ENVIRONMENTAL IMPACT ASSESSMENT (EIA) FOR

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

PIMPARI – CHINCHWAD

DISTRICT: PUNE, MAHARASHTRA

ROPOSED BY

PIMPARI – CHINCHWAD MUNCIPAL CORPORATION [PCMC]

March 2009 Rapid EIA Study for proposed BRTS Table of Content

CONTENTS

CONTENTS ...... iii List of Tables ...... vii List of Figures ...... viii CHAPTER 1...... 1 INTRODUCTION...... 1 1.1 PREAMBLE...... 1 1.2 OBJECTIVES OF THE EIA STUDY...... 2 1.3 METHODOLOGY OF THE STUDY...... 3 1.4 STRUCTURE OF EIA REPORT...... 4 CHAPTER 2...... 6 PROJECT DESCRIPTION...... 6 2.1 INTRODUCTION...... 6 2.2 PROFILE OF THE CITY ...... 6 2.2.1 Historical Background...... 7 2.2.2 City’s Growth...... 7 2.3 VEHICULAR GROWTH AND COMPOSITION ...... 7 2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP)...... 9 2.5 PROPOSED BRT SYSTEM ...... 11 2.5.1 Kalewadi Phata to Dehu-Alandi road...... 12 2.5.2 Nashik phata to Wakad...... 13 2.5.3 Proposed Structures along the Corridors...... 15 2.5.4 Design of Corridors...... 20 2.5.5 Location of Bus Stops ...... 21 2.5.6 Typical Street Sections & Bus Stop Design ...... 21 2.6 TRAFFIC STUDIES ...... 27 2.7 DETAILED PLANS FOR REDEVELOPMENT ALONG CORRIDORS...... 27 CHAPTER 3...... 28 BASELINE ENVIRONMENTAL QUALITY...... 28 3.1 INTRODUCTION...... 28 3.2 SCOPE OF BASELINE STUDIES...... 28 3.3 AIR ENVIRONMENT...... 30 3.3.1 Meteorology ...... 30 3.3.2 Ambient Air Quality...... 34 3.4 NOISE ENVIRONMENT...... 37 3.5 TRAFFIC STUDIES ...... 39

Pimpri Chinchwad Muncipal Corporation iii Rapid EIA Study for proposed BRTS Table of Content

3.6 WATER ENVIRONMENT...... 50 3.6.1 Hydrogeology...... 55 3.7 LAND ENVIRONMENT...... 55 3.7.1 Physiography...... 55 3.7.2 Relief & Drainage ...... 56 3.8 GEOLOGY ...... 57 3.9 SEISMOLOGY...... 60 3.10 LAND USE...... 61 3.11 SOIL ...... 64 3.12 BIOLOGICAL ENVIRONMENT ...... 67 3.13 SOCIO ECONOMIC ENVIRONMENT...... 69 3.13.1 Demographic Profile ...... 69 3.13.2 Socio-Economic Profile ...... 70 3.13.3 Structures on the Route...... 71 CHAPTER 4...... 73 IMPACT ASSESSMENT ...... 73 4.1 INTRODUCTION...... 73 4.2 POLLUTION SOURCES ...... 73 4.3 IDENTIFICATION OF IMPACTS ...... 74 4.4 AIR ENVIRONMENT...... 76 4.4.1 Construction Phase...... 76 4.4.2 Functional Phase ...... 78 4.5 NOISE ENVIRONMENT...... 79 4.5.1 Construction Phase...... 80 4.5.2 Functional Phase ...... 83 4.6 IMPACT ON TRAFFIC ...... 83 4.7.1 Construction Phase...... 84 4.7.2 Functional Phase ...... 85 4.8 IMPACTS ON LAND ENVIRONMENT...... 85 4.8.1 Land Use & Aesthetics...... 85 4.8.2 Topography & Geology...... 86 4.8.3 Soil ...... 86 4.8.3.1Construction Phase ...... 86 4.9 WASTE DISPOSAL...... 87 4.9.1 Construction Phase...... 87 4.9.2 Functional Phase ...... 88 4.10 BIOLOGICAL ENVIRONMENT ...... 88

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4.10.1 Construction Phase...... 88 4.10.2 Functional Phase ...... 89 4.11 SOCIO-ECONOMIC ENVIRONMENT...... 89 4.11.1 Job Opportunity...... 89 4.11.2 Improvement of Infrastructure Facilities...... 89 4.11.3 Wider Economic Growth...... 90 4.11.4 Transportation ...... 90 4.11.5 Transient Labour Population ...... 90 4.11.6 Resettlement & Rehabilitation Issues...... 90 4.12 SUMMARY OF IMPACTS ...... 90 CHAPTER 5...... 93 ENVIRONMENTAL MANAGEMENT PLAN ...... 93 5.1 INTRODUCTION...... 93 5.2 AIR ENVIRONMENT...... 94 5.2.1 Construction Phase...... 94 5.2.2 Functional Phase ...... 95 5.3 NOISE ENVIRONMENT...... 96 5.3.1 Construction Phase...... 96 5.3.2 Functional Phase ...... 96 5.4 IMPACT ON WATER RESOURCES...... 106 5.4.1 Construction Phase...... 106 5.4.2 Functional Phase ...... 106 5.5 IMPACTS ON LAND ENVIRONMENT...... 112 5.5.1 Construction Phase...... 112 5.5.2 Functional Phase ...... 113 5.6 BIOLOGICAL ENVIRONMENT ...... 113 5.6.1 Construction Phase...... 113 5.6.2 Functional Phase ...... 113 5.7 IMPLEMENTATION SCHEDULE OF MITIGATION MEASURES ...... 115 5.8 ENVIRONMENTAL MANAGEMENT SYSTEM & MONITORING PLAN ...... 116 5.8.1 Environmental Management Cell...... 116 5.8.2 Environmental Monitoring...... 117 5.8.3 Awareness & Training...... 120 5.8.4 Record Keeping & Reporting...... 120 5.8.5 Environmental Audits & Corrective Action Plans ...... 120 5.8.6 Budget Provision for EMP ...... 127 ANNEXURE I...... 129

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ANNEXURE II ...... 130 ANNEXURE III...... 131 ANNEXURE IV ...... 141

Pimpri Chinchwad Muncipal Corporation vi Rapid EIA Study for proposed BRTS Table of Content

LIST OF TABLES

TABLE 1.1: SURVEY OF ENVIRONMENTAL ATTRIBUTES...... 3 TABLE 2.1: VEHICLE REGISTRATION DETAILS IN PCMC AREA ...... 7 TABLE NO. 2.2: NEW REGISTRATIONS OF VEHICLES IN PCMC...... 9 TABLE NO. 2.3: PROPOSED BRTS...... 12 TABLE NO. 2.4: LIST OF STRUCTURES ALONG THE CORRIDOR ...... 16 TABLE NO. 2.5: LIST OF STRUCTURES ALONG THE CORRIDOR ...... 18 TABLE 3.1: BASELINE DATA GENERATION ...... 29 TABLE 3.2: CLIMATOLOGICAL DATA – IMD PUNE ...... 31 TABLE 3.3: WIND PATTERN – IMD PUNE...... 31 TABLE 3.4: AMBIENT AIR QUALITY RESULTS...... 35 TABLE 3.5: NATIONAL AMBIENT AIR QUALITY STANDARDS (NAAQS)...... 36 TABLE 3.6: NOISE MONITORING RESULTS ...... 38 TABLE 3.7: AMBIENT NOISE QUALITY STANDARDS...... 39 TABLE 3.8: LOCATIONS AND SCHEDULE OF OUTER CORDON COUNTS...... 40 TABLE 3.9: LOCATIONS AND SCHEDULE OF COUNTS ON MAJOR ARTERIAL NETWORK OF PCMC...... 41 TABLE 3.10: LOCATIONS OF TURNING MOVEMENT SURVEYS...... 41 TABLE 3.11: SUMMARY OF TRAFFIC COUNTS AT OUTER CORDON POINTS ...... 42 TABLE 3.12: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT OUTER CORDON POINTS ...... 43 TABLE 3.13: SUMMARY OF MID-BLOCK COUNTS ON MAJOR ARTERIALS ...... 44 TABLE 3.14: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT MID-BLOCK COUNT LOCATIONS...... 45 TABLE 3.15: WATER SAMPLING LOCATIONS...... 51 TABLE 3.16: WATER SAMPLE ANALYSIS OF INDRYANI RIVER & NALA NEAR MUNICIPAL CORPORATION BOUNDARY...... 53 TABLE 3.17: CHEMICAL ANALYSIS OF GROUND WATERS, NEAR CORRIDOR AREA ...... 54 TABLE 3.18: PCMC LAND USE AREAS ...... 62 TABLE 3.19: SOIL CHARACTERISTICS - NASHIK PHATA TO WAKAD BRT CORRIDOR ...... 66 TABLE 3.20: SOIL CHARACTERISTICS - KALEWADI PHATA TO CHIKHALI BRT CORRIDOR ...... 66 TABLE 3.21: LIST OF FLORA AND FAUNA...... 67 TABLE 3.22: POPULATION PROJECTIONS FOR THE NEXT 20 YEARS...... 69 TABLE 4.1: POLLUTANT SOURCES & CHARACTERISTICS...... 74 TABLE 4.2: IDENTIFICATION OF IMPACTS (CONSTRUCTION & FUNCTIONAL PHASE)...... 75 TABLE 4.3: PARTICULATE EMISSION RATE IN KG PER HOUR FOR DIFFERENT MOISTURE AND SILT CONTENT...... 77 TABLE 4.4: EMISSIONS IN LB PER VEHICLE KILOMETRE FOR DIFFERENT SOIL PERCENTAGES AND VEHICLE WEIGHT ...... 78 TABLE-4.5: EMISSION FACTORS FOR DIFFERENT VEHICLES...... 79 TABLE 4.6: NOISE LEVELS GENERATED FROM CONSTRUCTION EQUIPMENT...... 80 TABLE 4.7: SUMMARY MATRIX OF PREDICTED IMPACTS DUE TO PROPOSED PROJECT ...... 91 TABLE 5.1: FUGITIVE DUST CONTROL MEASURERS...... 94 TABLE 5.2: SUGGESTED PLANT SPECIES - GREEN BELT AREA ...... 115 TABLE 5.3: IMPLEMENTATION SCHEDULE...... 116 TABLE 5.4: SUGGESTED MONITORING PROGRAM DURING CONSTRUCTION PHASE ...... 118 TABLE 5.4: SUGGESTED MONITORING PROGRAM DURING OPERATION PHASE...... 119 TABLE 5.5: RECORD KEEPING REQUIREMENTS ...... 120 TABLE 5.6: BUDGET PROVISION FOR EMP ...... 128

Pimpri Chinchwad Muncipal Corporation vii Rapid EIA Study for proposed BRTS Table of Content

LIST OF FIGURES

FIGURE 2.1: CATEGORY WISE DISTRIBUTION OF VEHICLES...... 8 FIGURE 2.2: IMPROVEMENTS TO ROAD NETWORK...... 11 FIGURE 2.3: ROAD CORRIDORS PROPOSED...... 12 FIGURE 2.4: MAJOR STRUCTURES ON THE CORRIDORS ...... 16 FIGURE 2.5: TYPICAL CROSS SECTION OF 45 M ROW ...... 23 FIGURE 2.6: CROSS SECTION AND PLAN AT BUS STOP LOCATION WITH MIXED VEHICLE LANE ELEVATED ...... 24 FIGURE 2.7: TYPICAL CROSS SECTION AT BUS STOP LOCATION...... 25 FIGURE 2.8: PLANS AT BUS STOP LOCATION...... 26 FIGURE 3.1: CLIMATE CONDITIONS OF PUNE DISTRICT ...... 32 FIGURE 3.2: WIND ROSE OF STUDY AREA, SUMMER...... 33 FIGURE 3.3: AAQ AT NASHIK PHATA TO WAKAD BRT ...... 36 FIGURE 3.4: AAQ AT KALEWADI PHATA TO CHIKHALI BRT...... 37 FIGURE 3.5: SURVEY LOCATIONS...... 42 FIGURE 3.6: PEAK HOUR TURNING MOVEMENTS AT KSB JUNCTION IN VEHICLES PER HOUR...... 46 FIGURE 3.7: PEAK HOUR TURNING MOVEMENTS AT KSB JUNCTION IN PCU’S PER HOUR ...... 47 FIGURE 3.8: PEAK HOUR TURNING MOVEMENTS AT NASHIK PHATA IN VEHICLES PER HOUR...... 48 FIGURE 3.9: PEAK HOUR TURNING MOVEMENTS AT NASHIK PHATA IN PCU’S PER HOUR ...... 48 FIGURE 3.10: PEAK HOUR TURNING MOVEMENTS AT KALEWADI CHOWK IN VEHICLES PER HOUR ...... 49 FIGURE 3.11: PEAK HOUR TURNING MOVEMENTS AT KALEWADI CHOWK IN PCUS PER HOUR...... 50 FIGURE 3.12: IRRIGATION AND HYDROGEOLOGY OF PUNE ...... 55 FIGURE 3.13: RELIEFS AND SLOPES OF THE PUNE DISTRICT...... 57 FIGURE 3.14: GEOMORPHOLOGY OF PUNE ...... 59 FIGURE 3.15: GEOHYDROLOGY OF PUNE DISTRICT...... 60 FIGURE 3.16: SEISMIC ZONE MAP OF INDIA ...... 61 FIGURE 3.17: LAND USE AND CROPPING PATTERN OF PUNE...... 63 FIGURE 3.18: SOIL PROFILE OF PUNE DISTRICT ...... 64 FIGURE 3.19: POPULATION GROWTH ...... 70 FIGURE 4.1: PREDICTED NOISE LEVELS DURING CONSTRUCTION PHASE...... 83

Pimpri Chinchwad Muncipal Corporation viii Rapid EIA Study for proposed BRTS Chapter 1

CHAPTER 1 INTRODUCTION

1.1 PREAMBLE

Pimpri Chinchwad is one of the most vibrant industrial and urban settlement in Maharashtra. Its developed industrial sector, proximity to Pune and the growing IT sector draws a large group of people and businesses to settle in the city, temporarily or permanently. This creates a growing demand for urban infrastructure, especially for urban transport infrastructure and public transport.

Pimpri Chinchwad Muncipal Corporation (PCMC) has undertaken an exercise of identifying the service need for urban transport and to satisfy the identified needs through a well designed and efficient network of Bus based Rapid Transit System (BRTS). As part of this exercise, PCMC has profiled the current transportation network and patterns in the city and has projected them for the future. Based on these, a Compressive Mobility Plan has been prepared, identifying the need for Urban Transport solutions along various corridors of the city

A Bus – based Rapid Transit System (BRTS) has been chosen as the solution to the public transport service needs of PCMC. For proposed BRTS PCMC wants to take up two routes for immediate implementation are:

1. Kalewadi to Dehu-Alandi road, and

2. Nashik Phata to Wakad,

Length ROW Estimated Sr. Road Name proposed proposed Cost No. (km) (m) (Rs Crores) Kalewadi to Dehu 1 11.2 45.0 219.2 Alandi Rd 2 Nashik phata to Wakad 8.02 45.0 206.82

TOTAL 19.22 426.02

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As per the World Banks operational Policies on Environmental Impact Assessment proposed projects comes in B category

The purpose of this Environmental Impact Assessment (EIA) study is to provide information on the surroundings and the extent of environmental impact likely to arise on account of proposed Bus- based Rapid Transit System (BRTS) on environment. The social impact is also of vital importance in this study as this project may require land acquisition/removal of encroachments on the ROW.

Another purpose of the study is to define an Environmental Management Plan (EMP) to minimize and mitigate the likely adverse environmental and social impacts.

1.2 OBJECTIVES OF THE EIA STUDY

The objective of the EIA study is:

• To give brief description of the project.

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

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

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

• To design and specify the monitoring schedule, during construction and functional phases, necessary to ensure the implementation and the efficacy of the mitigative measures adopted

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1.3 METHODOLOGY OF THE STUDY

Keeping in view the nature of activities, impact during operation phase of project and various environmental guidelines, area affected due to proposed BRTS (2 to 3 kms on either side of both the corridors) was identified as ‘Study Area’ for the purpose of EIA study. To establish baseline status of air, water, noise, land, biological and socio-economic environment in the study area, secondary data is used from department like IMD, Environmental Department PCMC, Census dept, Environmental Status report, DPR of BRTS

Sampling locations were identified on the basis of following criteria:

• Predominant wind direction at the study area; • Existing topography; • Locations of the project activities; • Locations of sensitive areas; • Area that represents baseline conditions.

The approach to data collection is outlined in Table 1.1 under the subhead, survey of environmental attributes.

Table 1.1: Survey of Environmental Attributes

No. of Locations, Sr. Attribute Parameters Frequency of Monitoring, No. etc. Locations: 13 Ambient air SPM, SO , NOx SPM, SO and NOx - One 24 1 2 2 quality hourly sample

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

rainfall. Primary data – Sampling at 6 Physical, Chemical and locations for surface and at 20 3 Water quality Biological parameters. locations for ground water quality. Based on the data collected Existing terrestrial and from secondary sources. Field 4 Ecology aquatic flora and fauna. studies for phytoplankton and zooplankton in water sources.

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Noise levels in dB(A) • Sound pressure level Continuous 24-hourly 6 Noise levels (SPL) monitoring at different • Equivalent sound locations pressure Level (Leq) Based on data published in Land use for different 7 Land use Primary Census abstract 2001 categories. and secondary data. Socio- Socio-economic Based on data collected from 8 economic characteristics of local secondary sources. Field Aspects population investigations Based on data collected from 9 Geology Geology of the area secondary sources. Drainage pattern, nature of streams, aquifer Based on data collected from 10 Hydrology characteristics recharge secondary sources. and discharge areas.

