Annexure - II of Schedule - B - Rapid Environmental Impact Assessment Report PDF

PUNE MUNICIPAL CORPORATION
CONSULTANCY SERVICES FOR FEASIBILITY

STUDY FOR ELEVATED / AT-GRADE CORRIDOR
FOR HIGH CAPACITY MASS TRANSIT ROUTE
(HCMTR) ALIGNMENT IN PUNE CITY
FINAL FEASIBILITY REPORT
RAPID ENVIRONMENTAL IMPACT

ASSESSMENT REPORT
(VOLUME-2)
FEBRUARY-2019
Flat No.301,#6-3-248,’A’ Block, Maheswari
Towers, Near City Bank ATM, 3rd Left from
Karachi Bakery, Banjara Hills, Road No.1,
Hyderabad – 500 034 (Telangana)
Phone : +91-40-23386130, 23386150
Fax : +91-40-23386140
E-Mail : hyderabad@stupmail.com
URL : http://www.stupco.com
OFFICE OF ORIGIN
HYDERABAD
OWNER
CLIENT PUNE MUNICIPAL CORPORATION
CONTRACTOR
-------------------------
PROJECT
CONSULTANCY SERVICES FOR FEASIBILITY STUDY FOR ELEVATED / AT-
GRADE CORRIDOR FOR HIGH CAPACITY MASS TRANSIT ROUTE (HCMTR)
ALIGNMENT IN PUNE CITY
TITLE
FINAL FEASIBILITY REPORT
RAPID ENVIRONMENTAL IMPACT ASSESSMENT REPORT
(VOLUME-2)
Rev. MODIFICATIONS/ PREPARED CHECKED APPROVED
DATE No. PURPOSE OF ISSUE Name Signature Name Signature Name Signature
14/02/2019 R2 PMC COMMENTS INCORPORATED NTR BRS ATS
05/06/2018 R1 PMC COMMENTS INCORPORATED RB BRS ATS
08/08/2017 R0 FOR APPROVAL NTR BRS ATS
This note is the property of STUP Consultants Pvt.

DATE NOTE REV. No.
Ltd. It should not be used, copied or reproduced
14/02/2019 34/13919/E/DR-04
without their written permission.
No. R2
Consultancy Services for Feasibility Study for Elevated / At grade Corridor Rapid Environmental Impact
for High Capacity Mass Transit Route (HCMTR) Alignment in Pune City Assessment Report
LIST OF CONTENTS
1.0 INTRODUCTION ............................................................................................................... 8

1.1 Introduction .......................................................................................................... 8
1.2 Identification of Project and Project Proponents ................................................. 8
1.3 Land Description:................................................................................................. 9
1.4 Need of the High Capacity Corridor along HCMTR alignment ........................ 10
1.5 Scope of the REIA Study ................................................................................... 11
1.6 Objective of the REIA Study ............................................................................. 12
1.7 Methodology of the Study ................................................................................. 13
1.8 Project Cost ........................................................................................................ 13
1.9 Legal Framework ............................................................................................... 13
1.10 Structure of REIA Report .................................................................................. 14
2.0 PROJECT DESCRIPTION ................................................................................................ 16
2.1 Proposed HCMTR ............................................................................................. 16
2.2 Significance of Proposed HCMTR .................................................................... 17
2.3 Topography & Land Use ................................................................................... 17
2.4 Diversion of Forest land..................................................................................... 18
2.5 Tree Cutting ....................................................................................................... 19
2.6 Resource Requirement ....................................................................................... 19
2.7 Design Consideration & Features of HCMTR Project ...................................... 20
2.8 Alignment of HCMTR ....................................................................................... 22
2.8.1 Existing Radial Roads ........................................................................................ 30
2.8.2 BRTS Stations.................................................................................................... 30
2.9 TRAFFIC STUDY ............................................................................................. 33
3.0 ANALYSIS OF ALTERNATIVES (ALIGNMENTS AND TECHNOLOGY) ............... 40
3.1 Project corridor .................................................................................................. 40
3.2 Option of Metro / Mono Rail ............................................................................. 42
3.3 Options for completion of HCMTR and integration with PCMC HCMTR ...... 44
4.0 DESCRIPTION OF THE ENVIRONMENT .................................................................... 48
4.1 Introduction ........................................................................................................ 48
4.2 Study Area ......................................................................................................... 48
4.3 Methodology of Conducting Baseline Study ..................................................... 48
4.3.1 Primary Data Collection: .......................................................................................... 50
4.3.2 Secondary Data Collection: ...................................................................................... 50
4.4 Natural Environment Baseline ........................................................................... 50
4.4.1 Physical Features ...................................................................................................... 50
4.5 Land Environment ............................................................................................. 51
4.5.1 Existing Land Use of Study Area: ............................................................................ 51
4.5.2 Seismicity:................................................................................................................. 54
4.5.3 Topography ............................................................................................................... 55
4.5.4 Geology ..................................................................................................................... 56
4.5.5 Landform and terrain analysis .................................................................................. 56
4.6 Soil Characteristics ............................................................................................ 57
4.7 AIR ENVIRONMENT ...................................................................................... 60
STUP Consultants Pvt. Ltd., 1 PMC
4.7.1 Climate ...................................................................................................................... 61

4.7.2 Rainfall ...................................................................................................................... 61
4.7.3 Cloud Cover .............................................................................................................. 61
4.7.4 Meteorology .............................................................................................................. 62
4.7.5 Ambient Air Quality ................................................................................................. 64
4.7.6 Observations on Air Quality ..................................................................................... 70
4.8 Noise Environment ............................................................................................ 72
4.8.1 Selection of Locations for Monitoring ...................................................................... 72
4.8.2 Instrument Used for Monitoring ............................................................................... 72
4.9 Water Environment ............................................................................................ 74
4.9.1 Surface water ............................................................................................................ 74
4.9.2 Ground water ............................................................................................................ 75
4.9.3 Observations on Water Quality................................................................................. 76
4.10 Biological Environment ..................................................................................... 79
4.10.1 Ecology Study Area 1 - Area around Pune university campus ............................... 80
4.10.2 Ecology Study Area 2 - ARAI Hill ......................................................................... 88
4.10.3 Ecology Study Area 3 - Along River bed ............................................................... 97
4.10.4 Ecology Study Area 4 - SRPF Hill - Ram Tekdi .................................................... 97
4.10.5 Estimated Potential Tree Cutting .......................................................................... 102
4.11 SOCIO ECONOMIC ENVIRONMENT ................................................................ 102
4.11.1 Pune District: Basic Information .......................................................................... 102
4.11.2 Demographic Profile ............................................................................................. 103
4.12 TRAFFIC STUDIES ............................................................................................... 103
4.12.1 Existing Traffic Scenario ...................................................................................... 103
4.12.2 Trip Purpose .......................................................................................................... 104
4.12.3 Trip Length Distribution ....................................................................................... 104
4.12.4 Trip Frequency ...................................................................................................... 105
4.12.5 Distribution of Goods in Pune City ...................................................................... 105
4.12.6 Traffic Demand ..................................................................................................... 105
5.0 ANTICIPATED IMPACT AND MITIGATION MEASURES ...................................... 109
5.1 Impact Assessment: ......................................................................................... 109
5.2 Sources of pollution ......................................................................................... 110
5.3 Land Environment ........................................................................................... 110
5.3.1 Impacts .................................................................................................................... 110
5.3.2 Mitigation Measures for Land and Soil impact ...................................................... 111
5.4 Air Environment .............................................................................................. 111
5.4.1 Air impact analysis of emissions due to the proposed HCMTR corridor ............... 111
5.5 Scope of the Air Dispersion modeling ............................................................. 112
5.5.1 Methodology ........................................................................................................... 113
5.5.2 AERMOD Dispersion Modelling ........................................................................... 114
5.5.3 Modeling Domain ................................................................................................... 115
5.5.4 Receptors................................................................................................................. 116
5.5.5 Meteorological data processing using AERMET ................................................... 117
5.5.6 Terrain data processing using AERMAP ................................................................ 118
5.6 Results and Discussion .................................................................................... 119
5.6.1 Meteorology for Modeling ...................................................................................... 119

5.6.2 Evaluation of existing air quality conditions .......................................................... 120
5.6.3 Assessment of Carbon Monoxide (CO) Concentrations ......................................... 129
5.7 CONCLUSIONS.............................................................................................. 137
5.8 Noise and vibration .......................................................................................... 139
5.8.1 Impact ..................................................................................................................... 139
5.8.2 Mitigation Measures ............................................................................................... 157
5.9 Water Environment .......................................................................................... 159
5.9.1 Impact on surface water-on Mula-Mutha River/ Canal .......................................... 159
5.9.2 Mitigation Measures ............................................................................................... 159
5.10 Biological Environment ................................................................................... 160
5.10.1 Impact ................................................................................................................... 160
5.10.2 Probable Effects: ................................................................................................... 161
5.10.3 Mitigation Measures ............................................................................................. 162
5.11 Socio Economic Environment ......................................................................... 164
5.11.1 Impacts .................................................................................................................. 164
5.11.2 Mitigation measures .............................................................................................. 164
6.0 ENVIRONMENTAL MONITORING PROGRAMME ................................................. 166
6.1 Environmental Monitoring............................................................................... 166
6.2 Objectives ........................................................................................................ 166
6.3 Responsibilities for Monitoring ....................................................................... 166
6.4 Performance Indicators .................................................................................... 167
6.5 Site Selection ................................................................................................... 167
6.6 Methodology .................................................................................................... 167
6.7 Ambient Air Quality Monitoring (AAQM) ..................................................... 167
6.8 Water Quality Monitoring (WQM) .................................................................. 168
6.9 Noise Quality Monitoring ................................................................................ 168
6.10 Environmental Monitoring Plan ...................................................................... 169
6.11 Environmental Management Division (EMD) / Environmental Department .. 173
6.12 Cost of Environmental Monitoring .................................................................. 173
7.0 ADDITIONAL STUDIES ............................................................................................... 174
7.1 Introduction ...................................................................................................... 174
7.2 Road Safety Management System ................................................................... 178
8.0 PROJECT BENEFITS ..................................................................................................... 180
8.1 Project Benfits .................................................................................................. 180
9.0 ENVIRONMENTAL COST - BENEFIT ANALYSIS ................................................... 181
9.1 Introduction ...................................................................................................... 181
9.2 Approach to Economic Analysis ..................................................................... 182
9.3 Project Cost ...................................................................................................... 182
9.4 Project Benefits ................................................................................................ 182
9.5 EIRR ................................................................................................................ 182
9.6 Environmental Impact ...................................................................................... 183
9.7 Conclusions ...................................................................................................... 183
10.0 ENVIRONMENTAL MANAGEMENT PLAN (EMP).................................................. 184
10.1 Introduction ...................................................................................................... 184
10.2 Objective .......................................................................................................... 184

10.3 Proposed HCMTR & EMP .............................................................................. 185
10.4 ENVIRONMENTAL TRAINING PLAN AND BUDGET ............................ 203
11.0 SUMMARY & CONCLUSIONS .................................................................................... 205
12.0 DISCLOSURE OF THE CONSULTANTS ENGAGED ................................................ 207
LIST OF TABLES
Table 1-1 Primary Information of HCMTR.................................................................................. 10

Table 1-2 Potential Clearances / Studies that may be required for Proposed HCMTR ................ 13
Table 2-1 Details of land use along project corridor .................................................................... 18
Table 2-2 Proposed HCMTR alignment passes through Forest Land/Open Land, Green fields and
Railway Line ................................................................................................................................. 18
Table 2-3 Estimated No. of grown trees to be felled based on proposed HCMTR alignment
(Survey conducted between 30 July and 1 August 2018) .............................................................. 19
Table 2-4 Total Estimated Water Requirement for HCMTR Construction Activities ................. 20
Table 2-5 Salient Features of HCMTR Project............................................................................. 21
Table 2-6 Proposed HCMTR alignment over Existing roads ....................................................... 23
Table 2-7 Proposed HCMTR alignment over Nala, Canal and River crossings .......................... 25
Table 2-8 Proposed HCMTR alignment passes through Forest Land/Open Land, Green fields and
Railway Line ................................................................................................................................. 26
Table 2-9 Proposed HCMTR alignment passes over Buildings/Vacant Land/Slums,etc., ........... 26
Table 2-10 List of Radial Roads Connecting to Pune City........................................................... 30
Table 2-11 Details of Proposed BRTS Stations ............................................................................ 31
Table 2-12 Summary of Average Daily Traffic volume ............................................................... 33
Table 2-13 Summary of Average Annual Daily Traffic & Peak hour traffic ............................... 34
Table 2-14 V/C Ratio along Corridors (Major Junction approaches)........................................... 34
Table 2-15 V/C Ratio along Corridors (Minor Junction approaches) .......................................... 36
Table 2-16 V/C Ratio along Mid-Block Locations....................................................................... 37
Table 3-1 Comparative Analysis .................................................................................................. 40
Table 3-2 Alternate Options for Completing HCMTR Ring ........................................................ 45
Table 4-1 Environmental Components for Baseline Study and Source of Information ............... 49
Table 4-2 LULC of study area with percentage............................................................................ 54
Table 4-3: Major Hills in the City................................................................................................. 55
Table 4-4: Soil Monitoring Location stations with nearest landmark ......................................... 58
Table 4-5: Soil Quality in the Study Area .................................................................................... 58
Table 4-6: Standards for Soil ........................................................................................................ 59
Table 4-7: Meteorological data October to December 2016 ........................................................ 62
Table 4-8: Details of Sampling Stations with nearest landmark for Air Monitoring ................... 64
Table 4-9: Ambient Air Quality monitoring results AAQ1 .......................................................... 66
Table 4-10: Ambient Air Quality Monitoring Results AAQ2 ...................................................... 66

