Public Disclosure Authorized

Resettlement Action Plan for the Proposed Bus Rapid Transit System Project Public Disclosure Authorized in [Draft] Public Disclosure Authorized

by Pimpri Chinchwad Municipal Corporation Public Disclosure Authorized May 29,2009.

CHAPTER I INTRODUCTION

1.1 Background In 1970s and 1980s, industrialization was at the peak stage in . Pimpri-Chichwad Municipal Corporation was not exception to this process. Once upon a time, Pimpri- Chinchwad industrial belt was the largest industrial belt in the Asian Continent. Most of the MNCs had their plant in this industrial belt and this was the center next to Bombay where maximum labour force was absorbed. Due to the boost of industrialization, substantially large amount of employment opportunities were created. Thus, since 1980s onwards, this city has got unexpected exploration of population growth to the extent that the numbers of migrant people were more than two times than the original population. Till 1970, Pimpri-Chinchwad area was under the governance of PMC. However, it was separated from PMC in 1990. Thus new corporation was formed in 1970 and in 1975, it has got 'A' grade. At the beginning, there was abandoned vacant places were available for settlement. Naturally, the population migrated from various places arrived in this city for employment opportunities get settled wherever they find open space and thus unplanned growth of unauthorized settlement started and hrther it continued to grow. Over the period of years, sustained efforts made by PCMC have arrested the growth of slums and the further problems.

In the present scenario, due to over population, the tremendous pressure on public utility services has been created. The sustained effort fiom the municipal corporation has made it possible to change this situation gradually within the span of 20 years. Though there are large numbers of slums (72 in numbers), the efforts for resettlement of the slum dwellers into improved houses has helped to reduce the proportion of slum population. At present large number of the slum rehabilitation work is going on. It is expected that this municipal corporation will be slum free city in India very soon. Pimpri-Chinchwad is a major industrial center of the 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 201 1 from the current level of 13.35 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.

In the last few years, PCMC has taken up a number of infrastructure projects in water- supply, sewerage systems, municipal solid-waste management, urban transport, integrated housing infrastructure provision for urban poor, etc. It has invested from its own budget funds and has also received funds from Government of India under the JNNURM program to the tune of Rs 2,500 crores. PCMC is also implementing various administrative and structural reforms in order to improve the efficiency and financial condition of the local body. These reforms include a comprehensive e-Governance set- up, shifting to accrual-based Double-entry accounting system, Property Tax reforms, recovery of user-charges, dedicated fund allocation for provision of basic service to urban poor, etc.

Public transport system forms an important part of development projects. It is the most accessible means of transport for a majority of the residents in developing cities. However, given the current status of public transport services, which are generally unreliable, the needs of mobility of the people are seldom met. This has led to the unprecedented increase in the number of private vehicles moving on roads. 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. It is also exploring funding options for execution of the projects. Though JnNURM forms an important source of funds, it is not completely sufficient. As part of its exploration of additional funds, PCMC has applied to the World Bank under the GEF-SUTPIIBRD fund.

The present report is being submitted as per the requirements of the project appraisal process to the World Bank and addresses all the components. The Comprehensive Mobility Plan (CMP) forms an important input to this report. It was aimed at evolving a plan for the mobility of citizens of PCMC within its area. One of the outcomes of the CMP was to propose an effective public transport system for the city in the form of a bus- based rapid transit system. This plan was being reviewed for approval by the Ministry of Urban Development (MouD), Government of India (GoI). Some projects, which form part of the CMP, have been approved by the MoUD and taken up for implementation.

The City Development Plan (CDP) prepared in 2006 focused on formulating a a strategic plan which envisages the vision of Pimpri-Chinchwad and aimed at identifying investment areas in physical infrastructure in various sectors to meet the growing demand for basic services in the city. PCMC has also engaged technical consultants to prepare the Technical DPRYsfor the proposed road corridors. These reports provide the technical details of the road projects. The current chapter presents a summary of the CDP and the CIVIP.

1.2 Proposed BRT Project 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. The road structure within PCMC was also analyzed as part of this study for its hierarchy, continuity and topology and it was observed that the existing road network of PCMC is highly fragmented at primary and secondary levels.

Through this study, 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. The proposed BRT system consists of a network of corridors across PCMC area. The corridors have been selected based on criteria such as travel demand, hierarchy of road, existing bus-routes. The following are the corridor details.

Figure No.l.1 Improvements to Road network Table No. 1.1 Road Network Details S.N Road Name Length Proposed Row I Proposed (m) (km) 1 I I I I I Level 1 Corridor (Trunk Routes) I 1 Aundh Ravet Road 14.4 45.0 2 NH4 14.6 61 .O 3 Telco Road 12.0 61 .O I 4 - Road 14.5 45.0 5 1 Nashik Phata to Moshi (NH-50) I 10.4 I 61.0 I d I Hinjewadi to Dehu-Alandi Road 13.3 1 30.0 I I I I I -7 -KSB Chowk-Dehu Alandi Road -13.2 ~

I I I -9 1 Nashik Phata to -7.8 -45.0 I I I 1 10 1 Kiwale to Bhakti Shakti 11.8 30.0 Level 2 Corridors (Feeder Routes) I A I Hinjewadi to Tata Motors I 10.3 1 30.0 1 B ( Bhakti Shakti to Talwade 11.3 1 45.0 1 I I I C Pradhikaran 10.6 45.0 I I I D 1 Road Parallel to Aundh Rawet 8.4 30.0

As a part of re-development of land along corridors, with the objective of having a transit-oriented development along the BRT corridors, it has been proposed to modify certain land-use policies prevalent in PCMC. PCMC has initiated the process by presenting to its ~eneralBody for allowing a maximum FSI of 1.8 within the influence zone of the BRT corridors. Once approved, developers will be able to utilize more FSI along the BRT corridors. It is also planned by PCMC that transfer of development rights (TDR) from other existing zones in the area would be allowed in the buffer zones along BRT corridors. This is expected to-drivethe more development along the public transport corridors in future years. Developers will have to pay a premium for transferring the development rights onto the new zone. 1.2.1 Proposed design of corridors In terms of the configuration of road and BRT corridors, the following recommendations have been made in the study: Dedicated bus-lanes have been located in the middle of the carriageway, on either sides of the median, 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,

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.

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

1.2.2 Current Status of Plans After approval of its CDP by the MoUD, GoI, PCMC has been working on achieving the commitments it has made in the Memorandum of Agreement (MoA) that has been signed. PCMC is one of the leading Urban Local Bodies in India in terms of amount of projects that have been approved for funding under the JnNURM. This clearly indicates the pro-active nature of PCMC towards meeting its plans as presented in the CDP. Since 2004, urban transport projects worth about Rs 935 crores have been executed in PCMC. This constitutes about 44% of the estimates capital expenditure estimated in the CDP until the year 2012. With the recently approved projects in the pipeline, the target seems easily achievable.

Four corridors proposed in the road network of the CMP have already been approved by the MoUD under the JnNURM funding program. These are as follows:

1. Old NH-4 (Mumbai-Pune highway), 2. Aundh Rawet corridor, 3. Kalewadi phata to Dehu Alandi road, and 4. Nashik phata to Wakad

Of the above projects, the first one has been completed and commissioned. Contracts for execution of works have already been awarded on the second corridor and work is expected to start soon. The remaining two corridors will be taken up for implementation once financial closure is achieved.

1.3 Pimpri-Chinchwad municipal Corporation: Profile of the City The city of Pimpri-Chinchwad is situated northeast of Pune and is 160 km from Murnbai, the capital city of . It is predominantly an industrial area, which has developed during the last four decades.

1.3.1 Historical Background Pimpri was basically established as a centre for refugees from Pakistan. Industrialization in Pimpri area commenced with the establishment of Hindustan Antibiotics Limited in 1956. The establishment of the Maharashtra Industrial Development Corporation (NIIDC) in 196 1-62 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. The landscape in the region has seen significant changes over the years with agricultural land giving way to enclosed factory campuses. Today, Pimpri-Chinchwad is a major industrial centre of the Pune region and of the entire country. Figure No.1.2 Location of Pimpri-Chinchwad in

Figure No.1.3 Location of Pimpri-Chinchwad in Maharashtra Pimpri-Chichwad Municipal Corporation It is a known fact that PCMC is one of the significant city in Maharashtra. It was known for its Pimpri-Chinchwad industrial belt. Bajaj Auto, Tata Motors, Mercedez Benz, SKF, Hindustan Antibiotics etc. like 6000 business establishments are providing huge opportunities of employment to the professionals, businessman and unskilled workers. This situation has given the boost for rapid growth in population. Naturally, this rapid growth has created measure tensions on the public utility services. Considering the same trend of growth of the city for about next 20 years, the PCMC has made the sustained efforts on the development of basic amenities, services and necessary infrastructures to create conducive atmosphere for industrial growth.

To provide the best services to the citizens, especially health, medicine, education, market, transport etc. PCMC is making sustained efforts. Along with these efforts, substantial efforts have also been made to improve the municipal governance. For this, the PCMC has been awarded Bronze Icon Award in 8h National E-Governance Conference held at Bhuvaneshwor. To meet the needs of shelter of economically weaker section, PCMC has established the Housing Complexes as per the economic category. To improve the quality of life of the slum dwellers, PCMC is implementing Slum Rehabilitation Project extensively.

In the era of Globalization, there are new challenges in development of the city. To make the city more attractive to international and multinational companies, PCMC is trying to maintain the quality of services needed for citizens and industries. This city is spread over on 17 1 sq. km with approximately 12 lakhs population. To maintain the balance of environment and development, PCMC has developed more than 100 gardens and also reserved 26.71% of the total area as a green belt. PCMC has planted more than 20 lakhs of various trees and also succeeded in maintaining these plantations. And for this work, PCMC has got the award of "INDIRA GANDHI PRIYADARSHINI VRUKSHA NIITRA PURASKAR from the central government. The brief information about corporation is as follows: Aspects Unit Year of Establishment 4thMarch 1970 Conversion into 'A' Grade 7thJanuary 1975 Population (200 1 Census) 10,06,470 Number of Ward Offices 3 5 Official and Employees Class I Officials Class I1 Officials Class 111 Officials Class IV Officials Total Employees Area (sq. km) Industrial Establishments and Factories Business Centers Number of factories Total number of properties Number of slums Declared Undeclared Total Population Staying in slums Number of Secondary Schools English Medium Schools Urdu Medium Schools Industrial Training Institute Number of Male Students Number of Girl Students Number of Primary Schools Boys' School Girls School Boys and Girls Integrated School Total Total number of Boy Students in School Total number of Girl Students in School Total number of schools Number of Balwadis Number of Male Children Learning in Balwadi Public Libraries Number of Hospitals

1.3.2 Physical Characteristics of the City Pimpri-Chinchwad is situated near the western margin of the Deccan Plateau on the leeward side of the Sahyadri ranges and Western Ghats, 560 m above sea level. The rivers Mula, Pawana and Indrayani form boundaries on three sides of the city. The city lies in the seismically active zone of Koyna Region, which is about 100 krn. south of Pune. Pimpri-Chinchwad being an extension of Pune, enjoys the excellent connectivity that Pune has. The city is well connected by road, rail and air to almost all-important cities in India. Pimpri-Chinchwad is along the National Highway, NH-4 leading to Mumbai.

The city 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 6OC.

1.3.3 Demographic and Socio-Economic Profile 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 IT sector in neighboring Pune in the 1990's, Pimpri- Chinchwad has seen large-scale development of residential areas.

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%. As per the 2001 census, opulation of Pimpri-Chinchwad was 1,006,4 17 persons and the current population is estimated to be around 13.35 lakh persons.

Figure No.1.4 Ward wise population distributions

The city has seen growth in its spatial coverage. A major action towards this was in 1998 when neighbouring villages were added to PCMC limits. Sizeable portion of the development in the last decade is towards Pune city in the south and Hinjewadi IT Park in the southwestern direction. Further impetus to development is given by the westerly by- pass connecting Mumbai to Pune and the improvements of the Aundh-Ravet road. The other major pull factor is the Talwade IT Park in the northwestern corner of the city. Improvements to the Dehu-Alandi road and the NH50 will bring about development in the northern and the northwestern region. The new international airport at Chakan to the north will further enhance growth in these directions. Besides major developments outside the city, transformations have been seen extensively along the NH4 with industrial and residential uses getting converted to commercial uses. Therefore some intensification of development is also expected.

Figure No.1.5 Growth centers in PCMC area

1.3.4 City Development Plan (CDP) As part of preparation of the CDP, the stakeholders of the city formulated the vision for Pimpri-Chinchwad following continuous consultations with different focus groups. The consultations pivoted on the city's strengths, current issues, concerns, problems and future focus areas for achieving the desired results. The vision that emerged after deliberations was as follows: Pimpri-Chinchwad will be the place to live, spend and entertain. It will contribute towards maintaining and sustaining the vibrant economic growth of the region through a modern and systematized administration, an optimum level of services and enriched environment.

The vision aims towards ,ensuring the 'economic development of the region' by improving the quality of life of the citizens of Pimpri-Chinchwad. Given the focus on maintaining the economic momentum, some other objectives also need to be met simultaneously.

Providing universal access to urban poor Improving the standard of education Providing an efficient administration

Infrastructure levels in the city were assessed to understand the service gaps if any and identify capital investment needs for the city to be funded by the internal surpluses, capital grants under JNNURM framework and raising loans in the market. A detailed assessment was carried out of the current infrastructure status - water supply, sewerage, storm water drainage, roads, street lighting, solid waste management, slum up-gradation, etc. The exhaustive exercise identified the infrastructure refurbishment and augmentation needs for Pimpri-Chinchwad city. A City Investment Plan (CIP) was prepared to determine the hnd requirements over a period of time.

1.3.5 City Investment Plan (CIP) The total estimated capital investment required for providing efficient services to the present population and future population of PCMC by the year 203 1 is Rs. 4416 crores at constant prices. Of this, a total of Rs. 3962 crores is proposed for investment by 201 1-12. The planning horizon for the projects identified in sectors of urban poor1 slums, land use1 development planning and other projects was 2011- 12 and accordingly the entire identified investment was proposed for funding by 20 1 1- 12 itself.

The planning horizon for core service sectors of water supply, sewerage, drainage, and solid waste management was considered as 2031 and hence only part of the identified investment was proposed for funding by 20 1 1- 12. PCMC will need to plan for the remaining identified investment to be funded beyond 20 11 - 12 but before 2021. In case of roads, traffic and transport sectors, 97 percent of identified investment was proposed for funding by 201 1-12 considering the immediate need for improving road network and transport systems in the city. The Table No. below presents the summary of sector-wise total investment need and investments up to 20 1 1- 12.

Table No. 1.2 Summaries of Capital Investments Sector Total Investment till 2011-12 (Lakhs) % Investment Investment till 2011-12 Need (Lakhs) against Total Base Escalated % Sector wise Cost Cost* of Total 1 Water Supply 52412 36503 44575 9% 2 Sewerage and 33806 201 19 25777 5% Sanitation 3 Roads, Traffic 21 1991 205891 2551 89 52% 97% and Transport 1 4 Drains 39574 32368 41 114 8% 82% 5 Street Light 2330 1787 2282 0.5% 77% r6 solid Waste 5045 3 152 3 807 1% 62% ------Management 7 Urban Poor 23056 23056 291 54 6% 100% Slums 9638 9638 11731 2% 100% Development Planning 9 Others+ 63749 63749 80258 16% 100% Total 441601 396263 493887 100% 90% *Escalated Cost includes Physical Contingencies and Technical Assistance at 10% of total cost and 6% cost escalation due to inflation. + Includes River Conservation Project

About 52% of the total identified investment was proposed in the roads, traffic and transport sector towards up-gradation, new construction, widening and strengthening works, Mass Transit systems, public transport systems, bridges and junction improvements. Majority of these projects were prioritized for funding by 20 11 - 12. Water supply system improvements and augmentation account for 9% followed by drains at 8%. 6% of the investment till 201 -12 was proposed for various urban poor1 slum development programmes.