1.4 STRUCTURE OF EIA REPORT

The Environmental Impact Assessment (EIA) report contains baseline data, assessment of likely impacts, preparation of Environmental Management Plan. The report is compiled in following five chapters:

Chapter 1 Introduction This chapter describes objectives and methodology for EIA. Chapter 2 Project Description This chapter gives a brief description of the historical background of city, physical characteristics of the city, vehicular growth and composition, Comprehensive Mobility Plan, BRT system Design, Details of the proposed project

Chapter 3 Baseline Environmental Status of Project Area This chapter presents details of the baseline environmental status of all environmental attributes i.e. micro climatological condition, air quality, noise, traffic, water quality, soil quality, flora, fauna and socio-economic status etc based on secondary data collected from respective department.

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Chapter 4 Prediction and Evaluation of Impacts This chapter discusses the possible sources of pollution and environmental impacts due to proposed Bus based Rapid Transit System.

Chapter 5 Environmental Management Plan This chapter deals with the Environmental Management Plan (EMP) for the proposed BRTS indicates measures proposed to minimize the likely impacts on the environment. It also describes the proposed environmental monitoring program.

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CHAPTER 2 PROJECT DESCRIPTION

2.1 INTRODUCTION

Pimpri-Chinchwad is a major industrial centre of the Pune region and also of the entire country. It has witnessed a high population growth rate of around 100% in the last two decades. The population is estimated to reach about 15.07 lakhs by 2011 from the current level of 12.8 lakhs. As the city continues to grow, the Pimpri- Chinchwad Municipal Corporation (PCMC), which is responsible for provision of infrastructure services, needs to prepare itself for providing quality services to its citizens in all areas of infrastructure, including provision of a reliable public transport system. Public transport system forms an important part of development projects. In order to provide effective and efficient transport facilities to the public, the transport authorities are looking at alternative systems which can meet the mobility needs of the people. Increasingly, such alternative systems like Mass Rapid Transit Systems (MRTS) are being planned in the major cities of the country. As the MRTS are expensive, it often becomes possible for a municipal body or a state government to cater only to a limited area, thus restricting its access to a limited population. A cost effective alternative is a Bus-based Rapid Transit System (BRTS), which can cater to the mobility needs of a larger population by covering a larger geographical area in a city.

Recognizing that a BRTS will be a cost effective mode of transport to the public, PCMC has undertaken a detailed study on its feasibility and sustainability of the system

2.2 PROFILE OF THE CITY

The city of Pimpri-Chinchwad is situated northeast of Pune and is 160 km from Mumbai, the capital city of Maharashtra. It is predominantly an industrial area, which has developed during the last four decades.

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2.2.1 Historical Background

Pimpri was basically established as a centre for refugees from Pakistan. Industrialisation in Pimpri area commenced with the establishment of Hindustan Antibiotics Limited in 1956. The establishment of the Maharashtra Industrial Development Corporation (MIDC) in 1961-62 considerably facilitated industrial development in the area. The establishment of large-scale core industries has led to the growth of ancillary and small-scale industries in and around this industrial belt. Today, Pimpri- Chinchwad is a major industrial centre of the Pune region and of the entire country.

2.2.2 City’s Growth

Development of the Pimpri-Chinchwad Municipal Corporation dates back to the establishment of industries such as Bajaj Auto and Telco, in the middle of the 20th century. The establishment of the Pimpri-Chinchwad New Town Development Authority (PCNTDA) in the 1980s helped the development of residential colonies in the 1990s to an extent. With the booming IT and ITeS sector in neighbouring Pune in the 1990’s, Pimpri-Chinchwad has seen large scale development of residential areas.

2.3 VEHICULAR GROWTH AND COMPOSITION

As on date, there are more than five lakh registered vehicles plying on the roads of PCMC. Apart from these, there are vehicles from PMC area using the roads of PCMC on a daily basis.Table 2 .1 below indicates the number of registered vehicles in PCMA, over the last five years.

Table 2.1: Vehicle Registration details in PCMC area

Two Cars / Heavy Year * Auto Others # Total Wheelers LMVs Vehicles 2002 211,837 5,288 27,811 6,709 16,940 268,585

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

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

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

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Two Cars / Heavy Year * Auto Others # Total Wheelers LMVs Vehicles 2006 352,111 6,471 50,391 9,206 26,571 444,750

2007 395,757 6,671 59,856 10,513 30,619 503,397 AACGR 13.31 4.76 16.57 9.40 12.57 13.39 (%) Source: RTO, Pimpri-Chinchwad; *- as on Mar 31 of that year; # - Private vehicles/ambulances/delivery vans, school buses, tractors

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

Figure 2.1: Category Wise Distribution of Vehicles

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

Cars /LMV s 12%

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

There are more than 5.03 lakh registered vehicles in PCMC as on March 31, 2007. The vehicles have registered an annual growth of over 14% during the last five years. As the above figure indicates, about 79% of vehicles registered in PCMC are two-wheelers..

Table 2.2 indicates the growth in the registration of new vehicles in the Pimpri-Chinchwad region. The high growth rates in the numbers of two-wheelers (mopeds and motorcycles) and four-wheelers (cars and light-motorised vehicles) indicate a growing dependence on private and own transport in PCMC.

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Table No. 2.2: New Registrations of Vehicles in PCMC

Two Cars / Heavy Year * Auto Others # Total Wheelers LMVs Vehicles 2002-03 25,625 263 3,223 470 1,793 31,374

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

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

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

2006-07 43,626 200 9,465 4,048 1,308 58,647 Source: RTO, Pimpri-Chinchwad

2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP)

The Comprehensive Mobility Plan aims at overall improvement in the movement of people within the city as well as into and out of it. The growth is creating a growing demand for urban infrastructure, especially for urban transport infrastructure and public transport.

Pimpri Chinchwad Municipal Corporation (PCMC) had undertaken an exercise of identifying the service need for urban transport by preparing a CMP. As part of this exercise, PCMC has profiled the current transportation network and patterns in the city and has projected them for the future. Based on these, the needs for urban transport solutions along various corridors of the city have been identified. Road network improvement measures such as road- widening, construction of fly-over and bridges have been recommended. A bus-based rapid transit system (BRTS) has been chosen as the solution to the public transport service needs of PCMC.

The public transportation system in Pimpri-Chinchwad has not been able to provide the best services to its citizens. This has lead to steep increase in private ownership of vehicles, especially motorised two-wheelers. There is urgent need to address the main issues of patronage of public transport, poor level of service of the road network in PCMC and future traffic congestion on city roads caused by private vehicles. To address most of these urban transport problems being faced by PCMC currently and those anticipated in the future, a Comprehensive Mobility Plan (CMP) study has been undertaken, which proposes a bus-based rapid transit system

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spread across the city of Pimpri-Chinchwad along a road network with high levels of service. The two main components of the CMP are – Traffic study and Land-use study.

As a part of the traffic study, the following primary surveys have been conducted, in order to capture the current traffic patterns in the PCMC area:

1. Classified Traffic Volume Counts at Outer Cordor points,

2. Classified Traffic Volume Counts on the Internal Road Network of PCMC area,

3. Opinion surveys at Outer Cordon points,

4. Opinion surveys at Local Railway stations and the Inter-City bus terminus,

5. Intersection turning movements counts at important junctions in PCMC area, and

6. Speed and Delay surveys along important corridors in the city.

A four stage travel demand model was developed to estimate Internal – Internal trips within PCMC Area, with the following models in each of the four stages:

(i) Trip Generation Model

i. Trip Production Model – Multiple linear regression model

ii. Trip Attraction Model – Multiple linear regression model

(ii) Trip Distribution Model – Gravity model with zone influence factors

(iii) Mode Split Model – Multinomial Logit ModelTraffic Assignment Model – All-or-nothing for Transit Trips and Multinomial Logit based Multipath Assignment Model for other trips

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Through detailed analysis of demand on high-density corridors, the following information was arrived at using the traffic model. It presents the demand for a public transit system along important road corridors in PCMC area.

Corridor Corridor Peak traffic – Number of Bus-passenger Trips 2008 2021 PPD PHPDT PPD PHPDT Kalewadi to Delhu-Alandi 33,219 2,132 56,112 3,601 Nashik Phata to Wakad 41,532 2,665 83,662 5,369

2.5 PROPOSED BRT SYSTEM

Based on the current traffic and forecast demand, a bus-based rapid transit system was found to be the appropriate public transportation system for the city of Pimpri-Chinchwad.

PCMC is proposing to improve its existing road network and also provide a public transportation system in the form of a BRT system along its major roads.

Figure 2.2: Improvements to Road network

4 Road Network ` B 1 Aundh Ravet

2 NH4

3 Telco Road

4 Dehu-Alandi

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

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

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

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The proposed project involves construction of two Bus – based rapid Transit System (BRTS).corridors, Kalewadi to Dehu – Alandi road and Nashik Phata to Wakad. The details of the project is given below

Table No. 2.3: Proposed BRTS

Length Estimated ROW Road Name proposed Cost S.No. proposed (m) (km) (Rs Crores) Kalewadi to Dehu Alandi 1 11.2 45.0 219.2 Rd 2 Nashik phata to Wakad 8.02 45.0 206.82 TOTAL 19.24 426.02

Figure 2.3: Road Corridors Proposed

2

1 Nashik phata - Wakad 1 2 Kalewadi – KSB Chowk - Dehu-Alandi road

Following is a brief description of the each of the project corridors.

2.5.1 Kalewadi Phata to Dehu-Alandi road

The road runs from South to North. Length of the road is 10.25 km. Kalewadi Phata is situated on the south side between Mula river at Boundary of PCMC and Pawana river. The existing road is used for BRT corridor after widening up to Chinchwad road. The road takes a

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turn towards Pawana river through virgin land by the side of Pawana river. The road crosses Pawana river, Link road, Pune Mumbai rail line. Beyond rail line the road goes through Empire estate buildings on both sides, where 45 m wide space is left open for the proposed road. (Earlier this land belonged to Premier Automobiles.) On crossing old Mumbai Pune road, it takes turn towards North East along the deserted quarry and passes by the Auto Cluster and goes via Crematories towards north east along the vacant land of Finolex factory premises, via Commissioner’s bunglow to Telco chowk. Telco chowk is almost at geometric center of the PCMC area. Telco chowk is on Telco Road, which is parallel to Mumbai Pune NH4 old alignment. Telco factory is towards North East of the chowk. From the chowk, KT road goes up to Dehu- Alandi road via Shahunagar, Telco factory compound and crossing the Spine road.

Out of 10.25 km length, existing road is available in about 9030 M length. About 1220 m length passes through virgin land and about 2437 M is the length of elevated road containing flyovers on Mumbai Pune Road, ROB On Mumbai Pune Rail Line, Flyover on Link road, Flyover on D.P.Road & Pawana Bridge.

The detailed drawing of BRTS is attached in Annexure I

2.5.2 Nashik phata to Wakad

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

The link comprises of following major parts combined together in a single package:

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• Flyover and ROB at Nashik phata (Old NH-4 junction) including bridge on River Pawana. • Road link between the interchange at Kasarwadi to Westerly Bypass at Wakad through Pimple Gurav, Vaidu Vasti, Kaspatewasti and Wakad .

The flyover at Kasarwadi originates from the NH-50 @ 420m from the Nashik highway Junction. The Flyover crosses the Mumbai Pune road (old NH-4), Central railway (Mumbai-Pune line) and Pawana River.

At the end of the Proposed Flyover on the South-western side of the Pawana River, the 45m DP link originates to continue further towards Gurav Pimpale, Vaidu wasti, Wakad and Westerly bypass. A two-lane unidirectional Flyover is proposed at the junction of the 45m DP link and the Aundh-Wakad Link Road. The Flyover descends and the proposed road link of 45m continues ahead all along the existing road right upto the Wakad Junction with the NH-4 Westerly Bypass. The existing road continues from Ch.5+590 to Ch.7+411. At Ch: 7+411 (alternatively (Km0+360 of last existing road Section) the Ramp of the Flyover on Existing NH4 Bypass begins. It is proposed to Construct a Three Lane Flyover Parallel to the existing Three-Lane Flyover on the NH4-Bypass at Wakad. The Configurations for the Proposed Flyover shall be same as that of the existing Three-Lane Flyover. The Shape of the Pier and superstructure as shown in the Drawings shall be maintained by the Concessionaire.

The 0+00 chainage of the proposed Road Link is proposed to be on the centerline of the existing Mumbai-Pune Road in the middle of the Nashik highway Junction. The Ramp of the Main Flyover of the proposed Interchange at Nashik Highway junction ends at CH: 0+500 of the road link towards Gurav Pimpale. The next Flyover Proposed is a unidirectional Flyover starting at Ch:5+340 and ends on the existing road at proposed ch:5+891.345. The Flyover at the end of the Project road corridor is a Flyover proposed to be constructed parallel to the existing three lane Flyover.

The Match point of the missing DP link with the 45m DP link continuing on existing Aundh-Wakad Road is 5+680. The Chainages

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of the 45m DP road Package, from Wakad junction at NH4 Bypass to the T-junction of Aundh-Wakad Road with 45m DP link, are increasing from NH4 Bypass towards the Kaspatewasti/Aundh direction. Thereby the match point of 5+680 is Ch: 2+110.856. The Scope of proposed package mentions continuous chainages increasing from Kasarwadi Flyover to the Wakad Nh4-Bypass.

The Nashik Highway Junction where the Project road starts and where an Interchange is proposed is a T-junction. The NH-50 Terminates/originates from the Mumbai-Pune Road at this T- junction at Nashik Phata. The Mumbai Pune Road has a 61m ROW and the NH-50 has a 45m ROW. The NH-50 has presently a Four- Lane carriageway Configuration and the Mumbai Pune road is being developed as 10-lane divided carriageway configuration road. The Mumbai-Pune Road has a 19.2m wide divided concrete carriageway with each lane of concrete road having 9m widths. The service roads on either edge are 11m wide with a tree divider between the BT service roads and Concrete Main carriageways. Landscaping corridor is also provided beyond service road depending on available land.

The existing Nashik Highway (NH-50) is four lane BT road divided carriageway with 1.20m median.

The detailed drawing of BRTS (Nashik Phata to Wakhad) is attached in Annexure II

The cross-section drawings and plan has been presented figure 2.5 to figure 2.8. PCMC has made provisions for all road types of users for a safe and smooth commuting. A high level of service is aimed to be maintained.

2.5.3 Proposed Structures along the Corridors

Apart from the road infrastructure, some structures are being proposed along the corridor alignment in order to make the road network more efficient and improve the level of service of road users. These include facilities such as fly-overs and rail-over bridges (ROB).

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The alignment of both proposed corridors crosses the Pawana River, the Mumbai-Pune railway line and the Old NH4. These three aspects are being bypassed by providing bridges.

Figure 2.4: Major structures on the corridors

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

Table No. 2.4: List of Structures along the Corridor

S.No. Chainage Provision Particulars

1 0970 MV lane + 1 To be provided for entire 75 m 2 1560 Subway width for defence land 3 4140 MV lane level +1 Junction Kunal Icons Unidirectional flyover for 4 5560 BRTS @ grade Y Junction. M V lane T junction 24m D.P. Road to 5 5960 MV lane level +1 Kalewadi T junction 24.0 m; D. P. Road to 6 7190 MV lane level +1 Dange Chowk

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

• Ramp R1 & L1

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

• Ramp R2 & L2

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

• Trumpet Loop LP1

This trumpet loop LP1 is provided with single lane to provide access for traffic moving from the Westerly by pass and moving towards Pune.

The 45m DP Link is proposed to have a 6-Lane Divided carriageway Configuration with Service roads on either end. The detailed configuration is as shown in the Typical Cross Sections which are part of the Drawing Volume of the Tender Document. The 45m DP link is proposed to develop to full 45m DP widths.

The Flyover proposed at Ch: 5+575 is a unidirectional two-lane flyover without any ramps/branches. This Flyover has been proposed to avoid conflict at the T-Junction. This Flyover is part of this package and the shape of sub-structure /superstructure has to be strictly followed as shown in the Drawing Volume.

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The link from Ch: 5+540 onwards follows the existing Road right upto the westerly Bypass. The Link crosses the Wakad Village and touches the Westerly Bypass at the Location where the existing Wakad Flyover crosses the Westerly Bypass. The Existing Flyover is a three lane Flyover. A Flyover is proposed parallel to the existing one with three-lane carriageway configuration and pier arrangements to be same as that of the existing one. The Flyover parallel to the Existing Flyover on the NH-4 bypass is proposed to have ramps descending to the 61m ROW edge of the existing NH4- Bypass.

Various Vehicular Subways have been proposed at various locations in addition to Pipe culverts and Box Culverts. The Drawing volume and the Schedule B indicate the list of Structures to be constructed all along the corridor.

Following is list of structures proposed along the corridor – Kalewadi phata to Dehu Alandi road:

Table No. 2.5: List of Structures along the Corridor

S.No. Chainage Provision Particulars

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

2 3/080 Centre of Pawana River River bridge

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

4 3/430 Centre of Link Road Fly-over

5 3/640 Centre of Pune Mumbai Rail Line ROB

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

7 7/950 Spine road junction Fly-over

Following are details of the above structures.

Flyover at Chinchwad-Kalewadi junction

• Spans - 7 spans of 25 m • Reinforced Earth portions- 135 m and 165 m • Total length is 475 m. • The clearance on the link road available is 5.50 m.

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• The width of Flyover is 2 x 12.05 = 24.10 m .For each unit there is single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 m width. The method of construction will be as stated in GS I.

Pawana River Bridge

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

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

Flyover on link Road

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

Flyover on D.P. (18M) Road

• Spans – 2 spans of 30 m. • 7 span of 25 m • Ramp Length of 110 m on both sides. • Total length is 175 m.

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The clearance on the D.P. road is kept 5.50 m. By the two sides 3.75 m. clear wide earthen ramps of length of 110m are provided as access from river bridge to Link Road below on the ground level. The width of Flyover is 2 x 12.05 = 24.10 m. For each unit there is single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 m width. The method of construction will be as stated in GS I.

Rail Over Bridge

One span of 22 m on the rail line, which is meant for shunting purpose. 1 span of 30 m is for Main line. At present there are 2 lines. Provision is made for 3 additional lines thus 30 m can accommodate 5 lines. Railway land width is 52 m. The structure is built by railway over rail lines. The separate drawing is prepared; this will have to be approved by the railways. There are two separate units each having a width of 13.70 m. 4 nos. of pre-cast girders are in each unit. Pier consists of 4 circular columns under each girder for each unit. Depth is maintained at 2 m.