Table 4-17: National Ambient Air Quality Standards (NAAQS) ................................................. 70
Table 4-18: Locations of Noise monitoring stations with nearest landmark ................................ 72
Table 4-19: Results of Noise Monitoring with Noise Level Standards ........................................ 73
Table 4-20: Details of Surface Water Monitoring Stations with nearest landmark ...................... 75
Table 4-21: Details of Ground Water Monitoring Stations .......................................................... 75
Table 4-22: Surface Water quality analysis Results ..................................................................... 77
Table 4-23: Ground Water quality analysis results....................................................................... 78
Table 4-24: List of Floral Diversity in Study Area ....................................................................... 98
Table 4-25: Demographic Attributes for Pune District (2011) ................................................... 103
Table 5-1: Activities – Impact Identification Matrix .................................................................. 110
Table 5-2: Vehicle categories used in this study ........................................................................ 114
Table 5-3: Summary of Vehicular Emission Factors used in the study (g/km) .......................... 114
Table 5-4: Background Concentrations of Pollutants ................................................................. 121
Table 5-5: Maximum predicted 24-hour PM10 concentrations at discrete receptors ................. 127
Table 5-6: Maximum predicted 24-hour PM2.5 concentrations at discrete receptors ................ 128
Table 5-7: Maximum predicted 8-hour CO concentrations at discrete receptors ....................... 132
Table 5-8: Maximum predicted 24-hour NO2 concentrations at discrete receptors ................... 136
Table 5-9: Maximum Predicted Concentrations at sensitive receptors ...................................... 138
Table 5-10: Total predicted sound levels during day-time and night-time at discrete receptors 156
Table 6-1: Environmental Monitoring Plan ................................................................................ 169
Table 7-1: Potential risks and Mitigation measures .................................................................... 175
Table 10-1: EMP - Implementation & Operation Phase ............................................................. 186
Table 10-2: Budgetry Allocation ................................................................................................ 203
Table 12-1: List of Consultants................................................................................................... 207
LIST OF FIGURES
Figure 1-1: Key Plan of proposed HCMTR on Pune DP (shown in Red) ................................... 10
Figure 2-1 Key Plan of Existing Major Road Networks............................................................... 16
Figure 2-2 Key Plan of proposed HCMTR ................................................................................... 23
Figure 2-3 HCMTR network with BRTS Stations ...................................................................... 32
Figure 2-4 Vehicular Growth in PMC over the past 10years ....................................................... 37
Figure 2-5 Passenger vehicles Growth in PMC over the past 10years ......................................... 38
Figure 2-6 Change in Passenger vehicles composition in PMC over the past 10years ................ 38
Figure 3-1: Proposed Integration of HCMTR with BRTS and Metro Rail Proposals .................. 43
Figure 3-2: Alternate options for the missing link between Vishrantwadi and Khadki railway
station/Bopodi ............................................................................................................................... 44
Figure 3-3: Map showing proposed alternate options for link between Vishrantwadi and Khadki
Railway station/Bopodi ................................................................................................................. 45
Figure 3-4: A key plan showing integration of HCMTR in PMC and PCMC ............................. 47
Figure 4-1: LISS 4MX image covering HCMTR Alignment and 500m buffer around it ............ 52
Figure 4-2: Enlarged view of LISS 4MX image covering study area .......................................... 52
Figure 4-3: HCMTR Alignment and 500m buffer around it shown on SOI toposheet ................ 53
Figure 4-4: Proposed – LULC map of study area of 500 m including alignment ........................ 54
Figure 4-5: Seismic Zone Map of India ........................................................................................ 55
Figure 4-6: Soil Monitoring Location ........................................................................................... 58
Figure 4-7: Wind rose for October................................................................................................ 63
Figure 4-8: Wind rose for November............................................................................................ 63
Figure 4-9: Wind rose for December ............................................................................................ 64
Figure 4-10: Sampling Locations for Air Monitoring .................................................................. 65
Figure 4-11: Locations of Noise Monitoring ............................................................................... 73
Figure 4-12: Locations of Surface Water Monitoring .................................................................. 75
Figure 4-13: Locations of Ground Water Monitoring ................................................................. 76
Figure 4-14: Satellite Image showing Ecology Study Area 1 - area around University of Pune
(Demarcated by yellow border) .................................................................................................... 80
Figure 4-15: Satellite Image showing vegetation in ARAI Hills ................................................. 88
Figure 4-16: Satellite image with demarcation of river bed as habitat ......................................... 97
Figure 5-1 Terrain elevations over the modelling domain for HCMTR corridor ....................... 116
Figure 5-2 Cartesian receptor grid and discrete receptors around the proposed HCMTR corridor
..................................................................................................................................................... 117
Figure 5-3 Windrose Diagram - (Study Period) ......................................................................... 120
Figure 5-4 Spatial distribution of predicted maximum 24hour PM10 concentrations (µg/m3) for
year 2021 ..................................................................................................................................... 123
year 2031 ..................................................................................................................................... 124
year 2041 ..................................................................................................................................... 124
Figure 5-7 Spatial distribution of predicted maximum 24hour PM2.5 concentrations (µg/m3) for
year 2021 ..................................................................................................................................... 125
year 2031 ..................................................................................................................................... 125
year 2041 ..................................................................................................................................... 126
Figure 5-10 Spatial distribution of predicted maximum 8-hour CO concentrations (mg/m3) for
year 2021 ..................................................................................................................................... 129
Figure 5-11 Spatial distributions of predicted maximum 8-hour CO concentrations (mg/m3) for
year 2031 ..................................................................................................................................... 130
Figure 5-12 Spatial distribution of predicted maximum 8-hour CO concentrations (mg/m3) for
year 2041 ..................................................................................................................................... 130
Figure 5-13 Spatial distribution of predicted maximum 8-hour CO concentrations (mg/m3) with
No Project Scenario for year 2041 .............................................................................................. 131
Figure 5-14 Spatial distribution of predicted maximum 24-hour NO2 concentrations (µg/m3) for
year 2021 ..................................................................................................................................... 133
year 2031 ..................................................................................................................................... 134
year 2041 ..................................................................................................................................... 135

Figure 5-17 Spatial distribution of predicted maximum 24-hour NO2 concentrations (µg/m3)
with No Project Scenario for year 2041 ...................................................................................... 135
Figure 5-18 Spatial distribution of Sound Levels in dB(A) at gridded receptors along HS1 for
year 2021 ..................................................................................................................................... 146
year 2031 ..................................................................................................................................... 147
year 2041 ..................................................................................................................................... 148
year 2041 with No Project Scenario ........................................................................................... 149
year 2021 ..................................................................................................................................... 150
year 2031 ..................................................................................................................................... 150
year 2041 ..................................................................................................................................... 151
year 2041 with No Project Scenario ........................................................................................... 151
year 2021 ..................................................................................................................................... 152
year 2031 ..................................................................................................................................... 153
year 2041 ..................................................................................................................................... 154
year 2041 with no project scenario ............................................................................................. 155
Figure 5-30 Noise attenuation using noise barriers .................................................................... 159
Figure 7-1 Statistics of road accidents in Pune city .................................................................... 178

CHAPTER -1
INTRODUCTION
1.0 INTRODUCTION
1.1 Introduction
The Pune Municipal Corporation (PMC) had conducted detail study of the transportation
requirements of Pune city during the period of 1978-1982. On the basis of study conducted,
a High Capacity Mass Transit Route corridor (HCMTR) has been suggested. The
feasibility study of HCMTR alignment was carried out by MTP (Rlys) Bombay in year
1983. Around 60 arterial and main city roads will be connected with this HCMTR; the
proposal was taken upon priority by PMC.
As per Press Information Bureau, Government of India, Pune is the 9th most populous
urban agglomeration and 8th largest city in India. Considering the requirement of growing
population of Pune, PMC intends to develop an elevated / at-grade corridor called as High
Capacity Mass Transit Route of approximately 35.96 km of 24 m width having six lanes
traversing the city of Pune.
With the intention to implement this alignment Pune Municipal Corporation (PMC) has
appointed M/s STUP Consultants Pvt. Ltd., Bangalore to carry out “Feasibility Study for
Elevated / At-Grade Corridor for High Capacity Mass Transit Route (HCMTR)
Alignment in Pune City”.
Detailed Feasibility Report (DFR) includes conducting Rapid Environmental Impact

Assessment (EIA) studies in order to identify the baseline environmental status of the
proposed corridor, assessment of impact due to the proposed project on various
environmental components and preparation of Environmental Management Plan (EMP) to
mitigate any potential negative impacts of the project on critical environmental parameters.
The proposed HCMTR is an elevated/ at grade road and does not come under the ambit of
EIA Notification 2006 and its amendment dated 22 August 2013. It is not a highway
project and hence item 7(f) of Schedule is not applicable to the project. Hence
Environmental Clearance is not required for the said HCMTR project.
1.2 Identification of Project and Project Proponents

Pune is one of the largest cities in India, it has many colleges and universities, hence
emerging as a prominent location for IT and manufacturing companies to expand. The
automotive sector is particularly prominent in Pune. Growth in the software and education
sectors has led to an influx of skilled labour from across India. This creates a growing
demand for urban infrastructure, especially for urban transport infrastructure and public
transport.
Pune Municipal Corporation (PMC) proposes to develop an elevated / at-grade corridor

called as High Capacity Mass Transit Route (HCMTR) starting from Bopodi at Ch.0.00
and ending before Vishrantwadi junction at Ch. 35960. The alignment splits into two
independent structures near SV Rajamanthri road at Ch. 10300 and the alignment of the
Split structure starts at Ch.0.00, passes along Datta Wadi road and ends before Dandekar
Bridge at Ch.1250.The HCMTR Alignment is a 24 m. six lane elevated/at grade road with
exclusive two lanes for BRTS, one on each side and alignment is designed for a minimum
design speed of 50 kmph. The Estimated Project Cost including IC/Pre-operative cost,
Financing charges, Interest During Construction is estimated to be approximately Rs.
5192.00 Crores.
Due to this proposed alignment, about 60 arterial and main city roads will be connected
with the HCMTR. The HCMTR aims to de-congest roads in the city as heavy vehicles can
travel via the HCMTR to bypass Pune city instead of entering the city. (Reference:
HCMTR Feasibility Report)
1.3 Land Description:

The High Capacity Mass Transit Route will pass through Bopodi, Ambedkar Chowk, Pune
University Junction, SB Road, Erandwane, Dattawadi, Swargate, JN Road, Market Yard,
Ganga Dham, Lulla Nagar, Wanwadi, Hadapsar Industrial Estate, Magarpatta, Wadgon
Sheri, Viman Nagar, Lohegaon Airport and terminates before Vishranthwadi Junction. The
alignment is designed along the proposed center line of HCMTR corridor as given in the
Development Plan provided by PMC. Wherever it is not possible to follow the DP center
line due to constraints in space availability or technical issues, it is re-aligned for the best
fit possible.

Table 1-1 Primary Information of HCMTR

Primary Information of High Capacity Mass Transit Route
Pune Municipal Corporation
Address-
Name, contact number &
PMC Main Building, Near. Mangla Theatre, Shivajinagar,
address of Proponent
Pune- 411 005
Ph No.- 020-25501000
Latitude & Longitude of the Project Site: stretch starts and
ends from
18°34’25.29"N 73°50’07.67” E
Location of the project 18°29’57.37"N 73°49’34.42” E
18°29’00.81"N 73°54’28.70” E
18°33’44.02"N 73°55’02.49” E
18°34’24.88"N 73°53’16.34” E
Figure 1-1: Key Plan of proposed HCMTR on Pune DP (shown in Red)
1.4 Need of the High Capacity Corridor along HCMTR alignment

To cater for current and future travel demand, there is an immediate need for improved
level of service along the existing major road corridors and major road network in the

intermediate zone. There is a need to develop a high capacity and high mobility corridor in
the intermediate zone which will also reduce the congestion levels in the core city area
bypassing the thorough traffic from the core area.
For Pune city, the improved level of service can be achieved by constructing a high
mobility corridor which includes ring roads and radial road network.
With rapid urbanization and liberalization in economic policies in last few decades, the
population and vehicular traffic i.e., both passenger and goods traffic have increased
manifold and following exponential growth trends.
According to Regional Transport Office, Pune Motor Vehicle Population Report, there are
0.55 million cars and 2.33 million two wheelers in Pune city as on March 2016. Around
0.25 million vehicles are getting added to the city traffic every year meanwhile the existing
infrastructure is inadequate for catering to this traffic demand. Due to this, traffic
congestion, not only affecting the core area roads but also other major city roads, resulting
in increased travel time, cost, and environmental pollution. This is triggering demand for
improved level of service for better commuting from the residents.
Major Highways like NH 48 connecting Mumbai and Bangalore, NH 65 connecting

Mumbai and Machilipatnam, NH 60 connecting Pune and Nashik and SH 27 connecting
Pune and Ahmednagar etc., are passing through the city. There is no ring road connecting
all these major highways to bypass Pune city. Due to this through traffic, the existing city
roads and junctions are congested.
In view of the above, the proposed High Capacity Mass Transit Route (HCMTR) corridor
will act as an intermediate ring road and help in de-congesting the city roads. (Reference:
HCMTR Feasibility Report)
1.5 Scope of the REIA Study

Development of the any infrastructure project involves positive and negative impacts on
nearby communities and the environment.
The purpose of this Rapid Environmental Impact Assessment (REIA) is to identify the
baseline environmental status of the project area, identification and assessment of potential

impacts due to the proposed corridor on various environmental parameters or components

and preparation of Environmental Management Plan (EMP) to mitigate any potential
negative impacts on these parameters.
The detailed scope of the study is listed below:
 To assess the present status of air, noise, water and land based on primary data
gathered through monitoring of specific parameters; biological (flora and fauna)
component based on primary survey and secondary data and socioeconomic
component based on secondary data collected from PMC and other government
departments/sources.
 Identification, quantification and evaluation of significant impacts from the proposed
HCMTR Project during construction and operation phase on various components of
environment
 To propose mitigation measures so as to reduce the pollution, environmental
disturbance and the nuisance during construction and operational phases of the
HCMTR.
 Preparation of Environmental Management Plan (EMP) outlining additional control
technologies to be adopted for mitigation of adverse impacts, if any
 Delineation of post-project environmental quality monitoring to be pursued by the
project authorities i.e. PMC.
1.6 Objective of the REIA Study
 Determine the baseline environmental conditions along the project corridor.

 Identify, predict and assess environmental impacts that might arise from development
of the proposed HCMTR project and activities associated with it.
 Suggest mitigation measures and appropriate technologies to suit local conditions in
order to eliminate or reduce the negative impact on the environment, if any, as part of
the Environmental Management Plan
 Enable the project authorities (PMC) to comply with environmental rules and train
operating personnel to operate pollution control facilities in order to protect the
environment.
1.7 Methodology of the Study

To assess the likely impact on the study area. The study area is delineated as approx. 500 m
on either side of the proposed HCMTR. This is in anticipation potential impacts within this
stretch for key environmental aspects such as air, noise, and water quality. Secondary data
is procured from department like IMD, Census dept etc.
Sampling locations are identified on the basis of following criteria:
 Predominant wind direction at the study area;

 Existing topography;
 Locations of the project activities;
 Locations of sensitive areas;
 Area that represents baseline conditions.
1.8 Project Cost

Estimated Project Cost including IC/Pre-operative cost, Financing charges, Interest During
Construction is 5192.00 Crores. (Ref: Volume-3 of HCMTR Feasibility Report)
1.9 Legal Framework

The following table lists the potential clearances / studies that may have to be undertaken for
the proposed HCMTR project, based on the current policy and legal framework.
Table 1-2 Potential Clearances / Studies that may be required for Proposed HCMTR
Sr.
Department Remarks
No.
Railways under Indian Railway Act Near Hadapsar Station on Pune - Daund Line & Near
1
1989 Vaidwadi on Pune - Satara Line
Proposed project does not come under ambit of EIA
Environmental Clearance under EIA Notification 2006. Rapid EIA study is recommended for
2
Notification 2006 addressing significant environmental impacts through
an Environmental Management Plan (EMP).
Forest Clearance under Forest
HCMTR alignment passes through ARAI Hill Forest
3 Conservation Act 1980 for conversion
Land & Wanowrie Forest (SRPF Land) in Wanwadi
of forest for non-forest purpose
Traversing of Nalas, Irrigation Canal, Mutha River,
4 Irrigation Clearance
Mula-Mutha River
5 Airports Authority of India Section of HCMTR comes near Pune Airport
Defense Authority (Cantonment /Air- Pune Cantonment, Range Hills, Pune University,
6
force /Range Hills) Airforce base - Pune Airport
Sr.
Department Remarks
No.
Permission to store Hazardous Storage and transportation of hazardous materials and
7
Materials explosives
PUC Certificate for use of vehicles
8 For all construction vehicles
for construction
1.10 Structure of REIA Report
The Rapid Environmental Impact Assessment (REIA) report contains baseline data,
assessment of likely impacts, and preparation of Environmental Management Plan. The
report is compiled in following eleven chapters.
Chapter 1 Introduction - This chapter describes objectives and methodology for REIA.
Chapter 2 Project Description - This chapter gives a brief description of the historical
background of city, physical characteristics of the city, vehicular growth and composition,
Comprehensive Mobility Plan, HCMTR system Design, Details of the proposed HCMTR
as referenced from HCMTR Feasibility Study.
Chapter 3 Analysis of Alternatives (Technologies) - This chapter contains the details of

various alternatives both in respect of location of site and technologies to be deployed, in
case the initial scoping exercise considers such a need.
Chapter 4 Description of the Environment - This chapter addresses details of the baseline
environmental status of all environmental attributes i.e. micro climatological condition, air
quality, noise, traffic, water quality, soil quality, flora, fauna and socio-economic status etc.
based on secondary data collected from respective department.
Chapter 5 Anticipated Impact and Mitigation Measures - This chapter discusses the
possible sources of pollution and environmental impacts of the project during construction
and operational phases and their mitigation measures.
Chapter 6 Environmental Monitoring Programme - This chapter includes the

Environmental Monitoring Program and technical aspects of monitoring for the
effectiveness of mitigation measures.
Chapter 7 Additional Studies - This chapter include the details of the additional studies
required and necessary needs which are applicable to the proposed corridor.
Chapter 8 Project Benefits - This chapter will cover the benefits accruing to the locality,
neighbourhood, region and nation as a whole. It should bring out details of benefits by way
of improvements in the physical infrastructure, social infrastructure, employment potential
and other tangible benefits, as referenced from HCMTR Feasibility Report.
Chapter 9 Environmental Cost Benefit Analysis - This chapter will cover the
Environmental Cost Benefit Analysis of the proposed corridor as referenced from HCMTR
Feasibility Report
Chapter 10 Environmental Management Plan -This chapter deals with the

Environmental Management Plan (EMP) which indicates mitigation measures proposed not
only to minimize but also to mitigate the adverse impacts on the environment.
Chapter 11 Summary & Conclusions - It would provide the overall justification for
implementation of the project explaining how the adverse effects are proposed to be
mitigated.
Chapter 12 Disclosure of Consultants Engaged - This chapter include the names of the
consultants engaged with their brief resume, expertise and nature of consultancy rendered.

