industrial growth, area development, agricultural fertile land, lack of ample amount of water resources, lack of new technologies as compared to the rest of Maharashtra.

These cities will be projected as investment destinations for manufacturing, automobile, defence, aerospace, information technology, textile and food processing. The proposed project will set target asthe new centres of industrial development, area development along with entertainment / tourism development throughout the corridor. Thus this planning will not only reduce time but also improve country’s economic growth.

The project will have multiple benefits including reduction in the travel time between Nagpur, Wardha and Amravati, reduction in environmental emissions due to smooth movement of vehicles, improvement of the economic status of the village people in the project area, giving boost to existing infrastructure and industrial developments and increasing the in-country value by providing local employments and supporting national economy.

1.5 NEED FOR THE STUDY Development of Expressway project is generally intended to improve the economic and social welfare of the people. At the same time, it may also create adverse impacts on the surrounding environment. People and properties may be in the direct path of road works are affected. The environmental impacts of highway projects include damage to sensitive eco- systems, soil erosion, changes to drainage pattern and thereby ground water, interference with Maharashtra State Road Development Corporation

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. wild life movement, loss of productive agricultural lands, resettlement of people, disruption of local economic activities, demographic changes and accelerated urbanization. Highway development and operation therefore, be planned with careful consideration of the environmental impact. To minimize these adverse effects that may be created by the highway development projects, it is necessary to conduct the environmental impact assessment and identify the necessary mitigation measures to be adopted by the project at various stages right from the project concept to construction and operation phase of the project.

1.6 ENVIRONMENTAL CLEARANCE PROCESS As per the EIA notification of 14th September 2006 and its amendment dated 1st December 2009, highway projects are divided into two categories as mentioned below: Project activity Category with threshold limit Conditions if Any (1) (2) (3) (4) (5) 7(f) Highways (i) New National (i) All New State General Condition High ways; and High way shall apply (ii) Expansion of projects; and National High (ii) State Highways Note: ways greater than expansion project Highway include 30 kms involving project in hilly expressway additional right of terrain (above way greater the 20 1,000 m AMSL) m involving land and ecologically acquisition and sensitive areas passing through more than one state The environmental clearance process for all projects will comprise a maximum of four stages. These four stages in sequential order are:

Stage (1)-Screening In case of category ‘B’ projects or activities, this stage will entail the scrutiny of an application seeking prior environmental clearance made in Form 1* by the concerned SEAC for determining whether or not the project or activity requires further environmental studies for preparation of an Environmental Impact Assessment (EIA) for its appraisal prior to the grant of environmental clearance depending upon the nature and location specificity of the project. The projects requiring an Environmental Impact Assessment report shall be termed Category ‘B1’ and remaining projects shall be termed category ‘B2’ and will not require an Environmental Impact Assessment report.

Stage (2)- Scoping ‘Scoping’ refers to the process by which the EAC in the case of Category ‘A’ projects or activities, and SEAC in the case of Category ‘B1’ projects or activities, including

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. applications for expansion and/or modernization and/or change in product mix of existing projects or activities, determine detailed and comprehensive TOR addressing all relevant environmental concerns for the preparation of an EIA report in respect of the project or activity for which prior environmental clearance is sought. The EAC or SEAC concerned shall determine the TOR on the basis of information furnished in the prescribed application Form 1 including TOR proposed by the applicant, a site visit by a sub-group of EAC or SEAC concerned only if considered necessary by the EAC or SEAC concerned and other information that may be available with the EAC or SEAC concerned.

Stage (3)- Public consultation “Public consultation” refers to the process by which the concerns of local affected persons and others who have plausible stake in the environmental impact of the project or activity are ascertained with a view to taking into account all the material concerns in the project or activity design as appropriate. All Category ‘A’ and Category ‘B1’ projects or activities shall undertake Public consultation, except the following:

 Expansion of Roads and Highways which do not involve any further acquisition of land  All projects or activities concerning national defence and security or involving other strategic considerations as determined by the Central Government  After completion of the public consultation, the applicant shall address all the material environmental concerns expressed during this process, and make appropriate changes in the draft EIA and EMP. The final EIA report, so prepared, shall be submitted by the applicant to the concerned regulatory authority for appraisal. The applicant may alternatively submit a supplementary report to draft EIA and EMP addressing all the concerns expressed during the public consultation

Stage (4)- Appraisal Detailed scrutiny by the EAC or SEAC of the application and other document like the Final EIA report, outcome of the public consultations including public hearing proceedings, submitted by the applicant to the regulatory authority concerned for grant of EC. Flow-charts depicting these stages to obtain the prior environmental clearance for Highways projects are presented in Figure 4 & Figure 5

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 4-Prior Environmental Clearance Process for Category A Projects

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 5- Prior Environmental Clearance Process for Category B Projects

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

1.7 TERMS OF REFERENCE (TOR) A term of Reference (TOR) for the proposed Nagpur Mumbai Expressway is attached as “Annexure 1” to this document. In addition, the proponent is required to identify specific issues, if any, pertinent to the project and include those issues also in the TOR for preparation of EIA and EMP report upon approval of the TOR by the Expert Appraisal Committee.

1.8 ENVIRONMENTAL IMPACT ASSESSMENT An environmental impact assessment (EIA) is an assessment of the possible impact positive or negative-that a proposed project may have on the environment, together consisting of the natural, social and economic aspects. Its purpose is to identify, examine, assess and evaluate the likely and probable impacts of a proposed project on the environment and, thereby, to work out remedial action plans to minimize adverse impact on the environment. It is an important management tool for ensuring the justified use of natural resources during developmental process. The Ministry of Environment Forests (MoEF) New Delhi has issued the Environmental Impact Assessment Notification on 14th September, 2006, which makes prior environmental clearance mandatory for the development activities listed in its schedule.

1.8.1 Purpose of this Environmental Impact Assessment (EIA) The purpose of this Environmental Impact Assessment (EIA) study is to provide information on the nature and extent of environmental impacts arising from the development of the proposed project and related activities with a view to define an Environmental Management Plan (EMP) to minimise adverse environmental impacts.

M/s. Fine Envirotech Engineers is appointed as EIA Consultants to carry out the Environmental Impact Assessment (EIA) study for the proposed project site incorporating baseline data for various Environmental Components, viz, air, water, noise, land and biological along with the parameters of human interest and to prepare Environmental Management Plan (EMP) for mitigation adverse impacts.

1.8.2 Significance of the EIA study Environmental Impact Assessment (EIA) of a project ensures accountability of all the environmental impacts of the various project activities right from the stages of project initiation. The study incorporates the various environmental issues into planning and design stages of the project. It further guarantees the initiation of the various steps for minimization of the identified project impacts and assures a careful consideration of the different project alternatives. An exhaustive EIA process is inclusive of the various steps as described below:

Screening Scoping and consideration of alternatives Baseline data collection Impact prediction Assessment of alternatives, delineation of mitigation measures and environmental impact statement Environmental Management Plan Decision – making Monitoring the clearance conditions.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

The Rapid EIA of the proposed project was undertaken to achieve the following goals:  Identification of the various project activities and their potential impacts on the environment.  Generation of a comprehensive information database for the project planning team on the nature of environmental risks posed by the project activities, such as human health effect, habitat loss, pollution levels and change in land use pattern among other issues.  Careful consideration of the different alternatives for the project activities that may have serious consequences on the environment.  Improving the overall decision-making process and ensuring that project options under consideration, are environmentally sound and sustainable.

The key objectives of the study are as follows:  Including the viable environmental options into micro planning of the project.  Providing mitigation measures as may be required for the successful implementation of the overall project.  Providing an Environment Management Plan for the site, considering the likely environmental issues and mitigative action plans in the near future.  Providing a Disaster Management Plan for making sound arrangements for emergency preparedness at the time of natural or man-made disasters.

1.8.3 Scope of work Following inception meeting and various site surveys, the study area for the EIA project was defined. Total area required for proposed packge II alignment will be 4252.200 ha. The EIA study (primary data was collected) was conducted within 500-600 m range on either side of the alignment.

The EIA study is primarily based on collection of baseline information and assessment of short-term as well as long-term impacts. In order to fulfill these objectives a three-phased approach to the study was followed:

Phase I: Data Collection and Description of the Baseline Environment; Phase II: Assessment and Evaluation of potential Environmental Impact of the project; Phase III: Development of recommendations including an EMP and Disaster Management Plan (DMP) for improving the environmental features of the project on a long term.

The three phases of the Environmental Impact Assessment study includes the various activities/tasks for exhaustive coverage of the various issues and concerns for the project site. The description of each task has been done in the following sections in accordance with the Environmental Impact Assessment guidelines of Ministry of Environment & Forests and Climate Change, Government of India, Asian Development Bank and World Bank for similar type of projects.

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1.8.4 Approach and methodology The general approach followed for carrying out the EIA for the project is summarized in the enclosed flow chart on the following page.

1.8.5 Primary Reconnaissance Survey Primary reconnaissance survey was conducted within 500-600 m range on either side of the alignment of Package 2 (Amaravati division: Pulgaon-Karanja-Sindhkhed raja. Reconnaissance survey was conducted from 9th June 2016 to 11th June 2016. The survey was conducted from Ashta village near till Sindkhed Raja.

1.8.6 Baseline study Baseline study comprised generation of primary data and collection of secondary data. Primary survey including environmental monitoring was conducted for the project area to gather information on the following environmental attributes.  Air quality in respect of, PM10, PM2.5, SOX, NOX, CO etc.  Noise Levels  Water Quality of key physico-chemical and biological parameters  Soil Quality  Ecology and Bio- diversity

Secondary data was collected on the following aspects to supplement the primary data in order to assess the baseline environmental setup. The data was gathered on –  Geological and physiological characteristics  Meteorological data – rainfall, humidity, temperature, wind speed and wind direction  Land use  Flora and Fauna (Ecology & Bio- Diversity)

1.8.7 Project Impact Assessment Impacts of the project on environment both during construction phase and operational phase was assessed against the baseline biophysical information and proposed activities. Baseline information along with predicted air quality and noise levels data were compared with the National Standards stipulated by regulatory agencies like CPCB and MoEF & CC. Qualitative assessment of the impacts of increased noise level, water and soil pollution due to project on public health, animal and surrounding vegetation has been assessed.

1.8.8 Formulation of Mitigative Measures The standard guidelines of MoEF & CC and other regulatory agencies were considered to suggest different / alternative mitigative measures. Trade –off and multi –alternative analysis was carried out arrive at the most appropriate measures to minimize the negative impacts of the project.

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1.8.9 Environmental Management Plan Environmental Management Plan (EMP) is prepared after identifying, predicting and evaluating the significant impacts on each component of the environment with a view to maximize the economic benefits from the project. Post-project Environmental Monitoring program is also detailed in the report.

1.9 VALIDITY OF ENVIRONMENTAL CLEARANCE The prior environmental clearance granted is valid for a period of five years. The regulatory authority concerned may extend this validity period by a maximum period of five years.

1.10 POST ENVIRONMENTAL CLEARANCE MONITORING In respect of category A projects, it shall be mandatory for the project proponent to make public the environmental clearance granted for their project along with the environmental conditions and safeguards at their cost by prominently advertising it at least in two local newspapers of the district or state where the project is located and in addition, this shall also be displayed in the project proponent’s website permanently.

In respect of category B projects, irrespective of its clearance by MoEF/SEIAA, the project proponent shall prominently advertise in the newspapers indicating that the project has been accorded environmental clearance and the details of MoEF website where it is displayed.

The project management shall submit half-yearly compliance reports in respect of the stipulated prior environmental clearance terms and conditions on 1st June and 1st December of each calendar year. All such reports shall be public documents. The latest such compliance report shall be displayed on the web site of the concerned regulatory authority.

1.11TRANSFERABILITY OF ENVIRONMENTAL CLEARANCE A prior environmental clearance granted for a specific project or activity to an applicant may be transferred during its validity to another legal person entitled to undertake the project or activity on application by the transferor or the transferee with a written “no objection” by the transferor, to, and by the regulatory authority concerned, on the same terms and conditions under which the prior environmental clearance was initially granted, and for the same validity period.

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1.12 GENERIC STRUCTURE OF ENVIRONMENTAL IMPACT ASSESSMENT DOCUMENT In terms of the EIA notification of the MOEF dated 14 September 2006, the generic structure of the EIA document shall be as under: Chapter no. Chapter Title Description Chapter 1 Introduction This chapter contains the general information on the port sector, major sources of environmental impact in respect of port projects and details of the environmental clearance process. Chapter 2 Project This chapter should cover the description of the project, Description such as the type of project, need for the project, project location, project layout, cargo handling methods, utilities and services, and the project implementation schedule, estimated cost of development etc Chapter 3 Analysis of This chapter should cover details of various alternatives Alternatives both in respect of location of site and technologies to be (Technology & deployed, in case the initial scoping exercises consider Site) such a need. Chapter 4 Description of This chapter designs the heart of the manual, since it is in Environment this chapter that the proponent shall give the comprehensive data on the existing and additional data collected by him on the baseline environmental data in the study area as well as in the surrounding area that is likely to be affected by the proposed activity. Chapter 5 Anticipated This chapter should cover the anticipated impact on the Environmental environment and mitigation measures. Impact and The method of assessment of impact including studies Mitigation carried out, modeling techniques adopted to assess the Measures impact where pertinent should be elaborated in this chapter. It should give the details of the impact on the baseline parameters, both during the construction and operational phases and the mitigation measures to be implemented by the proponent. Chapter 6 Environmental This chapter should cover the planned Environmental Monitoring Monitoring Program. It should include the technical Programme aspects of monitoring the effectiveness of mitigation measures Chapter 7 Additional This chapter should cover the details of the additional Studies studies, if any, required in addition to those specified in the TOR and which are necessary to cater to more specific issues applicable to the particular project. These studies may be suggested either by the proponent itself or

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Chapter no. Chapter Title Description the regulatory authority.

Chapter 8 Project Benefits This chapter should cover the benefits accruing to the locality, neighbourhood, region and nation as a whole. It should bring out details of benefits by way of improvements in the physical infrastructure, social infrastructure, employment potential and other tangible benefits. Chapter 9 Environmental This chapter should cover Environmental Cost Benefit Cost Benefit Analysis of the project, if recommended by the Expert Analysis Appraisal Committee at the scoping stage. Chapter 10 Environmental This chapter should comprehensively present the Management Environmental Management Plan (EMP), which includes Plan the administrative and technical setup, summary matrix of EMP, the cost involved to implement the EMP, both during the construction and operational phases. Chapter 11 Summary and This chapter makes the summary of the full EIA report Conclusions condensed to ten A-4 size pages at the maximum. It should provide the overall justification for implementation of the project and should explain how the adverse effects are proposed to be mitigated Chapter 12 Disclosure of This chapter should include the names of the consultants Consultants engaged with their brief resume and nature of Engaged consultancy rendered.

1.13 IDENTIFICATION OF PROJECT PROPONENT Maharashtra State Road Development Corporation Limited (MSRDC) is a corporation established and fully owned by the Government of Maharashtra through a resolution on 9th July, 1996 and has been incorporated as a limited company under the Companies Act 1956 on 2nd August 1996.

MSRDC mainly deals with the properties and assets comprising movables and immovables including land, road projects, flyover projects, toll collection rights and works under construction which vested with the State Government and were under the control of the Public Works Department. These have been subsequently transferred to MSRDC.

MSRDC strives hard to deliver exceptional, strategic and integrated infrastructure services to the State of Maharashtra. MSRDC encourages the use of state of the art construction technology to reduce construction period. Decentralized decision-making, constructive co- ordination with the private sector, technical support from professional consultants and FIDIC

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. system of contracts with work-specific amendments provide added advantage to MSRDC’s lean organization structure. MSRDC envisions itself as the nation’s chosen infrastructure expert and strategic advisor on transport-infrastructure.

1.14 ENVIRONMENTAL STANDARDS AND CODE OF PRACTICES Statutory permissions and clearances required during construction and operation of the project are as under: Sr. Act / Rules Applicability Authority No 1 Environment Protection Act The project activities should MoEF&CC; 1986 maintain emission standards DoE, State Govt.; CPCB; MPCB 2 Environmental Impact Project covered under EIA MoEF&CC at Assessment Notification-14th Notification and Environment Centre & Sep 2006 and subsequent Clearance to be taken SEIAA at states amendments 3 National Environment Grievances by public regarding NEAA Appellate Authority Act non- compliance of EC (NEAA) 1997 conditions can be 4 Forest (Conservation) Act, There are 218.15 ha of reserve MoEF&CC 1980. The Forest forest in the alignment (Conversion) Rules1981 5 MoEF circular (1998) on Applicability of Forest MoEF&CC Linear Plantation on roadside, Conservation Act to road-side canals and railway lines strip plantations modifying the applicability of provisions of Forest (Conversation) Act, to Linear Plantation 6 The Schedule Tribes and other Not Applicable MoEF&CC Traditional Forest Dwellers (Recognition of Forest Rights) Act 2006 and Amendment Rule 2012. 7 The Provision of Panchayat Act Not Applicable Gram Sabha 1996 8 Wildlife Protection Act 1972 No Wildlife Sanctuary or Chief National Park is involved Conservator Wildlife; Forest Department

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Sr. Act / Rules Applicability Authority No 9 Air (Prevention and Control of Emissions from machinery and MPCB Pollution) Act, 1981 vehicle should be checked time to time during construction. 10 Water (Prevention and Various parameters in effluents MPCB Control of Pollution) Act 1974 from construction sites and workshops are to be kept below the prescribed standards 11 Noise Pollution (Regulation & DG sets at construction sites and Control) Rules, 2000 workshops should be provided with acoustics enclosures. 12 Public Liability and Shall be taken as per MPCB Insurance Act 1991 requirements 13 Central Motor Vehicle Act All vehicles shall obtain Motor 1988 and Central Motor PUC certificates Vehicle Vehicle Rules1989 Department 14 National Highway Act, 1956 Requirement for land acquisition NHAI and amended 1997 to accommodate to project 15 The Right to Fair Requirement for land acquisition Ministry of Compensation and to accommodate to project Rural Transparency in Land Development Acquisition, Rehabilitation and and Affair Resettlement Act, 2013

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

CHAPTER 02: PROJECT DESCRIPTION

2.1 INTRODUCTION The NMEW will be developed as a high-density corridor establishing high-speed connectivity between Nagpur and Mumbai. As a first step in this direction the Government of Maharashtra has decided to develop and strengthen the linkages and connectivity of major cities of state with Mumbai, the state capital. Exploring the viability of one such connectivity between Nagpur and Mumbai, which includes links with and through Shivmadka – Wardha– Karanja – Aurangabad – Sinnar – Bhiwandi along with link from Karanja – Loni – Nagzari corridor. The entire length of the proposed expressway is about 701 kms and for the ease of planning, design and execution the total length of the project is divided into five packages.

Table 2-NMEW Project Details Sr. No. Name of Project work Approximate Length in kms 1 Package-I: Shivmadka village, Hingna Taluka, Nagpur District 89.355 to Pimpalgaon village, Arvi Taluka, Wardha District (Border) (in Nagpur Division) 2 Package-II: Ashta village, Dhamangaon Railway Taluka, 257.881 Amaravati District (Border) to Golegaon village, Deulgaon Raja Taluka, Buldhana District (Border) (in Amravati Division). 3 Package-III: Nhava village, Jalna Taluka, Jalna District 155.020 (Border) to Surala village, Vaijapur Taluka, Aurangabad District(Border) (in Aurangabad Division). 4 Package-IV: Dhotre village, , Ahmadnagar 120.696 District (Border) to Tarangpada village, Igatpuri Taluka, Nashik District (in Nashik Division) 5 Package-V: Pimpri Sadroddin village, Igatpuri Taluka, Nashik 78.176 District to Amne village, Bhiwandi Taluka, Thane District (in Konkan Division) Total 701.128

2.1.2 Project Location Packge II This Environmental Impact Assessment report is prepared for Package II starting from Ashta Village, Amravati District (CH 89+300 and ending at Golegaon, Buldhana District (CH 347+190). The total length of the project is approximately 257.881 kms. the location is described in the Figure 6 given below.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 6-Location of the Project – Package II

The proposed alignment of NMSCE package-II is passing through Amravati, Washim and Buldhana district of Maharashtra state. The project corridor starts from Amravati and traverses through number of 159 villages/towns of 11 Taluka viz. Dhamngaon Rly, Chandur Rly, Nandgaon (Khandeshwar) of Amravati District, Karanja, Mangrulpir, Malegaon, Risod of Washim District and Mekhar, Lonar, Sindkhed Raja, Deulgaon Raja of Buldhana District .

The project intends to develop 6 lane expressway with paved shoulders in the state of Maharashtra. The design speed is proposed such that Vehicles shall be able to reach an average speed of 150 kms per hour on it.

2.2 NEED FOR THE PROJECT The proposed Package II Ashta Village to Golegaon Village will pass through Amravati, Washim and Buldhana District and connect three major cities viz Nagpur, Wardha and Amravati in less distance and time as compared to the distance covered by the current Nashik Mumbai Expressway NH-204, SH-3 and SH-262. The proposed stretch would save 1.5 hours travelling time between the two cities.

At present Nagpur is connected with Mumbai through various sections of State Highway. These highways are not maintained well at many locations and also are congested. Besides, this route connectivity through National Highway also exists but it is more time consuming. The proposed expressway will set target as the new centres of industrial development, area development along with entertainment / tourism development throughout the corridor.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Mainly it will take less distance and time as compared to the distance covered by the current road.

In the present scenario industrial growth remains centralized around Mumbai, Pune and to some extent in Nashik and Aurangabad as these cities remain connected through sea ports in Mumbai. Mumbai Pune region is saturated in terms of land, population or infrastructure. There is tremendous pressure on this region, as the economic nerve-centre of Maharashtra and the entire country.

This may be linked to the proximity of the Mazagon Dock and Jawaharlal Nehru Port Trust, from where the finished goods are exported and raw material is imported. On the other hand Vidarbha and Marathwada regions are less economically prosperous due to low industrial growth, area development, agricultural fertile land, lack of ample amount of water resources, lack of new technologies as compared to the rest of Maharashtra.

On the other hand Vidarbha and Marathwada regions are less economically prosperous due to low industrial growth, area development, agricultural fertile land, lack of ample amount of water resources, lack of new technologies as compared to the rest of Maharashtra.

These cities will be projected as investment destinations for manufacturing, automobile, defence, aerospace, information technology, textile and food processing. The proposed project will set target asthe new centres of industrial development, area development along with entertainment / tourism development throughout the corridor. Thus this planning will not only reduce time but also improve country’s economic growth.

The project will have multiple benefits including reduction in the travel time between Nagpur, Wardha and Amravati, reduction in environmental emissions due to smooth movement of vehicles, improvement of the economic status of the village people in the project area, giving boost to existing infrastructure and industrial developments and increasing the in-country value by providing local employments and supporting national economy.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 3-Salient Features of the Project Corridor Sr. Salient Feature Details No 1. Project Stretch The proposed project road is Greenfield expressway. Package 2 starts at Wardha River near at Pulgaon and ends at the district boundary near Sindhakhedraja. The total length is approximately 257.881 kms 2. Width of Road The expressway is designed for (3+3) lanes in the initial phase with a provision for widening to (5+5) configuration with paved shoulders 3. Right of Way For the proposed road alignment the ROW width that has been estimated is about 120m. 4 Land Use Predominantly Agriculture land is prevalent all throughout the stretch. About 169.393 Ha of Forest land is proposed to be diverted. 5 Embankment height The average embankment height is expected to be around 3 m. 6 Bridge 12 Major and 110 Minor. 7 ROB 03 nos. 8 Interchanges 08 nos. 9 Overpass 65 10 Underpass 221 11 Road Safety Metal Beam Crash Barriers will be provided along the outer edges of the carriageway. Additional Safety features will be ensured by providing adequate Sight Distances while designing the expressway. Retro reflective road signage will be provided for better night visibility 12 Service Roads Service Roads will be provided on a need based basis to cater for local traffic Road User Facilities Rest Areas, Emergency telephones, Traffic Aid Posts, Medical Aid posts, Truck Lay byes and Bus Bays will be provided along the expressway 14 Forest Land 169.393 ha of forest land will be diverted for non forest purpose 15 Water bodies There are 04 ponds/lakes (water bodies) within the proposed RoW which shall be bridged by providing appropriate cross drainage structures 16 Cost of the project 13017.03 Crores

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

2.2.1 Terrain and Land Use of the Alignment The Terrain is pre-dominantly Plain/Rolling Terrain with some Hilly Terrain Patches encountered intermittently particularly between Shelu, Malegaon and near Sindhkhedraja. All along the stretch the Land use is predominantly Agricultural which is about 93.26% of the Length. There are patches of Barren land (2.75%) and Forest land (about 3.98 %).

2.2.2 Climate The climatic conditions along the alignment are fairly good with Maximum Temperature about 44oC and Minimum is about 12 oC. The average annual rainfall in this region is about 800 mm. The climatic conditions are favourable for agriculture with main crops being Cotton, Jowar, Wheat, Orange (fruit), Soybean, chana dal and Tur dal apart from other crops/horticulture in this region. The region is particularly dry with Forest cover being predominantly in the Northern portion i.e. in vicinity of Katepurna Wildlife Sanctuary and further north at Chikhaldahara. Along the alignment there are pockets land reserved under as Forest lands which have sparse vegetation. The Alignment passes through the eco sensitive zone of Katepurna Wildlife Sanctuary. The Package II ends at the Buldhana/Jalna District Border near Sindhkhedraja and the Expressway continues further upto Vadape near Mumbai.

The expressway finally ends at Vadape near Mumbai which has a tropical climate, specifically a tropical wet and dry climate under the Koppen climate classification, with seven months of dryness and peak of rains in July. The cooler season from December to February is followed by the summer season from March to June. The period from June to end of September constitutes the south-west monsoon season, and October and November form the post-monsoon season.

2.2.3 Places of Tourist Importance  Wardha near Pulgaon (before Starting point of Package II)  Karanja – Dutta Mandir and Ancient Jain temples  Lonar Near  Mehkar Balaji Temple.  Amravati – Chikhaldhara.  Near / (Connection from Malegon/Mehkar)  Deulgaon Raja famous for its Balaji Temple  Sindhkhedraja the birthplace of Jijamata.

2.2.4 Major River Crossings are as below  Katepurna River  Penganga River

2.2.5 Religious Structures It is observed that there are no religious structures falling within the proposed Right of Way. However, there are religious structures with pilgrimage and tourism importance in the nearby towns / cities / villages. Maharashtra State Road Development Corporation

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2.2.6 Bridges and Cross Drainage Structures As this is a green-field alignment, there are no existing structures along the proposed alignment.

2.2.7 Katepurna Wildlife Sanctuary During the meeting held in the office of DCF Akola on 07.09.2016, in presence of the Forest Advisor-MSRDC, SE-MSRDC, EE-MSRDC and representative of Consultants, it was made clear by the officials of Forest Department that the Proposed Alignment is passing through the fringes of Kate Purna Wildlife Sanctuary. The officials of Forest Department have also demarcated the boundary of Kate Purna Wildlife Sanctuary on the uploaded maps to check the extents of Alignment passing through Sanctuary. It is observed that the proposed alignment passes through the Protected Area (PA) of the Wildlife Sanctuary between km.213+500 to km.214+000 (@ 500 m) and is about 250 m inside the Sanctuary boundary (on southern fringes).

The alignement is designed in such a way to have minimal impact on the environment. After detailed discussion and technical evaluation, it is found that re-alignment of this segment will pass through Eco Sensitive Zone (ESZ), that too, within 5 kms from the boundary of PA, necessary NBWL permission will be sought and accordingly application has beed submitted to Wildlife division of MoEFCC.

2.3 DESIGN STANDARDS FOR EXPRESSWAY The indicative design standards for geometric design of road are illustrated in the Tables 4 & 5 as Indicative design standards for main carriageway, geometric standards for Interchange elements and Length of speed change lanes. Ruling design speed is adopted for designing the Project Highway in conformity with the provisions of the Guidelines for Expressway Manual IRC: SP:99-2013. The following Design Parameters are used:

Table 4-Design Parameters Sr. No. Description Details for Project road Details for Project road 1 Ruling Design Speed 150 Kmph 2 Lane width 3.75m 3 Depressed median 22.50m 4 Median side paved strip (Shy distance) 0.75m 5 3-Lane carriageway 11.25m 6 Paved Shoulder (Plain and Rolling Terrain) 3m 7 Earthen Shoulder 2.0m 8 Camber Carriageway and paved shoulder 2.5% 9 Width of Service Road 3.75 m to 7.0 m 10 Utility Corridor 3 m on either side 11 Maximum Super-elevation 5.0% 12 Minimum Stopping Sight Distance (SSD) 360 m

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13 Minimum Intermediate Sight Distance (ISD) 720 m 14 Minimum radius of horizontal curve 2000 m 15 Minimum vertical Gradient 0.5% 16 Min. Vertical gradient for Lined Drain 0.5% 17 Min. Vertical gradient for Unlined Drain 1.0% 18 Limiting gradient 3.33% 19 Maximum grade change not requiring vertical curve 0.5% 20 Minimum length of vertical curve 100 m 21 Minimum Height of Embankment Top of Subgrade is minimum 1.0 m above the High Flood Level / Water Table / Pond Level 22 Vertical clearance for PUP/CUP 3.0m 23 Vertical clearance for VUP 5.5m 24 Vertical clearance for LVUP 4.5m 25 Vertical clearance for Overpasses 5.5m 26 Vertical clearance for Railway 6.625m

Table 5-Design Speed on Ramps Configuration Type of Ramp Range of approach Design Speeds (km/h) 120-150 100-120 Range of Ramp Design Speeds** Service Interchange Semi - Direct 50-75 40-60 Loop 75-100 60-80 Direct 75-100 60-90 ** The speeds may be reduced by providing longer deceleration lanes on exits.

2.4 DESIGN SPEED Design speed is the basic parameter, which governs the geometric characteristics of the road. It is related to the function of the road and terrain conditions. Design speed based on the function of the road and terrain condition as per IRC: SP: 99-2013 illustrated in Table 6. Where an intervening stretch is classified as hilly/mountainous stretch and it may not be expedient from economic and environmental consideration to adopt even standards applicable to rolling terrain, a low design speed of 80 kms/hr consistent with the topography and driver expectancy may be adopted and such stretches speed limit signs shall be posted.

Table 6-Design Speed on Main Carriageway Name of terrain Design Speed (kms/hr) as per SP:99 2013 Proposed Design Speed Plain 120 150 Rolling 100 120

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

There is no code for design speed of 150 kmph. As such a study of all prevailing national and international standards, codes and practices shall be done to arrive at the geometrical standards which shall be adopted for the proposed Expressway. Nodal Consultants and MSRDC are required to standardise the Codal provisions for all packages of Expressway.

2.5 CROSS-SECTIONAL ELEMENTS 2.5.1 Lane Width The expressway is designed for (3+3) lanes in the initial phase with a provision for widening to (5+5) configuration with paved shoulders. The standard lane with of the project expressway shall be 3.75m. Guidelines specify the Expressways to have minimum of two lanes for each direction of travel. Proposed Cross Section shall have minimum three lanes in either direction with 3m Paved shoulder and scope for expansion on the median side.

2.5.2 Me dian The median shall be depressed median. The recommended with of median as per IRC SP:99 is given in Table 7. Table 7-Width of Median Type of median Recommended Median width (m) Minimum Desirable Depressed 12.0 15.0 Flush 4.5 4.5 Flush (to accommodate structure / pier to median) 8.0 8.0

Adopted Value for the proposed six-lane configuration is 22.5 m which shall provide margin for widening on median side in future to Eight Lane divided carriageway configurations. An edge strip of 0.75m width of depressed median adjacent to carriageway in either direction shall be paved with the same specifications as of the adjoining carriageway.

2.5.3 Paved Shoulders A roadside shoulder is a reserved area by the verge of a road or motorway. Generally, it is kept clear of all traffic. In the event of an emergency or breakdown, a motorist can pull into the hard/paved shoulder to get out of the flow of traffic and obtain an element of safety. Shoulders are a critical element of the roadway cross section. Shoulders can also provide an opportunity to improve sight distance through large cut sections. This will provide better and safer traffic operational conditions and a facility of directly using these as part of carriageway when the road will be widened. A paved shoulder also allows some extra flexibility should a motorist need to take evasive action, as it is a buffer area between the main thoroughfare and the edge of the road. Width of paved shoulder proposed is 3.0 m.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

2.5.4 Earthen Shoulders Earthen shoulders of minimum 2.0 m width shall be proposed on both sides of the project road. The earthen shoulder will be provided with 200 mm thick layer of non-erodible/ granular material for protection against erosion.

2.6 HORIZONTAL ALIGNMENT 2.6.1 Radii of Curve The minimum radii of the curve corresponding to the design speed and limiting super elevation to a maximum of 5% would be applied as per IRC stipulations. The minimum radius for horizontal curve as calculated based on IRC stipulations are given in Table 8.

Table 8-Radius of Horizontal Curve Design Speed (kms/hr) 150 120 100 Desirable Minimum Radius (m) 2000 1300 900

2.6.2 Super-elevation Super elevation is tilting the roadway to help offset centripetal forces developed as the vehicle goes around a curve along with friction that keep a vehicle from going off the road. The super elevation will be calculated keeping in view the horizontal radii and gradient at curves at different locations. The IRC: SP:99-2013 design standards propose a maximum super-elevation rate of 7% if the radius of curve is less than the desirable minimum radius. It shall be limited to 5 percent if radius is more than or equal to the desirable minimum. Super elevation shall not be less than the minimum specified cross fall. The Design is being carried out by restricting the super-elevation to a maximum of 5%.

2.6.3 Transition Curves Designed transition curves shall be provided at both ends of the circular curve. The recommended minimum length of transition curves is given in Table 9

Table 9-Minimum Length of Transition Curves Design Speed (kms/hr) Minimum length of Transition curve (m) 120 100 100 85 80 70 For 150 Kmph speed the minimum length of Transition curve adopted shall be is 110 m.

2.7 VERTICAL ALIGNMENT The vertical alignment should provide for a smooth longitudinal profile. Grade changes shall not be too frequent as to cause kinks and visual discontinuities in the profile. The vertical alignment of the carriageway will generally be compatible with the guidelines given in the IRC: SP:99-2013. At locations of grade break of 0.5% and more, vertical curves will be provided. The length of vertical curve will be not less than 0.6V (V in kmph). At locations of

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. sight deficiency, at least Stopping Sight Distance (SSD) will be provided.

2.7.1 Grades The ruling and limiting gradients as per IRC: SP:99-2013 are given ins given Table 10 as follows: Table 10-Gradient Terrain Ruling Limiting Plain 2.5% 3.0% Rolling 3.0% 4.0%

2.8 VERTICAL CURVES A vertical curve provides a transition between two sloped roadways, allowing a vehicle to negotiate the elevation rate change at a gradual rate rather than a sharp cut. The design of the curve is dependent on the intended design speed for the roadway, as well as other factors including drainage, slope, acceptable rate of change, and friction. These curves are parabolic and are assigned stationing based on a horizontal axis. Vertical curves will be designed to provide for visibility at least corresponding to the safe stopping sight distance. More liberal values will be adopted wherever this is economically feasible. The minimum grade change requiring vertical curve and minimum length of vertical curve will be as follows in given Table 11.

Table 11-Minimum length of Vertical Curves Design Speed (kms/hr) Minimum Grade Change Minimum Length of Requiring Vertical Curve Vertical Curve (m) 120 0.5 percent 100 100 0.5 percent 85 For 150 Kmph speed, the minimum length of Vertical Curve shall be 110m

2.9 VERTICAL CLEARANCE The vertical clearances are being adopted as per MOSRT&H Guidelines for Expressways and Pocket Book for Highway Engineers (Second Revision) published by the IRC, New Delhi in 2002. Vertical clearance at Vehicular underpasses = 5.5m minimum. Vertical clearance for railway traction (Broad Gauge) = 6.625m minimum (Electric traction)

It is however mentioned here that the vertical clearance shall be got confirmed from Railways/ other authorities as required.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

2.10 CROSS-FALL The cross fall on straight sections of expressway carriageway shall be 2.5% for bituminous crust and 2% for Concrete pavement.

2.11 GEOMETRIC DESIGN CONTROL The detailed design for geometric elements covers, but not limited to the following major aspects:  Horizontal alignment  Longitudinal profile  Cross-sectional elements  Junctions, intersections and Interchanges  Service road on either sides of carriageway

Different options for providing grade separated interchanges and at grade intersections were examined and the geometric design of interchanges has taken into account the site conditions, turning movement characteristics, level of service, overall economy and operational safety.

2.12 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES The proposed expressway will be green field alignment with access control facility which increase the journey speed & in-turn, will reduce the travel time. In addition, MSRDC plans to develop 8 nodes along/off the proposed alignment of the Expressway in Package 2 within a distance of about 3 to 5 Kms from the alignment. These nodes will be developed as Smart Cities and will have Industries, Educational Institutions, Healthcare facilities, Commercial establishments, housing/developed plots for the Project beneficiaries, residential complexes etc. Area of each node is likely to be around 500 Ha.

2.13 RIGHT OF WAY As this is a green-field alignment, the Proposed Right of Way along with the project corridor is 120m throughout the stretch and additional land required for Bridge approaches, Grade separated structures, toll plaza and facilities will be proposed in the alignment. The Proposed ROW are planned as per IRC SP:99-2013 Standard.

2.14 PROPOSAL FOR STRUCTURES The preliminary General Arrangement Drawings for structures are finalised based on the inventory of Existing structures on upstream and downstream side of the proposed alignment, Terrain, Preliminary Hydraulic observations and proposed alignment on satellite imagery. The Provisions of the structures are based on the section 6 of the Manual of Specifications and Standards for Expressway. The provisions of Bridges and Grade Separated structures are proposed of 8 Lane standards. All Bridges and Grade Separated structures are considered Independent structures for each direction of travel.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

2.14.1 Proposed structures There are 12 major bridges, 110 minor bridges, 176 Box Culverts, 10 Viaducts, 35 overpasses, 8 interchanges, 3 ROBs, 78 VUPs, 65 VOPs and 143 CUPs/PUPs along the project corridor. List of proposed Structures enclosed as Annexure 2 and Typical Drawing enclosed as Annexure 3

2.14.2 Proposed width of the structures The Proposed width of Culverts and Grade Separated structures are proposed as below:

2.14.3 Box and Slab Culverts The Box and Slab Culverts, the Outer face of the Crash Barrier on the structure are in line with the outer edge of the earthen shoulder. On the Inner side the culverts are extended up to full width of median.

2.14.4 Viaduct Major and Minor Bridges The Overall width of the Major and Minor Bridges are provided in a such way that the outer face of the crash Barrier on the structure is in line with the outer edge of the Earthen shoulder. The inside crash barrier is provided at a clear distance of 0.75m from the outermost carriageway of the road.

2.14.5 Grade Separated road Structure The Overall width of the Grade separated Structures are provided in a such way that the outer face of the crash Barrier on the structure is in line with the outer edge of the Earthen shoulder. The inside crash barrier is provided at a clear distance of 0.75m from the outermost carriageway of the road.

2.15 INTERCHANGE As the project expressway is a Greenfield alignment, major NH/SH cross the proposed Expressway at Dhamangaon, Gavner Talegaon, Karanaja Lad, Shelu Bazar, Malegaon, Mehekar, Dusarbid and Sindhkhedraja. At all these locations, double Trumpet type Interchanges are proposed so that the Merging-in/out from Expressway can remain at-grade for smooth and easier movement. Also Toll plaza and Administrative block is required at single point of the Interchange leading to limited requirement of land.

In these interchanges, Ramps are provided for desired turning movement. Based on the movement, the connecting ramps are considered as per IRC: SP: 99-2013. A brief comparison between trumpet type and Clover leaf type interchange is explained below. The factors applying to clover leaf interchange also apply to a Diamond type interchange.