About 5% of investment till 201 10-12 is proposed in the sewerage sector. This is followed by 2% for land use planning. 16% of the investment till 201 1-12 is proposed in the non-core sectors for programs like river conservation, inner city revitalization, relocation of markets and economic infrastructure, system modernization, year-to-year minor capital works etc.

1.3.6 Long term needs (2031) Rs. 214321 lakhs is the investment need for the proposed interventions to cater to the needs of year 2031. Identified investments are towards up-gradation of existing un- surfaced roads, new roads development, widening and strengthening of identified major roads, improvements to the transportation and traffic management systems. In line with the Development Plan proposals of 9.63 percent of total city area for transportation and circulation and an average road width of 7 mt, a total of 1960 km of road network would provide a fair degree of connectivity at an average of 0.68 meters per capita by 2031. Accordingly an additional 1200 km of surfaced road networks are proposed to be put in place. Installation of lighting systems on the roads will be in line with new roads development and shall maintain a spacing of not more than 30 metres per light pole. Public transport systems are proposed for up-gradation through widening of major roads, having dedicated bus lanes, developing mass transit systems etc. Also proposed are geometric improvements to important roads in the form of grades separators, flyovers etc and various critical intersections to affect an efficient traffic management system.

1.3.7 Sector Strategies and Investment Need Strategies identified: Increase carrying capacity through widening and improve riding quality through strengthening of existing roads. New roads to cater to missing links and developing areas and present the urban face of the city. Efficient, safe and accessible mass transportation system for entire region. Expected outcome: Hassle free travel on the roads and effective transportation system at easily access to everyone Total investment needed Rs. 214321 lakhs.

1.3.8 Priority needs (2011-12) Rs. 207678 lakhs (97% of total investment need in the roads and transport sector and 77% of total investment in street lighting sector) is proposed by 201 1-12. Priority capital investments are to cater to the current service gap and the medium term needs of 2021. 85 km each of existing WBM roads in the newly-added villages to PCMC and other such roads in the Corporation's jurisdiction are proposed for up-gradation to BT surfacing by 20 11-1 2. Also about 96 km of existing main roads with BT surfacing would be up-graded to CC surfacing to reduce on year-to-year operating costs. An additional 600 km of new roads would also be required to be developed by 201 1-12 to provide better connectivity in the peripheral areas. Another 410 km of existing roads are identified for widening and strengthening to be carried out by 201 1-12. Rs. 1787 lakhs is proposed for installation of 14000 streetlights and automated street lighting systems on all the new roads to be developed by 20 11 - 12.

Rs. 60000 lakhs has been earmarked for various improvements to the public transport system following the probable merger of PMT and PCMT. This also includes the proposal to have fast track mass transit system in the form of Trams etc. Rs. 68561 lakhs has been estimated for the proposed up-gradation of 14 identified stretches of important roads in the city involving the construction of 416 lane divided roads with dedicated bus lanes, eleven ROBsl flyovers, five minor bridges1 subways, and also shifting of utility lines to dedicated corridors along these stretches of roads. Rs. 28176 lakhs have been earmarked for land acquisition purposes under this project. A sum of Rs. 1500 lakhs is estimated as the need to affect geometric improvements and installation of automated signalling system at select 10 intersections across the city. Further, PCMC will need to plan beyond 20 1 1-12 for further increase of road network by about 5 10 krn and installation of 16000 numbers of high power lamps in line with the development of new roads to cater to long term needs of 203 1.

1.3.9 Key issues of urban transport identified in the CDP The CDP was the first comprehensive study of the city of Pimpri-Chinchwad. In the sector of urban transport, it identified some key issues to be addressed for the development of the city:

A. Rapid Urbanization - Development of Hinjewadi and Talwade IT Parks and the MIDC industrial areas in Talegoan and Chakan lead to an unprecedented growth of population in the city. This has changed the prevailing traffic movements and stressed the immediate need for improving connectivity in the peripheral areas and hinterland of the city. Future growth is expected to give rise to hrther congestions and thus planning for various components for improvement of infrastructure is to be identified.

B. Entry and mix of regional traffic on city roads - Regional traffic bound to Satara, Kolhapur and Bangalore was using the city roads leading to congestion. This has been tackled by the commissioning of the Westerly bypass to the city. Similar initiative has to be taken by creating an Easterly bypass to the North of the city.

C. Lack of appropriate and efficient Road Infrastructure - While road connectivity in the city is good, the infrastructure however is lacking standards like inadequate grade separation and poor surface quality is leading to travel delays, congestion and pollution. Appropriate safety and visibility enhancement parameters like signage, markings, Channel Islands, street name boards and other street furniture are absent on majority of the roads. Major roads are lacking footpaths and pedestrian facilities and informal activities and street hawkers encroach upon those available.

D. Involvement of multiple agencies involved in planning and implementation - The presence of a large number of players in the like PWD of Government of Maharashtra, PCMC, PMC, Defence, Cantonment Board and Cantonment Board has led to duplication and hence neglect of specific overlapping areas1 locations. Also, paucity of planning and funds on the part of many of these bodies is resulting in a lack of comprehensive and integrated solutions to the problems of road connectivity, traffic and transportation related issues. PMC and PCMC have initiated studies in this direction and an Integrated Traffic Dispersal System (Master Plan for Road network Improvement) for PCMC and PMC has been prepared. However, implementation of the same is yet to take place.

1.3.10 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. As highlighted earlier, there are a number of reasons leading to the growth of Pimpri-Chinchwad. 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 existing developments and proposed land-use indicate high potential for growth in the city. This is creating pressure on the basic infrastructure facilities in Pimpri- Chinchwad. The Pimpri-Chinchwad Municipal Corporation (PCMC) is working towards improving basic facilities to its citizens and taking up large and ambitious projects towards this. Urban transport is one such sector, which is being addressed. 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 motorized two wheelers. Poor connectivity and poor frequency of public transport has also encouraged large size auto rickshaws (seven-seaters) to ply along the main corridors in the city, which has lead to a thriving Para transit mode of transport. These factors are leading to congestion of roads in the city. In order to have an efficient public transport system, it has become necessary to also have physical infrastructure with high levels of service.

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 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 Cordon 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.

Household surveys with a sample size of 5,000, spread uniformly across all the election wards in PCMC area, were conducted to capture the current travel characteristics of the citizens. The following Table No. presents a summary of Passenger traffic volume at the survey locations. Table No. 1.3 Passenger Traffic Volume at Survey locations

I I V2 Aundh Bridge (on Aund-Ravet Road) / 4,13,078 1 I I I v3 I Bangalore Highway (after Wakad Junction) 1 1,32,345 V4 Mumbai Pune Expressway V5 Nashik Highway (NH-50) before Toll Plaza 1,49,451 V6 On NH-4 before Junction 3,21,828 V7 Between Nigdi Junction & Chinchwad Jn 1,68,137 V8 Between Pimpri Jn & Kasarwadi Jn 1,78,697

V10 On Telco Road - between KSB Chowk & H-0 / V11 / Between Kalewadi Chowk & Dange Chowk 1 80,951 I I V12 I On Dehu-Alandi Rd 1 1,700 1 1 V13 1 On Nigdi Jn to Dehu-Alandi Rd 1 18,415 I I 1 V14 I On NH-50 at 1 86,264 I 1 V15 1 Small bridge parallel to bridge (Bopodi) / 96,1961 18 I

The above data was used to build a traffic model to arrive at the base year traffic scenario. Per Capita Trip Rate (PCTR) of 0.83 was observed, with a vehicular trip rate of

0.78.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:

1. Trip Generation Model

a. Trip Production Model - Multiple linear regression model

b. Trip Attraction Model - Multiple linear regression model

2. Trip Distribution Model - Gravity model with zone influence factors

3. Mode Split Model - Multinomial Logit Model

4. Traffic Assignment Model - All-or-nothing for Transit Trips and 5. Multinomial Logit based Multipath Assignment Model for other trips An extensive land-use survey of PCMC area was conducted as part of the study. While in the case of traffic study, the election wards were taken as the traffic analysis zones, sub- ward level surveys were conducted for land-use in order to provide more disaggregate information of the built area and building condition. This information was also collected along predefined corridors, which serve as the primary road arteries for the city. These surveys were used with the objective of:

1. Gaining insights to planning transit routes so that they connect concentrations of origins and destinations within the wardsltraffic analysis zones. 2. Assigning of routes and decisions on road & network improvements can be made more practical when information on transformation1 redevelopment potential is available. 3. Systematic changes to the land use and density regime can be proposed so as to align development along corridors and nodes. 4. A land use map was plotted from the primary survey of the city and the following observations were made for the PCMC area: 5. Commercial zones and mixed uses are distributed mostly along major corridors and around nodes. 6. Commercial districts of the kind proposed in the DP have not come up primarily owing to the road structure in the city. 7. Concentrations of residential zones are around villages and in newly developed areas. 8. New residential construction is seen mostly between the river and the Aundh- Ravet road and in and around Wakad. 9. Location decisions of high order institutional zones such as hospitals, colleges, etc seem to have been based on a function of market values and connectivity rather than conation as specified in the DP. 10. Industries have come up in the MIDC area. Some transformations from industrial to commercial are seen along major spines like the NH4. 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.

Table No. 1.4 Travel demand for public transport I Corridor 1 Corridor Peak Traffic- Number of Bus Passenger Trips 1 I 2008 2021 PPD PHPDT PPD PHPDT Aund Rawet Road 57381 3682

Old NH-4 189427 12156 1 Dehu Alandi 16051 1030 36540 2345 NH-50 (Nashik Phata to Moshi) 40629 2607 101374 6505 Kalewadi to Dehu Alandi 33219 2132 561 12 3601

The following Table No. indicates total number of trips that would be undertaken by residents of PCMC area and the number of public transportation trips that are expected out of the total trips. Table No. 1.5 Year wise estimation of public transport trips S.N Year Total Trips PT Trips 1 2008 21 14001 557103 2 2011 2766328 661477 3 2021 5856034 1061487 4 2031 14632552 1949632

Public transportation trips as well as total passenger trips are likely to grow at a rapid pace from 201 5 onwards and the following Table No. presents the rate of growth of the same. Table No. 1.6 Year wise estimated growth rate ( Year ( Growth Rate (%) 1.3.11 Planning Process A city undergoes various stages of development and transformation depending upon the function it has. The planning process is therefore, a continuous one which starts from carrying out surveys of various elements of the cities like public infrastructure, road network, amenities and other facilities. Visualizing a perspective of development of the city for a planning horizon of the next 20 years, provisions have to be made in the plans. These plans have to be prepared through a consultative process with inputs from experts of various fields. The plans have to be published in the local newspapers as well as the Government gazette to have public participation in the form of suggestions and objections regarding various aspects of the proposed plans. All the suggestions/objections raised by citizens are heard, in person, by the Planning Committee, under the provisions of MR & TP Act 1966. Any changes/modifications in the plan, which are accepted by the Committee and Experts, are then incorporated. The modified version of the Plan and a report are then prepared.

The Plan is then submitted for the approval of the General Body of the Corporation. After approval by the General Body, the modified version of the Plan is available to the general public for reference. This is for the awareness of the citizens of the finalized plans of the local body for the city. The Plan is then submitted to the State Government for its final approval.

The State Government, in consultation with the Director of Town Planning of the state, finally approves the plan with or without modifications in the submitted version. If changes suggested by the State Government are substantial, the Plan is made available to the general public again, inviting their suggestions/objections. The inputs are finally incorporated and the State Government accords approval to the Development Plan (DP).

1.3.12 Contents of the DP The plan consists mainly of a report, elaborating the concept of the plan, the existing land use details and details of the proposal. These details are presented sector-wise, showing therein, various amenities and facilities proposed to be provided. A component of the Plan also presents the Development Control Regulations (DCR's) based on which, the city's development will take place.

It needs to be appreciated that the Plan cannot remain rigid since an urban area demands some changes to be incorporated in the course of time. Therefore, provisions for making modifications in the approved plan, wherever necessary and whenever required at different points of time, are also published and the following procedure is followed: Figure N0.1.6 A: Implementation Of Development Plan

P tyslcal Land Acqulsltlon Development

A - I Community Making of DP Opt~onsfor Partlclpatlon - roads Compensabon 4 G~amasabhas

L Prlvate Addltlonal Affected N egotlatlons FS I Structures

& Reha Corn pensahon5 - the drshoused Cost of structures ti shlRlng

Gharltul Yolana

Development of Roads 8 Facilities

Additional FSI upto Feedback & ceiling of 1 .€I Suggestions

Lokshahi Din I Figure No.1.6 B: Implementation Of Development Plan

Inputs ft~m Repotts

Planning 4 Finalplan 4- AnnualBudget

Physical Plan @ P ) ---b Declaration of intention to propose plan

1 Revision ofDP I riAnalysis Apprmal by State Govt Preparation & Rib lishitlg of DraR DP

Hear~ngof obj ectim~s Hear~ngby Planning Cannittee

1 Modification to Sanctioned D P I I Approval of Planning Authority I

I Modified plan published fm inspectim I &Subtnission of DP to State Govt. Republication of ~nodificationof S~~bstantialnature 1 I Hearing of DP Suggestion / Objection I

S anctial of DP by State Gmt. 1.4 A Objectives and Scope of the Study: As stated earlier, the city has undergone the various stages of development and transformation over the period of years. The PCMC administration has already taken the care to locate excess population coming from various corners of India by expanding its limits. A special attention has been paid for weaker and vulnerable sections of the society to meet the basic needs of shelter. Like this, the care has also been taken for water supply, drainage, health, education, and internal transportation etc from time to time. However, considering the rapid population growth and growth in number of vehicles moving on the road, there is an urgent and utmost need to keep the control on number of vehicles moving on the various roads. Unless the public transport system strengthened with adequate efficiency, it is not possible to keep the control on vehicle. Hence, the BRT Corridor Project has been prepared in detail and submitted to World Bank. Though, this project has multi dimensions, social impact assessment report is prepared. Following are the main objectives of the project:

To provide more sustainable livelihood for project affected population. To facilitate the construction of BRT without disturbing social relations and social organizations of the people. To provide reasonable compensation and the alternatives those who are loosing their properties. To ensure smooth implementation of the BRT project. To provide efficient transport system that will help to enhance their mobility needed for economic development. To help to save the energy resources. To identify the various resources to facilitate and achieve a standard of living at least as good as they had before. To dilute the community resistance by taking appropriate social action. To establish healthy and cordial relation with PCMC induced involuntary resettlement of population. 1.4 B Scope of the Study The study was conducted only in the area, which is being affected by BRT as follows: Root No. 1- Nashik Phata to Wakad

Root No: 2- Kalewadi - KSB Chouk Dehu- Alandi Road,

Following areas are considered while conducting the survey: Family Information Details about the Land owner Size of Land Caste of the Land owner Professional Use Ownership Nature of Construction Proposed Losses Type of structure Use of present structure- Residential, Non-residential, Commercial etc. Measurement of the Losses Video shooting of the sitelhouse etc.

1.5 Approaches and Methodology The approach and methodology to collect these information was adopted as follows: For collection of the socio-economic data of the families, a Proforma was prepared and enumerator has visited each one of the house and collected the relevant information. At the initial stage, people were opposing to provide the information. However, motivational meetings have helped to reduce the community reluctance to a great extent. Rapid Socio- economic survey on the above aspect was collected and the data was analyzed and presented in following way: 1.6 Structure of the Report In the first part of this report, introductory background is given about the proposed project, PCMC and the methodology adopted for the study, which highlights the history, growth and development of population and industries, the location of PCMC in Maharashtra and Pune District. It also provides the information about the development plan, planning process, needs and its justification for BRT. The details about the PCMC, physical characteristics of PCMC, City Development Plan, City Investment Plan, and Estimates of City Needs are also described in this section. The priority needs of the city, present urban transportation system, mobility plan and passenger-traffic volume etc. has been discussed in detail in first chapter.