CHAPTER-2
PROJECT DESCRIPTION
2.0 PROJECT DESCRIPTION
2.1 Proposed HCMTR
The proposed High Capacity Mass Transit Route (HCMTR) is of 35.96 km, an Elevated /
at Grade corridor, traversing the city of Pune. The Proposed HCMTR alignment starts at
Bopodi on North of Pune and ends before Vishrantwadi junction. HCMTR is proposed
keeping in view integration with other on-going infrastructure works and future
infrastructure works such as Metro Rail, BRTS as per Comprehensive Mobility Plan for
Pune city.
The corridor mainly passes through prominent areas like Pune University, existing major
roads: Senapati bapat road, Paud road, SV Rajamantri Path road, New Airport road,
residential area viz Sheela Vihar colony, Ganesh Nagar, Defense colony, Kedari Nagar,
Viman nagar, Visharant Wadi, Wanowrie and other main locations like Dandekar Pul,
Swargate, Gultekdi, Market yard, Ganga Dham corner as well as Hadapsar Industrial
estate. (Reference: HCMTR Feasibility Report)
Figure 2-1 Key Plan of Existing Major Road Networks

2.2 Significance of Proposed HCMTR
With rapid urbanization and liberalization in economic policies in last few decades, the
population and vehicular traffic i.e., both passenger and goods traffic have increased
manifold and following exponential growth trends. According to Regional Transport
Office, Pune Motor Vehicle Population Report, there are 0.55 million cars and 2.33 million
two-wheelers in Pune city as on March 2016. Around 0.25 million vehicles are getting
added to the city traffic every year meanwhile the existing infrastructure is inadequate for
catering to this traffic demand. Due to this, traffic congestion is not only affecting the core
area roads but also other major city roads, resulting in increased travel time, cost, pollution
etc. This is triggering demand for improved level of service for better commuting from the
residents.
Major Highways like NH 48 connecting Mumbai and Bangalore, NH 65 connecting

Mumbai and Machilipatnam, NH 60 connecting Pune and Nashik and SH 27 connecting
Pune and Ahmednagar etc., are passing through the city. There is no ring road connecting
all these major highways to bypass Pune city. Due to this through traffic, the existing city
roads and junctions are congested.
In view of above HCMTR corridor is located in Intermediate zone for Pune city. It is
expected to attract the traffic generated / attracted along the peripheral areas of Pune city
and also acts as a bypass so as to relieve the congestion in core/intermediate zones.
(Reference: HCMTR Feasibility Report)
2.3 Topography & Land Use
The existing land use along the proposed corridor is primarily residential, commercial,
existing cross roads, defense areas, nalas, government land and industrial area with patches
of open land and forest cover. The details of land use along with the project stretch are
mentioned below.

Table 2-1 Details of land use along project corridor

Length (m)
S.No. Land Use Main Split
Corridor Alignment
1 HCMTR along Existing Roads 17800 620
2 HCMTR along Nalas, Canal and River Crossing 5275 130
HCMTR Through Forest Land/Open Land, Green fields
3 5340 0
and Railway Line
HCMTR through Built-up area, Slums and Vacant
4 7545 500
Land
Total Length (m) 35960 1250
2.4 Diversion of Forest land
The route passes through Reserve forest at ARAI hill and SRPF area. Hence, sufficient care
has been taken during design stage to minimize the impact on forest land by restricting the
proposed RoW. As per the proposed design, the total forest land to be diverted is estimated
to be 8.5 Ha or 10.10 Ha and the chainage wise details of the same are presented as Table
below.
Table 2-2 Proposed HCMTR alignment passes through Forest Land/Open Land, Green
fields and Railway Line
Chainage (m)
Sr. No. Location Length (m)
FROM TO
1 Defence Land behind QMTI Quarters 1550 1690 140
Forest Area after Passport Office
2 6090 7680 1590
Junction (ARAI hill)
Defence Land (Bibwewadi Kondhwa
3 17140 17210 70
Road)
4 Forest Area after Kedari Nagar 20460 20760 300
5 SRPF Forest 20770 23080 2310
6 Pune to Kolapur Railway Line 23320 23430 110
7 Pune to Daund Railway Line 26600 26660 60
8 Greenfield after Tadigutta Junction 27140 27800 660
9 Defence Land near Airport Parking 33400 33500 100
TOTAL LENGTH (m) 5340

2.5 Tree Cutting

Enumeration of trees along the project road was carried out during contour survey and
ecological survey. Estimated number of grown trees to be felled for the project is around
1982. A primary ecological survey in the study area delineated along the proposed
HCMTR has been carried out by using the Transect and Quadrat method. The outcome of
this survey is given in the table below.
Table 2-3 Estimated No. of grown trees to be felled based on proposed HCMTR
alignment (Survey conducted between 30 July and 1 August 2018)
Chainage Estimated No. of
Sr Length
Location Trees to be
No From To (in m)
felled
Bopodi Jn start to Near Kunal
1 0 3200 3200 04
Crimpson (Pune University)
Near Kunal Crimpson (Pune
2 3200 5900 2700 450
University) to Bal Bharati
3 5900 7200 1300 Bal Bharati to ARAI Hill 193
ARAI Hill to near Ruby Hall
4 7200 20400 13200 376
Clinic, Wanowrie
Near Ruby Hall Clinic,
5 20400 22500 2100 Wanaworie to End of SRPF 497
Hill Forest
End of SRPF Hill Forest to
6 22500 24100 1600 near IBM Pack Pvt. Ltd 34
(Hadapsar)
Near IBM Pack Pvt. Ltd
7 24100 25900 1800 (Hadapsar) to Jasmanium 57
Society
Jasmanium Society to
8 25900 37200 11300 371
Vishrantwadi End
Total 1982
2.6 Resource Requirement
The following resources are required for the development of HCMTR.
1. Land
The total land required for the proposed HCMTR is approximately 279.77 acres. The land
acquisition from various agencies for forest areas, defense, slum area, residential area will
be done by Pune Municipal Corporation.

2. Manpower
The manpower requirement during the construction stage is basically the construction
labor. The total labor requirement is estimated as 400 laborers and the manpower
requirements during operations are persons from PMC or AMC /contractor appointed by
PMC.
3. Water
The total water requirement for the HCMTR construction activities, utilities and green belt
development is estimated around 1750 KLD.
Table 2-4 Total Estimated Water Requirement for HCMTR Construction Activities
Sr. Purpose Quantity in
No. KLD
For road construction /
1 1482
preparation
2 For dust suppression 50
3 Tree plantation / others 200
4 Drinking purpose 18
4. Power
During constructional phase the power requirement will be sourced from MSEDCL and
during operational process details will be worked out for all Individual activities. (Source-
IRC)
5. Raw Material
The Raw materials required for the construction of HCMTR is steel, concrete, fly ash etc.
which will be procured from vendors and contractors from the nearby area.
2.7 Design Consideration & Features of HCMTR Project

The 35.96 km HCMTR Alignment is a 24m six lane elevated/at grade corridor with
exclusive two lanes for BRTS, one on each side and alignment is designed for a design
speed of 50 kmph and horizontal curves with transitions are adopted in accordance with
IRC -86: “Geometric Design Standards for urban Roads in plains”. Maximum super
elevation of 4% is adopted with required transition length and extra widening as per IRC
standards. Proposed HCMTR has 26 Elevated BRT stations, 33 Up and Down Ramps are

provided to access the corridor at all major roads and junctions along the corridor and 2
lay-byes proposed which will serve the emergency breakdown needs of the commuters.
Salient features of proposed HCMTR Corridor are mentioned below. (Reference: HCMTR
Feasibility Report)
Table 2-5 Salient Features of HCMTR Project
Description of Item Details

35.96 Km (with Split carriageway of 11m in each direction
Total Project Length
for a length of 1.2 km)
24 m (Min.), 27m at BRTS station location, 31m at lay-bye,
Project ROW 42m at Ramp location and 62m at Ramps with service road
location.
Total 6 lanes with 2 dedicated BRTS Lanes and remaining 4
Lane Configuration
for Private Vehicles
Traffic growth rate of 5% for all private vehicles and 2% for
Traffic Growth Rate
buses is assumed in the intermediate zone
The projected demand for horizon years of 2021, 2031 and
2041 for BRTS is estimated as:
Traffic Demand on BRTS lanes
 125343 Passengers/Day & 2625 PPHPD in 2021.
of Elevated Corridor
The projected demand for horizon year 2041 for Elevated
Corridor is estimated as:
 Passenger traffic 50514 PCU/day & Goods traffic
Traffic Demand on Elevated 10485 PCU during night in HS-1.
Corridor  Passenger traffic 36905 PCU/day & Goods traffic
18963 PCU during night in HS-2.
 Passenger traffic 48016 PCU/day & Goods traffic
4841 PCU during night in HS-3.
Estimated Project Cost
including IC/Pre-operative cost,
Rs. 51920 Millions (Rs. 5192 Crores)
Financing charges, Interest
During Construction.
Project study Area PMC, PCMC, Pune Cantonment & Khadki Cantonment
Structure Type Elevated Corridor
Up & Down Ramps Provided at Major Radial Roads – 33
Access to Corridor
Nos.
No. of BRTS Stations 26 Nos.
Elevated BRTS Stations can be accessed by Staircases and
Access to BRTS
Elevator/Escalator provided at the At-grade median/footpath
Description of Item Details

locations and from Concourse to station on top of Elevated
corridor.
Design Speed of Main Corridor
50 Kmph and 25 Kmph
of HCMTR and Ramps
No. of Laybyes 2 Nos. on both sides
Construction Period 3 Years from Appointed Date
2.8 Alignment of HCMTR

The Alignment Starts from Bopodi passing through Ambedkar chowk, Aundh, Pune
University, Chaturshrungi, Senapati Bapat road, Hanuman Nagar, Kelewadi, Maharshi
karve road, Bharatkunj, Vakil Nagar, Rajendra Nagar, Dattawadi, Dhandekar Slum Area,
Parvati, Swargate, Market Yard, Gangadham Chowk, Bibwewadi, Lullanagar, Wanwadi,
Kedari Nagar, SRPF, Salisbury Park, Hadapsar, Kad wasti, Mundhwa, Kalyani Nagar,
Yerawada areas and finally terminates on Vishrantwadi junction. It also passes through
various junctions as shown in key plan below. The key plan also shows the revised
HCMTR alignment, improved based on geometric design, site feasibility, land acquisition
etc.

Figure 2-2 Key Plan of proposed HCMTR
The below table depicts the inventory of roads, streams, etc. along the Project corridor and
collected information regarding ROW details, existing cross roads, nalas, and government
lands along the project corridor.
Table 2-6 Proposed HCMTR alignment over Existing roads

Sr. Chainage (m) Length
Location Remarks
No. FROM TO (m)
1 Bahu Patil Road 0 1400 1400 Below HCMTR
2 Cross Road after Ambedkar Chowk 1400 1550 150 Below HCMTR
Cross Road Between QMTI quarters &
3 1690 1790 100 Below HCMTR
Castel Royal Tower
4 Castel Royal Tower Road 1850 2000 150 Below HCMTR
5 Pune Vidyapith Road 2160 2170 10 Crossing
6 University Internal Road (3.5m DP Road) 2780 4020 1240 Below HCMTR
7 University Flyover 4080 4120 40 Crossing
8 Senapathi Bapat Road 4200 6090 1890 Below HCMTR
9 Car Track road to slum area 8060 8080 20 Crossing


Location Remarks
No. FROM TO (m)
10 Paud Phata Road 8090 8120 30 Crossing
11 Maharshi Karve Road 8505 8535 30 Crossing
12 Gulwani Maharaj Road 9045 9065 20 Crossing
13 Alankar Pool Road 9325 9335 10 Crossing
14 Appasaheb Kulkarni Path 9415 9435 20 Crossing
15 Patwardhan Baug Road 10020 10035 15 Crossing
16 Raja Mantri Road 10250 10400 150 Below HCMTR
17 Raja Mantri Road 10600 10640 40 Crossing
18 Minor Road 10930 11070 140 Below HCMTR
19 Satguru Baba Marg 11525 11540 15 Crossing
20 Dandekar Bridge 11780 11805 25 Crossing
21 Nilayam Bridge 12480 12535 55 Crossing
22 Singhagad Road 12690 12720 30 Crossing
23 Vanari Road Bridge 12890 12935 45 Crossing
24 Satara Road Flyover 13340 13385 45 Crossing
Jawaharlal Nehru Road (Market Yard
25 14590 16535 1945 Below HCMTR
Road)
26 Bibwewadi Kondhwa Road 16535 17140 605 Below HCMTR
27 Bibwewadi Kondhwa Road 17210 18390 1180 Below HCMTR
28 Lulla Nagar Flyover 18390 18410 20 Crossing
29 VR Shinde Road 18410 18900 490 Below HCMTR
30 Kedari Nagar Road 19140 20000 860 Below HCMTR
31 Vitthal Road Junction 20000 20020 20 Crossing
32 Oxford Village Society Road 20120 20130 10 Crossing
33 Kedari Nagar Road 20760 20770 10 Crossing
34 Minor Road 23430 23450 20 Crossing
35 Solapur Road 23850 23900 50 Crossing
Margarpatta City Road/Mundhawa
36 24470 26600 2130 Below HCMTR
Industrial Area Road
37 HCMTR Road 26660 27100 440 Below HCMTR
38 Taddigutta Junction 27100 27140 40 Crossing
39 Sopan Nagar Road 28720 28850 130 Below HCMTR
40 Viman Nagar Junction 30360 30410 50 Crossing
41 Viman Nagar Road 30410 30500 90 Crossing
42 HCMTR Road 30500 30810 310 Below HCMTR
43 Cross Road 30980 31000 20 Crossing
44 New Airport Road 31755 31775 20 Crossing
45 New Airport Road 32170 33400 1230 Below HCMTR
46 New Airport Road 33500 33830 330 Below HCMTR