2.16 RAILWAY OVER BRIDGE There are three railways crossing the proposed expressway alignment and to cross these lines, 3 ROBs are proposed along the alignment near Dhamangaon Railway, and Jaulka Railway. The width and span are proposed as per guideline given by the Section 6 of Maharashtra State Road Development Corporation

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. the Manual of specification and standards of Expressway. The Proposed Location of ROBs are given in the Table 12. List of proposed Structures enclosed as Annexure 2 and Typical Drawing enclosed as Annexure 3

Table 12-Location of Rail Over Bridge S Design Location of Span Arrangement Total Super- No. Chainage ROB (m) width of structure structure 1. 97960 Nr Dhamangaon 1X25,1x36 & 1x25 2x21.25m RCC SOLID Railway SLAB 2. 181142 Karanja Lad 1X12,1x30 & 1x12 2x21.25m RCC SOLID SLAB 3. 230288 Jaulka Railway 1X12.5,1x30 & 2x21.25m RCC SOLID 1x12.5 SLAB

2.17 UNDERPASSES AND OVERPASSES Underpasses such as VOP, VUP and LVUP are proposed at minor roads (MDR/ ODR/ VR) crossing the expressway to allow the flow of traffic on either sides. The Cattle and pedestrian underpasses are provided such that pedestrian do not have to walk for more than 500m to reach the crossing point. The Overpasses OR Underpasses are proposed depending upon the nature of terrain, and vertical profile of the road. The Vertical and lateral clearance of the Underpasses is proposed as per IRC: SP: 99-2013. List of proposed Structures enclosed as Annexure 2 and Typical Drawing enclosed as Annexure 3

2.18 EMBANKMENT The design of the road in Embankment and cutting will be carried out in accordance with the section 300 of the MoRTH specifications and Manual of specifications and standards for Expressway. The Embankment with height 6.0m and above will be designed in accordance with the IRC:75 taking into account slope stability, bearing capacity, consolidation, and Settlement. The Treatment of embankment slopes as per IRC: 56 – 1974 are followed, depending upon soil type involved. Turfing of slopes of high embankment are proposed for controlling rain and wind erosion.

2.18.1 Embankment Side Slopes For earthen embankments the side slopes recommended from consideration of safety of traffic as per IRC: 36 – 1970, are as follows: • Up to 1.5m height - 1: 2 (V: H) • 1.5m to 3.0m height - 1: 2.5 (V: H) • 3.0m to 4.5m height - 1: 3 (V: H) • 4.5m to 6.0m height - 1: 4 (V: H)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

However, where costs of construction and land forbid the use of such liberal slopes, the slope is generally kept as 1V: 2H. This slope is considered adequate from stability point of View. For design of embankments of more than 6.0 m height, the guide lines of latest IRC:75 are followed.

2.19 TRAFFIC CONTROL DEVICES, ROAD SAFETY DEVICES AND ROAD SIDE AMENITIES MORTH guidelines for expressways and Section 800 of MORTH specifications shall be followed for providing Traffic Control Devices, Road Safety Devices and Road Side Furniture. It shall further comprise of road signs, road markings, object markers, hazard markers, stud, delineators, attenuators, safety barriers, boundary barriers, boundary fences, boundary stones, kilometre stones, etc.

 Road signs will be provided as per IRC: 67 and Section 800 of MORTH Specifications. Road signs are required to provide adequate information on lane driving, advance information to exit, location of facilities for road users and also for emergency need for vehicles.

 Road markings will conform to IRC:35 and MORTH Specifications unless specified herein. The markings will be applied to demarcate carriageway lane, edge line, continuity line, stop line, give way lines, diagonal/chevron markings, zebra crossings and at parking areas.

 Road Delineators consists of roadway indicators, hazard markers and object markers. It will conform to IRC: 79.

 Reflective Pavement markers (RPM) and Solar Studs will be provided as per ASTM D 4280 and will be provided to improve the visibility in night-time and wet-weather conditions. The RPM on traffic lane line will be placed at the centre of gap of lane line marking.

 Traffic Impact Attenuators will be provided for structural columns of large direction signs, illumination lamp posts, at approaching traffic islands of toll plaza and gore area between diverging roadways. The attenuators modules will be moulded from HDPE plastic conforming to the general test acceptance criteria requirement of NCHRP 350 Test level 3 or EN 1317-3.

 Crash Barriers (thrie beam type) will be provided on the roadside and median side as per requirement. The crash barriers will be as per Section 800 of MORTH Specifications.

 Kilometer stones will be provided at each kilometer on both sides of the expressway shall conform to IRC: 8 for design and its specification. Maharashtra State Road Development Corporation

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

 Hectometer (100 m) stone will be provided at every 100 m distance on both sides of the Expressway and its design and specification shall conform to 200 m stones of IRC: 26.

 Fencing will be provided on entire length on either side of the Expressway to prevent entry of pedestrians, animals and vehicles, leaving space for utilities as per IRC guideliens.

2.20 HIGHWAY SIGNS The road signs conforming to latest IRC: 67 have been proposed. Location of route marker signs are as per the latest IRC: 2. The boundary stones are as per latest IRC: 25. Road Delineators are as per latest IRC: 79. All road signs are considered as retro-reflective sheet of diamond Grade with encapsulated lens fixed over aluminum substratum and conforming to MoRT&H Specifications for road and bridge works. Provisions for Road markings have been considered as latest IRC: 35.

2.21 ROAD MARKINGS The design of road traffic signs, road marking and guidelines on design and installation of road traffic signals shall be done according to the IRC standards. Road markings perform the important function of guiding and controlling traffic on a highway. The markings serve as psychological barriers and signify the delineation of traffic paths and their lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore essential to ensure smooth and orderly flow of traffic and to promote road safety. The location and type of marking lines, material and colour is followed as per IRC: 35-2015, Code of Practice for Road Markings. The road markings were carefully planned on carriageways, intersections, toll plazas and bridge locations. Cautionary, mandatory and inform Tory signs will be provided depending on the situation and function they perform in accordance with the IRC: 67-2012 guidelines for Road Signs. The design, location, materials, definitions plate, route marker assembly at junctions, colour of back sign of post and inscription shall be done as per IRC-2- 1985. The cat’s eyes or road studs shall be provided to improve the visibility in night-time and wet-weather conditions. These shall be prismatic retro-reflective type two way markers conforming to ASTM - D4280.

2.22 ADVANCE TRAFFIC MANAGEMENT SYSTEMS (ATMS) Advance Traffic Management Systems (ATMS) will be provided as per Clause 816 of MORTH Specifications for road and bridge works. It shall consist of the following sub- systems:  Emergency Call Boxes  Mobile Communication System  Variable Message Signs System  Meteorological Data System  Automatic Traffic Counter and Vehicle Classification  Video Surveillance System

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

 Video Incident Detection System (VIDS)  2.23 LANDSCAPING AND TREE PLANTATION Plantation of trees and shrubs of required number and type at the appropriate locations within the Right of Way will be in accordance to guidelines of IRC: SP:99-2013 and IRC: SP:21. The landscape treatment shall also be provided for special areas as given in IRC: SP:21

2.24 TOLL PLAZA The Toll Plaza will be located at every entry/exit ramp onto/from the project expressway. Adequate land for Toll Plaza will be acquired to permit the provision of toll lanes for the project traffic. The construction of the Toll Plaza will be in accordance with the IRC: SP: 99- 2013

2.25 OPERATIONS AND MAINTENANCE CENTER The operation and maintenance centre will have the following minimum facilities –  Main control center and Administrative block  Equipment for operation, maintenance and storage space for them  Storage space for equipment and material for traffic signs and markings  Workshop  General garage and repair shop  Testing laboratory  Parking space for minimum 4 numbers of large vehicles and for other expected vehicles during peak hours including those for working and visitors.

The circulation roads and parking spaces in the O&M center will be paved to withstand vehicles loads and forces due to frequent acceleration and deceleration of vehicles. Parking bays/ lots will have proper cross slope and drainage. The marking of the parking bays will be as per IRC: 35 to demarcate parking and circulation space. Parking lots will have illumination as provided in IS 1944 (parts I and II).

The whole campus of operation and maintenance center will have system for security with safe entry and exit. MORT&H (Guidelines for Expressways Part - I) shall also be refer for detail information.

2.26 WAYSIDE AMENITIES Though the project road falls along a tourist and industrial circuit but most of the traffic plying on the expressway is of through type. Hence provision for proper and adequate wayside amenities (Rest areas), including service facilities for vehicles and passengers /drivers is an important requirement. These service facilities will have sufficient number of amenities such as eating places, fuel stations, repair shops, Dhaba for truck users ,washroom and toilet facilities for truck and car users including parking for truck and car and Gardening/landscaping etc and the facilities are organized to provide safe and hygienic services to the road users. The wayside amenities are proposed at an interval of every 50 Maharashtra State Road Development Corporation

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. kms on both sides of the expressway and is considered in the indicative cost estimate. Typical Drawing enclosed as Annexure 3

2.27 AIRSTRIP A total 5 kms straight stretch of highway is earmarked, of which 3 kms straight stretch will be required for use as landing strip. One km on either would be used for placing barricades whenever the stretch is used as landing ground. Collapsible barriers will be installed on either side of the road to prevent cattle/ dog menace. Instead of concrete medians, a yellow line will be marked in the centre. These shall be based on criteria like defense, civil aviation routes etc. This shall be in accordance with the AAI / MAI / DGCA Guidelines. Provisions for overall layout, design of pavement, traffic barriers, road furniture etc. are considered in the cost Estimate. Provision for emergency landing and takeoff for aircrafts shall be in accordance with the Defence guidelines of Federal Aviation Administration. The Airstrip is proposed at One location and is considered in the indicative cost estimate. Typical Drawing enclosed as Annexure 3

2.28 PAVEMENT DESIGN The design of pavement will be done as per IRC guidelines. Both rigid and flexible pavement options will be studied and the most appropriate option shall be established based on construction cost, life- cycle costing and techno-economic consideration. The design of pavement structure should take due account of the type, characteristics of materials used in the respective courses, variability of their properties and also the reliability of traffic predictions. The pavement design will be justified by clearly explaining the basic assumptions, values of the various design inputs, rationale behind the selection of the design inputs and the criteria for checking and control during the implementation of works. As the paved shoulders will be an integral part of the main carriageway pavement, the same pavement composition shall be proposed. Typical Drawing enclosed as Annexure 3

2.28.1 DESIGN CONSIDERATION The broad methodology has been generally developed keeping standard practices / IRC guidelines, with certain additions and modifications as felt necessary and discussed with Maharashtra State Road Development Corporation Limited (MSRDC) during various review meetings.

2.28.2 SPECIFICATIONS The design of the roadway and all the structures shall conform to the IRC Codes and Specifications as well as MoRTH Standard Specifications. In case, these codes are silent on any requirement, the following documents may be followed in that order: -  IRC SP:99.  Indian Standard Codes issued by the Bureau of Indian Standards.  Relevant British Codes and Specifications.  Relevant American Standards and Specifications.  Any other Standard Literature published and well recognised. Maharashtra State Road Development Corporation

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Any code or specification cited shall mean to cover and include all the amendments and corrigendum issued up to one month before the date of submission of Inception report.

2.29 LAND AQUISITION Land Acquisition is under process, after calculation of area of land, type of land and the market rate R & R plan will be designed.

In lieu of monetary compensation it is contemplated under land Pooling Scheme that 25% / 30% developed NA Plot will be alloted to the concerned landlord/person affected, depending upon type of land to be aquired along with annuity for 10 years. In case for some areas where consents are not received under land pooling scheme possibility of acquisition of required land under prevailing guidelines of State Government will be explored.

This shall be Rs. 75,000 per hectare per annum for Jirayat land; Rs. 1, 12,500 per hectare per annum for Hangami Bagayati Land and Rs.1,50,000 per hectare per annum for Bagayat Land.

2.30 UTILITY REQUIREMENT 2.30.1 Raw Material Various raw materials such as Cement, Steel, Bitumen, Stones & Aggregates etc will be required for constriction of proposed expressway. The details of quantity of various material required along with the source of the material are given in Table 13 below.

Table 13-Raw Material Requirement Material Quantity Source Bitumen 323,000 MT The Bulk Bitumen can be procured from Port Mumbai, Maharashtra which is about 631 kms from center of the stretch. Sand 150,000 cum -- Aggregate 9800000 cum -- Cement 150,000 MT The Cement in Bulk is available in Local Sources at Nagpur, Wardha Pulgaon, Dhamangaon Railway, Amravati, Nandgaon Khandeshwar Ner Parsopant, Karanja Lad, Washim, Akola, Shelubaza, Malegaon, Mekekar, Dusarbid, Sindh khedraja and Jalna may also be used during execution for Project. Steel 120,000 MT Reinforcement steel TMT/FE 500 and High Tensile Steel is available at Nagpur, Wardha Pulgaon , Dhamangaon Railway, Amravati, Nandgaon Khandeshwar Ner Parsopant, Karanja Lad, Washim, Akola, Shelubazar, Malegaon, Mekekar, Dusarbid, Sindh khedraja may also be used during execution for Project.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Soil 408,000,00 MT -- Stone 200, 000, 00 MT --

2.30.2 Fly ash The Flyash can be procured from Butibori, Wardha and Paras near Akola City, Maharashtra which is about 100 kms from center of the stretch. The Fly ash can be used after checking the properties and testing the flyash material which may be used for Embankment and Concrete works. The location for Sources of Fly ash is as shown in Table 14 below.

Table 14-Sources for Flyash Location Distance from Name of the Industry Remarks Proposed Alignment Butibori 105 kms from Pulgaon Reliance Plant Bhugaon, 45 kms from Pulgaon Uttam Galva Metallics Ltd. Ample Quantity Wardha Bhugaon Wardha Available at Plant Paras 69 kms from Malegaon Paras Thermal Power Plant Ample Quantity Jahangir and 86 kms Available at Plant From Mehkar

2.30.3 Borrow Soil Borrow soil is majorly used in embankment and sub grade layer. Sub grade is a layer of soil prepared to stand against load of road material, traffic load and environmental conditions. The load on pavement is ultimately received by the sub grade soil for dispersion to the earth mass below. Therefore, it is essential that at no time, sub grade soil is overstressed, meaning that the pressure transmitted on the top of the sub grade should be within the allowable limit, not to cause excessive stress condition or to deform the same beyond elastic limit. Soil that can be used as sub grade and embankment is identified from various borrow area located in vicinity of project road. Other information like average lead distance of borrow area from nearest point on project road, nature and direction etc. is also obtained. Investigation of Borrow area for road construction has been carried out to identify the potential sources for embankment fill material and Sub grade material for new alignment.

Soil Borrow area identified during survey can be used for road embankment as well as for Sub gradelayer. The details of available source, location, average distance to the project road etc. are given in following Table 15.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 15-Details Soil Borrow area Approximate Sr. Quarry / Barrow area Chainage Side Offset from Remark No. Name Proposed Alignment 1. Hivara/Pulgaon 87+000 Right 3.50 kms 2. Nimbora Bodkha 97+000 Left 2.80 kms 3. Dhamangaon 105+000 Both 4.00 kms 4. Kamnapur 110+000 Right 3.50 kms 5. Talegaon Dashasar 114+500 Right 3.00 kms 6. Titwa 123+000 Right 2.00 kms 7. Ghuikhed 128+000 Left 3.00 kms 8. Phulgaon 139+000 Right 4.00 kms 9. Mangrul Chavala 142+000 Right 3.00 kms 10. Salod 148+000 Left 2.00 kms 11. Lohogaon 155+000 Right 3.25 kms 12. Kherda 170+000 Left 3.00 kms 13. Karanja Lad 183+000 - 2.00 kms Near Oberoi crusher Plant 14. Kherda On Karanja 183+000 Right 3.00 kms Murtizapur Road 15. Koli 190+000 Left 1.5 kms 16. 195+000 Left 2.00 kms On Karanja lad – Sohol Near Koli Mangpur Road 17. Dapura 195+000 Left 5.00 kms 18. Murambi 195+000 Left 3.50 kms 19. Wai Lohara 196+000 Left 2.50 kms 20. Tarhala 208+000 Both sides 1.50 kms 21. Shelubazar 212+000 Left 3.50 kms 22. Chorad 217+000 Right 2.50 kms 23. Kawardari 222+000 Left 3.00 kms 4.00 Km From Kinhi Raja 24. Wardari 228+000 Left 7.00 kms 25. Nagartas 240+000 Both 2.50 kms 26. Regaon 247+000 Right 2.50 kms 27. Regaon Kh./Sawalad 253+000 Right 2.50 kms 28. Kenwad 260+000 Left 5.00 kms 29. Karhadwadi 266+000 Right 2.00 kms 30. Aundhrudh 272+000 Right 1.50 kms 31. Gaundhala 275+000 Left 2.50 kms 32. Khamkhed 282+000 Left 2.8 kms

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

33. Bori 293+000 Left 6.00 kms 34. Banda 297+000 Left 3.50 kms 35. Anjanai Khurd 302+000 Left 2.50 kms 36. Agephal/Deulgaon Kol 308+000 Right 4.00 kms 37. Malkapur Pangra 315+000 Right 2.00 kms 38. Dusarbid 318+000 Left 3.00 kms 39. Kingaon raja 325+000 Left 3.00 kms 40. Palaskhed 332+000 Left 2.90 kms 41. Ugala 335+000 Left 4.50 kms 42. Sindhkhed raja 340+000 Both 2.50 kms 43. Giroli 345+000 Right 8.00 kms

2.30.4 Water Requirement Construction Phase Total Water requirement for construction phase will be 2250 KLD. Out of the total water requirement 2000 KLD will be required for construction purpose and 250 KLD will be required for domestic use of workers. The water requirement for domestic purpose will be fulfilled though potable water sources and for construction work water from surface water sources such as ponds, rivers and tanks etc. shall be used.

Construction Phase Sr. Heads Water Sewage Generation No. Requirement 1 Domestic for labour camp @ 45 lpcd 225 say 250 203 2 Construction Work 2000 -- Total 2250 203

Operation Phase Total Water requirement for operation phase will be 613 KLD. Out of the total water requirement 562.5 KLD will be for Rest Areas, 39.6 KLD for Toll Plaza and 10.8 KLD for Admin Buildings.

Source: the water requirement will be met through surface water bodies near study area Sewage Generation at the rest areas will 507 KLD which will be treated in STP and the treated sewage will be resued in gardening. No of Total Water Sewage Sr. no. Head Nos person person Requirement Generation 1 Rest Area 5 2500 12500 562.5 506.25 2 Toll Plaza 8 110 880 39.6 -- 3 Admin Bldg 3 80 240 10.8 -- Total 16 2690 13620 612.9 506.25 say 507 Maharashtra State Road Development Corporation

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

2.30.5 Power Requirement Total power requirement during construction phase will be 16376 KW. Also adequate Solar panel will be installed during construction phase. 61 Nos. of DG sets of 125 KVA capacity will be used as power backup for Construction purpose.

2.30.6 Man Power Requirement For construction phase manpower employed will be 5500 nos. which will include skilled, semi-skilled workers, technicians, engineers, managers and other professionals for both construction phase and operational phases

2.31 PROJECT COST: Total cost of the proposed project is Rs.13017.03 Crores

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

CHAPTER 03: ANALYSIS OF ALTERNATIVES 3.1 PROJECT DESCRIPTION MSRDC divided the proposed Expressway in to five packages and appointed consultant for preparation of feasibility study, availing Environment and Forest Clearance and DPR for the project.

Package I: Nagpur Division: Jamtha – Butibori MIDC – Wardha – Pulgaon.(89.355 kms) Package II: Amravati Division: Pulgaon – Karanja – Sindhakhed Raja (257.881 kms) Package III: Aurangabad Division: Sindhakhedraja -Jalna-Aurangabad-Vaijapur (155.020 kms) Package IV: Nashik Division: Vaijapur – Shirdi – Sinnar – Ghoti (120.696 kms) Package V: Konkan Division: Ghoti – Vadpe.(78.176 kms)

The proposed expressway will be green field alignment with Access Control facility which increases the journey speed in-turn reduces the travel time. Total length of Package II is 257.881 kms, nodes will be developed at appropriate locations along the road. Eight service interchanges are identified.

Prior to finalizing the alignment Three (3) alignment options for the proposed Nagpur- Mumbai super express highway was considered, which are represented in Table 3.1 and the map showing alternative alignments enclosed as Annexure 4. Three alignments were prepared as per the following conditions,  Avoiding Water Bodies like Lake, Dams.etc.  Avoiding villages.  Away from existing major towns.  Avoiding Forest Area.  Taken care of land use Pattern.  Avoiding environmentally sensitive areas. The analysis of the alternative was carried out on the basis of Engineering, Environment - Social and Cost aspect. The details of comparison are represented n Table 16, 17, 18, 19 & 20.

Maharashtra State Road Development Corporation

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 16-Broad Features of Alignment Options Major Service ROBs Alignments Length kms Nodes Major Bridges VOPs PUPs/CUPs Interchanges Option 1 263.017 8 8 3 12 90 189 Option 2 262.322 8 8 3 12 88 187

Option 4 258.256 8 8 3 12 86 185

Table 17-Comparative Analysis Based on Engineering Aspects

kms) kms)

(Nos.) (Nos.)

kms) kms) Relative marking At grade/interchanges, (Nos.) Relative marking ROB, (Nos.) Relative Marking Major Bridges, (Nos.) Relative Marking Total Markings Alignment Flexible road length ( Relative marking Major curves, Horizontal Relative marking Tunnel ( length, Relative marking Underpass, (Nos.) Option 1 263.017 98.19 39 54 - - 279 97.13 8 100 3 100 12 100 549 Option 2 262.322 98.45 33 64 - - 275 98.55 8 100 3 100 12 100 561 Option 4 258.256 100.00 21 100 - - 271 100 8 100 3 100 12 100 600

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 18-Comparative Analysis Based on Environment and Social Aspects

kms) kms) Relative marking Total Markings Relative marking Forest land(%) Relative marking Agricultural land (%) Relative marking Land Barren (%) Relative marking Affected residential/Commercial buildings(Nos.) Alignment Flexible road ( length Option 1 263.017 98.19 8.22 86 82.16 96.42 9.62 70.07 31 97 447

Option 2 262.322 98.45 8.2 86 82.16 96.42 9.64 70.21 33 91 442

Option 4 258.256 100.00 7.05 100 79.22 100 13.73 100 30 100 500

Table 19-Comparative Analysis Based on Indicative Cost Aspects

kms) kms)

Kms,(Cr.) Cost Cost Tunnel Cost per Total Construction (Structures), (Cr.) Relative Marking Total Markings Alignment Flexible road length( Block Cost (Cr.) Relative Marking Option 1 263.017 6208.91 98.17 - 2718.69 98.19 196 Option 2 262.322 6192.50 98.43 - 2711.50 98.45 197 Option 4 258.256 6095.52 100 - 2669.48 100 200

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 20-Comparative Statement of Alignment Criteria Option 1 Option 2 Option 4 General The alignment begins from the end The alignment begins from the end The alignment option 4 begins from boundary of Pimplgon of Wardha district boundary of Pimplgon of Wardha district the end boundary of Pimplgon of Wardha and ends at Tuljapur of Budhana district. and ends at Tuljapur of Budhana district. district and ends at Tuljapur of Budhana The road length of the alignment is The flexible road length of the alignment district. 263.017 kms. is 262.322 kms. The flexible road length of the alignment The starting point of the alignment is The starting point of the alignment is is 257.881 kms. located at a distance of 1.18 kms from located at a distance of 1.13 kms from The starting point of the alignment is Pulgaon village, Wardha district. Pulgaon village, Wardha district. located at a distance of 5.63 kms from The alignment passes through five The alignment passes through five Pulgaon village, Wardha district. districts namely Amravati, , districts namely Amravati, Yavatmal, The alignment passes through Akola, Washim and Bul dana Akola, Washim and Buldana connecting three districts namely Amravati, Washim connecting 114 villages. @ 122 villages. and Buldana connecting @ 159 villages. The alignment passes through few The alignment passes through few water Nodes are proposed as planned growth water bodies where bridge, protection bodies where bridge, protection work centre along the alignment. work will be provided. will be provided. Flexible Type pavement having Road Nodes are proposed as planned growth Nodes are proposed as planned growth land width of 120 m is proposed. centre along the alignment. centre along the alignment. The proposed alignment consist of 3 Flexible Type pavement having Road Flexible Type pavement having Road ROBs passing through kalashi, Shaha land width of 120 m is proposed. land width of 120 m is proposed. and jaulka villages. The proposed alignment consist of 3 The proposed alignment consist of 3 The alignment crosses the following ROBs passing through Vaknath, Shaha ROBs passing through Zadgaon, Shaha, major rivers: and Jaulka villages. and Jaulka villages. Wardha River. Purna River. The alignment crosses the following • The alignment crosses the following The land proposed to be acquired for major rivers: major rivers: alignment comprises of : - Wardha River. Wardha River. Purna River. Barren Land – 2.75%

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- Purna River. • The land proposed to be acquired for Agricultural land – 93.26% • The land proposed to be acquired for alignment comprises of : Forest Land – 3.98% alignment comprises of : Barren Land – 9.64% The permanent residential / commercial Barren Land – 9.62% Agricultural land – 83.16% structure needs to be acquired – Agricultural land – 82.81% Forest Land – 7.20% approximately 17 Nos. Forest Land – 7.57% The permanent residential / commercial The permanent residential / commercial structure needs to be acquired – structure needs to be acquired approximately 33 Nos. approximately 31 Nos. Geometric The alignment Option 1 meets the The alignment Option 2 meets the Lot of refinement has been done in this Standards Geometric design Criteria to enable Geometric design Criteria to enable option. The alignment Option 4 meets the movement of vehicles at 200 Kmph. movement of vehicles at 200 Kmph. Geometric design Criteria to enable Superelevation requirements are upt 7%. Superelevation requirements are upt 7%. movement of vehicles at 150 Kmph. No. of Horizontal curves are 39 nos. No. of Horizontal curves are 33 nos. Superelevation requirements are Gradients are accommodated within 3% Gradients are accommodated within 3% restricted to a maximum 5% at 3 by providing embankments/cutting in by providing embankments/cutting in locations out of 21. Straightening of rolling terrain. rolling terrain. alignment has been proposed with minimum no. of Horizontal curves which came down to 21 as against Option 1 & 2. Gradients are accommodated within 3% by providing embankments/cutting in rolling terrain. Ecology and Option 1 avoids all ecologically sensitive Option 2 avoids all ecologically sensitive Option 4 has been further refined as Environ- areas such as Natural water bodies, areas such as Natural water bodies, compared to Options1 & 2 to avoid all ment ponds, dams and Forest area. Deviation ponds, dams and Forest area. Deviation ecologically sensitive areas such as in alignment and horizontal curves are in alignment and horizontal curves are Natural water bodies, ponds, dams and introduces to move around Forest area introduces to move around Forest area Forest area. Deviation in alignment and

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near Karanja Lad, and in the stretch near Karanja Lad, and in the stretch horizontal curves are introduces to move between Karanja and Malegaon. Forest between Karanja and Malegaon. Forest around Forest area near Karanja Lad, and area in the portion between Mehkar and area in the portion between Mehkar and in the stretch between Karanja and Sindhkhedraja has also been avoided to Sindhkhedraja has also been avoided to Malegaon. Forest area in the portion extent possible. Forest Area is 7.57% of extent possible. Forest Area is 7.20% of between Mehkar and Sindhkhedraja has total area requirement. total area requirement. also been avoided to extent possible. Forest Area is 3.98% of total area requirement. Drainage Drainage is observed to be good all Drainage is observed to be good all Drainage is observed to be good all throughout the length. Major/Minor throughout the length. Major/Minor throughout the length. Major/Minor Bridges/culverts are proposed for proper Bridges/culverts are proposed for proper Bridges/culverts are proposed for proper cross drainage. No water stagnation or cross drainage. No water stagnation or cross drainage. No water stagnation or low-lying areas are observed. low-lying areas are observed. low-lying areas are observed. Land This is a green-field alignment and hence This is a green-field alignment and hence This is a green-field alignment and hence Acquisition all the land required for 120m ROW, all the land required for 120m ROW, all the land required for 120m ROW, Rest areas and Interchanges will have to Rest areas and Interchanges will have to Rest areas and Interchanges will have to be acquired. Most of the land is be acquired. Most of the land is be acquired. Most of the land is agricultural. The alignment avoids agricultural. The alignment avoids agricultural. The alignment avoids residential, commercial and Institutional residential, commercial and Institutional residential, commercial and Institutional and Industrial areas. and Industrial areas. and Industrial areas. Land acquisition in this option is least as the length of alignment is least amongst all options. Cost. Estimated block Construction Cost is Estimated block Construction Cost is Estimated block Construction Cost is Rs. 8309 Crores. 8416 Crores. 13017.03 Crores. Operation Option 1 is proposed to have 8 Major Option 1 is proposed to have 8 Major Option 1 is proposed to have 8 Major Efficiency Interchanges with connectors to major Interchanges with connectors to major Interchanges with connectors to major towns. Operational efficiency good towns. Operational efficiency good towns. Operational efficiency best among Maharashtra State Road Development Corporation

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considering length, curves, location of considering length, curves, location of all options considering length, curves, Interchanges and connectors. Interchanges and connectors. location of Interchanges and connectors. Distance Distance between Pulgaon (Wardha Distance between Pulgaon (Wardha This option has the shortest distance District Border) to Sindhkhedraja (Jalna District Border) to Sindhkhedraja (Jalna between Pulgaon (Wardha District District Border is 263.017 kms District Border is 262.322 kms Border) to Sindhkhedraja (Jalna District Border i.e. 257.881 kms New New Townships are proposed at 8 New Townships are proposed at 8 New Township will be developed at Township locations. The Proposed Nodes are locations. The Proposed Nodes are appropriate location in consultation and presented in the Alignment report presented in the Alignment report approval from respective departments of Government of Maharashtra Entry and Entry and Exit Points to the Expressway Entry and Exit Points to the Expressway Entry and Exit Points to the Expressway Exit points are proposed at 8 locations i.e. at the 8 are proposed at 8 locations i.e. at the 8 are proposed at 8 locations i.e. at the Nodal points Nodal points Nodal points

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Alignment option-4 is recommended and further discussed in the EIA

3.2 QUALITATIVE ADVANTAGES OF THE PREFERRED ALIGNMENT OPTION4 The alignment option 4 has the least road length among the three proposed alignments i.e. 257.881 kms.  Saving in time, fuel cost and reduction in noise pollution.  The alignment avoids water bodies like lakes, dams etc.  The alignment is designed for all types of road crossings such as ROBs, VOP, PUPs/ CUPs.  Existing connectivity to the villages along the alignment remains unaffected.  Connectivity to three districts namely Amravati, Washim and Buldana connecting 159 villages.  Eight nodes are proposed as planned growth centre along the alignment for development.  Maximum use of barren land.  Minimum use of forest land.  Minimum acquisition of residential and commercial structures / premises.  The civil construction cost of the alignment is least among the other proposed alignments.

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CHAPTER 04: BASELINE ENVIRONMENTAL STATUS

4.1 GENERAL This section of the report gives description of the existing Environmental Studies within the project area, which constitutes the baseline for the study. Natural conditions are often critical when designing and constructing infrastructure works. The assessment of baseline studies of the appropriate environmental parameters, which may be affected by the project implementation, is a pre-requisite for any Environmental Impact Assessment (EIA) study.

EIA is often mandatory requirement for planning of infrastructure and marine structures. The EIA determines the environmental consequences of the project prior to construction, assessment of environmental impact due to construction, its impact on existing baseline environmental parameters and also importantly on land use and socio-economic parameters. The entire data has been collected through actual physical surveys and observations, literature surveys, interaction with locals, government agencies and departments. This chapter describes the baseline environment settings in the area and will throw light, its effect on day-to-day environment.

In order to investigate likely impacts due to commissioning of proposed project, the consultants, M/s Fine Envirotech Engineers carried out estimation of impacts based on data generated, secondary data as well as literature studies. Field monitoring for meteorological conditions, ambient air quality, water quality, noise quality, etc. has been carried out in one season, which constitutes major portion of the baseline environmental studies. In addition to these important parameters, certain aspects like land use, socio-economic studies etc. are covered during the study period. This information is based on secondary information sources and constitutes remaining part of the baseline environmental studies.

It is brought to the notice of the authorities that, since the project is of the development kind and not like conventional industry project. Therefore the impact on existing baseline of environmental parameter will be very restricted and of temporary in nature. These are further controlled and minimized by adopting various mitigation measures. Even during operational phase the impact on environmental settings will be negligible and will be controlled by adopting proper Environment Management Plan (EMP). These aspects have been studied in depth with reference to the proposed project and baseline data has been presented in this chapter.

4.2 STUDY AREA As the proposed project is linear structure i.e. highway the study area was selected of 500-600 m range on either side of the alignment. Prior to start of actual baseline study reconnaissance survey was conducted throughout the alignment. The survey was conducted to find out ecological features like water bodies, vegetation cover, barren lands; geographical features such as plains; villages in the vicinity etc. and primarily to decide location for ambient air quality, noise level, soil quality, water quality monitoring. The alignment was divided in 36 segments each of 7.3 km approx. These 36 segments of the alignment encompass 39 villages. The list of

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. villages selected for Air, Noise, Soil & Water baseline quality study are is given in Table 21 & Table 22 below. The Google image showing study area is given below as Fig. 7.

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Table 21-Environmental Monitoring Locations Sr. no. Villages Distance Direction Ambient Noise Level Ground Water Soil Quality from Air Quality Locations Monitoring Monitoring proposed Location Location Location alignment (m) 1. Ashta 360 South AAQ 01 NL 01 GW 01 S 01 2. Talani 310 North AAQ 02 NL 02 GW 02 S 02 3. Nimbhora Raj 389 North -- NL 03 -- -- 4. Asegaon 667 North AAQ 03 NL 04 -- -- 5. Wadhona 222 North -- NL 05 GW 03 S 03 6. Manjarkhed 252 North -- NL 06 -- -- 7. Mogra 616 South -- NL 07 -- -- 8. Jawala 293 North -- NL 08 GW 04 S 04 9. Dhotra 264 North AAQ 04 NL 09 -- -- 10. Chikhali Vaidya 130 South AAQ 05 NL 10 -- -- 11. Mangrul Chawala 704 South AAQ 06 NL 11 -- -- 12. Pachod 1372 North -- NL 12 GW 05 S 05 13. Lohogaon 420 North AAQ 07 NL 13 GW 06 S 06 14. Wadhona (Ramnath) 613 North -- NL 14 -- -- 15. Karli 420 South AAQ 08 NL 15 GW 07 S 07 16. Dhanora 760 South -- NL 16 -- -- 17. Kherda 525 South -- NL 17 -- -- 18. Karanja Lad 2727 South AAQ 09 NL 18 -- -- 19. Valai 338 North -- NL 19 GW 08 S 08 20. Poha 250 North -- NL 20 -- --

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21. Lohara 301 North -- NL 21 GW 09 S 09 22. Mandwa 749 South -- NL 22 -- -- 23. Pangri 567 North -- NL 23 -- -- 24. Shendurjana 580 South AAQ 10 NL 24 GW 10 S 10 25. Januna Kh 85 South AAQ 11 NL 25 -- -- 26. Kawardari 331 North AAQ 12 NL 26 GW 11 S 11 27. Kurula 245 South AAQ 13 NL 27 -- -- 28. Sukanda 504 North -- NL 28 GW 12 S 12 29. Ridhora 589 North AAQ 14 NL 29 -- -- 30. Warangi 357 South -- NL 30 -- -- 31. Regaon 629 South AAQ 15 NL 31 GW 13 S 13 32. Gohegaon 914 North -- NL 32 GW 14 S 14 33. Shahapur 300 North -- NL 33 -- -- 34. Sabra 119 South AAQ 16 NL 34 GW 15 S 15 35. Shivpuri 560 North West -- NL 35 -- -- 36. Parda 466 North East -- NL 36 GW 16 S 16 37. Rajani 484 South -- NL 37 -- -- 38. Dhanora 360 North AAQ 17 NL 38 -- -- 39. Khalegaon 580 South -- NL 39 -- -- 40. Deulgaon Kol 530 North -- NL 40 GW 17 S 17 41. Mandwa 425 South -- NL 41 -- -- 42. Wardadil Kh 585 South AAQ 18 NL 42 ------43. Tadegaon 207 North -- NL 43 -- -- 44. Hiwarkhed 580 North -- NL 44 GW 18 S 18 45. Pimpalkhuta 198 North AAQ 19 NL 45 -- -- 46. Bamkhed 622 South -- NL 46 GW 19 S 19

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47. Palaskhed 1070 North -- NL 47 -- -- 48. Sindkhed Raja 2287 North AAQ 20 NL 48 -- -- 49. Palaskhed Malakdeo 111 North -- NL 49 -- -- 50. Golegaon 1183 North -- NL 50 GW 20 S 20

Table 22-Environmental Monitoring Locations - Surface Water Location River Stream Distance from proposed alignment (m) Direction Code SW 1 Wardha River Alignment passing over the river -- SW 2 Stream from Bembla Reservoir Around 4000 m -- SW 3 Sakli River Alignment passing over the river -- SW 4 Stream from Subhash Chandra Bose Lake Alignment passing over the stream -- SW 5 Rishi Talav 425 North SW 6 Stream from Katepurna Reservoir Alignment passing over the Stream -- SW 7 Stream from Koradi Reservoir Alignment passing over the stream -- SW 8 Purna River Alignment passing over the stream --

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 7-Environmental Study Area

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4.3 BASELINE ENVIRONMENTAL STATUS The baseline Environmental Studies was conducted dueing September 2016-December 2016

4.3.1 Land Environment 4.3.1.1 Landuse 4.3.1.1 a Amravati District Total area of 12217 sq. km. out of which inhabited area is 308 sq. km., Agricultural 7407 sq.m. Forest area is 3650 sq. km., Industrial area 209 sq.km. Waste land is 393 sq. km. fallow land is 250 sq. km.

4.3.1.1.b Washim District Total area of 514 sq.km. out of which Cultivable area is 3.86 sq.km., Forest area is 0.35 sq.km and area under non agriculture purpose is 0.08 sq.km. Permanent pastures are 0.34 sq.km, cultivable waste land is 0.10 sq.km., Land under miscellaneous tree crops & groves is 0.01 sq.km, Barren & uncultivable land is 0.18 sq.km, Current fallows is 0.08 sq.km and other fallows is 0.12 sq.km.

4.3.1.1.c Buldhana District Total area of 9, 67,099 ha out of which Cultivable area is 760000 ha, Forest area is 56000 ha and area under non agriculture purpose is 41000ha. 21.2 % is urban, 78.8 % is rural area. Total water resources available with the district is 1867.124 MCUM out of which about 58.47 % is allocated for irrigation, 1.53 % for industrial and 8.24% is for domestic/drinking purpose. The region is going through urbanization / industrialization. The total population dependent on agriculture is 21, 99,833 and total number of marginal farmers are 2, 65,836 There are 2 major river basins viz Tapti and Godavari in the district.

4.3.1.1.d Landuse of proposed alignment The proposed Nagpur-Mumbai Expressway (within ROW 120m) passes through about 93.26 % of Agricultural land, 2.75% of Barren land and 3.98% of Forest land. The Expressway passes through 159 villages in 3 districts namely Amravati, Washim and Buldhana. For this project about 4252.200 ha of land will be required. Out of total land need to be acquired for the project consists of 3965.73 ha of agriculture land, 117.077 ha barren land and 169.393 ha forest land. District-wise land requirement and Land Use classification are tabulated in Table 23 & 24 respectively.

Table 23-District wise Land Requirement Sr. no. District Land Requirement (Ha) 1. Amravati 1220.896 2. Washim 1549.677 3. Buldhana 1501.627 Total 4252.200

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Table 24-Land use of Classification of Land to be acquired Sr. no. District Area in Ha Percentage 1. Agricultural 3965.73 93.26 2. Barren 117.077 2.75 3. Forest 169.393 3.89 Total 4252.200 100 Hence impact on agriculture land will be significant and high

4.3.1.2 Topography 4.3.1.2.a Amravati District Amravati district is situated in eastern geographical region of Maharashtra known as Vidharbha. Historically, this area was known as & Berar. Amravati is a divisional headquarters of one of the six Revenue Divisions of the State. The geographical area of the district is 12,217 sq.km. The area under forest is 3,502 sq.km (29.27%). The major river named Wardha separates Amravati from Wardha District. The other significant rivers flowing in the district are Puma, Tapi, Chandrabhaga, and Bembla. The average rainfall 812.8 mm and days are very hot in summer when temperature reaches upto 47°C. Winter is the pleasant season and temperature ranges around 18 to 20°C. The National Highway No. 6 (Calcutta - Dhulia) passes through Amravati city. From the geographical point of view, Amravati district can be divided into two main regions hills and the plains. The prominent hill range in the district is the Gawilgad hills which are located in the north-west of the district in Melghat and tahsils. The crests of the range attain an average elevation of about 1000 meters, the highest point being Vairat at a height of 1,177.75 meters. This is a well forested region and has steep slopes. The only other range in the district is a low time of trap hills, lateralized to some extent, rising in the vicinity of Amravati town extending eastwards for some distance beyond Chandur railway. The plains may be further divided into following river basins:  The Wardha River forms the eastern boundary of the district. The eastern portion of the district lies within its watershed.  The Purna River drains the southwestern portion of the district.  The northwest is drained by the .

