Environmental Impact Statement & Traffic Survey Study For Proposed Road – Bal Bharati Link Road,

(For Hon. High Court appointed Experts’ Committee) August 2012

Prepared by Shrishti Eco-Research Institute B – 106, Devgiri, Opp. P. L. Deshpande Garden, Road, Pune – 411 030 Ph. No. – 91 – 20 – 24253773/ Telefax.: 66206539 Email ID – [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Table of Contents

Executive Summary ...... 3

Project Team for Environmental Impact Statement (EIS) of Bal Bharati - Paud Road Link ..... 6 Brief Description of Project ...... 7 Pune City: Background ...... 7 Location ...... 7

Environmental Settings ...... 8 Hydro-geomorphology ...... 8 Topography ...... 9 Geology ...... 9 Climate ...... 10 Current development scenario ...... 10 Industrial Growth in Pune ...... 10 Transportation ...... 11 Traffic Growth ...... 11 Impact on Health ...... 11 Traffic Survey ...... 12 Methodology ...... 12 Team Members – ...... 13 Observations ...... 14 Law College Road ...... 14 Karve Road Near Savarkar Flyover ...... 15 Paud Road Near Kelewadi Junction ...... 17 Traffic Observations ...... 19 Law College Road ...... 19 Karve Road ...... 26 Paud Road ...... 33 General Observations ...... 39 Origin – Destination Survey ...... 40 On Law collage road - ...... 40 On Karve road - ...... 42 On Paud road - ...... 44 1 Combined Opinion of Commuters observed in OD Survey ...... 46 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Traveling Distance and Response for the Proposed Road ...... 47 Commuters’ Occupation and Responses to the proposed road ...... 49 Survey Photographs - Jan 29, 2010 ...... 54 Impact Analysis Statement ...... 58

Risk Assessment ...... 73 Environment Management Plan for Paud Road - Bal Bharati Link Road ...... 75 Environmental issues with mitigation measures ...... 83 Guidelines for Paud Road - Bal Bharati Link Road Project ...... 85

Disaster Management Plan for Paud Road – Bal Bharati Link Road ...... 87 Introduction ...... 87 Objectives ...... 87 Risk Assessment ...... 87 Natural Calamities ...... 88 The Team for Disaster Management of Paud Road – Bal Bharati Link Road ...... 88 Mitigation Measures ...... 91 Mitigation Measures for all Potential Risk ...... 91 Mitigation Measures for Natural Calamities ...... 93

Supporting Studies ...... 94 1. Traffic Count studies on Law College Road ...... 94 2. Estimation of Air Carrying Capacity of Law College Road ...... 96 Benefit Cost Analysis (B/C) ...... 97 3. Economic Analysis ...... 98 4. Carbon Footprint of Proposed Road ...... 103

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Executive Summary

Project Bal Bharati Paud Road Link Estimated Project Cost Rs. 24 cores Project Proponent Pune Municipal Corporation Objective 1. To reduce traffic load on Law College Road 2. To avoid losses, delays and air pollution resulting from congestion on Law College Road Entry - Exit Kelewadi Junction on Paud Road to Bal Bharati Near Symbiosis (Backside of BORI) Major commuter contributing areas Colonies and apartments on Paud Road (Up to Bhusari colony) and Karve Road (Up to Varje, Malwadi) Major Destinations of commuters From 5 to 50 km daily Short Distance (1 – 15 km) – Symbiosis, Chatushringi, Pune University, Aundh, , Shivajinagar etc. Long Distance (15 – 50 km) – , , , Akurdi, Nigdi, Chakan Major contention Traveling time on Law College Road Responses of Commuters (findings of OD 1. Combined positive response of commuters for the Survey) proposed road using 2,3 or 4 wheelers is about 58% and 60% of 4 wheeler owners opted for road while the least was 56% of ‘yes’ by two wheelers. 2. Commuters having different occupations have shown more inclination towards the construction of proposed road barring students. 3. Commuters traveling short or long distances have preferred the construction of road (68%) stating the reason of saving time. Observations on traffic volume 1. Maximum peak hour volume on Law College Road is 12021 on working days including Saturdays while minimum peak hour volume is 5701 on Sunday. 2. The percentage of public transport buses in the vehicular count is less than 1%. 3. Average peak hour flow on Sunday was 7158, that of on Saturday was 9011 and on working day it was 10555. 4. From the data collected during surveys, it can be concluded that more than 75% of the commuters are non-residents of Law College Road or its feeder roads like Prabhat Road and Bhandarkar Road. 5. As per calculations of Air Pollution Carrying Capacity considering carbon monoxide as a critical parameter, Law College Road’s traffic volume should not exceed 12739 per day while the daily volume is observed as 70709 (455% as compared to calculated carrying capacity). Environmental Impacts 1. There will be marginal impacts on flora, fauna, watershed features during the construction phase as stated in the impact analysis chart. 2. There will be temporary increase in vehicular movement and air pollution on the roads leading to construction site. 3. Cutting or filling of ground will lead to accelerated erosion along the construction site. 4. Air Pollution after construction may reduce considerably but will increase proportionately as the

vehicular movement will increase. 3 5. There will be reduction in air pollutants on the Law Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

college Road due to diverting traffic to proposed road. 6. There will be positive impacts on the health of residents of Law College Road as the congestion is reduced due to reduction in traffic volume. Social Impacts 1. Social unrest due to congestion and accidents will reduce substantially on Law College Road. 2. There is possibility of encroachment and population pressure in the adjacent areas leading to tree felling, land grabbing, and pollution due to liquid and solid waste dumping during the construction and operational phases of proposed road. Economic Impacts 1. Improved fuel economy (50%) due to decongestion will be positive impact of proposed road. 2. The savings will be to the tune of Rs. 6.5 crores per annum considering only 4-wheelers (fuel diesel) and 2- wheelers (fuel petrol) while cost of construction of proposed road is Rs. 24 Crores. Other Essential Studies 1. Maximum Volume of Traffic Directional maximum traffic volume at peak hours should not exceed 5465 vehicles/hour. Actually, this is exceeded many times. 2. Existing carrying capacity of Law College Road The minimum number of the vehicles (emitting carbon monoxide) i. e. 12739 is considered as carrying capacity of Law College Road. At times, about 70,000 vehicles/day ply on the road. 3. Cost Analysis NPV of the proposed road project is Rs. 5.7 crores for 5 years at the rate of 12% per annum. IRR is 0.25. 4. Carbon footprint As per the calculation based on NOx and VOC emissions, the total carbon footprint of Law College Road is 41,66.142.49 tons/year (in terms of Rs. 467 crores). Construction of proposed road will have its impact and it estimated at 2 – 3% only. Mitigation Measures, Disaster Control, 1. To avoid tree felling, careful alignment of proposed Environment Management Plan road. 2. Transplantation of existing trees and maintains them alive. 3. Development of avenue plantation of local species only with good canopy along the both sides of proposed road. 4. Control of erosion, minimum damage to water courses though may be dry during non-monsoon period. 5. Control of vehicular pollution during the construction phase. 6. Control of dust pollution due to cutting and filling activities. 7. Control of noise pollution. 8. Prevention of accidents or fatalities due to vehicles, machinery failures or breakdowns. 9. Avoidance of landslides or avalanche of soil or rock fragments due to cutting filling activities. 10. Inspection, review and certification of the 4 mitigation measures during construction and Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

operational phases by expert’s committee. 11. Environmental budget at least 2% of the project cost. 12. Cost of preventing environmental deterioration to be internalized in the project budget. 13. Provision of the budget for rehabilitation of not only project affected people but for ecosystem components like plants and animals also. 14. Provision of insurance for working people or the project affected people under Public Liabilities Act, 1991. 15. Strict measures to prevent any encroachment or settlement near or along the road and time to time inspection or vigilance for violation. Conclusion 1. The carrying capacity of the Law College Road is completely exhausted due to ever-increasing traffic volume which directs explicitly towards the need for alternatives, and new roads. 2. As per the weighted analysis of the impacts, the proposed road has negative impacts more even though the positive effects on Law College Road are compensated. If the proper mitigation measures are taken to reduce the negative impacts due to development activities then the project will become environmentally sustainable as given in the Impact Analysis Statement. 3. Environmentally planned with adequate funding and monitoring by City level committee (CLC) / project evaluation agency (PEA) of the Road Construction Project will lead to sustainable traffic management in the city. 4. After implementation of all the mitigation measures, based on the rating criteria, the project can be considered as Non-Polluting Project because absolute value of impacts is +13 due to construction of Paud Road Bal Bharati Link with proper mitigation measures and positive impacts due to decongestion on Law College Road absolute value becomes +37. 5. All these scientific and planning studies, suggest the need of alternatives for the Law College Road.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Project Team for Environmental Impact Statement (EIS) of Bal Bharati - Paud Road Link

The team for the EIS of Bal Bharati - Paud Road Link was carefully selected based on qualification and experience by SERI co-coordinated by Sandeep Joshi, Environment Technologist.

Core Team

Sr. Name Organization Post Responsibility in the Project No. 1. Sandeep Joshi SERI Environment Chief EIS Coordinator Technologist 2. Sayali Joshi SERI CEO Overall supervision 3. Priyamvada Joshi SERI Environment Officer Communication and compilation 4. Pallavi Patil SERI Executive Field/survey coordination 5. Pradnyesh Agre SERI Environment Officer Field/survey coordination 6. Ganesh Mule SERI Trainee Admin Field/survey coordination

Experts and Supportive Team

Sr. Name Qualification Experience Responsibility No. 1. Sandeep M. Sc. (Envt.), 25 years in the field of environment Chief EIS Coordinator Joshi Doctoral Fellow monitoring, pollution control and EIA, Study of Natural Lab assessment as per ISO17025, Environment, impact EMS (ISO14001) Lead Auditor, analysis and prediction, Planner and Designer of Environment modeling and environmental systems, Management plan bioremediation 2. Dr. M. S. M. Sc. Ph. D. Teaching and research experience of Ecological Impacts Analysis Kodarkar 35 years in ecology, Indian (Late) Representative of Scientific Committee of International Lake Environment Committee 3. Sayali Joshi M. Sc. 15 years in the field of Water and wastewater (Microbiology) environmental, water and wastewater studies analysis, EIA component 4. Dr. Pramod M. Sc. (Envt.), 20 years in the field of environmental Ecological analysis Salaskar Ph. D. analysis and surveys 5. Priyamvada M. Sc. (Envt.) 2 years in the field of environmental Coordination, planning communication and compilation of information, and report writing 8. Pallavi Patil M. Sc. (Envt.) 4 year in Water Quality and Air compilation of information, quality monitoring & analysis; and report writing 9. Pradnyesh M. Sc. (Envt.) 2 year in water quality monitoring & compilation of information, Agre analysis; Ecological studies & and report writing, biodiversity evaluations 10. Ganesh B. Com 2 year in the field of account Field survey coordination Mule

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Brief Description of Project Pune Municipal Corporation has proposed a road to link Paud Road and Bal Bharati near Symbiosis on Senapati Bapat Road (behind the ILS Law College). Its length will be approximately 2.1 km from Kelewadi Junction to Bal Bharati traversing the hill known for its popularity among puneites for morning walks and biodiversity.

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Existing Road Survey point Proposed Paud Road to Bal Bharati

Existing Road

Survey 1 point

Survey point 2

Pune City: Background Location Pune city is located at an altitude of 560 meters at co ordinates 18 degrees 32 minutes north; 73 degrees 51 minutes east. It is located on the Deccan Plateau and is about 100 km east from Konkan coast and at a distance of about 160 km from Mumbai.

It is at the confluence of Mula - Mutha Rivers. It is bounded by hills on the western side. One can see the Sinhagad- hilly area to the south. About 12% area of the city is hilly area. 7 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Figure 1: Pune city

Environmental Settings Geographical Area and Population The total geographical area of Pune city is 243.96 sq. km (Ref. ESR 2008-09).

Landuse Out of the total area, 38.6 per cent is residential area, 1.8 per cent is commercial area, 9.5 per cent is defense area, 11 per cent is industrial area and 9.7 per cent is recreational area.

Population Population of Pune city is about 2.5 million as per 2001 census.

Hydro-geomorphology Pune City (18o31' N, 73o51' E) is located near the western margin of the Deccan plateau. It lies on the leeward side of the Sahyadri i.e. the Western Ghats. It is hardly 50 km from the crest of the Ghats. It is 100 km east from the West Coast (crow fly distance). The main system of the hills and mountains is part of the Sahyadri, which run north south in the western portion of the district. Pune comes under the belt, which is hilly at west and bare open towards east.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Varasg Muls Pavn Pans aon hi a het

Khadakv asla

Indrayan i River Pavna Mutha

Pune Mula

Figure 2 Hydrological setting of Pune as from Google image

It is situated on the confluence of Mula and Mutha rivers at the height of 560 m above the Mean Sea Level (MSL). Two more rivers Pavana and Indrayani transverse the northwestern outskirts of the urban areas. Ram River and big drains like Nagzari, Ambil and Gaikwad bring the water from the surrounding hilly area and feed . Mula – Mutha River with all these drains and lakes such as Katraj and Pashan form a Watershed of Pune City. Mula- Mutha Rivers later empty water into the Bhima River. The city is located in the upper Bhima basin.

Topography The city is surrounded by hills on the east and the south. The Sinhagad-Katraj -Dive Ghat range is the southern boundary of the urban area. The highest point within the city is the (800 m) whereas the highest point of the urban area is the Sinhagad fort (1400 m).

Geology In the Pune region, the rocks are mostly formed of Deccan trap basalts. These are spread over large area in western and central . It is flat-topped, plateau-like structure. Sometimes it has a step like or terraced appearance, then it is called as "trap". Normally the rock is gray to greenish gray in colour. As compared to Tapi Basin, in Pune region, soil is shallow with thin layer of murrum and then hard rock starts. Laterite is the common feature with the basalt underneath in the Mula-Mutha basin. Laterite is a kind of vesicular clayey rock. It has characteristic red - brown colour. It is composed of a mixture of hydrated oxides of aluminum and iron. It caps the summit of some hills or high altitudes. The regur (black cotton soil) is also found in plains. It may contain plant nutrients like lime, magnesia, iron etc. (Ref. Sahastrabuddhe, Y. S., 1999 A note on the Geology of , Gazetteer of Pune.) 9 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Climate Climate of Pune is with three distinct seasons- summer, rains and winter, as elsewhere in India. The leeward location of the city with reference to the Western Ghats has made the climate moderate and pleasant. The average temperature of the hottest month - May is about 230 - 390 C having peaks about 420C. The same for the coldest month of December are 120 - 300 C with lowest about 50C. The relative humidity ranges from 36% (March) - 81% (August). The annual rainfall as per IMD records is 540 mm per anum; out of which 75% occurs in just four months from June to September. The data received from IMD, Pune has been processed to develop wind rose for the period Jan. 2006 to Feb. 2007.

Figure 3 Wind roses from January 2006 to February 2007

Biodiversity and green cover Pune urban area has been expanding peripherally at an average rate of about 500m per year for the last two decades or so. Human habitations are encroaching upon the farm land, orchards of the fringe villages. The characteristic ecosystems of Pune city are scrub plantations on the hills and Acasia groves on the riverbanks along with some green areas in the city. Pollution loads and anthropogenic pressures are posing a pressure onto these systems.

Current development scenario Population growth • Population growth is @ 3.5 % per anum as compared to national average of 2.1 % • Migration accounts for 50 % of the growth • 71% of the population is below 35 years • 2021 population projection expects it to be 60 lacs at current growth rate

Industrial Growth in Pune Though industrial sector of Pune has history of 100 years, up to 1947 there was no 10

exemplary industry set up in Pune. Raja Bahadur Motilal Poona Mill, Deccan Paper mill, Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Sathe Biscuits were the only industries in Pune. The first industry in Pune was Poona Metal Works in 1880. Till 1883, 70 producers of Copper and Brass were recorded. Since then till now the industrial sector is increasing from all aspects. Pune has become home to all worlds’ largest companies in software establishments and emerging as prominent city for BPO companies. There also are several SEZs proposed and operative in the city.

Transportation The public transport was with private Silver Jubilee Company before 1950. Pune Municipal Corporation (PMC) took up the charge of Public transport from 1st March, 1950. The number of buses rose from 22 in 1950 to 832 owned and 149 on rental basis till 2006 (ESR, PMC, 2006). Mobility is an essential part of routine urban life. It is the main access to city services, social opportunities, access to employment as well as social integration. This rising mobility pattern and increase in population has led to inadequacy of public transport.

Traffic Growth The Pune’s human population is growing astronomically along with vehicular population. As per the census of 2001, Pune’s population was 2.5 million and total number of vehicles was 11 lakhs. Now in 2010, the vehicular population has crossed the mark of 19 lakhs when projected population is about 3.5 million. This growth is very high as compared to any other city in India. The city has experienced steep, massive population growth due to migration of both skilled and unskilled labour catering to the necessities of expanding spheres of industrial and service sectors. This has created tremendous pressure on local public and private transport systems. The central part of the city is experiencing capacity gaps, parking problems, low speed travel, congestion and decay. Road safety issues are on the rise due to lack of footpaths, safe crossing, encroachments, bottlenecks etc. It is one of the reasons for a construction boom in the fringe areas, outskirts of the city. But the solution for traffic has led to many other criticalities of traffic control and services.

Impact on Health The emissions from vehicles have very serious effects on the health of the citizens. Respiratory and other ailments caused by auto exhausts, which contain particulates, unburned hydrocarbons, carbon monoxide are taking their toll, indicated by a steep increase in diseases like asthma, bronchitis and other respiratory, cutaneous and ophthalmic ailments.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Traffic Survey Considering the inflow – outflow of the vehicles three sampling points were selected to study the traffic volume and origin – destination travel with desire for the new proposed link road. These three points were namely – 1. Kelewadi Junction on Paud Road 2. Sawarkar Flyover on Karve Road 3. ILS Law College/BORI on Law College Road

Methodology The formats used for site surveys and observations are as given by the expert committee members appointed by Hon. High Court.

Classified Traffic Volume Count Name of the intersection: (Survey for 24 hours same day as O-D vy) Day: Direction: From______to______One week day and one Saturday) Date:

Time 2-W Scooter 3-W : Auto Car/Jeep LCV & Tempo Trucks Bus Cycle Other Total 09:00 - 09:15 0 09:15 - 09:30 0 09:30 - 09:45 0 09:45 - 10:00 0 TOTAL 0 0 0 0 0 0 0 0 0 10:00 - 10:15 0 10:15 - 10:30 0 10:30 - 10:45 0 10:45 - 11:00 0 TOTAL 0 0 0 0 0 0 0 0 0 11:00 - 11:15 0 11:15 - 11:30 0 11:30 - 11:45 0 11:45 - 12:00 0 TOTAL 0 0 0 0 0 0 0 0 0 12:00 - 12:15 0 12:15 - 12:30 0 12:30 - 12:45 0 12:45 - 13:00 0 TOTAL 0 0 0 0 0 0 0 0 0 16:00 - 16:15 0 16:15 - 16:30 0 16:30 -16:45 0 16:45 - 17:00 0 TOTAL 0 0 0 0 0 0 0 0 0 17:00 - 17:15 0 17:15 - 17:30 0 17:30 - 17:45 0 17:45 - 18:00 0 TOTAL 0 0 0 0 0 0 0 0 0 18:00 - 18:15 0 18:15 - 18:30 0 18:30 - 18:45 0 12 19:45 - 19:00 0 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

TOTAL 0 0 0 0 0 0 0 0 0 19:00 - 19:15 0 19:15 - 19:30 0 19:30 - 19:45 0 19:45 - 20:00 0 TOTAL 0 0 0 0 0 0 0 0 0

**We extended the timings of observation starting from 6.30 am in the morning till 10.30 pm in the night. While presenting the data, we considered the peak hour timings.