2.5.4 Design of Corridors

In terms of the configuration of road and BRT corridors, the following recommendations have been made in the study:

1. Dedicated bus-lanes have been located in the middle of the carriageway, on either sides of the median,

2. Bus-stops are located at a distance of about 250 m on either side of junctions and at mid-block locations at distances of 500-700 m beyond junctions,

3. In order to have least hindrances for pedestrians to cross roads to reach bus-stops, it has been recommended that the bus-stops be located at grade with the pedestrian lanes provided at the edge of RoW. The through traffic lanes on either sides of BRT lanes would be elevated to a minimum height of the buses. This would enable pedestrians to reach bus-stops with minimum impedance.

4. Provision of separate lanes for pedestrians and non-motorised vehicles on either ends of RoW,

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The corridors also have other components which are aimed at improving the traffic conditions on corridors. These include fly-overs at important junctions, rail-over bridges and bridges over rivers. Pedestrian under-passes and foot-over bridges have also been proposed to facilitate pedestrian crossings at crowded locations. Details of these components have been presented in the report.

2.5.5 Location of Bus Stops

Bus stops have been located on all the trunk corridors at a distance of 500 to 700 m. The bus stops are mid-block and away from road junctions. The distance of the nearest bus stop from any road junction is not more than 250 m. The location of the bus stop in each corridor and its size is determined by the ROW of the corridor and the ROW design. Land uses and density are also aligned similarly with higher FSI around bus stops

2.5.6 Typical Street Sections & Bus Stop Design

The design options of Corridors are primarily based on ROW, functional character (through traffic) and whether bus lanes are dedicated or not. The design considerations are as follows

• Efficient movement of buses in the bus lanes

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

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

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

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

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

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

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ROW 45 m:

Salient features:

• Central dedicated bus lanes, separated by a median.

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

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

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

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

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

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

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Figure 2.5: Typical Cross Section of 45 m RoW

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

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Figure 2.7: Typical Cross Section at bus stop location

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Figure 2.8: Plans at Bus Stop Location

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2.6 TRAFFIC STUDIES

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

2.7 DETAILED PLANS FOR REDEVELOPMENT ALONG CORRIDORS.

It is proposed that Detailed Redevelopment plans be prepared for all the land falling in the 500 m buffer of the BRT Corridors with the following principal objectives:

1. Appropriation of land for widening the ROW where required

2. Appropriation of land for secondary roads to serve the redevelopment area

3. Appropriation of land for public facilities such as gardens, park, public plazas, informal markets, facilities for health and education, law enforcement, communications, power supply, water supply, sanitation and paid public parking near bus stops.

4. To plan for enhanced level of services in the Corridor, commensurate with the changes in land use and density.

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CHAPTER 3 BASELINE ENVIRONMENTAL QUALITY

3.1 Introduction

Baseline environmental status forms the basis for evaluation of the proposed development on the existing site conditions. This can be broadly grouped into physical, social, aesthetic and economic environment. Physical environment includes air, water, land, aquatic and terrestrial flora & fauna, civic infrastructure, public services, etc. Social environment includes demography. Aesthetic environment includes historical monuments, archaeological or architectural sites at and in the vicinity of the proposed project activity.

3.2 Scope of Baseline Studies

For the present EIA study, the attributes of environment considered are: • Air environment (Meteorology, ambient air quality, noise levels, traffic pattern and traffic density); • Water environment; • Land environment (Geology, Geo-hydrology, land use, solid waste disposal, etc.); • Biological environment (Flora, fauna, vegetation, ecosystem); and • Socio-economic environment (Demography, occupational structure, educational, medical facilities, literacy etc.) It is important to define the study area for conducting the Environmental Impact Assessment Study to rightly assess the changes likely to arise due to the proposed developmental activity. In the proposed project, area affected due to BRTS (2 to 3 kms on either side of both the corridor) is identified as ‘Study Area’. The environmental parameters are studied to establish an existing environmental scenario for an study area, which is considered as an impact zone.

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Following section of the report describes the baseline environmental scenario in the study area with respect to the above stated environmental attributes along with its monitoring details, results obtained, data analysis and the conclusions.

The details of the sampling location in the study are given in Table 3.1 and depicted in Figure 3.1. Table 3.1: Baseline Data Generation

No. of Locations, Sr. Attribute Parameters Frequency of Monitoring, No. etc. Locations: 13 Ambient air SPM, SO , NOx SPM, SO and NOx - One 24 1 2 2 quality hourly sample

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

rainfall. Primary data – Sampling at 6 Physical, Chemical and locations for surface and at 20 3 Water quality Biological parameters. locations for ground water quality. Based on the data collected Existing terrestrial and from secondary sources. Field 4 Ecology aquatic flora and fauna. studies for phytoplankton and zooplankton in water sources. Noise levels in dB(A) • Sound pressure level Continuous 24-hourly 6 Noise levels (SPL) monitoring at different • Equivalent sound locations pressure Level (Leq) Based on data published in Land use for different 7 Land use Primary Census abstract 2001 categories. and secondary data. Socio- Socio-economic Based on data collected from 8 economic characteristics of local secondary sources. Field Aspects population investigations Based on data collected from 9 Geology Geology of the area secondary sources. Drainage pattern, nature of streams, aquifer Based on data collected from 10 Hydrology characteristics recharge secondary sources. and discharge areas.

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3.3 Air Environment

3.3.1 Meteorology

Meteorology (weather and climate) is the key to understanding air quality. The essential relationship between meteorology and atmospheric dispersion mainly involves the wind in the broadest sense. Wind fluctuations over a very wide range of time accomplish the dispersion pattern and strongly influence various other associated processes.

Climatological Data – IMD Pune Pune is more or less pleasantly characterised by dryness during most part of the year. It receives southwest monsoon rainfall measuring 722 mm in season on average for entire district; however study area receives 1000 to 1200 mm rainfall annually. On an average, the temperature during summer varies form 16.5°C to 38.1°C. The average relative humidity during morning and evening is about 58% and 21%.

The wind pattern as per the IMD observations shows that winds are generally light i.e. in the range of 1 to 19 kmph with some increase in the force during latter half of the summer and in the southwest monsoon season. The annual wind pattern shows the prominent wind directions as north-east, north-west, northwest followed by south-west.

Climatological conditions of Pune are tabulated in Table 3.2 and Table 3.3 & shown in Figure 3.1.

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TABLE 3.2: Climatological Data – IMD Pune

Month Atmospheric Pressure Temperature (0C) Relative Humidity Total Rainfall (hPa) (%) (mm) 8:30 17:30 Max. Min. 8:30 17:30 hr hr hr hr January 12.5 11.6 30.3 11.4 74 31 0.0 February 11.9 10.0 32.8 12.7 61 23 0.5 March 13.2 10.6 36.0 16.5 50 21 5.3 April 16.2 14.3 38.1 20.7 48 26 16.6 May 20.7 18.8 37.2 22.5 58 38 40.6 June 24.5 23.5 32.1 22.9 75 62 116.1 July 25.0 24.7 28.3 22.0 84 76 187.2 August 24.5 24.3 27.5 21.4 86 78 122.3 September 23.8 23.6 29.3 20.7 83 71 120.0 October 21.6 19.2 31.8 18.8 76 51 77.9 November 16.6 15.4 30.5 14.7 72 42 30.2 December 13.8 13.1 29.6 12.0 74 37 4.8 Source: Climatological Tables- IMD Pune, 1951-1980 TABLE 3.3: Wind Pattern – IMD Pune

Wind Speed Seasonal % frequencies and predominant directions (kmph) Annual Summer Monsoon Post- Winter monsoon Data Recorded at 0830 hr 0 – 1.0 (CALM) 58.36 56.52 25.41 78.69 91.11 1.01 - 19.0 40.27 42.39 71.31 21.31 8.89 20.0 - 61.0 1.37 1.09 3.28 0.00 0.00 >61.0 0.0 0.0 0.00 0.00 0.00 Predominant wind directions 1 W W W E W 2 SW SW SW W E 3 S-SE S S SE-SW SW Data Recorded at 1730 hr 0 - 1.0 (CALM) 21.64 8.70 5.74 47.54 38.89 1.01 - 19.0 71.78 81.52 82.79 52.46 60.00 20.0 - 61.0 6.58 9.78 11.47 0.00 1.11 >61.0 0.0 0.0 0.00 0.00 0.00 Predominant wind directions 1 W W W E W 2 NW NW SW W E 3 SW SW NW NE NW Source: Climatological Tables- IMD Pune, 1951-1980

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Figure 3.1: Climate Conditions of Pune District

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Figure 3.2: Wind Rose of Study Area, Summer

Calm Winds 65.9%

Wind speed in Km/hr

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The Pimpari Chinchwad experiences three distinct seasons of summer, monsoon and winter. Typical summer months are from March to May, with maximum temperatures ranging from 35 to 39°C. The city often receives locally developed heavy thundershowers with sharp downpours in May. The nights however, are significantly cooler compared to most other parts in this region owing to its high altitude. The cities of Pune and Pimpri-Chinchwad receive moderate rainfall with an annual average of 722 mm, mainly between June and September as the result of southwest monsoon. July is the wettest month of the year. The weather is very pleasant in the city with average temperatures ranging from 20 to 28°C. The city experiences winter from November to February. The day temperature hovers around 29°C while night temperature is below 10°C for most of December and January, often dropping to 5 or 6°C.

3.3.2 Ambient Air Quality

Air pollution can cause significant effects on human beings, animals, vegetation and materials. However, proposed BRTS project is not a major contributor to the air pollution except for particulate matter emission during construction phase. As far as functional phase is concerned, emission due to vehicular traffic. Air environment monitoring covers the parameter for which National Ambient Air Quality standards have been defined by the Ministry of Environment and Forests. Accordingly, parameters monitored were Suspended Particulate Matter (SPM), Oxides of Nitrogen (NOx), and Sulphur Dioxide (SO2).

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

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Monitoring Network An ambient air quality network was established to ascertain the major air pollutants (SPM, SO2, NOX) with following considerations; • Meteorological conditions of the area; • Topography of the study area; • Representative background air quality/pollution pockets for obtaining baseline status; and • Representative likely impact areas.

The monitoring stations were located so as to cover all the upwind, down wind areas with respect to the site. Air quality monitoring locations & results are described in Table 3.4

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

Results: Monitoring results are presented through Table 3.4. National Ambient Air Quality Standards (NAAQS) are presented in Table 3.5.

TABLE 3.4: Ambient Air Quality Results

Nashik Phata to Wakad BRT: Sr. Location Parameters (μg/m3) No.

SPM SO2 NOX

1 Nashik Phata 135.8 12.6 9.45

2 Sangavi 93.21 10.34 4.99

3 Pimple Gurav 78.2 8.4 6.2

4 Pimple Nilkh 75.19 10.2 5.82

5 Kaspate Wasti 72.3 7.4 7.92

6 Wakad 77.4 8.46 5.2

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Kalewadi Phata to Chikhali BRT: Sr. Location Parameters (μg/m3) No.

SPM SO2 NOX

1 Kalewadi Phata 102.98 12.69 4.16

2 Sawant Petrol Pump 177.44 16.14 4.93

3 Pimpri Camp 192.1 20.4 3.88

4 Link Road 120.4 11.6 18.4

5 Empire Estate 104.18 19.07 26.5

6 KSB Chowk 170.2 20.23 29.8

7 Telco Gate 80.54 8.5 9.3

Table 3.5: National Ambient Air Quality Standards (NAAQS)

Concentration in Ambient Air Time Weighted Pollutant Residential, Rural & Average Industrial Areas Sensitive Areas Other Areas SPM 24 hours 500 μg/m3 200 μg/m3 100 μg/m3 RSPM 24 hours 150 μg/m3 100 μg/m3 75 μg/m3 SO2 24 hours 120 μg/m3 80 μg/m3 30 μg/m3 NOX 24 hours 120 μg/m3 80 μg/m3 30 μg/m3 CO 8 hours 5 mg/m3 2 mg/m3 1 mg/m3 The ambient air quality results for both the corridors are presented in the Figure 3.3 to 3.4.

Figure 3.3: AAQ at Nashik Phata to Wakad BRT

Ambient Air Quality Concentrations

160 140 120 100 SPM (μg/m3) 80 SO2 (μg/m3) 60 NO2 (μg/m3) 40 Concentrations 20 0 Nashik Sangavi Pimple Pimple Kaspate Wakad Phata Gurav Nilkh Wasti

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Figure 3.4: AAQ at Kalewadi Phata to Chikhali BRT

Ambient Air Quality Concentrations 250

200

150 SPM (μg/m3) 100 SO2 (μg/m3) NO2 (μg/m3)

Concentrations 50

0 p p te oad Pum i Cam Esta howk ol r e C nk R ir imp Li SB Telco Gate Petr P K Emp Kalewadi Phata awant S

Observations The maximum concentration of SPM is observed to be as 192.1 & 177.44 µg/m3 at Pimpri Camp & Sawant Petrol Pump. This could be due to the vehicular activity. However; the average concentrations of SPM are observed to be well within the given permissible limits at all stations.

The Sulphur Dioxide levels monitored at all the locations are within permissible limits, with the highest value of 20.23 µg/m3 observed at KSB Chowk. This higher value appears to be the result of the heavy traffic movement at that place.

The Oxides of Nitrogen levels monitored at all the locations are also within the stipulated standards of 80 µg/m3. The highest value recorded is 29.8 µg/m3 at KSB Chowk.

3.4 Noise Environment

The noise levels measurements were carried out using precision noise level meter. The noise level survey was carried out at both the corridors. The major source of noise identified in the study area has been predominantly the vehicular movement and the construction

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activities. Ambient noise levels have been also monitored in residential and commercial areas.

Selection of Locations for Monitoring Noise monitoring has been undertaken for the duration of 24 hrs at each location to cover up all the periods of the day to establish the baseline noise levels and assess the impact of the total noise generated by the operation of the proposed BRTS project.

The details of noise monitoring locations & noise levels of both the corridors are given in Table no. 3.6

Instrument Used for Monitoring

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

Results

Equivalent noise levels viz., Lday and Lnight, at the noise monitoring locations are provided in Table 3.6 while noise standards are provided in Table 3.7.

Table 3.6: Noise Monitoring Results

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

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Kalewadi Phata to Chikhali BRT Corridor Values are in dB(A) Day Time Night Time Location Leq Limit Leq Limit Kalewadi Phata 77.85 65 54 55 Sawant Petrol Pump 69.4 65 56.3 55 Pimpri Camp 70.5 55 48 45 Link Road 88.61 65 59.2 55 Empire Estate 78.88 65 52.4 55 KSB Chowk 84.28 65 53.2 55 Telco Gate 66.5 75 49.8 65 Note: Daytime: 6.00 a.m. to 10.00 p.m. Night time: 10.00 p.m. to 6.00 a.m. Table 3.7: Ambient Noise Quality Standards

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

3.5 TRAFFIC STUDIES

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

E E I I I I PCMC Area

E E

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

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

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

• External to External Trips (E to E), where both ends of trips lie outside PCMC

Classified Traffic Volume Counts at Outer Cordon Points

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

Table 3.8: Locations and Schedule of Outer Cordon Counts

Sr. No. Location

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

V2 Aundh Bridge (on Aund-Ravet Road)

V3 Bangalore Highway (after Wakad Junction)

V4 Mumbai Pune Expressway

V5 Nashik Highway (NH-50) before Toll Plaza

V6 On NH-4 before Nigdi Junction

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

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

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Table 3.9: Locations and Schedule of Counts on major arterial network of PCMC

S.No. Location

V7 Between Nigdi Junction & Chinchwad Jn

V8 Between Pimpri Jn & Kasarwadi Jn

V9 Before KSB Chowk (after Thermax)

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

V11 Between Kalewadi Chowk & Dange Chowk

V12 On Dehu-Alandi Rd

V13 On Nigdi Jn to Dehu-Alandi Rd

V14 On NH-50 at Bhosari

V15 Small bridge parallel to Dapodi bridge (Bopodi)

Intersection Turning Movement Counts on the Internal Road Network of PCMC Area Peak period intersection turning movement counts have been carried out at major intersections in PCMC Area. Morning 7:00 am to 11:00 am and evening 4:30 pm to 8:30 pm have been considered as peak periods.

Table 3.10: Locations of Turning Movement Surveys

S.No. Location Intersection Type

T1 Nigdi Jn including Fly-over X Type

T2 Chinchwad Jn X Type

T3 Morwari Jn including Underpass X Type

T4 KSB Chowk X Type

T5 Dange Chowk X Type

T6 Kasarwadi Jn T Type

T7 Kalewadi Jn T Type

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Figure 3.5: Survey Locations

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

Table 3.11: Summary of Traffic Counts at Outer Cordon Points

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

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Table 3.12: Passenger Traffic Volume (in Vehicles and PCUs) at Outer Cordon Points

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

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Mid Block Counts on Major Arterials

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

Table 3.13: Summary of Mid-block Counts on Major Arterials

Count Location Total Vehicles Total PCUs

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

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

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Table 3.14: Passenger Traffic Volume (in Vehicles and PCUs) at Mid-block Count Locations

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

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Figure 3.6: Peak Hour Turning Movements at KSB Junction in Vehicles per Hour

Peak Hour Intersection Flow Diagram in Vehicles Per Hour KSB Chowk

Chikli

TF TF 1484 1988

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

40 40 S 100

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

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

F 813 907 1523

S 114 297 146

TF TF 1786 3243

TS TS 284 557 Chinchwad

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Figure 3.7: Peak Hour Turning Movements at KSB Junction in PCU’s per Hour

Peack Hour Intersection Flow Diagram in PCUs Per Hour KSB Chowk

Chikli

TF TF 1725 2613

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

87 TS TS S - Slow moving (non-motorised) 220 TF - Total fast moving (motorised) Total Junction Flow : 9564 TS - Total slow moving (non-motorised) F 292 746 687 18 19 50 S

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

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

F 1009 1268

S 57 73 149

TF TF 1993 4281 2004

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

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

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Figure 3.8: Peak Hour Turning Movements at Nashik Phata in Vehicles per Hour

Peack Hour Intersection Flow Diagram in Vehicles Per Hour Nashik Phata

Nashik

TF2209 1164 TF

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

S 47 158

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

Figure 3.9: Peak Hour Turning Movements at Nashik Phata in PCU’s per Hour

Peack Hour Intersection Fow Diagram in PCUs Per Hour Nashik Phata

Nashik

TF 2885 1510 TF

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

S 23 86

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

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

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

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

Figure 3.10: Peak Hour Turning Movements at Kalewadi Chowk in Vehicles per Hour

Peack Hour Intersection Flow Diagram in Vehicles Per Hour Kalewadi Chowk

Kalewadi

TF811 1268 TF

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

S 36 46

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

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Figure 3.11: Peak Hour Turning Movements at Kalewadi Chowk in PCUs per Hour

Peack Hour Intersection Fow Diagram in PCUs Per Hour Kalewadi Chowk

Kalewadi

TF 996 1467 TF

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

S 18 26

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

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

.