Amravati district is rich with fertile black cotton and alluvial soil. The richest tracks are found in valleys of rivers Purna, Wan and Wardha. The soil of the district is deep brown to brick red and black cotton soil. The soil is rich black in Chandurbazar, Morshi, Warud, , and Anjangaon Tahsils. The pediment belt of light and medium black soils with pebble/boulder zone, with abundant ground water supplies, sloping away from Satpuda range. The region of deep & fertile soils of the South West where the sub-soil water is very often saline. The region of light red & medium black soils is at of Eastern Amravati and Chandur Rly. Patches of fertile black soil adjoin to Morshi and Warud area. Amravati is the main growing region for the Ellachipur Sanman Chili pepper. Amravati district is largely an agrarian economy with cotton, soyabin, redgram as major crops. It is one of the major

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. orange producing districts with large number of orchards. Achalpur, Chandur Bazar, Morshi, Warud are the main orange producing Talukas. Other crops grown in the district are Jowar, Rice, Wheat, Gram and Sunflower. Per Capita Income is Rs. 71,732 compared to State average of Rs. 1,03,991 per annum. Amravati is a large center for cotton trade where cotton is assembled from the adjoining districts as well. The cotton is sent to places all over the country and mainly to the textile centers of Bombay, , Madras and Ahmedabad. The percentage of the forest area to total area in the district is 30.43%, and is unevenly distributed. Amravati has the distinction of having one third of its geographical areas under forest cover amounting to about 3.96 lakh hectare area. Apart from the agricultural products, the district is famous for its orange fruit plantations. There is great demand for oranges from the district of Maharashtra as well as from outside the state. The district is endowed with a rich variety of tourist attractions- ancient temples, scenic hill resorts, thick forests and varied wild life, hospitable people and colorful fairs and festivals.

4.3.1.2.b Washim District The district forms part of Deccan Plateau with slope towards southeast from Sahayadri hills and has a varied topography consisting of hills, plains and undulating topography near riverbanks. The district forms a part of Godavari and Tapi basins. The Balaghat Plateau comprises of low-lying hills forming water divide. Many of the tributaries to Godavari and Tapi rivers originate from the Balaghat Plateau. Penganga River is the main river flowing through the district. Other rivers are Adol, Aran, Kapsi, Nirguna and Mun. Based on geomorphological setting and drainage pattern, the district is divided into 36 watersheds. The soil of the district is basically derived form Deccan Trap Basalt and major part of the district is occupied by medium black soil of 25-50 cm depth occurring in the plains in entire south western, north eastern and northern parts of the district, whereas the shallow black soil of 7.5 to 25 cm depth occur in restricted hilly parts of the district in central elongated part and the northern peripheral part.

4.3.1.2.c Buldhana District The district consists of 13 tahsils of which Buldhana, Chikli, Deulgaon Raja, Mehkar, Sindhkhed Raja and Lonar lie on the Balaghat Plateau, while rest seven tahsils viz Khamgaon, Shegaon, Sangrampur, Jamod, , Malkapur and Motala are in the great planning below known as the panchayat. These are the two natural sub-divisional setup of the district. The edge of the plateau where it falls abruptly into the valley is intercepted by numerous deep ravines. The landscape is of varied character fertile villages iterating with barren hill sides and deep ravines. Below the ghat the land is flat except where it is broken by spurs of hills putting out into a plain, the general slope of the district above the ghat is from north to south.

The soils are derived from rock of volcanic origin. These are three main categories of soils in the district viz 1) Bhurkati: This is deep black soil of a very fine texture and moisture retentive. 2) Morand: This is black cotton soil. 3) Barad: This is the soil of the higher of the

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. plateau and black, brown or reddish in colour shallow. The soil in the northern tahsils viz. Jalgaon, Sangrampur, Shegaon, Nandura, Malkapur and Motala are generally deep black formed by transported materials washed from the ghat land. Cotton, Jawar and Groundnut etc. are the main crops grown in this area. On the plateau i.e. remaining six tahsils areas of medium black soils and are suitable to grow cotton, Jowar, Pulses and Bajara. The climate of the districts is dry and hot in general and considered to be generally healthy. Buldhana town is however the coolest and most pleasant district head quarter in the Vidarbha region. The district receives rains from the south west Monsoon during the period from June to September.

4.3.1.3 Soil Quality Most of the agricultural filed of the Package 2 of the alignment has black soil. In order to know the quality of the soil 20 nos. of samples were collected from the study area. The Soil Quality Monitoring Locations are given in Table 25 & Figure 8. The results of the monitoring are represented in Table 26 below.

Table 25-Soil Sampling Locations Sr. Villages Distance from Direction Soil Quality no. proposed Monitoring alignment (m) Location 1. Ashta 360 South S 01 2. Talani 310 North S 02 3. Wadhona 222 North S 03 4. Jawala 293 North S 04 5. Pachod 1372 North S 05 6. Lohogaon 420 North S 06 7. Karli 420 South S 07 8. Valai 338 North S 08 9. Lohara 301 North S 09 10. Shendurjana 580 South S 10 11. Kawardari 331 North S 11 12. Sukanda 504 North S 12 13. Regaon 629 South S 13 14. Gohegaon 914 North S 14 15. Sabra 119 South S 15 16. Parda 466 North East S 16 17. Deulgaon Kol 530 North S 17 18. Hiwarkhed 580 North S 18 19. Bamkhed 622 South S 19 20. Golegaon 1183 North S 20

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Figure 8-Soil Sampling Locations

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Table 26-Soil Quality Monitoring Report Location Parameters Unit Ashta Talani Wadhona Jawala Pachod Moisture % 8.0 7.63 9.14 8.63 8.36 pH -- 7.45 7.06 736 7.55 7.12 Organic Carbon % 1.32 1.75 1.69 1.25 1.33 Nitrogen kg/ha 251 275 213 266 289 Phosphorus kg/ha 20.9 22.63 20.74 19.86 25.36 Potassium kg/ha 463 523 517 496 443 Copper ppm 4.61 5.39 5.22 4.89 5.09 Magnesium % 0.89 0.63 0.87 0.74 0.85 Electro Conductance ms 0.5 0.6 05 0.5 0.7 Calcium % 0.16 0.22 0.12 0.15 0.24 Alkalinity mg/l 514.3 536.5 489.6 501.6 547.9 CaCO3 % 5.33 5.32 5.96 4.89 5.36

Table 26 (Cont..)-Soil Quality Monitoring Report Location Parameters Unit Lohogaon Karli Valai Lohara Shendurjana Moisture % 7.99 8.32 7.61 9.36 7.44 pH -- 7.45 7.20 7.31 7.25 7.20 Organic Carbon % 1.32 2.25 1.19 2.33 2.14 Nitrogen kg/ha 251 236 210 258 247 Phosphorus kg/ha 20.9 19.8 21.4 19.4 20.5 Potassium kg/ha 463 566 471 523 509 Copper ppm 4.61 5.23 4.29 5.07 5.36 Magnesium % 0.89 0.73 0.96 0.82 0.79 Electro Conductance ms 0.5 0.5 0.6 0.6 0.5 Calcium % 0.16 0.19 0.20 0.15 0.21 Alkalinity mg/l 514.3 496.3 525.3 578.2 496.5 CaCO3 % 5.33 5.26 4.96 5.32 5.11

84 Fine Envirotech Engineers Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 26 (Cont..)-Soil Quality Monitoring Report Location Parameters Unit Kawardari Sukanda Regaon Gohegaon Sabra Moisture % 7.30 7.31 7.25 7.21 7.09 pH -- 7.11 7.05 7.12 7.63 7.01 Organic Carbon % 1.12 1.25 1.36 1.19 1.37 Nitrogen kg/ha 241 263 245 217 286 Phosphorus kg/ha 19.5 18.7 19.3 17.5 18.4 Potassium kg/ha 503 48 523 478 522 Copper ppm 5.24 5.33 5.12 5.22 5.21 Magnesium % 0.73 0.78 0.69 0.45 0.74 Electro Conductance ms 0.7 0.5 0.8 0.7 0.7 Calcium % 0.19 0.14 0.16 0.15 0.17 Alkalinity mg/l 522.3 523.1 542.3 550.3 521.6 CaCO3 % 5.96 4.98 5.21 4.69 5.22

Table 26 (Cont..)- Soil Quality Monitoring Report Location Parameters Unit Parda Deulgaon Hiwarkhed Bamkhed Golegaon Kol Moisture % 7.30 7.22 7.36 7.14 7.25 pH -- 7.11 7.05 7.21 7.10 7.33 Organic Carbon % 1.12 1.14 1.26 1.52 1.47 Nitrogen kg/ha 241 236 258 247 214 Phosphorus kg/ha 19.5 18.7 19.2 17.2 16.9 Potassium kg/ha 503 523 524 512 547 Copper ppm 5.24 5.52 5.71 5.63 5.14 Magnesium % 0.73 0.72 0.66 0.71 0.75 Electro Conductance ms 0.7 0.7 0.5 0.6 0.7 Calcium % 0.19 0.15 0.18 0.14 0.19 Alkalinity mg/l 522.3 523.2 566.1 547.0 589.0 CaCO3 % 5.96 5.66 5.71 5.32 5.47

85 Fine Envirotech Engineers Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

4.3.2 Water Environment 4.3.2.1 Hydrology 4.3.2.1.a Amravati Hydrogeology Basaltic lava flows are the major rock formations along with alluvium, Lameta beds, Gondwana Sediments and unclassified metamorphic rocks. About 70% of the area is underlain by Deccan Traps and remaining by other soft rock formations, particularly the alluvium. A map depicting the hydrogeological features is presented as Figure 9.

Figure 9-Hydrology of Amravati District Source: Ground Water Information Amravati District Maharashtra 4.3.2.1.b Washim District The entire district is underlain by the Basaltic lava flows of upper Cretaceous to lower Eocene age. The shallow Alluvial formation of Recent age also occur as narrow stretch along the major rivers flowing in the area but it does not play much important role from ground water point of view. A map depicting the hydrogeological features is shown in Figure 10-Hydrology of Washim District Figure 10. Source: Ground Water Information Washim District Maharashtra 4.3.2.1.c Buldhana District Deccan Trap lava flows and Purna Alluvium are the major water bearing formations of Buldhana district. A map depicting the hydrogeological features is shown in Figure 11

Figure 11-Hydrology of Buldhana District Source: Ground Water Information Buldhana District Maharashtra

86 Fine Envirotech Engineers Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

4.3.2.1.d Study area A. Surface Water The alignment crosses two major rivers Wardha in Amravati district and Purna in Buldhana district. The alignment also crosses 8 shallow water streams. The water stream / river falling within the proposed Nagpur Mumbai Package II alignment are as under: 1. Wardha River 2. Stream from Bembla Reservoir 3. Sakli River 4. Stream from Subhash Chandra Bose Lake 5. Rishi Talav 6. Stream from Katepurna Reservoir 7. Stream from Koradi Reservoir 8. Purna River

4.3.2.2 Water Quality 4.3.2.2.a Surface water The water surface samples were collected from eight numbers of location and were analyzed for physic-chemical and biological parameters. The details of surface water sampling locations are represented in Table 27 & Figure 12. The results of the monitoring are represented in Table 28 below.

Table 27-Surface Water Sampling Locations Location River Stream Distance from proposed Direction Code alignment (m) SW 1 Wardha River Alignment passing over the river -- SW 2 Stream from Bembla Around 4000 m -- Reservoir SW 3 Sakli River Alignment passing over the river -- SW 4 Stream from Subhash Chandra Alignment passing over the -- Bose Lake stream SW 5 Rishi Talav -- North SW 6 Stream from Katepurna Alignment passing over the -- Reservoir Stream SW 7 Stream from Koradi Reservoir Alignment passing over the -- stream SW 8 Purna River Alignment passing over the -- stream

87 Fine Envirotech Engineers Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 12-Surface Water Monitoring Locations

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Table 28-Surface water quality of the study area Sr. Parameters Unit Location no. Wardha Bembla Sakli Subhsh Rishi Katepurna Koradi Purna River Reservoir River Chandra Talav Reservoir Reservoir River Stream Bose Lake Stream Stream 1. pH -- 7.9 7.5 7.4 7.3 7.5 8.4 7.3 7.9 5. DO % saturation 5.2 5.0 3.1 5.6 3.8 6.6 5.5 4.0 6. BOD mg/l 7.5 7.0 6.9 7.4 7.0 7.2 8.2 4.0 8. Ammonia mg/l 0.8 5.0 1.5 6.9 10.4 5.9 7.2 50 9. Faecal coliform MPN/100 ml 85 92 80 16.1 74 13.2 73 80 10. EC µmhos/cm 145 126 94 103 81 156 100 88 11. Chloride mg/l 9.2 12.9 7.11 31.2 201 43.6 0.58 28.7 12. Sulphates mg/l 1.6 5.7 0.16 16.5 10.2 12.0 11.0 20.2 13. Phosphates mg/l 1.2 1.0 0.05 1.4 2.0 1.9 1.1 2.3 14. Nitrate mg/l 1.1 12 18 2.5 10.8 1.0 2.9 2.0 15. Fluoride mg/l 9.0 12.9 0.26 21.0 23.7 14.6 20.0 11.7

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4.3.2.2.b Ground Water In order to access the quality of ground water the ground water samples were collected from the dugwell located within the agricultural land near the proposed alignment. Total 20 numbers of samples were collected and analyzed. The details of sampling locations are represented in Table 29 & Figure 13. The results of the monitoring are given in Table 30.

Table 29-Ground Water Quality Monitoring Locations Sr. no. Villages Distance from Direction Ground Water proposed Monitoring alignment (m) Location 1. Ashta 360 South GW 01 2. Talani 310 North GW 02 3. Wadhona 222 North GW 03 4. Jawala 293 North GW 04 5. Pachod 1372 North GW 05 6. Lohogaon 420 North GW 06 7. Karli 420 South GW 07 8. Valai 338 North GW 08 9. Lohara 301 North GW 09 10 Shendurjana 580 South GW 10 11. Kawardari 331 North GW 11 12. Sukanda 504 North GW 12 13. Regaon 629 South GW 13 14. Gohegaon 914 North GW 14 15. Sabra 119 South GW 15 16. Parda 466 North East GW 16 17. Deulgaon Kol 530 North GW 17 18. Hiwarkhed 580 North GW 18 19. Bamkhed 622 South GW 19 20. Golegaon 1183 North GW 20

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Figure 13-Ground Water Monitoring Locations

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Table 30-Ground water quality of the study area Sr. Parameters Unit Location no. Ashta Talani Wadhona Jawala Pachod 1. pH -- 7.81 7.05 7.32 7.55 7.32 2. DO mg/l 5.21 6.32 7.17 6.85 7.21 3. BOD mg/l 7.21 8.96 9.36 10.2 7.25 4. Total Hardness mg/l 285 174 129 98 82 5. Ammonia mg/l 0.8 1.2 0.6 0.9 1.5 6. Fluoride mg/l 0.26 0.15 0.22 0.24 0.29 7. Chloride mg/l 0.31 0.20 0.42 0.21 0.44 8. Sulphates mg/l 0.80 0.71 0.88 1.02 0.94 9. Nitrate mg/l 5.70 6.33 5.74 6.21 5.95 10. TC MPN/100 60 49 57 65 55

Table 30 (Contn…) - Ground Water Quality Monitoring Report Sr. Parameters Unit Location no. Lohogaon Karli Valai Lohara Shendurjana 1. pH -- 7.55 7.20 7.69 7.14 7.25 2. DO mg/l 6.25 6.79 7.52 5.94 7.21 3. BOD mg/l 8.66 9.25 10.14 8.14 9.36 4. Total Hardness mg/l 124 196 124 166 85 5. Ammonia mg/l 1.4 0.9 0.7 1.9 1.1 6. Fluoride mg/l 0.28 0.17 0.20 0.21 0.15 7. Chloride mg/l 0.35 0.41 0.47 0.25 0.21 8. Sulphates mg/l 0.79 0.85 0.79 0.68 0.82 9. Nitrate mg/l 4.97 5.33 5.98 6.31 7.14 10. TC MPN/100 63 52 67 54 51

Table 30 (Contn…)-Ground Water Quality Monitoring Report Sr. Parameters Unit Location no. Kawardari Sukanda Regaon Gohegaon Sabra 1. pH -- 7.11 7.42 7.32 7.09 7.44 2. DO mg/l 7.24 7.19 7.36 6.52 7.24 3. BOD mg/l 8.25 9.36 10.1 9.87 12.9 4. Total Hardness mg/l 97 153 88 91 106 5. Ammonia mg/l 0.7 1.6 1.2 1.8 0.4 6. Fluoride mg/l 0.23 0.19 0.20 0.23 0.18 7. Chloride mg/l 0.33 0.41 0.22 0.27 0.30 8. Sulphates mg/l 0.91 0.78 0.69 0.72 0.81 9. Nitrate mg/l 7.82 6.98 7.25 8.10 5.32 10. TC MPN/100 70 65 50 57 61

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Table 30 Contn…)- Ground Water Quality Monitoring Report Sr. Parameters Unit Location no. Parda Deulgaon Hiwarkhed Bamkhed Golegaon Kol 1. pH -- 7.12 7.65 7.71 7.35 7.21 2. DO mg/l 8.01 7.62 5.96 6.88 7.32 3. BOD mg/l 8.79 9.36 10.2 8.26 10.44 4. Total Hardness mg/l 187 163 97 126 147 5. Ammonia mg/l 1.3 0.9 0.7 1.0 1.4 6. Fluoride mg/l 0.22 0.25 0.24 0.20 0.18 7. Chloride mg/l 0.32 0.25 0.29 0.31 0.35 8. Sulphates mg/l 0.84 0.77 0.84 0.79 0.75 9. Nitrate mg/l 7.25 6.69 7.32 685 7.22 10. TC MPN/100 52 56 63 68 64

4.3.3 Air Environment 4.3.3.1 Climate & Rainfall 4.3.3.1.a Amravati District The Climate of the district is characterised by a hot summer and general dryness throughout the year except during the south-west monsoon season, i.e., June to September. The mean minimum temperature is 15.1°C and mean maximum temperature is 42.2°C. The normal annual rainfall over the district varies from 700 mm to about 1700 mm. It is the minimum in the south western parts of the district around Daryapur (709 mm). This increases towards north and reaches a maximum in the northern part around Chikaldhara (1647 mm). The average annual rainfall for the last ten years when compared with the normal annual rainfall, it is observed that the average annual rainfall for the last ten years of the district is much less than the normal annual rainfall. Thus the rainfall has definitely decreased in the district over the period of time. (Source: http://cgwb.gov.in/)

4.3.3.1.b Washim District The climate of the district is characterized by a hot summer and general dryness throughout the year except during the south-west monsoon season, i.e., June to September. The mean minimum temperature is 12°C and mean maximum temperature is 42°C. The normal annual rainfall over the district varies from 872 mm (Risod) to about 966 mm (Washim). The average annual rainfall for the period 2002- 2011 ranges from 788.39 mm (Manora) to 1124.75 mm (Washim). (Source: http://cgwb.gov.in/)

4.3.3.1.c Buldhana District The Climate of the district is characterized by a hot summer and general dryness throughout the year except during the south-west monsoon season, i.e., June to September. The mean minimum temperature is 13°C and mean maximum temperature is 42.3°C. The normal annual rainfall over the district ranges from 711 mm to 911 mm. It is the minimum in the northern parts of the district around Malkapur (711 mm) and Jalgaon (Jamod) (719 mm). The

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. average annual rainfall of last ten years (2002-2011) in the district varied from 565.46 to 1006.07 mm. (Source: http://cgwb.gov.in/)

4.3.3.1.d Study Area The alignment passes through the Vidarbha region which on the East of the Central Maharashtra Marathwada region. The climatic conditions are favorable for agriculture with main crops being Cotton, Jowar, Wheat, Orange (fruit), Soybean, chana dal and Tur dal apart from other crops/horticulture in this region. (Source: IMD)

The climate of districts is characterized by a hot summer and general dryness throughout the year except during the south-west monsoon season. The year may be divided into four periods i.e., the winter from December to February, the summer from March to May, the south-west monsoon season from June to September and the post-monsoon period from the October to November. The average annual rainfall in the district is 877.4 mm. (Source: http://cgwb.gov.in/)

4.3.3.2 Ambient Air Quality The proposed alignment is passing through mainly agricultural land. Hence air pollution is not an issue in section of roads where it is passing through agricultural land and through rural area. Air pollution is observed in sections of road where it is passing through urban areas particularly due to existing traffic and industries. To establish baseline air quality 20 monitoring locations were identified along the proposed alignment. The details of these locations are given in Table 3.10. The air quality monitoring has been carried out according to the 16th November, 2009 Notification. The details of Ambient Air Quality sampling locations are represented in Table 30 & Figure 14. The results of the monitoring are represented in Table 31 & Figure 15 below. The National Ambient Air Quality Standards 2009 are given as Table 32.

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Table 31-Ambient Air Monitoring Locations Location Code Villages Distance from Direction proposed alignment (m) AAQ 01 Ashta 360 South AAQ 02 Talani 310 North AAQ 03 Asegaon 667 North AAQ 04 Dhotra 264 North AAQ 05 Chikhali Vaidya 130 South AAQ 06 Mangrul Chawala 704 South AAQ 07 Lohogaon 420 North AAQ 08 Karli 420 South AAQ 09 Karanja Lad 2727 South AAQ 10 Shendurjana 580 South AAQ 11 Januna Kh 85 South AAQ 12 Kawardari 331 North AAQ 13 Kurula 245 South AAQ 14 Ridhora 589 North AAQ 15 Regaon 629 South AAQ 16 Sabra 119 South AAQ 17 Dhanora 360 North AAQ 18 Wardadil Kh 585 South AAQ 19 Pimpalkhuta 198 North AAQ 20 Sindkhed Raja 2287 North

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 14-Ambient Air Monitoring Locations

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Table 32-Ambient Air Quality of study area Sr. Locations Parameters no. Particulate Particulate Sulphur Oxides of Carbon Matter Matter Dioxide Nitrogen Monoxide (PM 10) (PM 2.5) (SO2) (Nox) (CO) µg/m3 µg/m3 µg/m3 µg/m3 mg/m3 1 Ashta 39.9 12.6 7.5 12.4 0.47 2 Talani 41.2 13.5 8.3 10.5 0.49 3 Asegaon 42.6 11.8 7.2 11.6 0.45 4 Dhotra 40.3 12.4 9.0 12.1 0.41 5 Chikhali Vaidya 42.6 11.6 8.8 11.5 0.42 6 Mangrul Chawala 43.5 10.4 7.0 10.8 0.42 7 Lohogaon 41.3 11.3 6.3 12.4 0.42 8 Karli 40.9 11.3 6.0 11.9 0.40 9 Karanja Lad 45.6 11.9 7.5 12.6 0.44 10 Shendurjana 46.2 14.3 9.2 13.2 0.43 11 Januna Kh 45.6 12.0 6.5 12.2 0.47 12 Kawardari 40.5 10.2 6.2 12.0 0.36 13 Kurula 41.6 11.2 8.1 11.7 0.46 14 Ridhora 42.1 10.6 7.4 10.0 0.45 15 Kenwad 43.0 13.1 8.0 10.6 0.42 16 Sabra 44.3 13.9 6.7 10.5 0.48 17 Dhanora 43.6 11.2 8.0 12.6 0.43 18 Durabid 42.6 11.5 7.9 11.3 0.41 19 Pimpalkhuta 48.5 13.0 8.5 14.4 0.35 20 Sindkhed Raja 51.3 14.1 7.1 12.6 0.40 Average 44.0 12.4 7.7 11.9 0.44 Minimum 39.9 10.4 6.5 10.0 0.35 Maximum 51.3 14.3 9.2 14.4 0.49 Limiting Standard 100 60 80 80 2

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Ambinet Air Quality in Study Area 100

90

80

70

60

50 PM 10 Values 40 PM 2.5

30 SO2 Nox 20 CO 10

0

Locations

Figure 15-Ambient Air Quality in Study Area

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4.3.3.3 Conclusion PM10 The PM10 concentration in the study area ranged from 39.9-51.3.3µg/m3 during the monitoring period. The maximum concentration of PM10 is found at site Sindkhed Raja (51.3), however it is within the national AAQM standards for industrial (100 µg/m3), residential & rural (100 µg/m3).

PM2.5 The PM2.5 concentration in the study area ranged from 10.4-14.3 µg/m3 during the monitoring period. The maximum concentration of PM2.5 is found at site Shendurjana, however it is well within the national AAQM standards for industrial (60 µg/m3), residential & rural (60 µg/m3).

Sulphur Dioxide (SO2) Ambient SO2 levels observed during the monitoring period indicated a fluctuation ranging from 6.5-9.2 µg/m3. The maximum concentration of SO2 is mainly at Jawle. Though the concentration well below the prescribed limit of NAAQS for SO2 of Industrial, Residential, Rural and Other Areas.

Oxides of Nitrogen (NOx) Ambient NO2 levels observed during monitoring period varied from 10.0-14.4 µg/m3. The maximum concentration of NO2 is found in Pimpalkhuta, but it is well within NAAQS for NOx of Industrial, Residential, Rural and Other Areas.

Carbon Monoxide (CO) Ambient CO levels observed during monitoring period varied from 0.35-0.49 mg/m3. The values of CO was within the prescribed limit of NAAQS for CO of Industrial, Residential, Rural and Other Areas.

Table 33-National Ambient Air Quality Standards, 2009 Pollutant Time Weighted Concentration in Ambient Air Average Industrial, Ecologically Residential, Rural Sensitive areas and other areas notified by Central Government Sulphur Dioxide Annual Average* 50 20 (SO2) ( µg/m3) 24 hours** 80 80 Oxides of Nitrogen Annual Average* 40 30 (NOx) ( µg/m3) 24 hours** 80 80 Particulate Matter Annual Average* 60 60 (PM10) ( µg/m3) 24 hours** 100 100 Particulate matter Annual Average* 40 40 (PM2.5) ( µg/m3) 24 hours** 60 60

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Pollutant Time Weighted Concentration in Ambient Air Average Industrial, Ecologically Residential, Rural Sensitive areas and other areas notified by Central Government Carbon Monoxide 8 hours** 02 02 (CO) (mg/m3) 1 hour 04 04

4.3.3.4 Air Modeling Rapid development in Maharashtra has resulted in alarming rate of construction activities, particularly, widespread implementation of infrastructure projects in the state. The widespread implementation of infrastructure projects, particularly, road construction projects have raised concern about the deterioration in ambient air quality, due to vehicular exhaust, fugitive and stockpile emissions.

Existing Scenario At present, in the area under study two highways are on operation, NH 53 and Nagpur- Aurangabad stretch of Nagpur-Aurangabad-Sinnar-Ghoti-Mumbai (NASGM) state highway. Presently, heavy traffic is observed on both these highways. Average daily traffic as observed on these two highways are given in Table 34

Table 34 Average Daily TrafficAverage Daily Traffic NASGM NH 53 Type of Vehicle Sindkhed Raja Karanja Khamgaon Nagzari 2 Wheeler 5022 2562 1620 2464 3 Wheeler 272 627 222 160 Car/Jeep/Van 1364 1518 1681 2789

Taxi 71 0 36 11 2 Axle 312 391 682 463 Mini Bus 7 38 16 41

LCV (4 Wheels) 429 358 685 655 School Bus 27 0 18 9 Govt. Bus 193 2 310 311 Private Bus 217 280 121 201 Goods Pick-up 88 0 63 51 LCV (6 Wheels) 342 0 538 499 3 Axle 519 563 1504 723 MAV (4-6 Axle) 928 802 1921 951 Tractor 14 42 11 19 Tractor + Trailer 46 0 11 9 Others (HCM/EME) 7 0 3 2

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TOTAL 9858 7183 9442 9368

These vehicles while plying are generating air pollutants like Carbon Monoxide (CO), Oxides of Nitrogen (NOx), Particulate Matters (PM), Hydrocarbons (HC), Sulphur Di-Oxide (SO2), Volatile Organic Carbons (VOC), etc. but CO, NOx and PM are the major air pollutants. Hence, modelling exercises are carried out to quantify their release into atmosphere.

US EPA guided line source model CALINE3 is used for computing the levels of emission. CALINE3 is a third generation line source air quality model developed by the California Department of Transportation. It is based on the Gaussian diffusion equation and employs a mixing zone concept to characterize pollutant dispersion over the roadway.

The purpose of the model is to assess air quality impacts near transportation facilities in what is known as the micro scale region. Given source strength, meteorology, site geometry, and site characteristics, the model can reliably predict pollutant concentrations for receptors located within 500 meters of the roadway. As a predictive tool, with certain limitations CALINE3 is flexible, and well balanced in terms of the accuracy of state-of-the-art emissions and traffic models.

1-hour average meteorological data of winter season around Nagpur was considered as input for this prediction purpose. The maximum 1-hour average concentrations for CO, NOx and PM along NH 53 and NASGM are listed in Table 35 .

Table 35-Maximum 1-hour Concentrations (µg/m 3) Air Pollutant NH 53 NASGM Carbon Monoxide (CO) 105.7 30.9 Oxides of Nitrogen 81.2 25.9 Particulate Matter 7.1 2.3

Isopleths showing distribution of pollutant concentrations at various receptors are drawn on the Study Area Map to have a visual representation. Highest concentrations with their individual locations are also highlighted on the map. Concentrations at various receptors along NH 53 and NASGM, and the nearby receptors for CO, NOx and PM are follwoign figures.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Computed Levels of Carbon Monoxide (CO) along roadways due to Exisitng Traffic on National Highway 53 and on Nagpur- Aurangabad-Sinnar-Ghoti-Mumbai (NASGM) State Highway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Computed Levels of Oxides of Nitrogen along roadways due to Exisitng Traffic on National Highway 53 and on Nagpur- Aurangabad-Sinnar-Ghoti-Mumbai (NASGM) State Highway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Computed Levels of Particulate Matters (PM) along roadways due to Exisitng Traffic on National Highway 53 and on Nagpur- Aurangabad-Sinnar-Ghoti-Mumbai (NASGM) State Highway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Construction Phase Construction operations are significant source of air pollutants emissions that may have a substantial temporary impact on local air quality.

Usually, road construction activities include • Clearing of land, ground excavation and compaction; • Operation of heavy machinery and related equipment for earthmoving, grading and construction purposes (excavators, bulldozers, cranes, etc.); • Erection of structures using steel, concrete, and other materials. • Mechanical activities including grinding, hammering, drilling, grit blasting and demolition. • Metal joining and finishing including welding, brazing, soldering and other techniques. • Generation of solid wastes and debris, their stockpiling and transportation; • Movement of vehicles along roadways and paths within and outside the site, and paving and maintenance of the roadways (e.g. grading), etc.

The major emissions generated from above road construction activities include: oxides of nitrogen (NOx) and exhaust emissions of particulate matter (PM) from fuel combustion for mobile heavy-duty diesel and gasoline-powered equipment, portable auxiliary equipment, material delivery trucks, and worker commute trips, etc.; fugitive PM from air borne soil disturbance and demolition activity, and stockpile and their movements.

The major portion of PM, thus generated, is PM 10. PM emissions can vary from day to day, depending on the level of activity, the specific operations, and the prevailing meteorological conditions. An emission factor of 0.42 tons per acre-month is used to estimate PM10 dust emission from road construction activities. NOx emission is primarily from operation of construction equipment and vehicular movement at site.

Isopleths showing distribution of pollutant concentrations at three different construction sites are shown to have a visual representation. Construction will have its impact on local air quality upto 1 km, however, proper management plan will mitigate its impact considerably. Concentrations of NOx and PM 10 at various distances from construction site along the proposed expressway are shown in following figure.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Levels of Oxides of Nitrogen (NOx) at Different Construciton Sites of proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Levels of Particulate Matters (PM) at Different Construciton Sites of proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

It is proposed to have 8 service interchanges, i.e. nodes on the expressway. During operation heavy traffic is expected on this expressway. Projected average daily traffic is given in Table 36. Table 36 -Projected Average Daily Traffic Vehicle NODES 1 2 3 4 5 6 7 8 Dhamanga Talegao Karanja Shelu Malegao Mehkar Dusarbi Sindkhed on n Lad Bazar n d Raja LCV 1269 1321 1468 1388 1491 1501 1417 1450 2 Axle 532 555 622 578 632 635 589 607 3 Axle 979 1022 1144 1068 1162 1168 1085 1117 4-6 Axle 1688 1757 1953 1845 1983 1998 1884 1927 MAV 12 12 14 14 14 14 14 14 Car 1764 2316 2795 2616 2605 2806 2646 2718 Taxi 92 120 146 136 136 146 138 141 Mini Bus 11 14 17 14 17 16 15 16 Standard 522 687 825 782 768 830 794 811 Bus TOTAL 6869 7804 8984 8441 8808 9114 8582 8801

These vehicles are expected to generate air pollutants like Carbon Monoxide (CO), Oxides of Nitrogen (NOx), Particulate Matters (PM), Hydrocarbons (HC), Sulphur Di-Oxide (SO2), Volatile Organic Carbons (VOC), etc. but CO, NOx and PM will be the major air pollutants due to their extent of emission. Hence, modelling exercises are carried out to quantify their release into atmosphere.

US EPA guided line source model CALINE3 is used for computing the levels of emission. CALINE3 is a third generation line source air quality model developed by the California Department of Transportation. It is based on the Gaussian diffusion equation and employs a mixing zone concept to characterize pollutant dispersion over the roadway.

The purpose of the model is to assess air quality impacts near transportation facilities in what is known as the micro scale region. Given source strength, meteorology, site geometry, and site characteristics, the model can reliably predict 1-hour and 8-hour average pollutant concentrations for receptors located within 500 meters of the roadway. As a predictive tool, with certain limitations CALINE3 is flexible, and well balanced in terms of the accuracy of state-of-the-art emissions and traffic models.

Winter being the critical season has been considered for micro-meteorological parameters for input to the model. Day-time and night-time data of winter season micro-meteorology of Amravati, Maharashtra were recorded and variations were analysed.

The day-time and night-time predicted average concentrations for CO, NOx and PM at some villages with their approx. distance and direction are listed in Table 37 to Table 39.

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Table 37-Predicted Concentrations of Carbon Monoxide (CO) at Villages

w.r.t the Predicted Concentration Village Proposed Expressway (µg/m 3) Distance (m) Direction Day-Time Night-Time Ashta 360 S 0.063 --- Talani 310 N 0.850 --- Asegaon 667 N 0.625 --- Dhotra 264 N 1.338 --- Chikhali Vaidya 130 S 1.250 10.263 Mangrul Chawala 704 S 0.713 8.313 Lohogaon 420 N 1.175 --- Karli 420 S 1.025 13.400 Karanja Lad 2727 S 0.962 8.300 Shendurjana 580 S 1.225 12.975 Januna Kh 85 S 1.263 11.688 Kawardari 331 N 1.363 --- Kurula 245 S 1.638 11.788 Ridhora 589 N 0.900 --- Regaon 629 S 1.100 11.750 Sabra 119 S 1.700 11.075 Dhanora 360 N 1.838 --- Wardadil Kh 585 S 1.125 11.738 Pimpalkhuta 198 N 1.338 --- Sindkhed Raja 2287 N 0.512 ---

Table 38- Predicted Concentrations of Oxides of Nitrogen (NOx) at Villages w.r.t the Predicted Concentration Proposed Expressway (µg/m 3) Village Distance (m) Direction Day-Time Night-Time

Ashta 360 S 0.050 --- Talani 310 N 0.;825 --- Asegaon 667 N 0.513 --- Dhotra 264 N 0.750 --- Chikhali Vaidya 130 S 0.862 7.825 Mangrul Chawala 704 S 0.513 6.300 Lohogaon 420 N 0.975 --- Karli 420 S 0.737 10.088 Karanja Lad 2727 S 0.837 6.213 Shendurjana 580 S 0.850 9.775 Januna Kh 85 S 0.925 8.787

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Kawardari 331 N 0.963 --- Kurula 245 S 0.975 8.900 Ridhora 589 N 0.725 --- Regaon 629 S 0.850 8.900 Sabra 119 S 1.338 8.313 Dhanora 360 N 1.163 --- Wardadil Kh 585 S 0.850 8.825 Pimpalkhuta 198 N 1.025 --- Sindkhed Raja 2287 N 0.338 ---

Table 39-Predicted Concentrations of Particulate Matters (PM) at Villages w.r.t the Predicted Concentration Proposed Expressway (µg/m 3) Village Distance (m) Direction Day-Time Night-Time

Ashta 360 S ------Talani 310 N 0.063 --- Asegaon 667 N 0.038 --- Dhotra 264 N 0.038 --- Chikhali Vaidya 130 S 0.075 0.675 Mangrul Chawala 704 S 0.038 0.538 Lohogaon 420 N 0.063 --- Karli 420 S 0.050 0.863 Karanja Lad 2727 S 0.050 0.538 Shendurjana 580 S 0.075 0.838 Januna Kh 85 S 0.050 0.762 Kawardari 331 N 0.063 --- Kurula 245 S 0.075 0.788 Ridhora 589 N 0.038 --- Regaon 629 S 0.063 0.763 Sabra 119 S 0.100 0.738 Dhanora 360 N 0.088 --- Wardadil Kh 585 S 0.075 0.750 Pimpalkhuta 198 N 0.063 --- Sindkhed Raja 2287 N 0.013 --- The maximum 8-hour average predicted concentrations for day-time and night-time for CO, NOx and PM at 8 nodes are listed in Table 40 .

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Table 40-Predicted Maximum Concentrations at Proposed Nodes CO NOx PM Node Nearby Village Day Night Day Night Day Night Time Time Time Time Time Time 1 Dhamangaon 0.525 7.813 0.425 5.913 0.025 0.525 2 Talegaon 1.425 12.988 1.063 9.788 0.075 0.813 3 Karanja Lad 0.962 8.300 0.837 6.213 0.050 0.538 4 Shelu Bazar 1.063 12.463 0.875 9.400 0.063 0.813 5 Malegaon 0.937 9.975 0.725 7.525 0.038 0.650 6 Mehkar 1.150 8.362 0.837 6.288 0.063 0.538 7 Dusarbid 1.375 10.725 1.025 8.088 0.050 0.688 8 Sindkhed Raja 1.163 10.038 1.088 7.600 0.050 0.663

Isopleths showing distribution of pollutant concentrations at various receptors are drawn on the Study Area Map to have a visual representation. Maximum concentrations with their individual locations are also highlighted on the map.

Isopleths of different day-time and night-time concentrations at various receptors along the proposed expressway for CO, NOx and PM are shown in following figures respectively.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Average concentration of Carbon Monoxide (CO) along Roadway due to Projected Traffic during day time on proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Average concentration of Carbon Monoxide (CO) along Roadway due to Projected Traffic during Night time on proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Average concentration of Oxides of Nitrogen (NOx) along Roadway due to Projected Traffic during Day time on proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Average concentration of Oxides of Nitrogen (NOx) along Roadway due to Projected Traffic during Night time on proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Average concentration of Particulate Matter (PM) along Roadway due to Projected Traffic during Day time on proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Predicted Average concentration of Particulate Matter (PM) along Roadway due to Projected Traffic during Night time on proposed Nagpur-Mumbai Super Expressway (Note : Map is Not-to-Scale. So, Countours and levels are not Map Specific)

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

4.3.4 Noise Environment

Noise level monitoring was conducted on at 50 numbers of locations within study area to understand the baseline noise levels. The details of noise sampling locations are represented in Table 41 & Figure 16. The results of the monitoring are represented in Table 42 & Figure 17 below. The ambient noise standards as per Noise Rules 2000 are given as Table 43 and 36.