Following format of Origin – Destination (OD) survey was used without any modification as given by expert committee members. ORIGIN - DESTINATION STUDIES Name of the intersection: (To be carried out for 16 hours on same days) as Day: TVC Surveys, sample size 10 % of TVC) Date: Direction: From______to______Sl. Time Origin Destination Type of Occupation No. of persons Remarks mode traveling

Team Members – Sr. No. Name Responsibility 1. Sayali Joshi Guidance for survey 2. Priyamvada Joshi Coordinator 3. Pallavi Patil Field/survey coordination 4. Pradnyesh Agre Field/survey coordination 5. Ganesh Mule Staff support 6. Vikrant Patil Field coordinator 7. Pramod Pandurang Rathod Field Observer 8. Babasaheb Bhaskar Shinde Field Observer 9. Ravikant Laxman Tallikar Field Observer 10. Rohit Prabhar Bidwe Field Observer 11. Sandip Balkrushna Chougule Field Observer 12. Abhijit Balwant Chavan Field Observer 13. Vishnu Sadashiv Kaldate Field Observer 14. Nilesh Nivrutti Kaingade Field Observer 15. Amar Baban Topugade Field Observer 16. Pratapsinh Sarjerao Shinde Field Observer 17. Sagar Kanhere Field Observer 18. Nana D. Narute Field Observer 19. Rahul Somnath Kamble Field Observer 20. Vikas Shamsundar Kori Field Observer 21. Sunil Ankush Phalke Field Observer 23. Shrikant Vijay Kadare Field Observer 24. Vijaykmar Sabre Field Observer 25. Venkatesh Janjarrao Field Observer 26 Tushar Munde Field Observer

27 Ramesh V. Mhadpe Field Observer 13

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Observations Law College Road 1. The road is known for a number of educational and research institutes like S. N. D. T., FTII, Indsearch, ILS Law College, Symbiosis etc. all along. This road links to Senapati Bapat Road by which a person from Karve Road and can go to Pimpri – Chinchwad via Aundh. That is why, this road is always busy with not only two wheelers but four wheelers also.

2. The major feeders to this road are Bhandarkar Road and Prabhat Road, as shown in the following Google image. These roads bring in the traffic from and Deccan Corner and residential areas along them respectively. Most of the commuters coming via Deccan Gymkhana and Deccan Corner are from Eastern part of Pune on the other side of Mutha River.

3. Therefore the most noteworthy commuters for the survey were from Paud Road and Karve Road as the proposed Link of Paud Road to Bal Bharati is significant for them. That’s why, the sampling point selected on Law College Road near BORI as shown in the following image –

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

4. While selecting this location for the survey programme, the utmost care was taken to avoid repetition of noting of vehicles and the origin-destination (OD) findings with the desire of commuter for the proposed road.

5. During the survey period, the signal system at Bhandarkar Road was under repair as told by the concerned persons orally. The survey personnel requested traffic police to help them to enable to stop the speeding commuter for a while but they could not get the assistance since the signal was not working.

6. As per the observations of survey personnel at law college road, the commuters were cooperative; sometimes they voluntarily stopped to participate in the discussion.

7. Overall, the response of the people was satisfactory.

Karve Road Near Savarkar Flyover

1. One of the major, busiest road of Pune city; links , Karvenagar, and Kothrud to Deccan Gymkhana.

2. Most of the educational complexes like Garware College, Garware School, commercial buildings and residential areas with government offices like BSNL office etc. are located on this road. The commuter uses this road to go further to PMC office, Shivajinagar, Nashik Phata, Nagar Road, Pune University, Aundh, Pimpri Chinchwad etc.

3. This is a major artery of Pune for the commuters from Warje Malwadi, Karvenagar, new societies along Bangalore Highway, Kothrud, and Erandawane etc. This road caters to a population of more than 10 lakhs. It can be shown as in the following Google image -

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

4. This road has seen transformations in a very short period in the past. This road was widened a few years ago but due to increased population (explosion?), the traffic jams remained as they are during the peak hours.

5. The spot selected for the survey is shown in the following image –

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

6. There are many feeders to this Karve Road from adjacent housing colonies and institutional areas. That’s why, throughout the day, voluminous traffic is seen on the road. Unplanned development of this road has led to a number of crossings, turns, feeders which definitely affect the traffic flow.

7. Some stretches of the Karve road are provided with cycle tracks and footpaths without compromising the carriage width of the road. By observing the traffic movement, it can be certainly stated that some improvement is needed.

8. A person going towards Pune University or Shivajinagar has to go via Law College Road or Fergusson Road or Jangali Maharaj Road. At present, Fergusson Road and Jangali Maharaj are one ways. So, a commuter has to travel 3 – 5 km more and spend 20 – 30 min. more to reach his destination.

Paud Road Near Kelewadi Junction

1. Paud road another major road in Pune city which skirts the Kothrud area runs to Chandani Chawk. This road goes to Pirangut which is known for industrial estates from many years. Therefore most of the outbound traffic on this road goes to Pirangut. 2. Secondly, the junction of Chandani Chawk is seated on the Mumbai – Bangalore Highway which has become a popular bypass for the Mumbai bound vehicles coming not only from but also from other parts of the city including etc. Hence, the traffic load of this road has increased multifold in the last few years. 3. The commuters from various colonies along Paud Road use either Law College Road – Senapati Bapat Road or Karve Road – Fergusson Road to go to Pune University or Shivajinagar. 4. The commuters of Paud Road are mostly comprised of thousands of students due to institutions like MIT, , other schools and colleges, and industrial employees. 5. On this road, there is a mix of vehicles – scooters, motorbikes, autos, cars and buses throughout the day. 6. Paud Road can be shown as –

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

7. The spot selected was near Kelewadi Junction as shown in the following image –

8. Many outbound MSRTC buses and private vehicles, company vehicles for Hinjewadi IT Park ply on this road.

18 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Traffic Observations

Law College Road Total traffic on law college road on 29th Jan. 2010 is tabulated in following table –

Time of the Karve Road (Nal Stop) Symbiosis to Karve Road day to Symbiosis (Nal Stop) 9.00 – 10.00 2012 1646 10.00 -11.00 4433 4000 11.00 – 12.00 5258 4521 12.00 – 13.00 4710 4179 16.00 – 17.00 3948 4274 17.00 – 18.00 4606 4305 18.00 – 19.00 5931 5056 19.00 – 20.00 5746 6084

It can be graphically shown as -

The traffic composition on law college road heading towards Symbiosis College on 29th Jan 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 875 220 690 32 7 52 125 10.00 -11.00 2575 482 1215 66 1 44 125 11.00 – 12.00 3330 551 1165 91 2 20 87 12.00 – 13.00 2815 464 1242 100 0 17 72 16.00 – 17.00 2663 409 746 65 1 13 63 17.00 – 18.00 3105 491 841 78 - 13 78 18.00 – 19.00 4234 555 967 83 - 15 77

19.00 – 20.00 4186 511 909 58 - 18 62 19

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

The traffic composition on Law College Road heading towards Karve Road on 29th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 738 219 588 30 30 29 37 10.00 -11.00 2726 220 839 66 66 10 139 11.00 – 12.00 3059 516 876 56 56 11 - 12.00 – 13.00 2870 438 839 23 23 7 - 16.00 – 17.00 2825 456 961 12 3 10 16 17.00 – 18.00 2818 383 1079 8 - 16 28 18.00 – 19.00 3410 418 1127 29 - 12 32 19.00 – 20.00 4354 363 1244 52 - 17 64

This composition of the vehicles is graphically shown as -

20 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Total traffic on law college road on 30th Jan. 2010 is tabulated in following table –

Time Kothrud to Symbiosis Symbiosis to Kothrud 9.00 – 10.00 4224 4014 10.00 -11.00 5023 4949 11.00 – 12.00 4969 4879 12.00 – 13.00 5474 5009 16.00 – 17.00 5258 4750 17.00 – 18.00 5343 4666 18.00 – 19.00 4914 4772 19.00 – 20.00 4334 4364

It can be graphically shown as -

Vehicle Peak Volume on Law College Road, Near BORI on 30th Jan. 2010

6000

5000

4000 3000 2000

1000 0 9‐10 10‐11 11‐12 12‐13 16‐17 17‐18 18‐19 19‐20

Kothrud to Symbiosis Symbiosis to Kothrud

The traffic composition on Law College Road heading towards Symbiosis College on 30th Jan 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 2423 461 1271 3 0 3 63 10.00 -11.00 2813 501 1672 1 0 8 28 11.00 – 12.00 2660 543 1762 2 0 2 0 12.00 – 13.00 2977 487 1977 2 2 3 26 16.00 – 17.00 2906 528 1781 8 0 7 28 17.00 – 18.00 3055 413 1827 7 0 7 34 18.00 – 19.00 2672 454 1754 4 0 1 29 19.00 – 20.00 2200 400 1726 3 0 5 0

21 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

Peak hour volume Law College Road, Near BORI on 30th Jan. 2010 towards Symbiosis

3500

3000 2500 2000

1500

1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Law College Road heading towards Karve Road on 30th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 2241 464 1289 7 2 8 3 10.00 -11.00 2424 490 2011 4 6 12 2 11.00 – 12.00 2635 497 1725 7 2 7 6 12.00 – 13.00 2661 535 1786 12 4 7 4 16.00 – 17.00 2560 371 1804 3 3 7 2 17.00 – 18.00 2395 390 1870 2 3 3 3 18.00 – 19.00 2373 439 1938 7 2 6 0 19.00 – 20.00 2123 439 1784 9 4 4 0

This composition of the vehicles is graphically shown as -

Peak hour volume Law College Road Near BORI on 30th Jan. 2010 towards Nal Stop

3000

2500 2000 1500

1000

500

0 9‐10 10‐11 11‐12 12‐13 16‐17 17‐18 18‐19 19‐20

2‐W 3‐W 4‐W LCV Trucks Bus Cycle

22 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Total traffic on Law College Road on 31st Jan. 2010 is tabulated in following table –

Time Kothrud to Symbiosis Symbiosis to Kothrud 9.00 – 10.00 4017 3410 10.00 -11.00 4477 4010 11.00 – 12.00 4714 4542 12.00 – 13.00 4329 3996 16.00 – 17.00 5021 3934 17.00 – 18.00 5397 4085 18.00 – 19.00 4866 4999 19.00 – 20.00 4575 4364

It can be graphically shown as -

Vehicle Peak Volume on Law College Road, Near BORI on 31st Jan. 2010

6000

5000

4000

3000

2000

1000

0 9‐10 10‐11 11‐12 12‐13 16‐17 17‐18 18‐19 19‐20

Kothrud to Symbiosis Symbiosis to Kothrud

The traffic composition on Law College Road heading towards Symbiosis College on 31st Jan 2010 is given in the following table –

Time 2‐W 3‐W 4‐W LCV Trucks Bus Cycle 9.00 – 10.00 2295 450 1254 3 0 3 12 10.00 -11.00 2746 517 1193 1 0 4 16 11.00 – 12.00 2439 467 1800 1 0 7 0 12.00 – 13.00 2378 382 1565 0 0 2 2 16.00 – 17.00 2795 488 1730 0 2 3 3 17.00 – 18.00 3010 532 1832 3 0 7 13 18.00 – 19.00 2642 443 1748 1 0 3 29 19.00 – 20.00 2341 460 1767 3 0 4 0

23

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

The traffic composition on Law College Road heading towards Karve Road on 30th Jan. 2010 is given in the following table –

Peak hour volume Law College Road, Near BORI on 31st Jan. 2010 towards Symbiosis

3500 3000 2500

2000

1500 1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Law College Road heading towards Karve Road on 31st Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1671 327 1379 2 0 2 29 10.00 -11.00 2386 488 1121 2 2 0 11 11.00 – 12.00 2136 447 1875 4 0 4 16 12.00 – 13.00 2204 289 1498 2 0 3 0 16.00 – 17.00 1773 474 1665 4 1 12 5 17.00 – 18.00 2199 493 1380 30 3 0 7 18.00 – 19.00 2578 517 1878 2 0 2 22 19.00 – 20.00 1914 475 1974 0 0 1 0

Peak hour volume Law College Road Near BORI on 31st Jan. 2010 towards Nal Stop

3000

2500 2000

1500

1000

500

0 9‐10 10‐11 11‐12 12‐13 16‐17 17‐18 18‐19 19‐20 2‐W 3‐W 4‐W LCV Trucks Bus Cycle 24 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

From the tables and graphs it can be concluded that –

- Though the road is 4-lane, the traffic is very heavy and mostly composed of two wheelers as it can be reasoned that the area is known for its high-quality education for graduates and post-graduates. The youngsters use mostly bikes. That’s why, the count of 2-wheelers is more than double that of 4-wheelers.

- The number of buses (public transport service – supposed to be for the masses) is extremely less. This inadequate service leads to private ownership of the vehicles. If the bus service is improvised, then only, there will be chances of reduction in self–owned vehicles. It can be concluded that the skyrocketing number of privately owned vehicles underlines the stark failure of public transport service on the Law College Road.

- Except Sundays, the traffic on the Law College Road is mammoth due to its connectivity to major roads which take the commuter to the industrial and other educational areas and outbound routes to Mumbai or Nashik. Sometimes, even on Sundays, as observed during the study, there was traffic on the road.

- As compared to buses, even the number of cycles is more.

- Irregularity of traffic control system on this road leads to frequent traffic jams. This can be concluded from the observations of vehicle-movement on the road.

- Any efforts to change the commuter from self-vehicle to mass transport need to be carefully planned otherwise it will lead to chaos and greater economic losses and higher levels of pollution.

25 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Karve Road

Total traffic on Karve Road on 29th Jan. 2010 is tabulated in following table –

Time Kothrud Stand to Nal Stop Nal Stop to Kothrud Stand 9.00 – 10.00 4780 4592 10.00 -11.00 5195 4970 11.00 – 12.00 5190 4920 12.00 – 13.00 3724 4741 16.00 – 17.00 3150 4014 17.00 – 18.00 3574 5244 18.00 – 19.00 3338 6054 19.00 – 20.00 3229 7268

This can be graphically shown as –

Vehicle Peak Volume on Karve Road,

Near Fly Over on 29th Jan. 2010

8000

7000

6000

5000

4000

3000 2000 1000 0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

Kothrud Stand to Nal Stop Nal Stop to Kothrud Stand

The traffic composition on Karve Road heading towards Nal Stop on 29th Jan. 2010 is given in the following table –

Peak hour volume on Karve Road Near Fly Over on 29th Jan. 2010 towards Nal Stop Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 2086 678 1657 18 3 70 268 10.00 -11.00 2273 787 1779 63 13 66 214 11.00 – 12.00 2462 583 1908 51 15 51 120 12.00 – 13.00 1826 599 1082 65 15 46 91 16.00 – 17.00 1577 417 827 128 14 60 127 17.00 – 18.00 1539 472 1168 184 19 66 126 18.00 – 19.00 1495 340 1067 181 15 58 182 19.00 – 20.00 1566 295 1030 148 11 56 123

26

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

Peak hour volume on Karve Road Near Fly Over on 29th Jan. 2010 towards Nal Stop

3000

2500

2000

1500

1000

500 0 9‐10 10‐11 11‐12 12‐13 16‐17 17‐18 18‐19 19‐20 2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Karve Road heading towards Kothrud Stand on 29th Jan. 2010 is given in the following table –

Peak hour volume Karve Road Near Fly Over on 29th Jan. 2010 towards Kothrud Stand Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1450 853 1900 23 6 135 25 10.00 -11.00 1890 800 2085 37 26 100 32 11.00 – 12.00 1905 815 1885 95 16 165 39 12.00 – 13.00 1764 755 1940 78 30 140 34 16.00 – 17.00 2140 770 830 85 13 126 50 17.00 – 18.00 2875 940 1100 110 31 119 69 18.00 – 19.00 3210 1205 1290 140 16 118 75 19.00 – 20.00 3695 1480 1690 150 28 120 105

Peak hour volume Karve Road Near Fly Over on 29th Jan. 2010 towards Kothrud Stand

4000

3500 3000

2500

2000

1500 1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle

27 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Total traffic on Karve Road towards Kothrud Stand on 30th Jan. 2010 is tabulated in following table –

Time Kothrud Stand to Nal Nal Stop to Kothrud Stand Stop 9.00 – 10.00 3792 3381 10.00 -11.00 3283 3508 11.00 – 12.00 3510 3754 12.00 – 13.00 3540 4063 16.00 – 17.00 3542 4381 17.00 – 18.00 3762 5112 18.00 – 19.00 4147 6033 19.00 – 20.00 4357 7138

This can be shown graphically shown as –

Vehicle Peak Volume on Karve Road, Near Fly Over on 30th Jan. 2010

8000 7000 6000 5000 4000 3000 2000 1000 0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

Kothrud Stand to Nal Stop Nal Stop to Kothrud Stand

The traffic composition on Karve Road heading towards Nal Stop on 30th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1838 315 1153 185 19 54 228 10.00 -11.00 1584 230 1121 166 17 32 133 11.00 – 12.00 1697 347 1144 162 25 49 86 12.00 – 13.00 2064 278 952 129 12 43 62 16.00 – 17.00 1713 228 1326 131 6 42 96 17.00 – 18.00 1660 263 1471 179 9 47 128 18.00 – 19.00 1932 282 1457 208 20 62 191 19.00 – 20.00 2186 389 1460 126 16 43 142

28

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

Peak hour volume Karve Road Near Fly Over on 30th Jan. 2010 towards Nal Stop

2500

2000

1500

1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Karve Road heading towards Kothrud Stand on 30th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1790 595 730 73 13 100 80 10.00 -11.00 1870 715 680 73 6 107 57 11.00 – 12.00 1930 770 800 110 14 111 19 12.00 – 13.00 2025 910 860 135 12 102 19 16.00 – 17.00 2240 895 940 125 23 104 54 17.00 – 18.00 2500 1000 1200 160 27 105 120 18.00 – 19.00 2780 1190 1550 203 38 122 150 19.00 – 20.00 3290 1580 1800 200 47 106 115

This composition of the vehicles can be graphically shown as -

Peak hour vol ume Karve Road Near Fly Over on 30th Jan. 2010 towards Kothrud Stand

3500 3000 2500 2000

1500

1000

500 0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle

29

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Total traffic on Karve Road on 31st Jan. 2010 is tabulated in following table –

Time Kothrud Stand to Nal Stop Nal Stop to Kothrud Stand 9‐10 3659 2731 10‐11 3657 4026 11‐12 3668 4317 12‐13 3357 4417 16‐17 3641 2629 17‐18 3830 3736 18‐19 4107 4866 19‐20 2026 5343

This can be graphically shown as –

Vehicle Peak Volume on Karve Road, Near Fly Over on 31th Jan. 2010

6000 5000

4000 3000

2000

1000 0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

Kothrud Stand to Nal Stop Nal Stop to Kothrud Stand

The traffic composition on Karve Road heading towards Nal Stop on 31st Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1580 440 1380 89 6 39 125 10.00 -11.00 1689 408 1361 85 6 44 64 11.00 – 12.00 1669 269 1462 113 5 41 109 12.00 – 13.00 1269 152 1652 127 9 51 97 16.00 – 17.00 1798 388 1333 22 4 43 53 17.00 – 18.00 2027 487 1219 3 0 52 42 18.00 – 19.00 1791 481 1734 2 0 52 47 19.00 – 20.00 1174 128 629 0 0 54 41

30

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

Peak hour volume Karve Road Near Fly Over on 30th Jan. 2010 towards Nal Stop 2500

2000

1500

1000 500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20 2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Karve Road heading towards Kothrud Stand on 31st Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1479 347 555 138 9 92 111 10.00 -11.00 1854 719 1080 126 31 119 97 11.00 – 12.00 1961 622 1402 140 25 90 77 12.00 – 13.00 2180 526 1509 63 25 85 29 16.00 – 17.00 1579 285 562 38 11 95 59 17.00 – 18.00 1910 402 1225 88 5 62 44 18.00 – 19.00 1352 450 1817 100 11 91 45 19.00 – 20.00 2461 555 2062 129 8 75 53

This composition of the vehicles can be graphically shown as -

Peak hour vol ume Karve Road Near Fly Over on 30th Jan. 2010 towards Kothrud Stand

3000

2500

2000

1500

1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle

31 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

From the tables and graphs it can be concluded that –

- Karve Road was supposed to be one of the busiest roads in the city as population was mostly composed of industrial employees. Nowadays, due to delays as a result of traffic congestions, the people prefer jobs in reachable areas so as to avoid wasting time in traveling.