The second chapter exclusively deals with transport system. The details about growth and composition, road network characteristics, analysis of road structures, major transportation nodes, parking management, traffic safety and socio-economic profile of the affected population etc. are also discussed. The broad description of Pimpri- Chinchwad Municipal area which includes the geographical dimensions, route maps, transport density, administrative structure of PCMC, socio-economic profile of the affected urban areas and villages and the measures proposed to minimize the impact.

In third chapter, the detail about the losses, its type and the population is given in detail. The socio-economic profile of the affected population is also given in detail.

In fourth chapter, the estimates of land to be acquired by PCMC, the quantum of losses by its types, the plan of erhabilitation, impact of BRT on the community resources, squatters and encroached population is given in detail.

In fifth chapter, impact of BRT on women and other vulnerable groups has been given in detail. In this section, a detail description on women's role in household economy and the possible areas of women involvement has been discussed in detail. In sixth chapter, the policy related to resettlement, compensation, adjustment and personal negotiations have been given in detail. The social management framework is also discussed in detail.

The seventh chapter is devoted for income restoration measures under resettlement and rehabilitation policy, livelihood and income losses, their options preferred by the PAP for income restoration, details about the plan for income restoration, its stages, schemes, trainings and various institutions have been discussed in detail.

The eighth chapter is devoted for various mechanisms to be adopted for community participation and consultation. The grievances redressed mechanisms are discussed in detail. The follow up of the community consultation, its plan and stages have been discussed in detail.

In ninth chapter, institutional arrangement and grievance redressal mechanisms have been discussed in detail.

In tenth chapter, total budget and cost of losses and the project is given in detail.

In eleventh chapter, the details about the implementation issues, various stages and its mechanisms have been given in detail. CHAPTER I1 PROFILE OF THE PROJECT AREA

2.1 Introduction As discussed in earlier part, Pimpri-Chinchwad is one of the significant industrial and education cities in Maharashtra. Since last two decades, city has experienced rapid growth of population and also the growth of industries, educational institutions, corporate houses and IT industries. Naturally, there is a tremendous pressure on the existing infrastructure. PCMC is very keen to implement Development Plan as approved by Government of Maharashtra. Considering the future needs, widening of roads and constructing new roads is an utmost need. Along with the development of roads and transports, the other infrastructure needed for overall growth of the city is also important. In this view, construction of houses for economically weaker section, the rehabilitation of slums, development of market places etc. are kept in view for development. Accordingly, systematic efforts are being made to implement these aspects. The proposed corridor is one of the development activities. On the proposed site, construction of new development of BRT will affect some of the people. In this chapter, the details about the profile of Pimpri-Chinchwad Area, socio-economic profile of the affected urban areas and measures taken to minimize the impact of these three aspects have been discussed as follows:

2.2 Profile of Pimpri-Chinchwad Municipal Area As described in earlier sections, Pimpri-Chinchwad has been a major industrial area not only in the State of Maharashtra, but also in India. The industrial belt of Pimpri- Chinchwad includes a wide range of industries like automobiles, pharmaceutical and biotechnology with various national and multinational companies being a part of it. The list includes companies like, Bajaj Auto, Telco (Tata Motors), Thermax, Forbes- Marshall, Thysenkrupp and Alfa Laval, Sandvik, Finolex, SKF etc. However, in recent years, Pimprixhinchwad Municipal Area (PCMA) has been going through a major transformation, with residential, retails and commercial activities growing at a rapid pace. With the population of the PCMA crossing a significant one million mark (as per 2001 Census), it holds nearly a quarter of the population of Pune Urban Agglomeration, thereby becoming a major residential hub in the Pune region. Accordingly, the demand for real estate market, in both commercial and residential sector has increased manifold.

The above resulted in a steep growth in vehicular population and traffic in PCMA. This chapter addresses the existing transportation scenario in Pimpri-Chinchwad area. The secondary data for understanding the prevailing transportation system in PCMA has been collected from various departments, such as the Regional Transport Authority, Pimpri- Chinchwad Municipal Transport (PCMT), etc, to understand the traffic scenario in the region. To start with, the following section presents a brief on vehicular growth in PCMA.

As described in earlier sections, Pimpri-Chinchwad has been a major industrial area not only in the State of Maharashtra, but also in India. The industrial belt of Pimpri- Chinchwad includes a wide range of industries like automobiles, pharmaceutical and biotechnology with various national and multinational companies being a part of it. The list includes companies like, Bajaj Auto, Telco (Tata Motors), Thermax, Forbes- Marshall, Thysenkrupp and Alfa Laval, Sandvik, Finolex, SKF. etc.

However, in recent years, Pimpri-Chinchwad Municipal Area (PCMA) has been going through a major transformation, with residential, retails and commercial activities growing at a rapid pace. With the population of the PCMA crossing a significant one million mark (as per 2001 Census), it holds nearly a quarter of the population of Pune Urban Agglomeration, thereby becoming a major residential hub in the Pune region. Accordingly, the demand for real estate market, in both commercial and residential sector has increased manifold. The above resulted in a steep growth in vehicular population and traffic in PCMA. This chapter addresses the existing transportation scenario in Pimpri-Chinchwad area. The secondary data for understanding the prevailing transportation system in PCMA has been collected from various departments, such as the Regional Transport Authority, Pimpri- Chinchwad Municipal Transport (PCMT), etc, to understand the traffic scenario in the region. To start with, the following section presents a brief on vehicular growth in PCMA.

2.2.1 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 No. 5 below indicates the number of registered vehicles in PCMA, over the last five years.

Table No. 2.1 Vehicle Registration details in PCMC area Year* Two Auto CarsILMVs Heavy Others# Total Wheelers Vehicles 2002- 211837 5288 2781 1 6709 16940 268585 --2003 236301 5415 30242 6925 18188 296999 2004 271319 5588 35009 7501 2051 1 339928 2005 3 0860 1 6052 42255 8304 22829 388041 2006 3521 11 6471 50391 9206 26571 444750 2007 395757 6671 59856 10513 30619 503397 AACGR(%) 13.31 4.76 16.57 9.4 1 12.57 13m Source: RTO, Pimpri-Chinchwad; As on Mar 31 ofthat 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%. This growth is similar to that observed in many growing townships in India. Growth of personal modes at this rate will lead to severe traffic congestion at PCMC soon, and only a well-planned transit system can arrest this growth. Figure No.2.1 Category-wise distribution of vehicles

Category-wise Vettlcles as on Mar 31,2007 CXkr Vetucks Heavy vehicles

AutuRSckshaw s

Auto-Rickshaws IOther Vehicles 2 Wheelers 79%

There are more than 5.03 lakh-registered vehicles in PCMC as on March 3 1, 2007. The vehicles have registered an annual growth of over 14% during the last five years. As the above Figure Noindicates, about 79% of vehicles registered in PCMC are two-wheelers. Figure No.2 shows the trend in the growth of two-wheelers and passenger four-wheelers (cars and light motorized vehicles) over the past five years.

Table No. 2.1 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-motorized vehicles) indicate a growing dependence on private and own transport in PCMC.

Table No. 2.2 New Registrations of Vehicles in PCMC Year* Two Auto CarsJLMVs Heavy Others# Total Wheelers Vehicles 2002-03 25625 263 3223 470 1793 31374 I 2003-04 345 18 173 4839 578 2323 4243 1 2004-05 3048 1 384 6166 99 1 1900 39922 2005-06 4 1296 419 8136 3702 893 54446 2006-07 43296 200 9465 4048 1308 58647 2.2.2 Road network Characteristics The city of Pimpri-Chinchwad is bisected by the old National Highway 4, which connects Murnbai and Pune. This road forms the spine of the road network of the city and most of the commercial activities have grown along this road. The other major roads of the city are either parallel to the NH-4 or are perpendicular to it. The following are the major roads in PCMC area, which run along the East-West direction:

1. Aundh - Rawet road 2. Telco Road, and 3. Dehu-Alandi Road

The following are the major roads in PCMC area whichrun along the North-South direction:

1. Moshi - Bhosari - Kasanvadi - Hinjewadi, 2. The MDR 3 1 (Major District Road No 3 I),

3. KSB Chowk - Kalewadi, and

4. Bhakti Shakti - Dange Chowk - Hinjewadi

PCMC is working towards the improvements of its existing road network through a number of projects. Figure No.2.2 Current roads network in PCMC area

2.2.3 Analyzing Road Structure The conventional approach to analyzing road network is to examine traffic volumes on specific road alignments and propose road width, flyovers, etc commensurate with the traffic volume projections. However, the overall efficiency of a road network depends on other factors as well. There are three important elements of overall network planning that have been analyzed in this study. These are hierarchy, continuity and topology.

Hierarchy - When categorized into primary (24 m and more), secondary (12 - 24 m) and tertiary (42 m) roads, the pattern of road network reveals the lack of contiguous roads at each level. It is important that a road of certain width, say 24 m lead to roads of equal or higher widths at both ends. While there are roads belonging to different width categories, a clear hierarchy is absent. Continuity - The DP road network diagram reveals many missing inter linkages. These are marked in dotted lines. In the absence of complete network of roads, roads of big widths become meaningless.

Topology - It is important that the road network pattern tends to a grid topology in order to provide alternate routes of movement. While an overall grid network is seen with more prominent roads in the northwest to south east direction, perpendicular roads are not very conspicuous. As indicated in Figure No.5, the existing road network of PCMC is highly fragmented at primary and secondary levels. Figure No.6 indicates that when all the proposals in the Development Plans are implemented, the overall pattern will improve considerably. However, if in the proposed network, the primary roads with ROW 24 m or more are isolated, and then what is left is disjointed with many loose ends.

Figure No.2.3 Existing Road Network By Hierarchy

The map above indicates that when all the proposals in developmental plans are implemented the overall pattern will improve considerably. Figure No. 2.4 Proposed Network Highlighting Roads with Row 24 m or more

However if in the proposed network the primary rows with Row 25 m or more are isolated then what is left is disjointed with many loose ends. Figure No.2.5: Proposed Road Network highlighting roads with ROW 24 m or more & loose ends removed

If the loose ends are also removed and only complete loops are considered, then the 'primary road' network covers only a portion of the city and that too in an incomplete manner. Thus it is evident that even after the implementation of all Development Plan proposals; neither the primary roads nor the secondary roads create complete networks. Varying road width along the length of a single alignment will considerably limit the traffic carrying capacity of that alignment and of the network as a whole. 2.3 Major Transportation Nodes Considering that PCMC Area provides large-scale basic employment, it attracts considerable amount of traffic from surrounding area, particularly from:

Pune City Dehu Gaon Dehu Road Vadgaon Talegaon Alandi Villages surrounding PCMA The following Figure No.presents the location of the above traffic generators, with respect to PCMA.

Figure No.2.6 Major Trip Generators around PCMC Area All the above contribute large quantum of traffic in the PCMC Area. Maharashtra State Road Development Corporation has recently developed the Wadgaon - Chakan Road as a toll road with private participation (Built, Operate & Transfer, BOT). Since then, there is considerable development happening all along this road, with Chakan area attracting lot of new industrial development. With further industrial development at Chakan, PCMC is likely to become a major residential hub, sandwiched between Pune and Chakan. Even today, there is considerable interaction between Pune and Chakan, and all the traffic due to this passes through PCMC Area. Currently, there are three roads to cater to the road traffic between Pune and PCMC, These are:

Old NH4 (Old Mumbai - Pune Road)

Aundh - Ravet Road NH4 Bypass

In addition to the above, a sub-urbanllocal train service exists between Pune and , which pass through PCMC limits. This forms a part of the services being provided by the Central Railways. Along this route, there are five railway stations within PCMC. These are:

Dapodi Kasanvadi Pimpri Chinchwad, and Akurdi

The railway service provides an important means of transportation to daily commuters of Pimpri- Chinchwad to Pune and nearby areas. However, as presented in later chapter (desire-line diagrams), it can be seen that the influence area of this service is limited.

NH50 (Pune - Nashik Road), which originates at Nashik Phata in PCMC Area caters to most of the current traffic between Pune and Chakan. and PCMC Area and Chakan. With the sort of growth happening at and around Chakan, this road (NH50) will become a bottleneck to traffic flow in PCMC Area, and necessitates development of North-South Corridors parallel to NH50. The Inter-City Bus Station of the city is located in Sant Tukararn IVagar and caters to the State Transport bus services to various cities and towns across the state of Maharashtra. Currently, there is no separate airport for the city of Pimpri-Chinchwad. The airport in Pune is situated in Lohegaon, and is used by all commuters in the region including Pimpri-Chinchwad. Connectivity to the airport is along routes, which pass through the Military Cantonment area of Pune. Apart from the daily traffic in Pune limits, there is no major bottleneck in terms of connectivity to the airport. There is a proposal for construction of an international airport at Chackan. Connectivity to the new airport would be along the existing NH-50 from PCMC limits. Within PCMC, all the large scale industries are major traffic attractors, such as Bajaj Auto, Tata Motors (formerly Telco), and Bhosri Industrial Area, Kinetic Engineering, Force Motors (formerly Bajaj Tempo), Daimler Chrysler, etc. Old Pimpri and Chinchwad, Nigdi, and Sant Nagar contain most of the current residential area, which is growing rapidly. Pimpri-Chinchwad has today become the most sought after residential location for middle income as well as higher income groups in Pune Region, and future will make it one of the most coveted residential zones in the state.

2.4 Pedestrian and NMV Facilities No dedicated facilities are available for the non-motorized vehicles and pedestrian, though they form a significant mode of travel, especially for non-work trips. However attempts are being made as part of road improvement proposals as well as the BRT system design to integrate pedestrian pathways and bicycle tracks into the design of ROW of the main corridors. A separate bicycle master plan has also been prepared as part of this proposal.

2.5 Traffic Management Including Parking Management Except for Old NH4 and few stretches in Old Pimpri and Chinchwad, traffic speeds on all other roads are quite comfortable. With increasing vehicular population, without any intervention, this situation could change quickly. With the ongoing improvements to Old NH4 the traffic flow on this road will improve and a good level of service can be anticipated. With the proposed BRTS and the Comprehensive Mobility Plan, there will be considerable improvement to the road network and Public Transit Operations. Currently, parking supply in the city is quite poor with very few off-street parking facilities. PCMC is planning to implement a parking policy. During the study, while studying the city structure, some locations have been identified where parking complexes can be set-up by PCMC. A Draft Parking Poliy has been presented at the end of this report.