3.6 Water environment

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

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

Sampling Locations

In view to evaluate the water quality within the study area, water samples of surface as well as ground were collected. These samples

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were analysed for their physico-chemical and biological parameters to ascertain the baseline water quality.

Ground & Surface Water sampling locations are given in Table No.3.15

Table 3.15: Water Sampling Locations

Sr. No Location Sample Type PCMC Area Nashik Phata to Wakad BRT Corridor A1 Kasarwadi (NH-4 Near Nashik Phata) Bore well A2 Military Dairy Farm, Pimpri Bore well A3 Pimple Gurav Dug Well A4 Pimple Saudagar Bore well A5 Sangvi Bore well A6 Pimple Nilakh Bore well A7 Wakad Bore well A8 Wakad (Sufalam Nursery) Dug Well A9 Thergaon (Near Saw Mill) Bore Well A10 Rahatani (Near Nakhate Wasti) Dug Well PCMC Area Kalewadi Phata to Chikhali BRT Corridor B1 Pavana River, Kalewadi Stream B2 Kalewadi (In Lucky Bakery) Bore Well B3 Kalewadi Phata Bore Well B4 Chinchwadgaon (Near Date Nursing Home) Bore Well B5 Chinchwad (Near kohinoor Institute) Bore Well B6 TELCO Amriteshwar Society (Near High Court) Bore Well B7 Kudalwadi (Masjid Premises) Bore Well B8 Chikkhali Bore Well B9 Moshi Bore Well B10 Moshi (Ahead of Village, Alhat biulding) Dug Well

Surface Water

S1 Talwade Indrayani River

S2 Ramdara Nala outfall to Indrayani River Nala

S3 Ramdara Nala Flux in Indrayani River Nala

S4 Moshi Nala Outfall to Indrayani River Nala

S5 Moshi Nala Flux in Indrayani River Nala

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S6 Charholi Indrayani River

Methodology

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

Results

Analysis details of surface water and ground water are tabulated in Table 3.16 and Table 3.17.

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Table 3.16: Water sample Analysis of Indryani River & Nala near Municipal Corporation Boundary

Tests unit Indrayani Ramdara Nala Ramdara Nala Moshi Nala Moshi Nala Flux Indrayani River River At outfall to Flux in Outfall to in Indrayani at Charholi Talwade Indrayani River Indrayani River Indrayani River River pH μmhos/cm 6.7 6.5 6.5 6.7 6.6 6.6 Conductivity mg/l 182 698 352 760 231 328 Dissolved Oxygen mg/l 4 4 4.6 6.8 4.6 3.9 Turbidity mg/l 14 2 5 11 5 10 Total Dissolved solids mg/l 124 162 226 512 162 204 Ammonical Nirogen mg/l <0.002 <0.002 <0.002 13.6 <0.002 <0.002 Nitrite Nitrogen (as N) mg/l 0.004 <0.002 <0.002 0.0067 <0.002 <0.002 Nitrate Nitrogen (as N) mg/l <0.018 6.5 2.054 2.52 2.07 1.08

Phosphate (as Po4) mg/l 1.55 6.79 1.9 6.41 1.46 0.507 BOD days at 27oc mg/l 6 16 15 26 6.6 14 COD mg/l 10 20 20 40 9 20 Sodium (as Na) mg/l 5.2 33 16 52 10 15 Potassium (as K) mg/l 1.2 6.2 2.5 7.9 1.3 2.6 Calcium (as Ca) mg/l 18.4 72 84 24.8 23.2 70 Magneshium (as Mg) mg/l 18.83 16.32 5.76 210 7.68 10.08

Carbonates (as CaCo3) mg/l 0 0 0 0 0 0 Bicarbonates (as CaCo3) mg/l 74 164 94 74 74 90 Chlorides (as Cl) mg/l 11.99 85.97 47.94 79.97 12.99 23.99

Sulphate (as So4) mg/l 1.48 36.93 12.84 27.04 5.79 8.52 Flourides (as F) mg/l <0.01 0.33 0.106 0.84 0.052 0.044 Boron (as B) mg/l <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 Total Coliforms CFU/ml Uncountable Uncountable Uncountable Uncountable Uncountable Uncountable Feacal Coliforms /100ml >1600 >1600 >1600 >1600 >1600 >1600 Arsenic (as AS) mg/l - <0.01 <0.01 <0.01 <0.01 <0.01 Cadmium (as Cd) mg/l - <0.01 <0.01 <0.01 <0.01 <0.01 Mercury (as Hg) mg/l - <0.005 <0.005 <0.005 <0.005 <0.005 Zinc (as Zn) mg/l - <0.1 <0.002 <0.02 0.43 0.36 Total Chromium mg/l - <0.002 <0.0033 <0.0033 <0.0033 <0.0033 Lead (as Pb) mg/l - <0.1 <0.1 <0.1 <0.1 <0.1 Nickel (as Ni) mg/l - <0.045 <0.045 <0.045 <0.045 <0.045 Iron (as Fe) mg/l - 0.79 1.018 1.04 0.79 0.793

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Table 3.17: Chemical Analysis of Ground Waters, Near Corridor Area

Sr. Topography PO4 SO4 N NO3 SiO2 Fe Mn As Error Location Sample Type SAR No. Land use (ppm) (ppm) (ppm) (ppm) (ppm) (ppm) (ppb) (ppb) (%) PCMC Area Nashik Phata to Wakad BRT Corridor A1 Kasarwadi Bore Well Plateau 56.7 28.4 3.42 15.2 12.9 0.15 730 ND 1.07 6.43 Military Dairy Farm, A2 Bore Well Plateau 64.4 43.5 2.5 11.1 12.8 0.03 1529 ND 0.97 -3.91 Pimpri A3 Pimple Gurav Dug Well Plateau 91.4 47 5.29 23.4 16.8 0.21 775 ND 1.29 -5.8 A4 Pimple Saudagar Bore Well Plateau/ Agri 37.4 38.1 0.76 3.37 4.25 0.17 764 ND 3.32 2.45

A5 Sangvi Borewell Near River 53.6 23.5 4.02 17.8 13.4 0.19 66.3 ND 1.22 -4.15

A6 Pimple Nilakh Bore Well Plateau 35.7 22.6 3.49 15.5 15.2 0.18 561 ND 0.49 8.52 A7 Wakad Bore Well Near River 40 17.5 2.24 9.91 14.8 0.2 741 ND 0.5 -1.02 A8 Wakad Dug Well Plateau 37.4 42.5 5.36 23.8 13.3 0.13 741 ND 0.76 -6.01 A9 Thergaon Bore Well Plateau 44.5 39.3 3.83 16.9 17.7 0.11 798 ND 0.95 -2.41 A10 Rahatani Dug Well Plateau/ Agri 45.6 23.9 3.98 17.6 18.3 0.21 719 ND 0.99 -10.5 PCMC Area Kalewadi Phata to Chikhali BRT Corridor Pavana River, B1 Stream River 730 55.9 1.18 5.24 12.6 1.51 4735 ND 1.73 2.34 Kalewadi B2 Kalewadi Bore well Plateau 64.7 39.8 4.88 21.6 17.6 0.14 1435 ND 1.12 -8.36 B3 Kalewadi Bore well Plateau NA NA NA NA NA NA NA NA NA NA B4 Chinchwad Bore Well Plateau 43.1 22.7 0.42 1.85 5.72 0.12 1135 ND 0.56 -14 B5 Chinchwad Bore Well Depression 92.2 2.47 0.72 3.2 5.02 0.46 1293 ND 1.09 4.3 TELCO Amriteshwar Near Small B6 Bore Well 49.9 52.1 0.85 3.77 12 0.56 1281 ND 0.6 8.04 Society STR B7 Kudalwadi Bore Well Depression 44.2 23.7 3.36 14.9 8.57 0.14 921 ND 0.74 5.55 B8 Chikhali Well Pollute Stream 57.3 19.4 0.61 2.71 17.1 0.29 1011 ND 0.88 5.84 B9 Moshi Bore Well In Stream 40 32.5 5.81 25.7 23.4 0.14 1101 ND 1.16 -7.21 B10 Moshi Dug Well Plateau / Agri 51 50.9 5.73 25.4 14.8 0.05 1878 ND 1.01 -0.44

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3.6.1 Hydrogeology

Irrigation and Hydrogeology map of Pune is shown as Figure 3.12

Figure 3.12: Irrigation and Hydrogeology of Pune

3.7 Land Environment

3.7.1 Physiography

Pune district lies in the eastern belt of Maharashtra state. The district has a shape of right-angled triangle with its hypotenuse stretched northwest down south east flanked by Akola, Sangamner,

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Parner, Shrigonda tehsils and Karjat of Ahmednagar district. Its base towards south is contiguous with Wai, Khandala and Phaltan of Satara District and Malshiras of Solapur district. Mahad, Mangaon, Rocha, Pen and Panel of Rigor district and Morbid of Thane district border its perpendicular side of the east. The project site falls on western side of district.

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

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

3.7.2 Relief & Drainage

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

The PCMC area falls on eastern side of the Western Ghat called Sahyadri ranges. The site is situated near major urban and industrial agglomeration of Pune and Pimpri Chinchwad.. Reliefs and slopes of the Pune districts are shown in Figure 3.13.

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Figure 3.13: Reliefs and Slopes of the Pune District

3.8 Geology

The area is covered by thick pile of Basaltic lava flow of Deccan Trap of Uppercretacious to “Palaeohoe” age. The basaltic flows are of two type viz. compound “pahoehoe” and “aa” flows. The pahoehoe flows contain several units which vary in thickness from less than a meter to several metres. The compound pahoehoe flows generally underlie or overlie a thick succession of aa flows, thereby constituting a regional marker for correlation. The thick lava succession has been grouped into seven formations. The oldest Lower Ratangarh Formation, consisting only of compound pahoehoe flows is restricted to the north-western parts of Ghod valley and in the central part in

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the Bhima valley. A megacryst flow, M3 marks the top of his Formation. Overlying this formation is the Indrayani Formation comprising a thick succession of “aa” flows. This is succeeded by a sequence of “pahoehoe” flows grouped under Karla Formation. These Formations are confined to the north-western, central and eastern parts. Further east, the thickness decreases and the flows pinch out. Overlying this is a sequence of simpled and “aa” flows forming the Diveghat Formation which cover the southern part and a part of eastern margin. These flows show characteristics of both “aa” and “pahoehoe” types. The overlying Purandargarh and Mahabaleshwar Formations comprise flows of essentially “aa” types and their occurrence is mainly restricted to the south-western, north-western and central parts. These two Formations are separated by a megacryst basalt floe M4 which forms the top of the Pundagarh Formation. The basalts are essentially tholeiites without any marked variation.

The basalts are intruded by dykes varying in thickness from 5-10 metres and trending NNE-SSW. The dykes are cut by joints parallel to the walls and at right angles to the walls besides horizontal joints. The dyke rocks are fine to medium grained and shoe spares phenocrysts.

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

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The Geomorphology and Geohydrogeology maps published by Geological survey of India for Pune are also presented in Figure 3.14& 3.15 respectively.

Figure 3.14: Geomorphology of Pune

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Figure 3.15: Geohydrology of Pune District

3.9 SEISMOLOGY

Pune District is classified under the Zone III as per the Bureau of Indian Standards (BIS) 2000 and as shown in Figure 3.16, seismic zone map for India. Zone III is defined as having a maximum intensity expected of around VII on MM scale.

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Figure 3.16: Seismic Zone Map of India

PuneAurangabad Zone III Zone II

Zone Max. MSK Intensity 2 VI 3 VII 4 VIII 5 IX or higher

3.10 LAND USE

The land use map published by the National Atlas and Thematic Mapping Organisation, Department of Science and Technology show that about 80% of the area around the project site is built up. The remaining land is under the forest, marshy/muddy flat, etc. The land use map of Pune district is presented in Figure 3.17

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Land use of PCMC:

The total area under the jurisdiction of PCMC measured 170.51 sq km. The detailed break-up of landuse pattern in PCMC area is given in Table No.3.18

Table 3.18: PCMC Land Use Areas

Proposed Land Use Area % to % to (Sq.km) Developed Total S.No. area Extent of Head Town 1 Residential 84.22 62.72 49.39 2 Commercial 2.97 2.21 1.74 3 Industrial 18.82 14.02 11.04 4 Public Utilities 1.74 1.29 1.02 5 Public & Semi- public 5.79 4.32 3.40 6 Transportation/ Circulation 16.42 12.23 9.63 7 Open Spaces/ Recreation 4.32 3.22 2.53 8 Barren/ Vacant Lands 0.00 0.00 9 Water Bodies 4.96 2.91 10 Quarry 0.00 11 Agriculture & Reserve 31.27 18.34 Sub-Total (Developed Area) 134.28 100.00 78.75 Sub-Total (Un-Developed Area) 36.23 21.25 Total 170.52

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Figure 3.17: Land Use and Cropping Pattern of Pune

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3.11 SOIL

The district possesses mainly three varieties of soil i.e. black, red and yellow. At certain places these soils blend with one another. Bright yellow soil is found in project area. Figure 3.18 shows the soil profile of Pune District.

Figure 3.18: Soil Profile of Pune District

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

Soil Sampling

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

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Methodology Soil sample have been collected using auger from a depth of 60 cm from the sampling locations. These are analysed for physical and chemical characteristics as per APHA methods, considering the guidelines provided in the manual “Soil chemical analysis” by M.L. Jackson (recommended by the Ministry of Environment and Forests – MoE&F).The results of the analysis are given in Table 3.19 &3.20.

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Table 3.19: Soil Characteristics - Nashik Phata to Wakad BRT Corridor

% R.N. LOCALITY PH EC N P K Na Ca Mg CaCO3 org OC A 1 Near Nashik Phata 8.4 100 62.7 7.62 168 1.63 8.1 8.99 18.7 0.81 1.39 A 2 Pimple Gurav 7.7 440 151 4.04 91.3 1 32.8 6.2 2 1.68 2.9 A 3 Pimple nilakh 8.12 90 122 3.25 56.3 0.66 18.2 13.8 2.04 0.62 1.1 A 4 Govind garden restaurant 8.5 220 87.8 7.65 93.8 0.99 14.3 10.6 20.2 0.71 1.23 A 5 Thergaon sawmil 7.9 130 123 1.67 81.3 0.49 24.2 15.6 1.3 0.62 1.1 A 6 in bet naundhroad n pimple saudagar 7.7 70 110 19.8 141 0.21 18.2 8.42 20.7 0.43 0.74 A 7 Surgalam n Wakad 8.21 310 141 1.8 43.5 0.44 2.6 19.6 2.42 1.19 2.1

Table 3.20: Soil Characteristics - Kalewadi Phata to Chikhali BRT Corridor

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

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

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

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

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

3.12 Biological Environment

The ecological study was undertaken to understand the present status of ecosystem of the area, to predict changes as a result of proposed activities and to suggest measures for maintaining the conditions. This carried through secondary data collected from various Government agencies like Forest Department, Agriculture Department etc.

Table 3.21 provides the list of flora and fauna of the study area.