- Karve Road connects the Deccan Gymkhana with Kothrud, Karvenagar, Varje and Malwadi. So, there is maximum number of bus routes and trips. Despite this, there are many commuters who use two wheelers and four wheelers. It is curious to note that sometimes, the number of four wheelers on road is more than two wheelers.

- As per OD survey, many commuters use Law College Road to reach the destinations like Pashan, Aundh, Sangvi, Hinjewadi, Pimpri, Chinchwad, Akurdi, Nigdi, Chakan etc.

- The number of private vehicles increased on Karve Road due to inadequate bus frequency and higher income population of Kothrud preferred four wheelers as status symbol.

32 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Paud Road

Total traffic on Paud Road on 29th Jan. 2010 is tabulated in following table –

Time Deccan to Kothrud Depot Kothrud Depot to Deccan 9.00 – 10.00 5889 4691 10.00 -11.00 5490 4595 11.00 – 12.00 6938 4328 12.00 – 13.00 4815 4501 16.00 – 17.00 4515 5027 17.00 – 18.00 4785 5651 18.00 – 19.00 5309 5890 19.00 – 20.00 5944 6077

It can be graphically shown as –

Vehicle Peak Volume on PaudRoad, Near Kelewadi Over on 29th Jan. 2010

8000 7000

6000

5000

4000 3000 2000

1000

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

Deccan to Kothrud Depot Kothrud Depot to Deccan

The traffic composition on Paud Road heading towards Kothrud Depot on 29th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 2439 843 2355 70 7 108 67 10.00 -11.00 2433 871 2050 44 4 53 35 11.00 – 12.00 2745 1164 2642 213 5 108 61 12.00 – 13.00 2368 829 1385 91 4 77 61 16.00 – 17.00 1806 713 1826 67 2 61 40 17.00 – 18.00 1864 788 1815 124 2 90 102 18.00 – 19.00 2307 697 1987 62 3 120 133 19.00 – 20.00 2613 789 2134 132 1 138 137

33 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

Peak hour volume Paud Road Near Kelewadi Over on 29th Jan. 2010 towards Kothrud Depot

3000

2500 2000

1500

1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20 2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Paud Road heading towards Deccan on 29th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1799 693 2015 8 3 138 35 10.00 -11.00 2118 632 1690 2 8 108 37 11.00 – 12.00 2077 703 1450 25 13 51 9 12.00 – 13.00 1865 854 1670 33 19 44 16 16.00 – 17.00 2238 806 1807 19 6 96 55 17.00 – 18.00 2289 809 2323 17 4 149 60 18.00 – 19.00 2278 1057 2315 4 5 169 62 19.00 – 20.00 2890 810 2173 9 4 125 66

This composition of the vehicles can be graphically shown as -

Peak hour volume Paud Road Near Kelewadi Over on 29th Jan. 2010 towards Deccan

3500

3000

2500

2000

1500

1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20 2-W 3-W 4-W LCV Trucks Bus Cycle

34 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Total traffic on Paud Road on 30th Jan. 2010 is tabulated in following table –

Time Deccan to Kothrud Depot Kothrud Depot to Deccan 9.00 – 10.00 4281 5048 10.00 -11.00 4787 4618 11.00 – 12.00 4659 3808 12.00 – 13.00 4466 3945 16.00 – 17.00 3617 3876 17.00 – 18.00 4389 4050 18.00 – 19.00 5047 4709 19.00 – 20.00 5599 5195

It can be graphically shown as –

Vehicle Peak Volume on PaudRoad, Near Kelewadi Over on 30th Jan. 2010

6000

5000 4000 3000

2000

1000

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

Deccan to Kothrud Depot Kothrud Depot to Deccan

The traffic composition on Paud Road heading towards Kothrud Depot on 30th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 2134 699 1148 105 1 109 85 10.00 -11.00 2264 696 1531 107 0 113 76 11.00 – 12.00 2103 714 1557 84 0 100 101 12.00 – 13.00 2319 616 1362 63 1 55 50 16.00 – 17.00 1731 597 1152 55 1 47 34 17.00 – 18.00 2190 628 1351 76 4 77 63 18.00 – 19.00 2331 931 1611 43 1 62 68 19.00 – 20.00 2709 868 1811 57 1 75 78

35 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

Peak hour volume Paud Road Near Kelewadi Over on 30th Jan. 2010 towards Kothrud Depot

3000

2500 2000

1500

1000 500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Paud Road heading towards Deccan on 30th Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 2644 630 1506 9 5 170 84 10.00 -11.00 2310 562 1520 4 3 166 53 11.00 – 12.00 1820 355 1470 10 1 104 48 12.00 – 13.00 1950 217 1597 6 0 98 77 16.00 – 17.00 1995 470 1241 13 7 108 42 17.00 – 18.00 2047 494 1365 19 8 92 25 18.00 – 19.00 2886 444 1165 20 14 151 29 19.00 – 20.00 2909 681 1430 29 22 100 24

This composition of the vehicles can be graphically shown as -

Peak hour volume Paud Road Near Kelewadi Over on 30th Jan. 2010 towards Deccan

3500 3000

2500

2000 1500 1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle 36 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Total traffic on Paud Road on 31st Jan. 2010 is tabulated in following table –

Time Deccan to Kothrud Depot Kothrud Depot to Deccan 9.00 – 10.00 3151 2550 10.00 -11.00 2681 3284 11.00 – 12.00 3158 2984 12.00 – 13.00 3964 2991 16.00 – 17.00 2996 3519 17.00 – 18.00 2918 3812 18.00 – 19.00 4753 4644 19.00 – 20.00 4906 4960

It can be graphically shown as –

Vehicle Peak Volume on Paud Road, Near Kelewadi on 31st Jan. 2010

6000

5000

4000 3000

2000

1000

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

Deccan to Kothrud Depot Kothrud Depot to Deccan

The traffic composition on Paud Road heading towards Kothrud Depot on 31st Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 1601 511 910 28 0 37 64 10.00 -11.00 1391 590 589 25 1 32 53 11.00 – 12.00 1253 762 1028 35 1 25 54 12.00 – 13.00 1948 1105 828 19 1 23 40 16.00 – 17.00 1543 444 840 38 3 60 68 17.00 – 18.00 1381 566 629 77 1 67 197 18.00 – 19.00 2202 656 1394 98 4 73 326 19.00 – 20.00 2255 872 1166 147 3 67 396

37 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

This composition of the vehicles can be graphically shown as -

Peak hour volume Paud Road Near kelewadi Over on 31th Jan. 2010 towards Kothrud Depot

2500

2000 1500

1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20 2-W 3-W 4-W LCV Trucks Bus Cycle

The traffic composition on Paud Road heading towards Deccan on 31st Jan. 2010 is given in the following table –

Time 2-W 3-W 4-W LCV Trucks Bus Cycle 9.00 – 10.00 969 550 852 16 3 113 47 10.00 -11.00 1285 654 1159 7 0 121 58 11.00 – 12.00 1177 506 1149 5 3 88 56 12.00 – 13.00 1292 419 1144 6 0 93 37 16.00 – 17.00 1539 444 1399 4 1 68 64 17.00 – 18.00 1715 510 1392 6 3 109 77 18.00 – 19.00 1913 662 1865 0 3 143 58 19.00 – 20.00 2130 739 1934 1 0 114 42

This composition of the vehicles can be graphically shown as -

Peak hour volume Paud Road Near Kelewadi Over on 31st Jan. 2010 towards Deccan

2500

2000

1500

1000

500

0 9-10 10-11 11-12 12-13 16-17 17-18 18-19 19-20

2-W 3-W 4-W LCV Trucks Bus Cycle 38 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

From the tables and graphs it can be concluded that –

- Paud Road has become the new destination for IT companies, institutions, and the construction industry in recent days.

- The connectivity to Mumbai – Bangalore Highway at Chandani Chawk is the attractive feature for the commuters of Paud Road.

- Kothrud Depot is located on this road. That is why, there is high frequency of public transport.

- The commuters on this road normally use Law College Road to go towards Pune University, Pashan, Sangvi, Pimpri, Chinchwad, , Akurdi, Nigdi etc.

General Observations - Karve Road swells after receiving vehicles from Paud Road, Mhatre Bridge, Income Tax Lane, area etc. and finally confluences with traffic from Alka Talkies Chawk. The whole lot of vehicles with rate more than 15000 vehicles per hour move towards the Shivajinagar. Then the commuters going towards business, industrial, commercial destinations loose time due to inordinate delays resulting because of slow-moving traffic on Fergusson Road and Jangali Maharaj Road.

- Law College Road is a connecting road for commuters from Karve Road and Paud Road to go to the other side of the town – presently it is the preferred alternative as it avoids the heavy congestions, confusing road directions, and traffic experiments on Fergusson Road and Jangali Maharaj Road.

39 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Origin – Destination Survey On Law collage road -

OD Survey On Law College Road, Near BORI, Direction towards Symbiosis, Jan., 29-31, 2010 Type of Vehicle Total no of N Y participants 2 W 227 68 159 3 W 67 21 46 4 W 83 28 55 Total 377 117 260

OD Survey On Law College Road, BORI, Direction towards Symbiosis, Jan., 29-31, 2010

400

300

200

100

0 2 W 3 W 4 W Total

Total no of participants N Y

% of Yes for Proposed Road in OD Survey conducted on Law Type of % of Y College Road, BORI, Direction towards Symbiosis, Jan. 2010 vehicles

2-W 70.04 66.27 70.04 3-W 68.66

4-W 66.27

Total 68.97 68.66

2-W 3-W 4-W

40 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

OD Survey On Law College Road, Near BORI Direction towards Nal Stop, Jan., 29-31, 2010 Type of Vehicle Total no of N Y participants 2 W 259 24 175 3 W 30 6 24 4 W 83 29 54 Total 373 59 253

OD Survey On Law College Road, Near BORI Direction towards Nal Stop, Jan., 29-31, 2010

400 350 300

250 200 150 100

50 0 2 W 3 W 4 W Total

Total no of participants N Y

% of Yes for Proposed Road in OD Survey conducted on Law Type of College Road, BORI, Direction towards Symbiosis, Jan. 2010 % of Y vehicles

2-W 70.04 66.27 70.04

3-W 68.66

4-W 66.27

68.66 Total 68.97

2-W 3-W 4-W

41 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

On Karve road -

OD Survey On Karve Road, Near Fly Over, Direction towards Kothrud Stand, Jan., 29-31, 2010 Type of Total no of N Y Vehicle participants 2 W 220 123 97 3 W 10 5 5 4 W 146 79 67 Total 376 207 169

OD Survey On Karve Road, Near Fly Over,

Direction towards Kothrud Stand, Jan., 29-31, 2010

400 350

300 250 200 150

100

50 0 2 W 3 W 4 W Total

Total no of participants N Y

% of Yes for Proposed Road in OD Survey conducted on Karve Road, Type of Near Fly Over, Direction towards Kothrud Stand, 29-31 Jan. 2010 % of Y vehicles 2-W 44.1 45.89 44.1 3-W 50

4-W 45.89

Average 44.95 50

2-W 3-W 4-W

42 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

OD Survey On Karve Road, Near Fly Over, Direction towards Nal Stop, Jan., 29-31, 2010 Type of Total no of N Y Vehicle participants 2 W 160 61 99 3 W 42 13 29 4 W 103 23 80 Total 305 97 208

OD Survey On Karve Road, Near Fly Over,

Direction towards Nal Stop, Jan., 29-31, 2010

350

300 250

200

150 100

50 0 2 W 3 W 4 W Total

Total no of participants N Y

% of Yes for Proposed Road in OD Survey conducted on Karve Type of Road, Near Fly Over, Direction towards Nal Stop, 29-31 Jan. 2010 % of Y vehicles

2-W 61.88 61.88 77.67 3-W 69

4-W 77.67

Average 68.65 69

2-W 3-W 4-W

43 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

On Paud road -

OD Survey On Paud Road, Near Kelewadi Junction, Direction towards Kothrud Depot, Jan., 29-31, 2010 Type of Total no of N Y Vehicle participants 2 W 347 239 108 3 W 10 8 2 4 W 24 16 8 Total 374 263 118

OD Survey On Paud Road, Near Kelewadi Junction, Direction towards Kothrud Depot, Jan., 29-31, 2010

400 350 300 250 200 150 100 50 0 2 W 3 W 4 W Total

Total no of participants N Y

Type of % of Yes for Proposed Road in OD Survey conducted on Paud Road, Near % of Y vehicles Kelewadi Junction, Direction towards Kothrud Depot, Jan. 2010

2-W 31.12

31.12 3-W 25 50 4-W 50

Total 31.55 25

2-W 3-W 4-W

44 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

OD Survey On Paud Road, Near Kelewadi Junction, Direction towards Nal Stop, Jan., 29-31, 2010 Total no of Type of Vehicle No Yes participants 2 W 198 79 119 3 W 109 48 61 4 W 82 32 50 Total 389 159 230

OD Survey On Paud Road, Near Kelewadi Junction,

Direction towards Nal Stop, Jan., 29-31, 2010

450 400 350 300

250

200

150 100 50 0 2 W 3 W 4 W Total

Total no of participants N Y

Type of % of Yes for Proposed Road in OD Survey conducted on Law College Road, % of Y Near Kelew adi Junction, Direction tow ards Nal Stop, Jan. 2010 vehicles

2-W 60

60 3-W 56 61

4-W 61

Average 59.13 56

2-W 3-W 4-W

45 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Combined Opinion of Commuters observed in OD Survey

Name of the Road and Orientation Total No. Total Yes Law College Road towards Symbiosis 377 260 Law College Road towards Nal Stop 373 253 Paud Road towards Kothrud Depot 374 118 Paud Road towards Nal Stop 389 230 Karve Road towards Kothrud Stand 376 169 Karve Road towards Nal Stop 305 208 Grand Total 2194 1238

Number of Positive Responses from Commuters for Construction of Proposed Paud - Road to Bal Bharati Road, Jan. 2010

450 400 350 300 250 200 150 100 50 0 Law College Road Law College Road Paud Road Paud Road Karve Road Karve Road towards towards Nal Stop towards Kothrud towards Nal Stop towards Kothrud towards Nal Stop Symbiosis Depot Stand

Total No Total Ys 46 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Traveling Distance and Response for the Proposed Road

The collected OD survey data is analyzed particularly for Law College Road, as the proposed road is parallel to that road. 1. The commuters using Law College Road to go towards Nigadi, Chinchwad, Pimpri, Aundh, Sangvi, Wakdewadi starting from settlements, colonies, and apartments on either Paud Road or Karve Road participated in OD Survey. The findings are given in following table -

Distance in km Total no of participants N Y 1 - 5 94 31 63 5 - 10 175 48 127 10 - 15 62 20 42 15 - 20 27 12 15 20 - 25 10 2 8 25 - 30 7 1 6 30 - 50 9 3 6 384 117 267

Commuters' Response using Law College Road, Direction towards Symbiosis, Jan. 29 - 31, 2010

200 180 160 140 120 100 80

participants of No. 60 40 20 0 1 - 5 5 - 10 10 - 15 15 - 20 20 - 25 25 - 30 30 - 50 Distance travelled every day in km

T ot al no o f part icipant s N Y

Distance in km % Y % of Y by Commuters traveling different distance, location near 1 - 5 67 BORI towards Symbiosis, Jan. 29 - 31, 2010 5 - 10 72.57 10 - 15 67.74 66.67 67 15 - 20 55.56 85.71 72.57 20 - 25 80 25 - 30 85.71 30 - 50 66.67 67.74 80 Overall response 69.53 55.56

1 - 5 5 - 10 10 - 15 15 - 20 20 - 25 25 - 30 30 - 50 47 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

2. The commuters using law college road coming from Nigadi, Chinchwad, Pimpri, Aundh, Sangvi, Wakdewadi to go towards settlements, colonies, and apartments on either Paud Road or Karve Road participated in OD Survey. The findings are given in following table–

Distance in km Total no of participants N Y 1 - 5 48 11 37 5 - 10 128 37 91 10 - 15 135 42 93 15 - 20 22 8 14 20 - 25 24 8 16 25 - 30 4 1 3 30 - 50 11 4 7 372 111 261

Commuters' Response using Law College Road, Direction towards Nal S top, Jan. 29 - 31, 2010

160

140

120 100 80

60

40 20 0 1 - 5 5 - 10 10 - 15 15 - 20 20 - 25 25 - 30 30 - 50 Total no of participants N Y

Distance in km % Y % of Y by Commuters traveling different distance, location near 1 - 5 77.08 BORI towards Nal Stop, Jan. 29 - 31, 2010 5 - 10 71.09 10 - 15 68.89 63.64 77.08 15 - 20 63.64 73 20 - 25 66.67 71.09 25 - 30 73 30 - 50 63.64 66.67 Overall response 70.16 68.89 63.64

1 - 5 5 - 10 10 - 15 15 - 20 20 - 25 25 - 30 30 - 50

48 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Commuters’ Occupation and Responses to the proposed road

Commuters Occupation & Decision for Proposed Road on Law College Road near BORI, Direction towards Symbiosis, Jan. 29 -31, 2010 Total no of Occupation participants N Y Business 15 2 13 Driver 66 25 41 Service 278 78 200 Student 24 12 12 Total 383 117 266

Commuters Occupation & Decision for Proposed Road on

Law College Road near BORI, Direction towards Symbiosis, Jan. 29 -31, 2010

300

250

200 150 100 50

0 Business Driver Service Student

Total no of participants N Y

% of Y by Commuters having % of Y by Commuters having different occupations, different occupations, location location near BORI towards Symbiosis, Jan. 29 - 31, near BORI towards Symbiosis, 2010 Jan. 29 - 31, 2010 Occupation % of Y 50 Business 87 87 Driver 62

Service 72 72 Student 50 62 Overall 69.45

Business Driver Service Student

49 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Commuters Occupation & Decision for Proposed Road on Law College Road near BORI, Direction towards Nal Stop, Jan. 29 -31, 2010 Occupation Total no of participants N Y Business 62 19 43 Driver 12 5 7 Service 293 85 208 Student 5 3 2 Total 372 112 260

Commuters Occupation & Decision for Proposed Road on Law College Road near BORI, Direction towards Nal Stop, Jan. 29 -31, 2010

350

300

250

200

150

100 50

0 Business Driver Service Student

Total no of participants N Y

% of Y by Commuters % of Y by Commuters having different occupations, near BORI having different occupations, towards Nal Stop, Jan. 29 - 31, 2010 near BORI towards Nal Stop, Jan. 29 - 31, 2010 40 Occupation % of Y 69.35 Business 69.35 Driver 58.33 Service 71 71 Student 40 58.33 Overall 69.89

Business Driver Service Student

50 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Occupation Total no of participants N Y Business 41 14 27 Driver 31 8 23 Service 203 62 141 Student 30 18 12 Total 305 102 203

Commuters Occupation & Decision for Proposed Road on Karve

Road near Fly Over, Direction towards Nal Stop,

Jan. 29 -31, 2010

250

200

150

100

50

0 Business Driver Service Student

Total no of participants N Y

% of Y by Commuters having % of Y by Commuters having different occupations, Karve Road, different occupations, Karve near Fly Over, towards Nal Stop, Jan. 29 - 31, 2010 Road, near Fly Over, towards

Nal Stop, 40 Jan. 29 - 31, 2010 65.85 Occupation % of Y Business 65.85

Driver 74.19 69.46 Service 69.46 74.19 Student 40

Overall 66.56 Business Driver Service Student

Commuters Occupation & Decision for Proposed Road, Survey on Karve Road near Fly Over, Direction towards Kothrud Stand, Jan. 29 -31, 2010 Occupation Total no of participants N Y Business 50 27 23 Driver 54 33 21 Service 236 122 114 Student 36 25 11 Total 376 207 169

51

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Commuters Occupation & Decision for Proposed Road, Survey on Karve Road near Fly Over, Direction towards Kothrud Stand,

Jan. 29 -31, 2010

250

200

150

100 50

0 Business Driver Service Student

Total no of participants N Y

Commuters Occupation & Decision for Proposed Road on Paud Road near Kelewadi, Direction towards Nal Stop, Jan. 29 -31, 2010 Occupation Total no of participants N Y Business 25 9 16 Driver 109 44 65 Service 211 78 133 Student 47 30 17 392 161 231

Commuters Occupation & Decision for Proposed Road on Paud Road near Kelewadi, Direction towards Nal Stop, Jan. 29 -31, 2010

250

200

150

100

50

0 Business Driver Service Student

Total no of participants N Y

52

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

% of Y by Commuters having % of Y by Commuters having different occupations, Paud Road, different occupations, Paud near Kelewadi, towards Nal Stop, Jan. 29 - 31, 2010 Road, near Kelewadi, towards Nal Stop, Jan. 29 - 31, 2010 36.17 64 Occupation % of Y Business Business 64 Driver Driver 59.63 Service 63 Student Service 63 59.63 Student 36.17 Overall 58.93

Commuters Occupation & Decision for Proposed Road on Paud Road near Kelewadi, Direction towards Kothrud Depot, Jan. 29 -31, 2010 Occupation Total no of participants N Y Business 106 75 31 Driver 5 3 2 Service 244 159 85 Student 23 19 4 378 256 122

% of Y by Commuters having % of Y by Commuters having different occupations, Paud Road, different occupations, Paud near Kelewadi, towards Kothrud Depot, Jan. 29 - 31, 2010 Road, near Kelewadi, towards

Kothrud Depot, 17.39 Jan. 29 - 31, 2010 29.25 Occupation % of Y Business 29.25 Driver 40 34.84 Service 34.84 40 Student 17.39

Overall 32.28 Business Driver Service Student

53 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Survey Photographs

Survey Photographs Jan 29, 2010

54 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Survey Photographs Jan 30, 2010

55 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Survey photographs Jan 31, 2010

56 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

57 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Impact Analysis Statement

Introduction

Environmental Impact Assessment (EIA) consists of a logical analysis of both positive and negative effects of a proposed development project on the natural and human environments in short-term and long-term time frames.