Location Remarks
No. FROM TO (m)
47 Weikfield Junction 33830 33880 50 Crossing
48 Airport Road 33880 34430 550 Below HCMTR
49 509 Junction 34430 34470 40 Crossing
50 Airport Road 34470 35960 1490 Below HCMTR
Split Alignment (RHS)
51 Raja Mantri Road 180 300 120 Below HCMTR
52 Minor Road 660 1160 500 Below HCMTR
Table 2-7 Proposed HCMTR alignment over Nala, Canal and River crossings
Chainage (m)
S.No. Location Length (m)
FROM TO
1 Before University Area 2130 2150 20
2 Before University Area 2250 2350 100
3 Between Paud road and Maharshi Karve Road 8310 8505 195
Between Maharshi Karve Road and Gulwani
4 8535 9045 510
Maharaj Road
Between Gulwani Maharaj Road and Alankar Pool
5 9180 9325 145
Road
Between Alankar Pool Road and Appasaheb
6 9335 9415 80
Kulkarni Path
Between Appasaheb Kulkarni Path and Patwardhan
7 9435 10020 585
Baug Road
8 Mutha River 10780 10890 110
9 Between Mutha River & Dandekar Slum Area 11180 11500 320
10 Between Dandekar Bridge & Slum Area 11805 12000 195
11 Between Dandekar Slum Area & Nilayam Bridge 12080 12480 400
12 Irrigation Cannal 12720 12780 60
Canal (Between Singhahad Road to Vanari Road
13 12780 12890 110
Bridge)
Canal (Between Vanari Road Bridge to Satara
14 12935 13340 405
Flyover)
15 Canal (Between Satara Flyover to JN Road) 13385 14590 1205
16 Nala (Nethaji Nagar) 19095 19120 25
17 Canal (Near to Solapur Road) 23730 23850 120
18 Canal (After Solapur Road) 23900 24250 350
19 Canal (Before to Margarpatta City Road) 24430 24470 40
20 Mula Mutha River 27800 28100 300
Chainage (m)
S.No. Location Length (m)
FROM TO
21 Mutha River 510 640 130
Table 2-8 Proposed HCMTR alignment passes through Forest Land/Open Land, Green
fields and Railway Line
Chainage (m) Length
S.No. Location
FROM TO (m)
1 Defence Land Behind QMTI Quarters 1550 1690 140
2 Forest Area After Passport Office Junction 6090 7680 1590
3 Defence Land (Bibwewadi Kondhwa Road) 17140 17210 70
4 Forest Area After Kedari Nagar 20460 20760 300
5 SRPF Forest 20770 23080 2310
6 Pune to Kolapur Railway Line 23320 23430 110
7 Pune to Daund Railway Line 26600 26660 60
8 Greenfield after Tadigudda Junction 27140 27800 660
9 Defence Land Near airport Parking 33400 33500 100
Table 2-9 Proposed HCMTR alignment passes over Buildings/Vacant Land/Slums,etc.,

Chainage (m) Length
S.No. Location
FROM TO (m)
1 Slum Area QMTI Quarters to Castle Tower 1790 1850 60
2 Open Area Between Castle Tower road to Nala 2000 2130 130
3 Open Area Between Castle Tower road to Nala 2150 2160 10
4 Open Area Between Pune Vidhyapeth road to Nala 2170 2250 80
5 Open Area Between Nala to University Entrance 2350 2780 430
6 Bank of Maharastra 4020 4080 60
7 Aishrvad Mine Market 4120 4200 80
8 Pumping Station 7680 7820 140
9 Slum Area before Paud Road (Sankalp Society) 7820 8060 240
10 School Building 8080 8090 10
11 Slum Area before Paud Road (Sheela Vihar Colony) 8120 8310 190
12 Residential Buildings structures at Bharatkunj area 9065 9180 115
13 Private land (Residential Buildings structures) 10035 10250 215
14 Private land (Parallel to Raja Mantri Road) 10400 10600 200
15 Vacant Land 10640 10780 140

Chainage (m) Length

S.No. Location
FROM TO (m)
16 Private Land (Commercial Structures) 10890 10930 40
17 Private Land (Godown) 11070 11180 110
17 Dandekar Slum Area (Befeore Satguru Baba Road) 11500 11525 25
18 Dandekar Slum Area (Befeore Dandekar Bridge) 11540 11780 240
19 Dandekar Slum Area (After Dandekar Bridge) 12000 12080 80
20 Private Land (Parallel to Singhagad Road) 12535 12690 155
21 Private Land (Nethaji Nagar) 18900 19095 195
22 Private Land (Nethaji Nagar) 19120 19140 20
23 Private Land (Near to Vitthal Road Junction) 20020 20120 100
24 Private Land (behind Kroot School Building) 20130 20460 330
25 Private Land (behind PMC Garden) 23080 23320 240
26 Private Land (After railway line) 23450 23730 280
27 Private Land (Before Margarpatta City Road) 24250 24430 180
28 Farm land after River 28100 28720 620
29 Vacant land Before Phoneix Mall 28850 30300 1450
30 Private Land Before Viman nagar Junction 30300 30360 60
31 DP Land 30810 30980 170
32 Private Land Before Viman nagar Junction 31000 31755 755
33 Private Land Parallel to New Airport Road 31775 32170 395
34 Private Land 100 180 80
36 Slum 1160 1350 190
The typical cross sections for proposed HCMTR alignment with BRTS lanes at centre are
given in figures below:

Fig. TCS for 4 lane HCMTR Corridor with 2 lane BRTS at Centre
Fig. TCS for 4 lane HCMTR Corridor with 2 lane BRTS and BRTS Station at Centre

Fig. TCS for 4 lane HCMTR Corridor with 2 lane BRTS at Centre and Laybye
Fig. TCS for 4 lane HCMTR Corridor with 2 lane BRTS and BRTS Station at Centre and Up and Down
ramps adjacent to main corridor

2.8.1 Existing Radial Roads

Pune is well-connected to other cities by National Highways and State Highways. National
Highway 4 (NH 4) connects it to Mumbai and Bangalore, NH 9 to Solapur and Hyderabad,
and NH 50 to Nashik. State Highways connect it to Ahmednagar, Aurangabad and Alandi.
Pune-Ahmednagar highway (MH SH27) and Satara road are State Highways connecting
with Pune City. In addition to the above number of major and minor roads are connected to
this city with their destinations to various towns and villages.
Table 2-10 List of Radial Roads Connecting to Pune City

Orientation
S.No Name of Road Type
Towards
1 Samrat Ashok Road connecting to SH-27 SH North-East
Pune-Solapur Highway i.e. part of Pune-
2 NH East
Machilipatnam (NH-65)
3 Parvati Road leading to Kondhwa Road Major Rd South-East
4 Satara Road connecting to SH114 Major Rd South
5 Sinhagad Road Major Rd South-West
6 Paud Road Major Rd West
7 Ganeshkhind Road Split to 3 Roads Major Rd North-West
a Pashan Rd Major Rd
b Baner Rd Major Rd
c Vidyapeeth Rd Major Rd
Old Mumbai - Pune Highway connecting
8 NH North
Pune-Nashik Rd (NH-60)
9 Alandi Road Major Rd North
2.8.2 BRTS Stations

BRTS stations are proposed at the existing at-grade bus stop locations and major
interchange bus station locations to have integration between HCMTR and existing at-
grade roads along the project corridor. Few stations are identified to have access to
locations having major public activity such as commercial markets, education institutes,
airport, etc.
The BRTS lanes are provided in the center and the BRTS stations are provided at locations
with better accessibility and in consultation and site visit with PMC/PMPML authorities

and passenger shelter of 3m wide is provided at bus stop locations. The schedule of BRTS
locations is given below.
Table 2-11 Details of Proposed BRTS Stations

Chainage Name of the BRTS Station (Proposed by PMC &
S.No
(m) PMPML During the Inspection)
1 1590 Ambedkar Chowk
2 1940 Pune Vidyapeeth (Back Gate)
3 3750 Pune Vidyapeeth Gate Chowk (University Gate)
4 5090 Hotel J W Marriot (S B Road)
5 6040 Patrakarnagar Chowk (Passport Office)
6 8010 Paud Road (Kelewadi)
7 8530 Karve Road
8 9440 Alankar Police Chowky
9 10095 Siddhi Garden
10 11790 Dandekar Bridge
11 12690 Sarasbaug Corner
12 13290 Swargate
13* 14895 Dais Plot (Gultekdi)
14 15505 Market Yard Road
15 16395 Gangadham Chowk
16 17340 Lullanagar
17 19495 Dagadi Circle Chowk (Wanorie)
18 20395 Ruby Hall (Wanorie)
19 22395 Ramtekadi Industrial Estate
20 23940 Solapur Road (Vaiduwadi)
21 25690 Jehangir nagar (Magarpatta City)
22 27040 Tadigutta (Mundhwa)
23 29090 Sainathnagar (Wadgaonsheri)
24 30510 Viman Nagar Chowk (Nagar Road)
25 31740 Sakore Nagar (Viman Nagar)
26 33625 Airport
27 34590 509 Chowk
Vishranthwadi (At-grade, Not in current scope of
28# 36390
work)

# - BRTS station not in scope as the HCMTR Corridor is ending at Ch. 35960.
* - However based on the suggestions made by PMC vide Letter No. Road / 9081 dated.
27.02.2018, there is a 2 lane flyover proposal crossing Ambedkar chowk and Giridhar Bhavan
chowk at JN Road which shall be integrated with HCMTR alignment. Accordingly the HCMTR
alignment is planned at 2nd level in the flyover portion. There is one BRTS station at Ch: 14895
i.e. Dais plot (Gultekdi) BRTS station along JN Road in the overlapping section of HCMTR &
JN road flyover. The FRL of flyover to proposed ground level at this station location is around
11m. Since there is a flyover below the HCMTR in this section of JN Road, the BRTS station
with all facilities such as stair cases, escalators etc., cannot be accommodated within ROW and
also constructing BRTS station by launching and machinery operation and erecting girders over
the flyover at second level will be a tedious job and complex construction operation. Since there
is BRTS station at Market Yard at Ch: 15505 which is 610 m from the previous station, it is
recommended to delete Dais plot (Gultekdi) BRTS station so as to consider the proposed flyover
for integration.
Accordingly, 26 BRTS stations are proposed on Elevated corridor of HCMTR alignment in the
scope of the project.
Figure 2-3 HCMTR network with BRTS Stations

The above details about the proposed HCMTR and road network is referenced from
HCMTR Feasibility Report as made available to the REIA study team.
2.9 TRAFFIC STUDY

Traffic surveys have been carried out to assess the baseline traffic characteristics along the
project corridor. The study aims to obtain existing traffic and travel characteristics along
the project corridor and forecasting the average annual daily traffic for project horizon
year.
The following surveys are carried along the project corridor:
 Classified Traffic Volume Count Survey (CTVC) at Mid-Block Locations

 Turning Movement Counts (TMC) at junctions
 Origin and Destination Survey (OD) at junctions
 Pedestrian Counts
 Speed & Delay along the existing road network
 Axle Load Spectrum Survey at Mid-Block Locations.
For the purpose of traffic estimation and projections, 2016 data has been taken as base
year. The classified traffic volume survey data of 2 cycles at four count locations is
analyzed in order to obtain daily variation, average hourly variation, average composition,
average daily traffic (ADT), annual average daily traffic (AADT) of traffic volume.
The ADT summary is presented in table below:
Table 2-12 Summary of Average Daily Traffic volume

CYCLE - 1 CYCLE - 2
S. No. Location of Survey
in Veh in PCU's in Veh in PCU's
1 Old Mumbai Highway on NH-65 83817 83357 75635 75441
2 Ahmednagar Road on SH-27 141834 154569 118170 123608
3 Solapur Highway on NH-65 69670 76662 82039 93302
4 Satara Road 113952 113411 114979 112263

Table 2-13 Summary of Average Annual Daily Traffic & Peak hour traffic
CYCLE-1 CYCLE-2
S.
Location of Survey AADT Peak Traffic AADT Peak Traffic
No.
Veh PCU's Veh PCU's Veh PCU's Veh PCU's
Old Mumbai Highway on
1 82965 82903 9185 9241 74916 75165 7571 6693
NH-65
2 Ahmednagar Road on SH-27 140955 154009 18071 17182 117468 123544 13782 12940
3 Solapur Highway on NH-65 68955 76227 7471 7537 81472 93126 6929 7178
4 Satara Road SH-114 112370 112246 11029 10577 113317 110974 11640 10970
On analysis of data it is found that the junction volumes are very high during peak hours at
junctions in and around HCMTR alignment and approaching/crossing 10,000 pcu/ hr at
many junctions, indicating the need for grade separators so as to reduce the delays and
pollution levels at the junction.
The existing V/C ratios along the major roads along the proposed HCMTR is estimated
based on the data collected from the turning movement surveys at the major and minor
junctions falling close to HCMTR alignment. The summary of V/C ratios are presented in
table below.
Table 2-14 V/C Ratio along Corridors (Major Junction approaches)
S.No. Survey Location Type PCU’s V/C Ratio LOS
1 Bopodi Chowk 10195
Khadki approach 3663 1.35 F
Pune approach 4 Arm 5988 1.16 F
Bhaurao Patil approach 1431 0.42 A
Mumbai approach 9307 1.81 F
2 Vishranthwadi Junction 9123
Airport approach 4563 1.1 F
Kharadi approach 4 Arm 4745 1.15 F
Alandi approach 5947 0.97 E
Dhanori approach 2991 0.72 C
3 Phoenix Mall Chowk 11672
Pune approach 6852 1.12 F
3 Arm
Viman Nagar approach 5560 1.34 F
Ahmednagar approach 10933 1.78 F
4 Mundhwa Chowk 11913
Manjari approach 4 Arm 3384 0.82 D
Magarpatta approach 8089 1.57 F

S.No. Survey Location Type PCU’s V/C Ratio LOS

Koregaon approach 6144 1.48 F
Mundhwa appraoch 6210 1.21 F
5 Fatima Nagar Junction 12204
Hadapsar approach 11529 1.49 F
3 Arm
Wanwadi approach 2781 0.67 B
6 Lulla Nagar Chowk 8730
Bibwewadi approach 3036 0.73 C
Parvathi approach 4 Arm 5129 1.24 F
VR Shindhe approach 2648 0.64 B
Kondhwa approach 6646 1.6 F
7 Utsav Chowk 10234
3 Arm
Market road approach 3495 0.84 D
Satara approach 8165 1.59 F
8 Dandekarpul Chowk 11086
Sinhagad approach 8287 1.35 F
3 Arm
Sarasbagh approach 8101 1.32 F
LBST approach 5783 1.4 F
9a Nal Stop-Law college 8793
Wadia college approach 8044 1.94 F
3 Arm
Law college approach 2798 1.03 F
Garware college approach 6745 1.1 F
9b Nal Stop - Mhathre 8696
Garware college approach 7322 1.19 F
3 Arm
Swargate approach 5012 1.21 F
Wadia college approach 5058 1.22 F
10 ITI Chowk 6300
University approach 5819 1.4 F
3 Arm
Baner approach 5585 1.35 F
ITI approach 1196 0.29 A
11 Breman Chowk 11742
Spicer College approach 2857 0.69 B
Vidhyapeeth approach 4 Arm 10099 1.64 F
DP Road approach 1923 0.56 A
Aundh approach 8605 2.08 F
12 Ambedkar Chowk 6949
Khadki approach 4168 1.01 F
3 Arm
Breman Chowk approach 4765 1.15 F
Bhaurao Patil approach 4965 1.45 F

Table 2-15 V/C Ratio along Corridors (Minor Junction approaches)