Table 3.21: List of Flora and Fauna

Common Name Scientific Name Family A. FLORA Amba Mangifera indica Anacardiaceae Sitaphal Annona squamosa L. Annonaceae Ashok Polyalthia longifolia Annonaceae Saptaparni Alstonia scholaris Apocynaceae Kaner Nerium indicum Apocynaceae Sadaphuli Vinca rosea Apocynaceae Tad Borassus fabellifer Arecaceae Coconut Cocos nucifera Arecaceae Rui Calotropis gigantea Asclepiadaceae Dagadipala Tridax procumbens Asteraceae Neel Gulmohor Jacaranda mimosefolia Bignoniaceae Shalmali Bombax ceiba Bombacaceae Bahava Cassia fistula Caesalpiniaceae Cassia Cassia javanica Caesalpiniaceae Cassia Cassia siamea Caesalpiniaceae Takla Cassia tora Caesalpiniaceae Gulmohar Delonix regia Caesalpiniaceae Copper pod Peltophorum ferruginium Caesalpiniaceae Chinch Tamarindus indica Caesalpiniaceae Suru Casuarina equisetifolia Casuarinaceae Motha Cyperus spp. Cyperaceae Palash Butea monosperma Fabaceae Gokarna Clitoria ternatea Fabaceae Shisham Dalbergia sisso Fabaceae

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Common Name Scientific Name Family Karanj Pongamia pinnata Fabaceae Mehndi Lawsonia inermis Lythraceae Jaswand Hibiscus rosasinensis Malvaceae Bakan neem Melia azedarach Meliaceae Ausrtalian babool Acacia auriculiformis Mimosaceae Kala shirish Albizia lebbeck Mimosaceae Vad Ficus benghalensis Moraceae Umbar Ficus glomerata Moraceae Pimpal Ficus religiosa Moraceae Shevga Moringa oleifera Moringaceae Nilgiri Eucalyptus globulus Myrtaceae Jambhul Eugenia jambolana Myrtaceae Boganvel Bouganvillea spectabilis Nyctaginaceae Surwal Andropogan contortus Poaceae Rohis Andropogon martinii Poaceae Dub Cynodon dactylon Poaceae Bordi Zizyphus jujuba Rhamnaceae Bor Zizyphus mauritiana Rhamnaceae Bakul Mimusops elengi Sapotaceae Rukhdo Ailanthus excelsa Simaroubaceae Pankanis Typha angustata Typhaceae B. FAUNA a. Birds Sparrow hawk Accipitter nisus Accipitridae Pariah Kite Milvus migrans Accipitridae Common Blue Kingfisher Alcedo atthis Alcedinidae Whitebreasted Kingfisher Halcyon smyrnensis Alcedinidae Little Egret Egretta garzetta Ardeidai Common Sandpiper Tringa hypoleucos Cacanidae Redwattled Lapwing Vanellus indicus Cacanidae Crimsonbrested Barbet Megalaima haenacephala Capitonidae Indian Ring Dove Streptopelia decaocta Columbidae Blue Rock Pigeon Columba livia Columbidie House Crow Corvus splendens Corvidae Crow pheasnt Centropus sinensis Cuculidae Koel Eudynamys scolopacea Cuculidae Black Drongo Dicrurus adsimilis Dicruridae Swallow Hirundo rustica Hirundinidae Yellow Wag Tail Motacilla flava Motacillidae Magpie robin Copsychus saularis Muscicapinae Indian Robin Saxicoloides fulicata Muscicapinae Purple Sunbird Nectarinia asiatica Nectariniidae Purple rumped Sunbird Nectarinia zeylonica Nectariniidae House Sparrow Passer domesticus Ploceidae Baya Ploceus philippinus Ploceidae Rose-ringed Parakeet Psittacula krameri Psittacidae Redvented Bulbul Pycnonotus cafer Pyconotidae Common Myna Acridotheres tristis Sturnidae b. Mammals Common Langur Presbetis entellus Cercopithecidae Five stripped Squirrel Funambulus penanti Sciuridae c. Reptiles Common garden lizard Calotes versicolour Agamidae

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3.13 SOCIO ECONOMIC ENVIRONMENT

3.13.1 Demographic Profile

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

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

Table 3.22: Population Projections for the next 20 years

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

1961 39,654 13,287 50.39

1971 98,572 58,918 148.58

1981 251,769 153,197 155.42

1991 520,639 268,870 106.79

2001 1,006,417 485,778 93.30

2011 1,507,243 500,826 49.76

2021 2,150,317 643,074 42.67

2031 2,907,757 757,440 35.22

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Figure 3.19: Population Growth

Population Growth 3,000

2,500

2,000

Thousands 1,500

1,000

500

- Population 1951 1961 1971 1981 1991 2001 2011 2021 2031

3.13.2 Socio-Economic Profile

Pimpri-Chinchwad has a literacy rate of 74% as per the 2001 Census. More than 60% of the population growth in Pimpri- Chinchwad has been on account of migration largely due to the employment opportunities prevailing in the region. Pimpri- Chinchwad has a sex ratio of 916 females for every 1000 males as per Census 2001. For the last two decades, the decadal growth rate of population has been in the range of 100% while the previous two decades witnessed population growth of around 150%.

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3.13.3 Structures on the Route

The development plan of the PCMC was approved in the year 1996 considering the suggestions of citizens and Government. Over the period the entire development was not carried out and some encroachment was done at certain stretches of these corridors. The details of the encroachments on the corridors are presented below.

Nashik Phata to Wakhad

Sr. No. of Village Area No. Structure 1 Bhosari(Kasarwadi) S. No. 84/1 to S.No. 88 38

2 Pimple Gurav S. No. 503 to S.No. 446 15

3 Pimple Saudagar S. No. 5 to S.No. 168 2

4 Rahatani S. No. 6 to S.No. 19 2

5 Pimple Nilakh S. No. 27 to S.No. 29 22

6 Wakad S. No. 210 to S.No. 282 7

Total 86

Kalawadiphata to Dehu-Alandi Road

Sr. Village Area No. of Structure No. 1 Rahatani S. No. 47 to S.No. 71 40

2 Rahatani S. No. 71 to S.No. 75 31

3 Rahatani S. No. 80 to S.No. 97 138

4 Rahatani & Thergaon S. No. 25 to S.No.35 81

5 Pimpri Waghere S. No. 37 to S.No.126 7

6 Chinchwad 0

7 Chikhali (Kudalwadi) S. No. 15 to S.No.809 15

Total 312

The detailed socio economic assessment is required to be carried out to ascertain the status of the peoples living, likely population to be displaced and preparation of Resettlement and rehabilitation plan, Resettlement Action Plan (RAP).

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CHAPTER 4 IMPACT ASSESSMENT

4.1 INTRODUCTION

This chapter identifies sources of pollution from proposed Bus – based Road Transit system and evaluation of various impacts on environmental attributes in the study area.

"Environmental Impact" can be defined as any alteration of environmental conditions or creation of a new set of environmental conditions, adverse or beneficial, caused or induced by the action or set of actions under consideration.

Generally, the environmental impacts can be categorized as either primary or secondary. Primary impacts are those, which are attributed directly by the project, secondary impacts are those, which are indirectly induced and typically include the associated investment and changed patterns of social and economic activities by the proposed action.

The impacts have been predicted for the proposed BRTS assuming that the pollution due to the existing activities has already been covered under baseline environmental monitoring.

Impact on various environmental parameters can be categorized into two phases, namely:

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

• The functional phase: Impact during this phase shall have long- term effects.

Various impacts during these two phases have been studied and are discussed in the subsequent sections.

4.2 Pollution sources

Pollutants generated in the proposed development of BRTS during both the construction and functional phases are solid, liquid and gaseous in nature. Also the generation of pollution could be continuous, periodic or accidental. Sources of pollutants and their

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characteristics during the construction and functional phase are given below in Table 4.1.

Table 4.1: Pollutant Sources & Characteristics

Sr. Activity / Area Pollutant Pollutant Characteristics Frequency No CONSTRUCTION PHASE 1. Site Preparation Air emissions – SPM, Dust from construction activities Temporary during PM10, CO, NOx, SO2 and excavation. construction phase only- Particulates, NOx and CO from bulk of the emissions are vehicle exhaust expected from ground working and leveling activities. Earth / solid Solid waste from construction Periodic. waste/demolition/exca activity and excavation. vation Noise Noise generated from Temporary during initial construction equipment and construction phase. machinery 2. Labour Camps Sewage Sewage generated from Temporary – during the temporary labour camps on site initial construction phase Solid Waste Solid Waste generated from Temporary – during the temporary labour camps on site initial construction phase FUNCTIONAL PHASE 1. Vehicular movement Air emissions Vehicle exhaust emissions Continuous / Periodic Noise Vehicular Movement Continuous/ Periodic Water Presence of Oil & Grease, SS Periodic during rainy season Oil Spillage

4.3 IDENTIFICATION OF IMPACTS

The potential impacts due to proposed project have been identified in Table 4.2.

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

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

3. Water Quality Oil/fuel & waste spills. Minor negative impact Discharge of contaminated storm water 4. Soils Fuel and material spills No negative impact

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

6. Social & Economic Resettlement and rehabilitation Minor Positive Impact Improvement in Public Transportation 7. Traffic Pattern Changes to Traffic, Parking and Positive Access Separate route for Public Buses

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These impacts are discussed phase wise in subsequent sections.

4.4 AIR ENVIRONMENT

4.4.1 Construction Phase

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

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

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

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

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

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

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

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

Table 4.3: Particulate Emission Rate in Kg per Hour for Different Moisture and Silt Content Silt content % Moisture content % 10 15 20 25 30 35 10 0.57 1.04 1.60 2.24 0.57 0.57 20 0.21 0.39 0.61 0.85 0.21 0.21 30 0.12 0.22 0.34 0.48 0.12 0.12 40 0.08 0.15 0.23 0.32 0.08 0.08 50 0.06 0.11 0.17 0.24 0.06 0.06 55 0.05 0.10 0.15 0.21 0.05 0.05

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

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

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

Emission from construction machinery

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

4.4.2 Functional Phase

During operation phase of project major pollutants expected from the vehicular movement are carbon monoxide and Oxides of Nitrogen and SPM.

The concentration of various pollutants in the engine exhaust varies with the type of engine namely, spark ignition (petrol engine) or compression ignition (diesel engine) two stroke or four stroke engines; and also mode of engine operation. Table 4.5 gives the emission factor of various major pollutants from petrol, diesel and CNG engines.

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TABLE-4.5: Emission Factors for Different Vehicles

4.5 NOISE ENVIRONMENT

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

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

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4.5.1 Construction Phase

Due to the various construction ativities , there will be temporary noise impacts in the immedia te vicin ty of the project corridor.The construction activities will include the excavation for foundations and grading o f the site and the construction of structures and facilities. Crushing plant, asphalt production plants, movement of heavy veh icles , loading , transportation and unloading of construction materials produces significant noise during construction stage. How ever, these increased noise levels will prevail only for a short duration during the preconstruction and construction stage

General noise levels generated on account of from the operation of construction equipments and machinery are furnished in Table 4.6.

Table 4.6: Noise Levels Generated from Construction Equipment

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

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

Noise Dispersion

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

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

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

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

(Lp1/10) (Lp2/10) (Lp3/10) Lp (total)= 10 Log (10 + 10 + 10 ……) ..…(2) Where, Lp1, Lp2, Lp3 are noise pressure levels at a point due to different sources.

Based on the above equations a user-friendly model has been developed. The details of the model are as follows:

∗ Maximum number of sources is limited to 200; ∗ Noise levels can be predicted at any distance specified from the source; ∗ Model is designed to take topography for flat terrain;

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∗ Coordinates of the sources in meters; ∗ Maximum and Minimum levels are calculated by the model; ∗ Output of the model in the form of isopleths; and ∗ Environmental attenuation factors and machine corrections have not been incorporated in the model but corrections are made for the measured Leq levels.

Input to the Model

The input to the model has been taken as the cumulative noise of all noise-generating sources. The resulting noise from the cumulative sources is taken as 108 dB(A).

Coordinates X and Y are taken as input to the model is correlated with grid size and scale (1:100 m). Thus the center of the project area is defined as 0,0 coordinates.

Noise Impact Analysis

The isopleths and the noise levels obtained by modeling are presented in Fig-4.1. It is observed from isopleths that high noise levels will be confined to work zone areas only. It can be seen that noise levels get attenuated rapidly with the distance.

The predicted noise levels indicate that the noise contours of 35 dB(A) occurs within the project area only at a distance of about 500-m from the center of the source. Thus, there will not be any significant increase in the present ambient noise levels..

In summary, it can be stated that the noise impact due to construction activity shall be relatively significant at the place of activity itself while the noise impact on community as a whole shall be insignificant.

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Figure 4.1: Predicted Noise Levels During Construction Phase

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

800 800

600 600

400 400

200 200

0 0

-200 -200

-400 -400

-600 -600

-800 -800

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

4.5.2 Functional Phase

The traffic noise will be from new generation passenger cars, and buses, which generate very little noise. Hence the impact during the operation phase is not expected to be felt outside the project boundaries. There would be smooth traffic flow hence no congestion and hence less noise at junctions and intersections.

4.6 IMPACT ON TRAFFIC

There would be increase in vehicular movements on the proposed BRTS corridors. The 45 ROW allows accommodating the various types of vehicles along with pedestrian pathways, cycle tracks thus resulting in lesser obstruction and fast movement of vehicles. This

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would lead to the positive impact with respect to the existing situation and more and more people would opt for mass transit system.

4.7 IMPACT ON WATER RESOURCES

4.7.1 Construction Phase

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

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

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

• Unaccounted disposal of domestic wastewater from temporary labour camps.

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

Construction & Development of site

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

The impact also envisaged from the construction practices and the type of material used. Construction waste is likely to create significant impact. This type of waste would be stock piled and disposed off properly.

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Water logging at certain stretches along the road can be caused due to various borrowing operations. During rains, these borrow areas get filled up and re m a ins water logged due to in adequate local drainage

Construction of Bridge across Pawana river will cause siltation in river Due to massive engineering works the river waterway may have to be diverted. The water way will be constructed increasing velocity downstream. This will increase sediment load with the flow. The quantum of water required during construction phase is huge. Water will be sourced from Pawana river.

Site workshop

The repair and maintenance of equipments/vehicles on site would generate waste containing oil and grease. The wastewater stream would also be generated from vehicle washing. The impact can be mitigated to a great extent by installing oil and grease traps.

Labour Colony

During construction phase, sewage shall be generated from labour colony. High levels of BOD, SS, Nitrogen and E. coli would characterize the same. Significant water quality impact will occur, if the sewage is disposed without any prior treatment. Temporary soak pits and septic tanks shall be constructed on the site during construction phase to mitigate the impact.

4.7.2 Functional Phase

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

4.8 Impacts on Land Environment

4.8.1 Land Use & Aesthetics

The proposed project will built on existing road and comes under PCMC limit. Land required for proposed project is in possession with PCMC. There is minor change in land use pattern of the area. The

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list of structures comes in route of project is given in Chapter III. Peoples affected due the project will be compensated as per the provisions of the rules of the PCMC.

Some roadway components, like heavy cuts and fills, vegetation clearing, large bridges, and interchanges, will create visual impacts and detract from the natural beauty of the area

4.8.2 Topography & Geology

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

4.8.3 Soil

4.8.3.1Construction Phase

Impact on soil owing to the project construction activity includes soil erosion, compaction, physical and chemical desegregations. Erosion of soil may occur due to removal of vegetation and excavation activity. Site selected for the project has sparse vegetation; hence impact owing to removal of vegetation would be minimal, however construction and associated activities would expedite erosion if not managed properly. Other factors contributing to soil erosion is increased runoff and decrease in permeability of the soil. Since proposed site is fairly leveled, excavation is expected to be minimal.

Use of heavy machinery and storage of materials results in compaction of the soil. Compaction of the soil as well as mixing of construction material with soil would also lead to reduced infiltration of water, decrease in permeability and increased runoff. Both physical and chemical desegregations of soil would occur during the construction phase. Physical desegregations would occur due to excavation of different layers of soil and subsequent mixing of different layers and would lead to disruption of soil structure. Chemical desegregations and pollution of soil would be on account

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of spillage of oil from vehicles used for transportation of construction material and from the building material used for construction purposes.

Several environmental management measures will be implemented to minimize the soil erosion and other impacts such as removal and use of topsoil from construction activity for future plantation, etc. Impact on account of soil erosion is expected to be minimal.

4.8.3.2 Functional Phase

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

• Storm water will be used to recharge the aquifer.

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

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

4.9 WASTE DISPOSAL

4.9.1 Construction Phase

During the construction phase, solid waste generated will include vegetation/biomass from land clearing activities, waste from the labour camp and construction waste. Construction activities would generate solid wastes that need to be disposed; these are sand, concrete, gravel, stone, bricks, plastic, paper, wood, metal, glass etc. Exact estimation of these construction wastes is not practicable.

Impact from this construction waste may arise owing to the shortage of dumping sites, increase in transportation and disposal cost and environmental deterioration. Potential pollution problems during construction activities include dumping of construction debris into or near by low-lying areas. Proposed mitigation measures will

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suggest maximum reuse of construction waste on site or removal of waste from the site and proper disposal, which would reduce adverse the impact, if any, significantly.

4.9.2 Functional Phase

During operation phase no solid waste is anticipated from the project activity.

4.10 BIOLOGICAL ENVIRONMENT

The significance of ecological impacts is evaluated based on the criteria: • Habitat quality

• Species affected

• Size/abundance of habits/organisms affected

• Duration of impacts

• Magnitude of environmental changes

4.10.1 Construction Phase

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

• Noise & disturbance.

Aquatic

Surface runoff during rains

Site Development:

During road construction, the vegetation on the acquired land will be destroyed, and the local ecosystem changed. In addition, the destruction and fragmentation effect of the road construction may diminish the habitats for some of the animal species, so that there may not be enough roosting places any more for them to survive.The development of the proposed site may cause direct

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impacts and loss of habitats and their associated flora & fauna. The list of trees to be cut are presented in Annexure - III

Noise, air pollution & other disturbances:

Air, noise and visual disturbance may be observed during the site development. The surrounding project site area is devoid of any major flora and fauna hence negative impacts are not envisaged.

Aquatic ecology

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

4.10.2 Functional Phase

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

4.11 SOCIO-ECONOMIC ENVIRONMENT

4.11.1 Job Opportunity

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

4.11.2 Improvement of Infrastructure Facilities

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

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4.11.3 Wider Economic Growth

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

4.11.4 Transportation

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

4.11.5 Transient Labour Population

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

4.11.6 Resettlement & Rehabilitation Issues

As the project is planned in PCMC area and the most of the structures on the rout alignment are encroached at few places. The detailed survey of the encroachments, property, number of families affected, their social status needs to be conducted thoroughly as the present data is not sufficient. After the detailed survey the rehabilitation and resettlement plan will be prepared.

4.12 SUMMARY OF IMPACTS

A summary of likely impacts due to proposed project is depicted in Table 4.7.