Table 41-Noise Monitoring Locations Location Code Villages Distance from Direction proposed alignment (m) NL 01 Ashta 360 South NL 02 Talani 310 North NL 03 Nimbhora Raj 389 North NL 04 Asegaon 667 North NL 05 Wadhona 222 North NL 06 Manjarkhed 252 North NL 07 Mogra 616 South NL 08 Jawala 293 North NL 09 Dhotra 264 North NL 10 Chikhali Vaidya 130 South NL 11 Mangrul Chawala 704 South NL 12 Pachod 1372 North NL 13 Lohogaon 420 North NL 14 Wadhona (Ramnath) 613 North NL 15 Karli 420 South NL 16 Dhanora 760 South NL 17 Kherda 525 South NL 18 Karanja Lad 2727 South NL 19 Valai 338 North NL 20 Poha 250 North NL 21 Lohara 301 North NL 22 Mandwa 749 South NL 23 Pangri 567 North NL 24 Shendurjana 580 South NL 25 Januna Kh 85 South NL 26 Kawardari 331 North NL 27 Kurula 245 South NL 28 Sukanda 504 North NL 29 Ridhora 589 North NL 30 Warangi 357 South

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NL 31 Regaon 629 South NL 32 Gohegaon 914 North NL 33 Shahapur 300 North NL 34 Sabra 119 South NL 35 Shivpuri 560 North West NL 36 Parda 466 North East NL 37 Rajani 484 South NL 38 Dhanora 360 North NL 39 Khalegaon 580 South NL 40 Deulgaon Kol 530 North NL 41 Mandwa 425 South NL 42 Wardadil Kh 585 South NL 43 Tadegaon 207 North NL 44 Hiwarkhed 580 North NL 45 Pimpalkhuta 198 North NL 46 Bamkhed 622 South NL 47 Palaskhed 1070 North NL 48 Sindkhed Raja 2287 North NL 49 Palaskhed Malakdeo 111 North NL 50 Golegaon 1183 North

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Figure 16-Noise Monitoring Locations

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

Table 42-Noise Levels in study area All values are in dB(A) Time Location Ashta Talani Nimbhora Asegaon Wadhona Raj 06:00-07:00 42.1 41.5 42.3 40.9 41.4 07:00-08:00 44.4 42.6 43.0 42.3 41.9 08:00-09:00 46.6 45.8 46.0 45.8 46.1 09:00-10:00 47.2 48.2 46.7 46.9 47.0 10:00-11:00 50.5 51.2 51.5 50.6 50.3 11:00-12:00 52.2 53.1 52.0 51.2 52.0 12:00-13:00 52.1 52.4 52.1 52.0 51.4 13:00-14:00 49.2 53.6 50.8 52.4 50.3 14:00-15:00 47.8 52.0 48.9 51.2 52.0 15:00-16:00 47.6 52.1 49.6 52.1 52.0 16:00-17:00 47.2 52.3 50.6 52.0 52.3 17:00-18:00 49.8 52.0 52.3 52.2 50.9 18:00-19:00 48.7 49.7 51.7 51.7 51.4 19:00-20:00 48.8 47.9 52.0 52.6 52.0 20:00-21:00 52.5 52.0 52.3 51.4 52.0 21:00-22:00 47.6 48.3 50.6 52.0 52.2 Average Day 48.4 49.7 49.5 49.8 49.7 22:00-23:00 47.7 47.0 46.9 48.0 47.3 23:00-00:00 46.1 45.7 44.6 44.1 45.0 00:00-01:00 44.1 46.9 45.9 45.3 46.0 01:00-02:00 42.0 47.3 47.0 46.9 47.3 02:00-03:00 39.9 40.2 39.8 40.6 40.1 03:00-04:00 39.1 40.3 41.2 39.8 40.2 04:00-05:00 40.0 48.0 47.7 48.0 47.3 05:00-06:00 42.2 43.6 42.6 43.0 43.5 Average Night 42.6 44.9 44.5 44.5 44.6

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Manjarkhed Mogra Jawala Dhotra Chikali Vaidya 06:00-07:00 43.2 44.5 42.2 44.7 42.1 07:00-08:00 45.0 44.5 43.3 44.0 43.9 08:00-09:00 45.5 46.0 45.7 45.4 46.3 09:00-10:00 48.1 47.6 48.2 47.7 47.3 10:00-11:00 51.0 50.3 51.2 50.5 50.0 11:00-12:00 52.4 52.3 52.0 52.1 52.4 12:00-13:00 52.0 51.4 52.0 52.6 53.0 13:00-14:00 49.6 48.7 49.5 49.3 48.2 14:00-15:00 47.0 47.5 46.9 47.3 47.5 15:00-16:00 47.0 47.6 46.9 47.3 47.0 16:00-17:00 47.3 47.2 46.9 46.3 46.7 17:00-18:00 52.0 52.0 52.2 52.5 52.3 18:00-19:00 48.2 47.9 48.7 47.5 48.3 19:00-20:00 47.9 47.0 47.6 47.3 47.7 20:00-21:00 52.0 52.1 50.6 52.0 52.2 21:00-22:00 47.5 47.6 46.7 47.0 46.9 Average Day 48.5 48.4 48.2 48.3 48.2 22:00-23:00 47.1 46.9 47.3 46.5 46.9 23:00-00:00 46.5 45.6 46.3 46.1 45.9 00:00-01:00 45.2 44.6 45.3 46.3 45.2 01:00-02:00 43.0 43.6 42.5 43.7 43.9 02:00-03:00 39.1 38.5 37.5 38.1 39.6 03:00-04:00 38.5 37.6 38.2 37.6 37.3 04:00-05:00 41.1 40.9 41.9 41.3 40.5 05:00-06:00 42.0 42.0 41.2 40.6 41.1 Average Night 42.8 42.5 42.5 42.5 42.6

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Mangrul Pachod Lohogaon Wadhona Karli Chawala (Ramnath) 06:00-07:00 45.2 44.1 45.0 43.9 45.0 07:00-08:00 48.2 47.6 48.1 47.7 48.6 08:00-09:00 50.2 50.9 51.2 51.3 50.1 09:00-10:00 53.4 53.1 52.9 53.3 52.4 10:00-11:00 57.6 56.5 57.1 57.3 56.9 11:00-12:00 57.3 56.8 57.1 57.4 57.2 12:00-13:00 58.1 57.4 58.3 57.9 58.0 13:00-14:00 52.6 52.0 52.4 52.0 52.2 14:00-15:00 52.9 52.5 52.0 52.6 52.7 15:00-16:00 53.8 53.1 53.6 52.4 53.4 16:00-17:00 55.7 55.1 56.7 55.4 54.1 17:00-18:00 57.5 54.6 52.0 53.9 45.0 18:00-19:00 56.2 55.7 56.0 54.3 55.7 19:00-20:00 54.5 55.0 54.2 55.0 55.4 20:00-21:00 56.0 56.7 55.7 56.7 55.4 21:00-22:00 54.8 55.4 54.6 53.6 54.0 Average Day 54.0 53.5 53.6 53.4 52.9 22:00-23:00 50.6 51.6 50.3 50.9 51.4 23:00-00:00 50.7 50.8 49.9 50.4 51.1 00:00-01:00 49.0 50.6 51.0 48.7 50.1 01:00-02:00 47.9 48.1 47.7 47.6 47.2 02:00-03:00 44.9 45.0 44.5 45.6 44.7 03:00-04:00 43.8 44.0 45.0 43.7 43.1 04:00-05:00 44.4 45.0 44.7 44.3 45.1 05:00-06:00 46.0 45.9 45.5 46.0 46.0 Average Night 47.2 47.6 47.3 47.2 47.3

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Dhanora Kherda Karanja Valai Poha Lad 06:00-07:00 45.0 45.3 45.1 45.0 44.6 07:00-08:00 48.8 48.3 48.7 48.2 48.3 08:00-09:00 50.5 50.4 51.0 52.2 50.7 09:00-10:00 53.6 52.7 53.6 52.7 52.1 10:00-11:00 56.9 56.8 57.7 56.9 57.4 11:00-12:00 57.0 57.1 56.9 57.4 56.7 12:00-13:00 58.5 58.3 57.4 58.2 57.6 13:00-14:00 52.0 52.0 52.1 52.6 52.0 14:00-15:00 52.4 52.1 52.0 51.6 52.0 15:00-16:00 53.7 52.4 53.0 52.9 52.7 16:00-17:00 55.4 56.0 55.7 55.4 55.0 17:00-18:00 52.0 52.0 50.4 50.2 52.0 18:00-19:00 56.1 56.9 55.7 56.3 56.9 19:00-20:00 54.9 55.2 54.0 55.2 54.6 20:00-21:00 56.5 55.3 55.7 56.7 55.1 21:00-22:00 54.7 55.5 54.6 55.3 55.7 Average Day 53.6 53.5 53.4 53.6 53.3 22:00-23:00 50.2 51.4 50.6 52.0 51.4 23:00-00:00 50.4 50.6 51.0 50.2 50.3 00:00-01:00 49.7 48.5 47.9 48.3 48.2 01:00-02:00 47.2 46.7 47.6 47.9 46.9 02:00-03:00 44.1 45.7 44.6 45.3 45.9 03:00-04:00 43.5 44.7 45.6 45.0 44.3 04:00-05:00 44.3 44.7 45.0 44.3 44.5 05:00-06:00 46.5 45.9 45.3 45.7 44.8 Average Night 47.0 47.3 47.2 47.3 47.0

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Lohara Mandwa Pangri Shendurjana Januna Kh 06:00-07:00 47.9 48.6 48.1 48.3 48.2 07:00-08:00 49.8 50.3 50.0 50.1 51.3 08:00-09:00 52.0 52.2 52.5 52.9 52.1 09:00-10:00 55.9 56.3 55.7 56.3 55.1 10:00-11:00 60.5 61.0 60.7 60.4 60.3 11:00-12:00 60.1 60.7 60.9 60.7 60.5 12:00-13:00 61.3 60.5 61.4 61.9 61.5 13:00-14:00 58.8 57.9 58.3 59.8 59.7 14:00-15:00 57.9 58.2 57.9 58.9 57.9 15:00-16:00 59.8 60.3 60.5 60.4 61.0 16:00-17:00 56.7 55.9 56.1 56.6 57.0 17:00-18:00 57.3 58.7 57.3 58.5 58.0 18:00-19:00 61.9 62.0 62.4 62.4 62.3 19:00-20:00 62.0 62.0 62.4 62.6 61.3 20:00-21:00 60.5 61.0 60.5 60.6 61.2 21:00-22:00 54.9 55.4 55.0 55.7 55.3 Average Day 57.3 57.6 57.5 57.9 57.7 22:00-23:00 55.7 56.1 56.9 56.8 55.7 23:00-00:00 55.3 54.7 55.1 54.6 54.9 00:00-01:00 49.0 48.7 49.3 49.8 48.8 01:00-02:00 48.5 47.6 47.9 47.9 47.5 02:00-03:00 45.0 44.9 44.0 44.9 44.6 03:00-04:00 44.5 44.6 44.0 44.2 45.0 04:00-05:00 46.9 47.6 47.3 47.7 46.9 05:00-06:00 46.9 47.0 47.6 47.3 47.5 Average 49.0 48.9 49.0 49.2 48.9 Night

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Kawardari Kurula Sukanda Ridhora Warangi 06:00-07:00 47.5 48.0 47.6 46.3 47.0 07:00-08:00 48.9 47.9 48.6 48.0 48.7 08:00-09:00 52.5 50.6 51.7 52.4 53.1 09:00-10:00 55.1 54.6 55.0 54.6 55.3 10:00-11:00 60.5 61.0 60.9 61.3 60.2 11:00-12:00 60.9 60.2 61.3 60.4 60.7 12:00-13:00 61.0 60.2 61.3 60.3 61.7 13:00-14:00 57.8 57.0 57.3 56.3 57.0 14:00-15:00 57.5 56.9 55.4 54.7 55.0 15:00-16:00 59.2 58.7 57.3 57.5 55.0 16:00-17:00 56.3 55.2 54.9 55.0 55.7 17:00-18:00 44.0 45.0 48.7 49.2 48.2 18:00-19:00 61.0 62.5 64.0 61.0 58.9 19:00-20:00 63.5 62.2 63.7 64.2 60.7 20:00-21:00 61.6 60.3 58.7 60.3 61.7 21:00-22:00 55.3 56.3 55.7 59.0 57.0 Average Day 56.4 56.0 56.4 56.3 56.0 22:00-23:00 55.0 54.7 55.0 54.3 55.9 23:00-00:00 56.0 56.7 57.3 55.0 54.7 00:00-01:00 48.9 50.3 49.8 50.3 52.0 01:00-02:00 49.3 49.9 47.6 52.0 49.0 02:00-03:00 46.3 44.6 47.0 46.3 45.5 03:00-04:00 45.3 46.9 47.3 45.8 49.0 04:00-05:00 47.9 46.9 48.1 47.6 45.0 05:00-06:00 45.9 44.7 43.6 45.9 46.7 Average Night 49.3 49.3 49.5 49.7 49.7

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Regaon Gohegaon Shahapur Sabra Shivpuri 06:00-07:00 45.7 46.6 44.9 44.1 50.3 07:00-08:00 49.0 50.3 51.3 45.8 49.7 08:00-09:00 50.3 51.6 52.0 47.7 50.7 09:00-10:00 50.6 52.3 50.7 48.1 49.7 10:00-11:00 50.1 52.7 53.0 51.8 52.9 11:00-12:00 50.6 52.9 54.9 51.3 54.8 12:00-13:00 50.3 52.9 52.9 53.6 52.3 13:00-14:00 52.3 52.4 55.3 50.7 51.6 14:00-15:00 50.6 52.3 52.3 51.5 54.3 15:00-16:00 56.9 54.0 52.3 51.1 55.0 16:00-17:00 52.0 49.8 48.0 52.7 50.6 17:00-18:00 50.4 49.7 50.3 51.5 59.7 18:00-19:00 52.3 54.7 55.6 51.3 53.6 19:00-20:00 50.3 55.6 52.0 52.8 51.6 20:00-21:00 55.6 50.3 52.3 54.0 55.6 21:00-22:00 56.7 57.0 49.2 52.0 54.8 Average Day 51.5 52.2 51.7 50.6 53.0 22:00-23:00 50.3 54.0 52.6 49.7 50.5 23:00-00:00 55.0 56.0 52.7 49.0 51.3 00:00-01:00 52.3 46.2 44.2 46.7 50.7 01:00-02:00 44.1 46.9 50.3 45.6 43.6 02:00-03:00 40.5 44.7 43.6 43.1 40.7 03:00-04:00 40.3 41.2 42.3 41.7 40.9 04:00-05:00 43.6 40.2 41.7 44.2 47.0 05:00-06:00 47.3 45.6 42.3 44.6 45.0 Average Night 46.7 46.9 46.2 45.6 46.2

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Parda Rajani Dhanora Khalegaon Deulgaon Kol 06:00-07:00 48.2 43.9 45.1 44.1 43.2 07:00-08:00 46.1 44.5 43.2 45.0 43.8 08:00-09:00 45.5 44.6 44.2 44.9 43.6 09:00-10:00 46.2 43.8 44.6 44.5 43.2 10:00-11:00 45.4 44.8 45.0 44.2 44.5 11:00-12:00 46.3 46.7 45.1 45.1 44.2 12:00-13:00 46.5 43.2 45.2 44.3 44.7 13:00-14:00 45.8 44.1 43.5 44.9 45.2 14:00-15:00 45.2 44.2 43.9 44.7 45.1 15:00-16:00 46.1 44.0 43.0 44.1 45.9 16:00-17:00 45.2 45.1 44.1 44.4 45.0 17:00-18:00 45.1 45.0 45.2 44.9 44.2 18:00-19:00 45.3 45.1 45.1 44.8 44.5 19:00-20:00 45.5 45.3 45.6 44.5 44.6 20:00-21:00 45.1 44.6 45.9 45.1 44.4 21:00-22:00 44.9 44.1 44.9 45.1 44.1 Average Day 45.8 44.6 44.6 44.7 44.4 22:00-23:00 43.1 44.3 44.4 44.9 44.8 23:00-00:00 44.1 44.4 44.3 44.3 45.0 00:00-01:00 44.2 44.0 43.9 45.2 45.1 01:00-02:00 45.1 44.4 44.1 45.1 45.1 02:00-03:00 45.0 44.6 45.1 45.4 45.2 03:00-04:00 45.3 43.8 44.2 45.3 44.8 04:00-05:00 44.7 43.2 44.0 44.3 44.4 05:00-06:00 44.3 44.0 44.6 44.2 43.8 Average Night 44.5 44.1 44.3 44.8 44.8

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Mandwa Wardadil Tadegaon Hiwarkhed Pimpalkhuta Kh 06:00-07:00 51.2 48.1 47.1 50.1 49.3 07:00-08:00 51.1 51.4 51.1 52.9 51.2 08:00-09:00 56.1 55.9 55.4 54.9 55.7 09:00-10:00 53.8 56.1 55.7 56.1 56.2 10:00-11:00 60.4 59.4 59.1 55.2 60.7 11:00-12:00 60.5 60.83 61.4 61.5 61.7 12:00-13:00 62.1 63.2 61.0 61.5 62.2 13:00-14:00 60.1 58.7 58.4 58.1 59.0 14:00-15:00 59.1 59.3 58.1 58.7 59.2 15:00-16:00 55.3 55.6 57.1 55.8 57.9 16:00-17:00 58.1 58.5 55.9 59.5 59.0 17:00-18:00 62.1 62.3 63.1 61.01 62.4 18:00-19:00 59.1 60.1 60.2 60.6 60.7 19:00-20:00 63.0 62.7 62.2 62.1 62.0 20:00-21:00 61.2 61.4 61.3 61.4 61.3 21:00-22:00 56.1 56.8 56.5 57.1 57.0 Average Day 58.1 58.1 57.7 57.9 58.5 22:00-23:00 57.4 56.8 56.7 56.9 57.0 23:00-00:00 54.1 54.2 54.2 54.1 54.2 00:00-01:00 53.3 53.2 53.1 53.2 53.4 01:00-02:00 53.1 52.8 53.5 53.6 52.7 02:00-03:00 47.5 47.8 47.3 47.1 47.1 03:00-04:00 45.3 45.0 45.2 45.1 45.6 04:00-05:00 48.3 48.3 48.7 48.5 48.8 05:00-06:00 48.1 48.5 48.4 48.7 48.9 Average Night 50.9 50.8 50.9 50.9 51.0

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Table 42 (Contn…)-Noise Levels in study area All values are in dB(A) Time Location Bamkhed Palaskhed Sindkhed Palaskhed Golegaon Raja Malakdeo 06:00-07:00 44.9 44.8 50.1 47.5 57.0 07:00-08:00 44.3 45.0 53.2 45.3 56.1 08:00-09:00 45.2 45.1 48.1 48.3 56.8 09:00-10:00 45.1 45.1 49.5 48.1 56.4 10:00-11:00 45.4 45.2 47.1 57.4 54.1 11:00-12:00 45.3 44.8 45.2 54.1 53.1 12:00-13:00 44.3 44.4 46.1 53.3 56.8 13:00-14:00 44.2 43.8 46.1 53.1 51.4 14:00-15:00 45.1 44.1 47.8 50.1 55.6 15:00-16:00 43.2 45.0 47.2 52.9 53.4 16:00-17:00 44.2 44.9 46.8 54.9 54.1 17:00-18:00 44.6 44.5 50.3 56.1 56.0 18:00-19:00 45.0 44.2 50.4 55.2 53.2 19:00-20:00 45.1 45.1 49.6 61.5 53.7 20:00-21:00 45.2 44.3 49.3 48.1 54.8 21:00-22:00 43.5 44.9 48.4 45.8 53.8 Average Day 44.7 44.7 48.5 52.0 54.8 22:00-23:00 43.9 44.7 45.7 46.2 46.4 23:00-00:00 43.0 44.1 46.2 44.8 44.1 00:00-01:00 44.1 44.4 45.9 44.2 44.8 01:00-02:00 45.2 44.9 51.2 46.3 45.9 02:00-03:00 45.1 44.8 44.9 46.2 43.1 03:00-04:00 45.6 44.5 44.1 44.2 44.0 04:00-05:00 45.9 45.1 44.3 44.4 43.0 05:00-06:00 44.9 45.1 44.2 44.3 44.0 Average Night 44.7 44.7 45.8 45.1 44.4

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Table 42-Average Noise Levels in study area All values are in dB(A) Location Code Location Average Day Average Night Ashta NL 01 48.4 42.6 NL 02 Talani 49.7 44.9 NL 03 Nimbhora Raj 49.5 44.5 Asegaon NL 04 49.8 44.5 NL 05 Wadhona 49.7 44.6 NL 06 Manjarkhed 48.5 42.8 NL 07 Mogra 48.4 42.5 NL 08 Jawala 48.2 42.5 NL 09 Dhotra 48.3 42.5 NL 10 Chikali Vaidya 48.2 42.6 NL 11 Mangrul Chawala 54.0 47.2 NL 12 Pachod 53.5 47.6 NL 13 Lohogaon 53.6 47.3 NL 14 Wadhona (Ramnath) 53.4 47.2 NL 15 Karli 52.9 47.3 NL 16 Dhanora 53.6 47.0 NL 17 Kherda 53.5 47.3 NL 18 Karanja Lad 53.4 47.2 NL 19 Valai 53.6 47.3 NL 20 Poha 53.3 47.0 NL 21 Lohara 57.3 49.0 NL 22 Mandwa 57.6 48.9 NL 23 Pangri 57.5 49.0 NL 24 Shendurjana 57.9 49.2 NL 25 Januna Kh 57.7 48.9 NL 26 Kawardari 56.4 49.3 NL 27 Kurula 56.0 49.3 NL 28 Sukanda 56.4 49.5 NL 29 Ridhora 56.3 49.7

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Location Code Location Average Day Average Night NL 30 Warangi 56.0 49.7 NL 31 Regaon 51.5 46.7 NL 32 Gohegaon 52.2 46.9 NL 33 Shahapur 51.7 46.2 NL 34 Sabra 50.6 45.6 NL 35 Shivpuri 53.0 46.2 NL 36 Parda 45.8 44.5 NL 37 Rajani 44.6 44.1 NL 38 Dhanora 44.6 44.3 NL 39 Khalegaon 44.7 44.8 NL 40 Deulgaon Kol 44.4 44.8 NL 41 Mandwa 58.1 50.9 NL 42 Wardadil Kh 58.1 50.8 NL 43 Tadegaon 57.7 50.9 NL 44 Hiwarkhed 57.9 50.9 NL 45 Pimpalkhuta 58.5 51.0 NL 46 Bamkhed 44.7 44.7 NL 47 Palaskhed 44.7 44.7 NL 48 Sindkhed Raja 48.5 45.8 NL 49 Palaskhed Malakdeo 52.0 45.1 NL 50 Golegaon 54.8 44.4 Average 52.2 46.6 Minimum 44.4 42.5 Maximum 58.5 51.0

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Figure 17-Ambient Noise Levels in Study Area Note: The above graphical representation is for 50 locations. However, only 20 names of locations have been depicted.

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Conclusion The day time noise levels were observed to be ranging from 44.4 dB(A) to 52.2 dB(A). Highest noise level of 58.5 dBA was recorded at Pimpalkhuta. The night time noise levels for the 50 locations ranged between 42.5 dB(A) to 51.0 dB(A) with highest value being recorded at Pimpalkhuta. 51.0 dB(A). Lowest noise levels of 42.5 dB(A) were recorded at Mogra. The assessment of the noise levels at the specified locations in the project area clearly indicates that the existing environment in the project is free from potential causes of noise pollution.

Table 43-Permissible Noise Level (CPCB Standards) Permissible Limit Area Category of Area Leq Day time Leq Night time A Industrial Area 75 70 B Commercial Area 65 55 C Residential Area 55 45 D Silence Zone 50 40 Note - 1 Day time is reckoned in between 6.a m and 10 p.m. Note - 2 Nighttime is reckoned in between 10 p.m. and 6 p.m.

4.3.4.1 Noise Modeling The proposed Nagpur-Mumbai Access Controlled Super Communication Expressway will add another glorious chapter in the history of development of modern Maharashtra.

Nagpur to Mumbai super expressway is proposed to run for a length of approx. 701 km, out of which 258.256 km will be under Amravati Division and is likely to pass through Pulgaon to Sindkhed Raja via Karanja with 8 major service interchanges, i.e. nodes near Dhamangaon, Gavner Talegaon, Karanja Lad, Shelu Bazar, Malegaon, Mehkar, Dusarbid and Sindkhed Raja. This stretch is likely to be constructed parallel to the existing Nagpur-Aurangabad- Sinnar-Ghoti-Mumbai (NASGM) State Highway on South and National Highway 53 on North. The proposed Nagpur-Mumbai super expressway will have an aerial distance of about 6 km to 60 km from NH 53.

Expressway noise will be an important factor which will have some impact on the neighboring semi urban townships, villages and nearby fauna. In addition to the prevailing noise level due to road traffic on NASGM and other day-to-day activities, there will be generation of noise during construction and operational phases.

Impact due to Existing Sources Presently, in the study area maximum agglomeration of traffic is seen at four locations as given in Table 1. Two locations are on Nagpur-Aurangabad State Highway, a fragment of Nagpur-Aurangabad-Sinnar-Ghoti-Mumbai (NASGM) State Highway while other two on NH 53, which is around 6 km away from the nearest point on NASGM.

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Noise levels generated on NH 53 will lose their impact at distance of around 400 m. Since NH 53 is around 6 km away from the nearest point on NASGM noise levels generated on NH 53 will not have any impact on the places near NASGM.

Cumulative noise levels of these traffic sources were computed using Federal Highway Administration (FHWA) Model, used worldwide and, also, in India. 2-wheelers & 3-wheelers are considered as light vehicles while cars, jeeps, mini buses and light commercial vehicles as medium vehicles, and trucks, trailers, buses, tractors, etc. as heavy vehicles. Average daily traffic for light, medium and heavy vehicles for these four locations with their computed hourly average noise levels are given in Table 44. Distance wise noise levels for these locations are given in Table 45.

Table 44-Existing Average Daily Traffic at Major Intersections Average Daily Traffic (no.) Hourly Average Location Noise Level Light Medium Heavy (dBA) On NASGM near 5294 1871 2693 78 Sindkhed Raja On NASGM near 3189 1914 2080 77 Karanja On NH 53 near 1842 2418 5182 80 Khamgaon On NH 53 near 2634 3496 3238 79 Nagzari

Table 45-Distance-wise Noise Levels due to Prevailing Traffic (dBA)

Prevailing Traffic on Road at 50 m 100m 150 m 200 m 250 m 500 m Location Sindkhed Raja (on NASGM) 52 48 45 43 42 37 Karanja (on NASGM) 51 47 44 42 41 36 Khamgaon (on NH 53) 55 50 48 46 44 40 Nagzari (on NH 53) 53 49 46 44 43 38 At these four traffic intersections noise levels were calculated at various distances using FHWA model. Contours and their respective levels are drawn on the study area map. Since the study area map could not be reproduced to-scale these contours are not map specific. However, the contours along with the distance-wise values give a fair representation of distribution at these four traffic intersections. In order to have a better clarity some values of the calculated noise levels are given without contours. Contours and some noise levels are superimposed on the study area map and are given in Fig. 1.

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Maximum Location Noise Level (Not To SCALE) (dBA) Sindkhed Raja 78 On NSGM Karanja 77 Khamgaon 80 On NH 53 Nagzari 79

Figure 18-Distance-wise Noise Levels at Four Existing Traffic Intersections; Two on NASGM and Two on NH 53 (Note : Map is Not-To-Scale, hence, Noise Contours and Values are Not Map Specific)

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Impact due to Proposed Expressway Construction Phase During expressway construction phase additional noise will be generated due to loaders, backhoes, bulldozers, scraper, graders, compactors, pavement breakers, jack hammers, saws, grinders, vibrators, road rollers, pumps, compressors, generators, movement of trucks, excavators, dumpers, crane, concrete mixer, vacuum cleaners, cutting machine etc. Typical noise levels of this equipment are given in Table 46.

Table 46-Typical Noise Level of Some Construction Equipment S. No. Equipment Anticipated Noise Level Quantity at one (dBA) Site 1 Loader 4 85-88 2 Backhoe 3 84-87 3 Bulldozer (Heavy Duty) 2 93-96 4 Scraper 2 84-87 5 Grader 2 85-87 6 Compactor 2 82-87 7 Paver 2 80-85 8 Jack Hammer 2 87-95 9 Saw 2 76-80 10 Grinder 2 84-86 11 Vibrator 2 75-76 12 Road Roller 1 88-90 13 Pump / Compressor 2 77-80 14 Generator 3 80-82 15 Truck 10 78-82 16 Excavator 2 85-86 17 Rock Drills 2 80-84 18 Dumper 4 82-84 19 Crane 2 83-85 20 Cement Mixer 3 82-85 21 Vacuum Cleaner 2 68-72 22 Welding Machine 2 85-88 23 Cutting Machine 2 70-72

Some of this equipment will be required in more quantities at one site and their item wise expected quantity of requirement is given in Table 3. A total no. of 60 equipment have been considered. Some of them will be stationary and generate noise during running for a longer period at construction site, while some will work intermittently.

However, prediction exercise has been carried out considering the worst-case scenario, where operation of all these equipment has been considered at the same time at one construction

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Cumulative noise levels of these sources at various distances were computed using Wave Divergence Model and a noise level of around 102 dBA is predicted to be generated at construction site which will decrease with increase in distance from source. Attenuation in the noise travelling pathway will further decrease the noise levels.

Cumulative noise levels at various distances are tabled below in Table 47. These levels would not contribute significantly to existing ambient noise levels, which will be within the prescribed standards.

Table 47-Distance wise Cumulative Noise Levels

Source 50 m 100m 150 m 200 m 250 m 500 m

70 64 60 58 56 50 Construction Equipment dBA dBA dBA dBA dBA dBA

Noise levels were calculated for all the equipment at various distances using Wave Divergence model. Contours and their respective levels are drawn on the study area map. Since the study area map could not be reproduced to-scale these contours are not map specific. However, the contours along with the distance-wise values give a fair representation of distribution at different locations. In order to have a better clarity some values of the calculated noise levels are given without contours. Contours and some noise levels are superimposed on the study area map and are given in following figure.

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Figure 19-Distance-wise Predicted Noise Levels during Construction of Nagpur–Mumbai Access Controlled Super Communication Expressway

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It is presumed that construction activities will continue during night hours also. Cumulative Noise levels due to day-night construction activities and prevailing day-time and night-time noise levels at some villages and townships are predicted as given below in Table 48. Other receptors in the travel way will further reduce these noise levels.

Table 48-Cumulative Noise Levels at Some Villages

Source Place w.r.t. Alignment of Noise Level Proposed Expressway (m) (dBA) Distance Direction Day Night Ashta 360 S 55 53 Talani 310 N 56 55 Nimbhora Raj 389 N 55 53 Asegaon 667 N 53 50 Wadhona 222 N 58 57 Manjarkhed 252 N 57 56 Mogra 616 S 54 49 Jwala 293 N 56 55 Dhotra 264 N 57 55 Construction Chikhali Vaidya 130 S 62 61 Equipment Mangrul Chawala 704 S 58 50 and Pachod 1372 N 57 49 Prevailing Lohogaon 420 N 58 53 Noise at Wadhona (Ramnath) 613 N 58 51 Respective Karli 420 S 58 53 Location Dhanora 760 S 57 50 Kherda 525 S 58 51 Karanja Lad 2727 S 57 48 Valai 338 N 59 54 Poha 250 N 59 56 Lohara 301 N 61 55 Mandwa 749 S 61 50 Pangri 567 N 61 51 Shendurjana 580 S 61 51 Januna Khurd 85 S 66 65

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Table 48 Cumulative Noise Levels at Some Nearby Villages

Source Place w.r.t. Alignment of Noise Level Proposed Expressway (m) (dBA) Distance Direction Day Night Kawardari 331 N 62 55 Kurula 245 S 61 57 Sukanda 504 N 62 52 Ridhora 589 N 61 53 Warangi 357 S 61 54 Regaon 629 S 52 49 Gohegaon 914 N 53 49 Shahapur 300 N 57 56 Sabra 119 S 62 62 Construction Shivpuri 560 NW 56 50 Equipment Parda 466 NE 52 51 and Rajani 484 S 52 51 Prevailing Dhanora 360 N 53 53 Noise at Khalegaon 580 S 50 50 Respective Deulgaon Kol 530 N 51 50 Location Mandwa 425 S 61 55 Wardadil Kh 585 S 61 54 Tadegaon 207 N 63 59 Hiwarkhed 580 N 62 55 Pimpalkhuta 198 N 63 59 Bamkhed 622 S 50 50 Palaskhed 1070 N 47 47 Sindkhed Raja 2287 N 51 45 Palaskhed Malakdeo 111 N 64 63 Golegaon 1183 N 67 47

Operation Phase During operation noise generating sources will be traffic noise and expressway-side commercial activities at some places. Noise levels are expected to be higher at the nodes due to agglomeration of traffic and service. There will be six lane expressway, three lane up and three down, with a width of 11.25 m on each side. On both side there will be service road of approx. 3.75 m each and utility corridor of 3m. Vehicles are expected to run at an average speed of 120 kmph. Noise generated due to traffic on this expressway will have impact on the nearby residential areas.

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Cumulative noise levels of these traffic sources were computed using Federal Highway Administration (FHWA) Model. It is likely that 2-wheelers and 3-wheelers will not be allowed to ply on the proposed expressway.

Anticipated average Daily Traffic for medium and heavy vehicles for eight nodes/ locations with their computed hourly average noise levels are given in Table 49. Distance wise noise levels for these nodes are given in Table 50.

Table 49-Anticipated Average Daily Traffic on Proposed Expressway Average Daily Traffic (No.) Hourly Average Location on Expressway Light Medium Heavy Noise Level (dBA) Near Dhamangaon -- 3136 3733 79 Near Talegaon -- 3771 4033 79 Near Chikhali Vaidya -- 4563 4599 83 Near Karanja Lad -- 4426 4558 80 Near Januna Khurd -- 4296 4365 82 Near Shelu Bazar -- 4154 4287 80 Near Malegaon -- 4249 4559 80 Near Sabra -- 4336 4566 82 Near Mehkar -- 4469 4645 80 Near Dusarbid -- 4216 4366 80 Near Palaskhed Malakdeo -- 4369 4355 81 Near Sindkhed Raja -- 4325 4476 80

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Table 50-Distance wise Cumulative Noise Levels (dBA)

Traffic on expressway 50 m 100m 150 m 200 m 250 m 500 m Near Dhamangaon 54 49 46 45 43 39

Near Talegaon 54 49 47 45 43 39

Near Chikhali Vaidya 59 56 48 46 44 40

Near Karanja Lad 55 50 47 45 44 40

Near Januna Khurd 58 54 47 45 43 39

Near Shelu Bazar 54 50 47 45 44 39

Near Malegaon 55 50 47 45 44 39

Near Sabra 57 54 46 45 43 40

Near Mehkar 55 50 47 45 44 40

Near Dusarbid 54 50 47 45 44 39

Near Palaskhed Malakdeo 60 56 53 51 40 39

Near Sindkhed Raja 54 50 47 45 44 39

At these proposed eight nodes noise levels were calculated at various distances using FHWA model. Contours and their respective levels are drawn on the study area map. Since the study area map could not be reproduced to-scale these contours are not map specific. However, the contours along with the distance-wise values give a fair representation of distribution at these four traffic intersections. In order to have a better clarity some values of the calculated noise levels are given without contours. Contours and some noise levels are superimposed on the study area map and are given in following figure.

Conclusion: Noise level at 4 location which are located nearby 100-150 meters from proposed ROW of the expressway exceed the day time noise levels standards of Noise Rules, 2000. Hence Noise barriers will be proposed at these 4 locations along the expressway as a moitigation measure to reduce the impact of Noise on habitats. The details of the kms on which Noise barriers are proposed at following locations along Expressway to be proposed are as under: 1. Chikhali Vaidya : 1.8 kms 2. Januna Khurd : 0.4 kms 3. Sabra : 1.2 kms 4. Palaskhed Malakdeo : 1.1 kms Total : 4.5 kms

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Node-wise predicted Noise Levels during Operation of Nagpur-Mumbai Access Controlled Super Communication Expressway

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Prediction of Impacts on Community During construction phase general population of surrounding areas will be exposed to higher noise levels. During night time if construction activities are not carried out noise levels will be within permissible limits, hence, impact will be negligible. During operation phase people living within 500 m of expressway will be exposed to higher noise level intermittently which will create annoyance as well as health problems related to noise, particularly during peak hours 9 AM to 11 AM and 5 PM to 7 PM.

Prediction of Impact on Occupational Health Equivalent sound pressure level, 8 hrs average, (Leq 8 hrs), is used to describe exposure to noise in workplaces. The damage risk criteria for hearing loss, enforced by Occupational Safety and Health Administration, (OSHA), USA and stipulated by other organizations, is that noise levels up to 85 dB(A) are acceptable for eight hour exposure per day. Ministry of Labour, Government of India has also recommended similar criterion vide factories Act, Schedule No. XXIV (Government Notification FAC/1086/CR-9/Lab-4, dated 8/2/1988). During construction the workers are expected to work in a single shift of 8 hours. They would be intermittently exposed to equipments generating noise levels of more than 85 dBA for about 60 minutes at a given time during the shift of 8 hrs with due precautions of using Personal Protective Equipment (PPE) like . Thus, maintaining their noise-level-exposure and duration will keep them well within the stipulated standards of OSHA. In order to mitigate these impacts necessary measurement like installation of wall with noise absorbent material should be erected along the both sides of the expressway.

Environment Management Plan Noise Environment During Construction Phase 1) Construction Equipment should conform to the design standard in terms of noise generation. They should be in good operating condition. 2) The equipment should be lubricated regularly and properly in order to minimise friction noise. 3) Acoustic barriers should be placed near construction sites, particularly, near high noise working areas. 4) Materials need to be stockpiled and unused equipment to be placed between noisy operating equipment and other areas. 5) Workers in high noise areas must be provided with ear plugs and/or ear mufflers. The workers should be trained to use Personal Protective Equipment (PPE) and should be monitored; 6) OSHA norms should be followed in all working places. 7) Banners or Posters or signboards with text and/or logical pictures should be displayed at high noise areas; 8) If possible, construction work, responsible for generating high noise, should be avoided during night time. 9) Vibrating equipment should operate as less as possible. 10) Buffer zones on both sides should have adequate space.

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During Operation Phase 1) Barriers (fences, walls or earth berms) with noise absorbing materials at appropriate distances of 4.5kms should be erected on both side of the expressway; 2) Trees should be planted on open spaces on both side of the expressway; 3) Use of horns should be minimized. 4) NO-Horn zones should be clearly demonstrated, particularly in and nearby forest zones 5) Turn engines off when stationary for extended period of time. 6) Buffer zones should have proper green cover. 7) Older and Noisier vehicles should have restricted entry to the expressway.

4.3.5 TRAFFIC ANALYSIS 4.3.5.1 Daily and average daily traffic Traffic analysis for a week was conducted at 4 locations Sindkhed Raja (on NASGM), Karanaja (on NASGM), Khamgaon (on NH3) and Nagzari (on NH3). The study was conducted for daily and average daily traffic of motorized & non-motorized vehicles. The details of daily and average daily traffic at villages Sindhkhed Raja, Karnaja, Khamgaon and Nagzari are given in Table 51to 54.

4.3.5.2 Origin-Destination survey The origin-destination survey was carried out with the primary objective of studying the travel pattern of goods and passenger traffic along the study corridor. The results have also been useful for identifying the influence area of the project road, estimating the growth rates of traffic and planning tolling strategies and locating toll plazas on the most viable sections of the project road. The tonnage analysis will form valuable inputs for new pavement design as well as design of overlay on existing pavement. The survey was conducted at four locations for a day (24 hours) interview method was adopted for the survey, in accordance with guidelines given by IRC: SP 19 –2001. The road users were interviewed by trained enumerators to obtain the required data underthe guidance of traffic engineers and supervisors. During the surveys the information pertaining to trip length, trip purpose and occupancy as applicable for various vehicle types were recorded. Also the Origin and Destination Metrices was analysed and the details of the same are given in Table 38 to 41below. The Origin-Destination Matrices given in Table 55 to 58 Taffic Survey report enclosed as Annexure 5.