It facilitates the planning, designing, and execution of environment-friendly projects and asks for reduction in environmental degradation caused by development initiatives. It also offers a road map to mitigate the negative environmental effects of development projects through alternative approaches, design modifications and remedial measures.

General stages of Environment Impact Statement are as follow – i. Project Definition: Project definition includes basic designing of the project and identification of project alternatives, screening and scoping of the project. ii. Site Evaluation: Based on the project activities and project type, candidate sites would be identified and subjected to preliminary assessment keeping in view the present usage of the site and its surroundings and prominent features. iii. Environment Impact Analysis: Potential site would be subjected to detailed environmental assessment which would consist of baseline data collection, prediction of environmental impacts and their evaluation, identification of mitigation measures and finally preparation of Environmental Impact Statement (EIS) and Environmental Management Plan (EMP). iv. Decision Making & Implementation: Based on the findings of EIA, site would be recommended with appropriate Environment Management Plan comprising of different technical measures to mitigate the adverse environmental impacts.

Potential Environmental Impacts Resulting from Construction Practices Based on environmental, ecological and socioeconomic surveys conducted along the project as well as data collected from primary and secondary sources, impacts on environmental, ecological and socioeconomic components have been identified.

Impact Analysis A number of techniques are available which provide for an objective and comprehensive identification of environmental factors and impacts, and assist in understanding the interrelation between sources and impacts. These techniques offer means for classifying and presenting material for impact analysis or for aiding their presentation of results. Often they can be modified to assist in the identification of impact magnitude and significance. The following techniques are used:

Checklists: A checklist is a list of features, usually accompanied by explanatory notes or guidance. The feature refers either to sources of impact or activities of the project (which give rise to potential impacts) or to receptor or to targets.

Matrices: Matrices combine checklists into a diagrammatic presentation, which allows areas of cause and effect relationships or interactions between the proposed action and the existing situation. The approach to fill the matrix is by brainstorming people with the awareness of the proposal, of possible issues of concern, and of environmental effects. 58

Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Environmental and ecological aspects Pune city is bestowed with natural resources because of its vicinity to Sahayadri Ranges. The total area of the Pune Redevelopment Project is about 0.28%. It is very less as compared to the Metropolitan Area of Pune.

Impacts on vegetation There will be felling of the trees at the sites and impact on surrounding trees. As per the observations, the density of the trees is less barring few exceptions.

Impact on wildlife/flora/fauna There is a possibility of severe damage to wildlife, flora and fauna had it been the road above the hills instead of tunnels. So, the proponents of the project have considered the alternative of tunnels to save wildlife.

Impact on Endangered and rare species In the project itself, satisfactory financial budget is reserved for the environmental improvement to mitigate the impacts of project activities.

Impacts on natural resources There will be temporary impacts on city air and water resources at selected project sites during the preconstruction and construction activities.

Impact on eco – sensitive areas There are no national parks, wildlife reserves, sanctuaries and other protected areas in the project area. Hence there will be no tangible impact.

Impacts on population There will be negative as well as positive impacts on population as health problems in vicinity of the projects due to increased dust and noise, steep rise in economy etc. There will be issues of rehabilitation and restoration of the structures, properties and people. In the absence of a sufficient number of semiskilled and skilled workers amongst the local population, migration of such skills is inevitable. However, there will not be permanent migration.

Impacts on Economy Employment Opportunities Most of the sizeable labour force will be drawn from the neighborhood; no change in the demographic profile is anticipated. Only a few skilled personnel, may be brought to the site from outside the locality. A quantitative statement based on ‘Peak Labour strength’ could not be made, as no information is available.

Trading Opportunities Some construction materials will be procured locally while some through other sources. Hence, there is a possibility of generation of local trading opportunities.

Impacts on grazing land

There are not permanent green pastures in the project area, so no severe impact can be 59 notified. Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Impacts on Agricultural Land No agricultural land is present in the project area

As per the guidelines of the United Nations for Road Projects, following parameters to be considered while analyzing the impacts –

Various environmental impacts caused by road development on major substantive parameters

Substantive Environmental impacts parameters Slope failure and mass movements Environmental Soil erosion and modification of surface relief impacts on Soil Sedimentation of roadside water bodies and drains substantive Loss of productive topsoil in borrow areas parameters Soil contamination Modification in flow of surface water and groundwater Water Modification of surface and groundwater during construction and consequent drying and flooding Water quality degradation by waste materials, equipment lubricants, fuels and detergents Sedimentation of surface water bodies Damage, fragmentation or loss of habitat and biodiversity Destruction of vegetation Disappearance of reproduction and food zones for fish, aquatic and Ecosystem migratory birds Contamination of biota Transmission of diseases Increase in poaching and subsequent hunting and fishing Air quality deterioration/degradation – caused by dust and vehicle Air emissions generated through construction activity, construction machinery and vehicular traffic Split community Disintegration of social activities Community Disruption of traditional modes of transport activities Loss of road side community business Degradation of road side environment owing to ribbon development Displaceme Displacement of both private and public institutions and utilities nt and Displacement of settlements, business and properties resettlemen Problem with resettlement for households, properties and utilities ts Problem with basic utilities in displaced and resettlement areas Damage of sites, structures and remains of archaeological, Cultural historical, religious and cultural value heritage Degradation of aesthetic value of historical and cultural monuments Destruction of natural relief (caused by major cut and fill) Change in natural drainage pattern Landscape Destruction of vegetation and trees Deforestation and desertification Transmission of diseases Contamination of local water supplies Air pollution Human Noise disturbance health and Road accidents safety Obstructions/unsafe conditions owing to presence of road side 60 poles, ditches, trees, steep slopes and barriers

Disturbance by vibration Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Followings are the tabulated identifiable impacts of the components of Paud Road Bal Bharati Road Project –

Potential Environmental Impacts of various Projects Resulting from Construction Practices

Constructi Construction Paud Road – Bal on Phase Practice Bharati Link Road Potential environmental Impacts

Pre Site Inventory Short Long constructi Term Term on 1 Vehicular traffic *** Dust, Sediment and tree injury

2 Test pits ** Tree root injury, sediment

Temporary Control 1 Storm Water * Inundation 2 Erosion and Soil cover loss * Sediment 3 Vegetative * Loss 4 Dust ** Air pollution Site Work Clearing &

demolition 1 Clearing Decrease in the area of protective tree, shrub and ground covers, stripping of ** topsoil, increased soil erosion, sedimentation, and Storm-water runoff, modification of stream banks and channels 2 Demolition *** Increase in dust noise and solid waste 3 Disposal ** Pollution of runoff - aesthetics Temporary

Facilities 1 Shops and Increase in water areas impervious to water storage sheds ** infiltration, increased water runoff. 2 Access roads Increase in water areas impervious to water and parking ** infiltration, increased water runoff, lots generation of dust on unpaved areas. 3 Utility trenches ** Increase in soil erosion and sedimentation 4 Sanitary Increase in solid waste ** facilities 5 Temporary and Non degradable or slowly degradable permanent pest pesticides accumulated by plants and control *** animals, then passed up the food chain to humans; degradable pesticides having short biological half-lives preferred for use. Earthwork 1 Excavation ** Stripping, soil stockpiling, site grading 2 Grading * Increased erosion, sedimentation, runoff 3 Trenching Soil compaction, increased soil levels of * potentially hazardous material.

4 Soil treatment Incorporation of decomposition products

* into food chains, water quality. 61 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Site drainage 1 Foundation Decrease in the volume of underground * drainage water for short or long time periods, 2 Dewatering * increased stream flow volumes and velocities, downstream damages and water 3 Well points * quality will be disturbed 4 Stream channel * relocation Landscaping 1 Temporary Decreased Soil erosion, and overflow of seeding * Storm water, stabilization cut and fill slopes, increased water infiltration and 2 Permanent underground storage seeding and * of water, sodding Permanen Transmission lines t facilities and heavy traffic

areas

1 Parking lots Barrier for Storm water runoff, Spilling of petroleum products. Buildings

1 Warehouses Impervious surfaces, storm- water runoff,

solid wastes, spillages 2 Sanitary waste Odors, Discharges, bacteria, viruses

Treatment 3 Water supply Waste discharges will increase this will alter and treatment water quality 4 Storm water Sedimentation will alter water quality *** drainage 5 Wastewater Sedimentation, increase in trace elements treatment due to alteration in water quantity 6 Fuel-handling Spillages in the area around the hub, Fire. equipment, Oil- Storage tanks, controls & piping 7 Access roads ** Increased runoff Project Removal of Closeout temporary offices and shops 1 Demolition Noise, solid waste generation and dust *** formation 2 Relocation Strom water runoff, traffic blockages, soil * compaction Site restoration 1 Finish grading * Noise, solid waste, Dust 2 Top soiling * Erosion, sediment 3 Sediment Vegetation * controls Preliminary start-up 1 Cleaning *** Water quality,

2 Flushing *** 62

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Various impacts of components of Paud Road Bal Bharati Road Project on various environmental factors are given with their respective severity as follows –

Various construction activities and their impacts on Environmental Factors

Various construction projects and their impacts Constr Construction Sr. uction Practice Water Air Land Noise Biodiversity no. Phase Pollution in the SW GW form of Trees Animals Strea Gaseous Site Inventory Pond Dust ms Emission Preconst 1 Vehicular ruction 1 traffic * * ** *** ** **

2 Test pits * * ***

Temporary Control

1 Storm Water ** ** ** * Erosion and 2 Sediment ** ** ** * ** Site Clearing & demolition Work 1 Clearing * *** *** *** *** *** *

2 Demolition * *** *** *** *** *** * Temporary Facilities storage 1 * * * * * sheds Access roads 2 and parking ** *** *** ** ** *** * 2 lots ** Utility 3 *** *** *** *** *** trenches - Sanitary 4 *** *** *** facilities **

Temporary

and 5 ** ** ** ** ** ** ** permanent pest control Earthwork 1 Excavation * * * *** *** *** *** *** 2 Grading ** ** *

3 Trenching *** * Soil 4 * * *** * * treatment Site drainage ** ** ** Perman Transmission lines 3 ent and heavy traffic ** ** ** ** ** ** ** facilities areas Buildings 1 Warehouses ** ** ** ** Sanitary 2 waste *** *** *** ** *** *** Treatment Water supply

3 and - *** *** 63 treatment Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Storm water 4 * * drainage Wastewater 5 * * treatment Fuel- handling equipment, 6 Oil-Storage ** * ** ** *** tanks, controls & piping

7 Access roads * ** *** *** ** *

Removal of temporary offices and shops

1 Demolition * *** *** ***

2 Relocation * * **

Site restoration

Project Finish 4 1 ** ** Closeout grading 2 Top soiling * Sediment 3 * controls Preliminary start-up

1 Cleaning * *

2 Flushing * *

Where, * : Minimum

** : Moderate

*** : Severe

From the above tables, it can be concluded most of the impacts will be of a temporary nature and shall be reduced once the preconstruction and construction phases are over.

Assigning Weightages and Scaling the Criteria The reasons for assigning the due weightages to different factors are given below.

General Information 25 % weightage may be given to "General information" as this pertains to the key features of sites. The factors like "Transportation Economy ", "Land Slope", "Flood Proneness" and "Wind Direction" have been assigned weightages as per their relative importance. The following reasons were considered for assigning the weightage – (values are highlighted with Blue Colour for the Case of Paud Road Bal Bharati Link)

Transportation Economy The site for this evaluation has to be given relative value from 5 to 2 corresponding to excellent to poor – 64

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Sr. Distance(Km) Evaluation No. (Relative value)

1. 0-05.00 Excellent(5) 2. 05.00-10.00 Ideal (4) 3. 10.00-20.00 Good (3) 4. 20.00-40.00 Poor (2) 5. > 40.00 Bad (1)

Slope Percent Natural slope of a site is important from the drainage consideration. But, land with higher slopes may pose difficulty in the construction and may need leveling up. To prevent water logging, the site should not be concave i.e. there should not be any depression. Therefore, following scales have been developed for evaluating the slope percent of the sites:

Sr. no. First scale (Slope %) Second scale (Slope %) Evaluation (Relative Value) 1. 1.5 1.5 Excellent (5) 2. 1.5 - 1.2 1.5-2.5 Ideal (4) 3. 1.2 - 0.75 2.5-7.0 Good (3) 4. 0.75 - 0.50 7.0-15 Poor (2) 5. < 0.5 >15 Bad (1)

Topography In general, the site topography is to be convex in relation to the surroundings so that the rain-water is drained away from the site naturally. So, a site with convex topography can be regarded as excellent and that with concave topography is regarded as bad. Flood Proneness In general, the flood prone areas are rejected. But the site can get flooded incase of very high rainfall and without proper drainage. There is a possibility of water contamination if the site gets flooded. So due weightage is given depending upon extent of flood proneness in a scale of 5 to 1 corresponding to excellent to bad. Wind Direction Prominent wind direction may affect the population on the downstream side of the road. So, the nearby population can be vulnerable to the vehicular pollution. The sites have to be ranked as per the degree of impact on the downstream. Following relative value scale is developed for ranking the sites

Sr. no. Downstream Distance(Km) Evaluation (Relative value) 1. >1 Excellent(5) 2. 1-0.5 Ideal (4) 3. 0.5-0.2 Good (3) 4. 0.2-0.1 Poor (2) 5. <0.1 (Adjacent to Site) Bad (1)

Hydrology/Hydrogeology/Geology/Geotechnology 50 % weightage is given to Hydrological, Hydro-geological, Geological and Geo-technical situation of the site as these are the environmental conditions which will affect the design of 65 the landfill. Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Hydrological Conditions Surface water bodies & drinking water sources should be protected and site should not be close to these sources. Following scale has been therefore, developed for ranking the sites

Sr. no. Distance(Km) Evaluation (Relative value) 1. >5 Excellent(5) 2. 5 - 3 Ideal (4) 3. 3 - 2 Good (3) 4. 2 - 1 Poor (2) 5. <1 Bad (1)

Rainfall Higher annual precipitation will not only lead to higher leachable generation and therefore more chances of ground water contamination, but also will create problems in controlling surface/contact water due to spills and wastes. Following scale for annual rainfall has been therefore, developed for ranking the sites

Sr. no. Annual Rainfall Evaluation (Cm/Yr) (Relative value)

1. <25 Excellent(5) 2. 25 - 80 Ideal (4) 3. 80 - 150 Good (3) 4. 150 - 250 Poor (2) 5. >250 Bad (1)

Hydro-geology Following scale for groundwater table has been therefore developed for ranking the sites

Sr. no. Post-monsoon Evaluation GW Table (m) (Relative value)

1. >15 Excellent(5) 2. 15-10 Ideal (4) 3. 10-5 Good (3) 4. 5-1 Poor (2) 5. <1 Bad (1)

Surface water Flow Direction The site has to be evaluated as per the distance of downstream establishments - Following relative value scale has been developed for ranking the sites

Sr. no. Downstream Evaluation Distance(Km) (Relative value)

1. >5 Excellent(5) 2. 5.0-3.0 Ideal (4) 3. 3.0-1.0 Good (3) 4. 1.0-0.5 Poor (2) 66 5. <0.5 (Adjacent to Bad (1)

Site) Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Surface and Groundwater quality Surface and groundwater quality may not directly influence the evaluation of the site. If the surface or ground water quality does not conform to the drinking water quality standards, the site is to be considered as excellent with a relative value of 5 otherwise can be considered as bad with a value of 1.

Surface or groundwater quality will not deteriorate if the encroachment and development is not allowed. Then relative value will be 5.

Geological Features Subsidence Area with unstable soil such as filled up area still under the process of consolidation may not be suitable for construction of the landfill due to chances of uneven settlement, which may rupture the liner system. A fairly settled soil can be considered as an excellent site whereas a site filled up with borrowed soil can be considered as a bad or poor site from the subsidence point of view.

Chances of subsidence are minimal as the area has basaltic rock.

Depth to bedrock Higher the depth to bedrock better will be the site from construction of landfill point of view. Following scale has been developed for ranking the sites from depth to bed rock consideration

Sr.no Depth to bed rock Evaluation (m) (Relative value) 1. >15 Excellent(5) 2. 15-10 Ideal (4) 3. 10-5 Good (3) 4. 5-1 Poor (2) 5. <1 Bad (1)

Seismic Condition Seismic conditions should be considered in the site evaluation to know the seismic intensity at various identified sites. The seismic intensity should be as low as possible so that there is no danger involved due to any earthquake. Following scale has been therefore, developed for ranking the sites from seismic intensity considerations.

Sr.no Seismic Intensity Evaluation (Relative value) 1. V Excellent(5) 2. VI Ideal (4) 3. VII Good (3) 4. VIII Poor (2)

Permeability Following scale has been developed for ranking the sites from permeability of the subsoil consideration 67

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Sr.no Permeability Evaluation (1x10-6 cm/sec) (Relative value) 1. <0.1 Excellent(5) 2. 0.1-1 Ideal (4) 3. 1-10 Good (3) 4. 10-100 Poor (2) 5. >100 Bad (1)

Socio-Economic/Ecological Features 25 % weightage is given to "Socio-economic/ecological features" as this pertains to the surrounding features of the sites. The factors like "Demography", "land-use", "Distance from airport" and "Special Ecological Features" are assigned due weightages as per their relative importance.