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Table 4.7: Summary Matrix of Predicted Impacts Due to Proposed Project

Sr. Components Activities Predicted impacts Extent of Impacts No CONSTRUCTION PHASE 1. Ambient air -Dust emissions from site Minor Negative impact Impacts are temporary during quality preparation, excavation, inside project premises. construction phase. Impacts will material handling and other No negative impact be confined to short distances, as construction activities at Site. outside premises of coarse particles will settle within site. the short distance from activities. 2. Noise -Noise generated from Minor negative impact Temporary impacts during construction activities and near noise generation construction phase. No blasting or operation of construction sources inside other high intensity noise equipment premises. activities envisaged. Baseline No significant impact on noise is within the standards. ambient noise levels Contribution of noise will be outside premises. confined in time and space 3. Water quality -Surface runoff from project Minimal due to effective Impact will be temporary. Local site mitigation measures. labour will be employed to reduce -Oil/fuel and waste spills. size of labour camps. No perennial -Improper debris disposal surface water resource adjacent to -Discharge of sewage from site. Labour colonies shall be labour camp. provided potable water for drinking and toilet facility. 4 Land use & -Land development Permanent positive There will not be change in local aesthetics impact land use pattern. The proposed development has also planned for landscaping areas, lawns, and open spaces. This will enhance the visual appeal of the area. 5 Topography & -Existing site is fairly levelled No Significant Impacts Region is flat and hence no geology impacts on topography. No deposits of minerals on site leading to loss of revenue. Development is planned as per IS standards for earthquake protection. 6. Soils -Construction activity leading Minor negative impact Site is fairly levelled and will need to topsoil removal and minimum cutting and filling. Also erosion. adequate mitigation measures will reduce the same. 7. Ecology, -Habitat disturbance during Minor negative impact The site and adjacent areas do Flora & fauna construction activity not have any significant flora and fauna diversity and density. No endangered species recorded in study area. Development is planned in notified industrial area. 8. Socio- Economy related to Overall positive impact Ancillary developments in the economics commercial real estate service sector is expected development, material supply etc. expected to boom. Resettlement of project affected people 9. Traffic pattern -Haul movement and Minor negative Impact The impact would be temporary

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Sr. Components Activities Predicted impacts Extent of Impacts No possibility of traffic and location specific. congestion outside the site on the bypass on the highway.

FUNCTIONAL PHASE

1. Ambient air -Particulate and gaseous Minor negative impact Limited along side the routes quality emissions from vehicle inside premises with no movement impact outside. 2. Noise -Noise from vehicle Minor negative impact New generation vehicles will be movement inside premises. plying on the roads, which No significant impact at generate less noise. sensitive receptors. 3. Water quality -Oil/fuel and waste spills. No significant adverse No wastewater discharge outside -Discharge of sewage. impact the premises to the nearby water -Discharge of contaminated source. storm water 4. Water No impact -- availability 5 Soils - Accidental Fuel and No negative impact Excavated topsoil from the area material spills will be preserved and reused for horticulture purpose. 6. Ecology, -Land use change Minor negative impact -- flora & fauna 7. Socio-economy -Increased job opportunity Overall positive impact Socio-economic status of the -Project will involve few region will be improved. resettlement of encroachers -Better social infrastructure 8. Traffic pattern Improved roads without any Positive Impact - obstruction

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CHAPTER 5 ENVIRONMENTAL MANAGEMENT PLAN

5.1 INTRODUCTION

It has been evaluated that the study area will not be adversely affected significantly and impacts are mainly exposed to be confined to the proposed corridors. Mitigation measures at the source level and an overall Management Plan are elicited to improve the supportive capacity and also to preserve the assimilative capacity of the receiving bodies. The Management Action Plan aims at controlling pollution at the source level to the maximum possible extent with the available and affordable technology followed by treatment measures.

The Environmental Management Plan (EMP) is a site specific plan developed to ensure that the project is implemented in an environmental sustainable manner where all contractors and subcontractors, including consultants, understand the potential environmental risks arising from the proposed project and take appropriate actions. EMP also ensures that the project implementation is carried out in accordance with the design and by taking appropriate mitigative actions to reduce adverse environmental impacts during its life cycle.

Development of site for proposed BRTS routes to a certain extent, create inevitable impacts mainly during construction phase, but these are temporary and rather marginal and can be reduced significantly with the help of effective EMP. The potential environmental impacts, which need to regulate are mentioned below:

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

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

• Wastewater generation from sanitary/domestic activities; and

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• Solid waste disposal.

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

5.2 AIR ENVIRONMENT

5.2.1 Construction Phase

To mitigate the impact of SPM/dust during the construction phase of the proposed project, the following measures are recommended:

- A Fugitive dust control. - Procedural changes to construction activities.

™ Fugitive Dust Control

Source wise Fugitive dust control measures are tabulated below:

Table 5.1: Fugitive Dust Control Measurers

Source Control Measures Earth moving - For any earth moving which are more than 30m from site boundary, conduct watering as necessary to prevent visible dust emissions. Disturbed - Apply dust suppression measures frequently to maintain a surface areas stabilized surface; - Areas, which cannot be stabilized, as evidenced by wind driven dust, must have an application of water at least twice per day. Inactive - Apply dust suppressants in sufficient quantity and frequency to disturbed maintain a stabilized surface. surface areas Unpaved roads - Water all roads used for any vehicular traffic at least twice per day of active operations; OR - Water all roads used for any vehicular traffic once daily and restrict vehicle speed to 20 kmph, which will reduce dust emission. Open storage - Apply water to at least 80 percent of the surface areas of all piles open storage piles on a daily basis when there is evidence of wind driven fugitive dust; OR - Install an enclosure all along the storage piles. Track-out - Downwash of construction vehicles (especially tyres) prior to control departure from site. The most cost-effective dust suppressant is water. Water can be sprinkled by the handheld sprays or with the help of automatic sprinkler systems as the situation would demand. The incoming

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loads of dusty materials could be covered to avoid spreading of dust. Besides; loss of material in transport, especially if material is transported off-site, can very well be minimised.

™ Procedural Changes in Construction Activities • Material Production - The transport of materials such as concrete, asphalt, etc. to construction sites generate significant amounts of road dust, especially for sites that are relatively far off from the material manufacturers. Setting up the temporary portable concrete plants and/or asphalt plants at construction sites can eliminate haulage of these materials.

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

• Improved Maintenance - Recognizing that significant emission reductions can be achieved through regular equipment maintenance, contractors could be asked to provide maintenance records for their fleet at regular intervals as a part of the contract awarded to them. A monetary incentive/disincentive provision could be made to encourage contractors to comply with the regular maintenance requirements.

• Reduction of on-site construction time - Rapid on-site construction could reduce the duration of traffic interference and therefore, reduce emissions from traffic delay.

5.2.2 Functional Phase

To mitigate the impact of pollutants from vehicular traffic during the operational phase of the site, the following measures are recommended for implementation:

• Vehicle emission controls; and

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• Greenbelt development.

Vehicle Emission Controls

Vehicles (Cars, Buses, Two-Three wheelers and Light Commercal Vehicles) to be used should be confirmed to Euro-III norms, which are in force. Regular maintenance of the vehicle should be mandatory. Restriction of speed is also helpful in the reducing the emission rate. Instead of petrol, the fuels like CNG/LPG could be encouraged.

Greenbelt Development

Increasing vegetation in the form of greenbelt is one of the preferred methods to mitigate air pollution. Plants generate oxygen, serve as a sink for pollutants, reduce the flow of dust and reduce the noise pollution too along side the BRTS routes.

5.3 NOISE ENVIRONMENT

5.3.1 Construction Phase

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

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

• Workers employed in high noise areas would be rotated. Earplugs/muffs, or other hearing protective devices could be provided to those working very close to the noise generating machinery.

5.3.2 Functional Phase

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

Greenbelt Development:

Noise attenuating / breaking species also could be planted in a greenbelt, especially surrounding the noise generating sources.

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Noise Barriers:

A noise barrier (also called a soundwall, sound berm, sound barrier, or acoustical barrier) is an exterior structure designed to protect sensitive land uses from noise pollution. Noise barriers are the most effective method of mitigating roadways, railway, and industrial noise sources – other than cessation of the source activity or use of source controls.

In the case of surface transportation noise, other methods of reducing the source noise intensity include encouraging the use of hybrid and electric vehicles, improving automobile aerodynamics and tire and choosing low-noise paving

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

Following guidelines will be followed in designing, errection and selection of Noise barriers

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

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

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

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

• A material that has a Transmission Loss (TL) of 33 db or greater shall be provided. Similarly the material surface density shall be less than 10 Kg/m2

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

• In general the following materials could be used:-

• Steel

• Aluminum

• Polycarbonate or acrylic sheets

• Concrete, brick or glass fiber reinforced concrete

• Proprietary made acoustic panels

• Noise barriers shall not be closer than 4.5 m. from carriage way to protect it from the impact of errant vehicles. If the space is limited say less than 1.5 m intentioned corrugated beam barriers or concrete profile barrier can be integrated with the noise barrier.

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

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

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

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

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

• Adequate ventilation shall be provided f barrier structure is an enclosure.

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

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

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

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

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

Metal Noise Barrier Metal Noise Barrier

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

Transparent Noise Barrier

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

Recycled Material: An increasing number of products are available which claim to be “environmentally friendly” by incorporating various recycled materials in their manufacture. Examples are: recycled plastics in supporting structures, waste materials from industrial processes in absorbers, sections of old tyres as planters, domestic waste transformed into compost. Sound Absorbent Materials: Acoustic requirements should be specified for the whole noise barrier structure (including panels and supporting structure) and

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allowance should be made for a proportion of reflective supporting elements. Sound absorbent material may be fixed to a backing structure such as a framework of timber or steel, or the surface of a solid wall. Sound absorbent panels are often based on noise absorbent products developed for use in industrial environments and may be available in a range of colours. The aesthetic aspects including shape, colour and surface texture should be considered.

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

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Wooden Noise Barrier Brick Noise Barrier

Tentative locations of noise barriers on both the corridors is given below

Noise barrieres location on Kalewadi Phata to Dehu Alandi Road

Sr. Noise barriers Location Name Length of noise No. barriers

1 Flyover at Junction of Chinchwad Road – 475 m Kalewadi Road

2 Flyover on D. P. Road 175 m

3 Flyover on Link Road 215

4 Flyover on Pune Mumbai rail line

5 Flyover on old Pune Mumbai road

6 Flyover on Spine road junction

Noise barriers location on Nashik Phata to Wakad Station

Sr. Noise barriers Location Name Length of noise No. barriers

1 Flyover at Kasaewadi 542.66 m

2 Flyover at the junction of the 45 m D. P. Link and the Aundh – Wakad link road

3 Flyover at Nashik Highway Junction

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5.4 IMPACT ON WATER RESOURCES

5.4.1 Construction Phase

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

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

5.4.2 Functional Phase

Very limited use of water for plantation along the BRTS routes.

• Storm Water Management:

Most of the storm water produced along the BRTS routes will be channelled to the well laid out storm water network devised alongside of both the corridors and it will recharge in ground water recharge pit through sand filter.

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• Rainwater harvesting:

Rainwater harvesting can serve as a solution to the water problem in the water crises area by capturing the runoff. Rainwater harvesting helps in utilizing the primary source of water and prevent the runoff from going into sewer, thereby serving dual purpose: Making water available for future use and reducing the load on treatment plants. Recharging the water aquifers help in improving the quality of existing groundwater through dilution. Rainwater harvesting comprises of two components

Storing Rainwater in ground water reservoirs for beneficial use in future Rain water harvesting for artificial recharge of ground water.

In proposed BRTS collected rain water will recharge in ground water through recharge pit. The details of rainwater harvesting system along with the design basis are given below:

Basis For Proposed System

The basis considered for proposed system is • Data available and • Design considerations.

Data For rainwater disposal data required is with respect to • Rainfall – annual rainfall and rainy days • Rainfall intensity - Maximum rainfall in one hour • Area to be considered for storm water drainage • Type of area i.e. paved area, open area etc. • Ground strata • Water table

Rainfall Intensity

This defines precipitation occurring in a given area over a period of unit time. It is independent of its actual duration. The practice is to keep record for every hour. The rainfall intensity data is available with Indian Meteorological Department for different Indian Cities. As

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per record, maximum rainfall intensity for PCMC area is 55 mm per hour, which has been considered for the designs for this project. Area Covered It is proposed to provide system to cater storm water within the corridor premises and there will not be any contributory area outside the Project. Thus, for design of storm water drainage system along with rain water harvesting, total area considered is about 4500 Sqm

• Width of road: 22.5 m • Distance between rainwater recharge pits: 200 m • Area covered for per pit: 200 x 22.5 = 4500 Sqm

DESIGN CONSIDERATIONS

The various design aspects catered are as follows. Rainfall Intensity

The highest intensity recorded as per meteorological data is 55 mm/hrand hence system is designed for rainfall intensity of 55 mm/hr. This parameter is most critical from design point of view.

Runoff Coefficient

The runoff coefficient varies for different type of surface on which rainfall is received. The runoff coefficients considered for project area are

Sr. Catchments Type Coefficient No. 1 Building Roof drained by water pipes 1.0 2 Concrete / asphalt paved area 0.8-0.90 3 Streets 0.85 – 0.90 4 Open area etc. 0.2-0.3

Flow Calculations a) Total volume of rainfall collected per recharge pit

= 4500 x 0.055 x 0.8

= 198 m3/hr

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Disposal System. If rain water is allowed to pass through the recharge pits as it is, ground water quality is likely to be affected. In order to prevent its contamination and ensure quality for adjacent bore wells around the proposed corridors, which may be a water source for others. We have proposed simple sand filtration system. A typical sketch for such system is given below. The runoff collected from the road strecth is recharged using a percolation pit of size 1.5m x 1.5m x 1.5m with recharge bore. The harvested water is filtered using the layers of boulders, pebbles and gravel before it is recharged to the sub soil.

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Typical Rain Water Harvesting Pit

STEEL COVER

0.3 m BOULDERS 5-20 cm

1.2 m COARSE SAND 1.5-2 mm

1.2 m GRAVELS 5-10 mm

1.2 m BOULDERS 5-20 cm

SECTION A-A

1.5 m

A A

1.2 m

PLAN

RAIN HARVESTING RECHARGE PIT

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5.5 Impacts on Land Environment

5.5.1 Construction Phase

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

Construction Debris:

The main sources of construction debris on proposed corridors are encroachments on the roads and eisting road.

Construction debris is bulky and heavy and re-utilization and recycling is an important strategy for management of such waste. As concrete and masonry constitute the majority of waste generated, recycling of this waste by conversion to aggregate can offer benefits of reduced landfill space and reduced extraction of raw material for new construction activity. This is applicable to proposed site since the construction is to be completed in a phased manner.

Recycled aggregate could be used for filler application, and as a sub- base for road construction.

Construction contractors could be asked to remove metal scrap from structural steel, piping, concrete reinforcement and sheet metal work from the site. A significant portion of wood scrap can be reused on site. Recyclable wastes such as plastics, glass fibre insulation, roofing etc shall be sold to recyclers. PCMC has demarcated the construction debris landfill site within its municipal limits.

Waste from labour camp & Biomass:

Waste generated from labour camps will mainly comprise the household domestic waste, which could be collected and composted on site along with the biomass from the land clearing activities. The non-compostable and non-recyclable portion of the waste shall be collected and transported to the nearest identified landfill site.

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Topsoil Management

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

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

5.5.2 Functional Phase

• Solid waste generation is not anticipated during operation phase.

5.6 BIOLOGICAL ENVIRONMENT

5.6.1 Construction Phase

Cutting, uprooting, coppicing of trees or small trees present in and around labour camps for cooking, burning or heating purposes will be prohibited and suitable alternatives for this purpose will be found. After completion of major construction work, the green belt will be developed as there will be no or less disturbance in these areas.

5.6.2 Functional Phase

Extensive plantation and landscaping is proposed to mitigate any impacts during this phase.

• Plantation & Landscaping

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Selection of the plant species to be done on the basis of their adaptability to the existing geographical conditions and the vegetation composition of the region. During the development of the green belt within the project area, emphasis shall be given on selection of plant species like nitrogen fixing species, species of ornamental values, species of very fast growth with good canopy cover etc.

• Green Belt Development Plan

Plantation has to be taken up suitably along both sides of both the corridors at 10 m center to center distance keeping in view the landscaping aspects. About 3800 trees will be planted on both the corridor. The maintenance of the plantation area will also be done by the PCMC. The cost of plantation is estimated at Rs.3,80,000. The trees will be planted in consultation with forest and horticulture department of Maharashtra Goverment.

ƒ Selection of plant species for Green belt development

The selection of plant species for the development depends on various factors such as climate, elevation and soil. The list of plant species, which can be suitably planted, and having significant importance are provided in Table-5.2. The plants should exhibit the following desirable characteristic in order to be selected for plantation.

i. The species should be fast growing and providing optimum penetrability. ii. The species should be wind-firm and deep rooted. iii. The species should form a dense canopy. iv. As far as possible, the species should be indigenous and locally available

v. Species tolerance to air pollutants like SPM, SO2 & NOx should be preferred. vi. The species should be permeable to help create air turbulence and mixing within the belt. vii. There should be no large gaps for the air to spill through. viii. Trees with high foliage density, leaves with larger leaf area and hairy on both the surfaces. ix. Ability to withstand conditions like inundation and drought.

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x. Soil improving plants (Nitrogen fixing, rapidly decomposable leaf litter). xi. Sustainable green cover with minimal maintenance.

Table 5.2: Suggested Plant Species - Green Belt Area

Sr. No. Name COMMENT 1 Acacia nilotica Direct Seedling Possible 2 Albizzia sp. Drought Resistant, High Growth Rate 3 Acacia auriculiformis Direct Seedling Possible, High Growth Rate 4 Azadirachta indicata Direct Seedling Possible, Drought Resistant 5 Annona squamosa Drought Resistant, High Growth Rate 6 Bauhinia variegata Drought Resistant, High Growth Rate 7 Cassia festula. Direct Seedling Possible, High Growth Rate 8 Dalbergia sisoo High Growth Rate 9 Erythrina indica High Growth Rate 10 Ficus bengalensis High Growth Rate 11 Ficus religiosa High Growth Rate 12 Grewia sp. High Growth Rate 13 Leuceana leucocephala High Growth Rate 14 Morus indica/alba Drought Resistant 15 Prosopis sp. Direct Seedling Possible, Drought Resistant 16 Tamarindus indica Drought Resistant 17 Terminelia arjuna High Growth Rate 18 Zizyphus sp. Direct Seedling Possible, Drought Resistant, High Growth Rate Ornamental trees with spreading branches, shade giving with colorful flowers for people to relax. (Alstonia scholaris, Saraca asoca, Ailanthus excelsa, Peltophorum pterocarpum, Mimusops elengi, Tecoma stans, Cassia fistula, Cassia alata, Callistemon citrinus, Acalypha hispida, Caesalpinia pulcherrima, Calliandra haematocephala, Cestrum nocturnum, Erythrina indica, Murraya paniculata, Plumeria acuminata, Polyalthia longifolia, Polyalthia pendula, Putranjiva roxburghii, Tabernaemontana divaricata etc)

5.7 IMPLEMENTATION SCHEDULE OF MITIGATION MEASURES

The mitigation measures suggested above will be implemented so as to reduce the impact on environment due to the proposed development of BRTS Route. In order to facilitate easy implementation of mitigation measures, these are phased out as per the priority as given in Table 5.3.