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Table 51-Daily and average daily traffic, Sindhkhed raja on NASGM

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Table 52-Karanja on NASGM

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Table 53-Khamgaon on NH-53

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Table 54-Nagzari on NH-53

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4.3.5.2 Origin-Destination Matrices Table 55-Origin-Destination Matrices – Sindhkhed Raja

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Table 56-Origin-Destination Matrices – Karanja

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Table 57-Origin-Destination Matrices – Khamgaon

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Table 58-Origin-Destination Matrices – Nagzari

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4.3.5.3 Conclusion & Recommendation From the Traffic Characteristics of two alignments i.e. NH53 & NASGM Road which lie in the vicinityof Project Road, potential diverted traffic is estimated on section wise for Package 2 of Proposed Super Expressway. It is observed that Section 1 towards Wardha/Nagpur carries lesser traffic i.e. 4688 Vehicles (12,362 PCUs) than the traffic on Section 9 towards Jalna/Aurangabad which is 6824 Vehicles (16,503 PCUs).

This estimated traffic on Package 2, which is also influencing Package 1 & Package 3, should also be compared with Traffic Studies for those packages, especially for traffic estimated on Sections 1 and 9 for Package 2.

4.3.6 SOCIO-ECONOMIC IMPACT ASSESSMENT The MSRDC has been entrusted by Government of Maharashtra (GoM) with the development of Nagpur-Mumbai Super Communication Expressway with Access Control. As per the Terms of Reference, the Expressway is proposed to be a Greenfield alignment and will have a design speed of 150 kmph which will reduce the travel time to almost half of the current travel time. MSRDC has divided the proposed Expressway in to five packages and appointed STUP Consultants Pvt. Ltd. as a consultant for preparation of feasibility study and DPR for the package 2: Pulgaon to Sindhakhedraja (Amravati Revenue Division) with an approximate length of 258 Km.

The Expressway project is a very ambitious and innovative project which will have a very huge positive impact on the social setup and economy of the Vidarbha region. Nodal development projects along the expressway and utility services along the expressway independently have been thought of and the project is not restricted to road development project only. Info-tech Hubs, Logistic parks, Agricultural Hubs, Industrial Hubs, Educational Hubs, Medical Hubs, Smart Cities, Resorts & other recreational centres etc. have been planned at suitable locations along the expressway. As the project contributed to the Prosperity of the State, it is being termed as Maharashtra Prosperity Corridor.

4.3.6.1 Socio Economic Profile of Amravati District The district of Amaravati is situated between 20°32' and 21°46' north latitudes and 76°37' and 78°27' east longitudes. The district occupies an area of 12,235 km². The district is bounded by Betul District of state to the north, and by the Maharashtra districts of Nagpur to the northeast, Wardha to the east, Yavatmal to the south, Washim to the southwest, and Akola and Buldhana districts to the west. Amravati is the main growing region for the Ellachipur Sanman Chili pepper. Anjangaon, Surji & Achalpur is famous for growing betel leaves, piper longum, orange and banana. Warud, Morshi, Chandur bazar and Achalpur are famous for growing Nagpuri oranges.

According to the 2011 census Amravati district has a population of 2,887,826, roughly equal to the nation of Jamaica or the US state of Arkansas This gives it a ranking of 131st in India (out of a total of 640). The district has a population density of 237 inhabitants per square kilometre (610/sq mi).

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Its population growth rate over the decade 2001-2011 was 10.77%. Amravati has a sex ratio of 947 females for every 1000 males, and a literacy rate of 88.23%. Nandgaon Khandeshwar is a Tehsil/Block in the Amravati District of Maharashtra.

4.3.6.2 Socio Economic Profile of Buldhana District These above mentioned villages will have direct and indirect positive impact for nodal development. Buldhana district is a district in the Amravati division of Maharashtra state in western India. It is situated at the westernmost border of Vidarbha region of Maharashtra and is 500 km from the state capital, Mumbai. It is bounded by Madhya Pradesh on the north, Akola, Washim, and Amravati districts on the east, Jalna district on the south, and Jalgaon and Aurangabad districts on the west. Buldhana is religiously important as the site of the Shri Gajanan Maharaj temple, at Shegaon.

According to the 2011 census Buldhana district has a population of 2,588,039, roughly equal to the nation of Kuwait or the US state of Nevada. This gives it a ranking of 159th in India (out of a total of 640). The district has a population density of 268 inhabitants per square kilometre (690/sq mi). Its population growth rate over the decade 2001-2011 was 15.93%. Buldana has a sex ratio of 928 females for every 1000 males, and a literacy rate of 82.09%. There are multiple circles under each taluka. They are Dhad, Shelapur, Dhamangaon, Motala, Shelsur, Amdapur, Chikhli, , Malkapur, Janephal, Mehkar, Bibi, Lonar, Sakharkherda, Sindkhed Raja, MeraKhurd, DeulgaonMahi, Deulgaon Raja, Ganeshpur, Pimpalgaon Raja (Khamgaon), Nandura, Shegaon, JalgaonJamod, WarwatKhanderao, and Sangrampur. 3 Talukas with 13 villages come under nodal development. As of 2011 India census Mehkar had a population of 45,245 ales constitute 51.64% of the population and females 78.36%. Mehkar has an average literacy rate of 78%, higher than the national average of 62.5%: male literacy is 76%, and female literacy is 65%. In Mehkar, 18% of the population is under 6 years of age. Sindkhedraja is a Taluka in Buldhana District of Maharashtra State, India. Sindkhedraja Taluka Head Quarters is Sindkhedraja town. It belongs to Vidarbha region. It belongs to Amravati Division. It is located 77 KM towards South from District head quarters Buldhana. 419 KM from State capital Mumbai towards west Sindkhedraja consist of 106 Villages and 80 Panchayats. Shirnere is the smallest Village and Sakhar Kherda is the biggest Village. It is in the 502 m elevation (altitude) as of 2011 India census, Deulgaon Raja had a population of 30,827. Males constitute 52% of the population and females 48%. Deulgaon Raja has an average literacy rate of 76%, higher than the national average of 59.5%: male literacy is 81.5% and, female literacy is 70%. In Deulgaon Raja, 13% of the population is under 6 years of ages. Deulgaon Raja is known for the temple of Balaji.

4.3.6.3 Socio Economic Profile of Washim District Washim is a district in Maharashtra, India. The headquarters is at Washim. The area of the district is 5,150 km². The district had a population of 1,020,216 of which 17.49% were urban as of 2001. The district has a population density of 244 inhabitants per square kilometre (630/sq mi). Its population growth rate over the decade 2001-2011 was 17.23%. Washim has a sex ratio of 926 females for every 1000 males, and a literacy rate of 81.7%. Washim is

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There are hilly ranges extending from through the tehsils of Malegaon, Washim, MangrulPir and Manora. There is plain region in the basins of River Penganga in the Risod Tehsil. The important cities are Washim, Risod, Karanja, Malegaon, MangrulPir, Manora and . Washim is the largest city in the district. As of the 2011 Indian census, Karanja had a population of 60,158. Males made up 52% of the population and females 48%. Karanja has an average literacy rate of 72%, higher than the national average of 59.5%. Male literacy rate is 78%, and female literacy is 67%. Karanja Lad is famous for Papaya and Oranges. Karanja is main center for supply of papaya in Maharashtra. Papaya is supplied across north India (Haryana, Utter Pradesh, Jammu, Punjab, Uttarakhand, Bihar, Madhya Pradesh, Delhi, etc.) and Nepal from here. As of 2011 India census, Mangrulpir had a population of 27,686. Males constitute 52% of the population and females 48%. Mangrulpir has an average literacy rate of 72%, higher than the national average of 59.5%: male literacy is 78%, and female literacy is 66%. In Mangrulpir, 15% of the population is under 6 years of age.

Malegaon is a mid-sized town and the headquarters of Malegaon taluka in Washim subdivision of Washim district of Maharashtra state in India. It is located on state highway joining south-east Maharashtra and Vidarbha to southern India. Malegaon is on the main road which is between Wasim and Mehkar. It is major junction for road-based transport. There are lots of temples in the Malegaon area such as Nagardas Dev Sansthan, Davha, and Shirpur. It is famous for cultivation of pulses, soya, wheat and other agricultural products. Another distinction is from the excellent printing industry this town offers. It is famous in all its neighbouring districts.

4.3.6.4Socio-Economic Study Area Districts / Taluks/Villages passing through study road are given below in Table 59.

Table 59-Project Area DISTRICT TALUKA VILLAGES 3 11 159

For this project about 3965.73 ha (93.26%) is agricultural, 117.077 ha (2.75%) is barren land, 169.393 ha forest land (3.98%) forest area, 17 commercial and residential structures will be affected. The Expressway passes through 159 villages of 11 Talukas in 3 districts namely Amravati, Washim and Buldhana. List of the villages are given in Table 60. 17 commercial and residential structures will be affected due to proposed alignment details of the same are given in Table 61 below.

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Table 60-List of villages Taluka Name of Village AMRAVATI Dhamangaon Rly 1 Ashta 2 Zada 3 Zadgaon 4 Talani 5 Nimbhora Bodkha 6 Kalashi 7 Nimbhora Raj 8 Sawala 9 Asegaon 10 Wadhona 11 Pathanpur 12 Ganeshpur 13 Samsherpur Bk. 14 Shendurjana Kh. 15 Haibatpur Chandur Rly 1 Nimgavan 2 Danapur 3 Manjarkhesd 4 Titwa 5 Jawala 6 Dhotra 7 Kirjawala 8 Khambala 9 Both Nandgaon (Khandeshwar) 1 Waghoda 2 Shelu Natwa 3 Shivani 4 Chikhali Vaidya 5 Rasulpur 6 Gavner talegaon 7 Pachod 8 Kani Mirzapur 9 Mangrul Chawala 10 Shahapur Khekadi 11 Veni Ganeshpur 12 Aditapur 13 Salod 14 Deulgavan 15 Khed Pimpari 16 Pimpari Pochchha 17 Lohogaon 18 Wadhona Ramnath WASHIM Karanja 1 Donad Bk. 2 Nimbha Jahangir

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3 Kareli 4 Alimardapur 5 Dhanora Tathod 6 Akhatwada 7 Kherda Pr Karanja 8 Pimpri (Mokhad) 9 Baggi 10 Imampur 11 Khatanapur 12 Shaha 13 Walhai 14 Shivnagar 15 Poha 16 Kisan nagar 17 Lohara 18 Wai Pr Karanja 19 Deochandi 20 Mandwa Mangrulpir 1 Pedgaon 2 Pagri 3 Tarhala 4 Tapovan 5 Shendurjana (More) 6 Majalapur 7 Wanoja 8 Bhur 9 Yedashi 10 Januna Kh Malegaon 1 Kinhiraja 2 Kawaddari 3 Wardari kh 4 Wardari Bk 5 Udi 6 Jaulka 7 Davha 8 Ansing 9 Kurala 10 Sukanda 11 Ridhora 12 Warangi 13 Kalambeshwar 14 Mungala 15 Kherdi 16 Regaon 17 Kolgaon kh 18 Kolgaon Bk 19 Tarodi 20 Kharodi 21 Salawalad Risod 1 Kenwad

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BULDHANA Mekhar 1 Belgaon 2 Gohogaon 3 Dongaon 4 Andhrud 5 Umara 6 Anjani Bk 7 Shahapur 8 Pimpri mali 9 Sabra 10 Faizalapur 11 Gawandhala 12 Kalyana 13 Ernadoli 14 Mehkar MCI 15 Babhulkhed 16 Chaingaon 17 Bartala 18 Shivpuri 19 Parda Lonar 1 Banda 2 Rajni 3 Shivani Pisa 4 Anjni Kh 5 Gunjapur 6 Khalegaon 7 Mendawa Sindkhed-raja 1 Deulgaon Kol 2 Kumbefal 3 Wardadil Kh 4 Dusarbid 5 Tadhegaon 6 Hiwarkhed 7 Raheri Kh 8 Kingaon Raja 9 Vizora 10 Shelgaon Raut 11 Waghjai 12 Pimpalgaon Lendi 13 Palaskhed chakka 14 Jalgaon 15 Ugala 16 Pimpalkhuta 17 Sawargaon Mal Deulgaon-Raja 1 Bamkhed 2 Asola Pr Sindkhed 3 Palaskhed zalta 4 Palaskhed Malakdeo 5 Tuljapur 6 Golegaon

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Table 61-Structures to be affected Sr. no. Chainage Structure From / At To 1 105+600 105+800 Ware House 2 131+080 Residential House 3 136+000 Residential House 4 182+600 183+000 Ware House, Residential House 5 194+000 Residential House 6 277+702 Residential House 7 294+935 Residential House 8 295+200 295+400 Residential House 9 303+600 Residential House 10 313+200 313+600 Residential House 11 315+489 Residential House 12 319+137 Residential House 13 321+200 Residential House 14 336+400 336+600 Residential House 15 337+921 Residential House 16 345+200 Residential House 17 345+666 Residential House

Development of highway projects is, generally intended to improve the socio-economic welfare of the people that currently reside, or will reside in future, within the project influence area. A major infrastructure project, such as this one, has the potential to totally transform the socio-economic condition of the region that it passes through. Therefore, as part of project feasibility, social screening is undertaken in parallel with environment, engineering and economic screening. This initial screening also facilitates the process of Social Impact Assessment study and preparation of the Resettlement Action Plan (RAP).

So far, in the sections preceding this one, we have screened the social landscape from a macro viewpoint, that is, from the viewpoint of the state of Maharashtra. However, it is imperative to also screen the social landscape from a micro viewpoint, that is, from the viewpoint of the districts and villages that lie within the immediate influence area of the project. From section 5.9 onwards, we present a brief socio-economic overview of the districts and villages that are covered under the project. Also, several site visits were conducted in order to capture and document the viewpoint of the project affected people (PAP). All these are also covered in the sections that follow.

Delineation of the Project Influence Area (PIA) In order to objectively capture the PIA of the Nagpur Mumbai Super-Communication expressway, an Origin-Destination survey was carried out at four locations on the starch of Package-II, which covers a total distance of about 257.881 kms out of the total express-way length of 701 kms. The analysis done for identifying the PIA of the project is summarized in

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Table 62. As per the survey, these vehicles originate from all parts of India, namely Eastern, Northern and Southern regions. However, in the socio-economic analysis that we have done for the PIA, we cover the three districts of Amravati, Washim and Buldhana that lie within the immediate influence area of the project. The same is presented in the sections that follow.

Table 62-Origin of vehicle category-wise Analysis of influence area Goods PAX LCV 2 - 3 - Oversized Car Taxi Mini Bus Total Axle Axle vehicles Bus Origin & Destination in 73% 67% 58% 53% 97% 96% 98% 97% 76% Maharashtra Origin/ Destination - in 27% 33% 42% 47% 3% 4% 2% 3% 24% Rest of India Source: OD survey

4.3.6.5 PUBLIC CONSULTATION Public consultation was carried out at various villages of three districts Amravati, Washim & Buldhana. Photographs showing Pubclic Consultation at Amravati, Washim & Buldhana are represented as Figure 18, 19 and 20 respectivaly. The minutes of public consultation enclosed as Annexure 6.

Public Consultation at Nimbhora Raj, Amravati

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Public Consultation at Nimbhora Raj, Amravati

Public Consultation at Shendurjana, Amravati Figure 20-Public Consultation at Amravati

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Meeting with Farmers – Tarodi, Washim

Meeting with Farmers – Tarodi, Washim

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Meeting with Farmers – Kenvad, Washim

Meeting with Farmers – Kenvad, Washim

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Meeting with Farmers – Julka, Washim

Meeting with Farmers – Julka, Washim

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Meeting with Farmers –Kolegaon, Washim

Meeting with Farmers –Kolegaon, Washim

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Meeting with Farmers –Ridhora, Washim

Meeting with Farmers –Ridhora, Washim Figure 21-Public Consultation at Washim

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Meeting with Farmer at Bhalegaon, Buldhana

Meeting with Farmer at Golegaon, Buldhana

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Meeting at Sabra, Buldhana

Meeting with Farmer at Anjani Bk Buldhana

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Meeting with Farmer at Deulgaon Kol, Buldhana

Meeting with Farmer at Shivani Pisa, Buldhana

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Meeting at Ranjani, Buldhana

Meeting with Farmer at Anjani Bk, Buldhana

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Meeting with Farmer at Shahapur, Buldhana

Meeting with Farmer at Malkapur Pangra Buldhana

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Meeting with Farmer at Shivpuri, Buldhana

Meeting with Farmer at Bamkhed, Buldhana

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Meeting with Farmer at Parda, Buldhana

Meeting with Farmer at Asola, Buldhana

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Meeting with Farmer at Gohegaon Buldhana Figure 22-Public Consultation at Buldhana 4.3.7 Ecology & Biodiversity The biological environment plays a significant role in the overall environment impact assessment of any area. The biological parameters, including the plants, animals, human beings, modifications in the habitat conditions, etc. are critical indicators, which need consideration during an EIA study. It is very important to identify the impacts of the different project activities on the surrounding flora and the fauna.

It is understood that the overall project development shall increase the human interference in the area and hence contributes to some extent in minor disturbance on the ecology of the area. The Remedial actions for these minor disturbances take several forms, i.e., mitigation and compensation. By applying the “positive planning approach,” Environmental reports with regard to impact on the biodiversity and ecology was undertaken.

Biodiversity and infrastructure: Infrastructure or related projects impact biodiversity directly by displacement of species and their habitats. The conversion of landuse from more natural or rural habitat to a more human dominated use results in loss of species. Following the direct impact, there can also be indirect and long term consequence due to increasing human activity and associate garbage, traffic and noise. Infrastructure project may also have positive effect on some species that thrive well amongst humans. Also, if such a project is carried out in an already degraded and deforested landscape, it may improve ecology and diversity of the local landscape by plantation and creating habitats that may be suitable for many species.

Understanding the biodiversity profile of the area can provide data for better decision- making, developing practices, mitigation plans, and suggesting biodiversity offsets for the conservation of threatened biodiversity. Therefore, this study has an imperative relevance.

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4.3.7.1 Background The study was commissioned to Fine Envirotech Engineers. in-order to review the present status of natural ecology and biodiversity elements in the Core area (500 meters around both the side of the alignment) and surrounding region (10 km around both the side of the alignment) i.e. Buffer area. The objectives of this study were to provide an assessment of present status of flora, fauna and ecological habitat in the site, comment upon ecological richness, assess the occurrence of ecologically important or rare variety of floral and faunal species, evaluate possible direct or indirect impact of the project on ecology - biodiversity and suggest mitigation measures accordingly.

This document considers definition of ecological impact as any and all changes in the structure and function of ecosystems. In a general perspective, loss or alteration of species, communities and population structure may cause changes in ecological dynamics, interactions and functions and thereby may lead to ecological impact. Therefore, flora and fauna are documented and used in this particular study/survey as a primary tool to understand the status of ecology in core and buffer areas and analyze the ecological impact of the corresponding project.

4.3.7.2 The study area The details of project location for Package II are as follows: Project name Nagpur Mumbai Express Way Project type Infrastructure Project status Proposed Proponent MSRDC Location (phase II) Pulgaon - Karanjalad – Shindkhed raja District Amravati – Wasim – Buldhana State Maharashtra

The alignment passes through the Vidarbha region which on the East of the Central Maharashtra. Marathwada region. The Alignment for Package II passes through three districts of Amravati Revenue division i.e. Amravati, Washim and Buldana Districts.

The project area is lies in deccan plateau. Terrain is pre-dominantly Plain/Rolling Terrain with some Hilly Terrain Patches encountered intermittently particularly between Shelu, Malegaon and near Sindhkhedraja. All along the stretch the Land use is predominantly Agricultural which is about 93.26% of the Length. There are patches of Barren land (2.75%) and Forest land (about 3.98 %).It has been observed that the part of the project i.e. from km 213+500 to km 214+000 is passing through Ecologically Sensitive Zone of Katepurna Wild Life Sanctuary of Akola Forest division in Washim District. The proposed road alignment is within 5 km from the boundary of the Katepurna Wild Life Sanctuary.

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4.3.7.3 Scope of the study  To assess the flora and fauna present in the core and buffer  Identify species and species communities in buffer and core  Identify species of conservation importance  Identify locations, habitats and features of ecological significance

4.3.7.4 Activities undertaken during the study 1. Flora survey  Tree, shrub, herb, climber and grass species identification and enumeration  Phytosociological survey  Classification and identification of native/exotic  Identification of species of conservation significance

2. Fauna survey  Documentation of Avian, Reptilian, Insect, Amphibian, Mammal and other faunal diversity  Observations by direct and indirect evidences (Direct evidence- Sighting and hearing, Indirect evidence- Pug marks, nests and other signs)  Classification and identification of native/exotic  Analysis of protected, conservation significance and scheduled species  Photo documentation

4.3.7.5 Survey limitation This survey records the flora and fauna evident on the days of the site visit and field survey. It does not record any flora or fauna that may appear at other times of the year, and as such, were not evident at the time of visit. The report represents ecological status of the area evident during the particular period of the study.

4.3.7.6 Materials and Methods Desk Study The purpose of the desk study was to identify habitats and species of conservation value that may not have been present or apparent during the survey visit (e.g. season specific plants). The desk study was also helpful in understanding the historical biodiversity and ecological status of the site.

The desk study was carried out by referring the hard copy literature related to ecology and biodiversity of the region or of other related areas encompassing the proposed site. Literature survey was also undertaken by collecting and stating research papers and reports specific to the region.

Habitat Survey To collect data on flora (Herbs, Shrubs and Trees) and fauna (Birds, Insects, Spiders, Reptiles, Mammals) various strategies were practiced. These strategies differed as per the habit and habitat of concerned group of species.

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Flora All species of flora and fauna encountered at anytime during the fieldwork have been added to the total species list. However given the lack of homogeneity and the linear layout of the site a stratified random sampling regime was utilized. The habitat types were sampled independently using randomly placed point counts for birds and small belt transects for plants Fauna Surveys of the flora and selected faunal groups of the proposed site were conducted in month of Semptember & October 2016. The surveys were carried out at 39 representative points throughout the study area. The standard point count method was used. All birds heard and seen were counted over a 30 minute period at each point. The points are listed in Table 63.

Table 63-The Study area 39 representative points Sr. no. Villages Distance from proposed Direction (High Vegetations areas) alignment (m) 1. Ashta 360 South 2. Talani 310 North 3. Nimbhora Raj 389 North 4. Asegaon 667 North 5. Wadhona 222 North 6. Manjarkhed 252 North 7. Mogra 616 South 8. Jawala 293 North 9. Dhotra 264 North 10. Chikhali Vaidya 130 South 11. Mangrul Chawala 704 South 12. Lohogaon 420 North 13. Wadhona (Ramnath) 613 North 14. Karli 420 South 15. Kherda 525 South 16. Valai 338 North 17. Poha 250 North 18. Lohara 301 North 19. Pangri 567 North 20. Shendurjana 580 South 21. Januna Kh 85 South 22. Kawardari 331 North 23. Kurula 245 South 24. Sukanda 504 North 25. Ridhora 589 North 26. Warangi 357 South 27. Shahapur 300 North 28. Sabra 119 South 29. Shivpuri 560 North West

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30. Parda 466 North East 31. Rajani 484 South 32. Dhanora 360 North 33. Khalegaon 580 South 34. Deulgaon Kol 530 North 35. Mandwa 425 South 36. Wardadil Kh 585 South 37. Tadegaon 207 North 38. Pimpalkhuta 198 North 39. Palaskhed Malakdeo 111 North

4.3.7.7 Floristic diversity Floristic study has been undertaken to document diversity of herb, shrub, climber and tree species prevalent in the areas falling within the study area. Background information on floristic/vegetation diversity from literature survey was used to create the detailed account of local vegetation that may not have been encountered during the study. The specimens were identified by using keys from Flora of Maharashtra. Pascal key has been used for specimens without reproductive organs. Based on direct field observations and strategic selection of sampling locations primary data was collected to represent the status of flora prevalent in the study area of the project.

Flora in the study area Species richness Species richness indicates the total number of species present in a given area or in a given category. The total species richness is often used as indicator of biodiversity Value. The species richness in the study area was measured by calculating the total number of species encountered during the study phase. Total 194 species were encountered during the study phase. The biodiversity of the area in and around the project site is dominated by tree species followed by herb and then shrub presented in Table 64. The species encountered in the Study area can be categorized into following habit group combinations:

Table 64-Biodiversity in the Area Habitat groups Number of species Tree 145 Shrub 14 Herb 10 Grass 16 Climber 9 Total 194

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Figure 23-: COMPOSITION OF PLANT DIVERSITY SEEN IN THE STUDY AREA

The checklist of species observed is shown in Table 65. The Project area is consisting of agriculture land, forest land and barren land. During survey we found some patches of orange and pomegranate farming within project area. During the period of the Study, the total number of plant species recorded was 194. These species can be grouped in to 61 families. The most common family was Fabaceae, followed by Caesalpiniaceae (Family legumes) & Apocynaceae.

Table 65-Checklist of Plant Species Observed In The Study Area Sr. no. Local name Botanical name Family 1 Aain Terminalia crenulata Combretaceae 2 Achar Buchanania lanzan Anacardiaceae 3 Adulsa Adhatoda vasica Acanthaceae 4 Agadha Achyranthes aspera Amaranthaceae 5 Ain Terminalia alata Combretaceae

6 Akkalkara Anacyclus pyrethrum Asteraceae 7 Ali/Aal/Bartondi Morinda tinctoria Rubiaceae 8 Amaltas/Bahawa Cassia fistula Caesalpiniaceae 9 Amarbel Cuscuta reflexa Convolvulaceae 10 Amta Bauhinia malabarica Caesalpiniaceae 11 Anantmool Hemidesmus indica Apocynaceae 12 Anjan Hardwickia binata Fabaceae 13 Antibala Abutilon indicum Malvaceae 14 Apta/Kachnar Bauhinia racemosa Caesalpiniaceae 15 Arati Acacia caesia Mimoseae

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16 Arjun Terminalia arjuna Combretaceae 17 Arni Clerodendrum multiflorum Verbenaceae 18 Asvagandha Withania somnifera Solanaceae 19 Austrelian babul Acacia auriculiformis Mimoseae 20 Awala Phyllanthus emblica Euphorbiaceae 21 Babul/Babool Acacia nilotica Mimoseae 22 Bajradanti Tephrosea purpurea Fabaceae 23 Baka neem Melia azedarach Meliaceae 24 Bakul Mimusops elengi Sapotaceae 25 Bala Sida cordifolia Malvaceae 26 Bartondi Morinda pubescens Rubiaceae 27 Beheda Terminalia bellerica Combretaceae 28 Bel Aegle marmelos Rutaceae 29 Bhirra Chloroxylon swietenia Rutaceae 30 Bhokar Cordia dichotoma, Boraginaceae 31 Bhuiawalla Phyllanthus fraternus Phyllanthaceae 32 Bhuriningani Solanum surattense Solanaceae 33 Biba/Bhilawa Semecarpus anacardium Anacardiaceae 34 Bija Pterocarpus marsupium Fabaceae 35 Bistendu Diospyros montana Ebenaceae 36 Brahami Cantella asiatica Apiaceae 37 Chandan Santalum album Santalaceae 38 Chichwa Albizzia odoratissima Mimoseae 39 Chilahar Caesalpinia sapiaria Caesalpiniaceae 40 Chinch Tamarindus indica Caesalpiniaceae 41 Chirati Mukia maderaspatana Cucurbitaceae 42 Dahibaras Cordia macleodii Boraginaceae 43 Datura Datura metel Solanaceae 44 Dhaman Grewia tilifolia Tiliaceae 45 Dhaora/Dahwada Anogeissus latifolia Combretaceae 46 Dhoban/Phansi Dalbergia paniculata Fabaceae 47 Dudhavel Lettsomia setosa Convolvulaceae 48 Dukkerkand Dioscorea bulbifera Dioscoreaceae 49 Gajkarni Rhinacanthus nasuta Acanthaceae 50 Ghingan Lannea coromandelica Anacardiaceae 51 Ghotbor Zizyphus xylopytus Rhamnaceae 52 Ghoti/Ghot Zizyphus glaberrima Rhamnaceae 53 Girisidiya Gliricidia sepium Fabaceae 54 Gokarna Barleria cristata Acanthaceae 55 Gokarni Clitoria ternatea Fabaceae 56 Gorakhmundi Sphaerantus indicus Asteraceae 57 Gulvel Tinospora cordifolia Menispermaceae

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58 Hadjod Cissus quadrangularis Vitaceae 59 Haldu Adina cordifolia Rubiaceae 60 Hirda/Harra Terminalia chebula Combretaceae 61 Jamalgota Baliospermum montanum Euphorbiaceae 62 Jambhul/Jamun Syzygium cuminii Myrtaceae 63 Jangli-methi Sida rhombifolia Malvaceae 64 Jasvant Hibiscus rosasinensis Malvaceae 65 Kadai Sterculia urens Malvaceae 66 Kadhineem Murraya Koenigii Rutaceae 67 Kali musali Curculigi orchioides Hypoxidaceae 68 Kalijiri Centratherum Anthelminticum Asteraceae 69 Kallawai Gloriosa superba Colchicaceae 70 Kalmegh Andrographis paniculata Acanthaceae 71 Kanchan Bauhinia varniegat Caesalpiniaceae 72 Kangni Solanum nigrum Solanaceae 73 Karam.Mundi Mitragyna parviflora Rubiaceae 74 Karanj Pongamia pinnata Fabaceae 75 Karu(Cassia) Cassia siamea Caesalpiniaceae 76 Karwad Carissa carandas Apocynaceae 77 Katsawar Bombax ceiba Bombacaceae 78 Kavath Feronia elephantum Rutaceae 79 Keokand, Kust Costus speciosus Costaceae 80 Kevada Pandanus odoratissimus Pandanaceae 81 Khair Acacia catechu Mimoseae 82 Khirni Manilkara hexandra Sapotaceae 83 Kurmudi Tridax procumbens Asteraceae 84 Kuda Holarrhena antidysenterica Apocynaceae 85 Maka Eclipta alba Asteraceae 86 Maniphal Catunargegam nutans Rubiaceae 87 Medsing Dolichandrone falcata Bignoniaceae 88 Medsing Gymnema sylvestre Apocynaceae 89 Moha/Mahuwa Madhuca longifolia Sapotaceae 90 Mokha Schrebera swietenioides Oleaceae 91 Mothi-ringani Solanum ferox Solanaceae 92 Musta Cyperus rotundus Cyperaceae 93 Nagvel, Pan Piper betle Piperaceae 94 Neem Azadarachta indica Meliaceae 95 Palas Butea monosperma Fabaceae 96 Pandhara chapa Plumeria alba Apocynaceae 97 Parijat Nyctanthes arbor Oleaceae 98 Patharchur Plectranthus aromaticus Lamiaceae 99 Phanas Artocarpus heterophyllus Moraceae

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100 Pipal Ficus religiosa Moraceae 101 Kusum Schleichera oleosa Sapindaceae 102 Lajkuli Mimosa pudica Fabaceae 103 Lemon grass Cymbopogon citratus Poaceae 104 Lendia/Lenda Lagerstroemia parviflora Lythraceae 105 Lokhandi Ixora arborea Rubiaceae 106 Madang Dendrophthoe falcata Loranthaceae 107 Maharukh Ailanthus excelsa Simaroubaceae 108 Rakta-rohida Tecomella andulata Bignoniaceae 109 Rampahal Annona reticulata Annonaceae 110 Ranjai Clematis triloba Ranunculaceae 111 Ran-kanda Drimia indica Asparagaceae 112 Ratan Gunj Adenanthera pavonina Fabaceae 113 Ratanjot Jatropha curcus Euphorbiaceae 114 Ritha Sapindus trifoliatus Sapindaceae 115 Rohan Soymida febrifuga Meliaceae 116 Rohini Mallotus philippinensis Euphorbiaceae 117 Rui Calotropis gigantea Apocynaceae 118 Sadafully Catharanthus roseus Apocynaceae 119 Safed musali Chlorophytum tuberosum Asparagaceae 120 Sag/Sagwan/Teak Tectona grandis Verbenaceae 121 Sagargota Caesalpinia bonducella Caesalpiniaceae 122 Salai Boswellia serrata Burseraceae 123 Salaparni Desmodium gangeticum Fabaceae 124 Samudraphal Barringtonia acutangula Lecythidaceae 125 Saptaparni Alstonia scholaris Apocynaceae 126 Sarpagandha Rauwolfia serpentina Apocynaceae 127 Satavari Asparagus racemosus Asparagaceae 128 Shevga Moringa oleifera Moringaceae 129 Shiwan/Siwan Gmelina arborea Verbenaceae 130 Sirus(White) Albizzia procera Mimoseae 131 Sissoo Dalbergia sissoo Fabaceae 132 Sitaphal Annona squamosa Annonaceae

133 Suran Amorphophallus paeoniifolus Araceae 134 Surankanda Tacca leontopetaloides Dioscoreaceae 135 Takla cassia tora Caesalpiniaceae 136 Tendu Diospyros melanoxylon Ebenaceae 137 Tiwas Ougeinia oojeinensis Fabaceae 138 Umbar Ficus racemosa Moraceae 139 Vacha Acorus calamus Acoraceae 140 Van tulsi Ocimum basilicum Lamiaceae 141 Vasan vel Cocculus hirsutus Menispermaceae

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142 Vidanga Embelia ribes Myrsinaceae 143 Waghati Capparis moonii Capparaceae 144 Widang Embelia tsjeriam Primulaceae 145 Zizurti Sida spinosa Malvaceae 146 Bharati Gymnosporia spinosa Celasteraceae 147 Chillari Mimosa rubicaulis Mimoseae 148 Chillati Caesalpinia sepiaria Caesalpiniaceae 149 Dhayati Woodfordia floribunda Lythraceae 150 Dudhi/Kalakuda Wrightia tinctoria Apocynaceae 151 Karat Barleria prionitis Acanthaceae 152 Kari Korando Carissa spinarium Apocynaceae 153 Kuda, Indrajav Holarrhena antidysenterica Apocynaceae 154 Muradsheng/Marorphal Helicteres isora Sterculiaceae 155 Nirgudi Vitex negundo Verbenaceae 156 Sindhi/Chhindi Phoenix sylvestris Arecaceae 157 Tarwar Cassia auriculata Caesalpiniaceae 158 Waghoti Capparis horrida Capparidaceae 159 Zingrool/Pharsa Grewia orbiculata Tiliaceae 160 Divali Tephrosia hamiltonii Fabaceae 161 Gajargawat Parthenium hysterophoru Asteraceae 162 Gokhru Tribulus terrestris Zygophyllaceae 163 Hamata Stylosanthes hamata Caesalpiniaceae 164 Pivili tilwan Cleome viscosa Cleomaceae 165 Pivla Dhotra Argemone mexicana Papaveraceae 166 Rantulsi/Bantulsi Hyptis suaveolens Lamiaceae 167 Rantur Atylosia scarabaeoides Fabaceae 168 Scabra Stylosanthes scabra Caesalpiniaceae 169 Tarota Cassia tora Caesalpiniaceae 170 Bhuikand/Baichend Dioscorea daemona Dioscoreaceae 171 Chilati Acacia pennata Mimoseae 172 Eruni Zizyphus oenoplia Rhamnaceae 173 Gunchi/Gunj Abrus precatorius Fabaceae 174 Kawavel Cryptolepis buchanani Apocynaceae 175 Palasvel Butea superba Fabaceae 176 Mahulbel/Mahul Bauhinia vahlli Caesalpiniaceae 177 Khajkuri Mucuna pruriens Fabaceae 178 Piwarvel Combretum ovalifolium Combretaceae 179 Bans Dendrocalamus strictus Poaceae 180 Bhurbhusi Eragrostis tenella Poaceae 181 Dongri gavat Chrysopogon montana Poaceae 182 Duswa/Haryalli/Doob Cynodon dactylon Poaceae 183 Guhar, marwel Andropogon annulatus Poaceae

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184 Kans Saccharum spontaneum Poaceae 185 Khas Vetiveria zizanioides Poaceae 186 Kodmor Apluda varia Poaceae 187 Kunda Ischaemum pilosum Poaceae 188 Kusal Heteropogon contortus Poaceae 189 Kusal Heteropogon contortus Poaceae 190 Mushan Iseilema laxum Poaceae 191 Paonia Sehima sulcatum Poaceae 192 Sabai or sum Ischaemum angustifolium Poaceae 193 Sheda Schima nervosum Poaceae 194 Tikhadi/Rusa/Rosha Cymbopogon martini Poaceae

4.3.7.8 Faunal diversity To study faunal diversity and richness in the area, random sightings were preferred and various methods of observation were practiced. For reptiles, stone lifting was done rock crevices and wall space of structures in the site were checked. Amphibians were searched near the stagnant water pools and small streams. Insects were observed on underside of leaves, bushes and other places. Birds were studied by point sampling method and mammal diversity assessment was based on indirect evidences and random interviews with the local human community. Visited local fish market for secondary fish data

Fauna in the study area Mammals The common mammals observed in the study area were the Common langur. Other mammals like Black buck and seen in some patches near Pangri village. Total 9 species of mammals from 8 family observed during study. The species encountered in the Study are as follows in Table 66.

Table 66-Mammals Observed In The Study Area Sr. No. Common name Sceintific name Family IUCN status 1 Nilgai Boselaphus tragocamelus Bovidae LC 2 Black buck Antelope cervicapra Bovidae NT 3 Jungle cat Felis chaus Felidae LC 4 Common langur Presbytis entellus Cercopithecidae LC 5 Indian palm squirrel Funambulus palmarum Sciuridae LC 6 Indian hare Lepus nigricollis Leporidae LC 7 Flying fox Pteropus giganteus Pteropodidae LC 8 Indian large civet Viverra zibetha Viverridae LC 9 Indian grey mongoose Herpestes edwardsii Herpestidae LC

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Avian diversity In the study area, 81 species of birds were observed during the study. The observations were made based on direct sightings and bird calls. Amonst the birds documented during this study none of the species were classified as Endangered or rare except Ciconia episcopus which is a Vulnerable spieces. The list of Bird species observed is attached in Table 67.