Demography Demography is important factor in choosing the landfill sites. The population and the distance of the populated areas from the sites should be considered for evaluating the sites. For this reason, the populations of villages within 5 km radius and their distances from the site have to be considered.

Sr.no. Distance from site Evaluation (Km) (Relative value) 1. <5 Excellent(5) 2. 5 - 2.5 Ideal (4) 3. 1.0 - 2.5 Good (3) 4. 0.2 - 1.0 Poor (2) 5. >0.2 Bad (1)

Land-use Existing Land-use The existing land cover depicts the economic importance of the site. The lesser the economic importance of the site, the more suitable the site is for landfill development.

Following scale has been developed for ranking the sites from existing land-use consideration

Sr. no. Existing Landuse Evaluation(Relative Value) 1. Wasteland/less green canopy/ Excellent (5) unpopulated 2. Grazing/Fallow Ideal (4) 3. Crop/non- Good (3) Single irrigated 4. Double Crop/irrigated Poor (2) 5. Plantation Bad (1)

Proposed Land-use The proposed land-use around the sites by the local development authority is another major consideration for evaluation of the sites. If the development authority near the site envisages any sort of development, the site should not be preferred. If the area around the 68 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

site has the potentiality for development, the relative value of 1 i.e. bad; has to be given otherwise a relative value of 5 i.e. excellent has to be assigned. If the area along the Paud Road Bal Bharati Link is declared as no-development zone, the value will be 5, which means excellent.

Special Ecological Features Areas surrounding the site with special ecological features such as habitation, endangered species etc should be avoided for landfill development. The sites are given a relative value of 1 if close to such areas otherwise 5.

Impact Prediction General In order to carry out impact analysis, the whole project has to be broken into major activities and for each activity, adverse and/or beneficial environmental impacts have to be identified. For identification of impacts, the following factors and environmental components have to be considered.

Flora & Fauna: Exposure to pollutants via mechanisms such as ingestion, inhalation, skin contact and sorption, direct uptake through gills, membrane uptake processes in micro- organisms, foliar deposition, direct uptake through roots and leaves, etc.-may have lethal and sub-lethal effects on the health of flora and fauna. These effects could include: Leaf damage, tissue damage, or reduced productivity in plants and crops. Morbidity and mortality in fauna. Reproductive effects. Skin damage and irritation. Carcinogenic effects

Geology and soils: Impacts on geology primarily relate to the loss of, and damage to, geological, palaeontological and physiographic features. Soils can be impacted by:

Ground and Surface Water Protection of groundwater and surface water is of critical importance for three reasons: If they becomes polluted it is very difficult to rehabilitate, Aquifers act as natural low-cost storage systems for large volumes of potable water which require relatively little treatment before use, Groundwater provides the base flow of many surface-water systems, which may be of amenity value. Sources of water impact can be described in terms of (i) direct physical disturbance and change, and (ii) the addition of substances or heat. The result is deterioration of water quality, potential changes in hydrology (flow & Volume). The significance of the potential impacts will vary according to the phase of operation, to scale of the facilities, and to the proximity and sensitivity of the water resources.

69

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Air quality and Climate The atmosphere provides an excellent medium through which pollutants can be transported. Releases to atmosphere can occur during the construction, operation and post- closure phases of a facility. The impact of a release to the atmosphere can be of two types. Unlike pollution in other environmental media, air pollution cannot be remediated by containment or cleaning of the affected area. Hence, the potential impact to air quality and climate has to be studied in detail.

Public Health: Potential risks to the public arise not through direct contact with the waste, but off-site, as a result of exposure to: Accidental emissions and discharges to air, water and land from events such as a collision involving a waste tanker on the public highway or a fire in a tank farm. Low-level, continuous, 'controlled' emissions and discharges during routine operation of the plant. Emissions and discharges during routine operation, but associated with poor design or operational practices, for example the discharge of leachate owing to poor landfill containment, or emissions of high levels of hydrocarbons due to poor incinerator combustion conditions. The health impact of a chemical is a function of its toxicological properties, duration of exposure and concentration in the body.

Landscape and Visual Amenity In general, landscape quality is a function of the relative importance and combination of the various physical landscape components, such as topography, trees, hedgegrows, water bodies and landuse. Visual Amenity is a function of the visibility of a development in the landscape and of visual sensitivity. The physical components of the landscape, in particular topography, but also vegetation screening, atmospheric conditions and the scale and height of the development itself determine visibility. Waste activities could particularly impact on landscape quality and visual amenity in terms of, (i) the physical and temporal scale of operations and plant, (ii) the artificiality of many features, e.g. slopes, screening bunds, and (iii) the potential for intrusion, particularly in rural areas.

Noise and Vibration Noise impact on environmental receptors will be influenced by a number of site-specific factors relating to site operations and to the location of the site. Locational factors could include proximity to sensitive receptors, the existing ambient noise levels and other noise sources in the locality, local meteorological conditions particularly wind direction, etc.

Social and economic Land-use and Heritage: Broad land-use categories would include: industry, agriculture, retail and commercial, residential, recreational, etc. Loss of agriculture land Change in people's activity due to changed land-use Nuisance effect

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Accidental and Sudden occurrences The causes of accidental and sudden releases from the Road are similar to those happening in process industries, like mechanical failure, improper operation, natural calamities, human error, etc. Such accidents may cause tremendous loss of life, property and natural resources. The nature and degree of impact depends upon the site location and its characteristics. In order to minimize these impacts, detailed impact analysis is to be carried out and required mitigation measures have to be incorporated in the design of the Road.

Carbon Credit: Loss in Carbon credit due to loss in green cover can be assessed and, as per severity weightage, can be given and mitigation measures to balance the same will be provided.

Criteria for Rating the Impacts Following criteria has been considered for rating of the impacts. For each impact area, the magnitude of impact has been rated on the scale of 1 to 5 Very High Impact = 5 High Impact = 4 Moderate Impact = 3 Less Impact = 2 Very Less Impact = 1 For each impact area, importance of the impact has been rated on the scale of 1 to 3 Very Important = 3 Moderately Important = 2 Less important = 1

Based on the criteria for rating the impacts, the weighted impacts are given as shown in the Table. In this weighted impact table the entries are presented in the form x(y), where" x" denotes the magnitude of the impact and "y" denotes the importance of the impact while "+" denotes beneficial, " - " denotes adverse impacts and "0" depicts no impact.

Weighted Impacts without Mitigation Measures (Matrix Method)

No. Potential Construction Phase Operation Phase Total Impact Area Activity A B C D E F G 1 Air - 8 - 8 - 2 - 1 - 2 - 2 + 6 - 17 2 Water - 4 - 4 0 - 3 - 8 - 4 + 4 - 19 3 Land - 2 - 2 0 - 1 - 3 - 1 + 4 - 5 4 Noise - 12 - 12 - 4 0 - 4 0 + 2 - 30 5 Wildlife - 9 - 9 - 3 - 12 - 4 - 3 + 15 - 25 6 Vegetation - 4 - 4 0 - 12 0 - 2 + 15 - 7 7 Aesthetic Value - 2 - 2 0 - 12 + 4 - 6 + 12 - 2 8 Socio- + 3 + 3 +12 + 2 +9 - 2 + 3 +30 economic TOTAL - 75

71 A, B, C, D, E, F, G are different activities of the development. Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Where A = Excavation B = cutting and filling C = Tree cutting D = Transportation of materials E = Construction F = Debris disposal G = Plantation are different activities of the development

This absolute value of impacts – 75 due to construction of Paud Road Bal Bharati Link shall be compensated with the positive impacts due to decongestion on Law College Road. Then, as per calculation, the value becomes – 61.

In order to reduce all the adverse environmental effects arising out of the various activities pertaining to the development of road, mitigation measures have to be recommended. The weighted impacts of various activities, to be carried out during construction and operation phase of road with all suggested mitigation measures would be as shown in Table -

Weighted Impacts with Mitigation Measures (Matrix Method)

No. Potential Construction Phase Operation Phase Total Impact Area ACTIVITY A B C D E F G 1 Air - 2 - 2 0 - 1 - 1 - 1 + 6 -1 2 Water - 1 - 1 0 - 3 - 2 - 1 + 4 - 4 3 Land - 2 - 2 0 - 1 - 2 - 1 + 4 - 4 4 Noise - 4 - 4 0 0 - 2 0 + 2 - 8 5 Wildlife - 9 - 9 0 - 4 - 4 - 1 + 15 - 12 6 Vegetation - 4 - 4 0 - 4 0 - 1 + 15 + 2 7 Aesthetic Value - 2 - 2 0 - 3 + 4 - 1 + 12 + 8 8 Socio- + 3 + 3 +12 + 2 +9 0 + 3 + 32 economic TOTAL + 13

After implementation of all the mitigation measures, based on the rating criteria, the project can be considered as Non-Polluting Project because absolute value of impacts + 13 due to construction of Paud Road Bal Bharati Link with proper mitigation measures and positive impacts due to decongestion on Law College Road becomes + 37.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Risk Assessment

Various risks involved in the various phases of the Bal Bharati – Paud Road are given as - construction activities and type of risks

Risk Assessment

Sr. Construction Potential risk Paud Road Bal Bharati Road Project no. Practice 1 Negligence 1 Accident *** 2 Wasting or theft of raw ** material/fuel/electr icity. 3 Delay in work ** 2 Transport of 1 Collapse into the construction & river/ ground/ demolition residential or *** Material commercial establishment 2 Traffic jam *** 3 Vehicular pollution *** 4 Leakage of oil ** 5 Noise pollution ** 6 Vibration *** 3 Movement of 1 Material can Heavy earth collapse into river moving and ecosystem *** equipments (HEME) / Soil excavator 2 Accident due to *** careless driving 3 Human hazard ***

4 Noise pollution ** 5 Offsite traffic jam ** 4 Excavation of 1 Huge heap of soil for the excavated soil *** construction 5 Blasting 1 Air pollution * 2 Noise pollution *

3 Accident * 6 Demolition 1 Damage to ecology (flora & fauna) along the ***

side of the project 73 area. Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Sr. Construction Potential risk Paud Road Bal Bharati Road Project no. Practice 7 Spillage of raw 1 Contaminate water *** materials 8 Construction 1 Traffic jam/ activity Accident due to improper ** storage/mishandlin g of material 9 Huts of the 1 Fire due to labours manmade causes ***

10 Pillars of the 1 Barrier to the flow river bridge of river in rainy *** season and may cause flood 11 Vehicular 1 Accident movement after *** completion of projects 12 Natural 1 Landslide * calamities 2 Earthquake *** 3 Floods ***

Where; * : Minimum

** : Maximum

*** : Severe

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Environment Management Plan for Paud Road - Bal Bharati Link Road

For proper implementation of mitigation measures, the following environment management plan (EMP) has been suggested.

Project idea and environmental and social consideration Generally, a project of new roads is envisioned at the policy- and decision-makers’ level, along with a master plan for city or regional development. The strategic approaches adopted and the limitations imposed at the formation phase will have widespread effects on the environmental, social and development issues in the succeeding stages of the infrastructure development process. Macro- and micro-analysis of the master plan must be weighed against the impact and risk analysis with a comprehensive, system-wide consideration of the socioeconomic implications and environmental impacts.

Project planning and designing

The project planning process consists of identifying objectives and developing alternatives including taking stock of the situation and forecasting the needs.

The authorities must work closely with environmental specialists on various substantive parameters (both environmental and social) in order to arrive at the correct assessment and implementation guidelines.

The efficacy of various mitigation measures for alleviating negative impacts are recommended to meet prescribed criteria and requirements. This is outcome of the environmental and social impact analysis stage of the EIS process.

Project Implementation Phase

The implementation phase of the road development process encompasses detailed design, social and environmental analysis, revision of design, right-of-way acquisition, and construction. This phase consists of incorporating the recommendations of EIS report into final design, implementing pre-construction mitigation schemes, and executing recommended environmental and social measures during the actual construction of the road.

The EMP for construction phase should comprise the following - • Dust suppression measures such as sprinkling of water to be carried out regularly during construction material handling/overhauling procedures. • Stringent construction material handling/overhauling procedures. • Suitable drainage system with traps for arresting the sediment load of wastewater for its proposed disposal into the main natural drainage system around the site. • Adequate safety measures complying with the occupational safety manuals to prevent accidents/hazards to the construction workers. • The construction personnel exposed to high noise levels shall be provided with protective gears such as ear-muffs. The labour sheds shall be located away from the construction site. • Housing facilities (if at all) for all construction workers shall be provided with the following amenities. 75 a) Adequate potable water supply Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

b) Sanitary facilities such as dry pit latrines c) Solid waste collection and disposal system d) Primary health facilities at construction site e) Electrification and fuel for cooking

Operation Phase

The following environmental protection/mitigation measures shall be adopted during the operation stage of the project -

• Maintenance of green belt in and around the project area • Transplantation as far as possible. • Compensatory, depository afforestation. • Adequate safety measures complying with the occupational safety manuals to prevent accidents/ hazards to the workers. • Providing suitable human management and stable working conditions in order to alleviate socio-economic unrest. • Undertaking appropriate periphery and community development programme in the vicinity • Undertaking all necessary pollution control measures to maintain the emissions and discharges within the prescribed/ stipulated limits.

Details of Management Plan

The following plans has been proposed under the Environmental Management Plan i. Greenbelt Development plan ii. Compensatory Afforestation plan iii. Forest Protection plan iv. Ecosystem Management plan v. Solid waste management plan vi. Dumping and Borrow area management plan vii. Slope stabilization and protection / restoration

Environmental management Cell

The Environmental Management Cell (EMC) of Pune Municipal Corporation will act as a coordinating agency for environmental matters and supervise the proper implementation of the EMP.

Post Project Monitoring Plan

To identify the effectiveness of mitigation measures suggested in preserving the environmental quality in the area. The parameter to be monitored has been listed out in respect of water quality, soil quality and ecology.

Budget for EMP

An adequate budget shall be provided for the EMP works for effective implementation of environmental measures.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Resettlement and Rehabilitation plan

The main objective of R&R Plan is to resettle and rehabilitate the displaced persons/ families in a manner that will help them regain/improve their socioeconomic status, at least to that prior to the project, if not better. Also develop a step by step process dealing with every aspect of R&R such as compensation for land and assets, mechanism for grievance redressal, allotment of land plot at resettlement sites, development of infrastructural facilities at relocation sites, synchronization of assistance disbursement during the transition phase, training for skills improvement, etc. All the guidelines given in national policy on Resettlement & Rehabilitation (2003) would be followed.

Number of Projects Affected Persons (PAPs)

The project affected persons/properties are to be estimated with physical survey, maps and records.

Compensation

Details of Compensation for affected persons/families/settlements are to be decided as per the evaluation and current rates.

Land Acquisition

Land is normally acquired under the provisions of The Land Acquisition Act, 1894. It includes the following activities:-

• Preparing land plans for acquisition with details about the total holding and area affected. • Appointment of the competent Authority. • Issue of notices as per the act of acquisition. • Announcement of compensation award as per the act. • Issue of cheque against public places prior to taking possessions. • Affected persons shall be allowed to salvage the material from the demolished structures.

Institutional arrangement

Institutional arrangement required for the project would be as follows: • Establishment of a R&R unit within the implementing Authority, to be headed by the Resettlement and Rehabilitation Officer (RRO) • Appointment of NGO for R& R • Formation of City Level Committee (CLC) • Formation of Grievance Redressal Committee (GRC) • Appointment of Competent Authority (CA)

R&R Unit

For effective accomplishment of Resettlement and Rehabilitation component, implementation authority should designate a special duty officer (RRO). The responsibilities of the RRO include policy guidance, planning, implementation and monitoring, contingency planning, R&R related programmes and reporting during the R&R implementation.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

NGO Partnership

The NGOs will work as a link between the project and affected community. It will educate PAPs on the need to implement the project on aspects relating to land acquisition and R&R measures and ensure utilization of various grants being extended to them under the R&R entitlement package. The selected NGO will be responsible for the following –

• Development of rapport with the displaced persons and the project authorities. • Develop micro-level plans for R&R in consultation with the displaced person and the project authority. • Explaining options available to displaced persons for their R&R and assist them in making their choices • Assisting displaced persons in getting compensation for their land and properties acquired • Assisting displaced persons in identifying suitable land for relocation • Assisting project authorities in making arrangements for smooth relocation of displaced persons. • Ensuring that benefits due to the displaced persons under R&R policy are met with • Ensuring proper utilization of various grants to displaced persons available under R&R package. • Assisting displaced persons in getting benefits from various government development programmes, particularly income generating programmes. • Assisting displaced persons in redressal of their grievances in appropriate forum

Committees for Effective Monitoring of the Paud Road - Bal Bharati Link Road Project

City Level Committee

City Level Committee (CLC) headed by Municipal Commissioner shall be formed as an integral part of the implementation of resettlement action plan with local inputs and participation.

Grievance Redressal Committee (GRC)

The Grievance Redressal Committee shall be the forum at Project Head Quarter. GRC would be forum for the affected persons where appeals against the compensation award and R&R assistance can be brought and resolved.

In case the grievance is not addressed in this forum, affected/displaced persons would be entitled to move to a court of law. So, the rationale of forming the GRC is to address the problems of affected/ displaced persons at non-judicial level i.e., outside the court and facilitate the smooth progress of the project.

The Committee will meet regularly (at least once a month) during implementation of the R & R activities. The Committee shall ordinarily deliver its decision within stipulated period after registering the complaint of a case.

Monitoring and Evaluation (M & E) Agency

An independent external agency may be hired by the implementing Authority to audit, monitor and evaluate the implementation of R& R activities. Based on the study, suitable

measures shall be suggested, if required. 78

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Relocation and Rehabilitation

Resettlement sites may be identified and selected by the implementing authority in consultation with victims or their representatives. Implementing authority may appoint an NGO (which has been the practice in most bank-funded projects in India) to facilitate the work of the implementing authority and to assist in resettlement rehabilitation.

The rehabilitation will involve the following activities –

• Verification of affected / displaced persons for various assistance • Providing information to affected /displaced persons to make informed choice about the Income Generation programme • Training for upgradation of skills for programme • Payment of the assistance to synchronize with the release of compensation paid to the affected/displaced persons • Income generating activity for each affected/displaced person to be planned by the affected/displaced persons in consultation with the NGO.