S. LOS
Survey Location Type PCU's V/C Ratio
No.
1 Range Hills Junction 3089
Khadki Rly Stn approach 3 Arm 349 0.1 A
Khadki Bazar approach 2797 1.03 F
Ambedkar nagar approach 3032 0.73 C
2 University Chowk 12187
Ganeshkind approach 12169 1.98 F
Pashan approach 4 Arm 2311 0.67 B
Baner approach 3405 0.82 D
Bremen chowk approach 6490 1.06 F
3 Paud Junction 14881
Paud road approach 9341 1.52 F
Nalstop approach 3 Arm 12000 1.95 F
Ganesh nagar approach 1875 0.69 B
Karve nagar approach 6546 1.07 F
4 7 Loves Junction 7283
Swargate approach 2740 0.45 A
Sanawal approach 4 Arm 3753 0.91 E
IG Chowk approach 3791 0.62 B
Apsara talkies approach 4282 1.03 F
5 Ganga Dham Chowk 8460
Gultekdi approach 3208 0.77 C
Lulla Nagar approach 4 Arm 5891 1.42 F
Ganga Dham approach 1844 0.68 B
Tatekar Society approach 5978 1.44 F
6 Magarpatta Junction 6345
Hadapsar approach 5040 0.98 E
3 Arm
Fatimanagar approach 4927 0.96 E
Mundhwa approach 2724 0.53 A
7 Tadi Gutta Chowk 9866
ABC Farms approach 8659 2.09 F
Mundhwa approach 4 Arm 9132 2.2 F
Hadapsar Rly Stn approach 552 0.32 A
Ghorpadi 1390 0.34 A

Table 2-16 V/C Ratio along Mid-Block Locations

S. Peak Hour PCU's V/C Ratio LOS
Location of Survey
No. Cycle-1 Cycle-2 Cycle-1 Cycle-2 Cycle-1 Cycle-2
Towards Mumbai on NH-
1 9241 6693 1.80 1.30 F F
65
Towards Ahmednagar on
2 17182 12940 1.67 1.26 F F
SH-27
3 Towards Solapur on NH-65 7537 7178 0.98 0.93 E E
4 On Satara Road on SH-114 10577 10970 2.06 2.13 F F
Higher volume / capacity ratios or V/C Ratios, ranging from 2.13 to 0.93 and having LOS
F indicate that these roads are saturated. These roads are carrying high traffic volumes
exceeding their capacities covering both intercity and intracity traffic to Pune city.
The traffic in Pune city has increased manifold over the last few decades and at the same
time the capacity of the existing road network has increased marginally and without
addition of any mass transportation facilities except very few BRTS corridors.
The average growth rate in traffic is observed as 8.81% (in the period from 2006-2016) i.e.
Exponential growth is witnessed. The details of growth of overall vehicles are given below:
Figure 2-4 Vehicular Growth in PMC over the past 10years

Figure 2-5 Passenger vehicles Growth in PMC over the past 10years
It is observed from the above graph that the growth of personal vehicles, mostly two-
wheelers and personal cars is high whereas the growth of public transport vehicles is
nominal.
Year 1996 Year 2016
Figure 2-6 Change in Passenger vehicles composition in PMC over the past 10years
The above figure shows that there is a gradual decrease in the proportion of public
transport and consistent increase in the proportion of two-wheelers and cars (personal
modes of transport) in PMC area.

Considering the trend of increase in personal vehicles in Pune, to cater for current and
future travel demand, there is an immediate need for improved level of service along the
existing major road corridors and major road network in the intermediate zone to reduce
the congestion levels in the core city area by bypassing the throughfare traffic from the
core area and limiting it to the outskirts of the city / traversing the city rather than
congesting the interior road network.

CHAPTER -3
ANALYSIS OF ALTERNATIVE
(ALIGNMENTS & TECHNOLOGY)
3.0 ANALYSIS OF ALTERNATIVES (ALIGNMENTS AND

TECHNOLOGY)
The Analysis of Alternatives with reference to Alignments, modal options and technologies
are directly referenced from the HCMTR Feasibility Report, in order to maintain the
approach and possible options to be considered for Environmental Impact Assessment.
Separate study of Analysis of Alternatives was not conducted as part of REIA.
3.1 Project corridor
The proposed Elevated / At-Grade HCMTR of 35.96 km is based on the various studies in
the Comprehensive Mobility Plan of Pune city (Reference: HCMTR Feasibility Report)
However various options have been studied before finalizing the HCMTR route with BRTS
lanes. The comparative analysis is presented in table below, with various Mass Rapid
Transit Systems (MRTS) including the proposed HCMTR elevated corridor alignment
with BRTS facility.
Table 3-1 Comparative Analysis

Elevated BRTS / Elevated
Corridor with BRTS
Transit Mode Metro Monorail LRT BRT
Elevated
BRTS
Corridor
Exclusive
Exclusive
Exclusive ROW Exclusive Exclusive
ROW
ROW Semi ROW ROW
ROW Options Semi-exclusive
Grade exclusive Grade Grade
Mixed traffic
separated Mixed separated separated
lanes
traffic lanes
Spacing of
Average
Up/down
Station spacing is 1
1 mile ½ to 1 mile ½ to 1 mile ¼ to 1 Km ramps 3 km
Spacing km c/c
c/c
(approximate)
(approximate)
High platform High platform Articulated, Standard Passenger Standard
cars operating cars operating double articulated or vehicles Cars, articulated or
in multiple car in multiple articulated double Mini double
Vehicles
trains sets, car trains sets, low floor, articulated, low Buses/Maxi articulated,
electric electric can operate floor or high cabs, Buses in low floor or
propulsion propulsion in multiple platform, day time high platform,

Corridor with BRTS
Elevated
BRTS
Corridor
car sets, diesel, whereas goods diesel,
electric diesel/hybrid vehicles also diesel/hybrid
propulsion propulsion or permitted propulsion or
ETB during night ETB
time
40 standards 40 standards
Seating 160-180 per 100-120 per 65-85 per
65 articulated - 75 articulated
Capacity car car car
85 double art. 125 double art.
30 Kmph with
15 – 30 mph
Average 15 – 35 mph 15 – 25 mph 15 – 30 mph Design speed 1 km c/c
(25-50
Speed (25-55 kmph) (25-40 kmph) (25-50 kmph) 50 Kmph. station
kmph)
spacing
Absolute
Median side
Capacity
BRT lane -
65000 to
19,200 to
70000
Up to 24,000
PCU/day for 4
30,000 PPHPD
Passenger Up to 60,000 Up to 15,000 Up to 8,000* lane (7% to
PPHPD without
throughput PPHPD PPHPD PPHPD 8% as K-
(Elevated overtaking lane
factor) i.e.
LRT) and up to
6000 PPHPD
38,000 PPHPD
with 2.23
with
Occupancy in
overtaking lane
cars
Min. Curve
150-200m 60m 25m 13m 105m 105m
Radius
App O & M Very
40-60 lakh -
Cost per km 100-120 lakh 50-60 lakh - minimum / 10 lakhs
MRL
(Approx.) Negligible
40 to 50
Cost is already
App Capital crores for 2
considered in
Cost per km 230-250 crores 80-120 crores 80 crores 15 crores lanes (120 to
elevated
(Approx.) 130 crores for
corridor
6 lane)
Istanbul,
Chengdu in China, Nagoya-
Bangkok, Tokyo, Kuala Hongkong, Taipei, Leeds,
Implemented Yutorīto Line, Xiamen BRT,
Kuala Lampur, Lampur, Shanghai, Bogota,
Cities Lahore Metro Bus in
Mexico City, Sydney, Kuala Curitiba,
(International) Pakistan, BRT Sunway Line,
Cairo Seattle Lampur Pittsburgh,
Malaysia
Adelaide

Corridor with BRTS
Elevated
BRTS
Corridor
Delhi,
Bangalore,
Implemented Ahmedabad,
Chennai, Mumbai Kolkata
Cities (India) Indore, Pune
Mumbai,
Kolkata
Reference: HCMTR Feasibility Report
3.2 Option of Metro / Mono Rail
Considering the pace of development of Pune city high capacity system like metro/ mono
rail may ne a suitable option for long distance personal travel option. However, from a
ridership point of view, more than 70% trips are by personalised modes (mainly two-
wheelers) over short distances. Considering the city function, a major shift from these
modes is not expected for short distances.
Option of Elevated corridor / At-Grade Corridor along HCMTR
The alignment of the HCMTR passes through narrow urban corridors, crosses no. of
flyovers, railway crossing, rivers at few locations, runs along/over existing storm water
drains/canals etc., The existing ROW is narrow along the HCMTR with an average ROW
of 24m to 25m in built up area and with the interaction of local traffic, it would not be
possible to achieve objectives of high mobility and high capacity corridor.
Considering the restricted ROW along the corridor, an elevated corridor is more
appropriate and hence proposed all along the built up areas and also based on requirement
of existing structure crossings at no. of locations, crossings at locations such as canal/nala/
river / road etc., However, in certain open areas where there is no development as yet, it
may be possible to go for an at-grade corridor initially.
Keeping in view the above-mentioned points and long term objectives, it is judicious to
consider elevated corridor for the high capacity and mobility corridor along HCMTR
alignment for the entire length once and for all and hence proposal of HCMTR is selected.

Both good connectivity (Expressway/ Elevated Road) and good public transport system are
needed to make the transport system more effective and efficient and also to meet the
current and future travel. Though good connectivity alone may trigger more personal
vehicles on road, but when coupled with good public transport system, it will result in
reducing the ill effects of road development. In the absence of any traversing road in the
intermediate zone connecting radial roads in Pune City and in order to meet the demand of
all road users i.e. both private and public transport, in the intermediate zone, an elevated
corridor with BRTS will be the best solution along HCMTR alignment.
Secondly there is a proposed integration of HCMTR with MRTS and other transport
infrastructure facilities existing and proposed in the area The proposed HCMTR alignment
from Bopodi to Vishrantwadi junction is crossing across existing / proposed BRTS, Metro
Rail corridors and other infrastructure facilities such as railway lines, river bridges, etc at
many locations at which integration of facilities needs to be planned.
Figure 3-1: Proposed Integration of HCMTR with BRTS and Metro Rail Proposals

Pune Metro Rail Corporation has accepted integrating their proposals wherever HCMTR is
crossing the proposed Metro Rail alignment i.e. Pune University, Paud Phata Road and
PMPML for BRTS station locations.
3.3 Options for completion of HCMTR and integration with PCMC HCMTR
As per original plan, the proposed HCMTR alignment from Khadki railway station to
Vishrantwadi junction is forming a near complete ring. However, the missing link
alignment to form the complete ring of HCMTR is studied and few possible alternate
options are preliminarily identified.
The details of the alternate options for the missing link between Vishrantwadi and
Khadki/Bopodi railway station are discussed below:
Figure 3-2: Alternate options for the missing link between Vishrantwadi and Khadki
railway station/Bopodi

Option-3
Option-1 Option-2
Option-2
Figure 3-3: Map showing proposed alternate options for link between Vishrantwadi and
Khadki Railway station/Bopodi
Table 3-2 Alternate Options for Completing HCMTR Ring
OPTION 1 (Proposed in the Pune CMP - 2008) – Length 8.1 KM
(Spicer College Road, Santaji Ghorpade Marg, Elphinston Road, Deccan College
S.No.
Road, Alandi Road)
MERITS DE - MERITS
The Alignment passes through the
Passes through existing Khadki cantonment
1 Inside/Internal Khadki Cantonment
Roads for Major Length
Roads
Doesn’t require any clearances from Irrigation More Land Acquisition, Majority
2
except Khadki Cantonment & Railways from Khadki Cantonment
3 Social Impact will be High
Environmental Impact is Medium
4 Geometry is Fair

OPTION 2 - Length 8.1 KM

(Spicer College Road, Old Mumbai Pune Highway, Baiyyawadi, Deccan College
S.No.
Road, Alandi Road)
MERITS DE - MERITS
Passes along the Old Mumbai Highway and
Land to be acquired from Khadki
1 traces the Southern Boundary of Khadki
Cantonment
Cantonment
Requires less Land Acquisition than proposed
2 Geometry is Fair
CMP – 2008.
3 Environmental Impact is Medium Social Impact will be High
OPTION 3 - Length 7.2 KM

S.No. (Bahu Patil Road, Mutha River, Bopkhel DP Road, Kalas DP Road)
MERITS DE - MERITS
Majority of the stretch passes through Mutha River Construction along the River and
1 and through Proposed DP roads (24M Wide) in river bed requires expertise &
Bhopkhel & Kalas areas. Clearances from Irrigation
Cost of construction may be
Completes the Elevated Inner Ring Road Providing
2 slightly more compared to other
no hassles to through traffic & Has good geometry.
options
Passes along River bed and doesn’t require any
3
clearance from Cantonment.
Shortest Length of all the Options & has
4
Comparatively Less land acquisition Environmental Impact is High
Interchanges to Old Mumbai Pune highway can be
5
given at Bopodi, without disturbing the inner traffic
6 Social Impact is Low
The proposed link is majorly falling in PCMC limits. PMC in consultation with PCMC can
take up the work in future which shall increase the mobility of HCMTR corridor in PMC
and PCMC areas.
In view of the HCMTR alignment’s start point from Bopodi, Option-3 will become the
obvious choice and hence selected Option-3 for future integration with PCMC HCMTR
alignment. A key plan showing integration of HCMTR in PMC and PCMC are presented
below.

Figure 3-4: A key plan showing integration of HCMTR in PMC and PCMC

CHAPTER -4
DESCRIPTION OF THE
ENVIRONMENT
4.0 DESCRIPTION OF THE ENVIRONMENT
4.1 Introduction
This chapter illustrates the description of the existing environmental status of the study area
with reference to prominent environmental attributes. The existing environmental setting in
the study area is based on reconnaissance survey, primary site surveys, secondary
information collected from published sources and environmental monitoring carried out for
air, noise, soil, ground and surface water at specific locations in the study area.
The major objectives of describing the environmental setting of the study area are:
 To understand environmental characteristics of the area

 To assess the existing environmental quality, as well as the environmental impacts
of the proposed project
 To identify environmentally significant factors or geographical areas that need to
be addressed in the Environmental Management Plan (EMP).
4.2 Study Area

For proposed HCMTR alignment, an immediate impact boundary of 500 m on either side
of the corridor is identified as study area to analyze prevailing baseline conditions of
various components of environment, namely air, water, noise, soil, ecology, land use,
hydrology, socioeconomic and the degree of the impact likely to be generated by the
proposed project.
The Study period for the purpose of this report incorporates the baseline data generated
through primary surveys during the period of October-December 2016 (Post Monsoon).The
details of study period for various components are covered in specific sections of this
chapter.
4.3 Methodology of Conducting Baseline Study
Key attributes such as air, noise, water and soil are assessed by conducting environmental
monitoring studies and desk studies. Other attributes such as land use studies, geology,
physiological characteristics, flora - fauna and socioeconomic environment have been

assessed by site survey and secondary sources. Environmental components for baseline
study and source of information are given in the Table 4.1 below.
Table 4-1 Environmental Components for Baseline Study and Source of

Information
Monitoring schedule/ Source of
Component Parameters
information
Land Topography, geology, soil and land use GIS mapping, site specific survey
Meteorology Climate and weather IMD Pune for Pune station
Ambient Air 24 hourly (PM10, PM2.5, SO2, NOx)
SO2,NOx, PM10 , PM2.5
quality at 8 selected stations in study area
Continuous recording for 24 hrs.
at hourly interval at selected 8
Noise Noise levels in dB(A)
monitoring stations once in study
area
Sampling at 3 locations for
surface and at 3 locations for
Ground Water
Water quality Physical, Chemical and Biological parameters.
Quality in the study area.
Once during the monitoring
period in study area
Sampling at 3 locations in the
study area
Soil quality Physical and chemical characteristics
Once during the monitoring
period in study area
Socioeconomic Secondary data from Census
Population statistics
aspects Dept, Govt. of India
- Identification and documentation of trees
within the study area
- Study of biodiversity present in the study
area and its vicinity.
- Identification of trees likely to be affected
during development.
Ecology study –
- Comparison with the BSI list for protected Site survey
Flora & Fauna
/endangered species.
Fauna
- Study of terrestrial and avifauna through
sighting and secondary data survey in 1 km.
- Identification of the species & listing as per
scheduled WLPA197

4.3.1 Primary Data Collection:
 Ambient air quality

 Noise Level
 Groundwater and Surface water quality
 Soil quality
 Land use pattern
 Ecology
 Socioeconomic Survey
4.3.2 Secondary Data Collection:
 Meteorological data from IMD, Pune.