Table 67-Birds Observed in the Study Area Sr. No. Common name Scientific name Family IUCN status 1 Crested Serpent Eagle Spilornis cheela Accipitridae Least Concern 2 Black kite Milvus migrans Accipitridae Least Concern 3 Brahminy kite Haliastur indus Accipitridae Least Concern 4 Shikra Accipiter badius Accipitridae Least Concern 5 Black-winged kite Elanus caeruleus Accipitridae Least Concern 6 Blyth's reed warbler Acrocephalus dumetorum Acrocephalidae Least Concern 7 Common iora Aegithina tiphia Aegithinidae Least Concern 8 Ashy crowned sparrow lark Eremopterix griseus Alaudidae Least Concern 9 Rufous tailed lark Ammomanes phoenicura Alaudidae Least Concern 10 Common kingfisher Alcedo atthis Alcedinidae Least Concern 11 Spot-billed duck Anas poecilorhyncha Anatidae Least Concern 12 Alpine swift Tachymarptis melba Apodidae Least Concern 13 Cattle egret Bubulcus ibis Ardeidae Least Concern 14 Little egret Egretta garzetta Ardeidae Least Concern 15 Intermediate egret Mesophoyx intermedia Ardeidae Least Concern 16 Great egret Ardea alba Ardeidae Least Concern 17 Indian pond heron Ardeola grayii Ardeidae Least Concern 18 Grey heron Ardea cinerea Ardeidae Least Concern 19 Pied kingfisher Ceryle rudis Cerylidae Least Concern 20 Red wattled lapwing Vanellus indicus Charadriidae Least Concern

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21 Asian openbill Anastomus oscitans Ciconiidae Least Concern 22 Painted stork Mycteria leucocephala Ciconiidae Near Threatened 23 Woolly-necked stork Ciconia episcopus Ciconiidae Vulnerable 24 Plain prinia Prinia inornata Cisticolidae Least Concern 25 Jungle prinia Prinia sylvatica Cisticolidae Least Concern 26 Ashy prinia Prinia socialis Cisticolidae Least Concern 27 Common tailorbird Orthotomus sutorius Cisticolidae Least Concern 28 Eurasian collared dove Streptopelia decaocto Columbidae Least Concern 29 Laughing dove Spilopelia senegalensis Columbidae Least Concern 30 Rock pigeon Columba livia Columbidae Least Concern 31 Spotted dove Spilopelia chinensis Columbidae Least Concern 32 Indian roller Coracias benghalensis Coraciidae Least Concern 33 House crow Corvus splendens Corvidae Least Concern 34 Jungle crow Corvus macrorhynchos Corvidae Least Concern 35 Asian koel Eudynamys scolopaceus Cuculidae Least Concern 36 Greater coucal Centropus sinensis Cuculidae Least Concern 37 Black drongo Dicrurus macrocercus Dicruridae Least Concern 38 Greater racket-tailed drongo Dicrurus paradiseus Dicruridae Least Concern 39 Red avadavat Amandava amandava Estrildidae Least Concern 40 Scaly breasted munia Lonchura punctulata Estrildidae Least Concern 41 White-throated kingfisher Halcyon smyrnensis Halcyonidae Least Concern 42 Barn swallow Hirundo rustica Hirundinidae Least Concern 43 Wire-tailed swallow Hirundo smithii Hirundinidae Least Concern 44 Dusky crag Martin Ptyonoprogne concolor Hirundinidae Least Concern 45 Long-tailed shrike Lanius schach Laniidae Least Concern 46 River tern Sterna aurantia Laridae Near Threatened 47 Jungle babbler Turdoides striata Leiothrichidae Least Concern

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48 White-cheeked barbet Psilopogon viridis Megalaimidae Least Concern 49 Green bee-eater Merops orientalis Meropidae Least Concern 50 Asian paradise flycatcher Terpsiphone paradisi Monarchidae Least Concern 51 Yellow wagtail Motacilla flava Motacillidae Least Concern 52 White wagtail Motacilla alba Motacillidae Least Concern 53 White-browed wagtail Motacilla maderaspatensis Motacillidae Least Concern 54 Pied bushchat Saxicola caprata Muscicapidae Least Concern 55 Oriental magpie robin Copsychus saularis Muscicapidae Least Concern 56 Common stonechat Saxicola torquatus Muscicapidae Least Concern 57 Purple-rumped sunbird Leptocoma zeylonica Nectariniidae Least Concern 58 Purple sunbird Cinnyris asiaticus Nectariniidae Least Concern 59 Indian golden oriole Oriolus oriolus Oriolidae Least Concern 60 House sparrow Passer domesticus Passeridae Least Concern 61 Little cormorant Microcarbo niger Phalacrocoracidae Least Concern 62 Indian Peafowl Pavo cristatus Phasianidae Least Concern 63 Greater flameback Chrysocalaptes guttacristatus Picidae Least Concern 64 Baya weaver Ploceus philippinus Ploceidae Least Concern 65 Rose ringed Parakeet Psittacula krameri Psittaculidae Least Concern 66 Plum-headed parakeet Psittacula cyanocephala Psittaculidae Least Concern 67 Red vented bulbul Pycnonotus cafer Pycnonotidae Least Concern 68 Red-wiskered bulbul Pycnonotus jocusus Pycnotidae Least Concern 69 Purple swamphen Porphyrio porphyrio Rallidae Least Concern 70 White breasted waterhen Amaurornis phoenicurus Rallidae Least Concern 71 Black-winged stilt Himantopus himantopus Recurvirostridae Least Concern 72 White-browed fantail Rhipidura aureola Rhipiduridae Least Concern 73 Brahminy starling Sturnia pagodarum Sturnidae Least Concern 74 Asian pied starling Sturnus contra Sturnidae Least Concern

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75 Common myna Acridotheres tristis Sturnidae Least Concern 76 Sykes's warbler Hippolais Syluiidae Least Concern 77 Orphean warbler Sylvia hortensis Sylviidae Least Concern 78 Red-naped ibis Pseudibis papillosa Threskiornithidae Least Concern 79 Large Gray babbler Turdoides malcolmi Timaliidae Least Concern 80 White-throated fantail Rhipidura albicollis Truerhipiduridae Least Concern 81 Hoopoe Upupa epops Upupidae Least Concern

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Reptiles During Study of reptiles, stone lifting was done rock crevices and wall space of structures in the Study site was checked. Amphibians were searched near the stagnant water pools and small streams and rivers etc. Total 28 species of reptiles from 11 Families were observed in Study area. While 7 nos of Species of Amphibian from 4 families were recorded. Checklist of Reptiles and amphibian is listed below in Table 68.

Table 68-Checklist Of Reptile And Amphibian Observed In The Study Area Common name Scientific name Family Status REPTILIA Common Garden Lizard Calotes versicolour Agamidae A Indian Fan-Throated Lizard Sitana ponticeriana Agamidae C Common Chameleon Chamaeleo zeylanicus Chamaeleonudae O Brook’s Gecko Hemidactylus brookii Gekkonidae A Yellow-bellied house gecko Hemidactylus flaviviridis Gekkonidae A Square Spotted Gecko Hemidactylus gracilis Gekkonidae C Bark Gecko Hemidactylus leschenaultia Gekkonidae U Termite Hill Gecko Hemidactylus triedrus Gekkonidae C Golden Skink Eutropis carinatus Scincidae A Common Skink Eutropis macularia Scincidae C Lined Supple Skink Lygosoma lineata Scincidae U Bengal Monitor Varanus bengalensis Varanidae U Common Sand Boa Eryx conicus Boidae C Checkered Keel Back Water Xenochrophis piscator Colubridae A Common Cat Snake Boiga trigonata Colubridae U Common Vine Snake Ahaetulla nasuta Colubridae R Common Wolf Snake Lycodon aulicus Colubridae A Dhaman / Indian Rat Snake Ptyas mucosa Colubridae A Dumeril’s Black Headed Snake Sibynophis subpunctatus Colubridae O Common kukri snake Oligodon arnensis Colubridae U Trinket Snake Coelognathus helena helena Colubridae A Bronze Back tree Snake Dendrelaphis tristis Colubridae U Common Krait Bangarus caeruleus Elapidae C Spectacled Cobra Naja naja Elapidae A Beaked worm Snake Grypotyphlops acutus Typhlopidae U Indian Python Python molurus molurus Pythonidae O Russell’s Viper Daboia russelli Viperidae C Saw Scaled Viper Echis carinatus Viperidae C

AMPHIBIA Common India Toad Duttaphrynus melanostictus Bufonidae A Ornate Narrow Mouthed Frog Microhyla ornate Mycrohylidae C

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Indian Cricket Frog Fejervarya limnocharis Dicroglossidae C Indian Skipper Frog Euphlyctis cyanophlyctis Dicroglossidae A Indian Bull Frog Hoplobatrachus tigerinus Dicroglossidae A Indian Burrowing Frog Sphaerotheca breviceps Dicroglossidae A Common Tree Frog Polypedates maculatus Rhacophoridae U Abbreviations used in the Table

Status: - A-Abundant, C-Common, U-Uncommon-Occasional and R-Rare.

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Fishes Fish studies were carried out from Rivers, ponds, and lake Etc. As well as from local fish Market. Common fishes observed during study like Catla catla, Labeo rohita, Cyprinus carpio etc. Total 24 Species of fishes from 11 families were recorded. Fishes observed during study is listed below in Table 69. Table 69-Fishes Observed In the Study Area Common name Local name Scientific name Family Day's mystus Katirna Mystus bleekeri Bagridae Wynaad mystus Shingati Mystus montanus Bagridae Striped dwarf catfish Mystus vittatus Bagridae Mottled loach Chikli Nemacheilus botai botia Balitoridae Asiatic snakehead Dokrya Channa orientalis Channidae Tilapia Oreochromis mossambica Cichlidae Magur Magur Clarias batrachus Clariidae Catla catla Tambra Catla catla Cyprinidae Mrigal carp Cirrhinus mringala Cyprinidae Comon carp Soneri masha Cyprinus carpio communis Cyprinidae Big head carp Hypothalmichthys nobilis Cyprinidae Boggut labeo carp Sandshi Labeo boggut Cyprinidae Kuria labco Kursi Labeo gonius Cyprinidae Roho labeo Tambada masa Labeo rohita Cyprinidae Cotio Bhongi Osteobrama cotio cotio Cyprinidae Spot-fin swamp barb Kudale Puntius sophore Cyprinidae Blackline rasbora Dandai Rasbora daniconius Cyprinidae Chilwa Alkut Salmostoma bacaila Cyprinidae Finescale razorbelly minnow Ulkut Salmostoma phulo Cyprinidae Corsula mullet Rhinomugil corsula Mugilidae Grey featherback Patre Notopterus notopterus Notopteridae

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Barbados millions Guppy Poecilia reticulate Poeciliidae Goongwaree Goongwaree vacha Eutropiichthys goongwaree Schilbeidae Indian butter-catfish Valanj Ompok bimaculatus Siluridae

Insect Butterflies are indicators of a healthy environment and healthy ecosystems so butterfly study is very important from ecological point of view. Therefore the butterfly studies were carried out in entire study area of the alignment. During study 47 species of butterfly from 4 families were observed. Checklist of Butterfly observed during study is listed below in Table 72

Table 70-Butterfly Observed In the Study Area Sr. No Common Name Scientific Name Family 1 Tailed Jay Graphium agamemnon (Linnaeus) Papilionidae 2 Common Jay Graphium doson (C.& R. Felder) Papilionidae 3 Spot Swordtail Graphium nomius (Esper) Papilionidae 4 Common Rose Pachliopta aristolochiae (Fabricius) Papilionidae 5 Crimson Rose Pachliopta hector (Linnaeus)* Papilionidae 6 Lime Papilio demoleus Linnaeus Papilionidae 7 Common Mormon Papilio polytes Linnaeus Papilionidae 8 Pioneer Anaphaeis aurota (Fabricius) Pieridae 9 Lemon Emigrant Catopsilia pomona (Fabricius) Pieridae 10 Mottled Emigrant Catopsilia pyranthe (Linnaeus) Pieridae 11 Common Gull Cepora nerissa (Fabricius) Pieridae 12 Small Orange Tip Colotis etrida (Boisduval) Pieridae 13 Plain Orange Tip Colotis eucharis (Fabricius) Pieridae 14 Large Salmon Arab Colotis fausta (Oliver) Pieridae 15 Common Jezebel Delias eucharis (Linnaeus) Pieridae 16 Small Grass Yellow Eurema brigitta (Cramer) Pieridae

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17 Common Grass Yellow Eurema hecabe (Linnaeus) Pieridae 18 Spotless Grass Yellow Eurema laeta (Boisduval) Pieridae 19 Psyche Leptosia nina (Fabricius) Pieridae 20 Plain Tiger Danaus chrysippus (Linnaeus) Nymphalidae 21 Striped Tiger Danaus genutia (Cramer) Nymphalidae 22 Blue Tiger Tirumala limniace (Cramer) Nymphalidae 23 Common Indian Crow Euploea core (Cramer)* Nymphalidae 24 Dark Branded Bushbrown Mycalesis mineus (Linnaeus) Nymphalidae 25 Common Bushbrown Mycalesis perseus (Fabricius) Nymphalidae 26 Great Eggfly Hypolimnas bolina (Linnaeus) Nymphalidae 27 Common Evening Brown Melanitis leda (Linnaeus) Nymphalidae 28 Danaid Eggfly Hypolimnas misippus (Linnaeus)* Nymphalidae 29 Common Sailer Neptis hylas (Linnaeus) Nymphalidae 30 Painted Lady Cynthia cardui (Linnaeus) Nymphalidae 31 Peacock Pansy Junonia almana (Linnaeus) Nymphalidae 32 Grey Pansy Junonia atlites (Linnaeus) Nymphalidae 33 Yellow Pansy Junonia hierta (Fabricius) Nymphalidae 34 Chocolate Pansy Junonia iphita (Cramer) Nymphalidae 35 Lemon Pansy Junonia lemonias (Linnaeus) Nymphalidae 36 Blue Pansy Junonia orithya (Linnaeus) Nymphalidae 37 Common Leopard Phalanta phalantha (Drury) Nymphalidae 38 Angled Castor Ariadne ariadne (Linnaeus) Nymphalidae 39 Common Castor Ariadne merione (Cramer) Nymphalidae 40 Tawny Coster Acraea violae (Fabricius) Nymphalidae 41 Lesser Grass Blue Zizina otis (Murray) Lycaenidae 42 Rounded Pierrot Tarucus nara Kollar Lycaenidae 43 Zebra Blue Leptotes plinius Fabricius Lycaenidae

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44 Lime Blue Chilades laius (Stoll) Lycaenidae 45 Plains Cupid Chilades pandava (Horsfield) Lycaenidae 46 Grass Jewel Chilades trochylus Freyer Lycaenidae 47 Dark Grass Blue Zizeeria karsandra (Moore) Lycaenidae

4.3.7.9 Katepurna Wildlife Sanctuary Katepurna Wildlife Sanctuary is a part of Akola Forests Division in Washim District. Katepurna Wildlife Sanctuary was declared on vide Revenue and Forest Department No.WLD/ 1087/ 102872/ F-5 dated 8th February 1988. The proposed project alighnment from Ch. 213+500 to Ch. 214+000 passes through the eco sensitive zone of the Katepurna wildlife sanctuary. Details report of Working Plan of Akola forest division is attached as Annexure 7

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4.3.7.10 Photo Features

Image 1 – Site Study

Image 2 – Ashy Crowned Sparrow Lark

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Image 3 –Black Wing Kite

Image 4 – Golden Back Woodpecker

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Image 5 – Indian Roller

Image 6 – Red-Naped Ibis

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Image 7-White Eyed Buzzard

Image 8 -Woolly Necked Stork

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Image 9 – Black Bucks

Image 10 –Nilgai

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Image 11 – Langur

Image 12 - Bahava

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Image 13-Fishing at Wardha River

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CHAPTER 05: ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES

5.1 INTRODUCTION This chapter deals with the assessment of project impacts on environment. Mitigative measures are suggested to minimize the likely negative impacts. An environmental management plan is also suggested along with an estimate of environmental costs as an input for evaluation the economic feasibility of the project.

The project will have impacts of varying magnitude on different environmental components. These impacts could be categorized as- Primary impacts, i.e. impacts which occur as a direct result of the project activities Secondary and tertiary impacts, i.e. impacts that occur as a result of primary impacts.

Impacts could occur during the construction phase as well as during the operational phase. Impacts during these phases are discussed separately in this chapter.

In view of the above study, we will sub divide the key environmental factors into 3 groups:- In respect of existing status In respect of construction phase and In respect of operation phase

The type and magnitude of the impacts is entirely site specific. In order to logically analyze situation on a probable scale, following standards have been devised for the project under consideration to quantify the impact: • 0 = No Impact • 1 = Negligible • 2 = Mild • 3 = Moderate • 4 = Significant • 5 = Severe

Utility of the above noted qualitative scale is that it can be used as a method to approximately indicate varying order of caution while dealing with different stretches of the projectrefer Table 71.

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Table 71-List of Possible Environment Impacts due to Proposed Project Sr. Attributes Proposed Mitigative measures No. Development Impact Marks 1 Project Location 2 Change in land use pattern

2 Soil Slippage 1 Proper soil engineering and foundation designs and structural protection 3 Rock Quarrying 1 Material will be obtained from authorized agencies 4 Air quality 2 Provision of adequate monitoring during operational phase, no changes in this line during construction period due to proper mitigative measures. 5 Water Quality 2 Treatment & Disposal 6 Noise Quality 1 Proper noise control management plan during construction period, noise barriers in terms of thick vegetation proposed. 7 Land use 5 The land use pattern will change after the proposed project. 8 Reduction in built 1 Not Applicable habitation of structures 9 Displacement of 1 Around 17 commercial and residential population structures will be affected 10 Heritage / Archaeology 0 No such structures within the project area. 11 Socio - economy 1 Better employment opportunities, improved economic status, increase in commercial and business opportunity. 12 Loss of Environmental 1 Proposed project will cause changes in Aesthetics the existing Land use of the site, however, enhancement in the environmental settings envisaged.

Note: The total negative impact is only 18 where severe most could have been 5 x 12 = 60. So negative impact is 30% to positive impact is 70%. As the total positive impact of the project is 70%, therefore, it can be concluded that this is an environment friendly project.

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5.2 IMPACT DURING CONSTRUCTION PHASE The impact during construction will be localized and short term with permanent changes in use of surrounding land as compared to the current conditions. Impact will be primarily related to the civil works and less intensive impact is expected during erection of the equipment and trial operation. The details are given in the section below.

5.2.1 Land Environment Land use changes All along the stretch the Land use is predominantly Agricultural which is about 93.26% of the Length. There are patches of Barren land (2.75%) and Forest land (about 3.98 %). There will be change in landuse due to proposed highway to commercial.

5.2.1.1 Loss of agricultural land The about 93.26% of the land to be acquired for proposed highway is Agricultural which will lead to loss of agricultural land.

5.2.1.2 Solid Waste generation During construction phase there will be generation of solid waste due to construction activities as well as from labour camps. The waste generated will be stored will be temporarily stored at designated place.

Mitigation Measures Proper compensation will be provided for acquisition of agricultural land Excavated earth will be majorly used for site preparation and backfilling. Remaining excavated earth if any, will be disposed off at designated place. Indiscriminate dumping would be avoided. Other waste from construction will be disposed of safe. Indiscriminate settlement of workers should be avoided. The solid waste generated from labour camps will be disposed of in environmentally safe manner.

5.2.2 Soil Environment Top-soil is a valuable resource for the vegetation. Accordingly, it shall be saved from proposed alignment that will be disturbed during road construction.

5.2.2.1 Loss of Topsoil As most 80% of the land use is agricultural there will be loss of topsoil during highway construction. Also there will be loss of top soil due to indiscriminate excavation of the area. Loss of fertile top soil may be anticipated if not managed properly.

Quality of the soil may be degraded to spillage of oil and other chemicals during construction work, thus can affect fertility of the soil. Compaction of soil and movement of construction vehicles and equipments consequently leads to loss of fertility in the agriculture land beyond alignment. The proposed project road is a new alignment and will be passing through mainly agriculture fields thus can lead to damage to crops.

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Excavations of borrow pits and quarrying is another important activity, which have impact on land environment beyond the road alignment. Unplanned excavations of borrow pits leads to wastage of good agricultural lands. Without proper restoration plan, these pits can further have adverse impacts.

Mitigation Measure Topsoil Conservation Prior to excavation or filling top soil shall be removed. The topsoil removed shall be stored in earmarked areas. The topsoil stock / heap are prone to erosion, hence proper erosion control measures shall be provided. Mixing of topsoil with excavated material shall be avoided. All the top soil will be preserved separately at earmarked site away from other construction materials at site so as to avoid mixing with other materials or contamination. The topsoil removed shall be reused in green area development.

Mitigation measures to avoid impacts on soil To avoid loss of topsoil the ROW shall be marked in order to restrict movement of machineries and vehicles within the ROW only. To avoid contamination due to leakage or spillage the chemicals such as bitumen, oil, diesel, paint etc shall be stored in earmarked place with proper platform with catch pits etc.

Mitigation measures at Borrow Areas  Borrow materials for construction will be taken only from approved borrow areas.  To operate borrow areas on private land; land-owner’s written consent will be obtained. Borrow area will be selected as per Indian Road Congress Guidelines  No earth will be borrowed from within the proposed ROW.  The borrow area will be located preferably on non-productive, barren lands, raised lands, waste lands and environmental considerations will be met with.  The borrow pits will not be dug within 800m of town or village settlement.  After completion of material extraction, no scar will be left unattended. The borrow area will be suitably rehabilitated either by backfilling it or by dressing the sides of the borrow pit to create slope consistent to the adjoining land. Bottom of the pits will be graded towards natural outfalls to prevent water accumulation.

5.2.3 Air Environment The 93.26% of the alignment is passing through the agricultural land out of remaining 6.74% about 3.98% is forest land and 2.75% is barren land. The ambient air quality in entire stretch of the alignment is within the limits of National Ambient Air Quality Standard 2009.

5.2.3.1 Dust Generation During construction phase dust will generated due to –  Construction activities such as excavation, drilling, pilling, cement mixing and stone crushing etc.  Vehicular movement to and fro from construction site  Loading and unloading of construction material like stone, aggregates, cement etc.

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 High speed wind from stock piles of excavated material, cement, aggregates etc.

5.2.3.1 Gaseous Emissions The air emission such as CO, NOx, SO2, PM can be generated due to operation of - Construction machineries and vehicles DG sets

Mitigation Measures To control the air pollution during construction phase following measures will be adopted –  During excavation, pilling, drilling process the site will be barricaded.  Proper management of construction vehicle traffic.  Construction material will be stored in designated place.  For dust suppression water sprinkling will be carried out on roads used for movement of construction vehicles.  Proper and regular maintenance of construction equipments.  Wind barricades for storage area will be provided.  Vehicle in good condition and with PUC certificate will be used during construction phase.  Construction material will be transported through covered vehicles.  DG set will be provided with a stack of adequate height.  Workers will be provided with face mask to avoid inhalation of air pollutants.

5.2.4 Noise Environment During construction phase the high noise will be generated from following activities-  Operation of construction machineries such as DG set, excavators etc.  Construction activities such as drilling, pilling, excavation, concrete mixing etc.  Movement of heavy vehicles carrying construction material  Loading and unloading of construction material

Mitigation Measures  Barricading the construction site will helps in limit the noise within construction site  Proper maintenance of machineries and vehicles  Use of construction vehicles which are properly maintained and with PUC  Provision of mufflers, padding to reduce vibration, which will in turn reduce the noise  Provision of ear muffs /plugs to the workers working near high noise generating machineries  Proper maintenance of path used for construction vehicle to reduce smooth flow and reduce noise  Carrying noise generating activities in day time only  Transportation of construction material during non-peak hours

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5.2.5 Water Environment 5.2.5.1 Water use Decrease in water due to continuous withdrawal of water for the construction works.

Mitigation Measures  Avoid wastes of water from existing sources.  Rainwater harvesting structure should be constructed at the settlement area,  Borrows should be re-developed as a water catchment area. The unlined roadside drains in rural stretches should be connected to water bodies like nallas/ rivers/ drains near the culverts and bridges

5.2.5.2 Wastewater generation  Water consumption for construction activities will be 2750 KLD.  Sewage Generation - The water used for domestic purpose by construction workers will be 250 KLD. Total sewage generation from workers camp will be 2000 KLD.

Mitigation Measures  The proponent will ensure use of ready mix concrete to maximum extent. Adequate quantity of water will be used for contruction purpose.  Workers camp will be provided with mobile toilet. STP of adequate capacity will be provided to treat the sewage from labour camp.

5.2.5.3 Drainage  Incidence of water stagnation due to obstruction of drainage on the on-set of monsoon. Incidence of accidents in case of blockage of drainage spouts that create water pool on road.  Increase of flood duration due to obstruction of natural drainage in construction of high embankment. Blockage of existing drainage in courses of earth work. Construction of high embankment road may act as a barrier to the flow of runoff water in absence of adequate cross drainage structures. Runoff water quantity may increase near the project area due to the paved surface of the subproject road.

Mitigation Measures  Adequate drains facilities (longitudinal, median and chute drains) should be provided along the road to facilitate the stability of road carriageway. It prevents soil erosion also.  Existing drainage and cross drainage structures should be duly augmented, wherever necessary, to accommodate high discharges to avoid flooding and formation of water pool. Adequate new drainage and cross drainage structures should be provided for smooth runoff to avoid water stagnation.  Inspection of existing drainage spouts before the on-set of monsoon.  Adequate facilities of drainage at construction site and camp in order to avoid stagnant water pools that also lead to soil erosion and incidence of diseases.

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5.2.5.4 Water Resources Disturbance / Contamination 5.2.5.4.a Surface water Resources In the project, construction of bridges is proposed to across this canal. Bridge constructions require foundation works in the canal bed which includes excavation, drilling and piling works. Minor disturbance of the water flow may likely to occur due to piling and drilling works inside the canal bed for establishing bridge foundations. However these are standard practices for bridge construction works. Bridge foundation works may result into generation of some quantity of debris materials due to excavation and drilling works. These wastes may cause temporary increase in turbidity and thereby contaminating the water but such situation will occur only for short duration.  Mixing of surface runoff from construction site  Dumping of solid waste from construction activities or labour camps  Construction workers Washing of clothes or bathing near surface water bodies  During monsoon runoff from construction site

5.2.5.4.b Ground water Resources  Disposal of solid waste on land can form leachate and contaminate ground water by percolation  Spill or leakage of oil or chemicals in storage area  Spill or leakage of oil from construction machineries or vehicles  Disposal of waste in the dugwell near the project site  Percolation of spilled oil / chemicals in ground water during monsoon

Mitigation Measure  To avoid contamination due to leakage or spillage the chemicals such as bitumen, oil, diesel, paint etc shall be stored in earmarked place with proper platform with catch pits etc.  Solid waste generated from labour camp will collected in dustbins.  The waste will be segregated.  The recyclable waste will be give to authorized vendor and the other waste will be disposed off to SWM facility.  Indiscriminate settlement of workers should be avoided.  The solid waste generated from labour camps will be disposed of in environmentally safe manner.  The storage area will be covered during monsoon.  Construction vehicles will be properly maintained to avoid leakage.  The impact of increase in turbidity and siltation can be mitigated by providing coffer dams and silt trap around the foundation site before start of piling/drilling works.

5.2.6 Socio-economic Environment 5.2.6.1 Loss of Livelihood Proposed highway is passing through 159 villages of 11 talukas of 3 districts i.e. Amravati, Washim and Buldhana. The project alignment required around 4252.200 ha of agricultural/barren land.

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5.2.6.2 Loss of Houses Around 17 commercial and residential structures will be affected the details of the same areas given in Table 72 below:

Table 72-Structures to be affected Sr. no. Chainage Structure From / At To 1 105+600 105+800 Ware House 2 131+080 Residential House 3 136+000 Residential House 4 182+600 183+000 Ware House, Residential House 5 194+000 Residential House 6 277+702 Residential House 7 294+935 Residential House 8 295+200 295+400 Residential House 9 303+600 Residential House 10 313+200 313+600 Residential House 11 315+489 Residential House 12 319+137 Residential House 13 321+200 Residential House 14 336+400 336+600 Residential House 15 337+921 Residential House 16 345+200 Residential House 17 345+666 Residential House

Mitigation Measures Land Acquisition is under process, after calculation of area of land, type of land and the market rate R & R plan will be designed. In lieu of monetary compensation it is contemplated under land Pooling Scheme that 25% / 30% developed NA Plot will be alloted to the concerned landlord/person affected, depending upon type of land to be aquired along with annuity for 10 years. In case for some areas where consents are not received under land pooling scheme possibility of acquisition of required land under prevailing guidelines of State Government will be explored. This shall be Rs. 75,000 per hectare per annum for Jirayat land; Rs. 1, 12,500 per hectare per annum for Hangami Bagayati Land and Rs.1,50,000 per hectare per annum for Bagayat Land.

5.2.7 Ecology & Biodiversity 5.2.7.1 Terrestrial Ecology The proposed expressway is likely to divert 218.15 Ha of forest land within the project corridor (ROW 120m). The forest area is divided as reserved forest and revenue forest. The forest area likely to be diverted is given in the Table 73 below. The expressway is passing through Amravati, Akola and Buldhana Forest divisions. The forest diversion proposal is also submitted online in MoEF portal. It has been observed that the part of the project i.e. from

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. km 213+500 to km 214+000 is passing through Ecological Sensitive Zone of Katepurna Wild Life Sanctuary of Akola Forest division in Washim District. The proposed road alignment is within 5 km from the boundary of the Katepurna Wild Life Sanctuary. Details of the tress to be cut for proposed project are as under-

 Trees affected in forest area:  Amravati district : 301 trees  Washim district : 33761 trees  Buldhana district : 3678 trees  Total trees affected in forest area : 37740 Nos

Trees affected in ROW: The total number of trees affected in ROW of 182 kms is 9321 Nos. The counting of trees in remaining stretch is in progress.

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Table 73-Forest Area Statement Affected District Affected Survey area of Forest Forest wise Sr. Compartment Gutt No. District Taluka Village No. / Chainage Gutt Area in Area Forest No No. area in Gutt No. No. in Sq.m in Ha affected Sq.m Ha in Ha 1 Chandur 30 148+100 to 26300.00 2.63 Salod 2 37900.00 3.79 2 railway 37 148+600 11600.00 1.16 3 Amravati 109+300 290.424 0.029 4.065 Dhamangaon Wadhona B292 256 109+400 to 2750.42 0.275 4 rly 2460.000 0.246 109+650 186+835 to 5 Poha C99 5 27800.00 2.78 26100.00 2.61 187+150 195+665 to 6 Wai C106 124 21000.00 2.10 20000.00 2.00 196+000 Karanja 7 51 45626.994 4.56 8 68 196+600 to 19591.5904 1.96 Mandwa C103 147583.70 14.76 9 70 197+900 73400.0000 7.34 10 72 8965.1118 0.90 Washim 137.028 11 10 202+555 to 52293.1602 5.23 Pangri 136 59165.52 5.92 12 11 203+330 6872.362 0.69 13 20 21600.000 2.16 14 21 161.2354 0.02 Mangrulpir 15 54 213+600 345.7002 0.03 Yedshi 116 112977.24 11.298 16 75 to214+500 51230.000 5.12 17 76 300.3002 0.03 18 77 39340.000 3.93

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214+800 to 19 116 51 92700.000 9.27 215+700 Januna Kh 106400.00 10.64 216+645 to 20 110 51 13700.000 1.37 217+000 217+000 to 21 110 59 55800.00 5.58 217+500 217+865 to 22 59 82400.00 8.24 218+665 23 109 59 48300.00 4.83 218+665 to 24 60 219+170 16300.00 1.63 Kinhiraja 303081.19 30.31 219+465 to 25 49 12400.00 1.24 219+600 108 26 48 219+700 to 23014.53 2.30 27 49 220+100 23066.66 2.31 Malegaon 220+100 to 28 107 18 41800.00 4.18 220+545 220+872 to 29 106 10 45500.00 4.55 221+472 221+700 to 30 106 10 22400.00 2.24 222+050 31 103 10 107100.00 10.71 Kawadari 221+700 to 247936.52 24.79 32 105 66 14800.00 1.48 223+200 33 103 87 15436.52 1.54 223+438 to 34 103 10 20000.00 2.00 223+700 35 103 10 223+900 900.00 0.09

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224+200 to 36 103 10 6500.00 0.65 224+250 224+300 to 37 103 10 15300.00 1.53 224+600 250+200 to 38 Regaon 39 109 75200.00 7.52 82000.00 8.20 250+900 250+900 to 39 Kolgaon Kh 39 97 143400.00 14.34 144000.00 14.40 252+100 252+577 to 40 Kolgaon Bk E116 169 88600.00 8.86 89000.00 8.90 253+100 254+550 to Tarodi E113 41 32900.00 3.29 32000.00 3.20 254+900 Sindhkhed 334+300 to 41 Pimpalkhuta 549 133 9900.00 0.99 9900.00 0.99 Raja 334+600 42 32 29800.00 2.98 59500.00 337+575 to 43 33 3000.00 0.3 5.95 338+150 44 34 26700.00 2.67 45 Palaskhed 11-12-13. 53500.00 5.35 130200.00 Buldhana 563 28.300 Deulgaon Zalta 46 14-15-16. 338+254 to 12400.00 1.24 Raja 13.02 339+317 47 20 16200.00 1.62 48 21-22 48100.00 4.81 Palaskhed 339+3317 49 563 28 83400.00 8.34 83400.00 8.34 Malakdeo to 339+900

Grand Total Area in Package-II 169.393

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Mitigation Measures  Afforestation to compensate for the cutting of the trees during the proposed highway construction activity.  A green belt along the alignment shall be developed.  Rare plants of economic importance, medicinal plants and wildlife species shall be conserved and regenerated.  Avenue Tree Plantation, Median Plantation, Slope Turfing , tree guards, landscape in islands  Plantation of trees and shrubs of required number and type at the appropriate locations within the  Right of Way will be in accordance to guidelines of IRC: SP:99-2013 and IRC: SP:21.  The landscape treatment shall also be provided for special areas as given in IRC: SP:21

5.2.7.2 Aquatic Ecology Impacts on the aquatic ecology during construction include increase in the silt inflow to the surface water bodies and disposal of liquid wastes and untreated sewage from construction camps and labour camps into the surface water bodies.

Mitigation measures  Construction of cross drainage structures will be taken up during lean flow period to avoid the silt inflow to the surface water bodies.  Liquid wastes and sewage from the construction establishments will be treated to meet the CPCB standards before disposing.

5.3 IMPACTS DURING OPERATION PHASE 5.3.1 Soil Environment No significant impacts are predicted other than those resulting from neglected protection works in erosion prone areas and failure to maintain re-vegetated areas along the alignment, borrow sites, and debris disposal sites.

Mitigation measures  To prevent soil erosion along the embankment during operation phase, regular monitoring inspections should be undertaken to ensure that drainage, bridge approaches and re- vegetated areas are maintained and strengthened to prevent reoccurrence of soil erosion.

 To control erosion at slopes plantation of grasses and shrubs to restore the vegetative cover on denuded slope help in arresting the surface erosion.

 The slopes are initially demarcated, graded and uniformally levelled. Seeding of locally available grasses will be done. The rolls of the coir/jute netting are then spread out on the slope prepared as above. The edges of the netting are firmly anchored in the ground using iron nails. Due to the ‘check dam’ action, erosion of soil is prevented during rains and the danger of seeds and nutrients being washed away along with top soil is stopped. Thus, vegetation takes roots quickly and grows to cover the entire slope.

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5.3.2 Air Environment Operation stage impacts will not be as severe as the construction stage impacts and they will be confined generally to a ribbon development close to edge of the pavement. After the completion of road project, smoothened new pavement and widened roads reduces fugitive dust emissions. Reduction in the vehicular emissions is due to more uniform speed and less frequent acceleration and deceleration of vehicles. The levels of SO, NOx, CO and HC are likely to come down to a greater extent by the operating vehicles of new roads with extensive savings on consumption of fuel. However there may be localized impact with increase in number of vehicles (traffic) running on the road, adulterated fuel supply and poor maintenance of vehicle, which spreads down depending on wind direction and wind speeds. There will be continued enhancement of air pollution due to increase in number of vehicles on the improved roads over a period of design life. \

Mitigation measures: During operation stage of the project, vehicular emissions of pollutants (SPM, RSPM, CO, SO2, NOx shall be monitored at approved representative locations against the National Standards. Regular monitoring of air quality along the project area should help to ensure air pollutants within permissible limits.

Avenue and median plantation along the road sides and medians respectively should help to control dust and fugitive emissions from reaching the receptors. Compensatory plantation could be taken up in the available space within RoW. Tree plantation for attenuating pollution levels shall include pollution tolerant species with thick foliage.

5.3.3 Noise Environment The proposed alignment is passing through agricultural areas, residential area, and forest area etc. where noise levels are very low. However, during operation phase noise levels will be slightly increased due to movement of vehicles and development of rest areas.

Mitigation Measures  Planting one or more rows of avenue vegetation along the project road and stationary noise sources reduce noise  Noise barriers will be provided at sensitive receptors such as schools, colleges, hospitals, etc. can reduce long-term noise levels associated with road project.  Traffic management measures such as prohibition on use of horns and speed restrictions at noise sensitive areas like educational hubs, medical hubs reduce roadway noise levels.  A regular monitoring programme should help to ensure the control of noise pollution under prescribed limits.

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5.3.4 Water Environment 5.3.4.1 Drainage Hydrology of the project area is least impacted during operation stage, if all design criterion are taken into consideration during design.

Mitigation measures Regular maintenance of drains by removing the silt and dirt before the start of monsoon will prevent choking of drains.

5.3.4.2 Water Resources Disturbance / Contamination 5.3.4.2.a Surface water resources Surface water contamination may result from storm water containing oil and grease, metals and other pollutants released by vehicles on the roadway. Storm water may also contain nutrients and herbicides used for management of vegetation in the right-of-way.

Proposed project also decrease the permeability of the paved and unpaved shoulder area by decreasing the ground water recharge and increasing in run off aftermaths of road construction. Surface runoff also increases due to paved impervious surface of main carriageway. The accidental spills of oils, fuels and other hazardous chemicals on the roads during operational phase will pollute nearby water courses of the area.

Mitigation measures During operation stage, regular cleaning of chocked / blocked or damaged drainage provision are necessary to avoid operational impact. Monitoring of water quality to comply with Water (Prevention and Control of Pollution) Act will have better control over the quality maintenance.

5.3.4.2.b Ground water resource No significant impact on ground water during operation phase except reduction in the recharge of ground water due to paved surface of subproject road.

Mitigation measures Provision for Ground water recharge pits are made at suitable location along the subproject road to facilitate the runoff water to percolate in to the ground. Regular maintenance of these recharge pits shall be done during the operation stage to prevent choking of recharge pits.

5.3.5 Socio-Economic Environment The proposed project can be viewed as boosting economic growth and poverty reduction, which will bring substantial social and economic development in the region. The social benefits arising due to the project will be triggered off due to improved accessibility to various services such as easy access to markets, health facilities, schools, workplace etc. that in turn increases the income of the locals, and ultimately elevating their standard of living. The possible direct and indirect positive impacts are listed below.

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 The immediate benefits of road construction and improvement will come in the form of direct employment opportunities for the roadside communities and specially those who are engaged as wage labourers, petty contractors and suppliers of raw materials.  Improved road network provides for improved linkages between the village communities and urban centre, which provides wider marketing facilities;  Road networks not only links the village communities to better markets, but also opens up wider work opportunities in distant places. People can shuttle to distant work sites and towns and engage in construction, factories, business as well as domestic works.  Improved road networks encourage urban entrepreneurs to invest in far and remote areas in commercial farming and industrial activities.  Improved roads also help people building strong institutional network with outside agencies.  Essential and emergency services can be availed fast like schools, health centre, public distribution system etc.  For the proposed project, the people may encounter some adverse effects.

5.3.6 Ecology & Biodiversity 5.3.6.1 Terrestrial Ecology Impacts to terrestrial ecology during project operation are either minimal or positive. Trees will be established along the road such that it does not affect the visibility and improve micro-climate and sequester greenhouse gases.

Mitigation measures  All efforts shall be made for survival of planted trees.  The traffic – animal conflicts during the operation stage shall be resolved by implementing speed calming mitigation measures such as road humps, rumble strips, speed limits, sign boards etc  Accidental chemical spills shall be handled by emergency spill procedure such as stopping the flow; removing ignition source; initiating emergency response; cleanup and safe disposal will be followed.  It is essential to make provisions for the transportation of agricultural equipments and animal crossing wherever necessary by providing service roads, speed breakers (road humps, rumble strips, signboards, etc.).  Although situation does not warrant for the provision of exclusive underpasses, all possible efforts shall be made to avoid animal traffic conflict arising out of proposed improvement of project roads

5.3.6.2 Aquatic Ecology There is no significant impact on aquatic ecology during operation stage except during accidental chemical spill in the project area entering the surrounding water bodies and proving detrimental to aquatic fauna. There will be impact on aquatic ecology due to flow of sediments from the embankment slopes if turfing done on slopes are not regularly monitored and maintained.

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Mitigation measures Accidental chemical spills shall be handled by emergency spill procedure such as stopping the flow; removing ignition source; initiating emergency response; cleanup and safe disposal will be followed. Provision for silt traps has been made at regular intervals, especially at major cross drainage structures to trap the silt before it reaches the water bodies along the subproject road.

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ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES CONSTRUCTION PHASE Sr. Environmental Impact Attributes Degree of Mitigation Measures Implementing No. Parameters Impacts Organization 1 Physiography Disturbance in relief feature Mild Will be achieved by systematic planning Promoter through and designing of the project activities prospective contractor 2 Land resources Change in land use Mild Will be achieved by systematic planning Promoter through and implementation prospective contractor 3 Human resources No adverse impact Negligible Will be achieved by systematic planning Promoter through and resources prospective contractor 4 Ecology Ecological resources – Around  Afforestation to compensate for the Promoter through Flora & Fauna 169.393 ha of cutting of the trees during the proposed prospective forest area will highway construction activity. contractor be acquired for  A green belt along the alignment shall proposed be developed. alignment  Rare plants of economic importance, medicinal plants and wildlife species shall be conserved and regenerated.  Avenue Tree Plantation, Median Plantation, Slope Turfing , tree guards, landscape in islands  Plantation of trees and shrubs of required number and type at the appropriate locations within the

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5 Environmental Removal of trees & green Moderate Loss of vegetation will be kept minimum Promoter through aesthetics values strips along the road have as far as possible during site clearance. prospective impacts on landscape & contractor aesthetic values of the area 6 Utility & Removal of utility line like Negligible Shifting and elevation of utility lines will Promoter, MSEB, infrastructural electrical poles, telephone be done in consultation with concerned telecommunication facilities poles, transformer, HT & LT Government Organisations. dept. & line dept. of lines GoM. 7 Sub-surface There are dugwells within the Negligible Whenever possible, care is taken to avoid Promoter through hydrology proposed alignment its relocation by judicious engineering prospective road design. contractor 8 Religious places ------9 Geology Not much affected Negligible Systematic planning and implementation Promoter through prospective contractor 10 Air quality Short term deterioration of air Moderate  Trucks carrying soil sand stone, will be Promoter through quality due to generation of covered to avoid spilling Prospective fugitive dust. Contractor  Fugitive dust sources will be sprayed (PC) with water to suppress dust.