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TABLE 5.3: Implementation Schedule

Sr. Recommendations Requirement No. 1. Air pollution control Measures Before commissioning of respective operations 2. Water Pollution Control Before commissioning of the Measures operations 3. Noise Control Measures Along with the commissioning of the operations 4. Ecological Preservation and Stage wise implementation Up gradation

5.8 Environmental Management System & Monitoring Plan

For the effective implementation of EMP, an Environmental Management System (EMS) should be established at the site. The EMS should include the following:

• An environmental management cell.

• Environmental Monitoring.

• Personnel Training.

• Regular Environmental Audits & Corrective Action.

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

5.8.1 Environmental Management Cell

A Cell for Environmental Management within PCMC at the project level, will take the overall responsibility for co-ordination of the actions required for environmental management and mitigation, and for monitoring the progress of the proposed management plans and actions to be taken for the project. The Cell will be headed by a qualified environmental engineer and the other members of the cell that will include an environmental field officers, scientist, chemists and operators. The cell will report to city engineer of PCMC directly for regular compliances. The EMC will prepare a formal report on environmental management at six-monthly intervals. Reports on any urgent or significant issues may be prepared at shorter intervals. Apart from responsibilities listed above, the EMC will have the responsibility of the following:

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To implement the environmental management plan,

- To assure regulatory compliance with all relevant rules and regulations, - To minimize environmental impacts as by strict adherence to the EMP, - To initiate environmental monitoring as per approved schedule. - Maintain documentation of good environmental practices and applicable environmental laws as ready reference. - Maintain environmental related records. - Coordination with regulatory agencies, external consultants, monitoring laboratories. - All the Environment related aspects will be handled by a dedicated group and will be responsible for the compliance to all the issues - To manage post project-monitoring plan as per approved EIA & EMP. - To develop & maintain green belt - To work for continuous & regular improvement in environmental engineerring

5.8.2 Environmental Monitoring

The purpose of environmental monitoring is to evaluate the effectiveness of implementation of Environmental Management Plan (EMP) by periodically monitoring the important environmental parameters within the impact area, so that any adverse affects are detected and timely action can be taken. In consultation with MPCB, the PCMC will monitor ambient air quality, noise levels, groundwater quality and quantity, soil quality and solid wastes in accordance with an approved monitoring schedule. The monitoring protocol and location selection will have to be done carefully. The monitoring and sampling program should be discussed and approved by MPCB. A suggested monitoring protocol, based on the predicted impacts, is given in Table 5.4.

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Table 5.4: Suggested Monitoring Program during Construction Phase

Sr. Environmental No. of Locations Name Parameters Period and Frequency No attribute Locations

1. Ambient Air Quality • Five stations • Chinchwad Road – Criteria Pollutants: SO2, • 24-hr average sampling per corridor Kalewadi Road Junction N0x, SPM, PM10, CO except for CO, which • will be 8-hr sampling. – • Twice a week

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

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Table 5.4: Suggested Monitoring Program during Operation Phase

Sr. Environmental No. of Locations Name Parameters Period and Frequency No attribute Locations

1. Ambient Air Quality • Three stations • Chinchwad Road – Criteria Pollutants: SO2, • 24-hr average sampling per corridor Kalewadi Road Junction N0x, SPM, PM10, CO except for CO, which • will be 8-hr sampling. – • Quarterly

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

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

5.8.3 Awareness & Training

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

5.8.4 Record Keeping & Reporting

Record keeping and reporting of performance is an important management tool. Records should be maintained for regulatory, monitoring and operational issues. Typical record keeping requirements is summarized in Table 5.5.

Table 5.5: Record Keeping Requirements

Parameter Particulars

Solid Waste • Daily quantity of waste received Handling & • Daily quantity treated and recycled Disposal • Daily quantity sold Regulatory • Environmental Permits / Consents from MPCB / MoEF (if Licenses required) (Environmental) • Copy of Waste manifests as per requirement Monitoring & • Records of all monitoring carried out as per the finalized Survey monitoring protocol. Other • Log book of compliance • Employee environmental, health and safety records • Equipment inspection & calibration records, where applicable • Vehicle maintenance and inspection records

5.8.5 Environmental Audits & Corrective Action Plans

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

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Environmentally Responsible Construction Practices

EMP Activity Measures Identification EMP-CON-1 River/Rail/Road • Construction shall be expedited and Crossings use of equipment and mainline construction activities within rivers shall be limited to minimum • River crossings will be constructed as perpendicular to the axis of the river as far as practicable • All material and structures related to construction shall be cleared from the river and it's vicinity after construction • The mud and drilling fluids generated during the drilling operations shall be disposed-of in an approved manner • Spill prevention and control measures shall be taken. No storage of oil or lubricants shall be located near river or drains feeding the rivers. EMP-CON-2 Top Soil • Topsoil shall be segregated during Preservation trenching and stacked separately • Topsoil shall not be used for padding, backfill or trench breakers • Topsoil shall be stacked on the non- traffic side of the trench • At the completion of construction, topsoil shall be spread on top of the trench EMP-CON-3 Trench • Hoses used for dewatering shall not Dewatering touch the trench bottom • Screens and filters shall be used to avoid pumping of sediments • Discharge of trench water or other forms of turbid water directly onto exposed soil or into any water body shall be avoided EMP-CON-4 Backfilling • Excavated and blast rock shall be used as backfill above the layer of padding • A crown of soil shall be kept to allow for future settling • Excess or unsuitable material shall be cleared from the site and disposed of at an approved location

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EMP Activity Measures Identification EMP-CON-5 Restoration • Disturbed land shall be brought back to near original condition as soon as the construction activities are completed. • Landowners shall be allowed to cultivate land after restoration • Final grading shall be completed as soon as possible • After the trench is backfilled, rock which cannot be buried or hauled away shall be used for the soil erosion control measures and construction debris and other wastes shall be cleared from the RoU • RoW shall be graded to pre- construction contours, as practical, with a small crown of soft soil left over the trench to allow for future settlement • Fences and other facilities cut across during construction shall be repaired EMP-CON-6 Blasting • Blasting, if required, will be done in a controlled manner. • Minimal blasting shall be employed in human inhabited areas and forest areas • Appropriate warning shall be provided to the local inhabitants by means of signals, barricades, flags, sirens, etc. • Safe storage and handling practices as stipulated by the governmental authorities, in respect of explosives shall be followed • Only a licensed and experienced professional shall handle the blasting activity

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EMP Activity Measures Identification EMP-CON-7 Hydrostatic • The potential environmental impacts Testing from the withdrawal and discharge of hydrostatic testing water shall be minimized by recycling water during the testing of each stretch, if possible • Test water shall be disposed of in accordance with the requirements of the regulatory authorities • Test water shall be discharged back into the water body adopting soil erosion control measures EMP-CON-8 Special • Precautionary measures shall be taken Precautions at tectonically active areas such as folds and faults, if any, en-route the BRTS. • Sand, aggregates and other quarry materials should be sourced from local authorised and licensed quarries • Creation of temporary tracks of trucks shall be avoided to the extent possible. However, in case truck tracks are made, the same shall be reinstated to its near original condition

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Preservation of Environmental Quality

EMP Environmental EMP Measures Identification Component EMP-EQ-1 Air Environment • Particulate emissions shall be controlled by water sprinkling wherever necessary. • Operation of temporary Concrete, Asphalt and Hot Mix Plants shall adhere to relevant emission norms of MoEF. • All vehicles shall have valid PUC certificate. • All DG sets shall meet emission norms. • On-site burning of construction wastes shall be prohibited • Materials having the potential to create dust shall not be loaded to a level higher than the side and tail boards, and shall be carried in vehicles fitted with cover lids • Excavated materials shall be placed in the designated dumping/disposal areas. • The heights from which materials are dropped shall be limited to 1.5 m. to limit fugitive dust generation • All motorized vehicles on katcha roads on the site shall be allowed a maximum speed of 15 kilometers per hour. EMP-EQ-2 Noise • Modern “quiet-running” equipment Environment shall be used wherever available. • Each item of powered machinery used on site shall be properly maintained and serviced so as to minimize noise emissions • Earmuffs shall be provided to operators of heavy construction equipment • Stationary equipment shall be located so as to minimize noise impact on the community. • Equipment and plant shall not be kept idling when not in use. • Plant and equipment known to emit noise strongly in one

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EMP Environmental EMP Measures Identification Component direction shall be oriented where possible, in a direction away from noise sensitive receptor EMP-EQ-3 Water • Liquid effluents from construction Environment camps and spoiled/drained lubricant oil washings from construction machinery shall not be discharged to any water body without treatment • Temporary drainage channels shall be provided to minimize soil erosion. • Water used in washing and flushing pipelines shall be discharged into storm water drains or natural drains after settling.

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EMP Environmental EMP Measures Identification Component MP-EQ-4 Land • All construction equipment and Environment material shall be stored in a neat and orderly manner. • Any excess excavated material shall be removed from the construction site as soon as possible after the completion of excavation operations. • If any soil compaction occur outside embankment area within or outside the RoU due to movement/parking of heavy machinery, the top soil shall be ripped lightly prior to leaving the stretch • Excavated top soil shall be preserved near the trench • Land shall be reinstated after laying the Roads using the preserved top soil • Any kind of material resulting from clearing and grading shall not be deposited on temporary or permanent basis in the approach roads, railways, streams, ditches and any other position which may hinder the passage and/or natural water drainage • Barriers or other structures shall be provided in steep slope areas to prevent the removed material sliding downhill from RoU • Temporary sanitary facilities shall be provided for workmen by locating the facilities in an inconspicuous place as possible. These facilities shall be maintained in a clean, odour-free condition at all times taking care to avoid soil and groundwater contamination. • Cutting recently built or resurfaced roads shall be avoided except when this is essential for emergency repair. To facilitate this practice, the authority shall maintain close co- ordination with the agencies regarding their street resurfacing programs.

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EMP Environmental EMP Measures Identification Component EMP-EQ-5 Biological • The vegetation shall be cut off at Environment ground level leaving the roots intact to the maximum extent possible. Only stumps and roots directly over the trench would be removed Precautions shall be taken to minimize damage to native plants on the periphery of construction area • Minimum number of trees shall be cut while building road. Equal number of trees shall be planted under compensatory afforestation • Removing vegetation outside RoU shall be strictly prohibited

EMP-EQ-6 Socio-economic • Prior information about the project Environment shall be given to locals in the area • Caution shall be exercised to avoid disturbance to existing infrastructure along the BRTS route, such as telephone and electrical cables, water pipelines etc. • If the construction activity uncovers subsurface evidence of archaeological significance, the construction activity in the vicinity of the find shall be delayed until the archaeological department evaluates the find. • Induction of workers from areas outside the region could introduce a potential effect on the local culture, habits and economics. Therefore as far as possible locals shall be employed in construction activities

5.8.6 Budget Provision for EMP

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

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Adequate budgetary provision will be made by the PCMC for execution of Environmental Management Plan. The details of budget is given Table 5.6. and Annexure IV

Table 5.6: Budget Provision for EMP

Sr. No. Environmental Aspect Total Expendature Air Pollution 1 21,90,000 • Water Sprinkling 2 Landscaping and Tree Plantation 53,80,000 Environmental Monitoring 3 • Air, Water, Noise, Soil qulaity 49,18,000 monitoring 4 Occupational Health & Medical Check up 10,00,000 5 Social Development 50,00,000 5 Total 1,84,88,000

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ANNEXURE I PROPOSED ROAD CORRIDOR

Print & Attach PDF file (attched Anneure I) in A1 Size

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ANNEXURE II PROPOSED ROAD CORRIDOR – NASHIK PHATA TO WAKHAD

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ANNEXURE III TREES ALONG THE ROUTE

KALEWADI PHATA TO DEHU-ALANDI ROAD

LEFT SIDE FROM KALEWADI PHATA

Sr. GIRTH HEIGHT COM.NAME BOTANICAL NAME No. mtrs mtrs

1 Raintree Siemea saman 0.90 7.5 2 Raintree Siemea saman 0.78 6 3 Raintree Siemea saman 0.30 4.5 4 Raintree Siemea saman 0.81 7.5 5 Raintree Siemea saman 0.90 9 6 Raintree Siemea saman 0.90 10.5 7 Raintree Siemea saman 0.96 10.5 8 Raintree Siemea saman 1.20 9 9 Pimpal Ficus religiosa 0.90 9.6 10 Raintree Siemea saman 0.90 10.5 11 Raintree Siemea saman 0.90 9 12 Raintree Siemea saman 0.90 8.7 13 Raintree Siemea saman 0.96 7.5 14 Raintree Siemea saman 0.81 10.5 15 Raintree Siemea saman 0.60 9 16 Vad Ficus bengalnsis 0.45 4.5 17 Raintree Siemea saman 0.66 7.5 18 Raintree Siemea saman 0.72 9 19 Raintree Siemea saman 0.69 10.5 20 Raintree Siemea saman 0.90 9 21 Raintree Siemea saman 0.96 10.5 22 Raintree Siemea saman 0.75 7.5 23 Raintree Siemea saman 0.81 12 24 Umbar Ficus recemosa 0.60 6 25 Raintree Siemea saman 0.81 9 26 Raintree Siemea saman 0.90 7.5 27 Raintree Siemea saman 0.75 9 28 Raintree Siemea saman 1.05 7.5 29 Pimpal Acasia spp. 0.90 7.5 30 Pimpal Acasia spp. 0.90 7.5 31 Raintree Siemea saman 0.90 7.5 32 Raintree Siemea saman 0.90 7.5 33 Vad Ficus bengalnsis 0.60 4.5 34 Raintree Siemea saman 1.05 7.5 35 Raintree Siemea saman 0.75 9 36 Raintree Siemea saman 0.90 10.5 37 Vad Ficus bengalnsis 1.59 12 38 Raintree Siemea saman 1.20 10.5 39 Gulmohar Delonix regia 0.60 7.5 40 Raintree Siemea saman 1.05 10.5 41 Kadunimb Azardiracta indica 0.60 7.5

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Sr. GIRTH HEIGHT COM.NAME BOTANICAL NAME No. mtrs mtrs

42 Ashok Polyantha longifolia 0.30 9 43 Kadunimb Azardiracta indica 0.30 4.5 44 Trunk - 0.45 7.5 45 Mango Mangifera indica 0.60 6 46 Jambul Syzigiums cumini 0.60 7.5 47 Vad Ficus bengalnsis 0.60 7.5 48 Kadunimb Azardiracta indica 0.30 7.5 49 Raintree Siemea saman 0.60 6 50 Vad Ficus bengalnsis 0.69 7.5 51 Vad Ficus bengalnsis 0.60 9 52 Vad Ficus bengalnsis 0.69 7.5 53 Vad Ficus bengalnsis 0.75 7.5 54 Vad Ficus bengalnsis 0.60 4.5 55 Raintree Siemea saman 0.75 7.5 56 Raintree Siemea saman 0.81 4.5 57 Raintree Siemea saman 0.81 4.5 58 Subabhul Leucaena leucocephala 0.39 3 59 Nilgiri Eucalyptus species 0.60 12 60 Suru Casurina equisitifolia 0.45 6 61 Subabhul Leucaena leucocephala 0.54 7.5 62 Kadunimb Azardiracta indica 0.30 6 63 Raintree Siemea saman 0.69 7.5 64 Raintree Siemea saman 0.60 4.5 65 Raintree Siemea saman 0.60 4.5 66 Umbar Ficus recemosa 0.45 4.5 67 Umbar Ficus recemosa 0.60 4.5 68 Subabhul Leucaena leucocephala 0.75 7.5 69 Vad Ficus bengalnsis 0.75 9 70 Mango Mangifera indica 0.36 4.5 71 Kadunimb Azardiracta indica 0.45 7.5 72 Jambul Syzigiums cumini 0.30 4.5 73 Subabhul Leucaena leucocephala 0.30 3 74 Pimpal Ficus religiosa 0.30 3

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RIGHT SIDE FROM KALEWADI PHATA

Others GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME (Specify) mtrs mtrs

1 Avenue vad Ficus bengalnsis 0.30 1.5 2 Avenue pimpal Ficus religiosa 0.60 7.5 3 Avenue vad Ficus bengalnsis 0.60 3 4 trunk - 0.78 6 5 trunk - 0.90 7.5 6 Avenue raintree Siemea saman 0.90 6 7 Avenue raintree Siemea saman 0.96 7.5 8 Avenue raintree Siemea saman 0.60 6 9 Avenue raintree Siemea saman 0.90 7.5 10 Avenue raintree Siemea saman 1.05 10.5 11 Avenue raintree Siemea saman 0.90 7.5 12 Avenue raintree Siemea saman 0.90 7.5 13 Avenue raintree Siemea saman 0.60 9 14 Avenue raintree Siemea saman 0.75 7.5 15 Avenue vad Ficus bengalnsis 0.60 4.5 16 Avenue raintree Siemea saman 0.81 7.5 17 Avenue raintree Siemea saman 0.75 4.5 18 Avenue raintree Siemea saman 0.81 7.5 19 Avenue raintree Siemea saman 0.60 6 20 Avenue raintree Siemea saman 0.69 11.4 21 Avenue raintree Siemea saman 0.42 4.5 22 Avenue raintree Siemea saman 0.39 6.6 23 Avenue raintree Siemea saman 0.90 9 24 Avenue raintree Siemea saman 0.75 10.5 25 Avenue umbar Ficus recemosa 1.05 9 26 Avenue raintree Siemea saman 0.60 7.5 27 Avenue vad Ficus bengalnsis 0.30 7.5 28 Avenue raintree Siemea saman 0.45 7.5 29 Avenue vad Ficus bengalnsis 0.45 4.5 30 badam Prunus dulsis 0.30 4.5 31 badam Prunus dulsis 0.30 4.5 32 Avenue raintree Siemea saman 0.75 7.5 33 Avenue vad Ficus bengalnsis 0.51 4.5 34 Avenue vad Ficus bengalnsis 0.54 3 35 Avenue suru Casurina equisitifolia 0.60 4.5 36 Avenue umbar Ficus recemosa 0.30 3 Coclospermun 37 Avenue devkapashi inerme 0.69 7.5 38 Avenue babhul Acasia Species 0.60 6