 Socioeconomic census data
 Information on Sensitive areas such as forests, sanctuaries, places of historical,
archaeological and tourist importance, as may be relevant
 Landuse pattern sources such as GIS imagery
4.4 Natural Environment Baseline
4.4.1 Physical Features
Pune city is situated on the banks of two rivers, Mutha and Mula, with their confluence
towards the North East. The geomorphological setting of the city shows a backdrop of hills
on the South and South-Western sides, with steeper slopes and rocky red soils. The lower
elevations and comparatively shallower slopes towards the north eastern sides show
presence of rich fertile black cotton soil. The dendritic hydrology pattern based on the
monsoon is predominant giving rise to a network of seasonal streams and river flowing
through alternating valleys and ridges. Such a setting has given rise to a moderate climate
with annual rainfall of 700mm.

4.5 Land Environment
4.5.1 Existing Land Use of Study Area:
The Land Use and Land Cover (LULC) patterns in the study area are analysed by using
satellite imagery. LULC is the distribution of natural as well as man-made features on earth
surface. The imagery was obtained from NRSC, Hyderabad. Details of the image are as
follows;
LISS (Linear Imaging Self Scanning) 4MX Image covering HCMTR alignment and 500m
buffer around it is used. The image is acquired by Resources at 2 satellites on Feb 09, 2017.
The spatial resolution of the image is 5m and it is False Colour Composite (FCC).
 Survey of India (SOI) toposheets (scale 1:50,000) numbered 47F/14 and 47F/15
have been used.
 LULC map was generated using unsupervised classification methodology on
LISS IV satellite images. Spectral Signature based digital classification technique
was used for level II classification. The data classification is based on National
Natural Resources Information System (NNRIS) scheme of classification. The
explanation of the classes is as below.
o Built up area – Includes all the areas such as residential, commercial,
industrial, roads and rail networks, etc.
o Agriculture – Area with standing crops in different stages of crop growth
o Fallow areas – Areas where crop has been harvested
o Barren areas – Also sometimes called wastelands; includes rocky areas
o Water bodies – Includes rivers, lakes, ponds, etc.
o Low dense vegetation – Includes vegetation cover that is not very dense to be
classified as a forest area including shrubs, grasslands etc.

Figure 4-1: LISS 4MX image covering HCMTR Alignment and 500m buffer around it
Figure 4-2: Enlarged view of LISS 4MX image covering study area

Figure 4-3: HCMTR Alignment and 500m buffer around it shown on SOI toposheet
Software Used
Software used for GIS are:
 ERDAS Imagine 9.1

 ArcGIS Desktop 10.2
Techniques used
For land use land cover (LULC) mapping using ERDAS Imagine hybrid technique of
classification (combination of supervised and unsupervised classification) is used.
LULC analysis output shows around 38% of the total study area is settlement whereas
vegetation covers about 55% of the total study area. Water bodies are 3% and open areas
cover 4% of the total study area respectively.

Figure 4-4: Proposed – LULC map of study area of 500 m including alignment
Table 4-2 LULC of study area with percentage

LULC class Percentage of Total
Settlement 38.28
Water 3.08
Open 4.19
Dense vegetation 30.59
Medium dense vegetation 5.87
Sparse vegetation 18.00
Total 100
4.5.2 Seismicity:
Pune sits on a seismically active zone owing to the presence of 23 fault lines in the vicinity.
The area is classified as a Seismic Zone III region as per the Bureau of India Standards
(BIS) 2000 which means an earthquake of up to magnitude 6.5 on the Richter-scale may be
expected. The project structural design will be undertaken considering the seismicity

estimated in this area and the structural consultant will provide the required certificate of
compliance.
Figure 4-5: Seismic Zone Map of India

4.5.3 Topography
Pune is situated approximately 50 kms east / south of the Sahyadri Range, also known as
the Western Ghats. As per the land use distribution of Pune city, the total area covered
under hills and hill slope is 1245 ha i.e. 5.10% of the total land. The 11 major hills in the
city are listed in Table below. The city is surrounded by hills on the east and the south. The
Sinhagad-Katraj -Dive Ghat range is the southern boundary of the urban area. The highest
point within the city pune is the Vetal hill (800 m) whereas the highest point of the urban
area is the Sinhagad fort (1400 m).
Table 4-3: Major Hills in the City
S. No. Name of Hills

1 Parvati Hill
2 ARAI and Malwadi Hill
3 Fergusson College Hill
4 Vetal Hill
5 Ram Hill

S. No. Name of Hills

6 Baner Hill.
7 Taljai Hill
8 Chaturshringi Hill
9 Law College Hill
10 Katraj Hill
11 Kirkitwadi Hill
Source: Environmental Status Report (ESR), 2016 - 2017
4.5.4 Geology
The city is underlain by basaltic lava flows of upper cretaceous econe age associated with
basic intrusive. The soil texture contains alluvial deposits of sand, gravels, fine silts and
clays along the bank of the rivers. The thickness of this type of soil varies from 8 to 18
meters. The soil texture of the remaining city is made of silicates, phyllo-silicates and
okenite group with basalts containing dykes and laterites.
In the Pune region, the rocks are mostly formed of Deccan trap basalts. These are spread
over large area in western and central India. It is flat-topped, plateau-like structure.
Sometimes it has a step like or terraced appearance, then it is called as "trap". Normally the
rock is gray to greenish gray in colour. As compared to Tapi Basin, in Pune region, soil is
shallow with thin layer of murrum and then hard rock starts. Laterite is the common feature
with the basalt underneath in the Mula-Mutha basin. Laterite is a kind of vesicular clayey
rock. It has characteristic red - brown colour. It is composed of a mixture of hydrated
oxides of aluminium and iron. It caps the summit of some hills or high altitudes. The regur
(black cotton soil) is also found in plains. It may contain plant nutrients like lime,
magnesia, iron etc. (Ref. Sahastrabuddhe, Y. S., 1999 A note on the Geology of Pune
District, Gazetteer of Pune.)
4.5.5 Landform and terrain analysis
Geomorphology is the scientific study of landforms and the processes that shape them. In
other words, geomorphology is the study of lithosphere, and its interactions with the

atmosphere and hydrosphere to understand the interconnection of various system

processes. Engineering geomorphology is concerned with the evaluation of landform
changes, especially the effects of construction on the environment, notably on the operation
of surface processes and the risks from surface processes, whether current processes or the
legacies of past processes. Engineering geomorphology provides practical support for
engineering decision-making such as project planning, investigation, design and
construction and hence this study form an integrate part of the civil engineering more
particularly, during pre and post project environmental impact assessment. Geomorphic
agents carry a major role on the character of the soil. Various terrain measurement
techniques including differential GPS remotely sensed digital terrain models and laser
scanning is used to quantify, study, and to generate illustrations and maps. This study aims
to understand landform of the alignment and dynamics through a combination of
Secondary data, field observations, numerical modeling, remote sensing and GIS
techniques. Survey of India Toposheet numbered 47F14 were used in this study, especially
in understanding certain geomorphological features of the area, and in the development of a
base map. A combination of toposheet information and Google Earth images was used to
identify physical features like drainage pattern, road network, reserved forests and so on.
All data was finally consolidated on a GIS database
4.6 Soil Characteristics
The district possesses mainly three varieties of soil i.e. black, red and yellow. At certain
places these soils blend with one another. In order to understand the physio-chemical
properties, the soil sample was collected from the site and analyzed:
Sampling Frequency: Once during study period.
Sampling equipment: Sample collection done manually using hammer and container tube
for collecting undisturbed top soil. Analysis of soil sample monitoring is given in Table 4.4

Table 4-4: Soil Monitoring Location stations with nearest landmark
Location
Sampling Stations Landmark
ID
S1 Pune University In the university
S2 Hanuman Tekadi Near Symbiosis, Dr. Ambedkar Museum
S3 SRPF (Near Ram Tekadi) Near Ram Tekadi
S4 Tadi Gutta Near Hotel Villa Eden
S5 Air Force Area (Sanjay Park) Near Symbiosis International University
Figure 4-6: Soil Monitoring Location
Table 4-5: Soil Quality in the Study Area

Sr. No. Parameters Unit Locations
1 Soil S1 - Pune S2 - S3 - SRPF (Ram
University- Hanuman Tekdi)- Soil
Soil Tekdi- Soil
Physical Parameter
2 Moisture Content 2.05 4.1 3.4
Sand % 16.0 22.0 18 .0
Silt % 31.0 29.0 28.0
Clay % 53.0 49.0 54.0
Chemical Parameter
Sr. No. Parameters Unit Locations

1 pH 7.52 7.08 6.28
2 Electrical µS/cm 218.0 217.0 101.10
Conductivity
3 Total Organic Matter % 2.61 2.99 1.82
4 Total Nitrogen kg/ha 223.2 308.06 278.58
5 Sodium Absorption -- 2.54 2.11 2.21
Ratio
Elemental Testing
1 Potassium as K kg/ha 161.2 198.6 170.8
2 Sodium as Na mg/kg 628.5 609.5 704.0
3 Iron as Fe mg/kg 3518.0 4476.0 4293.0
4 Copper as Cu mg/kg 34.19 50.50 100.8
Table 4-6: Standards for Soil

Sr. No. Parameters Classification
<4.5 extremely acidic
4.51 – 5.0 very strong acidic
5.01 – 5.5 strongly acidic
5.51-6.0 moderately acidic
6.1 – 6.5 slightly acidic
1 pH
Neutral
7.31-7.8 slightly alkaline
7.81-8.5 moderately alkaline
8.51 – 9.0 strongly alkaline
>9.0 Very strongly alkaline
Salinity Electrical Conductivity Up to 1.0 average
2 (mho/cm) 1-2 harmful to germination
1 mho/cm = 640 ppm 2-3 harmful to crops
Up to 50 very less
51-100 less
3 Nitrogen (kg/ha) 110-150 good
151-300 better
>300 sufficient
Up to 15 very less
15 – 30 less
31-50 medium
4 Phosphorus (kg/ha)
51-65 on average sufficient
66-80 sufficient
>80 more than sufficient

Sr. No. Parameters Classification
0-120 very less

120-180 less
180-240 medium
5 Potassium (kg/ha)
241-300 average
301-360 better
>360 more than sufficient
Source : Agriculture Dept.
pH is an important parameter indicative of alkaline or acidic nature of soil. It greatly affects

the microbial population as well as solubility of metal ions and regulates nutrient
availability. The presence of organic matter in the soil determines the stability of soil
aggregates and enhances the metabolic activities of microorganisms present in soil
responsible for the nitrogen and potassium content in the soil responsible for determining
the physical and chemical properties of soil. The value of organic matter observed is 1.8%
to 2.99%. From above analysis reports, it looks like the soil is normal/ alkaline in nature
and fairly good in organic matter content.
4.7 AIR ENVIRONMENT

The meteorology of region plays an important role in the air quality monitoring system of
study area. As, the micro-meteorological parameters regulate the transport and diffusion of
pollutants in the atmosphere. Meteorological data collected from various sources are
presented in this section. If the wind is calm and pollutants cannot disperse then the
concentration of these pollutants will build up. Conversely, if a strong, turbulent wind is
blowing any pollution generated will be rapidly dispersed into the atmosphere and resultant
in lower concentrations near the pollution source. The measurements of wind speed and
direction, temperature, humidity and rainfall are important parameters used in the study of
air quality monitoring results and to further understand the chemical reactions that occur in
the atmosphere. Meteorological monitoring is used to predict air pollution events such as
inversions, high pollutant concentration days and to simulate and predict air quality using
air dispersion model.

4.7.1 Climate
Pune has a semi-arid climate bordering with tropical wet and dry with average
temperatures ranging between 19 °C and 33 °C (66 °F and 91 °F). Pune experiences three
seasons namely, summer, monsoon, and winter. Typical summer months are from mid-
March to mid-June, with maximum temperatures sometimes reaching 42 °C (108 °F). The
warmest month in Pune is May. The city often has heavy dusty winds in May, with
humidity remaining high. Even during the hottest months, the nights are usually cool due to
Pune's altitude.
4.7.2 Rainfall
The average annual rainfall in the district is 781.9 mm. About 87 % of the annual normal
rainfall in the district is received during the monsoon months June to September, July being
the rainiest month generally. Some rainfall, mostly in the form of thundershowers is
received during the pre-monsoon months of April and May and during the Post-monsoon
months. South-west monsoon season is from June to September. October and November
constitute the post-monsoon season.
4.7.3 Cloud Cover
During the monsoon season the sky is generally heavily clouded or overcast. During the
rest of the year the sky is mostly clear or lightly clouded. However, in the cold season, for
brief spells of a day or two, occasionally, passing western disturbances cause cloudy
weather. In the latter part of the summer season, especially the afternoons, clouding
increases.
During the monsoon season the skies are generally heavily clouded or overcast. During the
rest of the year the skies are mostly clear or lightly clouded. However, in the cold season,
for brief spells of a day or two, occasionally, passing western disturbances cause cloudy
weather. In the latter part of the summer season, especially the afternoons, clouding
increases.

4.7.4 Meteorology
Meteorological data for winter season (October 2016 to December 2016) of Pune have
been collected to coincide with the environmental monitoring period. The parameters for
which data has been collected are:
 Wind speed
 Wind direction
 Temperature
 Relative humidity
 Cloud
Summary meteorological data for period October 2016 to December 2016 is represented in
Table 4.7
Table 4-7: Meteorological data October to December 2016

Period of Avg. Wind
Temp (oC) Wind Avg. Relative Rainfall
Data Speed in
Direction Humidity (%) (mm)
Collection Max. Avg. Min. m/s
October
33.7 24.3 11.5 7.4 North West 86.8 0
2016
November
35.1 21.4 12.6 12.3 South East 72.2 0
2016
December
45.3 21.6 14.2 12.5 South East 47.4 0
2016
*Source: Nation Data Center, IMD, Pune
The prevailing wind direction is shown through following wind roses for monitoring
period: Pre-dominant wind direction is from north west.