 Emissions from vehicles & machinery will be checked regularly & maintained properly to confirm to National and State Emission Standards

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11 Noise level Increased noise levels due to Mild  All the equipments will be duly Promoter through project activities lubricated, maintained in good Prospective working condition to minimize noise Contractor (PC) levels.

 Stationary construction equipments will be placed as far as possible from dense habitation.

 Provision of protection devices (ear plugs) to be provided to the workers operating in the vicinity of high noise generating machineries. 12 Ecological One near threatened (Balck Moderate Proper care will be taken to maintain eco- Promoter through resources – Flora & Buck) and one vulnerable balance Prospective Fauna (Wooly Necked Stork ) Contractor species found dueing study (PC) 13 Land use There will be change in land Severe Proper management planning will be Promoter through use achieved. Prospective Contractor (PC) 14 Accident hazards Short term impacts from road Mild Proper maintenance of the machinery. Promoter through and safety accidents prospective contractor (PC)

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ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES OPERATION PHASE Sr. No. Project Related Issues Actions to be Taken Responsible Organisation 1 Prevention of Road side  Involve land use planning agencies like the Revenue Department at P & C in consultation Squatters or indirect Urban all levels during operation stage. local body Sprawls  Plan and control development activity.  Removal, cleaning of squatter and temporary hutments of construction workers once construction activities has been completed. 2 Road Safety and Traffic  Adequate number of proper & legible signs will be installed along the P & C in consultation Management road. with Traffic Police  Prepare and administer a monitoring system on road/ accidents. 3 Air Quality  Monitor periodically ambient air quality at selected sites. P & C in consultation  Confinement and absorption of the pollutants at source by creating with MPCB vegetation along the length.  Enforcing different control measures to check pollution (e.g. catalytic converters, unleaded petrol, proper serving etc.) 4 Noise level  Monitor periodically ambient noise level at selected sites. P & C in consultation  Thick vegetation along the road for attunation of noise with MPCB  Provision of noise wherever is required 5 Water Quality  Monitor periodically water quality for establishing the change of P & C and MPCB water quality, if any, and assessing its potentiality of surviving aquatic flora and fauna and for irrigation use. 6 Soil Characteristics  Periodic monitoring of soil quality at specified distance for assessing P & C in consultation contamination by vehicular emissions. with authorities.  Checking the overflow of spillage from the carriageway by promoting growth of vegetation cover along the road shoulders and preventing overflow to green belt.

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7 Maintenance of Avenue trees  Plantation will be undertaken by the concession company on an P & C in consultation aggressive note along the whole stretches on the both sides of the with authorities and road. State forest  Employment of local population for maintenance avenue plantation. Department Human Health and Safety  Vulnerable stretches, which are prone to accidents, will be identified. P & C in consultation  Adopt Safety measures and other control measure for regulating with authorities. traffic in such areas by: o Installing proper road signs, marking along the whole stretch of the tolled highway in the form of cautioning, informatory and mandatory signs of gantry mounted overhead sizes. o Installing precautionary roads signs for controlling vehicle a speed in urban areas and curve stretches.

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CHAPTER 06: ENVIRONMENTAL MONITORING PROGRAMME

6.1 GENERAL Monitoring is an essential component for sustainability of any developmental project. It is an integral part of any environmental assessment process. Any development project introduces complex inter-relationships in the project area between people, various natural resources, biota and the many developing Forces. Thus, a new environment is created. It is very difficult to predict with complete certainty the exact post-project environmental scenario; hence, monitoring of critical parameters is essential in the post-project phase.

Monitoring of environmental indicators signal potential problems and facilitate timely prompt implementation of effective remedial measures. It will also allow for validation of the assumptions and assessments made in the present study. Monitoring becomes essential to ensure that the mitigation measures planned for environmental protection function effectively during the entire period of projects Operation. The data so generated also serves as a data bank for prediction of post-project scenarios in similar projects.

6.2 PERFORMANCE INDICATORS The physical, biological and social components, which are significant in affecting the environment at critical locations, have been suggested as Performance Indicators. The following specific environmental parameters can be qualitatively measured and compared over a period of time and therefore selected as Performance Indicators for monitoring due to their regulatory importance and the availability of standardized procedures and relevant expertise.  Air quality with respect to PM10, PM2.5, NOx, SO2 and CO at selected locations.  Water quality with reference to DO, BOD, COD, suspended solids, turbidity, alkalinity, oil and grease at selected water bodies.  Noise level at sensitive locations (institutions, hospitals, religious places)

6.2.1 Ambient Air Quality (AAQ) Monitoring The air quality is recommended for monitoring through an approved agency in the process of widening to 6-lane of existing four-lane highways, Delhi to Meerut. The monitoring of air sampling should be conducted at the location of Crusher plant, HMP, Stockyards Batching plant, Haul roads. In addition to these, air quality should also be monitored near the storage sites having aggregates, sands etc. The parameters recommended for monitoring during construction are:  Particulate Matter,  PM10,  PM2.5  Sulphur Dioxide,  Oxides of Nitrogen, and  Carbon monoxides,

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6.2.2 Water Quality Water quality should be monitored monthly till completion of construction after that the monitoring should be carried-out at quarterly basis, to cover seasonal variations, by any recognized agency. Water quality shall be analyzed by applying the standard technique.

6.2.3 Ambient Noise Monitoring The monitoring of noise sampling should be conducted near noise generating machineries such as crusher plant, DG set and near noise generating construction activities etc. In addition to these, noise quality should also be monitored near the school, hospital, other sensitive sites and residential areas exist along within 500 meter distance of project road.

6.2 ENVIRONMENTAL MONITORING 6.2.2 Monitoring During Construction Phase During construction phase regular monitoring of various environmental parameters i.e. Air, Water, and Noise etc. will be carried in order to keep check on the levels of pollution due to the project related activities. The details of monitoring plan during construction phase are given in Table 74 below:

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Table 74-Environmental Monitoring Programme Heads Phase Parameters Monitoring Institutional responsibility Standard Location (Chainage) Frequency Duration Implementation Air Operation PM10, Air (Prevention and All locations where Twice a week for Continuous Implementation will be done Stage PM2.5, SO2, Control of Pollution) baseline monitoring 2 weeks in each 24 hours by MSRDC NOx, CO Rules, CPCB, 1981 has been carried out. location in every season (except monsoons) Noise Operation Noise levels Noise Standard by At 2 locations Reading to be Continuous MSRDC Stage on dB (A) CPCB,2000 taken in one 24 hours scale location once in a season. Soil Construction Monitoring Threshold for each At an accident/spill Once in a season - - Stage of Pb, oil contaminant set by location involving bulk for 3 seasons and grease IRIS database of transport carrying (except USEPA until national hazardous material 50 monsoons) standards are m from road centre promulgated line

6.3 ENVIRONMENTAL REPORTING Monitoring and evaluation are important activities in implementation of all projects. Monitoring involves periodic checking to ascertain whether activities are going according to the plans. It provides the necessary feedback for project management to keep the programme on schedule.

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CHAPTER 07: ADDITIONAL STUDIES – DISASTER MANAGEMENT PLAN

7.1 GENERAL The Disaster Management is aimed to ensure safety of life, to protect environment, to safeguard installation and rescue operations in order of priorities. The objective of a Disaster management plan is to localize a Disaster and contain its effect to the greatest extent so as to minimize its impact on life, environment and property. Response to Disaster, in the absence of a well-defined plan, would be arbitrary, leading to overemphasis of actions of some actions and absence of other critical actions. A formal plan for managing Disaster is, therefore, necessary.

The purpose of the disaster management plan is to identify potential probable accidents/ emergency situations, establish and maintain procedures to address or prevent such situations, as well as to test the effectiveness/ review/ revise such procedures periodically. Generally the most of the accidents will be confined within the construction camp boundaries during construction phase and within the RoW of Highways during operation phase. This section of the report presents an outline of disaster management plan for the proposed Nagpur Mumbai Expressway Package 2.

7.2 RISK ASSESSMENT AND DISASTER MANAGEMENT PLAN Provision and plan for risks has been made at various stages. The risk may be due to accident, Vehicles crossing barriers of road, fire, sabotage, earthquake, spillage of oil and chemicals on the road. This would, depending upon the type and intensity, involve disasters in terms of loss of life and damage to the road apart from disruption of traffic. Therefore to avoid and minimize this, disaster and emergency management plays a very important role.

7.2.1 Objective of Disaster Management Plan The purpose of the DMP (Disaster Management Plan) is to identify the roles, responsibilities, and tasks/functions to be performed in all disaster recovery operations. Thus objective is -  To increase awareness among of officials of the project on the issues involved in disaster recovery,  To provide explanations of roles and responsibilities and  To provide guidelines for disaster recovery operations.  To localize the emergency and, if possible eliminate it; and  To minimize the effects of the accidents on people and property.

Elimination will require prompt action by operators and works emergency staff using, for example, fire-fighting equipment, emergency due to collision and submergence etc. Minimizing the effects may include rescue, first aid, evacuation, rehabilitation and giving information promptly to people living nearby.

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7.2.2 Risk Analysis Risk may be defined as the potential realization of unwanted consequences of an event (i.e. the product of the probability of an event and the consequences of the event). Both the probability of occurrence of an event and the magnitude of its consequences are thus involved. Acceptance criteria can be established either in the form of a predefined set of “Risk Acceptance Criteria” or in the form of “Optimum cost criteria”.

The Risk acceptance criteria are normally imposed by the authorities to reflect the willingness of people and society to accept risks. Optimum cost criteria are Acceptance Criteria based on cost effectiveness analysis comparing the cost of the road strengthening and protection measures against the benefits of risk reduction. The analysis should take into account consequence of collision, such as  Damage to road  Damage to the users of the road  Inconvenience cost of society and business  Social losses  Damages to the environment

The risk acceptance criteria are intended to cover the aggregate probability of accident due to several types of causes such as fire and explosion. For this project it is recommended that specific evaluation should be carried out for:  Importance of the road connection to the public and society, to business and industry, to the national defense etc.  Fatality risk in the case of high traffic volume  Cost effectiveness of improving the safety for the road.

7.2.2.1 Fatality Acceptance Criteria The risk categories are  Individual fatality risk  Societal risk (i.e. number of fatalities in an accident and the number of events per year)  To achieve low fatality risk  Ensure a low probability of bride disruption  Introduce bridge use warning systems on the bridge  Build deflective type cofferdam systems in forms which would not disrupt the navigational channels.

7.2.2.2 Optimum and acceptance criteria a) Damage to the expressway – direction consequences to the expressway owner are:  Cost of the salvaging the wrecked part of the road  Cost of repair/replacement of the road  Loss of revenue during repair/replacement of the road  Additional costs of repair/replacement due to more strict requirements of the Authorities after the accident

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7.2.2.3 Damage to the users of the expressway  Injuries and loss of lives – cost values for fatalities  Damage to vehicles and goods

7.2.2.4 Damage to vehicles Direct consequences to the vehicle owner are:  Loss of lives  Cost of salvaging the vehicle  Cost of repair/replacement of the vehicle  Loss of income during the period or repair  Damage to goods carried on the vehicle  Claims for compensation form road owner and users.  Increased insurance costs

7.2.2.5 Inconvenience costs to Society and Business Road and rail inconvenience costs, strategic importance of the road,  Alternative routes available.  Traffic interruption cost – traffic congestion due accident  Business and social loss

7.2.2.6 Damage to environment  Cost of repair of the road  Cost of physical restoration  Ecological problems – immediate/long term.

7.3 POSSIBLE TYPE OF DISASTER In roads & highways project, during construction and operation phases, disaster may occur due to the following:  Floods  Earthquake  Biological Disaster or Epidemic of Human/ livestock/ crops  Fire  Explosion  Fuel Oil spillage  Electrocution  Hazardous materials releases  Transportation accidents  Terrorism / War  Some of the hazards will be dealt with Government procedure for Natural hazards and calamities.

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7.4 EMERGENCY PREPAREDNESS PLAN Emergency Preparedness Plan (EPP) should be prepared in advance to minimize the after effects of disaster. The basic approach towards preparedness for any major disaster or emergency situation will comprise of the following activities:  Identification of potential disaster  Establish an Disaster Management Committee & their role and responsibilities  Linkage with other emergency plans  Development of Disaster Response Plan  Training of the personnel  Response operations; should always cover these four phases –  Discovery and alarm  Evaluation, notification and plan invocation  Containment and countermeasures  Cleanup and disposal

7.4.1 Identification of Hazardous Area During Construction Phase: Construction camps of contractors where fuel oil and other hazardous materials are planned to be stored.

7.4.1.1 During Operation Phase  Tankers / Vehicles carrying explosives and hazardous materials on Main Carriageway / Service Roads  Refueling Stations at wayside amenities

7.5 ORGANIZATIONAL STRUCTURE The Disaster Management Cell (DMC) will be the apex planning body and will play a major role in preparedness and mitigation of any disaster. The cell will have the following key functions:  Preparation of comprehensive Disaster Management Plan.  Setting up of Emergency Control Centre during emergency situations  Coordination with District Disaster Control Room  To supervise emergency response measures in case of any emergency  Keep track of predictable natural hazard events such as floods, drought, fire and earthquakes etc.  Periodic monitoring of Emergency Response Plans and the corresponding procedures of individual establishment  Organize post-Disaster evaluation and update DMP accordingly  Prepare reports and document on Disaster events of road section and surrounding areas and submit the same to District Control Room The documents shall include:  Source & Cause of Disaster  Description of the response efforts.  Recommendation for preventive & mitigation measures.  Plan for upgrading emergency preparedness and response plan

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The Disaster Management Cell will have the following departments/ teams:

7.5.1 Disaster Tracking Unit The primary function of this unit shall be to keep track of predictable natural hazards such as floods, drought, fire and earthquakes, etc. The unit shall continuously coordinate with the Regional Meteorological Centre (RMC) and Indian Meteorological Department (IMD), in order to monitor disaster warnings and weather conditions in the region. On account of any extreme event predictions, the unit shall communicate the same to the DMC which will issue warnings in the entire Investment Region.

7.5.2 Disaster/ Emergency Response Team The Disaster/ Emergency Response Team shall perform the following functions:  Advise the DMC as to whether the declaration of an emergency is recommended;  Advise the DMC on the need to designate all or part of road section as an emergency area;  Appoint an Emergency Control Centre;  Determine if the location and composition of the Emergency Control Centre are appropriate;  The Emergency Response Team shall form an Emergency Control Centre in case of any emergency situations. The Team shall coordinate with other agencies such as:  Fire Brigade  Police Department  Hospitals / Ambulance  Technical Departments such as Factory Inspectorate, Pollution Control Board etc  Local Authorities/ District Administration

7.5.3 Training Centre The training centre shall be responsible for the following activities:  Dissemination of information about the Comprehensive Disaster Management Plan  Organize capacity building workshops for the personnel of Disaster Management Cell  Organize training programs such as mock drills, emergency evacuation procedures in schools, offices, residential colonies and industrial areas  Work in association with Residential Welfare Associations and Industrial Groups for creating awareness about the disaster preparedness.

Apart from the above teams, information dissemination between Disaster Control Room and Disaster Management Committee will be there.

7.5.4 Disaster Control Room In order to control the disaster more effectively a Disaster Control Room will be established at construction camps of contractor. During operation phase, it will be established as far as possible at midway of road length. The planned facilities at Disaster Control Room are as follows:

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7.5.4.1 During Construction Phase  Layout of construction camp showing all areas specially oil storages, transfer locations, oil dispensers, etc.  Alignment Map of Project roads  Hazard identification chart, names of personnel working in each shift, assembly points at construction camp  List of habitations and industrial installations and their population in the vicinity of construction camp in a radius of 3 km  Mobile Telephone numbers of all key personnel  External telephone connections  Public address system  Rechargeable and battery operated torch lights and invertors  List of Medical Facilities available within 10 km of the construction camp  Muster Roll of employees  Note pads and ball pens to record message received and instructions to be passed through runners through designated persons  The blow up copy of Layout plan showing areas where accident could occur  Accident mock drill is to be made part of routine exercise

7.5.4.2 During Operation Phase  List of all employees of concessionaire working in the project with telephone numbers  Map showing Project roads and surroundings in a radius of 3.0 km  List of medical Facilities in a radius of 10 km around ‘Emergency Control Center’  Public address system  Rechargeable and battery operated torch lights and invertors  Note /Pads and pens to record message received and instruction be passed through runners  First Aid kits in 5-10 numbers  One ambulance at each ‘Emergency Control Centre’  Tie up with the neighbouring hospitals for referring any accidental victims to the hospital  Portable fire extinguishers carry to accidental site.  Accidental drill is to be made part of routing exercise

7.5.5 Traffic Surveillance Monitoring and Control System Traffic surveillance shall be carried on the by-pass road. The project has built in sophisticated state of the art traffic management and control system. Signals will be used for controlling traffic on reversible lanes during emergency such as accidents, fire etc. lane use signals consisting of red, amber and green lights for permitting or prohibiting the use of specific lanes or to alert the impeding prohibition of lane use will also be used. All road signs shall be of retro refectories type and made of high intensity grade sheets with encapsulated lens type reflective sheets.

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Mainly air pollution is contributed by vehicular emission. It is necessary to establish vehicular emission check center, in order to estimate contribution of vehicular pollution load and to identify the polluting vehicles.

7.6 EMERGENCY RESPONSE Effective command and control starts with a clear definition of the overall command and control structure, and description of the duties of key personnel with specific responsibilities for emergency response. The control of emergencies will consider the minimum number of persons required to provide an adequate response to emergencies.  All emergencies occurring as a result of project activities shall be managed as per following order of priorities:  Preservation of Life (self, team, community)  Protection of the Environment  Protection or Property/ assets  Preservation of Evidence

7.7 ROLES & RESPONSIBILITIES The roles and the responsibilities of various departments during emergency situations as defined in Section have been discussed in the following

7.7.1 Emergency Control Centre (ECC) The emergency control centre shall be formulated in case of emergency situations by the Disaster Management Committee. The ECC shall be chaired by the head of Regional Development Authority head and will have representatives from Police, Fire Department, Hospitals, Factory Inspectorate and District Administration. The ECC shall perform the following functions:  Co-ordinate the acquisition, distribution and scheduling of various modes of transport (i.e. public transit, school buses, trains and trucks) for the purpose of transporting persons and/or supplies, as required;  Determine if additional transport is required for evacuation or transport of persons and/or supplies;  Discontinue utilities or services provided by public or private concerns without reference to any consumers in the region, or when continuation of such utilities or services constitutes a hazard to public safety within an emergency area;  Disperse people not directly connected with the operations who by their presence are considered to be in danger or whose presence hinders in any way the efficient functioning of emergency operations;  Authorize the evacuation of those buildings or sections within an emergency area which are themselves considered to be dangerous or in which the occupants are considered to be in danger from some other source;  Authorize casualty collection and evacuation in support of emergency health care authorities;  Coordinate with other departments such as Police, Fire Department etc.

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 Arrange for services and equipment from local agencies not such as private contractors, volunteer agencies etc.;  Arrange for accommodation and welfare, on a temporary basis, of any residents who are in need of assistance due to displacement as a result of the emergency;  Arrange assistance from senior levels of Government as per requirements

The following information and equipment shall be available at ECC:  Intercom, telephone  P and T telephone  Breathing apparatus  Fire suit/ gas tight goggles/ gloves/ helmets  Hand tools, wind direction/ velocities indications  Public address megaphone, hand bell, telephone directories (internal, P and T)  Emergency lamp/ torch light/ batteries  Emergency shut-down procedures  List of key personnel and list of Emergency Co-coordinators  Duties of key personnel  Address with telephone numbers and key personnel, emergency coordinator, essential employees.  Important address and telephone numbers including Government agencies, neighboring industries and sources of help, outside experts, chemical fact sheets population details

7.7.2 Police Department The Police Department shall perform the following actions:  The overall responsibility of police shall be to maintain law and order during and post disaster situation in the context of disaster management.  Prepare a departmental disaster response plan and Standard Operating Procedure in which roles and responsibilities are clearly defined. The plan and SOP shall be submitted to the DMC;  Prepare a database of nodal person at State, District and Taluka level and share with DMC;  Police personnel shall be trained in search and rescue (flood rescue, collapse structure, rope rescue, etc) during normal time and database of such trained personnel shall be shared with the DMC;  Overall traffic management (access roads to disaster site, roads to be made one-way, to be blocked, alternate routes, etc) and patrolling  Provide security in transit and relief camps, affected areas, hospitals and medical centers and identify areas to be cordoned off;  Establish communication with the ECC, District Control Room and nearest Police station to the disasters site;  Additional deployment of police, if required, to inquire into and record of deaths;  Provide convoys for relief materials;

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 A public information system to be activated for passing information related to injured, dead, missing persons, etc.  Regularly conduct mock drill by simulating different disasters to check preparedness, coordination and scope of improvement and a report shall be submitted to the DMC;  Assist DMC and ECC in evacuation of people from the vulnerable areas.

7.7.3 Fire Department The Fire Department shall perform the following actions:  The overall responsibility of fire department shall be to undertake the emergency fire evacuation procedures effectively and efficiently;  Prepare a departmental disaster response plan and Standard Operating Procedure in which roles and responsibilities are clearly defined. The plan and SOP shall be submitted to the DMC  Prepare a database of nodal person at State, District and Taluka level and share with DMC;  Fire personnel shall be trained in fire evacuation procedures during normal time and database of such trained personnel shall be shared with the DMC;  Establish communication with the ECC, District Control Room and nearest Fire station to the disasters site;  Additional deployment of fire safety personnel, if required, to inquire into and record of deaths;  Regularly conduct mock drill by simulating different disasters to check preparedness, coordination and scope of improvement and a report shall be submitted to the DMC;  Assist DMC and ECC in evacuation of people from the vulnerable areas;

7.7.4 Health Department The Health Department shall perform the following actions:  The overall responsibility of health department is to undertake the emergency heath activities in the aftermath of disasters and take measures to check the outbreak of epidemic in the post disasters situation effectively and efficiently;  Prepare a departmental Emergency Health Management Plan including, hospital specific plan shall also be prepared. Apart from plan, SOP shall be prepared which clearly delineates the roles and responsibilities;  The plan shall cover mass casualty management, triage (prioritization of patients), trauma counseling, mobile team which may be deployed at sites, procedure for coordinating with private hospitals and availing its services, etc.  A database of nodal officer at State, district and hospital specific shall be prepared for emergency health services and shared with the DMC;  Periodic review of the stock emergency medicines and equipment required during the disasters;  The epidemic surveillance and water quality monitoring shall be done at transit camps, relief camps, affected areas and feeding centers;  The central warehouse shall be kept informed for dispatch of supplies likely to be needed, to hospitals, on an emergency priority basis;

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 Establish communication with the ECC District Control Room, Police and the medical team at the disasters site;  A public information system to be activated for passing information related to patients admitted at the hospital;  Mock drill on mass casualty management at hospital level shall be organized twice in year. The mock drill shall check the activation and response time of emergency medical teams, coordination with other agencies, areas of improvement, etc. The report shall be submitted to the DMC;  The medical officers and staffs shall be trained in triage (system for prioritization of patients).

7.8 EMERGENCY CONTROL PROCEDURE 7.8.1 For Natural Calamity In the event of occurrence of natural calamity during the construction phase, all work will be suspended and all construction material will be shifted to the safer location. In order to minimize losses/ damages to pavement, incomplete CD structures during the heavy rains the inventory of material storage at site will be kept to a minimum during rainy period i.e. May to September. During the operation phase, in the event occurrence of Natural Calamity the concessionaire will stop traffic on the highway and will guide the traffic at time of closure for follow up of safer route. The traffic will be regulated right from receipt of warning. The emergency control centre will be in direct contact with the district administration for their advice for the steps taken for the traffic control and other assistance.

7.8.2 For Hazard The onset of emergency will in all probability commences with a major fire or explosion and shall be detected by the member of staff on duty at construction camp/on Highways. If located by a staff member on duty, he (as per site emergency procedure of which he is adequately briefed) will go to the nearest fire alarm call point, break glass and trigger off the fire alarms. He will also try to inform about location and nature of fire/ accident to the Site Main Controller on mobile phone. In accordance with work emergency procedure, the following key activities will immediately take place to intercept and take control of emergency:  The fire group will arrive at the site of incident with fire fighting controls  Site Main Controller will commence his role from the Control Centre  The First Aid Group will take care of injured  Site Main Controller will be directing and deciding a wide range of desperate issues. In particular DMC has to decide and direct:  Whether fire fighting and first aid groups require reinforcement of man power and facilities  Whether the facility is to be shut down or more importantly kept running  Respond to any large size complaints from outside public and to assess an offsite impact arising out of the onsite emergency.  When the incident has eventually been brought under control as declared by the fire fighting group, the Site Main Controller shall visit himself personally for:

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o An assessment of total damage and prevailing conditions with particular attention to possibility of re escalation of emergency, which might of the time being, be under control. o Inspection of other facilities, which might have been affected by impact of incident. o Based on visit, Site Main Controller will finally declare and communicate termination of emergency and authorize step by step restoration of normal operation of the refuelling and storage facility. The fire siren will be sounded with all CLEAR SIGNAL. o During entire period of emergency the site will remain out of bounds to external visitors except:  External Fire Personnel;  External hospital ambulance staff;  Local Government;  Insurance authorities;

7.8.2.1 Alarm System to be followed during Disaster Suitable alarms will be developed after establishment of construction camp/opening of Highways for traffic and these will be explained to each personnel working at the Highways. The alarm will also be displayed at office for the information of visitors.

7.8.2.2 Actions to be Taken on Hearing the Warning Signal On receiving the disaster message following actions will be taken: Fire Fighting group, first aid group shall reach the ECC Team members will remain ready in their respective sections for further instructions

7.8.3 For Petroleum Product Leakage In the event of massive spillage of HSD/ Gasoline/ Kerosene/ Furnace oil the spilled quantity should be reclaimed from the storm drainage channels/ rain water harvesting pits. The traces of the products may be absorbed in sand or cotton rags. The spilled area at main carriageway/ service road should be thoroughly washed with water or any neutral solvent to avoid any slippage or skidding. All effect should be made that spilled oil does not enter surface water body.

7.8.4 Head-on Collision /Vehicle Accident on the road The major risk involved in this type of Disaster fatal or high degree of injury. Early response will be in terms of well-equipped ambulance with paramedical team reaching on the site. This will help in rescue of passengers from the accident site and will be taken to the nearest hospital. If need so arises the patient can be taken to one of the major and super specialty hospital in the area.

7.8.5 Spillage and Leakages of Oil On the road This Disaster can occur during a leak or spillages of oil or fuel carrying tankers met with an accident on the road. The various risks involved in this is danger of skidding of other vehicles due to spillages. Risk of catching fire depends upon the flash point of the material. The early

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Road in Charge

Local Collector Local Safety and

Police Representative Evacuation of Station Passenger

Local Hospitalization Ambulance Help Figure 24-DMP for Accident Risk Scenario Road In Charge

Safety In Charge

Medical Officer

Paramedical Team/ Rescue Team

Ambulance Hospitalization Temporary Relief and Assistance Shelter Transport Action

Figure 25-DMP for Medical Safety Scenario

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CHAPTER 08 PROJECT BENEFITS

8.1 INTRODUCTION This chapter of the EIA, underlines the benefits from the proposed Nagpur Mumbai Expressway project. The benefit includes environmental as well as environmental benefits.

8.2 PROJECT BENEFITS It is expected that the proposed Project will improve transport efficiency directly on this highway and indirectly to the State and National roads network, which will ultimately contribute to development of economic opportunities and poverty reduction in the Project influence area, in the State, as well as the nation as a whole.

The project will facilitate pro-poor economic growth by improving connectivity in the State and with the adjoining states that will help easy transportation, hence increased employment, and accessibility to basic services especially for the poor.

It should bring out details of benefits by way of:  Improvements in the physical infrastructure and road access,  Improvement in social services due to quicker and safe mode of transport,  Employment potential—skilled, semi-skilled and unskilled labour—both during construction and operational phases of the project with specific attention to employment potential of local population as well as necessity for imparting any specialized skills to them to be eligible for such employment in the project  Reduction in traffic congestion in the city/town/and other locations,  Development of tourism, industrial parks, technology parks, smart cities, and educational complexes along the route of the expressway  Reduced pollution, vehicle maintenance, fuel saving due to better quality of roads,

Over all development in economy and improved lifestyle

The proposed development of Nagpur-Mumbai super communication Expressway will have positive impact on the entire stretch of 750 kms. The existing conditions of Socio-economic, Infrastructure and Environmental setting will also get facelift and will be improved to great extent. Various components which may give boost for improvement includes –  Water Supply  Road Conditions  Power Supply  Access to the villages  Public Health  Telecommunication  Health & Hygiene  Storm Water Network  Educational Institutions  Rain Water Harvesting  Transportation  Improvement in Green Belt  Solid Waste

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8.3 PROPOSED IMPROVEMENT Proposed Nagpur – Mumbai Communication Super Expressway with Access Control would be first of its kind development in India and will be beneficial for rapid transportation of the goods reducing travel time to almost half of the current travel time with a design speed of 150Kmph. It will decrease the cost of the product due to rapid transportation with low operation & maintenance cost.

Proposed Super Expressway finally shall have 3+1+1 lanes on either side of the median surfaced in concrete. Central Divider and Central Service duct dedicated for utility service corridor shall be provided if requirement is envisaged for the same.

The provisions made for this proposal are:  Flyover/Interchange at major road crossings.  Vehicular under pass (VUP) and Pedestrian under pass (PUP) at every village/ town.  Bypass at every major city.  3+1+1 lane roads on both sides along entire length of corridor.  For every 100 Km of the expressway there should be a aero plane landing stretch of 5Km

The following facilities are proposed be provided along the corridor:  Emergency telephones @ every 5km  Parking and Truck Stops  Ambulance and Towing Facilities  Quick Response Vehicle (QRV)  Rest Areas at every 50 km  A fuel filling station,  Wash rooms,  Baby changes and a playground  Food plaza & restaurants, Shops

Wayside Amenities:  Trauma Centre  Tunnel Lighting  Truck Terminus  Bridge- Beautification  IT Parks and IT Companies  Street Lighting  Educational Institute  Digitized Signage  Median Plantation/Landscaping  Light Cutters  Bus Bays  Junction Beautification

Information Technology includes:  Free Wi-Fi access  Traffic Surveillance and enforcement  CCTV  Optical Fiber Ducts (OFC) in median for multiple network  Traffic Safety Measures

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CHAPTER 09 - ENVIRONMENT MANAGEMENT PLAN

9.1 INTRODUCTION Impact assessment helps in identifying potentially damaging aspects of a proposed project. Based on the findings of the impact assessment, Environment Management Plan is devised to minimize adverse impacts and enumerated various steps to be taken for improvement of the environment.

However due to no major adverse impact on the Air, Water, Land, Biological Environment due to the project, the Environment Management Plan shall not be very complicated and only regular Monitoring of ambient air quality, water quality, noise level monitoring and soil quality monitoring shall be carried out as per the requirements.

All persons working near the noise generation equipments shall use Personal Protective Equipment such as earplugs muffs and closely monitored for implementation. All workers should be made aware of adverse effect high noise levels through training program; this will ensure proper implementation of mitigation majors.

Environmental Management Plan (EMP) is the key to ensure a safe and clean environment. A project may have identified proper mitigation measures but without a management plan to execute it, the desired results may not be obtained. The present chapter on Environment Management Plan envisages proper implementation of mitigation measures to reduce the adverse impacts arising out of the project activities.

The following issues have been addressed in this EMP:  Mitigation measures for abatement of the undesirable impacts caused during construction and operation stages  Details of management plans  Institutional set up for implementation of the EMP  Post project environmental monitoring programme to be undertaken after commissioning of the project  Expenditures for environmental protection measures.

The EMP is proactive in nature and should be upgraded if new facilities or modification of existing facilities, with environmental concerns, come up at a larger stage.

EMP included four major elements: Commitment and policy: the project will strive to provide and implement the Environmental Management Plan that incorporates all issues related to air, land and water

Planning: this includes identification of environmental impacts, legal requirements, and setting environmental objectives. The various potential impacts are discussed under chapter 5

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Implementation: this comprises of resources available to the developers, accountability of contractors, training of operational staff associated with environmental control facilities and documentation of measures to be taken.

Measurement and Evaluation: this includes monitoring, corrective actions, and record keeping.

The EMP’s that will be put into place consist of those during construction and operating stages of the project and includes the following elements:  Hazardous and Solid Waste Management  Air Pollution Control and Management  Noise Control and Management  Plantation, Landscaping and Land Management  Occupational, Safety and Health Issues  Best Management Practices  Energy Conservation  Environmental Monitoring  Emergency Response Plans for Emergency Scenarios  Environmental Management System

9.2 SUMMARY OF CRITICAL IMPACTS/ ISSUES The major impacts due to different project activities and their mitigation measures have been identified in Chapter 5. These measures together constitute part of Environmental Management Plan (EMP). Environmental study carried out by the consultants has highlighted the following critical features of the project (Table 75).

Table 75-Critical Impacts / Issues Sr. No Issues Description 1. Ambient Air Quality During construction air and noise pollution may increase and would require mitigation. 2. Ambient Noise Level In the operation stage air quality and noise levels are generally expected to improve. However, measures would be taken to contain pollution due to increased vehicular traffic near the project area. 3. Ecology No terrestrial or marine ecosystem is involved at present in and around the project 4. Water Quality During construction all the care will be taken to avoid any water bodies issues 5. Land Use Pattern Land use patter will remain same after project completion.

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In the Environmental Management Plan (EMP), impact mitigation and monitoring requirements are specified and the institutional arrangements for implementation of the project identified. The EMP also includes the cost of implementing mitigation and monitoring requirements.

9.3 IDENTIFICATION OF IMPLEMENTING AUTHORITY The responsibility for the implementation of the EMP will be with the Promoter and Contractor (P & C). An environmental management cell (EMC) will be established by the P & C for implementing the mitigative measures. To mobilize the appropriate expertise to design diverse type of mitigation measures. The P & C need to be collaborating with order institutions in the public and private sector viz. State forest Department, State Public Health Engineering Department, State Traffic Department, and State Police Department etc. The EMC will ensure timely implementation of various mitigative measures at different stages of the project i.e. during construction and operation stage and the completion of the project within scheduled time frame.

In addition, an Environmental Officer will be appointed by project authorities for management of the project with the objective of reviewing and assessing the progress made by the concession company in implementing the suggested mitigative measures.

9.4 IMPLEMENTATION OF RECOMMENDED MITIGATION MEASURES Different activities to be addressed in the management plan have been considered and discussed in detail in Table 9.2. This table presents an inventory of tasks to be performed for environmental management. The mitigation measure for the impact is made a part of proposed activities. The major instruments of environmental management will be monitoring performance of the construction by the EMC. The conditions, which must fulfilled documents, are suggested below: • All necessary measures and precautions will be cited so that the execution of the works and all associated operations on site or off- site are carried out in conformity with statutory and regulatory environmental requirements. • Necessary measures and precautions to avoid nuisance or disturbance arising from the execution of the works will be included, preferably at the source it self. • Wastes such as spoil or debris or silt from the sites will be immediately removed and the affected areas will be restored to their original state.

9.5 MONITORING PLAN The regular components of monitoring and its frequency have been identified in Table 76. The air and noise quality monitoring will be performed at the same locations where baseline monitoring was carried out. Environment Management Cell (EMC) Constituted by the P & C will be the prime agency for monitoring all activities. Project promoters will supervise all activities and accordingly advise the P & C to improve on areas where any shortcomings are observed. The EMC will provide all the monitoring results to project promoters who will

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9.6 ENVIRONMENTAL TRAINING The Environment Management Cell (EMC), in addition to implementing and monitoring different environmental attributes, will also be actively involved in imparting training and raising environmental awareness of Construction Engineers/ Contractors and other staff members/ workers so as to enable them take the environmental aspects into consideration as and when required. In the long run, the EMC can impart additional and specialized training in environmental management of the road and building construction system.

9.7 BUDGETS FOR ENVIRONMENTAL MANAGEMENT PLAN The mitigative measures suggested in the preceding chapters forms costs related to measures incorporated into engineering design; project scheduling, site planning and preparation of tender documents. The cost on this account will be covered with the construction budget and should not be seen as items of cost for implementing Environmental Management Plan. The estimated environmental cost considered here includes:

During Construction phase  Provision of air, noise, and dust vegetative barrier/ special screens- both side of project area  Dust suppression  Solid barrier to check noise pollution for sensitive receptors like school etc.  Solid waste management due to construction activity.

During Operation phase  Air pollution monitoring  Noise monitoring  Water quality monitoring

The environmental cost is consists of monetary value of the mitigative measures adopted to minimise the negative impact of project on environment. Environmental cost is divided into two categories, i.e. capital cost and operation and maintenance cost. Capital cost is the cost of all the structural measures proposed for environmental protection during construction phase while the operation an maintenance cost include the cost of monitoring air, noise, soil and water and maintaining the structural measures over project life.

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Table 76-Reporting of the Major- Parameters and Responsible Organization CONSTRUCTION PHASE Sr. No Project Related Issue Action to be Taken Responsible Organisation 1 Utilities  Initiate and complete the process of shifting the utilities Contractor and MSRDC in consultation with the local Electricity Department and Telecom Department 2 Traffic management  Secure assistance from local police for traffic control during Contractor and MSRDC construction phase. Safety measures will also be undertaken by installing road signs and making for safe and smooth movement of traffic 3 Noise Level  Stationary equipment will be placed as far as possible form inhabited Contractor and MSRDC areas to minimise objectionable noise impacts  Provisions for mufflers for stone crushing plants  Proper maintenance machinery and vehicles  Construction activities strictly prohibiting between 10 pm and 6 pm near habitation  Provision of using ear plugs by workers being exposed high noise levels  Vegetative and solid barrier along inhabitant centre and sensitive receptor 4 Air Quality  Vehicles and machineries will be regularly maintained so that Contractor and MSRDC emissions conform to National and State Standards.  Vehicles carrying construction material will be covered by traps to avoid spilling and blowing by wind  Asphalt mixing if required will be over 500 m away form any communities. Mixing equipment will be seated and be equipped with dust removal device (e.g. wet separator)

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 Vegetative barrier along inhabitant centers. 5 Water Quality  Construction during non- monsoon near natural drain and water Contractor and MSRDC bodies.  Construction of oil trap ditches along the stretch of the road. 6 Soil Erosion  Strengthening of soil strata during pilling Contractor and MSRDC

OPERATION PHASE Sr. Project Related Issues Actions to be Taken Responsible Organisation No. 1 Prevention of Road side  Involve land use planning agencies like the Revenue Department at Contractor and MSRDC in Squatters or indirect all levels during operation stage. consultation with the State Urban Sprawls  Plan and control development activity. Revenue and Planning. 2 Road Safety and Traffic  Adequate number of proper & legible signs will be installed along MSRDC and State Traffic Management the road. Police.  Prepare and administer a monitoring system on road/ accidents. 3 Air Quality  Monitor periodically ambient air quality at selected sites. Contractor and MSRDC in consultation with MPCB 4 Noise level  Monitor periodically ambient noise level at selected sites. Contractor and MSRDC in  Minimization of use of horns near sensitive locations/ silence zones consultation with MPCB with the help of sign boards at proper places  Noise barrier is proposed for4.5kms along the proposed expressway to mitigate the impact of noise on habitats. 5 Water Quality  Monitor periodically water quality for establishing the change of MPCB water quality, if any, and assessing its potentiality of surviving aquatic flora and fauna and for irrigation use. 6 Soil Characteristics  Periodic monitoring of soil quality (mainly Pb) at specified distance Contractor and MSRDC in for assessing contamination by vehicular emissions. consultation with MPCB

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 Checking the overflow of spillage from the carriageway. 7 Human Health and  Vulnerable stretches, which are prone to accidents, will be Contractor and MSRDC in Safety identified. consultation with MPCB.  Adopt Safety measures and other control measure for regulating traffic in such areas by:  Installing proper road signs, marking along the whole stretch of the tolled highway in the form of cautioning, informatory and mandatory signs of gantry mounted overhead sizes.  Installing precautionary roads signs for controlling vehicle a speed in urban areas and curve stretches.