2.6 Traffic Safety Table No. 2.4 indicates the accidents that have occurred in the PCMC limits.

Table No. 2.3 Details of accidents in PCMC area Fatal Accidents Major Accidents S.N Year Accidents Deaths Accidents Injured Persons 1 2000 117 118 102 108 . 2 200 1 99 100 88 79

3 I 2002 102 102 5 1 54

6 2005 144 147 97- 98 7 2006 155 158 111 113 ppppp 8 Until Oct 2007 156 157 121 7 Source: Accidents Department, TrafJic Police, Pune

An area, which receives less attention, which is the case in PCMC too, is the lack of a system and awareness to record accidents. There is a requirement to develop an Accident Information System to record accidents as per relevant IRC Codes, which can be used to identify accident black spots and develop remedial measures. A special cell within the city traffic police shall be created and trained for this purpose. 2.7 Socio-economic profile of the project affected population At the both routes, though the BRT Roads are not going through the settlements, there are approximately 1200-1300 structures, which are creating hindrances in the way of corridors. A point is to be mentioned here that at both routes, earlier the villages located on the roadside were not included in PCMC area and had their own Gram Panchayat. These villages were merged in PCMC area after extending the limits of PCMC. Hence, one finds that the abandoned growth of structures. However, while BRT is proposed at two places, Wakad to Nashik Phata and Kalewadi Phata to Dehu-Alandi Road. The settlements, shops, offices etc are located at the both sides of BRT roads. Majority of . these settlements and the structures are created by encroaching the roads by the population, who are the landowner. Majority of the population belongs to lower middle or middle class. Though there are two levels of the corridor, i.e. Trunk Routes-Level I and Feeder Routes-Level 11, which consists of the total of ten roads admeasuring about 165 kms. This report is prepared only for two BRT Roads, namely, Wakad to Nashik Phata (7.8 kms) and Kalewadi Phata to Dehu-Alandi Road (13.2 kms). Following is the broad characteristics of population:

2.7.1 Occupation Pattern of the Proposed Locality On the proposed sites of the existing roads, small businessmen, small shop owners, clinics, tea stalls, fruit stalls etc. are located. The structure owner, who belong from the same locality have created infrastructure illegally and given on rent to others or sold to others. The properties, which are being used on rental basis, are exclusively small entrepreneurs. Majority of them are the migrants from other places and settled in this area. The structures of this area has been increased to the extent that majority of them have crossed the limits or the boundaries of the existing road. Majority of these structures are creating hindrances even in the proposed City Development Plan, which is prepared by PCMC and approved by the government in 1995. Majority of the population staying in this area were engaged in agriculture as a main occupation and service, transport etc. as a secondary occupation. As this population has direct access to urban area and market place along with agriculture, animal husbandry was one of the important secondary occupations. As urban area increased and PCMC has extended its limits, the cost of land increased tremendously and almost all farmers have taken the benefit of this situation. At present most of the farmers have sold their agriculture land to builder or industries or corporate houses and received unexpected huge amount. Thus, some of the farmers have been entered into new business and some of them have developed their land and given on rental basis from which they are getting substantial income.

The second major group of population is mainly the migrants from other states or the district to Pune in search of job. Thus this group of population staying in this area are engaged in manual work, or employed in small hotels or canteens, tea stalls, petty trading, small production units, various workshops, garages, shops, vegetable shops. vendors, or the offices etc.

2.7.2 Education Level: The educational level of the general population is not far high but they are also not illiterate. Majority of them are educated up to secondary level. Graduate or higher education is comparatively very less. Substantial numbers of individuals are engaged in manual work rather than white-collar profession. Naturally, their income level is comparatively less than the others and those who are educated at middle level, they are working as a operator, clerk etc.

2.7.3 Caste/Religion/Culture As discussed in earlier point, majority of the population settled on the both sides of the BRT routes are the residents of the village and some of them are the migrants from various parts of the country. Naturally, this area do not has any specific predominant caste. However, Hindu, Maratha is the main caste followed by OBC, SC and ST. Indeed, there are clusters of various groups migrated from particular region. For example: UP, Bihar, AP etc. Thus, without any specific caste group, the entire population is heterogeneous either in caste or religion. Naturally one finds that their culture, their festivals, their rituals are totally different from each other.

2.7.4 Status of Women As the entire population belong from middle lower and lower class, majority of the women are either engaged in housekeeping or manual work. Those who are economically better off they are engaged in domestic chore. The women who got employment opportunity are working in small establishments and some of the women are engaged in various occupations. As regard to the status of women is especially engaged in domestic work at family level, majority of the women do not have control over the family resources and as usual and thus, they have the secondary status either in family or in society. In view of social participation, majority of the women do not have any formal organization. Naturally the collective efforts for either employment generation or getting social status are hardly observed in this area. Since 2000 onward, government is very keen for the various programmes concerned with women empowerment. This movement has been started in 1995 and gradually has taken the roots in society till 2000. In PCMC area right now, there are approximately total of 4000 Self Help Groups of Women estimating 40000 women members. However, in the area of proposed BRT Routes, no specific information is available.

2.7.5 Economic Condition There are two categories of the population. One, the owners of the land, and another migrant population settled in this area. Those who belong to same locality, their economic conditions are much better as compared to the migrant population. Especially since last ten years due to unexpected rapid growth of urban areas, the landowner got the substantial value for their land or their property. Hence, they are economically well off. Another class is extremely poor population engaged in manual work or marginal employment. Thus, the income and expenditure elasticity of two strata are exclusively opposite to each other either very rich or very poor. Thus, it is very difficult to draw any conclusion about the economic condition of the population where heterogeneity in the occupation, in the education, in the ownership of property persists. 2.7.6 Common Property Resources Common property resources such as water resources, employment opportunities, social gathering places, religious places, grazing land of animals etc. are likely to be affected due to the project. Some of the resources, which can be moved from one place to another, will be relocated with prior approval of the concerned persons before starting the construction. The efforts are also being made to restore these resources in a natural condition. Whatever resettlement is needed, these properties will be relocated at suiTable No. locations, as desired by the community before construction starts. For this purpose, social education will be imparted through motivation and community leaders, key persons will be contacted for discussions about relocation aspects. All necessary care shall be taken to minimize impact of the construction of proposed BRT on cultural properties.

2.7.7 Indigenous Peoples "Indigenous Peoples" Under Article 342 of the Indian Constitution, such as Scheduled Tribes (STs)] or such other communities which have particular characteristics like (i) tribes' primitive traits; (ii) distinctive culture; (iii> shyness with the public at large; (iv) geographical isolation; and (v) social and economic backwardness and having a social and cultural identity distinct from the 'mainstream7 society that makes them vulnerable to being overlooked or marginalized in the development processes. Such types of the people are very few in the proposed site. The population which belongs of this category are almost negligible and that also the migrants from the other states. For SC, ST and Economically weaker sections, the PCMC has already given top priority fro resettlement and restoration of the income. Their problems have been addressed adequately through various developmental projects, which helped to streamline their lives as a common person.

2.8 Measures to be taken to minimize the impact of PAP It is to be noted here that in spite of the development plan by the municipal administration, most of the occupants have occupied the places (illegal encroachment) and started their business without completing legal formalities or the necessary permission from the competent authorities. Thus, majority of the business, employment centers, establishments etc do not have any legal status. However, in spite of all these conditions, the PCMC has proposed to take the following actions to minimize the possible impact.

On the proposed BRT Corridors, about 1179 structures have to be shifted. These structures have been constructed on private land. Out of 1 179 structures, 90% structures will be either partially or completely demolished to acquire the land. To compensate the losses of the structure owner, additional FSI will be loaded on the rests to the structures. Thus, there will not be total shifting of the structure. To minimize the impact of BRT Corridor following categories of the population will be considered on top priority depending upon the type of the losses. For this purpose, three categories of the structure losers are considered on priority basis. The overall structures, which are creating hindrances, are classified into four main categories as follows: First- the structure owners who have clear title and permission for concerned authority of PCMC. Second- the structure owners who have clear title but do not have legal permission of concerned authority of PCMC. Third- the structure owners who do not have clear title as well as legal permission of concerned authority of PCMC. Fourth- Purely temporary sheds without permission or title.

Measures: The PCMC has already given four main options as follows: 1. Loading additional FSI on the rest of the structure if the owner is loosing partial property. 2. Awarding TDR in lieu of land acquired to the landholders who are loosing the entire property. 3. Providing houses of 550 sq. ft. in the ongoing housing schemes popularly called 'Gharkul Scheme". 4. Resettlement in the ongoing slum rehabilitation projects. Along these four options, the structure looser can opt any one of them within the legal framework. However, these options will be executed through personal discussions and negotiations with concerned persons and the compensation will be awarded depending upon the quantum of losses and the legal framework of the structure.

For business or Small scale industrial units individuals will be given option to shift their businesses under the reservation for business rehabilitation policy prepared by PCMC. In which, on the proposed corridors of both routes certain land is reserved on which business development centers will be developed by PCMC for the rehabilitation of PAPS. CHAPTER I11 PROFILE OF AFFECTED POPULATION

3.1 Introduction As discussed in the earlier chapters, PCMC has extended its limits. Naturally, numbers of villages are now been merged in PCMC extended limit. Before merging into PCMC area, almost all population was exclusively dependent on agriculture and agriculture related employment. However, the Pimpri-Chinchwad Industrial Belt had already created number of job opportunities in various industries, the MIDC Bhosari and Chinchwad area had also created Employment Opportunities. Naturally, the population staying in those villages were engaged in either agriculture or employed in various industries located in nearby area; this situation has resulted in rapid growth of population of this area. Therefore, various small size commercial establishments have been developed either by the native villages or the migrants.

The value of land of the roadside has been hiked to extend that it becomes very difficult to purchase a piece of land even for the houses to a common man. The majority of the farmers have converted their agriculture land into either commercial or residential area, which has helped to earn the substantial amount of money rather than continuing traditional occupation of agriculture. Most of the builders from Pune or Murnbai have purchased the agriculture land started constructing huge housing complexes or developing township projects. Hence, the allied occupations/commercial establishments developed automatically. Indeed, it is an inherent process along with the population, the service sector such as various shops, schools or service providers increased automatically.

3.2 Demographic Profile In the following points, the overall demographic profile of the city and of the proposed corridors have been discussed in detail: 3.2.1 Population growth Pimpri-Chinchwad provides employment to industrial workers and of late has emerged as an affordable urban destination for residential purposes. The increasing demand for industrial and residential areas led to continuous addition of areas and up gradation of the erstwhile Municipal Council to a Municipal Corporation. 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%. As per the 2001 census, population of Pimpri-Chinchwad was 10 lakh persons and the current population is estimated to be around 13.35 lakh persons.

3.2.2 Population Projections for the next 20 years The City Development Plan (CDP) of Pimpri-Chinchwad, prepared by CRISIL Infrastructure Advisory, has been closely followed for estimating future population projections in the region. With an estimated CAGR of 4.12%, for 2001-201 1 and 3.62% for 201 1-2021, the population of the city is estimated to reach 15.07 lakhs by 201 1 and 21.50 lakhs by 2021 and 29 lakhs by 203 1.

Table No. 3.1 Population Growth in PCMC Census Year Population Decadal Change Decadal Growth Rate (%) 1951 26367 - - Figure No.No 3.1 Population Growth

The dynamic process of population growth is largely the function of real estate development, land prices and ease of accessibility to work place, and availability of basic services. As a result, population growth is being witnessed in the fringe areas of the city and just outside the PCMC limits. The population of Pimpri- Chinchwad in the last two decades grew at an annual average rate of over 7% against the national average of 2.1% and state average of about 3.3%. Considering the proximity of industrial area like, Chakan, Talegaon and Vadgaon, the population and workforce at Pimpri-Chinchwad is likely to grow significantly. To take care of this growth, an efficient transit system, like, the present proposal for BRTS is mandatory. The above estimates of CAGR have been used for projecting the population in each of the 105 wards in PCMC area. The detailed methodology used for estimating ward-wise population group is discussed in Section 4.1.2 of this report.

Table No. 3.2 Estimated Growth of Population Year I CAGR 1 3.2.3 Spatial Patterns of Growth Analysis of the extent of development in the Pimpri-Chinchwad region was carried out from LanSat and images available on the Google Earth website. An 84% increase in area under development has been noticed in the period between 2000 and 2007. A good portion of this growth has happened in and around Pimpri-Chinchwad.

Table No. 3.3 Analysis of spatial growth over time Area ) Stage 1 Image data Source Increase YOIncrease Sa. m / Sa. km I 1 I TM Image (1989) 1511 19740.85 151.12 - I1 ETM Image (2000) 179820938.00 179.82 28.7 18.99 I11 Google Image (2007) 332098555.76 332.1 152.28 84.68 Note: The year given in the data source is an approximation

Sizeable portion of the development in the last decade is towards Pune city in the south and Hinjewadi IT Park in the southwestern direction. Further impetus to development is given by the westerly by-pass connecting Mumbai to Pune and the improvements of the Aundh-Ravet road. The other major pull factor is the Talwade IT Park in the northwestern corner of the city. Improvements to the Dehu-Alandi road and the NH50 will bring about development in the northern and the northwestern region. The new international airport at Chakan to the north will further enhance growth in these directions. Besides major developments outside the city, transformations have been seen extensively along the NH4 with industrial and residential uses getting converted to commercial uses. Therefore some intensification of development is also expected. In the view of rapid urbanization in the Pune Metropolitan Region, a base scenario for spatial growth scenarios has been prepared for Pimpri-Chinchwad and its context in the next twenty years. This Base Scenario envisages a population of 21.5 lakhs by 2021 & 29 lakhs by 2031 respectively (from CDP). The present trends in spatial growth have been followed in making projections. This scenario assumes that no land use or transport intervention is carried out. The average density in the case of both 2021 and 2031 has been assumed in the range of 9000 to 10000 persons per sq. krn. Figure No.3.2

3.3 Development Plans in force The first development plan for the erstwhile Municipal Council had been prepared and sanctioned by the State Government in the year 1978. Following the constitution of the planning authority, the Pimpri-Chinchwad Municipal Corporation in 1982, a Development Plan was prepared for the then PCMC area of 86.01 sq krn and sanctioned by the Government on 18th September 1995.

The Plan came into force with effect from 2nd November 1995. In 1997, certain areas, which were under the planning control of PCNTDA, were merged with PCMC. Different surveys have been carried out for the purpose of the preparation of the development plan for these newly added areas, such as housing, traffic and transportation, industrial trade and commerce, water supply, sewage and waste disposal, slums, environment, health and medical, education and recreation. The area under the Municipal Corporation was further increased through the addition of 18 new villages in part or full, constituting an extended area of 84.5 1 sq km in the year 1982. Thus, the total area under the jurisdiction of PCMC measured 170.51 sq km. The draft DP for these newly merged areas has been submitted to the state government and approval for the same is awaited. Revision of the Development

Plan for the old PCMC area of 86.01 sq km. is due in 2007. It is considered necessary that a comprehensive Development Plan for the entire area of 170.51 sq krn be drawn up. Hence, the draft DP for the newly added areas has to be merged into the revised DP to ensure a comprehensive plan for the PCMC area.

3.4 Proposed Land Use From the Development Plan documents for PCMC old area, PCNTDA and PCMC newly added areas, the areas under different land uses has been estimated and presented in the Table No. given below. As is evident from the map, in the respective Development Plans, the MIDC industrial estates were zoned as predominantly industrial zones while other uses were assigned to areas around them. In terms of land use zoning, status quo was maintained for village areas and the refugee camps also. Plots have been reserved both in the old DP as well as the DP for the added areas for public utilities and social infrastructure as per recommendations of the UDPFI guidelines. Commercial zones have been assigned in blocks as commercial districts, equidistantly placed around the residential areas. Buffers along the rivers and reserve forests were meant to provide the green spaces in the city. Table No. 3.4 Proposed Land Use Areas

-S.N Head Proposed Land Use pOh Total , (Sq. km) Area Extent of Town 1 Residential 84.22 62.72 49.39 2 Commercial 2.97 2.2 1 1.74 1

4 Public Utilities 1.74 1.29 1.02 5 Public & Semi-public 5.79 4.32 3.4 6 Transportation/Circulation 16.42 12.23 9.63 7 Open Spaces/Recreation 4.32 3.22 2.53 8 Barreflacant Lands 0.00 0.00 9 Water Bodies 4.96 2.91 10 1 Quarry 0.00 11 I Agriculture" & Reserve 3 1.27 18.34 Sub-Total (Developed Area) 134.28 100.00 78.75 Sub-Total (Un-Developed Area) 36.23 21.25 I Total 1 170.52 1

3.5 Proposed Density Regime The generic pattern of FSI (as per the development control rules) corresponding to the land use is as shown below. The over-all variation in FSI is from 1 to 2.25 across the city, which is quite low. However in the context of the old DP the FSI variation works well with the central areas (old gaothans) having higher FSI and peripheral areas having lower FSI. In the changing context the FSI regime must be reviewed. At present however the development control rules apply to the entire PCMC area. Table No. 3.5 FSI Corresponding to Use as Prescribed in the DCR in force Use Min FSI Max FSI Gaothan Residential 1.5

! 1 Mixed--- - 121- I 1 Commercial 12 Institutional 1.5

Other Residential 1 I I Commercial Ill I Institutional 1 1.5 Industrial 1 3.6 Transfer of Development Rights PCMC also follows a TDR policy for appropriating land to be developed as roads or for appropriating land and assets to be developed as public amenities. The commissioner of PCMC issues a Development Rights Certificate (DRC) stating the FSI credit and this is based on the allowable FSI on the area of land/ asset surrendered to the authority. There are regulations on where these development rights can or cannot be transferred. Typically transfer of development rights is allowed from a congested area to a less dense fabric. Transfer of development rights is not allowed along national highways.