Requirements of environmental training for persons involved in construction of Paud Road - Bal Bharati Link Road and transport operations

Necessary requirements for the Environmental Training

Persons by responsibility Training requirements Decision Environmental awareness programmes makers Principles of environmental policy-making Interpretation of relevant policy directives Environmental awareness programmes Principles of environmental policy-making Policy Rules and regulations concerning the procedures and officers methodology in EIS for Paud Road – Bal Bharati Link Road project Interpretation of relevant policy directives On-the-job training with environmental agency Environmental awareness programmes Rules and regulations concerning the procedures and methodology in EIS for Paud Road – Bal Bharati Link Road Environmental project training Preparation of environmental assessment reports Methodologies of EIS recommendations during implementation Project Interpretation of relevant policy directives managers Formulation of environmental remedial measures

Enforcement of environmental remedial measures Format of public participation and implementation Implementation of monitoring programme Techniques of data management and development of databases Methods of interaction with stakeholders and the public Environmental awareness programmes Engineering Online evaluation of environmental impacts professionals Environment-related standards and guidelines for engineering design 79 Formulation of environmental remedial measures Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Persons by responsibility Training requirements Methodologies of EIS recommendations during implementation Enforcement of environmental remedial measures Format of public participation and implementation Methods of data collection and presentation Methodologies monitoring effectiveness of EIS recommendations during implementation Environmental awareness programmes Online measurements of environmental and social impacts of Supporting EIS recommendations during implementation technical Environment-related standards and guidelines for engineering personnel design

Enforcement of environmental remedial measures Methods of information and data collection and presentation Environmental awareness programmes Measurements of environmental and social impacts Environment-related standards and guidelines for engineering Site design supervisors Rules and regulations for EIS recommendations during implementation Enforcement of environmental remedial measures Methodologies monitoring the effectiveness of EIS recommendations during implementation Methods of interaction with stakeholders and the public Environmental awareness programmes Evaluation of environmental and social impacts of EIS Road project recommendations during implementation consultants Environment-related standards and guidelines for engineering

design Formulation of environmental remedial measures Methods of information and data collection and presentation Environmental awareness programmes Road Project Environment-related standards and guidelines for engineering Contractors design Rules and regulations for EIS recommendations during implementation

Guidelines for mitigation of air quality-related adverse impacts caused by Paud Road - Bal Bharati Link Road

1. Selection of road alignment to keep away from housing estates, schools, and hospitals as far as possible. 2. Provision of sufficient road capacity, width to manage traffic congestion efficiently, even with projected increases in traffic flow in future. 3. Evasion of positioning of busy intersections, tunnel and sub-way openings near housing, schools, hospitals, or workplaces. 4. Avoidance of sharp curves and steep grades as these may cause deceleration and acceleration. 5. Plantation of tall, leafy, and dense vegetation between roads as dividers and along the roads to filter pollutants. 80 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

6. Development and Adoption of strategic and regulatory measures to control air pollution. Preparation of City Air Quality Management Action (CAQMA) plan inclusive of policies, strategies, regulations, and enforcement programmes related to – i. vehicle emissions standards, ii. requirements of inspection and maintenance, iii. withdrawal or revamping of high-consumption and more polluting vehicles, iv. fuel quality, v. management of traffic efficiency, vi. Investment in better mass transport, such as buses and trains (mass rapid transit systems). 7. Coordination among road engineers, environmental specialists and contractors; Preparation of environmental specifications for contractors. 8. Consultation of affected people and solicitation of their participation in the effective execution of mitigating measures; Improvement in local health-care facilities to treat and cure pollution-related ailments. 9. Enforcement of existing acts and rules for air quality control.

Guidelines for mitigation and control of water-related adverse impacts caused by Paud Road - Bal Bharati Link Road

Keep away sensitive areas of water resources being used as drinking water supply aquaculture, recreational centers, irrigation etc. Special care must be taken for the existing canals.

1. Preparation of detailed action plans for the implementation and monitoring of the EIS recommended measures for water bodies during the construction and post-construction (operational) phases. 2. Strict compliance with the relevant legislation and regulations of drinking water intakes, irrigation water supply, wildlife habitat, flood control and drainage systems; Minimization of water crossings. 3. Maintain buffer zones of undisturbed vegetation between road sites and water bodies. 4. Adoption of appropriate protective techniques such as vegetal cover, settling basins, infiltration or intercepting ditches, stepped slopes, retaining walls and groundwater recharging to reduce the quantity and speed of surface run off. 5. Preservation of existing water bodies. 6. Devise the road drainage system to hold water in small dams converging the inlets to drainage culverts to increase the water availability for gardens, floriculture, domestic uses and for many species of flora and fauna in the surrounding ecosystems. 7. Coordination among road engineers, environmental specialists and contractors; Preparation of environmental specifications for contractors. 8. Consultation of affected people and solicitation of their participation in the effective execution of mitigating measures; Improvement in local health-care facilities to treat and cure pollution-related ailments. 9. Enforcement of existing acts and rules for air quality control.

Guidelines for mitigation of adverse impacts on land caused by Paud Road - Bal Bharati Link Road

1. Avoidance of sensitive alignments, e. g. deep depressions or steep hillsides. 2. Minimization of areas for ground clearance.

3. Stabilization of filling and cutting requirements through route selection to circumvent the 81 creation of excess waste materials thus reducing the requirement of borrows pits. Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

4. Evasion of deep cut slopes and high embankments. 5. Replantation of vegetation and trees in cleared zones and slopes as early as possible in the construction process before soil erosion and slope movement starts. Selection of plants based on bioengineering functions. 6. Protection and stabilization of unstable slopes by modern techniques of reinforced earth retaining walls and gabions, depending on the site conditions. 7. Provision of appropriate drainage system and terraced or stepped slopes with or without vegetation to control soil erosion. 8. Conversion of quarries and borrow pits into water reservoirs, aquaculture or wildlife habitat. 9. Conversion of waste dump pieces of land into beautiful roadside rest areas, picnic corners or monuments. 10. Upkeep of the coordination and cooperation among road agencies, road engineers, environmental specialists and contractors. 11. Prepare environmental specifications for contractors.

Guidelines for mitigation and control of adverse impacts to ecosystems caused by Paud Road - Bal Bharati Link Road

1. Time to time upgradation of inventory of biotic and abiotic resources; listing of rare or vulnerable species of flora and fauna; and listing of physical, chemical and biological indicators to determine quantitatively ecosystem function and health. 2. Wherever possible, locate road development works away from sensitive areas to avoid severe impacts on flora and fauna; minimization of water crossings wherever possible; Create buffer zones of undisturbed vegetation between roads and watercourses. 3. Take steps to provide animal crossings at convenient locations to assist the migration of animals; fencing or barriers along the roadsides to reduce the risk of collisions between animals and vehicles; and water crossings (culverted or bridge crossings) for both standing and running waters 4. Prepare environmental specifications for contractors; enforce existing ecosystem-related protection regulations

Guidelines for avoiding/minimizing/mitigating adverse impacts on community activities caused by Paud Road - Bal Bharati Link Road

1. Avoidance of disruptions to social and economic activities that make the community vibrant and economically sound. 2. Minimization of the loss of roadside business activities through collaboration between the road agency and local organizations responsible for community activities and welfare; designing of roads to encourage long-distance travelers while continuation of local roadside businesses. 3. Development of environmental specifications for contractors, ensuring that work-site camps, construction works, and the lifestyles of construction workers do not have any negative impacts on the social, cultural and economic activities of nearby communities. 4. Consideration of legislation on property rights and compensation requirements along with public participation.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Guidelines for elimination of adverse impacts of noise caused by Paud Road - Bal Bharati Link Road and transport operations

1. Avoid the noise problem by diverting traffic away from noise-sensitive areas using bypass roads and selecting an alignment, which minimizes steep and sharp corners, especially at sensitive locations; provision of barriers around noisy construction machinery; and provision of equipment to reduce construction noise 2. Maintain a smooth road surface without grooves and cracks in order to keep the noise level to a minimum; erection of noise barriers along both sides of the road especially at sensitive areas 3. Environmental specifications for contractors and machine operators for noise reduction in construction, quarrying and hours of operation, material haulage routes, with strict observation of permissible noise standards 4. Consultation with the local public and their participation in noise mitigating measures

Guidelines for monitoring environmental and social measures during Paud Road - Bal Bharati Link Road

1. Selection and appointment of qualified professionals to carry out monitoring. 2. Preparation of a checklist of items/parameters/performance criteria to be monitored with standard methodologies. 3. Provision of sufficient budget for manpower and equipment to carry out the monitoring of listed parameters and assigned activities. 4. Cooperation and coordination among the monitoring team, project engineers, construction supervisors, environmental specialists and contractors during monitoring and participation of local people in the monitoring activities. 5. Evaluation of monitoring data, preparation of an evaluation report and submission to the concerned agency for performance compliance, review and take corrective actions; transparency regarding analysis and evaluation of data.

Environmental issues with mitigation measures Following table will give an idea briefly to control the problems arising due to Paud Road - Bal Bharati Link Road –

Mitigation measures for Potential Environmental Problems

Potential Environmental environmental Recommended mitigation measures issues problems Use civil engineering structures and bioengineering measures as necessary Landslides or other forms Avoid the undercutting of slope toes of mass instability on Prohibit quarrying in river banks and beds, slopes where increased flood velocity could give rise Slope Stability to damage Cut and fill balance Erosion or gully Use check dams and bioengineering measures formation Areas of deep-seated Relax width and surfacing standards for short

instability lengths as appropriate 83 Soil disposal Reduction of soil Balance cuts and fills wherever possible Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Potential Environmental environmental Recommended mitigation measures issues problems Tipping away from Identify safe tipping areas designated areas Enforce safe tipping Soil falling in water Take proper measures to prevent soil falling bodies or being washed Compensate the owners of farmlands on to farmlands Inadequate slope Improve slope drainage systems drainage systems Slope drainage outfalls Construct mattresses, check dams and other Water unprotected against protection measures as necessary management scour and erosion Construct cascades, to be as long as necessary Disruption of domestic or Incorporate measures to resolve these irrigation water supplies problems Loss of land and Land acquisition Ensure adequate compensation is paid properties Replace felled trees with new plantations using Removal of plants same species if appropriate Plants and Plant trees wherever land is available wildlife Avoid damage to wildlife habitat as far as Damage to the habitat of possible wildlife Recreate habitat on marginal roadside land Make quarries safe by regarding slopes and Abandoned quarries and Quarries and installing protective structures as necessary borrow pits – eyesores borrow pits Rehabilitate all quarry sites and borrow areas and accident-prone areas using bioengineering techniques Stone crushing Control dust and noise Dust and air pollution, and asphalt noise disturbance Relocate the plants or compensate plants Air and water pollution Ensure safe storage conditions so that there caused by the use of any are no losses or leaks type of hazardous Hazardous materials (e.g. bitumen, materials Ensure that protective clothing and safety cement, paints, measures are used explosives, fuels, lubricants) Check that waste materials (especially rubbish Waste generation and sewage) are not polluting water and neighboring areas Workers’ camp Cutting trees for firewood and hunting Provide liquid fuel and stoves to workers wildlife Spray water on construction site and road Dust Air pollution surface frequently Use local skills even though construction Unemployment of local methods need to alter Social issues people Ensure contractors use local labour where possible Non-participation of local Negotiate with local people for reasonable people alternative alignment Social issues

Disparities in Rationalize compensation levels to ensure 84 compensation parity Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Potential Environmental environmental Recommended mitigation measures issues problems Conflicts between the Listen carefully to people’s problems; try to project authority and resolve them amicably if they are reasonable local people Install lighting devices and safety signal devices in the temporary access during construction to ensure safe construction. Accidents because of Enforce rigorous traffic rules and regulations in non-existence of safety Safety these temporary accesses measures on Install traffic safety measures such as warning construction sites signs, delineators and barriers Get specialist advice on road safety from the transport operation and safety unit Use local materials as much as possible so as Exploitation of resources to avoid long distance transportation, especially that of earth, sand and stone Construct temporary access at the interchange of the highway and other roads, Adopt efficient Construction Traffic congestion traffic management system in order to avoid materials and traffic jams traffic management Arrange delivery of materials in advance in relatively leisurely season of traffic Time management Prepare a transportation plan of materials to avoid delivery of them at peak hours, especially on existing roads

Following table will give an idea briefly to control the pollution or damage arising due to infrastructural projects –

Guidelines for Paud Road - Bal Bharati Link Road Project

Environmental Guidelines parameters Spray water during construction phase, in the line and earth mixing sites, asphalt mixing site, and temporary diversion roads. Spray water in filling sub grade in order to solidify the material and also to prevent dust Prevent coal ash and stone dust from dispersing. Cover them properly in warehouses and piling yards, except where they are to be used immediately Dust/air Cover vehicles delivering materials to reduce spills pollution Select asphalt mixing plant sites at least 500 meters away from human habitation Seal properly mixing equipment, and equip vibrating equipment with dust- removing devices. Provide masks to operators in order to protect them from the impacts of dust Plant trees in slopes and other suitable places along the roadside Soil Erect gabions (stone walls) and plant grass on sections with high filling and erosion/water deep cutting; rebuild damaged irrigation and drainage systems by suitable 85 pollution methods

Store and fence properly the construction materials (stones, sand, cement, Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Environmental Guidelines parameters coal ash and stone dust) in order to keep them away from water Dispose soils properly so as not to block roadside drains and rivers Build roadside drainage systems construct culverts wherever these are needed Take all necessary measures to prevent earthworks and stone works from impeding roadside streams, irrigation canals or drainage systems Take all necessary measures to prevent refuse (solid waste) and wastewater produced in construction camps from entering into drains and water bodies Enforce strictly national noise standards to protect construction workers from adverse impacts of noise. Provide earplugs to construction workers. Limit noisy construction activities between 9 am to 5 pm in areas where Noise there are residences, schools and hospitals Service construction machinery and vehicles at regular intervals in order to keep their noise to a minimum level Avoid using arable lands as earth borrowing sites whenever possible Protection and Advise construction workers to protect natural resources and wildlife conservation of Prohibit them from hunting and poaching wild animals eco-resources Make temporary accesses for construction vehicles to avoid damaging arable lands and cattle-raising grounds

(Adapted from Guidelines for EIA of Road Projects by UN, 2001).

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Disaster Management Plan for Paud Road – Bal Bharati Link Road

Introduction It is mandatory for the organization to prepare and implement the disaster management plan to ensure safety and prompt action for mitigation of economic losses, health impacts and casualties in emergency. Pune Municipal Corporation has carefully developed the disaster management plan to ensure the safety of Bridges, Flyovers, Canal roads, Transportation Hubs and people with minimization of economic losses. As per the Ministry of Environment and Forests (MoEF), Government of India (GOI), the EIA methodology is necessary to carry out an estimation of the risks posed by the various activities carried out during construction. Storage and Handling of Flammable / Corrosive / Toxic substances are one of the risks during the construction and therefore it became pertinent that an Analysis of the Risk and an estimate of the consequences, in case of major mishap, be carried out. It is obligatory to carry out a “Risk Assessment Study“, and based on that to develop a Disaster Management Plan (DMP). As per the various statutory provisions, it is mandatory for such an organization to ensure the safety of operations and waste disposal, to be carried out during the construction.

Objectives ¾ To establish the need for a Risk and Consequence Analysis. ¾ To carry out hazard identification. ¾ To consider the worst possible scenario. ¾ To make provisions for safety measures. ¾ To create awareness among the people and staff regarding the hazards and safe operations & practices. ¾ To ensure the safety on – site and off – site. ¾ To establish emergency team to deal with accidents and natural calamities.

Risk Assessment The risk assessment involves the study of all the hazardous events that may occur due to the operations during construction and waste-disposal. Though hazardous events occur rarely, their impact must be assessed on the basis of both the damage caused i.e., the “consequences”, and the corresponding probabilities. Elaborate methodology was adopted to arrive at meaningful data appropriate for a range of failure scenarios. Mainly, the storage area within the installation has fire hazards due to improper handling of cylinders. Specific failure cases were examined in detail & their effects on adjoining facilities were analyzed. The probabilistic element introduces new problems for administrators, industrialist and public alike, because human society is not accustomed to dealing with events of great rarity. Quantification of damage is relatively easily understood and is similar from environmental impact studies, which, in the past, have been concerned with the intended. Damage can be estimated directly in terms of cost, loss of life etc. Thus there is need for risk assessment, which will give us predictions of probabilities as well as consequences and also criteria by which these predictions can be judged. As far as later is concerned, present 87 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

thinking is based on comparison with other risks, which are apparently accepted, such as earthquakes, lightning, floods, landslides, volcanic eruption etc. Assessment in various components of Paud Road – Bal Bharati Link Road Emergency situation is a discrete phenomenon, it occurs suddenly. These situations have different shades and colours of their intensity to cause damage and hence they need to be identified in the form in which they manifest. Considering the location and the type of activities carried out on site, twelve different types of emergency situations are envisaged for drawing up this plan: • Negligence • Transport of construction & demolition material • Movement of Heavy Earth Moving Equipments • Excavation of soil for the construction • Blasting • Demolition • Spillage of raw materials • Construction activity • Huts of the labourers • Pillars of the river bridge • Vehicular movement after completion of projects. • Natural calamities/disasters such as cyclones, landslide, earthquake, volcanic eruption and consequent flooding.

Natural Calamities Considering the location and proximity to Arabian Sea (about 100 km by crow fly distance), the most probable natural calamities anticipated are cyclones and consequent flooding in the low-lying coastal areas. Such calamities involve huge damage to properties and loss of lives. The potential emergency situations considered are shown in table below. Calamities and Types of Damage

Sr. Nature of Calamities Type of Damage No. 1. Thunder storm and cyclones due Damage to property to depression in Arabian Sea. Structure collapsing, causing death/injury to human being 2. Thunder lightning Injury or death due to electric shock. Damage to property 3. Earthquake Damage to property Disruption of supply lines Injury or death due to collapsing of structures 4. Floods Threat to river bridge 5. Volcanic eruption Remote possibility

The Team for Disaster Management of Paud Road – Bal Bharati Link Road The team for the Disaster Management will work under the Municipal Commissioner as he has the administrative control over the Pune Redevelopment Project.

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Organogram The organizational structure will be as given in the fig. below -

Existing Organogram of Road Department

Commissioner

Additional City Engineer

Superintending Engineer

Executive Engineer Executive Engineer Executive Engineer Executive Engineer (EAST) (EAST) (WEST) (WEST)

Deputy Engg. Deputy Engg. Deputy Engg. Deputy Engg. (2 nos.) (2 nos.) (2 nos.) (2 nos.)

Sub Engg. /Junior Sub Engg. /Junior Sub Engg. /Junior Sub Engg. /Junior Engg. (3 nos.) Engg. (3 nos.) Engg. (3 nos.) Engg. (3 nos.)

Supervisor (6 nos.) Supervisor (6 nos.) Supervisor (6 nos.) Supervisor (6 nos.)

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Paud Road – Bal Bharati Link Road, Environmental Impact Statement and Traffic Survey Study

Preparedness Requirement Paud Road – Bal Bharati Link Road To tackle any anticipated emergency, preparedness is required to accomplish optimum readiness so that the response to such a situation is swift and effective. Therefore a state of readiness is essential to combat successfully any anticipated emergency situations.

Preparedness for Emergency Situation due to Natural Calamities There are some alternative locations such as schools / colleges identified by District Collector for shifting the people as precautionary measures and for victims whose houses & properties are damaged due to cyclone / flood / earthquake. Inspection of all vital structures like River-bridge, Tunnels and Transport-Hubs should be done on regular basis after occurrence of every calamity. Procedures for Noticing an Emergency Anybody noticing emergency (fire, explosion, accident, civil commotion etc.) shall immediately inform Site In-charge.

Emergency Team On hearing the emergency, the Emergency Supervisor establishes communications with Project Coordinator/ Site In-charge and start handling the emergency directly. The Project Coordinator should forward the report / information of emergency to the Commissioner / City Engineer. These teams directly handle the emergency under the instructions from Project Coordinator / Site In-charge.

Post Emergency Situations Even after the emergency is over, a skeleton staff of the Emergency Team will be available at the site of the emergency for at least 12 hrs to confirm that there is no further scope of escalating the emergency. The Site In-charge will establish a chain of communication and pass the necessary information to the concerned person(s) for restoring normalcy. After the emergency is over, the Supervisors should meet Site In-charge and should submit a report to the Project Coordinator about team performance and other details observed. The Site In-charge will carry out an investigation of the emergency. This report shall be submitted within 24 hours of the occurrence to the Project coordinator and the report should be discussed with the Supervisors on the next day about their performance, omission, carelessness etc. The Additional City Engineer (Roads) should keep close watch / observation on the working / progress of investigation and report it to the Commissioner. All emergency situations can have some adverse impacts either on individual & population or on the surrounding environment. Even some of the response actions that are undertaken to tackle the emergencies have negative impact on the surrounding environment. 90 Page Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]

Mitigation Measures Mitigation Measures for all Potential Risk

Sr. Construction Potential risk Management plan no. Practice 1 Negligence i Accident Manager/Operator/worker should be properly trained & should have sufficient work experience. ii Wasting or theft of Careful supervision / deployment of raw security personnel & avoid

material/fuel/electricit excessive use of Fuel or electricity y. iii Delay in work Preparation of time bound schedule and strict follow up should be practiced

2 Transport of i Collapse into the Allocation of area for the construction & river/ ground/ movement of vehicles/ Evacuation demolition Material residential or of the area/ Barricade to prevent commercial thorough fare establishment ii Traffic jam Traffic towards the site may be allowed during lean hours or night time. iii Vehicular pollution Vehicles should be PUC certified or

having alternative fuel system. iv Preventive maintenance of the Leakage of oil vehicle should be done v Set up of barriers depending on the Noise pollution site condition & sources of noise.