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9.8 DETAILS OF MANAGEMENT PLANS 9.8.1 Topsoil Management As most 93.26% of the land use is agricultural there will be loss of topsoil during highway construction. Also there will be loss of top soil due to indiscriminate excavation of the area. Loss of fertile top soil may be anticipated if not managed properly.  Prior to excavation or filling top soil shall be removed.  The topsoil removed shall be stored in earmarked areas. The topsoil stock / heap are prone to erosion, hence proper erosion control measures shall be provided.  Mixing of topsoil with excavated material shall be avoided.  All the top soil will be preserved separately at earmarked site away from other construction materials at site so as to avoid mixing with other materials or contamination.  The topsoil removed shall be reused in green area development.  To avoid loss of topsoil the ROW shall be marked in order to restrict movement of machineries and vehicles within the ROW only.  To avoid contamination due to leakage or spillage the chemicals such as bitumen, oil, diesel, paint etc shall be stored in earmarked place with proper platform with catch pits etc.

9.8.2 Air Environment Management The 93.26% of the alignment is passing through the agricultural land out of remaining 6.74% about 2.75% is forest land and 3.98% is barren land. The ambient air quality in entire stretch of the alignment is within the National Ambient Air Quality Standard 2009.

To control the air pollution during construction phase following measures will be adopted –  During excavation, pilling, drilling process the site will be barricaded.  Proper management of construction vehicle traffic.  Construction material will be stored in designated place.  For dust suppression water sprinkling will be carried out on roads used for movement of construction vehicles.  Proper and regular maintenance of construction equipments.  Wind barricades for storage area will be provided.  Vehicle in good condition and with PUC certificate will be used during construction phase.  Construction material will be transported through covered vehicles.  DG set will be provided with a stack of adequate height.  Workers will be provided with face mask to avoid inhalation of air pollutants.

9.8.3 Noise Environment Management  Barricading the construction site will helps in limit the noise within construction site  Proper maintenance of machineries and vehicles  Use of construction vehicles which are properly maintained and with PUC  Provision of mufflers, padding to reduce vibration, which will in turn reduce the noise  Provision of ear muffs /plugs to the workers working near high noise generating machineries

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 Proper maintenance of path used for construction vehicle to reduce smooth flow and reduce noise  Carrying noise generating activities in day time only  Transportation of construction material during non-peak hours

9.8.4 Water Requirement & Wastewater Management  Avoid wastes of water from existing sources.  Rainwater harvesting structure should be constructed at the settlement area,  Borrows should be re-developed as a water catchment area. The unlined roadside drains in rural stretches should be connected to water bodies like nallas/ rivers/ drains near the culverts and bridges  The proponent will ensure use of ready mix concrete to maximum extent. Construction water runoff if any will be collected in clarifier. The clear water will be reused for construction.  Workers camp will be provided with mobile toilet. The sewage generated will be disposed off through septic tank followed by soak pit.  To avoid contamination due to leakage or spillage the chemicals such as bitumen, oil, diesel, paint etc shall be stored in earmarked place with proper platform with catch pits etc.  Solid waste generated from labour camp will collected in dustbins. The waste will be segregated. The recyclable waste will be give to authorized vendor and the other waste will be disposed off to SWM facility.  Indiscriminate settlement of workers should be avoided. The solid waste generated from labour camps will be disposed of in environmentally safe manner.  The storage area will be covered during monsoon.  Construction vehicles will be properly maintained to avoid leakage.  The impact of increase in turbidity and siltation can be mitigated by providing coffer dams and silt trap around the foundation site before start of piling/drilling works.

9.8.5 Land Acquisition Land Acquisition is under process, after calculation of area of land, type of land and the market rate R & R plan will be designed.

In lieu of monetary compensation it is contemplated under land Pooling Scheme that 25% / 30% developed NA Plot will be alloted to the concerned landlord/person affected, depending upon type of land to be aquired along with annuity for 10 years. In case for some areas where consents are not received under land pooling scheme possibility of acquisition of required land under prevailing guidelines of State Government will be explored.

This shall be Rs. 75,000 per hectare per annum for Jirayat land; Rs. 1, 12,500 per hectare per annum for Hangami Bagayati Land and Rs.1,50,000 per hectare per annum for Bagayat Land.

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9.8.6 Solid and Hazardous Waste Management Plan During construction phase there will be generation of solid waste due to construction activities as well as from labour camps. The waste generated will be stored will be temporarily stored at designated place.  Proper compensation will be provided for acquisition of agricultural land  Excavated earth will be majorly used for site preparation and backfilling. Remaining excavated earth if any, will be disposed off at designated place. Indiscriminate dumping would be avoided.  Other waste from construction will be disposed of safe.  Indiscriminate settlement of workers should be avoided. The solid waste generated from labour camps will be disposed of in environmentally safe manner.

9.9 ENVIRONMENTAL MONITORING PLAN The purpose of the monitoring programme is to ensure that the envisaged purpose of the project is achieved and results in desired benefits. To ensure the effective implementation of the EMP, it is essential that an effective monitoring programme be designed and carried out. The broad objectives are:  To evaluate the performance of mitigation measures proposed in the EMP  To evaluate the adequacy of Environmental Impact Assessment  To suggest improvements in management plan, if required  To enhance environmental quality  To satisfy the legal and community obligations

9.10 PERFORMANCE INDICATORS The physical, biological and social components identified to be particularly significant in affecting the environment at critical locations have been suggested as Performance Indicators and are listed below:  Air quality with respect to PM10,PM2.5, NOx, SO2 and CO  Noise levels around sensitive locations  Plantation success/survival rate  Restoration of borrow pits  Occupational health monitoring  Accident frequency

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Table 77-Environmental Monitoirng Plan Head Phase Parameters Monitoring Institutional responsibility Standard Location (Chainage) Frequency Duration Implementation Air Operation PM10, Air (Prevention and Twice a week for 2 Continuous Implementation will be Stage PM2.5, SO2, Control of Pollution) All locations where weeks in each 24 hours done by MSRDC NOx, CO Rules, CPCB, 1981 baseline monitoring has location in every been carried out. season (except monsoons) Noise Operation Noise levels Noise Standard by At 2 locations Reading to be taken Continuous MSRDC Stage on dB (A) CPCB,2000 in one location once 24 hours scale in a season. Soil Construction Monitoring Threshold for each At an accident/spill Once in a season for 3 - - Stage of Pb, oil and contaminant set by location involving bulk seasons (except grease IRIS database of transport carrying monsoons) USEPA until national hazardous material 50 standards are m from road centre line promulgated

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9.11 BUDGETS FOR ENVIRONMENTAL MANAGEMENT PLAN The environmental cost is consisting of monetary value of the mitigative measures adopted to minimize the negative impact if any of project on environment. Environmental cost is divided into two categories, i.e. capital cost and operation and maintenance cost. Capital cost is the cost of all the investment measures proposed for environmental protection during construction phase while the operation and maintenance cost include the cost of running and operating of these measures such as monitoring air, noise and water and maintaining the investment measures over project life. Budgets for Environmental Management Plan for Construction Phase and Operation Phase are given in Table 78 below.

Table 78-Budgets for Environmental Management Plan - Construction Phase and Operation Phase Construction Phase Operation Phase O & M Cost in Capital Cost Lakh per O & M Cost Heads in Lakh annum in Lakh per annum Environmental Monitoring -- 12 10 Sewage Treatment Plant 110 15 15 Rain Water Harvesting System 45 10 8 Green Belt development 1342.56 402 300 Solid Waste Management 38 15 12 Energy Saving Measures (Solar) 40 12 8 Occupation Health & Safety Training 20 -- 25 Total 1595.56 466 378

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CHAPTER 10: SUMMARY AND CONCLUSION

10.1 PREAMBLE The Government of India has planned 10 world class express highways in order to boost the road infrastructure for faster connectivity between different cities. Simultaneously Government of Maharashtra has planned Nagpur Mumbai Expressway (NMEW) which intends to divert and redistribute the heavy traffic on existing corridors. The proposed NMEW is being implemented by Maharashtra State Road Development Corporation (MSRDC) which will pass through 10 districts from Vidarbha through Marathwada to Konkan regions. The major settlements which are set to be part of this plan are Nagpur District, Wardha District, Amravati District, Washim District, Buldana District, Jalna District, Aurangabad District, , Nasik District and Thane District. The NMEW will be designated as a Maharashtra State Highway (MSH) built on National Highway standards. The NMEW is a top priority project in the Government agenda. It will start from Shivmadka in Hingna, Nagpur and will end near Bhiwandi, Thane.

The project intends to develop a 6 lane expressway with paved shoulders from Nagpur to Mumbai in the State of Maharashtra. This six-lane Nagpur-Mumbai Prosperity Corridor has a ROW of 120 m and will bring the travel time between the two cities of Nagpur to Mumbai from 16 hours to six hours. This prosperity corridor will pass through all the five regions that make up Maharashtra Vidarbha, North Maharashtra, Marathwada, Western Maharashtra and Konkan thus linking developed and developing towns. The project ensures greater regional connectivity and equitable development as it passes through Vidarbha, North Maharashtra, Marathwada, Western Maharashtra and the Konkan region. It also promises to open new avenues of economic and social growth along the drought-hit districts of Vidarbha and Marathwada.

This Prosperity Corridor (NMEW) is being designed for sustainable growth with emphasis on agro-industries in rural and underdeveloped districts of Maharashtra. The project is so massive that it will open up multiple sectors including township along the expressway emerging as a self-reliant model. From textile sector to IT hubs, each node will have its distinct character developed to tackle the local requirements of livelihood of the people and growth. An equal opportunity to grow and develop is the only way for a region to ensure a prosperous demography. Cities have concentrated employment opportunities, skilled work force, financial independence and the infrastructure to keep the demand-supply cycle intact. Most of the needs of the urban areas in terms of food and electricity are sourced from the rural areas. Urban areas act as the drivers of economy for the rural regions, whereas the rural areas provide necessary resources. Thus the urban and rural areas in any state have an interdependent relationship with each other.

The Mumbai Nagpur Expressway not only connects the major cities in the state viz. Nagpur, Aurangabad and Mumbai but also connects the rural areas along the alignment to these major market places. As the Expressway travels from Nagpur to Mumbai, it promises to revive the textile, tourism, education and manufacturing industries on its major nodes. It also connects

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Government of Maharashtra has decided to develop and strengthen the linkages and connectivity of major cities of state with Mumbai; one of such linkage being the Butibori – Wardha– Karanja – Aurangabad – Sinnar – Ghoti along with link from Karanja – Loni - Nagzari corridor. In this regard STUP Consultants Pvt. Ltd. has been mandated by the Maharashtra State Road Development Corporation Limited (MSRDC) for preparation of feasibility study and detailed project report for Package-II.

STUP Consultants Pvt. Ltd. appointed Fine Envirotech Engineers, to carry out the Environmental Impact Assessment studies and to assist the Client in obtaining Environmental Clearance and Forest Clearance.

10.2 PROJECT BACKGROUND The NMEW will be developed as a high-density corridor establishing high-speed connectivity between Nagpur and Mumbai. As a first step in this direction the Government of Maharashtra has decided to develop and strengthen the linkages and connectivity of major cities of state with Mumbai, the state capital. Exploring the viability of one such connectivity between Nagpur and Mumbai, which includes links with and through Shivmadka – Wardha– Karanja – Aurangabad – Sinnar – Bhiwandi along with link from Karanja – Loni – Nagzari corridor.

10.2.1 Project Location This Environmental Impact Assessment report is prepared for Package II starting from Ashta Village, Amravati District (CH 89+300) and ending at Golegaon, Buldhana District (CH 347+190). The total length of the project is approximately 257.881 km. The proposed alignment of NMSCE package-II is located in Amravati, Washim and Buldhana district of Maharashtra state. The project corridor starts from Amravati and traverses through number of 159 villages/towns of 11 Taluka viz. Dhamngaon Rly, Chandur Rly, Nandgaon (Khandeshwar) of Amravati District, Karanja, Mangrulpir, Malegaon, Risod of Washim District and Mekhar, Lonar, Sindkhed Raja, Deulgaon Raja of Buldhana District . The project intends to develop 6 lane expressway with paved shoulders in the state of Maharashtra. The design speed is proposed such that Vehicles shall be able to reach an average speed of 150 km per hour on it.

10.3 DESCRIPTION OF THE ALIGNMENT The proposed package II of Nagpur-Mumbai expressway is of length 257.881km along the road there will be development of nodes. Eight service interchanges are identified in proposed alignment.

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10.3.1 Salient Features of the Project Corridor Sr. Salient Feature Details No 1. Project Stretch The proposed project road is Greenfield expressway. Package 2 starts at Wardha River near at Pulgaon and ends at the district boundary near Sindhakhedraja. The total length is approximately 257.881 Km 2. Width of Road The expressway is designed for (3+3) lanes in the initial phase with a provision for widening to (5+5) configuration with paved shoulders 3. Right of Way For the proposed road alignment the ROW width that has been estimated is about 120m. 4 Land Use Predominantly Agriculture land is prevalent all throughout the stretch. About 169.393 Ha of Forest land is proposed to be diverted. 5 Embankment height The average embankment height is expected to be around 3 m. 6 Bridge 12 Major and 110 Minor. 7 ROB 03 nos. 8 Interchanges 08 nos. 9 Overpass/ 65 10 Underpass 221 11 Road Safety Metal Beam Crash Barriers will be provided along the outer edges of the carriageway. Additional Safety features will be ensured by providing adequate Sight Distances while designing the expressway. Retro reflective road signage will be provided for better night visibility 12 Service Roads Service Roads will be provided on a need basis to cater for local traffic Road User Facilities Rest Areas, Emergency telephones, Traffic Aid Posts, Medical Aid posts, Truck Lay byes and Bus Bays will be provided along the expressway 14 Forest Land 169.393 ha of forest land will be diverted for non forest purpose 15 Water bodies There are 04 ponds/lakes (water bodies) within the proposed RoW which shall be bridged by providing appropriate cross drainage structures 16 Cost of the project 13017.03 Crores

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10.4 LAND AQUISITION Land Acquisition is under process, after calculation of area of land, type of land and the market rate R & R plan will be designed.

In lieu of monetary compensation it is contemplated under land Pooling Scheme that 25% / 30% developed NA Plot will be alloted to the concerned landlord/person affected, depending upon type of land to be aquired along with annuity for 10 years. In case for some areas where consents are not received under land pooling scheme possibility of acquisition of required land under prevailing guidelines of State Government will be explored.

This shall be Rs. 75,000 per hectare per annum for Jirayat land; Rs. 1, 12,500 per hectare per annum for Hangami Bagayati Land and Rs.1,50,000 per hectare per annum for Bagayat Land.

10.5 UTILITY REQUIREMENT 10.5.1 Raw Material Various raw materials such as Cement, Steel, Bitumen, Stones & Aggregates etc will be required for constriction of proposed expressway.

10.5.2 Flyash The Flyash can be procured from Butibori, Wardha and Paras near Akola City, Maharashtra which is about 100 Km from center of the stretch. The Fly ash can be used after checking the properties and testing the flyash material which may be used for Embankment and Concrete works.

10.5.3 Water Requirement Total Water requirement for construction phase will be 2250 KLD. Out of the total water requirement 2000 KLD will be required for construction purpose and 250 KLD will be required for domestic use of workers. The water requirement for domestic purpose will be fulfilled though potable water sources and for construction work water from surface water sources such as ponds, rivers and tanks etc. shall be used.

10.5.4 Power Requirement Total power requirement during construction phase will be 16376 KW. Also adequate Solar panel will be installed during construction phase. 61 Nos. of DG sets of 125 KVA capacity will be used as power backup for Construction purpose.

10.5.5 Man Power Requirement For construction phase manpower employed will be 5500 nos. which will include skilled, semi-skilled workers, technicians, engineers, managers and other professionals for both construction phase and operational phases

10.6 PROJECT COST Total cost of the proposed project is Rs.13017.03 Crores

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10.7 BASLINE ENVIRONMENT As the proposed project is linear structure i.e. highway the study area was selected of 500- 600 m range on either side of the alignment. Prior to start of actual baseline study reconnaissance survey was conducted throughout the alignment. The survey was conducted to find out ecological features like water bodies, vegetation cover, barren lands; geographical features such as plains; villages in the vicinity etc. and primarily to decide location for ambient air quality, noise level, soil quality, water quality monitoring. The alignment was divided in 36 segments each of 7.3 km approx. These 36 segments of the alignment encompass 39 villages.

10.7.1 Soil Quality Most of the agricultural filed of the Package 2 of the alignment has black soil. In order to know the quality of the soil 20 nos. of samples were collected from the study area. After detailed analysis following was the observance. pH was neutral at all location. Organic carbon was in a range of 1.3 to 2.3 mg/l. Nitrogen was in a range of 22 to 280 mg/l. Phosphorus was observed in a range of 16 to 20 mg/l.potassium in a range of 500 to 550 mg/l. Copper 5 to 6 mg/l. Magnesium, Electro Conductance was observed in a range of 0.1 to 1 mg/l whereas Calcium was observed in a range of 0.1 to 0.2 mg/l. CaCO3 was in the range of 4.5 to 6 mg/l. Alkalinity was observed in the range of 500 to 600 mg/l

10.7.2 Air Quality The proposed alignment is passing through mainly agricultural land. Hence air pollution is not an issue in section of roads where it is passing through agricultural land and through rural area. To establish baseline air quality 20 monitoring locations were identified along the proposed alignment. The air quality monitoring has been carried out according to the 16th November, 2009 Notification. After detailed analysis following was the observance.

PM10 The PM10 concentration in the study area ranged from 39.9-51.3.3µg/m3 during the monitoring period. The maximum concentration of PM10 is found at site Sindkhed Raja (51.3), however it is within the national AAQM standards for industrial (100 µg/m3), residential & rural (100 µg/m3).

PM2.5 The PM2.5 concentration in the study area ranged from 10.4-14.3 µg/m3 during the monitoring period. The maximum concentration of PM2.5 is found at site Shendurjana, however it is well within the national AAQM standards for industrial (60 µg/m3), residential & rural (60 µg/m3).

Sulphur Dioxide (SO2) Ambient SO2 levels observed during the monitoring period indicated a fluctuation ranging from 6.5-9.2 µg/m3. The maximum concentration of SO2 is mainly at Jawle. Though the

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Oxides of Nitrogen (NOx) Ambient NO2 levels observed during monitoring period varied from 10.0-14.4 µg/m3. The maximum concentration of NO2 is found in Pimpalkhuta, but it is well within NAAQS for NOx of Industrial, Residential, Rural and Other Areas.

Carbon Monoxide (CO) Ambient CO levels observed during monitoring period varied from 0.35-0.49 mg/m3. The values of CO was within the prescribed limit of NAAQS for CO of Industrial, Residential, Rural and Other Areas.

10.7.3 Noise Environment Noise level monitoring was conducted on at 50 numbers of location within study area to understand the baseline noise levels. The day time noise levels were observed to be ranging from 44.4 dB(A) to 52.2 dB(A). Highest noise level of 58.5 dBA was recorded at Pimpalkhuta. The night time noise levels for the 50 locations ranged between 42.5 dB(A) to 51.0 dB(A) with highest value being recorded at Pimpalkhuta. 51.0 dB(A). Lowest noise levels of 42.5 dB(A) were recorded at Mogra. The assessment of the noise levels at the specified locations in the project area clearly indicates that the existing environment in the project is free from potential causes of noise pollution. Noise barrier is proposed for4.5kms along the proposed expressway to mitigate the impact of noise on habitats.

10.7.4 Water quality 10.7.4.1 Surface Water Quality The water surface samples were collected from eight numbers of location and were analyzed for physic-chemical and biological parameters. It was observed that pH was neutral at all location. DO was in a range of 5.0 to 7.5 mg/l only at Rishi talav it was observed 3.8 mg/l.BOD in a range of 6 to 10 mg/l

10.7.4.2 Ground Water In order to access the quality of ground water the ground water samples were collected from the dugwell located within the agricultural land near the proposed alignment. Total 20 numbers of samples were collected and analyzed. It was observed that pH was neutral at all location. DO was in a range of 6.5 to 7.5 mg/l.BOD in a range of 6 to 10 mg/l

10.8 Ecology & Biodiversity 10.8.1 Flora in the study area Species richness indicates the total number of species present in a given area or in a given category. The total species richness is often used as indicator of biodiversity Value. The species richness in the study area was measured by calculating the total number of species encountered during the study phase. Total 194 species were encountered during the study

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway. phase. The biodiversity of the area in and around the project site is dominated by tree species followed by herb and then shrub 10.8.2 Fauna in the study area Mammals The common mammals observed in the study area were the Common langur. Other mammals like Black buck and Nilgai seen in some patches near Pangri village. Total 9 species of mammals from 8 families observed during study.

Avian diversity In the study area, 83 species of birds were observed during the study. The observations were made based on direct sightings and bird calls. Amonst the birds documented during this study none of the species were classified as Endangered or rare except Ciconia episcopus which is a Vulnerable spieces.

Reptiles During Study of reptiles, stone lifting was done rock crevices and wall space of structures in the Study site was checked. Amphibians were searched near the stagnant water pools and small streams and rivers etc. Total 28 species of reptiles from 11 Families were observed in Study area. While 7 Species of Amphibian from 4 families were recorded.

Fishes Fish studies were carried out from Rivers, ponds, and lake Etc. As well as from local fish Market. Common fishes observed during study like Catla catla, Labeo rohita, Cyprinus carpio etc. Total 24 Species of fishes from 11 families were recorded.

Insect Butterflies are indicators of a healthy environment and healthy ecosystems so butterfly study is very important from ecological point of view. Therefore the butterfly studies were carried out in entire study area of the alignment. During study 47 species of butterfly from 4 families were observed.

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10.9 ANTICIPATED IMPACT & MITIGATION ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES CONSTRUCTION PHASE Sr. Environmental Impact Attributes Degree of Mitigation Measures Implementing No. Parameters Impacts Organization 1 Physiography Disturbance in relief Mild Will be achieved by systematic planning and designing Promoter through feature of the project activities prospective contractor 2 Land resources Change in land use Mild Will be achieved by systematic planning and Promoter through implementation prospective contractor 3 Human resources No adverse impact Negligible Will be achieved by systematic planning and resources Promoter through prospective contractor 4 Ecology Ecological resources – Around  Afforestation to compensate for the cutting of the Promoter through Flora & Fauna 169.393 ha trees during the proposed highway construction prospective of forest activity. contractor area will be  A green belt along the alignment shall be acquired developed. for  Rare plants of economic importance, medicinal proposed plants and wildlife species shall be conserved and alignment regenerated.  Avenue Tree Plantation, Median Plantation, Slope Turfing , tree guards, landscape in islands  Plantation of trees and shrubs of required number and type at the appropriate locations within the

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5 Environmental Removal of trees & Moderate Loss of vegetation will be kept minimum as far as Promoter through aesthetics values green strips along the possible during site clearance. prospective road have impacts on contractor landscape & aesthetic values of the area

6 Utility & Removal of utility line Negligible Shifting and elevation of utility lines will be done in Promoter, MSEB, infrastructural like electrical poles, consultation with concerned Government telecommunication facilities telephone poles, Organisations. dept. & line dept. transformer, HT & LT of GoM. lines 7 Sub-surface There are dugwells Negligible Whenever possible, care is taken to avoid its relocation Promoter through hydrology within the proposed by judicious engineering road design. prospective alignment contractor 8 Religious places ------9 Geology Not much affected Negligible Systematic planning and implementation Promoter through prospective contractor 10 Air quality Short term deterioration Moderate  Trucks carrying soil sand stone, will be covered to Promoter through of air quality due to avoid spilling Prospective generation of fugitive Contractor dust.  Fugitive dust sources will be sprayed with water to (PC) suppress dust.

 Emissions from vehicles & machinery will be checked regularly & maintained properly to confirm to National and State Emission Standards

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11 Noise level Increased noise levels Mild  All the equipments will be duly lubricated, Promoter through due to project activities maintained in good working condition to minimize Prospective noise levels. Contractor (PC)

 Stationary construction equipments will be placed as far as possible from dense habitation.

 Provision of protection devices (ear plugs) to be provided to the workers operating in the vicinity of high noise generating machineries. 12 Ecological One near threatened Moderate Proper care will be taken to maintain eco-balance Promoter through resources – Flora (Balck Buck) and one Prospective & Fauna vulnerable (Woolly Contractor Necked Strok) species (PC) found during study 13 Land use There will be change in Severe Proper management planning will be achieved. Promoter through land use Prospective Contractor (PC) 14 Accident hazards Short term impacts Mild Proper maintenance of the machinery. Promoter through and safety from road accidents prospective contractor (PC)

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ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES OPERATION PHASE Sr. No. Project Related Issues Actions to be Taken Responsible Organisation 1 Prevention of Road side Involve land use planning agencies like the Revenue Department at all P & C in consultation Squatters or indirect Urban levels during operation stage. local body Sprawls Plan and control development activity. Removal, cleaning of squatter and temporary hutments of construction workers once construction activities has been completed. 2 Road Safety and Traffic Adequate number of proper & legible signs will be installed along the P & C in consultation Management road. with Traffic Police Prepare and administer a monitoring system on road/ accidents. 3 Air Quality Monitor periodically ambient air quality at selected sites. P & C in consultation Confinement and absorption of the pollutants at source by creating with MPCB vegetation along the length. Enforcing different control measures to check pollution (e.g. catalytic converters, unleaded petrol, proper serving etc.) 4 Noise level Monitor periodically ambient noise level at selected sites. P & C in consultation Thick vegetation along the road for attunation of noise with MPCB Noise barrier is proposed for 4.5 kms along the proposed expressway to mitigate the impact of noise on habitats. 5 Water Quality Monitor periodically water quality for establishing the change of water P & C and MPCB quality, if any, and assessing its potentiality of surviving aquatic flora and fauna and for irrigation use.

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6 Soil Characteristics Periodic monitoring of soil quality at specified distance for assessing P & C in consultation contamination by vehicular emissions. with authorities. Checking the overflow of spillage from the carriageway by promoting growth of vegetation cover along the road shoulders and preventing overflow to green belt.

7 Maintenance of Avenue trees Plantation will be undertaken by the concession company on an P & C in consultation aggressive note along the whole stretches on the both sides of the road. with authorities and Employment of local population for maintenance avenue plantation. State forest Department Human Health and Safety Vulnerable stretches, which are prone to accidents, will be identified. P & C in consultation Adopt Safety measures and other control measure for regulating traffic in with authorities. such areas by: Installing proper road signs, marking along the whole stretch of the tolled highway in the form of cautioning, informatory and mandatory signs of gantry mounted overhead sizes. Installing precautionary roads signs for controlling vehicle a speed in urban areas and curve stretches.

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10.10 EMERGENCY CONTROL PROCEDURE 10.10.1 For Natural Calamity In the event of occurrence of natural calamity during the construction phase, all work will be suspended and all construction material will be shifted to the safer location. In order to minimize losses/ damages to pavement, incomplete CD structures during the heavy rains the inventory of material storage at site will be kept to a minimum during rainy period i.e. May to September. During the operation phase, in the event occurrence of Natural Calamity the concessionaire will stop traffic on the highway and will guide the traffic at time of closure for follow up of safer route. The traffic will be regulated right from receipt of warning. The emergency control centre will be in direct contact with the district administration for their advice for the steps taken for the traffic control and other assistance.

10.11 For Hazard The onset of emergency will in all probability commences with a major fire or explosion and shall be detected by the member of staff on duty at construction camp/on Highways. If located by a staff member on duty, he (as per site emergency procedure of which he is adequately briefed) will go to the nearest fire alarm call point, break glass and trigger off the fire alarms. He will also try to inform about location and nature of fire/ accident to the Site Main Controller on mobile phone. In accordance with work emergency procedure, the following key activities will immediately take place to intercept and take control of emergency:  The fire group will arrive at the site of incident with fire fighting controls  Site Main Controller will commence his role from the Control Centre  The First Aid Group will take care of injured  Site Main Controller will be directing and deciding a wide range of desperate issues. In particular DMC has to decide and direct:  Whether fire fighting and first aid groups require reinforcement of man power and facilities  Whether the facility is to be shut down or more importantly kept running  Respond to any large size complaints from outside public and to assess an offsite impact arising out of the onsite emergency.  When the incident has eventually been brought under control as declared by the fire fighting group, the Site Main Controller shall visit himself personally for:  An assessment of total damage and prevailing conditions with particular attention to possibility of re escalation of emergency, which might of the time being, be under control.  Inspection of other facilities, which might have been affected by impact of incident.  Based on visit, Site Main Controller will finally declare and communicate termination of emergency and authorize step by step restoration of normal operation of the refuelling and storage facility. The fire siren will be sounded with all CLEAR SIGNAL.  During entire period of emergency the site will remain out of bounds to external visitors except: o External Fire Personnel; o External hospital ambulance staff;

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o Local Government; o Insurance authorities;

10.11.1Alarm System to be followed during Disaster Suitable alarms will be developed after establishment of construction camp/opening of Highways for traffic and these will be explained to each personnel working at the Highways. The alarm will also be displayed at office for the information of visitors.

10.11.2 Actions to be Taken on Hearing the Warning Signal On receiving the disaster message following actions will be taken: Fire Fighting group, first aid group shall reach the ECC Team members will remain ready in their respective sections for further instructions

10.11.3 For Petroleum Product Leakage In the event of massive spillage of HSD/ Gasoline/ Kerosene/ Furnace oil the spilled quantity should be reclaimed from the storm drainage channels/ rain water harvesting pits. The traces of the products may be absorbed in sand or cotton rags. The spilled area at main carriageway/ service road should be thoroughly washed with water or any neutral solvent to avoid any slippage or skidding. All effect should be made that spilled oil does not enter surface water body.

10.11.4 Head-on Collision /Vehicle Accident on the road The major risk involved in this type of Disaster fatal or high degree of injury. Early response will be in terms of well-equipped ambulance with paramedical team reaching on the site. This will help in rescue of passengers from the accident site and will be taken to the nearest hospital. If need so arises the patient can be taken to one of the major and super specialty hospital in the area.

10.11.5 Spillage and Leakages of Oil On the road This Disaster can occur during a leak or spillages of oil or fuel carrying tankers met with an accident on the road. The various risks involved in this is danger of skidding of other vehicles due to spillages. Risk of catching fire depends upon the flash point of the material. The early response in this case will be stoppage of vehicular movement immediately by using communication system and towing the damaged vehicle in order to make traffic easier. It is important to carry out mopping operations to collect oil spilled on the road. The clean- up procedure is of immense importance in order to avoid further hazards and consequences.

10.12 PROJECT BENEFITS It is expected that the proposed Project will improve transport efficiency directly on this highway and indirectly to the State and National roads network, which will ultimately contribute to development of economic opportunities and poverty reduction in the Project influence area, in the State, as well as the nation as a whole.

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The project will facilitate pro-poor economic growth by improving connectivity in the State and with the adjoining states that will help easy transportation, hence increased employment, and accessibility to basic services especially for the poor.  It should bring out details of benefits by way of:  Improvements in the physical infrastructure and road access,  Improvement in social services due to quicker and safe mode of transport,  Employment potential—skilled, semi-skilled and unskilled labour—both during construction and operational phases of the project with specific attention to employment potential of local population as well as necessity for imparting any specialized skills to them to be eligible for such employment in the project  Reduction in traffic congestion in the city/town/and other locations,  Development of tourism, industrial parks, technology parks, smart cities, and educational complexes along the route of the expressway  Reduced pollution, vehicle maintenance, fuel saving due to better quality of roads,

Over all development in economy and improved lifestyle

The proposed development of Nagpur-Mumbai super communication Expressway will have positive impact on the entire stretch of 750 kms. The existing conditions of Socio-economic, Infrastructure and Environmental setting will also get facelift and will be improved to great extent. Various components which may give boost for improvement includes –  Water Supply  Road Conditions  Power Supply  Access to the villages  Public Health  Telecommunication  Health & Hygiene  Storm Water Network  Educational Institutions  Rain Water Harvesting  Transportation  Improvement in Green Belt  Solid Waste

10.12.1 Proposed Improvement Proposed Nagpur – Mumbai Communication Super Expressway with Access Control would be first of its kind development in India and will be beneficial for rapid transportation of the goods reducing travel time to almost half of the current travel time with a design speed of 150Kmph. It will decrease the cost of the product due to rapid transportation with low operation & maintenance cost.

Proposed Super Expressway finally shall have 3+1+1 lanes on either side of the median surfaced in concrete. Central Divider and Central Service duct dedicated for utility service corridor shall be provided if requirement is envisaged for the same.

The provisions made for this proposal are:  Flyover/Interchange at major road crossings.  Vehicular under pass (VUP) and Pedestrian under pass (PUP) at every village/ town.  Bypass at every major city.

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 3+1+1 lane roads on both sides along entire length of corridor.  For every 100 Km of the expressway there should be a aero plane landing stretch of 5Km

The following facilities are proposed be provided along the corridor:  Emergency telephones @ every 5km  A fuel filling station,  Parking and Truck Stops  Wash rooms,  Ambulance and Towing Facilities  Baby changes and a playground  Quick Response Vehicle (QRV)  Food plaza & restaurants, Shops  Rest Areas at every 50 km

Wayside Amenities:  Trauma Centre  Tunnel Lighting  Truck Terminus  Bridge- Beautification  IT Parks and IT Companies  Street Lighting  Educational Institute  Digitized Signage  Median Plantation/Landscaping  Light Cutters  Bus Bays  Junction Beautification

Information Technology includes:  Free Wi-Fi access  Traffic Surveillance and enforcement  CCTV  Optical Fiber Ducts (OFC) in median for multiple network  Traffic Safety Measures

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10.13 ENVIRONMENTAL MONITOIRNG PROGRAMMME Head Phase Parameter Monitoring Institutional responsibility Standard Location (Chainage) Frequency Duration Implementation Air Operation PM10, Air (Prevention and All locations where Twice a week for 2 Continuous Implementation will be Stage PM2.5, SO2, Control of Pollution) baseline monitoring has weeks in each 24 hours done by MSRDC NOx, CO Rules, CPCB, 1981 been carried out. location in every season (except monsoons) Noise Operation Noise levels Noise Standard by At 2 locations Reading to be taken Continuous MSRDC Stage on dB (A) CPCB,2000 in one location once 24 hours scale in a season. Soil Construction Monitoring Threshold for each At an accident/spill Once in a season for - - Stage of Pb, oil and contaminant set by location involving bulk 3 seasons (except grease IRIS database of transport carrying monsoons) USEPA until national hazardous material 50 standards are m from road centre line promulgated

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CHAPTER 11: DISCLOSURE OF CONSULTANT ENGAGED

“Maharashtra State Road Development Corporation Limited (MSRDC)” for carrying out the above mention study have entrusted “STUP Consultants Pvt. Ltd.”.

Introduction STUP Consultants Pvt. Ltd. (SCPL) an ISO 9001: 2008 Company was established in 1963 at Bombay, India under the chairmanship of Mr. Yves Guyon a renowned French Civil Engineer who gave pre-stressed concrete its theoretical basis and transferred Prestressing Technology across the world by setting up Engineering Consultant Groups, as part of Etudes STUP International (France) worldwide Consultancy network. The objective of the company was to spread knowledge and technologies of the industrialized countries into the developing world. SCPL has provided diversified consultancy services of civil and structural engineering and architecture with associated electrical and mechanical engineering and has attained a very high level of competence over five decades.

SCPL served as an intellectual nucleus to attract 1500 outstanding professionals situated in 20 offices across the world dedicated to strengthening the technological capability of a large part of the free World. From the very beginning, SCPL created the most unique structures and infrastructures facilities which won international reorganization. They were distinguished by the utilization of well adapted new technologies paying particular attention to the use of local resources, resulting in substantial savings in cost and high functional and aesthetic values. This resulted in SCPL being progressively called upon to apply itself to nearly every specialization of civil, structural Engineering and architecture, as well as associated electrical, mechanical, HVAC and electronics Engineering – which made SCPL one of the leading consultants in these fields in several counties across the world. Till 2012 SCPL has worked in 35 Countries.

The specialization of SCPL is to blend modern technology with local skills and materials and thus adopt technology to suit the environment of the project site and country in which the project is executed. SCPL has a large number of technical professional, the know-how of the staff is multi- disciplinary and the synergies of 286 their abilities ensure successful completion of the project. The consultancy services offered by SCPL includes planning, feasibility studies, detailed project report, detailed structural design, construction supervision, project monitoring project management, imparting training, assessment in respect to environment & social aspects and establishment of a sustainable maintenance management system.

Environmental and Social Assessment Rapid Industrialization, urbanization and infrastructure growth in India have made the general public aware of environment and sustainable development. In any developing country like ours, the development will have an impact on the environment as well as on the livelihood of the people. It is to be remembered that development as a whole will be

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Considering the importance of Environment and People SCPL have come forward and has established it self as an Environmental Consultant. As an Environmental Consultant SCPL play significant role in facilitating complianceto environmental legislation, regulations and standards. SCPL interface between the various statutory authorities, general public and project developers for making real improvement in line with the concept of sustainable development and environmental protection.

Apart from providing the right guidance, consultancy for Environmental Clearance and other allied jobs can be provided keeping parity with the requirement of valued customers. We have deep understanding of environmental regulations on which SCPL can advise to particular clients in the private industry or public government institutions to help them steer clear of possible fines, legal actions or misguided activities. SCPL deliver long-term, sustainable value and with it progress on issues that cannot be ignored. SCPL take advantage of more than decade-lasting experience in providing environmental consulting services in India and Asian countries. SCPL is more than an environmental adviser and provider of environmental services. Our strength is in our people, the partnerships we form with our clients and our experience.

STUP offers the full range of environmental consulting services and we look forward to joining with other organizations to help solve their environmental challenges, embrace sustainability and enhance the value of the organizations STUP provide environmental consulting services for – • Highways • Railways • Transport terminal • Mass rapid transport system • Port • Harbour • Jetties • Marine terminal • Break water and dredging • Building and large construction projects • Shopping malls, Multiplexes, commercial complexes, • Housing estates • Hospitals • Township and area development projects – SEZ, EPZ • Common Municipal Management Facility • Airports

Our Environmental Consultancy services generally include but not limited to –

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• Environmental Impact Assessment (EIA) • Environmental Management Plan (EMP) • Supervision of EMP implementation in construction phase • Forest Clearance • Environment clearance • CRZ clearance • Disaster Management plan • Emergency Preparedness Plan • Social Impact Assessment • Resettlement Action Plan (RAP) • Environmental and Social Awareness Programme

STUP’s Environmental Consultancy Team STUP’s wide range of resources and expertise offer comprehensive and single umbrella solution to environmentally challenging projects for local and national governments, international financing institutions , private sector owners, contractors and public sector institutions. We have a multidisciplinary environmental consultancy team which consists of experts from different disciplines. The team mainly consists of – Environmental Engineers, Environmental scientists, Air pollution experts, Air quality modeling expert, Water pollution expert, Solid waste management expert, Geologist, Hydro- geologist, Land Use and remote sensing expert, Noise and vibration expert, Soil conservation expert , Ecology and biodiversity expert and Risk and hazard expert.

QCI, NABET accreditation to STUP STUP got NABET accreditation from QCI for following sectors:

1. Port, Harbour, jetties, marine terminals, breakwater and dredging. 2. Highways, railways, transport terminals, mass rapid transportsystems 3. Common Municipal Solid Waste Management Facility (CMSWMF) 4. Building and large construction projects including shopping malls, m 5. ultiplexes, commercial complexes, housing estates, hospitals, , institutions 6. Townships and Area development projects

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

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Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

278

Environmental Impact Assessment report (EIA) for Pulgaon village to Sindhkhed Raja village of 257.881 km length (Package-II) of Access Controlled Nagpur-Mumbai Expressway.

279