3.7 Existing City Structure For the preparation of a Comprehensive Mobility Plan and designing a BRT system, the election wards were taken as the traffic analysis zones. However, modal distribution and assignment of trips to roads at the ward level does not reveal the real concentration of origins and destinations within the ward, as development is not homogenous throughout the ward. In order to provide more disaggregate information, two types of land use surveys, built area and building condition surveys were undertaken - at the sub ward level and along predefined corridors which serve as the primary road arteries for the city. These surveys were used to arrive at information to enable and informed decision making in the following ways:

While the trip generation from the traffic & household analysis will assign trips on existing roads, the land-use survey may give further insights to planning transit routes so that they connect concentrations of origins and destinations within the warddtraffic analysis zones. Assigning of routes and decisions on road & network improvements can be made more practical when information on transformation/redevelopment potential is available. Systematic changes to the land use and density regime can be proposed so as to align development along corridors and nodes. The following sections describe in detail, the steps carried out for modeling the existing land-use patterns in Pimpri-Chinchwad. 3.8 Development of Government Land PCMC owns some parcels of land along proposed BRT corridors. It has initiated the process of developing some prime land parcels through a PPP model. These would be a source of one-time as well as annual income. One such example is the Pimpri-Chinchwad City Centre, spread over an area of 33 acres at a prime location on Pune-Mumbai highway near PCMC Office Complex. This facility lies along one of the major corridor of the city. Some of the facilities that are proposed in this complex include an Amphitheatre, a hotel, Laser and Aqua Show, Children's zone, Conference zone, Exhibition Centre, Butterfly zone, a Velodrome, etc. PCMC plans to market this development as a major commercial hub in most prime areas of -the city. This would also encourage use of the BRT system.

3.9 Socio-Economic Profile of Project Affected Population 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. Data collected during the Household surveys gives information about the socio-economic and other demographic indicators of the city of Pimpri-Chinchwad, which has been presented in earlier sections. However, due to the proposed BRT about 1179 persons have to loose their property. Those losses are broadly characterized as follows:

Losses of Assets Loss of employment Loss of occupation Loss of residential area

On the both sides of the proposed area, there are small business centers, petty traders, offices or commercial establishments. During the course of widening the road, majority of these infrastructures are to be evacuated. One of the most significant characteristics of the proposed area is loss of employment, due to shifting of establishments at other places. To assess the nature and extent of the losses of the people, a rapid survey of some of the indicators have been collected by visiting the households. The results are discussed in following tables:

Table No. : 3.6 Caste-wise Distribution r Caste of the Residents Total 1 SC I ST 1 NT 1 OBC 1 Other I NRC* 40 ( 10 110 Route No. 1 I w*0.9% 27.3% 20.9% 5.5% 36.4% 1 9.1% 100.0% 10 102 94 75 785 3 1,069 Route No. 2 ( 110.9% 9.5% 8.8% 7.0% 73.4% 0.3% 100.0% 11 132 117 81 825 13 1,179 Total 0.9% 11.2% 9.9% 6.9% 70.0% 1.1% 100.0% * Not Recorded Figure No. 3.3 Caste Wise Distribution

17 NT 17 OBC Other I H NRC

The Caste-wise Distribution shows, approximately 70% population is in open category, 7% belongs from other backward community, 10% NT category, 13% is of SC and ST Category. Majority of them belong from the same village. However, small shopkeepers, Hawkers, Tea Stall Owner, owner of the fruit shop, these people have been migrated from other places to this area. Hence, they are running their business by taking a rental shop or on the rental place.

60 Table No. 3.7 Occupational Structure of PAP

* Not recorded as there was no construction- Open plot and farms

Figure No. 3.4 Occupational Structure of PAP

service Business Casual Labour NRC* El Route No. 1 1 .Route no. 2 ~ Occupation The above Table No. shows the crude estimate of the occupational distribution of the PAP. About 12.5% owners are engaged in service and approximately 65% are engaged in business. 13.3% are the casual workers and 9.5% structure owners have not given any specific occupation. However, they are engaged in service, business or casual work. The broad distribution shows the businessmen who are mainly the petty traders are the predominant occupation in this area. This is quite obvious that as this survey is from the both side of the proposed corridor, shops are more. Table No. 3.8 Ownership of the Structure Land Ownership of the Residents Total Private 1 Government I NRC* / NRSP** 110 0 0 ) 0 110 1 I Route No. 1 , 100.0% 0.0% 0.0% I 0.0% 100.0% 1 - 7 13 12 1,069 Route No. 2 1,037 1 97.0% 0.7% 1.2% 1.1% 100.0% 1,147 7 13 12 1,179 Total 97.3% 0.6% 1.1% 1.0% 100.0% * Not recorded as plotslfarm owners are not known to other ** Respondents were hesitant to provide the information

Figure No. 3.5 Ownership of the Structure

The above Table No. shows, majority of the structures are private structures. One point is to be noted here that these are the native villagers of the same village. As PCMC has increased its limits, hence they become the residents of PCMC. Due to this rapid urbanization, cost of land is very high and earlier these were the farmers, who have constructed their shops and houses before DP. The following Table No. provides the nature of structures. Table No. 3.9 Nature of Sue of Structure 1 I Nature of Structure 1- . I

* Open plot and agricultural land

Figure No. 3.6 Nature of Sue of Structure

Kuccha Pucca N/A *

1 W Route No. 2 I Type of Structure

It is seen from the above Table No. that approximately 30% structures are Kuccha built in brick and mud having tin sheet on their roof and rough stone flooring, whereas 70% structures are the Pucca constructed in cement with tile flooring and all basic amenities. In most of the structures, basic amenities are there irrespective of the type of construction. Of course, the structure it is in use for particular purpose, we don't have the evidence about their ownership. These evidences will be collected in due course. Table No. 3.10 Loss of Land by Size Loss of Land by Size Total Above 225 ft I Below 225 ft Q I 13 I ln a/ u I I& 1 IIV Route No. 1 I I 89.1% 1 10.9% 1 100.0% 1

473 596 1,069 p Route No. 2 1 44.2% 55.8% 100.0% 57 1 608 1,179 Total I 48.4% 51.6% 100.0%

Figure No. 3.7 Loss of Land by Size

Above 225 fi Below 225 ft Loss of Land Category 1 Route No. 2

The above Table No. shows that, there are approximately half of the structures, which will have to loose above 225 sq. ft. land and equal proportion of the respondents of these structures have to loose below 225 sq. ft. land. The policy related to the compensation to the losses and the proposed strategy for the same is already discussed in earlier part. Table No. 3.1 1 Floor of Structure Floor of Structure Ground Two Three Four Total Open Farm I Floor storied Storied Storied J Route 46 14 0 0 2 5 25 110 No. 1 41.8% 12.7% 0.0% 0.0% 22.7% 22.7% 100.0% Route 794 218 1 5 50 7 1,069 No.2 74.3% 20.39% 0.1% 0.5% 4.7% 0.7% 100.0% 840 Total 1 232 1 71.2% 19.67% 0.08% 0.4% 6.4% 2.7% 100.0%

Figure No. 3.8 Floor of Structure ElGround Floor 1 Two storied I liaeestoried

In all the structures, there is 9.1% open plot or agricultural land; naturally there are no any structures. For rest of the structure, majority of the structure have either ground floor or two storied and very few structures are three and four storied. About 71% structures are the single structure, i.e. having only ground floor. Approximately 20% structures are two storied. The proportion of three storied and four storied structures are very negligible on both routes. There are six structures, which have more than one floor, i.e. three or four storied buildings. A point is to be noted here that majority of the owners have obtained permission from PCMC for ground floor, if they have clear title, but the structure above the ground floor is exclusively without permission, i.e. unauthorized. As regard to the replacement or resettlement, PCMC cannot consider these structures for rehabilitation at other places. Table No. 3.12 Income of Residents 1 Income of Residents 1 Total I 1 I Below 2000 / 2001-5000 1 5001-6000 1 6001+ ( Open 1 Farm 1. 1 Route 10 10 20 20 25 1 25 110 No. 1 0.0% 0.0% 0.0% 18.2% 22.7% 1 22.7% 100.0% Route 136 191 228 ) 457 50 7 1,069 No. 2 1 12.72% 17.9% 19.5% 1 42.8% 4.7% 0.7% 100.0%

Figure No. 3.9 Income of Residents

4000 2001- 5001- ,6001 Open Farm 5000 6000 Route No. 1 Income Range I Route No. 2

There are approximately 12% structure owners whose income is below Rs. 2000/- per month. Mostly, these structures are the Kuchha Structure or temporary structures. Majority of the persons are working as a labourer or they are employed in workshops in the same area. The category stated as a service in the occupation table, it also includes the regular casual work, where their income is very marginal. The second category is the income group of Rs. 2000-5000. There are about 17% structure owners or landholders or the individuals have the income ranging from 2000-5000. This category is also socio- economically weaker section. 21% structure owners' income is 5000-6000 per month, whereas 4 1% of respondents do have income more than Rs. 6000 per month. A point is to be noted here that, as this is the rapid survey, the figures that we received from the person who is available at the time of survey. These income categories are grossly underestimated and needs further investigation in detail.

3.10 Project Affected Population by type of losses The details about Project Affected Population are given in following table. Rapid Socio- economic survey was undertaken and information was collected with the help of actual site visit and observation. As this was the rapid survey, counting of the structures and its use was recorded on the basis of observation by the investigator. The details of each one of the structures needs to be investigated further. This will be undertaken in due courses. However, the following information provides what are the various types of losses and the socio-economic profile of the affected population by its type.

Table No.: 3.13 Details about the Losses by Type Figure No: 3.10 Details about the Losses by Type

House W Shop Open Hotel Office Religious Farm Shop Clinic NRC 1 Usaf$@%ial I

In the above table, the total number of structure coming in the way is given under different categories. There are total of 314 houses, 98 workshops, 75 open plots, 54 hotels, 34 offices, 14 small or big size religious or social structures, 32 farms, 524 shops and 16 clinics. Thus, there are total of 1179 total structures. 18 structures have not been categorized under particular category, as the usage is not known due to non-availability of information. However, most of the structures are constructed unauthorized without getting the prior permission from concerned department of the municipal corporation. It was found that there are three categories of the structures as follows:

Clear titled with legal permission: 480 Clear title without permission: 220 No title, no permission: 479

Thus, PCMC has already made arrangements to take care of 1100 structures of them which are 880 are the legally authorized structures. Majority of these structures are the houses and 220 structures, which do not have legal permission workshops, hotels, offices, shops, clinics, etc. are located and majority of them have taken these structures on rental basis and performing their businesses. The further enquiry about the proper licenses reveals that, the shops, small hotels, offices; majority of them do not have proper license from the respective departments.

Houses There are total of 3 14 houses. The details about the losses of these houses occurred due to BRT will be calculated on the basis of the actual measurements and based on the proportion of loss, they will be given following options:

To resettle these families in the ongoing housing complexes, they will be given Special Consideration in the ongoing projects of construction of housing complex for economically weaker section. About 14000 houses are being constructed in various part of the city; they will be resettled in various complexes as per their convenience. Special Reservation has been kept for these persons in these complexes. The details are given in the Appendices No. 1.

The structures, which will be demolished partially, they will be given the proportionate FSI (additional on the same structure), so that they can extend the present construction. After construction of BRT, the market price of the existing structure will increase tremendously. Thus, they will get the additional benefit of BRT in terms of price. One more option of TDR will also be given for these families, which they can in cash at any time as per their need in any part of the PCMC area. Thus, they will get the equal return of the structure they have lost in BRT.

Slum Rehabilitation Projects are being implemented since last one year. In various part of the city, these projects are exclusively based on public-private partnership, so that PCMC need not to spend any excess amount for construction. Under the slum rehabilitation project, PCMC is providing well structured 270 square ft. well built one room kitchen with all modem essential amenities to the slum dwellers. If there are some cases, where the house will be totally demolished and if the owner is agree to resettle in these buildings constructed under SRP, they will be resettled in such places as per their convenience. Workshops There are 98 structures, where the owners are running the workshops and some of them are on rental basis. Most of the workshops are constructed on unauthorized place, which do not have clear title. The workshop owner who have clear title with official permission, these workshops will be resettled at appropriate places wherever construction of housing complexes are going on in the city.

Open Spaces For open plots, TDR will be given as per the rules of PCMC.

Hotels and Offices On this road, there are total 88 small hotels or the offices. These structures are on the way of DP Road. For these structures, they will be given option to shift their business in the nearby location, which will be developed by PCMC on the both sides of corridor. For these establishments also, the titles and permission will be critically assessed by competent authority before relocate them at appropriate places.

Religious Places/Social Structures There are total of 14 religious structures, such as small Ganapati temple, Dutta temple, Saibaba temple etc. However, among them one Church and Ganapati temple is the crucial one. For these structures, place' will be given in nearby area as per their convenience. However, on the both sides of the corridor, there are some open spaces available. These structures will be shifted on the open spaces. PCMC will bear the cost of construction and shifting.

Shops There are total of 524 shops. These shops are of grocery, cutlery, stationery, cloths, tailoring, Press shop etc. By assessing their legal status, they will be resettled at the places at the proposed size of commercial complex proposed on the both sides of the corridor. Among these, if the owner is willing to relocate his business at other places, they will be given the option at various places, which have already being constructed by PCMC.

Clinics There are total of 16 clinics on the proposed site. For clinic, they will be resettled at the same location with mutual understanding with owner.

Agriculture Land As regard to the agricultural land or open places (Plots), they will be given TDR or the compensation in cash as per the rules of PCMC.

The resettlement process is a gradual, sensitive and a complex, which needs to be handled carehlly. To prepare the mindset of the individuals is the main challenge. For this purpose, help will be taken from local NGOs, Key persons of the community, Municipal Corporator and the Professional Social Workers appointed for this purpose. Continuous efforts will be made for motivating people by a) Organizing Group meetings b) Conducting Training Programmes c) Individual Negotiations d) Public Hearings e) Creating Awareness Generation about legislations etc. In the process of land acquisition, number of complexities involved such as local group dynamics, political interferences, and sensitivity about religious structures. These religious groups will be given appropriate places in nearby area. The care will be taken that without disturbing their social or religious sentiments they will be shifted as per the convenience of local people. CHAPTER IV LAND ACQUISITION AND IMPACTS

4.1 Introduction As discussed in earlier chapter, while selecting the routes for BRT, a care was taken for minimize the losses of the property and the displacement of less number of populations due to the proposed project. Therefore, on the both routes, a rapid survey of the structures creating hindrances of BRT has been undertaken. The detailed result of survey data is discussed in Chapter I11 in various tables of socio-economic profile. The structure owners who have clear title alongwith the permission from compitant authority for such structures case has been taken to honor the commitments in terms of permission as far as possible. In this chapter, land acquisition estimates, quantum of losses by types, land acquisition and displacement, impact on community resources, squatters and encroacher impacted and option preferred by PAP have been discussed in detail.