3 Movement of Heavy i Material can collapse Demarcation of area for the earth moving into river and movement of HEME equipments (HEME) ecosystem / Soil excavator ii Accident due to Licensed driver only to be allowed

careless driving to operate the equipment. iii Human hazard Vigilance by security person during

operation of HEME iv Noise pollution Preventive maintenance of the vehicle should be done v Offsite traffic jam Roads should be allocate for the movement of HEME 4 Excavation of soil i Huge heap of Disposal of removed soil to the for the construction excavated soil recognized disposal site/ spread in the garden/ low line area & if possible demolition waste should be reutilized for other construction Environment Impact Statement & Traffic Survey for Paud Road –Bal Bharati Link

Sr. Construction Potential risk Management plan no. Practice 5 Blasting i PPE should be available at the work Air pollution site. ii PPE should be available at the work Noise pollution site. iii Accident Blasting should be done under the supervision of trained personnel/ extra precaution should be taken 6 Demolition i Damage to ecology Re-plantation in the nearby area/ (flora & fauna) along new plantation. Demolition should the side of the be started from the centre area. project area. 7 Spillage of raw i Contamination of Allocation of area and supervision materials water for the storage of raw material. 8 Construction activity i Traffic jam/ Accident Allocation boundary for the due to improper construction work/ provision of storage/mishandling optional road to ease the traffic of material load / the vehicles should be allowed during lean hours or at night time. 9 Huts of the i Fire due to man- Protective covering to high tension labourers made causes wires, use of fire hydrants. Provision of water near the site for fire control 10 Pillars of the river i Barrier to the flow of Pillars should be circular/ any other bridge river in rainy season shape instead of rectangular so and may cause flood that water flow will not be restricted 11 Vehicular movement i Accident Side walls should be constructed, after completion of speed limit for all vehicles projects

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Mitigation Measures for Natural Calamities

Sr. Containment / Mitigation Emergency Situation Impact no. Measures 12 Thunder storms & i Injury or death to a Inform people for cyclone due to human being due emergency situation deppression over the to structure sea collapsing Flood in the coast due ii Property damage b Shift the people affected / to cyclone likely to be affected by the emergency situation to a safer place identified by District Collector. Thunder lightning c Administer first aid and shift the injured people to the outside hospital (if necessary). Landscape d Inform outside hospital in advance for preparation at their end Earth Quake e Call police/fire brigade and Govt. agencies as appropriate.

Volcanic eruption f Cut off main power supply

g Clear debris from the site.

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Supporting Studies

1. Traffic Count studies on Law College Road Average Daily Traffic (ADT) It can be defined as the total volume passing a point or segment of a roadway facility, in both directions during a period of 24 hours. It can be obtained for a definite time period, in whole days greater than one day and less than one year.

Jan 29th, 2010 Time Kothrud to Symbiosis Symbiosis to Kothrud 9-10 2012 1646 10-11 4433 4000 11-12 5258 4521 12-13 4710 4179 16-17 3948 4274 17-18 4606 4305 18-19 5931 5056 19-20 5746 6084 Jan 30th, 2010 9-10 4224 4014 10-11 5023 4949 11-12 4969 4879 12-13 5474 5009 16-17 5258 4750 17-18 5343 4666 18-19 4914 4772 19-20 4334 4364 Jan 31st, 2010 9-10 4017 3410 10-11 4477 4010 11-12 4714 4542 12-13 4329 3996 16-17 5021 3934 17-18 5397 4085 18-19 4866 4999 19-20 4575 4364

ADT is calculated as 9099.46/3 days numbers of vehicles = 3033.15.

D or Directional Distribution Factor This factor accounts for the directional distribution of traffic. Values generally range from 0.54 – 0.59. These values are used to convert average daily traffic to directional peak hour traffic.

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Estimation of D for Law College Road

Measured Peak Hour Peak Hour Predominant Opposite D Factor Day Volume Direction Direction Peak Volume Peak Volume 29/1 18-19 10987 5931 5056 0.540 19-20 11830 6084 5746 0.514 30/1 18-19 9686 4914 4772 0.510 19-20 8698 4364 4334 0.502 31/1 18-19 9865 4999 4866 0.507 19-20 8939 4575 4364 0.512 Sum 60005 30867 29138 3.085 Average 10000.83 5144.5 4856.33 0.514167 Estimated D factor = 0. 5142

K or Design Factor The ratio of peak hour traffic to average annual daily traffic. The K – 100 factor allows the conversion from a peak hour volume to a daily volume. Within urbanized areas the K – factor for the 100th hour is generally around 0.09. It can be calculated as –

Measured Day Peak Hour Peak Hour Daily volume Peak to Daily Volume Ratio 29/1 18-19 10987 70709 0.155 19-20 11830 70709 0.167 30/1 18-19 9686 76942 0.126 19-20 8698 76942 0.113 31/1 18-19 9865 70736 0.139 19-20 8939 70736 0.126 Sum 60005 218387 0.826 Average 10000.83 72795.667 0.137667 Peak Daily Volume / Average Daily Volume = 76942/72795.667 = 1.057 Estimated K factor = 0.138 x 1.057 = 0.146

P. M. Peak Directional Peak The traffic volume for the peak hour in the predominant direction of flow, in vehicles per hour – PM DIR PEAK = (ADT) (K – 100) (D Factor) = 72795.667 x 0.146 x 0.5142 = 5465 vehicles per hour

Practically it is observed that occasionally traffic volume exceeds PM Peak Directional Peak volume on Law College Road. This emphasizes the need for corrective actions to diffuse the traffic flow on the road.

[This data is extremely significant for traffic planning, design and operations. This data can be used by government agencies, developers, home owner associations, real estate agents, and consultants etc. to plan for real estate growth and market.] 95

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2. Estimation of Air Carrying Capacity of Law College Road The vehicular volume for peak hour traffic is higher as compared to the lean hour traffic volume. It means the pollution load as well as the traffic load is more during the peak hour time also the no. of vehicles which are running on these roads are emitting more pollution than the prescribed limits for Ambient Air. To keep city cleaner or pollution within the prescribed air index for particular area, it is necessary to solve the traffic congestion by broadening the width of existing roads or we have to construct new roads which will solve the traffic jams and ultimately it will reduce the air pollution load. Following is the table of Indian Air Quality indices for different pollutants emitted from various sources.

Indian Air Quality Index (API) for different pollutants

SO SPM O PM 2 NO CO CO 3 10 Sr. (24 hr 2 (24-hr (8-hr (24-hr Index Category (1-hr avg) (1-hr avg.) (8-hr avg) No. avg) avg.) avg.) avg.) (μg/m3) (mg/m3) (mg/m3) (μg/m3) (μg/m3) (μg/m3) (μg/m3)

1. 0-100 Good 0-80 0-80 0-200 0-4 0-2 0-157 0-100

2. 101-200 Moderate 81-367 81-180 201-260 4.1-25 2.1-12 158-196 101-150

3. 201-300 Poor 368-786 181-564 261-400 25.1-35 12.1-17 197-235 151-350 236-784 4. 301-400 Very poor 787-1572 565-1272 401-800 35.1-75 17.1-35 (1-hr 351-420 avg.) >784 5. 401-500 Severe >1572 >1272 >800 >75 >35 (1-hr >420 avg.)

The emissions observed on Law College Road (PMC Apportionment Study)

Near Film Institute of Place India Average SPM emitted by each vehicle 0.0017 Average RSPM emitted by each vehicle 0.0008 Average NOx emitted by each vehicle 0.0002

Average SO2 emitted by each vehicle 0.0002 Average CO emitted by each vehicle 0.0785

The formula is – API = Concentration of individual pollutant in 24 hrs in the area x 100/ambient air standard for individual pollutant

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Following table gives the concentration of individual pollutant with comparative statement of actual traffic and required traffic to maintain air quality.

Sr. Parameter Indian Average no. of Actually should ply Difference No. AQI Vehicles per on Law College Road day 1. SPM (24 hr average 0 - 200 72796 58823 + 13973 µg/m3) 2. RSPM (24 hr 0 – 100 72796 37500 + 35296 average µg/m3)

3. NOx (24 hr average 0 – 80 72796 200000 - 127204 µg/m3)

4. SO2 (24 hr average 0 – 80 72796 200000 - 127204 µg/m3) 5. CO (8 hr average 0 - 2 72796 12739 + 60057 mg/m3)

The minimum number of the vehicles (emitting carbon monoxide) i. e. 12739 is considered as carrying capacity of Law College Road.

Benefit Cost Analysis (B/C)

The environment is treated as a capital resource and therefore damaging or using the environment is similar to the use of any other form of capital. Valuation of these resources in the context of projects or programs is thus fundamental to the notion of sustainable development. - It is necessary to choose a technique for valuing the environmental impact of the project. - For all types of project it is necessary to define the boundary of the analysis. Since most environmental impacts include externalities, how far to expand economic analysis is an important issue. - For example, in dealing with the impact of air pollution, boundaries for downstream effects need to be agreed upon; - Should it include the area affected immediately or go beyond to account for impacts on property, human health etc. - It is necessary to define a suitable time horizon. A number of impacts are immediate or within the life of the assets of the project under consideration, whereas there are effects also beyond the project life. - For those cases where impacts go beyond the project life, an extended analysis covering the time period for the environmental impact can be attempted, or, alternatively, the concept of capitalized value of net benefits at the end of the project life can be included, a form of salvage value.

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The net present value (NPV) of a project is an appropriate criterion to compare the without and with project environmental impacts. Any time, criteria will depend on the choice of the interest rate, which could reflect the opportunity cost of capital or the social rate of time preference. Only one interest rate should be used for any single economic analysis. However, for the bank interest rate of 10 to 12 percent many long-term environmental impacts tend to become insignificant. Where environmental impacts may extend beyond the life of the project effects, the environmental impact analysis can be combined with a sensitivity analysis for the interest rate, based on a lower rate. Environmental impacts can have both use and nonuse values. Use values can be further divided into direct use value, where individuals are willing to pay for the use; indirect use value where these benefits are derived from ecosystem functions such as pollution absorption, temperature control etc.; and option value where individuals are willing to pay for avoiding irreversible change. There are a number of primary valuation methods that are used to value environmental impacts. Two distinct approaches are used for valuation: objective valuation approaches and subjective valuation approaches. In the first approach, damage functions based on technical relationships between environmental stressors and the degree of physical damage are estimated. In the second approach, assessments are made of possible damage expressed or revealed in market behaviour. When these values cannot be assessed from direct behaviour, surveys are used, such as in contingent valuation methods to assess willingness to pay from a representative sample of people and organizations.

3. Economic Analysis Following questionnaire is derived from the Asian Development Bank’s standard guidelines for the Economic Analysis of Projects – Appendix 1.

1. Project rationale • What is the rationale of the project: what • Roads in City market or government inadequacy does it address?

2. Macroeconomic and • How does the project relate to the • Integrated part of road sectoral context overall development strategy? development in the city • What particular development problem • Traffic issues does it address? • It is public priority investment. • Is the project a priority public investment?

3. Project alternatives • Have project alternatives been • Entry Exit points of Paud Road considered in terms of location, scale, Bal Bharati Link finalized after timing? discussions with stakeholders. • How has the best alternative been • Proposed end of road into Fly chosen? over near Bal Bharati is • Have the subprojects been ranked in an cancelled. appropriate way? • Proposed latest alignment of the • Has the least cost alternative been road is the outcome of least cost identified for the project or major alternative. subprojects?

4. Demand Analysis • What is the basis for projecting the • Traffic analysis and OD survey demand for project output? • There are no such alternatives 98

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• What other alternatives are there for • Being city road nobody would meeting the demand? like to pay for 2 km distance • How will demand be affected by an road increase in price or user charge?

5. Identification of • Have the without and with project • Both situations are analyzed. costs and benefits situations both been described? • Project costs included • Have all project costs, comparing with management, material, and without project situations, been machinery and man-power. identified? • Project benefits included air • Have all project benefits, comparing with pollution control, health effects, and without project situations, been decongestion etc. identified? • Fuel economy is quantified. • Which benefits have been quantified and valued, and which have not?

6. Use of shadow • Has an economic rate of return been • Economic rate of return is prices calculated? estimated on the basis of fuel • Which numeraire has been used in the being used for vehicles plying application of shadow prices? on Law College Road. • Has it been used consistently? • Project outputs are incremental. • Have project outputs been identified as Data is available for valuing non incremental and incremental? project outputs and inputs. • Was all the data available for valuing • project outputs and inputs? • Has a cost-effectiveness analysis been conducted where benefits cannot be measured?

10. Environmental • Have the environmental effects of the • Environmental effects sustainability project been identified: costs and considering the emissions have benefits? identified, quantified and • How have they been quantified and valued. valued? • • Are they expressed in the same numeraire as the basic economic analysis? • Have they been integrated into the economic analysis: for choosing between project alternatives; for assessing economic viability? • Have required mitigatory and monitoring expenditures been identified?

12. Benefit monitoring • What are the key variables necessary to • Key variables include – air and evaluation identify project impact during pollution, watershed, water implementation and operation? pollution, erosion, traffic volume • Does this include key performance etc. variables, physical or financial, for the • Performance variables include implementing agency? physical and economical as NPV, • Is a system in place to collect data on all ERR. the key variables? • System to collect data.

13. Overall assessment • Have the major conclusions of the • Major conclusion of the return 99

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economic analysis been clearly spelt out? on investment based on fuel • Does the project incorporate the best efficiency is of 5 years. alternative? • Project incorporates best • Is the project economically viable? possible options. • Are any policy changes necessary to • No development along the complement project implementation? proposed road regulation with • Are any capacities building measures definite time period necessary: to provide incentives or • Public audit of road training to the executing agency and development activity other participants?

The Costs of Paud Road to Bal Bharati Road Investment: Rs. 24 crores.

These include: Supervision, Management, Manpower, Machinery, Materials, Land, Environmental Mitigation (e.g. Resettlement)

Primary Effects may involve - reduced vehicle operating costs, fuel and lubricants, vehicle maintenance, depreciation and interest, overheads, reduced journey time, drivers, passengers and goods, changes in road maintenance costs, changes in accident rates, Change in value of goods moved.

Secondary Effects may involve - changes in urban output, changes in services, changes in industrial output, changes in consumers’ behaviour, changes in land values.

Any economic analysis should give maximum coverage of benefits. But double counting must be avoided. Do not add primary and secondary benefits (e. g. changes in land values added to changes in transport costs).

The Economic Comparison An economic analysis involves a comparison of “With” and “Without” cases.

Traffic forecasts are made for BOTH scenarios and not for “before and after”. With proposed road there will be benefit of fuel conservation to the tune of Rs. 6.5 crores per annum. Without project, the economic losses due to excessive fuel use on Law College Road will increase 9.7% annually. This will be incremental loss as the fuel prices and traffic congestions keep on increasing.

Use of Economic Prices Normally in an Economic Appraisal, economic (or shadow) prices are used and not financial prices. Standard Conversion Factors are now widely used for road construction costs.

Benefits from road investment involve changes in transport costs occurring because of faster speeds, reduced chance of impassability, reduced traffickability problems, change in mode.

Traffic Categories • Normal traffic: Existing traffic and growth that would occur on the same road, with and without the investment. (There is possibility that only 30% traffic remain on the Law College

Road as study based on OD survey – so, the proposed should have carrying capacity of 100

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about 50,000 plus vehicles per day. Without proposed road traffic volume can increase by at least 150% in the near future).

• Diverted traffic: Traffic diverted from another road to the project road as a result of the investment. (70% of the existing traffic on Law College Road shall be diverted to proposed road).

• Generated traffic: New traffic induced by the investment. If ambience, aesthetics and road surface is good, the new traffic of young commuters, nature lovers will be definitely attracted to proposed road.

Benefits from Road Investment Transport cost savings for existing (or normal) traffic = Traffic x Change in Transport Costs per km x distance

Estimating Benefits

Normal traffic benefits: tripsN * d1 * (VOC1- VOC2) Diverted traffic benefits: tripsD * ((d1 * VOC1)-(d2*VOC2)) Generated traffic benefits: tripsG * d2 * (VOC1- VOC2)/2 d1 = existing road length d2 new road length VOC1 = vehicle operating costs per km “without” investment VOC2 = vehicle operating costs per km “with” investment

As per calculation traffic benefits are estimated as Rs. 6.50 crores per annum.

Development Benefits

Development benefits arise from a combination of increased traffic and reduced transport costs.

Benefits may also include: • Increased service provision • Increased industrial and commercial activity

Calculation • Development benefits - A function of (change in transport costs)2 = 12.46 crores per annum

• Social benefits - A function of population x change in transport costs = 5.7 crores per annum - Population x health cost due to air pollution = 6.86 crores per annum - Cost of accidents (medical costs) = 4.8 crores per annum

Total benefits per annum = Traffic benefits + Development benefits + Social benefits = 6.5 + 12.46 + 5.7 + 6.86 + 4.8 = 36.32 crores per annum

Costs • Project Cost = 24 crores • Interest@12% for 5 years = 2.88 crores per annum 101

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• Ecological costs = 12.6 cores • Operational costs = 1.60 crores (inclusive of repairing, safety etc)

First year’s Benefit Cost analysis (First Year Rate of Return)

* Assumed that 50% of the carrying capacity of the road is utilized. = Benefits – Costs = 36.32/2 – 40.48 = - 22.32 crores

Second year’s Benefit Cost analysis

* Assumed that 90% of the carrying capacity of the road is utilized. = Benefits – Costs = 32.69 – 4.48 = 31.84 crores

After deducting first year’s deficit from second year’s benefits the net benefits are of Rs. 9.52 crores. Please note that in calculation the period required for road construction, price escalations and taxations are not considered. It can be integrated or corrected suitably in estimation at the time of project execution. Return on investment for proposed road project is not more than 2 years from the day of completion by summing up all costs deducting from all benefits. The Consumers’ Surplus Approach

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Net Present Value:

NPV = (B1- C1) + (B2- C2) + ….. (Bn- Cn) (1 + r) (1 + r)2 (1 + r )n

NPV of the proposed road will be Rs. 5.7 crores for 5 years with interest @12% per annum.

Internal Rate of Return: solve for i, (IRR)

0 = (B1- C1) + (B2- C2) + ….. (Bn- Cn) (1 + i) (1 + i)2 (1 + i )n

IRR is estimated as 0.25 where n = 5 years.

Please note:

• When comparing project-alternatives, the Net Present Value (NPV) is used to select the optimal project-alternative (alternative with highest NPV)

• The Internal Rate of Return (IRR) or the B/C ratio is not recommended to compare alternatives of a given project.