Figure 4-7: Wind rose for October
Figure 4-8: Wind rose for November

Figure 4-9: Wind rose for December
4.7.5 Ambient Air Quality
An assessment of baseline air quality was undertaken in study area during the period of
October 2016 to December 2016 to establish the prevailing ambient air quality in and
around project corridor and is to assess the ambient air quality of the project influence area.
Ambient air quality monitoring has been carried out at eight locations, the monitoring
stations location are given in Table 4.8 and locations marked on Google image is given in
Figure 4.11. The locations for ambient air quality monitoring were decided based on the
guidelines given in EIA manual of Ministry of Environment, Forests and Climate Change
(MoEFCC) and micro & macro meteorological condition like wind direction, wind speed,
temperature etc. The parameters monitored are (PM10), (PM2.5), SO2, NOx, CO and HC.
The analytical results of ambient air quality monitoring are tabulated in table 4.9 to table
4.16 and the NAAQ standards are given in table 4.17.
Table 4-8: Details of Sampling Stations with nearest landmark for Air Monitoring
Location
ID
A1 Dr. Rajendra Prasad School-Bopodi Near Sawant nagri
A2 Symbiosis, Near Hanuman Tekadi Dr. Ambedkar Museum
A3 Deenanath Mangeshkar Hospital Near Vakil nagar, Erandwane

A4 Parvati Temple Parvati
Kendriya Vidyalaya (Army Area,
A5 Near Ramya Nagari
Lulla Nagar)
A6 Ram Tekadi Near Ram tekadi temple, Hadapsar
A7 Tadi Gutta (Near Kangaroo Kids) North Main road
Vinod Multispeciality Hospital,
A8 Near Police Chowki, Vishrantwadi
Vishrantwadi
Figure 4-10: Sampling Locations for Air Monitoring

Table 4-9: Ambient Air Quality monitoring results AAQ1
Table 4-10: Ambient Air Quality Monitoring Results AAQ2




4.7.6 Observations on Air Quality
The maximum and minimum concentration of particulate matter PM10 were recorded as
263 μg/m3 and 62 μg/m3 respectively. The maximum concentration was recorded near Tadi
Gutta and Hanuman Tekdi and the minimum concentration was recorded at Ram Tekdi.
The maximum and minimum concentration of PM2.5 was recorded as 188 μg/m 3 and 45.8
μg/m3 respectively. The maximum concentration was recorded at near Kendriya Vidyalaya
and minimum concentration was recorded at Dr. Rajendra Prasad School, Bopodi and
Hanuman Tekdi.
The maximum and minimum SO2 concentration was recorded as 46.9 μg/m 3and 20.9
μg/m3. The maximum concentrations was recorded at Tadi Gutta and minimum at
Kendriya Vidyalaya.
The maximum NOx concentration was recorded near Vinod Multispeciality Hospital,
Vishrantwadi, it is approx. 204.4 μg/m3 and minimum concentration was recorded Dr.
Rajendra Prasad School-Bopodi approx 59.3 μg/m3.
The maximum CO concentration was recorded near Vinod Multispecialty Hospital,

Vishrantwadi it is approx. 29.6 μg/m3 and minimum concentration was recorded
Symbiosis near Hanuman Tekdi approx. 2.9 μg/m3.
The concentration of HC is below detectable limit.
Table 4-17: National Ambient Air Quality Standards (NAAQS)

Concentration in Ambient Air
Time Ecological
Sr. Industrial,
Pollutant weighted Sensitive Area
No. Residential,
average (notified by Methods of Measurement
Rural and
Central
Other Area
Government)
Sulphur Dioxide Annual* 50 20 - Improved West and Geake
(SO2),  g/m3
1
24 hours** 80 80 - Ultraviolet fluorescence
- Modified Jacob &
Nitrogen Dioxide Annual* 40 30
(NO2),  g/m3
2 Hochheiser (Na-Arsenite)
24 hours** 80 80
Chemiluminescence

Concentration in Ambient Air

Ecological
Time Industrial,
Sr. Sensitive Area
Pollutant weighted Residential,
No. (notified by Methods of Measurement
average Rural and
Central
Other Area
Government)
Particulate Matter
(Size less than Gravimetric
Annual* 60 60
10  m) or PM10
3 TOEM
24 hours** 100 100
 g/m3 Beta attenuation
Particulate Matter
(Size less than Gravimetric
Annual* 40 40
10  m) or PM10
4 TOEM
24 hours** 100 100
 g/m3 Beta attenuation
UV photometric
Ozone (O3) 8 hours** 100 100
5  g/m3 1 hours** 180 180
Chemiluminescence
Chemical Method
AAS/ ICP method after
Lead (Pb)  g/m3
Annual* 0.50 0.50 sampling on EPM 2000 or
6
24 hours** 1.0 1.0 equivalent filter paper
ED-XRF using Teflon filter
Carbon Monoxide 8 hours** 02 02 Non-Dispersive Infra-Red
(CO)  g/m3
7
1 hours** 04 04 (NDIR) spectroscopy
Ammonia (NH3) Annual* 100 100 Chemiluminescence
8  g/m3 24 hours** 400 400 Indophenol blue method
Gas chromatography based
Benzene continuous analyzer
(C6H6)  g/m3
9 Annual* 05 05
Adsorption and Desorption
followed by GC analysis
Benza (a) Pyrene
Solvent extraction followed
10 (BaP)- Particulate Annual* 01 01
by HPLC/GC analysis
Phase only, ng/m3
AAS / ICP method after
Arsenic (AS),
11 Annual* 06 06 sampling on EPM 2000 or
ng/m3
equivalent filter paper
AAS / ICP method after
Nickel (Ni),
12 Annual* 20 20 sampling on EPM 2000 or
ng/m3
equivalent filter paper
* Annual arithmetic means of minimum 104 measurements in a year at a particular site
taken twice a week 24 hourly at uniform intervals.

** 24 hourly or 08 hourly or 01 hourly monitored values, as applicable, shall be complied

with 98% of the time in a year. 2% of the time, they may exceed the limits but not on two
consecutive days of monitoring.
4.8 Noise Environment
The noise level measurements were carried out using precision noise level meter. The noise
level survey was carried out in study area of corridors. The major source of noise identified
in the study area has been predominantly that of vehicular movement and noise from
construction project sites and activities. Ambient noise levels have been also monitored in
residential and commercial areas.
4.8.1 Selection of Locations for Monitoring
Noise monitoring has been undertaken for the duration of 24 hrs at each location to cover
all periods of the day to establish the baseline noise levels and assess the impact of the total
noise generated by the operation of the proposed HCMTR project.
The details of noise monitoring locations & noise levels of corridor are given in Table no.
4.18
4.8.2 Instrument Used for Monitoring
Sound pressure level (SPL) measurements were automatically recorded with the help of an
Integrated Sound Level Meter to give the equivalent noise level for every hour
continuously for 24 hours in a day. The detailed of the Noise monitoring location is given
in the Table 4.18 below:
Table 4-18: Locations of Noise monitoring stations with nearest landmark
Location
ID
N1 Dr. Rajendra Prasad School-Bopodi Near Sawant nagri
N2 Symbiosis, Near Hanuman Tekadi Dr. Ambedkar Museum
N3 Deenanath Mangeshkar Hospital Near Vakil nagar, Erandwane
N4 Parvati Temple Parvati
N5 Kendriya Vidyalaya (Army Area, Near Ramya Nagari
Lulla Nagar)
N6 Ram Tekadi Near Ram tekadi temple, Hadapsar

N7 Tadi Gutta (Near Kangaroo Kids) North Main road
Vinod Multispeciality Hospital,
N8 Near Police Chowki, Vishrantwadi
Vishrantwadi
The location of noise monitoring station is as shown in the Figure 4.11 given below
Figure 4-11: Locations of Noise Monitoring

The following are the results of Noise Monitoring at the various locations in the study area.
Noise Levels observed at all the locations in the study area are not within the limits due to
existing high level of traffic noise.
Table 4-19: Results of Noise Monitoring with Noise Level Standards

Noise Levels in Noise Levels
Results of Noise
dB(A) Standards in dB(A)
Monitoring Location
Day Night Day Night
Location Code
Time Time Time Time
Dr. Rajendra Prasad School-
N1 74 68 50 40
Bopodi
N2 Symbiosis near Hanuman Tekadi 84 73 50 40
Noise Levels in Noise Levels

Results of Noise
dB(A) Standards in dB(A)
Monitoring Location
Day Night Day Night
Location Code
Time Time Time Time
N3 Deenanath Mangeshkar Hospital 86 75 50 40
N4 Parvati Temple 73 67 50 40
N5 Kendriya Vidhyalaya 91 73 50 40
N6 Ram Tekadi 92 70 50 40
Tadi Gutta (Near Kangaroo
N7 85 68 65 55
Kids)
Vinod Multi-speciality Hospital,
N8 84 71 50 40
Vishrantwadi
Standards Noise Level dB(A)

Stations
Day Time Night Time
Industrial area 75 70
Commercial area 65 55
Residential area 55 45
Silence Zone 50 40
4.9 Water Environment
In order to assess the existing water quality from the water resources within study area,
reconnaissance survey was undertaken, and monitoring locations were finalized based on
drainage pattern, location of residential areas representing different activities / likely
impact areas; and likely areas, which can represent baseline conditions. Water samples
were collected from ground and surface water sources at six locations. These samples were
taken as grab samples and were analyzed for various physico-chemical parameters as per
the procedures specified in standard methods for the Examination of water and waste water
published by American Public Health Association (APHA). The details of surface water
sampling locations are given in figure 4.12.
4.9.1 Surface water
The surface water samples were collected and analyzed for various physico-chemical
parameters as per standard methods. The details of surface water monitoring stations are
given in Table 4.21 below:

Table 4-20: Details of Surface Water Monitoring Stations with nearest landmark
Location ID Sampling stations

SW1 Mutha River (Near Mhatre Bridge)
SW2 Nala near parvati paytha
SW3 Mula mutha river near Hard Rock café KP
The location of surface water monitoring station is as shown in the Figure 4.12 below
Figure 4-12: Locations of Surface Water Monitoring
4.9.2 Ground water
Water sample was collected from the borewells present in the project corridor. The sample
was collected to conduct analysis for various physico-chemical parameters. The details of
ground water quality near Project Site as shown in the Table 4.21 below:
Table 4-21: Details of Ground Water Monitoring Stations

GW1 Dapodi Near AmbedkarBhavan- (Bopodi -MithilaNagari)
GW2 DeenanathMangeshkar Hospital, Erandwane- Kumar Prithvi


Society
Hadapsar - Ram Tekdi - Near kirloskar Bridge-Slum area
GW3
hand pump .opp Krome mall
The location of ground water monitoring station is as shown in the Figure 4.13 given below:
Figure 4-13: Locations of Ground Water Monitoring
4.9.3 Observations on Water Quality
Analysis details of surface water and ground water are tabulated in Table 4.22 and Table
4.23

Table 4-22: Surface Water quality analysis Results
As per CPCB inland surface water discharge standards TDS values were observed high at
sampling station SW1 and SW3.The BOD and COD values are observed within the limits.
Few values are observed high at sampling station SW1.The Total coliform and Escherichia
coli values were also observed high compared to CPCB standard.
Table 4-23: Ground Water quality analysis results
Most of the values were observed within IS 10500 standard limits except TDS, alkalinity,
turbidity and Fe. The total coliform values are observed high compared with CPCB standard.

4.10 Biological Environment
The increasing population requirements and overall urbanization of the city generates
significant tensions and stresses on land cover, native habitats, biodiversity, protected areas
and overall ecosystem. While urban services and infrastructure are necessary to tackle the
population density and mobility issues, it is important to identify and address the existing
biological resources and their potential conflicts within the area and make a plan for
mitigation / compensation so that these resources are not permanently lost.
Pune’s built up area has increased from 30.86% in 1999 to 48.50% in 2009, thereby
showing an increase of 43.01 sq km. of area in 10 years. At the same time, barren & fallow
land area has decreased considerably from 36.20% in 1999 to 21.80 % in 2009, getting
converted into productive urban landuses. Vegetation areas, including dense and sparse
vegetation, in the city has decreased from 5.58 sq km in 1999 to 1.66 sq km in 2009.
Thereby we can deduce that urbanization has led to more and more areas coming under
building and infrastructure uses.
Proposed HCMTR will traverse through Pune city and some of the suburban areas. A
major section of the proposed HCMTR will traverse through already existing roads,
constructed areas & canal lines. There are certain specific areas along the HCMTR study
area that entail a study of Biological resources present therein. A rapid ecological survey is
carried out to understand the overall species composition of the corridor and study area,
potential sites that have ecological diversity and understand the potential impacts of the
proposed HCMTR on these existing ecological resources.
Proposed HCMTR is a mix of elevated and at-grade sections. It is found that in areas where
ecological diversity is found, the HCMTR is proposed as an elevated road in order to
reduce the overall impact on ecology. Most of the HCMTR passes through already
developed city areas . The details of these areas are discussed in following paragraph.
Methodology
For the purpose of this REIA, a survey for two seasons has been carried out in the study
area along the proposed HCMTR. Line transacts, quadrat method and random sampling is
adopted at specific locations which show ecological diversity and for the rest of the areas,
where there is mostly existing roads and/or constructed areas, a walk-through rapid survey
is carried out. The primary survey is supplemented by secondary data from various sources.
Two prominent areas were delineated for primary survey using transect and quadrats
methods for ecological resources namely,
Ecology Study Area 1 (Area around Pune university campus), where line transects method
is used
Ecology Study Area 2 (ARAI hill), where quadrats of 20m x 20m are used.
Ecology Study Area 3 (Along the River bed), random sampling and walk-through survey is
done
Ecology Study Area 4 (SRPF Hill, Ram Tekdi), secondary sources of information is used
since this is a restricted defense area.
It is important to note that a primary survey with random sampling and walk-through has
been conducted for an area 500m on both sides of the proposed HCMTR alignment or the
delineated study area & not only along the HCMTR alignment. Detailed Ecological report
is attached as Annexure-II.
4.10.1 Ecology Study Area 1 - Area around Pune university campus
Figure 4-14: Satellite Image showing Ecology Study Area 1 - area around University of
Pune (Demarcated by yellow border)
With mixed vegetation composition and largely controlled premises of University of Pune
holds comparatively good diversity of both flora and fauna. Area of University of Pune
campus has old construction and good vegetation around, both the structures and the
vegetation is home for few faunal species. The trees in and around the campus are old with
wide canopy and buttresses.
The campus of University Pune is in periphery of 500 m of the proposed elevated road. The
edge effects of road construction are considered as 30 m from edge. The thick vegetation of
University is around 0.28 m from proposed HCMTR. The vegetation except on the range
hill is low shrub xerophytic in characters. Acacia chundra, Acacia nilotica, Acacia
leucophloea, Dalbergia melanoxylon, Dolichandrone falcata, Dichrostachys cinerea,
Capparis grandis, Zizyphus mauritiana are common and contribute the deciduous habitat
formations.
Coverage species are ephemeral herbs, grasses and thorny bushes of Securinega
leucopyrus, Maytenus senegalensis, Zizyphus nummularia, Ehretia aspera, Mimosa hamata
etc.
The vegetation of Ganeshkhind is composed of the species like Morinda pubescens, Acacia
leucophloea, Tectona grandis,Heterophragma quadriloculare,Rhus mysurensis,
Dolichandrone falcata, Maytenus senegalenisis, Flacourtia latifolia, Ehretia laevis,
Grewia flavascens, Ziziphus mauritiana,Polygala chinensis, Polygala erioptera,
Caralluma fimbriata, Sarcostemma brevistigma, Wattakaka volubilis, Cocculus hirsutus,
Leptadenia reticulata, Cardiospermum halicacabum, Chlorophytum orchidastrum,
Woodfordia fruticosa, and Pupalia lappacea.
Several members of family Fabaceae, Poaceae, and Asteraceae show dominance and makes
over the major portion of hill vegetation. During the wide plantation drives, some exotics
have been introduced on this hill viz. Pongamia pinnata, Gliricidia sepium, Anogeissus
pendula, Garuga pinnata, Boswellia serrata, Cochlospermum religiosum, Eucalyptus
citriodora.