4.2 Land Acquisition Estimates for proposed BRT corridors BRT Project is proposed at two places. There are two categories of the people staying in this area. One is the owner and another is tenant. At the proposed site, the land is being used for two purposes. One is for commercial purpose and another is residential purpose. The place used for commercial purpose is mostly rental land or place. In some cases, it is used for dual purpose. A rapid survey has been conducted in this area to assess the PAP by type of losses. Roughly it is estimated that there is a loss of residential places as well as business centers. In the case of the present proposal of BRT Corridors, more than 50% of the land required is already in possession of PCMC, while the remaining has to be acquired. Following are the details:

Table No. 4.1

Area under BRT Corridor name Area required (hectare) Area under possession bWadito Dehu-Alandi road 33.2 54% 1 2 1 Nashik phata to Wakad 3 1.5 64 %

Along these corridors 1179 numbers of structures are being affected, of which 80% are partly affected. Most of the structures are unauthorized. Following are details of affected structures along the two proposed corridors: Table No.: 4.2 Details about the Losses by Type Usage (Structure Detail) Work Religious Total House Open Hotel Office Farm Shop Clinic NRC Sho~1 I ,Social Route 55 0 2 5 2 2 0 2 5 0 1 0 110 1 No.1 50.0% 0.0% 22.7% 1.8% 1.8% 0.0% 22.7% 0.0% 0.9% 0.0% 100% Route 259 98 50 52 32 14 7 524 15 18 1,069 No.2 24.2% 9.2% 4.7% 4.9% 3.0% 1.3% 0.7% 49.0% 1.4% 1.7% 100% 314 98 7 5 54 34 14 32 524 16 18 1,179 26.6% 8.3% 6.4% 4.6% 2.9% 1.2% 2.7% 44.4% 1.4% 1.5% 100%

People affected by the projects can apply for the Gharkul Yojana projected by the PCMC. This forms part of JNNURM and prospective scheme of EWS/LIG as a joint venture of PCMC and MHADA. This Yojana accepts some amount as contribution of the beneficiary and the remaining share is to be borne by the Central Government, State Government and PCMC. This is taken up under the scheme of providing basic services to urban poor(BSUP). The affected people along the proposed BRT corridors are expected to generate additional benefits due to the development of BRT services. This is in the form of FSI ceiling being increased to 1.8 along the proposed corridors. In the case of authorized structures, affected people are compensated for the cost of land, cost of construction of the structure and shifting to another location. The development take place as per the land use shown on the development plan and the development control regulations. People's consultation is taken into consideration before the preparation of the budget every financial year. This is to address the citizens' immediate requirements while finalizing the budget for project implementation.

The suggestion of residence of city are called for and they are duly considered besides this monthly Lokshahi Din is also conducted on the first Monday of every month to know the grievances of the public and are monitored and sorted out in time bound manner. The tree cover is equally important in urban areas there are so far as 600 numbers of trees obstructing corridor construction, the details are given in the Table no. 4.3. It is clear that out of these 600 numbers of trees are worth replanting and they are proposed to be replanted in the adjoining areas. The remaining 200 numbers of trees wich are too small need to be cut and against this equal no of trees are going to be planted in the visually. Pawana River is being crossed by one of the Corridors. The Pawana Sudhar Project has been proposed by PCMC for development of the riverbank. The work is already in progress.

In the proposed BRT, chances of environmental pollution are there. However, PCMC has already taken the efforts to control environmental pollution by undertaking tree plantation in various parts of the city. On the proposed road, trees will be planted on the both sides. Perhaps, due to the rapid movement of the bus and other vehicle, it will not create major environmental problems.

4.3 Quantum of Losses by Type The rapid survey of the structures located on the both side reveals that there are total of 1179 structures. The details of the type of losses are as follows:

Table No. 4.3 Quantum of Losses by Type Number Type of Structures c 55 259 314 0 98 98

Teas Stall or Small Hotels I 2 52 I 54 1 4 1 Offices 2 32 34 1 15 16 1 1 (22l:i;s P 0 524 524 L O~enPlots1 farm 50 57 107 --8 Religious/Social 0 14 14 9 NRC 0 18 18 Total 110 1069 1179 In the above table, various structures along with usage is given. There are total 1054 structures and 125 open plots. Among all .the structures, very few structures are needed to be totally shifted and relocated at other places and rests of the structures are partially coming in the way. The structures which are totally be relocated, negotiation will be held and appropriate option will be given such as loading FSI on the rest of the structure, awarding TDR, Resettling into other housing complexes being constructed for economically weaker sections or relocating them into locations kept for housing for sishoused in Development Plan which are presently in progress. However, the cases, of options depending upon the proportion of losses will be dealt categories. For the purpose of resolving grievances the competent authority has been given the powers of negotiation.

4.4 Land Acquisition and Displacement For acquiring land, legal procedures laid down in the policy of state government will be meticulously followed and the necessary action to be taken. The details about the procedure of land acquisition are described in next chapter. Those who will get displaced due to land acquisition will be given various options for their settlement. Under this settlement, care will be taken that they will have the source of livelihood as before implementation of BRT. For those individuals, priority will be given under various schemes of housing or the shopping complexes that are proposed to be implemented in development plan reservation. For the financial losses, special efforts will also be made to establish the linkages with financial organizations. Indeed this approach will help to have one more opportunity to diversify, their present occupation. There might be large variations about the problems and difficulties, these problems and difficulties will be resolved on negotiation at individual and group level.

4.5 Impact on the community Resources The community resources will be developed for meeting their social lives. Special efforts will be made to have common places to gather, for religious activities etc. so that the cultural aspects of the social life will be procured. However, there are hardly any community resources, however considering the potential of employment or the potential and livelihood resources of the PAP, the community resources will be created through Development Plan. Perhaps, it will certainly help to create modem facilities. About the essential services, the development plan of the city has already made the provision for maintaining the same status or various resources related to social life.

4.6 Impact on Squatters and Encroachers It is known fact that not only on public places or but even at private places also squatters are observed in large numbers on the both sides of the proposed road. These squatters are exclusively migrated population. These squatters will be resettled at the appropriate places that are under constructions at present. Under Shelter Policy, these squatters will be resettled.

4.7 Options Preferred by PAP 1. Following options are given by PCMC. a) Additional FSI to PAP b) TDR c) Resettlement in Housing Complex being constructed and rehabilitated by PCMC. d) Resettlement of commercial structures in proposed sites. e) Housing and Occupational Rehabilitation of PAP under BSUP. f) Only compensation for land and authorized structures. (Through land Acquisition Act and private negotiations)

All the above options will be given to the property losers through negotiation and one of the suitable to their needs and requirements can be availed by them. CHAPTER V IMPACT ON WOMEN AND OTHER VULNERABLE GROUPS

5.1 Introduction For any developmental project, women are the worst sufferer of the development process. Though, the intention is to provide the better opportunities and better sources for their livelihood, the overall impact on the status of women, children and other vulnerable groups those who are excluded from the benefits of general development are bound to have adverse effect. The women folk who are engaged in petty jobs or petty trading are going to loose their jobs and business. However, it is expected that, while resettling them at other places, the care will be taken to impart training of new avenues of livelihood resources. The technical support system will be provided to deserving structure owners. Perhaps this support system is developed in such a way that it will help to bring weaker sections in the mainstream of the social life.

5.2 Impact on Women The women, who have already secondary status either in family or in society, will be supported by adequate infrastructure to remain active in earning their livelihood resources. For this purpose, it is proposed to undertake

Formation of women's organizations Formation of women's cooperative societies. To develop the Self Help Group To develop the women's training centers. To Collaborate with other financial organizations for financial support to start business. To establish the linkages between various business houses to generate employment opportunities. To encourage cottage industries and food processing units, women will be given scientific training.

These are the broad measures proposed in the project.

5.3 Impact on Tribal and other vulnerable groups In this area, tribal population is comparatively very negligible. Perhaps, hardly few families are going to affect by this project. And these families are mainly engaged in unskilled job or working as a labourer on the construction site. Thus it is proposed to accommodate these families on the various activities of the construction of BRT.

Other vulnerable groups There are number of other vulnerable groups settled in this area and staying in rental houses. These vulnerable groups will be given an opportunity through various schemes being implemented by PCMC and special efforts will also be made to get the benefits of various government schemes meant for vulnerable and weaker sections of the society.

5.4 Women's Role in Household Economy It is a known fact that in spite of the significant contribution of women in caring and raring of the children, her role and contribution always remain invisible in the society and in the family. In the poor families, she not only takes care of the children but also earns the money for their survival. There are number of women who are engaged in economic activities. While resettling these families, the care will be taken to provide adequate opportunities for income generation as well as creating new opportunities in a formal sector.

5.5 Possible Areas of the Women Involvement There are several examples where the women have taken the active part in developmental activities the development is very rapid. Indeed, for the sustainable development, women's participation has the great significance. Special efforts will be made to motivate women for resettlement and their help will be sought in resettlement process. Special

78 motivational programmes will be implemented. All possible help will be given to the women for necessary actions. The women will be organized in such a way that the local level organization will make significant contribution in the process of resettlement and expedite the developmental process. CHAPTER VI RESETTLEMENT POLICY AND LEGAL FRAMEWORK

6.1 Introduction Resettlement is the major social issue in any development work. PCMC has already considered the holistic aspects of the project-affected area and Project affected population. In the proposed BRT project, the resettlement issue is most highlighted one. Settlements can be broadly categorized in following three groups .

a) Settlements having proper legal title and talcen permission from compitant authority, b) Settlements having legal title not obtained legal permission. c) Settlements having no legal title and without legal permission

For the settlements having proper legal title should be given options of Additional FSI, TDR, monetary compensations or resettlement in another place. Similarly Settlements having partial legal title will also be given appropriate option of resettlement in housing complexes of the PCMC, which is under construction or any other options. For those who don't have any legal entitlement, the PCMC instead of not having legal title is going to consider their rehabilitation on the ground of humanity. For this purpose, the PCMC has already given the detail Policy Legal Framework considering World Bank Operational policy on Voluntary Resettlement and Social Management Framework.

6.2 Policy, Legal and Regulatory Framework During the sbhas, (Meetings) at various villages 1 clusters people are made aware of the various options of compensation they can avail, which are as follows: 1. Monetary compensation through private negotiations, 2. Award of Transferable Development Rights (TDR) in case of road and reservation, and 3. FSI in case of roads. The PAP will be taken into confidence for the amount of compensation and duration of payment or TDR and FSI so that they can choose the option to suit their individual needs and requirements.

In order to address compensation related issues in the minimum time, PCMC has formed a TDR Committee and a Private Negotiations Committee which meet, based on the requirement, at least once in a month. The important aspect of this procedure during the last year (2008-09 has been that 28 hectares of land came into possession of PCMC. This process was instrumental in saving about Rs 79 crores of PCMC funds through negotiations.

Entitlement Framework Following Table No. presents the Entitlement framework for the proposed project. State level variations wherever, have been given as footnotes. Impacts on vulnerable groups, non-titleholders and shifting business that are common in urban areas have also been addressed as part of the proposed entitlement framework.

Table No. 6.1: Entitlement Framework- GEF

Property assets (non- /at "replacement Cash compensation for the land and structure at I,agricultural) i jcost" or "actual replacement cost shall be given to the titleholder as I I i [market value". decided by the Competent ~uthority'. I I If the replacement cost is more than the compensation (at I I I 1 i I "market price" as determined by the land acquisition I authority), then the difference is to be paid by the project j I I in the form of "assistance". I i Stamp duty and other fees payable for registration shall I I t be borne by the project. i J i Assistance Each AF shall get financial assistance as transportation cost for shifting of building materials, belongings etc. For partially affected structures, compensation at replacement cost for loss of affected area shall be provided. EPs whose structures are partially affected shall be eligible for assistance for repairing1 strengthening cost of remaining structure. The repairing cost for the partially affected portion will be 25% of the replacement value of ] affected area as estimated per latest CSR of PWD. A 2 months notice shall be given for the removal of structures. I The owneritenant (in cares where a tenant occupies the j ' structure) shall be given the right to salvage material from I the structure. 1 - I jzTz; ~mpmpensation~~ompensatioo Property Jat "replacement'. The compensation for the land shall be given to the Assets /cost3' or "actual titleholder as decided by the as decided by the Competent /market value". Authority. If the value is not updated/less than the I prevailing market value (for the year of payment of compensation), they it should be increased by the I 1 I I prevailing inflation rate for each year upto the year of acquisition. For delayed payments, an additional 9% per annum as interest shall be paid. i If the replacement cost is more than the compensation (at i "market price" as determined by the land acquisition authority), then the difference is to be paid by the project : I in the form of "assistance". I In case of partial acquisition of land or severance of agricultural, If the residual plot (s) is (are) not viable (i.e, less than 0.4 ha in the case of irrigated land and less than 1 ha in case of non-irrigated land), then an additional grant of 10% of the amount paid for land acquisition shall be given.

1 Stamp duty and other fees payable for registration shall be borne by the concerned project.

I Assistance 1. 1. Each AF shall get financial assistance as transportation 1 cost for shifting of building materials, belongings etc. 1 A four months advance notice shall be given to salvage I 1 crops.

--?- --?- I 1 -- 2A Livelihood Wage I* Financial assistance for loss of livelihood I l~estoration Financial assistance for a period of 6 months will be given to the PAPS losing livelihood. This will be Ii calculated based on the average wage rates prevailing in the state. /. If affected person is an agricultural labourer (not 1 applicable if the labourer is a family member) heishe shall 1 1 I get a monthly subsistence allowance equivalent to 20 i 1 I I I 1 days minimum agricultural wages per month for a period i 1 ofone year. I. One family member (malelfemale) of the affected family / shall be provided necessary training facilities for I i I i I1 I I I / development of entrepreneurship skills to take up self- I\ employment projects as part of R&R benefits. I1 1 / --- I i i I------2B $on- Bousehold I~otice toj* They are entitled to be given a notice four months in 1 iharvestI standing / advance. 1 I jcrops icrops. I* Grant towards crop lost before harvest due to forced i i~ompensation ) relocation, equal to market value of crop lost plus cost of i I I 1 I I I land Assistance. replacement of seeds for the next season's harvest. -. -. 2C [perennial /~ousehold pompensation 10 Market value will be calculated as equal to the capitalized I /crops such; /at "market / value. I :as fruit trees 1 ;value" /* Capitalised value is the net present value of production ol I I I such crops, at a discount rate of 9% per annum. --- i I -- 3A Non- -/~ncroachersl~ousehold Will receive no compensation for land but assistance for Titleholders 1 shifting assets to the vulnerable groups (SC, ST, Women i 1 I 1 Headed Households and poor). Such assistance shall be Ii I i given only to residential and commercial properties; I I I 1 I 1 /* Encroachers will be notified a time in which to remove ! I I 1 i I 1 their assets; I I I I I Right to salvage materials from the demolished structure. I I I I* - -- rnmon property resources and the commun

nce will be provided in th impact not / based on the principles agreed upon in this policy I j Yet framework. identified, i !loss of asset 1 or I livelihood

6.3 Procedure for Land Acquisition Land Acquisition is a complex process, which involves Revenue Department,Land record Department, Government of Maharashtra, PCMC and the Land Owners. There are several stages involved in this process. While preparing the proposal of BRT, the care was already taken to minimize its impact on population. The proposal of the BRT has been already sanctioned by standing committee of PCMC and accordingly a proposal for acquiring land has been already been sent to District Collector, who is the Competent Authority for land acquisition. After scrutiny the concerned authority (SLAO) of Collectorate Office has sent this proposal to City Survey Officer Pimpri and Taluka Inspector of Land Record. These primary stages have already been completed.