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AUTO CLUSTER TO CHAUDHARY NAGAR

RIGHT SIDE FROM AUTO CLUSTER

GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME mtrs mtrs

1 Apta 0.30 3 2 Bahuniya Bahuniea tomantosa 0.60 3.6 3 Raintree Siemea saman 0.45 4.5 4 Bahuniya Bahuniea tomantosa 0.60 4.5 5 Bahuniya Bahuniea tomantosa 0.30 6 6 Bahuniya Bahuniea tomantosa 0.45 4.5 7 Bahuniya Bahuniea tomantosa 0.30 4.5 8 Bahuniya Bahuniea tomantosa 0.18 3 9 Bahuniya Bahuniea tomantosa 0.90 6 10 Bahuniya Bahuniea tomantosa 0.78 3 11 Limboni 1.20 9 12 Raintree Siemea saman 0.90 7.5 13 Raintree Siemea saman 0.60 6 14 Boganwel 0.30 2.1 15 Tabubea Tabubea rosea 0.90 3 16 Morpankh 0.30 7.5 17 Raintree Siemea saman 0.90 7.5 18 Raintree Siemea saman 0.30 4.5 19 Raintree Siemea saman 0.30 6 20 Raintree Siemea saman 0.30 7.5 21 Pimpal Ficus religiosa 0.60 7.5 22 Kapus 0.30 4.5 23 Babhul Acasia Species 0.30 3 24 Morpankh 0.30 3 25 Morpankh 0.30 3 26 Morpankh 0.30 4.5 27 Morpankh 0.60 6 28 Pheshia 0.60 4.5 29 Bottlebush Acasia spp. 0.60 4.5 30 Pheshia Acasia spp. 0.60 10.5 31 Raintree Siemea saman 1.20 6 32 Bottlebush Callistemom lanciolatus 0.30 3 33 Subabhul Ficus bengalnsis 0.30 9 34 Subabhul Leucaena leucocephala] 0.30 4.5 35 Kadunimb Azardiracta indica 0.30 3 36 Jambhul Syzigium cumini 0.60 4.5 37 Jambhul Syzigium cumini 0.30 4.5 38 Jambhul Syzigium cumini 0.30 6 39 Jambhul Syzigium cumini 0.30 7.5 40 Jambhul Syzigium cumini 0.30 3 41 Pheshia 0.60 3 42 Bottlebush Callistemom lanciolatus 0.30 3 43 Pipani Ficus nana 0.90 10.5

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GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME mtrs mtrs

44 Pipani Ficus nana 0.30 6 45 Nirgil 0.60 7.5 46 Pipani Ficus nana 0.90 3 47 Apta 0.90 3 48 Nirgil Eucalyptus species 0.90 10.5 49 Nirgil Eucalyptus species 0.60 7.5 50 Nirgil Eucalyptus species 0.90 7.5 51 Yuja 0.90 6 52 Raintree Siemea saman 0.78 7.5 53 Kadunimb Azardiracta indica 0.60 9 54 Raintree Siemea saman 0.90 7.5 55 Raintree Siemea saman 0.30 6 56 Raintree Siemea saman 0.30 7.5 57 Raintree Siemea saman 0.60 7.5 58 Raintree Siemea saman 0.66 7.5 59 Raintree Siemea saman 0.90 7.5 60 Pimpal Ficus religiosa 0.60 6 61 Pimpal Ficus religiosa 0.30 3 62 Pimpal Ficus religiosa 1.20 12 63 Vad Ficus bengalensis 0.30 3 64 Pimpal Ficus religiosa 0.60 7.5 65 Pimpal Ficus religiosa 0.90 9 66 Pimpal Ficus religiosa 1.20 12 67 Pimpal Ficus religiosa 0.90 10.5 68 Pimpal Ficus religiosa 1.20 12 69 Subabhul Leucaena leucocephala] 1.20 12 70 Kadunimb Azardiracta indica 0.60 10.5 71 Subabhul Leucaena leucocephala] 0.60 7.5 72 Nirgil Eucalyptus species 0.60 9 73 Pipani Ficus nana 0.60 12 74 Pimpal Ficus religiosa 0.60 6 75 Raintree Siemea saman 0.90 10.5 76 Raintree Siemea saman 0.90 10.5 77 Raintree Siemea saman 0.60 12 78 Raintree Siemea saman 0.90 9 79 Raintree Siemea saman 0.90 7.5 80 Pimpal Ficus religiosa 1.20 9 81 Pimpal Ficus religiosa 1.20 10.5 82 Pimpal Ficus religiosa 1.38 12 83 Pimpal Ficus religiosa 1.50 10.5 84 Nirgil Eucalyptus species 0.90 12 85 Pimpal Ficus religiosa 1.50 13.5 86 Pimpal Ficus religiosa 1.50 10.5 87 Babhul 0.60 9 88 Babhul 0.90 10.5 89 Raintree Siemea saman 0.60 9 90 Raintree Siemea saman 0.60 7.5 91 Raintree Siemea saman 0.30 4.5

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GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME mtrs mtrs

92 Raintree Siemea saman 0.90 10.5 93 Raintree Siemea saman 0.30 10.5 94 Subabhul Leucaena leucocephala] 0.78 10.5 95 Raintree Siemea saman 0.69 7.5 96 Nirgil Eucalyptus species 0.60 12 97 Raintree Siemea saman 0.30 7.5 98 Raintree Siemea saman 0.60 9 99 Raintree Siemea saman 0.30 10.5 100 Raintree Siemea saman 0.30 6 101 Raintree Siemea saman 0.30 4.5 102 Babhul 0.30 6 103 Raintree Siemea saman 0.60 7.5 104 Raintree Siemea saman 0.60 12 105 Gulmohar Delonix regia 0.90 6 106 Gulmohar Delonix regia 0.30 7.5 107 Raintree Siemea saman 0.30 3 108 Raintree Siemea saman 0.30 4.5 109 Raintree Siemea saman 0.60 4.5 110 Raintree Siemea saman 0.90 6 111 Pimpal Ficus religiosa 0.90 7.5 112 Pimpal Ficus religiosa 0.90 6 113 Pipani Ficus nana 0.30 4.5 114 Pimpal Ficus religiosa 0.60 7.5 115 Pimpal Ficus religiosa 0.90 9 116 Pimpal Ficus religiosa 0.60 6 117 Pimpal Ficus religiosa 0.90 10.5 118 Pimpal Ficus religiosa 0.90 7.5 119 Pimpal Ficus religiosa 0.90 9 120 Vad Ficus bengalensis 0.60 10.5 121 Pimpal Ficus religiosa 0.90 4.5 122 Pimpal Ficus religiosa 0.90 7.5 123 Pimpal Ficus religiosa 0.90 4.5 124 Pimpal Ficus religiosa 0.90 4.5 125 Pimpal Ficus religiosa 0.60 4.5 126 Pimpal Ficus religiosa 0.90 6 127 Pimpal Ficus religiosa 0.90 7.5 128 Vad Ficus bengalensis 0.60 3 129 Vad Ficus bengalensis 0.30 3 130 Pimpal Ficus religiosa 0.60 4.5 131 Vad Ficus bengalensis 0.30 3 132 Pimpal Ficus religiosa 0.30 4.5 133 Umbar Ficus recemosa 0.30 3 134 Suru Casurina equisitifolia 0.60 12 135 Suru Casurina equisitifolia 0.60 12 136 Bor Zizipus jujube 0.60 4.5 137 Kadunimb Azardiracta indica 0.60 4.5 138 Subabhul Leucaena leucocephala] 0.30 4.5

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AUTO CLUSTER TO CHAUDHARY NAGAR

RIGHT SIDE FROM AUTO CLUSTER

GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME mtrs mtrs

1 Raintree Siemea saman 1.20 13.5 2 Raintree Siemea saman 0.72 13.5 3 Raintree Siemea saman 0.90 10.5 4 Gulmohar Delonix regia 0.60 6 5 Chinch God Tamarind indica 1.20 9 6 Limboni 0.60 6 7 Limboni 0.90 7.5 8 Keshia 0.45 9 9 Kadunimb Azardiracta indica 0.90 10.5 10 Gulmohar Delonix regia 1.35 12 11 Kadunimb Azardiracta indica 0.60 6 12 Kadunimb Azardiracta indica 0.78 9 13 Kadunimb Azardiracta indica 0.99 7.5 14 Subabhul Leucaena leucocephala 0.30 7.5 15 Limboni 0.78 8.7 16 Kapus Siemea saman 0.30 3 17 Kadunimb Azardiracta indica 0.60 6 18 Subabhul Leucaena leucocephala 0.30 6 19 Kadunimb Azardiracta indica 0.60 6 20 Kadunimb Azardiracta indica 0.60 7.5 21 Umbar Ficus recemosa 0.30 3 22 Kadunimb Azardiracta indica 0.60 7.5 23 Kadunimb Azardiracta indica 0.60 9 24 Kapus Coclospermun inerme 0.30 3 25 Babhul Acasia Species 0.30 3 26 Kadunimb Azardiracta indica 0.30 3 27 Raintree Siemea saman 1.20 7.5 28 Raintree Siemea saman 1.20 7.5 29 Kadunimb Azardiracta indica 0.90 6 30 Vad Ficus bengalensis 1.20 10.5 31 Umbar Ficus recemosa 0.90 9.6 32 Phulora 0.30 7.5 33 Raintree Siemea saman 0.30 3 34 Raintree Siemea saman 0.30 4.5 35 Raintree Siemea saman 0.30 3 36 Raintree Siemea saman 0.30 3.6 37 Nirgil Eucalyptus species 0.30 4.5 38 Nirgil Eucalyptus species 0.30 6 39 Gulmohar Delonix regia 0.30 6 40 Gulmohar Delonix regia 0.48 6 41 Gulmohar Delonix regia 0.30 3 42 Gulmohar Delonix regia 0.30 4.5 43 Gulmohar Delonix regia 0.48 1.5

Pimpri Chinchwad Muncipal Corporation 137 Rapid EIA Study for proposed BRTS Annexures

44 Gulmohar Delonix regia 0.30 3 45 Gulmohar Delonix regia 0.30 4.5 46 Raintree Siemea saman 0.30 4.5 47 Raintree Siemea saman 0.30 3 48 Gulmohar Delonix regia 0.60 7.5 49 Nirgil Eucalyptus species 0.60 10.5 50 Gulmohar Delonix regia 0.90 9 51 Naral Coccus nulifera 0.90 4.5 52 Naral Coccus nulifera 0.90 6 53 Ashok Polyantha longifolia 0.60 10.5 54 Ashok Polyantha longifolia 0.30 7.5 55 Ashok Polyantha longifolia 0.60 10.5 56 Trunk 0.78 7.5 57 Trunk 0.90 7.5 58 Badam Ficus 0.60 7.5 59 Badam Ficus 0.30 3 60 Mango Mangifera indica 0.30 3 61 Naral Coccus nulifera 0.90 3 62 Umbar Ficus recemosa 0.90 4.5 63 Badam Ficus 0.30 3 64 Raintree Siemea saman 0.60 4.5 65 Badam Ficus 0.60 4.5

AUTOCLUSTER TO RIVER END & PETROL PUMP

GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME MTRS MTRS

1 Raintree Siemea saman 0.30 7.5 2 Pimpal Acasia spp. 1.20 10.5 3 Vad Ficus bengalnsis 4.50 10.5 4 Kadunimb Azardiracta indica 0.60 10.5 5 Kadunimb Azardiracta indica 0.60 6 6 Kadunimb Azardiracta indica 0.69 7.5 7 Kadunimb Azardiracta indica 0.60 9 8 Kadunimb Azardiracta indica 0.69 10.5 9 Vad Ficus bengalnsis 1.80 12 10 Kadunimb Azardiracta indica 0.60 10.5 11 Kadunimb Azardiracta indica 0.90 12 12 Kadunimb Azardiracta indica 0.60 9 13 Pimpal Acasia spp. 0.30 7.5 14 Trunk - 0.30 6 15 Mango Mangifera indica 0.60 7.5 16 Mango Mangifera indica 0.90 9 17 Mango Mangifera indica 0.60 7.5 18 Mango Mangifera indica 0.60 9 19 Mango Mangifera indica 0.90 10.5 20 Vad Ficus bengalnsis 0.60 6 21 Suru Casurina equisitifolia 1.80 3 22 Kadunimb Azardiracta indica 0.30 7.5 23 Subabhul Leucaena leucocephala 0.48 10.5

Pimpri Chinchwad Muncipal Corporation 138 Rapid EIA Study for proposed BRTS Annexures

GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME MTRS MTRS

24 Pimpal Acasia spp. 0.30 4.5 25 Subabhul Leucaena leucocephala 0.30 7.5 26 Kadunimb Azardiracta indica 0.60 6 27 Vad Ficus bengalnsis 0.45 4.5 28 Kadunimb Azardiracta indica 0.48 7.5 29 Kadunimb Azardiracta indica 0.60 10.5 30 Subabhul Leucaena leucocephala 0.48 12 31 Kadunimb Azardiracta indica 0.30 7.5 32 Subabhul Leucaena leucocephala 0.30 6 33 Subabhul Leucaena leucocephala 0.30 7.5 34 Pimpal Acasia spp. 0.60 9 35 Subabhul Leucaena leucocephala 0.30 7.5 36 Kadunimb Azardiracta indica 0.30 10.5 37 Subabhul Leucaena leucocephala 0.30 10.5 38 Suru Casurina equisitifolia 0.30 7.5 39 Suru Casurina equisitifolia 0.30 10.5 40 Trunk - 0.60 7.5 41 Subabhul Leucaena leucocephala 0.69 4.5 42 Subabhul Leucaena leucocephala 0.78 10.5 43 Subabhul Leucaena leucocephala 0.81 12 44 Bottle Bush Bahunea Tomantosa 0.90 13.5 45 Subabhul Leucaena leucocephala 0.78 7.5 46 Gulmohar Delonix regia 0.69 12 47 Gulmohar Delonix regia 0.90 13.5 48 Kadunimb Azardiracta indica 0.30 12 49 Saphpharni 0.48 4.5 50 Pimpal Acasia spp. 0.30 4.5 51 Vad Ficus bengalnsis 0.30 4.5 52 Babhul Ficus bengalnsis 0.90 7.5 53 Raintree Siemea saman 0.60 10.5 54 Kadunimb Azardiracta indica 0.60 7.5 55 Gulmohar Delonix regia 0.30 7.5 56 Kadunimb Azardiracta indica 0.48 7.5 57 Kadunimb Azardiracta indica 0.69 58 Kadunimb Azardiracta indica 0.69 59 Kadunimb Azardiracta indica 0.72 60 Gulmohar Delonix regia 0.36 61 Gulmohar Delonix regia 0.30 62 Gulmohar Delonix regia 0.60 63 Kadunimb Azardiracta indica 0.60 64 Kadunimb Azardiracta indica 0.78 65 Kadunimb Azardiracta indica 0.66 66 Kadunimb Azardiracta indica 0.60 67 Jambhul Syzigiums cumini 1.02 68 Mango Mangifera indica 0.90 69 Kadunimb Azardiracta indica 0.60 70 Chinch Tamerind indica 0.60 71 Mango Mangifera indica 0.90

Pimpri Chinchwad Muncipal Corporation 139 Rapid EIA Study for proposed BRTS Annexures

GIRTH HEIGHT SR.NO COM.NAME BOTANICAL NAME MTRS MTRS

72 Mango Mangifera indica 1.20 73 Karanj Terminalia katappa 0.30 74 Kadunimb Azardiracta indica 0.30 75 Raintree Siemea saman 1.20 76 Mango Mangifera indica 1.08 77 Mango Mangifera indica 0.81 78 Karanj Terminalia katappa 0.60 79 Karanj Terminalia katappa 0.60 80 Karanj Terminalia katappa 0.69 81 Karanj Terminalia katappa 0.81 82 Mango Mangifera indica 0.90 83 Mango Mangifera indica 0.90 84 Subabhul Leucaena leucocephala 0.30

Pimpri Chinchwad Muncipal Corporation 140 Rapid EIA Study for proposed BRTSchapter 2

ANNEXURE IV BUDGETRY PROVISIONS FOR EMP

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

Construction Phase

Twice a 1 Air Environment 10 104 1040 3000 3120000 Week Noise hourly 2 10 104 24960 50 1248000 Environment monitoring Water 3 10 Quarterly 4 40 3500 140000 Environment 4 Soil Samples 10 Quarterly 4 40 4000 160000 Both the 5 Inventry of Flora 1 50000 50000 corridors Socieoeconomic 6 condition of local 1 200000 200000 area Total 4918000

No of Rate Environmental Sampling No of No of Total Sr. No. Sampling per Aspect Period days Samples Amount Locations Sample Operation Phase 1 Air Environment 10 Quarterly 40 400 3000 1200000 Noise hourly 2 10 4 960 50 48000 Environment monitoring Water Twice a 3 8 2 16 3500 56000 Environment year Twice a 4 Soil Samples 8 2 16 4000 64000 year Both the 5 Inventry of Flora 1 50000 50000 corridors Socieoeconomic 6 condition of local 1 200000 200000 area 1618000

Tree Plantation

Pimpri Chinchwad Muncipal Corporation 141 Rapid EIA Study for proposed BRTSchapter 2

No of Rate Environmental Sampling Total Sr. No. Sampling per Aspect Period Amount Locations Sample 1 Tree Plantation 3800 Once 100 380000 on both 2 Landscaping the corridors Once 5000000 5000000 Total 5380000

Air Environment

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

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