Economic Decision Criteria NPV IRR NPV/C FYRR Economic validity v. good v. good v. good poor

# Need incremental analysis ## Needs continuous recalculations

Main changes in cost from: a) Change in transport MODE b) Reduced journey TIME c) Reduced VOCs

Adapted from - Asian Development Bank - Guidelines for the Economic Analysis of Projects & Appendix 24: Economic Valuation of Environmental Impacts - The Economics Of Road Investment by John Hine ETWTR

4. Carbon Footprint of Proposed Road

The Combustion Process Gasoline and diesel fuels are mixtures of hydrocarbons (made of hydrogen, oxygen and carbon atoms.) Hydrocarbons are burned by combining with oxygen from air. Nitrogen and sulphur atoms are also present and combine with oxygen when burned to produce gases. Automotive

engines emit several types of pollutants. 103

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Typical Engine Combustion: Fuel + Air => Hydrocarbons + NOx + SOx + CO2 + CO + H2O

Nitrogen Oxides (NOx): In an engine, under high pressure and temperature Nitrogen and Oxygen atoms react and nitrogen oxides forms. Nitrogen dioxide (NO2) is 300 times more powerful than CO2 as greenhouse gas. NO2 makes up about 7.2 percent of the gases that cause global warming. Vehicles with catalytic converters produced nearly half of that NO2. (ref. http://www.nutramed.com/environment/carsepa.htm)

CO2 emissions from petrol, diesel and aviation fuel are around 0.245 tonnes / MWh

Emission Load Calculation The emission rate of pollutant j of the vehicle fleet at a road segment can be calculated by:

------1

Where l - Length of the road segment. V - Traffic volume Pi - probability distribution fraction.

The simple calculation is:

Emission load (ton/year) = Vehicles amount (vehicle/day) x Road length (km) x Emission factor (g/km/vehicle) x 10-6 (ton/g) x365 (days/year)

Emission Factor Selection

Emission factors in equation (1) above are the emitted amount of pollutant j from vehicle type I per unit distance (g/km). In this research, emission factors used in calculating NOx pollutant emission load are India emission factor database (Mittal and Sharma,2005),

Table - India NO Emission factor database with 4 vehicle classification at speed 0 - 60 km/hour NO (g/km) Speed (km/hour) 2W4S 3W4S 4WG Buses-trucks 0 0 0 0 0 10 2.04 1.5 5.2 504.3 20 1.4 1.1 4.95 351.9 30 1.2 2.5 4.67 301.1 40 0.8 2.5 1.05 275.7 50 0.55 0.95 0.66 226.9 60 0.9 0.5 0.47 194.4 Sumber : Mittal and Sharma, 2005 (Ref - Anthropogenic Emissions from Energy Activities in India and Source Characterization Part II: Emission for Vehicular Transport in India. New Delhi: Central Pollution Control Board).

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India emission factor database is a speed-related emission factor. The slower the speed, the lower the emissions load. Vehicle types also have a great influence in India emission factor database because emission factor of heavy duty vehicle is much higher than other vehicle. So, although the number of heavy duty vehicle much lower than other vehicle, but still have a significant contribution to total emission load if we used India emision factor database.

A) Nox emission on Law College Road i) Calculation for existence emission load of Nox - Emission load (ton/year) = Vehicles amount (vehicle/day) x Road length (km) x Emission factor (g/km/vehicle) x 10-6 (ton/g) x 365 (days/year)

For two wheeler (speed 30km/hr), Emission load (ton/year) = 41736 x 3 x 1.2 x 10-6 x 365 = 63.99

For three wheeler (speed 20km/hr), Emission load (ton/year) = 7119 x 3 x 1.1 x 10-6 x 365 = 8.57 Ton/ year

For four wheeler plus LCV (speed 20km/hr), Emission load (ton/year) = 23317 x 3 x 4.59 x 10-6 x 365 = 11463.92 Ton/ year

For Heavy vehicles likes Bus, Truck etc. (speed 20km/hr), Emission load (ton/year) = 225 x 3 x 351.9 x 10-6 x 365 = 0.2463 Ton/ year,

Total NOx emission = 11,536.73 Ton/ year,

ii) Calculation for estimated emission load after construction of proposed road of Nox - For two wheeler (speed 40km/hr), Emission load (Ton/year) = 41736 x 3 x 0.8 x 10-6 x 365 = 36.59 Ton/year

For three wheeler (speed 30km/hr), Emission load (ton/year) = 7119 x 3 x 2.5 x 10-6 x 365 = 19.49 Ton/year

For four wheeler plus LCV (speed 30km/hr), Emission load (ton/year) = 23317 x 3 x 4.67 x 10-6 x 365 = 119.23 Ton/year

For Heavy vehicles likes Bus, Truck etc. (speed 30km/hr), Emission load (ton/year) = 225 x 3 x 301.1 x 10-6 x 365 = 74.18 Ton/year

Total NOx emission = 249.49 Ton/ year, 105

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The existing emission load value of NOx resulted from calculation using India emission factor database is 11,536.73 Ton/ year ton/ year while it may reduces up to the 249.49 Ton/ year after proposed road will be done. Therefore, there will be reduction in emission of NOx by 97.84% after construction of proposed road.

B) VOC Emissions on Law College Road

As per USEPA, VOC emission from vehicles is about 1.75 g/km. http://www.epa.gov/oms/consumer/f00013.htm

VOC Emission = Average nos. of vehicles/day x 1.75 x road length (km) = 72795 x 1.75 x 3 x 10-6 x 365 = 139.49 Ton/year

Idling emission – Emission of green house gases from vehicles is the most common effect of unnecessary idling. Vehicles often idle while waiting for signal, for loading or unloading of materials and to run heating, air conditioning, and communication or entertainment devices. Emissions from idling vehicles can be estimated using the data and formulas given as below,

Emissions = Number of vehicles x Idle Time x Emission Factor

Emissions from idling vehicles are affected by a number of factors including fuel formulation, local temperature and pressure, and vehicle age and condition. In the following table emission factors can be used for general estimating purposes.

Fig. Emission Factor Winter condition Summer condition

VOC CO (g/hr) NOX VOC CO (g/hr) NOX (g/hr) (g/hr) (g/hr) (g/hr) Passenger cars (Gasoline) 21.1 371 6.16 16.1 229 4.72 Light-Duty Trucks (Gasoline) 30.7 487 7.47 24.1 339 5.71 Heavy-Duty Trucks (Gasoline) 44.6 682 11.8 35.8 738 10.2 Passenger Cars (Diesel) 3.63 10.1 6.66 3.53 9.97 6.50 Light-Duty Trucks (Diesel) 4.79 11.5 6.89 4.63 11.2 6.67 Heavy-Duty Trucks (Dies 12.6 94.6 56.7 12.5 94.0 55.0 Motorcycles 20.1 388 2.51 19.4 435 1.69 (Ref. http://www.cleanaircounts.org/documents/Estimating%20Emissions%20from%20Idling%20Vehicles.pdf)

Calculation for VOC Emissions (g/day) = Number of vehicles x Idle Time x Emission Factor

1. For two wheeler Emission load (g/day) = 41736 no./day x 2 min x 19.4 g/hr Emission load (ton/year) = 26989.28 x 10-6 x 365 = 9.85 Ton/year

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2. For three wheeler Emission load (g/day) = 7119 no./day x 2 min x 4.63 g/hr Emission load (ton/year) = 1098.70 x 10-6 x 365 = 0.4010 Ton/year

3. For Four wheelers with LCV Emission load (g/day) = 23317 no./day x 2 min x 3.53 g/hr Emission load (ton/year) = 2743.64 x 10-6 x 365 = 1.00 Ton/year

4. For Heavy duty vehicles Emission load (g/day) = 225 no./day x 2 min x 12.5 g/hr Emission load (ton/year) = 93.75 x 10-6 x 365 = 0.034 Ton/year Total VOC emission = 11.285 Ton/ year

Calculation for NOx Emissions = Number of vehicles x Idle Time x Emission Factor

1. For two wheeler Emission load (g/day) = 41736 no./day x 2 min x 1.69 g/hr Emission load (ton/year) = 2351.13 x 10-6 x 365 = 0.86 Ton/year

2. For three wheeler Emission load (g/day) = 7119 no./day x 2 min x 6.67 g/hr Emission load (ton/year) = 1582.79 x 10-6 x 365 = 0.58 Ton/year

3. For Four wheelers with LCV Emission load (g/day) = 23317 no./day x 2 min x 6.50 g/hr Emission load (ton/year) = 5052.02 x 10-6 x 365 = 1.84 Ton/year

4. For Heavy duty vehicles Emission load (g/day) = 225 no./day x 2 min x 55.0 g/hr Emission load (ton/year) = 412.5 x 10-6 x 365 = 0.15 Ton/year

Total NOx emission = 3.43 Ton/ year

Total emission load of Existing emission and Idling emission of Nox and VOC, = 11,536.73 + 11.285 = 11,548.015 Ton/ year

Total emission load of Existing emission and Idling emission of Nox and VOC, = 139.49 + 3.43 = 142.92 Ton/ year

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As compared to PMC Report on Pune Vehicle Activity Study (published on March 2003), total 134 MT/Day of VOC emissions and 5 MT/Day of NOx going into the air over Pune or an overall daily average emission rate of 11 gm/km and 0.4 gm/km is including starting, running, and evaporative emissions respectively; emissions on existing Law College Road has increased 100 times. Calculation for Carbon foot printing – One ton of Nitrogen Oxides emissions are equivalent to 310 tones of Carbon Dioxide (means the climate of 310 tons of Carbon Oxide is generated by just 1 ton of nitrogen oxides) and similarly 1 ton of VOCs is equivalent to about 4102 tons of carbon dioxide emissions.

So, CO2 emission = total Nox emission (Existing + Idling) ton/year x 310 Ton CO2eq. = 11,548.015 x 310 = 35,79,884.65 Ton/year

CO2 emission = VOC emission (Existing + Idling) ton/year x 4102 Ton CO2eq. = 142.92 x 4102 = 586257.84 Ton/year

Total carbon foot print = 41,66.142.49 Ton/year

As per the calculation, total carbon footprint in terms carbon dioxide equivalent (CO2eq.) as 41,66.142.49 tons/year.

If the proposed road is constructed there will about 98% of saving on total carbon footprint. Our findings suggested that even if the emissions are controlled by 10% using less emitting or clean traffic approaches, there will be huge saving and controlling 50% of the emissions may subsidize the alternative means of city transport substantially by selling the carbon credits. If city management succeeds in controlling 98% of emissions by providing good traffic facilities, then it will earn lot of credits in terms of healthy environment.

References Estimating Emissions from Idling Vehicles (1) – http://www.cleanaircounts.org/documents/Estimating%20Emissions%20from%20Idling%20Veh icles.pdf Anthropogenic Emissions from Energy Activities in India and Source Characterization Part II: Emission for Vehicular Transport in India. New Delhi: Central Pollution Control Board Emissions from India’s transport sector: Statewise synthesis http://wgbis.ces.iisc.ernet.in/energy/paper/IISc_Emissions_from_Indias_Transport_sector/TVR_ emission2009.pdf transport-induced Nitrogen Oxides (NOx) emission load estimation - case study – http://www.ftsl.itb.ac.id/kk/air_waste/wp-content/uploads/2010/11/PE-AP4-Srikandi-Novianti- 15305065.pdf Status of the Vehicular Pollution Control Programme in India – http://www.cpcb.nic.in/upload/NewItems/NewItem_157_VPC_REPORT.pdf

Pune Vehicle Activity Study http://www.issrc.org/ive/downloads/reports/PuneIndia.pdf 108

Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Page Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected] Environment Impact Statement & Traffic Survey for Paud Road –Bal Bharati Link

SERI – Introduction

• SERI started in 1995 with an aim towards the clean environment with the help of natural technologies, Eco-technologies to treat wastes. It has been well experienced that conventional physicochemical and biological treatment systems require high material and energy inputs to obtain desired results consequently leading to high capital and operating costs.

• The major objective of SERI is to develop cost- effective, indigenous technologies based on natural, ecological engineering principles for the river basin management.

• SERI has effectively and successfully employed pollution control technologies using ecotechnological principles to treat the pollution from point sources i. e. industries and residential areas and non-point sources like city drains.

• SERI has conducted a number of Environmental Impact Assessment studies for industrial and infrastructural projects with public hearing, socio-economical aspects and impacts from 1998 onwards including for Pune Municipal Corporation’s Redevelopment Infrastructure Project of 1000 crores. It included environmental and social assessments for Road and transportation hub projects, cycle track projects to obtain funding from international financial institutions.

• The range of treatment systems included from 1 cu m / day to 128000 cu / day in last 13 years. The SERI’s work started with one pilot plant study at industrial unit having mix of industrial and domestic wastewaters. Since, then using ecotechnological treatment systems SERI has treated wastewaters containing textile dyes, cyanide and toxic metals also to a satisfactory level.

• Use of innovative horizontal filtration is unique kind of system SERI installed for the help of College of Military Engineering, Pune, in association with Clean River Committee, and Cummins Foundation in 2003. It has revolutionized the approach to treat the waste flowing through streams and rivers and control of lake pollution.

• SERI has worked on control of pollution and ecological designing of about 25 lakes all over India including Konkan, Western , Marathwada and Vidarbha, Andhra Pradesh, and Rajasthan. A successful designing of management plan for Pandharpur and Katol Lakes has received state grant for restoration programme.

• SERI is well – known in water audit and assessments. SERI has designed a number of rainwater harvesting schemes for industrial, domestic units and colleges.

• SERI has organized a number of educative and environmental awareness programmes for students and masses all over Maharashtra since its inception in 1995 under the leadership of Sandeep Joshi, Environment Technologist, including innovative programme of Ecology Day which was attended by world renowned scientists of ILEC, Japan.

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Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Page Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected] Environment Impact Statement & Traffic Survey for Paud Road –Bal Bharati Link

Outstanding work

• College of Military Engineering, Pune to treat 75 MLD (7.5 crores litres) wastewater by Natural waste treatment system (Sparkling Stream) and many more projects are in process for world-renowned institutions. Designed and guided respective agencies for the treatment of Ambil and Sandvik in Pune, Waldhuni in Kalyan, Jayanti nalla, Kolhapur and Paneri nalla, Palghar.

• Entrusted by Mula - Mutha River Restoration Committee, River Action Group headed by INTACH, Pune Chapter, to design the systems for nalla and river water purification (schemes for three nallas were designed).

• Entrusted by Maharashtra Pollution Control Board to treat polluted streams in urban areas

• Worked on feasibility report for restoration of water quality of Pushkar Lake, Pushkar, Ajmer, Rajasthan. Evaluated the application of ecotechnological treatment for the control of lake pollution for 4 different water bodies in Hyderabad for HUDA.

• Developed DPR for CETPs in Chikalthana, Waluj and Shendre MIDCs of Aurangabad.

• EIA of Pune Redevelopment Project for Pune Municipal Corporation.

• As a trusted “Ecological Designer for eco-restoration of water bodies like lakes and rivers” SERI is working on various projects including one prestigious project Manikonda Lake supported by WIPRO.

• Excelled in treatment of textile wastewater having dyes and pigments using ecotechnological systems

• Designed ecological restoration scheme for Ahar River of Udaipur, Rajasthan

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Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Page Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected] Environment Impact Statement & Traffic Survey for Paud Road –Bal Bharati Link

SERI’s Expertise: Sandeep Joshi Environment Technologist

• Director of Shrishti Eco-Research Institute (SERI) with formal education with environment sciences at graduation and post graduation levels, doctorate in environmental technologies for water and waste water treatment. • Expert on Integrated Lake Basin Management (ILBM), ecological restoration of polluted city rivers and lakes, ecosystem planning and designing • Author of Book - Environment Management for professionals, Businesses & Industries • Registered two patents on ecotechnological treatment systems for pollution control and one patent for air pollution control • Working in Environmental Assessment & Pollution Control from 22 years with earlier 4 years as bird watcher / nature lover. EIA co-ordinator from 10 – 12 years in various industrial and infrastructural projects • Pioneered ecotechnology through the research of about 18 years and field scale installations for domestic and industrial units ranging from 1 m3 to 300 MLD with quality of treated water nearing to 6 ppm BOD using vertical ecofiltration technique and worked on use of domestic effluents for the agriculture; lake and river restoration programmes • Invited by Planning Commission, Govt. of India to discuss the technologies for control of pollution of City Rivers & lakes. • Invited by Ministry of Environment & Forests to deliver key Note Address on “Invasive Species” in 12th world Lake conference held at Jaipur in 2007. • Invited by United Nations Environment Programme (UNEP) and ILEC in 13th World Lake Conference in Nov. 2009 to present Ecotechnological solutions to restore the quality of polluted rivers and lakes. • Technical Assessor of National Accreditation board of Testing Laboratories (NABL) prime institution of Ministry of Science & technology from last 5 years to assess environmental testing laboratories all over India. • Trained ISO14001 Lead Auditor and Co-guide of Ph. D. students, and guide for research projects of post graduate students of science, engineering and architecture disciplines. Examiner for Ph. D. programmes, M. Arch & M.E. (Envt.), M. Sc. (Envt.). • Published / presented 92 research papers in various conferences, workshops, proceedings and journals • Chairman of Indian Environment Association, Pune Chapter • President of Indian Association of Aquatic Biologists (IAAB) Pune Chapter • Trustee & presides over environmental initiatives & activities of Jal-Dindi Pratisthan • Chief Advisor to develop City Environment Plan for Pune 2020 as citizens initiative by India Development Council

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Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Page Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected] Environment Impact Statement & Traffic Survey for Paud Road –Bal Bharati Link

SERI’s Expertise: Sayali Joshi Chief Executive Officer

• Total work experience of 16 years in the field of lab analysis, environmental analysis and monitoring through working some public testing and industrial laboratories • Involved in environmental monitoring and pollution control projects as microbiologist and resource person in SERI. • Completed recently preparation of one genetic engineering laboratory in lab quality systems as per ISO 17025:2005 as a master trainer in lab systems. • Post-graduation in microbiology from Pune University in 1994. • Conducted microbial bioassays for various disinfectant products to estimate the MIC and sterilization effects • Monitoring of surface and ground water for potability in various regions • Environmental Impact Assessments for a number of industrial projects. Was involved in sampling and analysis of water and soil and interpretation of the same with prediction of impacts of industrial activities on the environmental processes • Ecotechnological research work and field applications • Organized a number of quiz contests for the school and college students from 1995 onwards • Demonstrated hygienic and cleanliness techniques for the labour and women in various gatherings. • Organized and participated in various lab training programmes as a resource person for the industrial employees and graduate students • Guides a number of students for their research projects in environmental sciences and microbiology from various institutions like Pune University, Bharati Vidyapeeth, VSI and Fergusson College • Published and presented about 12 papers in various national and international conferences • Published about 4 popular science articles in Marathi dailies Member • Indian Environment Association, Pune Chapter • Water Forum of The Institution of Engineers, Pune Local chapter

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Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Page Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected] Environment Impact Statement & Traffic Survey for Paud Road –Bal Bharati Link

SERI’s Expertise: Dr. M. S. Kodarkar

• Publications (Research): 25 papers in national Journals on aquatic biology, biodiversity and conservation aspects.

• Publications (Books) : Published 8 books on Conservation of wetlands, aquatic biodiversity and pollution biology.

• Research projects / other grants: As principal Investigator conducted research on different aspects of aquatic biology, biodiversity and conservation aspects of Lakes in urban environment. The funding agencies include Dept. of Environment, Govt. of India, University Grants Commission, AP Pollution Control Board and National Service Scheme.

• As Secretary, Indian Association of Aquatic Biologists (IAAB), Hyderabad, executing programmes of India Water Partnership (IWP)/ Global Water Partnership-South Asia (GWP-SAS) on Management of water quality of Lakes since 2000.

• Convener, South Asia Network of Lakes and Reservoirs (SASNET-L & R).

• Expertise: Lake management aspects; Water quality, Biodiversity conservation, Eco- technologies, Anthropogenic impact assessment and remediation.

• Member, Scientific Committee, ILEC, Japan. www.ilec.jp.or International Lake Environmental Committee Foundation(ILEC), Japan (2006 – 2009)

• Member, Executive Committee, Capacity Building Network for IWRM (CAPNET)

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Shrishti Eco – Research Institute, B – 106, Devgiri, Opp. P. L. Deshpande Garden, Sinhagad Road, Pune 411 030 Page Ph. No. – 91 – 20 – 24253773/ 66206539 Email: [email protected]