The notice for Joint Measurement has already been issued to the owners. The measurement of the land to be acquired by PCMC has already been completed and the report has also been sent to concerned officer at Collectorate Office (SLO) along with their comments and recommendations. Based on the comments and recommendations of SLAO, the valuation of the land (to be acquired) is to be decided. This is in process, accordingly the necessary notice has been served to concerned owner. As regard to the valuation, the settlement is in prcess and will be completed soon. However, following is the estimates of land acquisition: Table No. 6.2 Details about Quantum of Land Acquisition (sq. m.) Land in possession of PCMC Location Total Area to ln lease of Land Land to be be Acquired TDRJFSI Acquisition Acquired P Nashik Phata to

Rahatni* 27400.88 9145.31 Kalewadi to 4900.00 -

Rahetni to Mangal 8439.50 8439.5 - Karyalaya Mangal Karyalaya 6403.00 192.12 - 6210.88 to Chinchwad

6.4 World Bank Operational Policy on Involuntary Resettlement Location of the families to be affected by PAP will be resettled at appropriate places. For this purpose, location of facilities to be resettled have been planned so as to have least impact on the community. Compensatory measures as per the resettlement framework has been worked out. Resettlement impact due to these interventions are planned to manage through appropriate compensation with the help of voluntary organization working in this field. The compensation and rehabilitation measures will be carried out in accordance with the entitlement framework for the project. The PCMC ensures that all legal structure owners will be given .appropriate options without making major losses before construction activities starts. During the course of construction, if any problem of relocation occurred, it will be settled with the help of Local Representatives, Project Managing Committee and Social Rehabilitation Committee. For this purpose, a help of local people will also be sought. The PCMC intends to adopt the resettlement policy given in the resettlement matrix by the World Bank. The entitlement Matrix of this policy is adapted to the project initiatives to arrive at appropriate settlements in different pockets. If some special efforts are needed, the entitlement has the special privilege to the vulnerable people affected by the project. The encroachers and the squatters will be rehabilitated as per the policy of business rehabilitation plan; Hawkers' Rehabilitation Policy, which is being implemented, will be used to rehabilitate small shopkeepers. Specially sustained efforts will also be made to rehabilitate encroachers and squatters at appropriate locations along with their same business. However, if they are interested to change their business, PCMC will provide necessary training and will help for getting financial assistance through Nationalized Bank for Livelihood support.

6.5 SUTP Environment and Social Management Framework Social Issues in the proposed BRT Roads: The field visits, discussion with the concerned officials, consultants, NGOs and Review of document reveals that the proposed BRT Project of about 19km raise issues of displacement, land acquisition and relocation.

Preliminary assessment indicates that about 700 to 800 structures would have to be demolished, affecting about 1300-1500 families. Presently detailed information is about the extent of land to be acquired and also on the type of structures to be lost and their usage and extent of loss (partiallfull). The rapid survey indicate that mix of structure would be lost that includes residential, commercial and industrial.

Land Acquisition: The mission was informed that the land acquisition process was initiated in 2006. Out of total 13 villages/wards, Joint Measurement Survey is completed in all the villages and award is declared in two villages.

Social Assessment and SociaVResettlement Action Plans: The PAPS are interested in knowing the proposed package of compensation, it becomes very difficult to get the reliable information before proper consultation. Accordingly an intensive consultation with affected population and key stakeholders were undertaken on 5th May 2009, at Corporation Meeting Hall. Some of the persons have explained the genuine reason of opposition. However the officials of the PCMC have convinced and appraised them on the various measures that PCMC will implement to mitigate adverse impact. The PCMC officials have ensured them that without disturbing social well being, land will be acquired.

Institutional Arrangement: As BRT involves several social aspects; there might be disagreement among the stakeholders, PAP and PCMC. To deal these social issues very effectively and in time, PCMC has positioned a Nodal Officer Social. He is entrusted with the detail survey of PAP along with their occupation dimensions of the property, social organization and to prepare them for the proposed social change that is taking place in a short period.

6.6 Actions taken to minimize the impact While proposing BRT Corridors, a care is taken to choose the roads on which less number of structures is there and small numbers of families have to be replaced. Perhaps in the proposed Development Plan, Kalewadi to Dehu-Alandi Road and Nasik Phata to Wakad, the Traffic is going to increase tremendously as it curtails the distance to meet two ends of the city. This helps to save not only time but also the saving of energy and Petrol consumption is a very vital in long run. Thus, on the both sides of the corridor, minimum numbers of the structures have to be shifted. As majority of the structure owners have their own land, it is proposed to resettle them at the same place by loading additional FSI or giving TDR. Personal negotiations will be undertaken for this purpose and after negotiation; options will be given as per their convenience. However, to tackle the problem of shifting and resettlement, following efforts have already been taken and will be continued till work is completed.

1. Organizing community people for motivational purpose. 2. Identifying the person/families who lost their occupation. 3. Arranging training programmes for such families. 4. Trying to maintain social organizations at it was before. 5. Group Resettlement 6. Formation of cooperative societies. 7. Efforts for smooth and easy resettlement. 8. Arranging compensation for the losses. 9. Resettlement in appropriate group/community. 10. Bearing the expenses of transportation. 11. Care to move household items without major loss. 12. Financial assistance to those who are willing to undertake new jobs or occupations. 13. Efforts for mutual help and strengthening the cooperation with corporation. 14. Providing various alternatives/ options for restoring their livelihood resources. 15. To conduct perception survey and to undertake the various activities desired by PAP. CHAPTER VII INCOME RESTORATION

7.1 Introduction Livelihood is exclusively based on the income. Perhaps income of livelihoods these are the two sides of one coin. In the proposed project area there are petty traders, Shops, Small Scale units, Offices, Commercial Unit etc. The people who have higher education are engaged in any office work, they can easily adjust with crisis situation. They can either find another better job or work in the shifted office. But, it's not the same condition for others who are less educated. The people who are having shops or any petty business or workshops have close contact with their customers. So, these people may face some problem at the beginning. But with the time, they will get adjusted in a new spaces of shops provided by the PCMC and thus income for livelihood will be restored. Considering the above distribution of the economic activities, approximately 1800 to 2000 peoples are engaged and this is the main source for their livelihood

7.2 Income Restoration Measure under R & R Policy As discussed in the chapter 4, following measures are proposed. The R and R policy of the proposed project has made the provision of Rs. 300 crores for restoring their income. Those who will loose their livelihood resources, it is proposed to resettle this population in other housing projects, which are being constructed for economically weaker section. The basic infrastructure will be provided from these projects and for financial help, sustain efforts will be made for developing the linkages between financial organizations.

The proposed BRT has challenged the employment of people. Among these, some of peoples are going to get employment opportunities in other establishment, as they are professional or the educated people. Those who are unskilled and working as laborers in various establishments they will be employed in construction sites. However those who are loosing their income and are not possible to resettle at other places. Following option will be given to PCMC. Plan for income restoration To diversify the income. To establish the income sources at other places To provide financial support for the business as before. To give the compensation To accommodate the concern person in some other establishment.

7.3 Livelihood and Income Losses In the both sides of the corridor, while resettling the PAP, there are losses of income, which is the source of livelihood of middle or lower middle class. For these persons, Pimpri-Chinchwad Municipal Corporation has its own a) Hawker's Rehabilitation Policy, b) Vocational Training for income generation for the BPL families, c) Financial assistance to economically weaker sections. Under these categories, the PAP will be given appropriate measures to restore their income.

7.4 Income Restoration Options preferred by PAP At the initial stage, a rapid socio-economic survey was conducted to identify the quantum of affected population and their background. However, in this rapid survey options were not offered for income restoration. In view of the present programmes of Urban Community Development Department, which conducts the several vocational and technical training courses. All these courses will be implemented to the beneficiaries of the proposed sites. In this view, options will be given to them and accordingly training will be arranged. For this purpose, help of local NGOs will be undertaken.

7.5 Plans for Income Restoration Before land acquisition, options will be given to PAP about income restoration. Based on their needs and demands, training programme will be organized or those who needs financial support or support for getting the permission and license, it will be given by PCMC. For this purpose, the provision of Social Worker is made in R & R Policy. 7.6 Steps in income restoration To restore the income detailed in depth survey on present level of occupation, income generation activities, pattern of trading, small business, employment opportunities etc. will be undertaken Motivation meeting will be organized with concern person Linkages will be established with financial organizations and stake holders Self Help Group will be established to increase cooperation and mutual understanding Community meeting will also be organized Problems will be rescued through organizing group discussion All the above steps will be taken as per need and demand of the situation of impacted population.

7.7 Income generation schemes To restore the income the prevalent schemes of government of India, which are being implemented through Urban Community Development, programme will be organized PAP.

7.8 Training and institutions PCMC have already selected the training institutions of various trades under Urban Community Development centers. There are more than 6 Institutions already imparting training of more than 13 trades. The NGOs will be invited for these tasks. Based on the demands of the stakeholders the NGOs will be asked to impart training. The existing infrastructure of PCMC imparting training of different vocations will also be engaged in this task. After training close monitoring and follow up will be undertaken with the help of NGOs. Community based organizations will also be formed and help also be sought from them to select appropriate training courses. Necessary assistance needed for small entrepreneurs will be given such as licenses, permissions, assisting legal formalities and strengthen linkages between financial organizations, considerations in PCMC taxes etc. CHAPTER VIII COMMUNITY PARTICIPATION

8.1 Introduction Participation of the stakeholders in the process of development has a vital significant. Participation helps in smooth implementation and effective monitoring of the developmental activities. For any development need driven approach will be adopted rather than imposed development approach. In this view sustained efforts will be made to generate needs of development. For this process social education at various levels will be imparted so that convincing people about proposed development becomes easier. Once the people are convinced the community-based action will get instituted. After providing sufficient motivation and encouraging people for the development, people will come forward with their own problems to get appropriate solutions. This process is very gradual but significant for smooth implementation of involuntary replacement. In this process -the PCMC will come to know the dynamics of the community and its dimensions, which are closely associated with development process.

Community resistance is an inherent aspect in any development process. There is a resistant for two main reasons. 1. Probably the peoples are not aware about the benefits they will gain from the development at individual level and at community level and 2. Peoples are worried about the losses.

Due to these reasons people are always in trauma of anxiety. To dilute this trauma community based efforts will be needed which is the part and parcel of development in the proposed project.

8.2 Consultation and Participation Mechanism For public consultation and participation the key persons in the family will be taken into confidence about the proposed project. This will help to reduce inherent resistance. It is proposed to conduct public redressel mechanism. In the first stage a committee will be instituted, which will represent PCMC officials, public representatives and local people. Through this committee the problems and grievances of the local people will be resolved. For the proposed project PCMC has already appealed to the people for their comments in local newspaper and organized the public hearing. In the process of public hearing it is expected that people will come with their own perception and will get clarification if there is some wrong understanding of miss information.

8.3 Consultative Process At the outset of every stage of planning, all the stakeholders will be taken into consideration and given due status. To implant the approved plan, land is the basic commodity. It is important to know the ownership of land that is being affected by the Development Plan under the roads and reservations categories. It is necessary to mark the plans on ground. In order to reduce negative impacts on people who already own lands in the region, it is decided to undertake the marking exercise before the plan is finalized so that people will be aware of the roads and reservations of the DP in their owned lands. Since people are aware of DP details, they would undertake construction activities keeping the DP and DCR's in mind.

PCMC has taken initiative the process of voluntary surrender of land by affected people. Compensation schemes include monetary compensation, additional FSI (Floor Space Index) and Transferable Development Right (TDR). This will help to save considerable amount of time, is in the interest of development projects. The concerned landowners also get the required compensation at an early in this process. This situation needs high degree of involvement and participation of the people, rather than just enforcement of the rules and bylaws. In order to address this aspect, PCMC holds a Gramsabha as frequently as required where the officials visit the villages and initiate a dialogue with them, and appraising them on the importance and advantages of the projects, compensations, by- laws and clarifying any misconceptions. They are also informed about the benefits that can be accrued by them in the long term and the various options of compensation that can be availed. Accordingly, the Gramsabhas were conducted in a corodial and peaceful environment. These meetings become very effective as the local representative of respective local areas invariably supports from them. Their role in convincing the people and at the same time in putting forth the demands and expectations of the people before the administration is very vital in conveying the project details and the benefits of infrastructure projects.

8.4 The Proposed Arrangement for Consultation and participation To get the active participation of the community at various levels, it is proposed to constitute various committees at community level. These committees will resolve the difference of opinions or grievances if any. It will also help to solve the difficulties at local level. In this task, professional social workers will be appointed and residential community volunteers will assist them. These communities will mainly help to expedite the process of problem solving and bringing the excluded population in the main stream of decision-making at community level. The following committees and their structure is proposed:

Apex Committee will consist of commissioner in their, Mayor and standing committee chairman. Monitoring committee will assist this and it will consist of competent authority, public representatives, representatives of PAP, social workers, consultants etc.

Apex Committee: At root level committee will be constituted and will consist public representatives, social workers, RCV, Opinion Leaders etc. Following various committees is proposed. 1. Documentation Committee 2. Financial matter related committee 3. Following, feedback, sustainability 4. Social Audit Committee 5. Quality Control Committee 6. Income Generation and Livelihood Resource Restoration Advisory Committee 7. Conflict Resolution Committee 8. Social Action Committee 9. Legal Aid Committee

8.5 The community consultation and their addressel in the project In the BRT corridor, consultations from various levels have a special significance. This consultation is needed for smooth implementation of the project. Main task is involved acquisition of land where structures are already built to vacate the land is a complex process. With the mutual understanding help and co-operation acquisition of land will be undertaken. As per the rehabilitation policy of World Bank, the population, which will suffer by this project, should be rehabilitated with adequate means. To adhere these policies, the PAP who will loose their land or house or livelihood resource of employment will be given due compensation along with various options to restore their condition as before. However the structures, which are illegal or unauthorized, may create the problem in implementation process. However to address their problem, local level committees as shown in the above chart will take care of PAP. Therefore it is proposed to conduct the meetings at root level continuously so that the PAP will have direct access as per their convenience at community level.

8.6 Follow up community consultation and participation A continuous follow up will be done on the difficulties placed by PAP in front of concerned committee. Due consideration will be given to expedite the matter which they feel highly significant. As it is associated and linked with local people their problems are expected to solve at an early stage which will help in smooth implementation of the project. In this task some of the NGOs working in slum areas will be deployed in getting active and voluntary participation of the community in development process. Indeed social education, community organization and motivation will be taken on top priority basis. The interaction of NGO, CBO and expert will help to create awareness among the people. This committee will also advise on various issues raised by the people so that without comprising the intensity of the problems of the PAP it will be solved at early stage as per schedule. CHAPTER IX INSTITUTIONAL ARRANGEMENTS AND GRIVANCE REDRESSAL MECHANISMS

9.1 Introduction In this chapter, the efforts taken and planned by PCMC for addressing various grievances of the PAP is given in detail. This helps to solve the problems of PAP at an early date to expedite the BRT work. The demands put forward by the PAP may not fit in the legal framework proposed by PCMC. Therefore, more sustained efforts are needed for private negotiations and collective action for convincing them about the development that will take place due to BRT. Due to BRT, both sides of the roads on the both routes, the commercial value of the properties are bound to increase. If the structure owner is loosing some partial structure in BRT, for rest of the structure, they are going to get more value. Hence, in the natural condition, their losses are going to be compensated by the increased value. In spite of this situation, PCMC is going to offer the package of various options of resettlement. The details regarding institutional framework, roles and responsibilities, coordination with other agencies and organizations, capacity building and training, grievance redressal mechanism etc. are discussed in this chapter.

9.2 Institutional Framework PCMC has well-established arrangement for grievance redressal. The stakeholders or any citizen can place their complain with concerned officials or they can place the complain with commissioner. The provision is made to solve the difficulties and the problems within a weeks' period. At every Ward Office, Complain Box in kept, which is being opened every week and complains are sent to respective departments. PCMC has already appointed the Public Relation Officer, who takes care of complains placed by the citizens. As regard to the BRT project, the competent authority is also working as a social officer who is assisted by 3-4 Professional Social Workers. He will take care of complains of the respective citizens. In the BRT Corridor, for consultation and participation, community will be taken into confidence about the proposed project and the resettlement policy with the help of Professional Social Workers, Opinion Leaders and Community Development Volunteers. However, it is already going on and will be continued till the competition of BRT work. PCMC has already conducted Public Hearing on 5"' May. As a follow up of Public Hearing, various committees will be formed for clarification of the doubts solving their resettlement problems, assessing their legality, convincing them for resettlement, understanding the community dynamics and the direction for the dynamics etc. at various levels, i.e. at institutional level and at community level. Process documentation is one of the most important aspects. Continuous efforts will be made to document the process for which MIS will be developed. Following is the structure of Apex Committee to deal the grievances.

Apex Committee

Mayor Commissioner Standing Committee Chairman

Assistant Commissioner and

Project In-charge

To be developed 1 Professional Social Workers I

I Community Development Volunteers I 1 9.3 Roles and Responsibilities As shown in the above structure, Community Development Volunteers, Professional Social workers and the Social Officer, this structure is to be developed. Once this structure is developed, the PAP will place their application in front of the committee for addressing the problem. This committee will recommend appropriate alternative and will refer this application to the Apex Committee, Apex Committee will take the final decision, which will be implemented by implementation authority.

At community level, there will be the committee of PAP, social officer, social worker and community development volunteer. This committee will meet frequently for smooth implementation of BRT. In this connection, complains received by community level committee will be referred to the concerned department depending upon the nature and extent of complain. Getting the feedback of concerned officiallauthority, the application will be put in front of Apex Committee.

In the entire process of addressing the problems of PAP, the commissioner is the authority to take the final decision.

9.4 Coordination with other agencies and organizations Process of resettlement is a complex process. It involves mental preparation, rather than material help. The property losers need massive efforts for motivation. For this purpose, help will be sort from local NGOs. Once the healthy interaction between PAP and PCMC will take place, resettlement problem will get diluted. The help of local municipal corporator is very crucial in this regard. The NGOs will organize the training programmes for comprehensive development rather than focused one. A budgetary provision has been made under the heading of capacity building and training.

9.5 Capacity Building and Training Broadly, PAP consists of women, children, youths and adults, who are going to suffer either marginally or fully. To compensate their losses, PCMC is going to give attractive package of resettlement within the legal framework. To get the active participation of PAP, it is suggested to initiate various programmes for capacity building, which includes,

a) Establishing SHGs b) Establishing Mahila Manadal c) Organizing Income Generation Training Programmes for women and youths d) Creating facilities such as Creche in BRT area, Day Care Centre e) Senior Citizen's Forum f) Strengthening social organizations

9.6 Grievance Redressal Mechanism PCMC is currently implemented a innovative citizens grievance module for effective governance, the complaints/grievances that are received by the commissioner through various means (e-mail, phone call, letters) are entered in the grievance module as per the priority by the Commissioner's Personal Assistant. Upon entry the Grievance module intimates the concern departrnentlengineerlofficer about the complaints by e-mail and SMS. As soon as the concern acting officer/ engineer receives the intimidation the officer /engineer has to act within a period of seven days and send a response to the grievance module server. If no action is taken than a second round of reminder is given by the system automatically and if the officer gives no satisfactory response, than the Commissioner will summon the officer. The system also help to track the complaints received as per date and department, it also gives status of the pending complaint cases and the complaints successfully addressed (the days taken for response is also recorded by the system): Details about the Public Hearing

3. Date: 5thMay 2009 2. Venue: Lokhande Hall, Pimpri 3. Participants: The list of participants has been enclosed in annexure I 4. Goal: To create peoples friendly environment among the PAP and implementation authority 5. Objective: e To understand the demands of PAP

o To explain the plan of BRT corridor 6. Approach: Two-way discussion 7. Common findings: Irrespective of problems, all the stakeholders have approved the BRT corridor project. 8. Demands raised by PAP The PCMC should take efforts to maintain the road height. The proposed plan should include the footwear bridge. PCMC should provide equal land in the proportion of the affected land. The PCMC should allocate reservation in own land for resettlement of PAP. 9. Issues: There is gap between old and new proposed DP plan. New plan shifted at some places, therefore need to confirm. The proposed BRT plan was declared as a National Highway in 1997, which leads to confusion. There is a huge gap between market value of land and compensation plan. The market value is 18 lakh and PCMC is giving 93,000 per Guntha. DP declared in 1982 but efforts were not made by PCMC in dissemination of information regarding the planned area, which helped to create the problems. The PCMC has purposefully not spread the information of Stake Holder Public Consultation. 10. Options for minimizing the impact To shift the plan may be the option of minimizing the impact. Try to give priority to build fly over, river road bridge and rail track and then prepare the BRT corridor, which will give time to the PAP to find out other options. The PCMC should allocate the empty plot for the PAPS resettlement. The planned BRT road takes turn at Kalewadi. If PCMC avoid this turn, then more than 75% area can be saved from dissolution. 11. Response from the PCMC authority: The advertisement of the Stake Holders Public Consultation has been given in the local daily newspaper Punnyanagari and Times of India. This was not the last public consultation. This is a type of formality. Any person can come and discuss the respective authority at any time assurance was given by commissioner. Next consultation will be as per demand of the stakeholders. The authority will try to give house to every PAP who has demanded house under housing scheme. The compensation package will be finalized as per the quantity of affected area. To shift the DP or road is not technically feasible. The authority will cross check the old and new plan and the place where it shifted. 12. Own observations: The planned activity of Stake Holder Public Consultation of BRT Corridor Project was a good initiative of PCMC, which was planned as per section 6 (2) of "The Rehabilitation and Resettlement Bill 2007." 12.1 PAP point of view: There is a need to study the proposed plan. There is a huge gap between the ways, which they have selected to putting the demand. They don't have unity. There is a need to study the related policies, programmes and legislation. 12.2 PCMC point of view: PCMC authority has not clear about the proposed plan. Therefore they fail to give the satisfactory answer of raised questions by PAP or own the trust of people. CHAPTER X COST AND BUDGET

10.1 Introduction In this section, the details about the compensation and assistance to be given by PCMC to PAP are discussed. As regard to the compensation for houses, workshops or business structure and open plot different strategies will be adopted. However, for the total of 3 14 houses, they will be resettled in the ongoing housing complexes being constructed by PCMC for economically weaker sections. For business sectors, such as workshops, hotels, offices and clinics, they will be resettled in the proposed business centers as shown in development plan in various parts of the city. For religious and social structures, there are two main structures- one is the Church and another is Ganesh temple. For both structures, options will be given to relocate either at Pradhikaran Area or on the reservations kept on the both sides of the corridor. The following Table No. shows the details about the losses by type.

Table No. 10.1 Losses by Types of Usage

1 Usage (Structure Detail) 1 1 Work Religious NRC Total House Open Hotel Office Farm Shop Clinic Shop /Social * I I I I I I I I I I I Route 1 55 10 1 25 12 12 10 1 25 10 11 10 1 110 No.1 50.0% 0.0% 22.7% 1.8% 1.8% 0.0% 22.7% 0.0% 0.9% 0.0% 100% Route 259 98 50 52 32 14 7 524 15 18 1,069 I I I I I I I I I I No. 2 24.2% ) 9.2% 14.7% 1 4.9% ( 3.0% 1 1.3% 1 0.7% 1 49.0% 1 1.4% / 1.7% 1 100% 1 314 98 75 54 34 14 32 524 16 18 1,179 Total 26.6% 8.3% 6.4% 4.6% 2.9% 1.2% 2.7% 44.4% 1.4% 1.5% 100% I I I I I 1 I I 1- * Reinvestigation will be conducted to get the necessary details for resettlement 10.2 Compensation and Assistance The following is the tentative budget made for compensation and assistance:

Table No. 10.2 Unit Cost of the Losses

-- -- S.N Details Cost (in lakhs) 1. Land Acauisition Cost 2. Business Development Centres -5000.00 3. Rehabilitation of Residential 3 14*2.70 = 1884 4. Study Visits, Collection of In-depth information 35.00 5. Livelihood mapping, Capacity Building and social inputs 50.00 6. Training Programmes for Weaker Sections 15.00 7. Resettlement of Religious Structures 20.00 -8. 9. 1 Special Programmes for Women 15.00 10. Establishment of SHGs and Local Community-Based 5.00 I I Organizations I I 1 1. Motivational Meetings and Awareness Generation 10.00 SApprox.) 13064.00

10.3 Unit Cost Approximately, 12884 lakhs is provided for social rehabilitation of the PAP. Which will be borne by PCMC from its various sources. Thus the total cost of the item No. 4- 11 is approx. total cost is 180 lakhs thus the cost per unit is hardly 0.152 lakhs

10.4 Budget Table No. 10.3 Budget of the Proposed Expenses S.N Details Amount 1. Total Cost of BRT Construction 570 Crores 2. Cost of Social Rehabilitation 130.64Crores --3. Total Cost of Project 4. World Bank Loan 400 Crores 5. PCMC Self Contribution 300.64Crores For the rehabilitation of residential, land Acquisition and Business Centres, the total cost 1210 lakhs, the PCMC is going to bear this cost from their ongoing housing projects. CHAPTER XI IMPLEMENTATION AND TIME SCHEDCTLE

11.1 Introduction The social analysis of the PAP helps to make project efficient, effective and speedy implementation. In this sense, it helps to a) Increased capacity to identify whether and how the project can contribute to solve the developmental problem, b) Increased likelihood of selecting realistic objectives, c) Increased effectiveness in identifying appropriate activities to meet objectives, d) Increased capacity to meet specific objectives, e) Reduced risk of unforeseen adverse consequences and negative impact, f) Enhanced capability to manage problems that will inevitably arise during implementation, g) Increased likelihood that development activities will be sustained.

The social analysis always helps to make high quality development project and it is necessary contribution for economic, technical, institutional and environmental aspects for monitoring the progress of development. While analyzing the social situation, the both communities located on Route I and Route I1 were considered and the stakeholders who arte involved in or likely to be affected by the project is considered on top priority basis. On this background, the various measures provided by PCMC have to be implemented in various stages in a specific time schedule. In the following discussion, the various implementation issues, list of activities and steps in implementation, implementation schedule are discussed in detail.

11.2 Implementation Issues 1. Whether the options offered by PCMC is accepTable No. by the stakeholders. If it is not acceptable, what alternative is planned to overcome non-acceptance of the stakeholders. 2. Community group dynamics and their issues 3. Political interference and vested interest of the some of the stakeholders. 4. Financial implications of the compensation and the arrangement made by PCMC for their rehabilitation. 5. Displacement of the families, offices, shops or other structure owners 6. Land acquisition and evacuation of the places 7. Documentation of the process of resettlement and streamlining their social life

11.3 List of Activities and Steps in Implementation To dissolve the above-mentioned issues, following social interventions will be given in different stages as follows:

Stage I: Social Education These activities will be carried out by undertaking massive efforts on social education and motivation about BRT Project. They will be fully convinced about the proposed development of the area, which will help ultimately for their progress. In this stage, following activities will be organized: 1. Establishing Rapport with PAP and Community: Establishing rapport with each one of the owner who is going loose either land or house or office or business etc. by collecting detailed information on their economic condition, nature of losses, type of losses, financial implication of the losses and possible solution to restore their social conditions. Soon after collection of this information, group meetings will be held at different levels for different people at different location for convincing them about the proposed development due to BRT. After this stage, efforts will be taken to convince them about resettlement and finding the appropriate solutions for their disagreement if any. 2. Identification of Community Needs: At the same time, the needs of the community in terms of infrastructure, basic facilities, Training for income restoration will be undertaken. Accordingly, various training programmes will be organized for women, youths of the community and other stakeholders as per need and demand of the local people. 3. Motivational Meetings: Extensive motivational work will be undertaken, for accepting the alternatives offered by PCMC and at the same time, getting administrative from competent authority to expedite the process of resettlement of PAP. 4. Completion of Legal Formalities: Motivating the PAP for completing the formalities of documentation and legal procedures, which will help to evacuate the land, or for development.

The grievance addressal committees will be activated in this stage, so that the PAP will have the assured platform to put forward their complains, needs, expectations, grievances etc. For this purpose, the help of NGOs will be sought at different level.

Stage 11: Overcoming the group dynamics and their issues Majority of PAP have purchased the small piece of land (1000-1500 sq. ft.) and constructed the houses. It is observed in this area that the particular groups are located in a particular geographical area. Though majority of them are the native owners of the same village, there considerable number of the small plot owners too as well as the house owners. Therefore, identifying the key person of the group, their relationships, their problems, their preferences etc. will be addressed in this stage by using the above- mentioned tools and for this purpose, the help of NGOs will be sought at different level.

The communal aroupism is also observed at various places. To deal with these groups, key persons of these groups will be identified and they will be taken into the confidence about the proposed development. For this purpose, the help of NGOs will be sought at different level. However, this problem will be overcome by taking appropriate action as per need and demand of the time. The third issue is related to the interference of local politics. To deal this issue, the help of elected representative, formal local representative and the office bearers of Pimpri- Chinchwad Municipal Corporation will be involved, so that it will help to overcome this problem. To deal with the fourth issue, i.e. financial implications of the compensation as offered by PCMC for their resettlement and rehabilitation, necessary support system will be developed to get financial stability by establishing contacts with various financial organizations. The ,cost involved in using additional FSI or shifting from the present locality to another locality may need the financial support. Making arrangement of various types of loans needed by PAP, the PCMC will make this support available to stakeholders. The financial implications are exclusively dealt within the legal framework of rehabilitation policy as offered by PCMC.

The displacement of the families is the major issue. Though the PCMC has given the various alternatives, these alternatives may not be acceptable to them for the reason such as the proposed new house might be small in size &, may not be convenient for their social life, the such causes will be handled with carefully.

Considering all these possibilities, a systematic effort will be made from the beginning to expedite the process of displacement within the stipulated period. The next issue of the BRT is the land acquisition and evacuation of the places. The norms given by the government for acquiring land within the legal framework will be adhered very strictly so that unrest among the PAP will be minimized to the extent that they will render their help and cooperation to implement the project as per schedule. The last issue of the entire process is the documentation of the various processes of the motivation, community organization, resettlement and post-resettlement have a vital significance in the process of development. Such types of documentation will provide the guideline for implementation of another proposed developmental activities.

Stage 111: Conducting Training In this stage, various types of trainings for restoring their income will be organized with the help of local NGOs. The training needs will be recognized while conducting socio- economic survey and accordingly the training programmes and courses will be designed for specific stakeholders. This programme will help for streamlining their livelihood resources. PCMC will offer all the cooperation and necessary help to restart their livelihood resources. The continuous follow up will be taken to ensure no one stakeholder will loose his or her livelihood resources.

Stage IV: Post Resettlement Follow up Follow up of the training programme, solving the difficulties in initiating new livelihood resources will be undertaken in this stage. 11.4 Implementation Schedule

Identifymg Community Dy.nunrcs IdentiF91g Cotntn-ltlity Needs Establishmg Rapport Social Education Moti~atior~Getting Conw~umtyParticipation and Freparatior~for Implemetrtatiun Process 4 lnolltl~s I S inoarhs 1 12 lt~11rl~1 16 inoi~tl~sI ?O moiitl~s 1 24 montl~s D1wation (ill lrn01~t11~) 11.5 Compilation and Submission of Reports The documentation process is the ongoing process from initiating the activities to completion of the respective activities. The detailed record of meetings, training programmes, efforts taken for rehabilitation etc. will be documented in the format developed for this purpose and after completing the two years period, and report will be submitted to the concerned authority.