The area of University of Pune, Range hills and Ganeshkhind shows good diversity of flora
but there are no species found which are falling under any category as per the Flora of
Maharashtra State (2001) and IUCN (2014) record.
Table a. Threatened Plant species found in the Ecology Study Area 1 (500 m along ROW):
Botanical Name Local Name Habit Family Status
Iphigenia indica Bhuichakra Herb Liliaceae LR
Commelina hasskarlii Kamalini Herb Commelinaceae LC
Santalum album Chandan Tree Santalaceae VU
Cyanotis fasciculata Kenpat Herb Commelinaceae LC
Cyathocline purpurea Gangotra Herb Asteraceae LC
EN- Endangered (BSI); LC- Least Concerned (IUCN); LR- Lower Risk (BSI); VU- Vulnerable
(BSI & IUCN)
Probable impact on flora & fauna of this area will be due to Noise and Dust. The increased
noise due to construction activity will disturb fauna species such as birds and small
mammals. Dust will settle down in nearby area hampering growth of new saplings and
lesser creatures such as, butterflies, spiders and moths. Increased human interference in
premises may cause trimming thus affect flora and fauna.
Primary Floral List of Ecology Study Area 1
Table b. Bryophytes: -
Botanical Name Family Habitat and Distribution
Riccia sorocarpa Ricciaceae Moist soils, shady and exposed places
Riccia huebeneriana Ricciaceae Moist soils and stream banks
Plagiochasma sp. Aytoniaceae On wet rocky or soil surface
Targionia sp. Targionaceae Damp soils
Antheceros punctatus Anthocerotaceae Damp soils
Notothylas sp. Notothyladaceae Damp Plaines

Table c. Pteridophytes: -
Botanical Name Habit Family Status
Adiantum caudatum Herbs Adiantaceae Cultivated
Adiantum incisum Herbs Adiantaceae Cultivated
Adiantum lunulatum Herbs Adiantaceae Cultivated
Athyrium sp. Herbs Athyriaceae Cultivated
Azolla pinnata Aquatic herbs Salviniaceae Wild
Cheilanthes farinosa Herbs Cheilanthaceae Cultivated
Lycopodium sp. Climber Lycopodiaceae Cultivated
Marsilea minuta Aquatic herbs Marsiliaceae Wild
Marsilea quadrifolia Marshy herbs Marsiliaceae Wild
Nephrolepis sp. Herbs Thelypterideae Cultivated
Pteris biaurita Large herbs Pteridoideae Cultivated
Pteris longifolia Large herbs Pteridoideae Wild/Cultivated
Selaginella ciliaris Small Herb Selaginellaceae Wild
Selaginella delicatula Suberect herb Selaginellaceae Cultivated
Tectaria cicutaria Herbs Tectariaceae Cultivated
Table d. Birds of Ecology StudyArea 1

Sr. No. Common Name Scientific Name IUCN Status
1 Indian Spot-billed Duck Anas poecilorhyncha Least Concern
2 Indian Peafowl Pavo cristatus Least Concern
3 Gray Francolin Francolinus pondicerianus Least Concern
4 Little Grebe Tachybaptus ruficollis Least Concern
5 Little Cormorant Microcarbo niger Least Concern
6 Indian Cormorant Phalacrocorax fuscicollis Least Concern
7 Gray Heron Ardea cinerea Least Concern
8 Purple Heron Ardea purpurea Least Concern
9 Intermediate Egret Ardea intermedia Least Concern
10 Little Egret Egretta garzetta Least Concern
11 Cattle Egret Bubulcus ibis Least Concern
12 Indian Pond-Heron Ardeola grayii Least Concern
13 Red-naped Ibis Pseudibis papillosa Least Concern
14 Black-shouldered Kite Elanus axillaris Least Concern
15 Shikra Accipiter badius Least Concern
16 Black Kite Milvus migrans Least Concern
17 Brahminy Kite Haliastur indus Least Concern

18 Common Buzzard Buteo buteo Least Concern
19 White-breasted Waterhen Amaurornis phoenicurus Least Concern
20 Black-winged Stilt Himantopus himantopus Least Concern
21 Yellow-wattled Lapwing Vanellus malabaricus Least Concern
22 Red-wattled Lapwing Vanellus indicus Least Concern
23 Common Sandpiper Actitis hypoleucos Least Concern
24 Chestnut-bellied Sandgrouse Pterocles exustus Least Concern
25 Rock Pigeon Columba livia Least Concern
26 Eurasian Collared-Dove Streptopelia decaocto Least Concern
27 Spotted Dove Spilopelia chinensis Least Concern
28 Laughing Dove Spilopelia senegalensis Least Concern
29 Greater Coucal Centropus sinensis Least Concern
30 Asian Koel Eudynamys scolopaceus Least Concern
31 Common Hawk-Cuckoo Hierococcyx varius Least Concern
32 Common Cuckoo Cuculus canorus Least Concern
33 Spotted Owlet Athene brama Least Concern
34 Indian Nightjar Caprimulgus asiaticus Least Concern
35 Indian Gray Hornbill Ocyceros birostris Least Concern
36 Common Kingfisher Alcedo atthis Least Concern
37 White-throated Kingfisher Halcyon gularis Least Concern
38 Pied Kingfisher Ceryle rudis Least Concern
39 Indian Roller Coracias affinis Least Concern
40 Coppersmith Barbet Psilopogon haemacephalus Least Concern
41 White-cheeked Barbet Psilopogon viridis Least Concern
42 Eurasian Kestrel Falco tinnunculus Least Concern
43 Rose-ringed Parakeet Psittacula krameri Least Concern
44 Common Woodshrike Tephrodornis pondicerianus Least Concern
45 Common Iora Aegithina tiphia Least Concern
46 Small Minivet Pericrocotus cinnamomeus Least Concern
47 Long-tailed Shrike Lanius schach Least Concern
48 Indian Golden Oriole Oriolus kundoo Least Concern
49 Black Drongo Dicrurus macrocercus Least Concern
50 Rufous Treepie Dendrocitta vagabunda Least Concern
51 House Crow Corvus splendens Least Concern
52 Large-billed Crow Corvus macrorhynchos Least Concern
53 Eurasian Crag-Martin Ptyonoprogne rupestris Least Concern
54 Dusky Crag-Martin Ptyonoprogne concolor Least Concern
55 Barn Swallow Hirundo rustica Least Concern
56 Red-rumped Swallow Cecropis daurica Least Concern
57 Cinereous Tit Parus cinereus NA
58 Indian Tit Machlolophus aplonotus NA

59 Red-vented Bulbul Pycnonotus cafer Least Concern
60 Red-whiskered Bulbul Pycnonotus jocosus Least Concern
61 Common Chiffchaff Phylloscopus collybita Least Concern
62 Common Tailorbird Orthotomus sutorius Least Concern
63 Gray-breasted Prinia Prinia hodgsonii Least Concern
64 Jungle Prinia Prinia sylvatica Least Concern
65 Ashy Prinia Prinia socialis Least Concern
66 Plain Prinia Prinia inornata Least Concern
67 Oriental White-eye Zosterops palpebrosus Least Concern
68 Jungle Babbler Turdoides striata Least Concern
69 Indian Robin Saxicoloides fulicatus Least Concern
70 Oriental Magpie-Robin Copsychus saularis Least Concern
71 Tickell's Blue-Flycatcher Cyornis tickelliae Least Concern
72 Red-breasted Flycatcher Ficedula parva Least Concern
73 Black Redstart Phoenicurus ochruros Least Concern
74 Blue Rock-Thrush Monticola solitarius Least Concern
75 Pied Bushchat Saxicola caprata Least Concern
76 Brahminy Starling Sturnia pagodarum Least Concern
77 Common Myna Acridotheres tristis Least Concern
78 Thick-billed Flowerpecker Dicaeum agile Least Concern
79 Purple-rumped Sunbird Leptocoma zeylonica Least Concern
80 Purple Sunbird Cinnyris asiaticus Least Concern
81 Gray Wagtail Motacilla cinerea Least Concern
82 White Wagtail Motacilla alba Least Concern
83 White-browed Wagtail Motacilla maderaspatensis Least Concern
84 Paddyfield Pipit Anthus rufulus Least Concern
85 Common Rosefinch Carpodacus erythrinus Least Concern
86 House Sparrow Passer domesticus Least Concern
87 Chestnut-shouldered Petronia Gymnoris xanthocollis Least Concern
88 Baya Weaver Ploceus philippinus Least Concern
89 Indian Silverbill Euodice malabarica Least Concern
90 Scaly-breasted Munia Lonchura punctulata Least Concern
Table e. Butterflies of Study Area 1 in primary survey

Sr.
Common Name Scientific Name IUCN Status
No.
1 Common Rose Pachliopta aristolochiae NA
2 Crimson Rose Pachliopta hector NA
3 Tailed Jay Graphium agamemnon NA
4 Lime Papilio demoleus NA

Sr.
No.
5 Common Mormon Papilio polytes NA
6 Blue Mormon Papilio polymnestor NA
7 Common Emigrant Catopsilia pomona NA
8 Mottled Emigrant Catopsilia pyranthe NA
9 Small Grass Yellow Eurema brigitta NA
10 Spotless Grass Yellow Eurema laeta NA
11 Three-Spot Grass Yellow Eurema blanda NA
12 Psyche Leptosia nina NA
13 Common Jezebel Delias eucharis NA
14 Pioneer Belenois aurota NA
15 Small Orange-Tip Colotis etrida NA
16 Crimson-Tip Colotis danae NA
17 White Orange-Tip Ixias marianne NA
18 Yellow Orange-Tip Ixias pyrene NA
19 Common Wanderer Pareronia hippia NA
20 Common Evening Brown Melanitis leda NA
21 Common Treebrown Lethe rohria NA
22 Common Bushbrown Mycalesis perseus NA
23 Common Three-Ring Ypthima asterope NA
24 Tawny Coster Acraea terpsicore NA
25 Common Leopard Phalanta phalantha NA
26 Common Sailer Neptis hylas NA
27 Baron Euthalia aconthea NA
28 Joker Byblia ilithyia NA
29 Angled Castor Ariadne ariadne NA
30 Common Castor Ariadne merione NA
31 Yellow Pansy Junonia hierta Least Concern
32 Blue Pansy Junonia orithya NA
33 Lemon Pansy Junonia lemonias NA
34 Peacock Pansy Junonia almana Least Concern
35 Grey Pansy Junonia atlites NA
36 Chocolate Pansy Junonia iphita NA
37 Painted Lady Vanessa cardui NA
38 Danaid Eggfly Hypolimnas misippus NA
39 Glassy Tiger Parantica aglea NA
40 Blue Tiger Tirumala limniace NA
41 Plain Tiger Danaus chrysippus NA
42 Striped Tiger Danaus genutia NA
Sr.
No.
43 Common Crow Euploea core NA
44 Plum Judy Abisara echerius NA
45 Common Pierrot Castalius rosimon NA
46 Angled Pierrot Caleta decidia NA
47 Zebra Blue Leptotes plinius NA
48 African Babul Blue Azanus jesous NA
49 Common Hedge Blue Acytolepis puspa NA
50 Pale Grass Blue Pseudozizeeria maha NA
51 Dark Grass Blue Zizeeria karsandra NA
52 Plains Cupid Chilades pandava NA
53 Grass Jewel Freyeria trochylus NA
54 Gram Blue Euchrysops cnejus NA
55 Forget-Me-Not Catochrysops strabo NA
56 Pea Blue Lampides boeticus NA
57 Dark Cerulean Jamides bochus NA
58 Common Cerulean Jamides celeno NA
59 Common Lineblue Prosotas nora NA
60 Red Pierrot Talicada nyseus NA
61 Common Silverline Spindasis vulcanus NA
62 Shot Silverline Spindasis ictis NA
63 Slate Flash Rapala manea NA
64 Common Banded Awl Hasora chromus NA
65 Brown Awl Badamia exclamationis NA
66 Common Spotted Flat Celaenorrhinus leucocera NA
67 Common Small Flat Sarangesa dasahara NA
68 Spotted Small Flat Sarangesa purendra NA
69 Indian Skipper Spialia galba NA
70 Grass Demon Udaspes folus NA
71 Indian Palm Bob Suastus gremius NA
72 Pale Palm Dart Telicota colon NA
73 Rice Swift Borbo cinnara NA

4.10.2 Ecology Study Area 2 - ARAI Hill
Figure 4-15: Satellite Image showing vegetation in ARAI Hills
ARAI Hill is spread within the city area, having dry deciduous and plantation or man-made
forest on some of its slopes. This is a Reserved Forest within the city. Various citizen
groups have actively promoted plantation along the slopes of this hill and various endemic,
migratory and important species are recorded from this area. A section of the proposed
HCMTR will pass through this area.
This REIA presents a two season survey based on quadrat method sampling and
supplemented by secondary sources of information. A more detailed study can be
undertaken in this area to understand mitigation measures and project execution of the
proposed HCMTR can be prepared to reduce the impact of construction activities in this
area. An Environmental Management Plan (EMP) as a part of this REIA study lists some of
these mitigation measures.

Quadrat Sampling
Quadrat Data
Quadrat No. 1
Area: ARAI Hill Quadrat Size: 20 m x 20 m Season: Summer
Table f. GPS co-ordinates:
Title Latitude Longitude
Point A N 18.516420 E 73.825470
Point B N 18.516644 E 73.825256
Point C N 18.516459 E 73.825127
Point D N 18.516336 E 73.825310
Table g. List of tree species

Common / Local No. of
Sr. No. Botanical Name
Name individuals
1. Giripushpa Gliricidiasepium (Jacq.) Walp. 13
2. Kadunimb AzadirachtaindicaA.Juss. 4
3. Bartondi Morindacitrifolia 1
4. Bhend Thespesiapopulnea (L.) Sol. ex CorrÃa 1
5. Subabhul Leucaenaleucocephala (Lam.) de Wit 1
6. Laghuajan Ehretia aspera 1
Regenerations observed:
Lohari (Diospyros Montana var. cardifolia), Sitaphal, Chinch, Laghuajan, Kadunimb &
Subabhul
Quadrat No. 2
Table h. GPS co-ordinates:
Point A N 18.517731 E 73.826653
Point B N 18.517643 E 73.826752
Point C N 18.517300 E 73.826630
Point D N 18.517506 E 73.826416
Table i. List of tree species

Common / Local No. of
Sr. No. Botanical Name
Name individuals
2. Kadunimb Azadirachta indicaA.Juss. 3
3. Pachunda Capparis grandis L. f. 1
4. Chinch Tamarindus indica L. 2
5. Shivan Gmelina arboreaRoxb. Ex sm. 1
6. Phanshi Dalbergia lanceolaria 8
7. Chandan Santalum album 1
8. Moi Lannea coromandelica (Houtt.) Merr. 3
Pachunda, Bartondi, Laghuajan, Giripushpa, Waval, Tecoma, Chinch
Table j. Bird Diversity of Ecology Study Area 2 in primary survey:

Sr. No. Common Bird Scientific Name IUCN Status
13 Glossy Ibis Plegadis falcinellus Least Concern
16 Oriental Honey-buzzard Pernis ptilorhynchus Least Concern
17 Short-toed Snake-Eagle Circaetus gallicus Least Concern
18 Crested Hawk-Eagle Nisaetus cirrhatus Least Concern
24 Baillon's Crake Zapornia pusilla Least Concern
25 Eurasian Moorhen Gallinula chloropus Least Concern
26 Eurasian Coot Fulica atra Least Concern
30 Greater Painted-Snipe Rostratula benghalensis Least Concern
32 Green Sandpiper Actitis hypoleucos Least Concern

33 Wood Sandpiper Tringa glareola Least Concern
34 Barred Buttonquail Turnix suscitator Least Concern
38 Red Collared-Dove Streptopelia tranquebarica Least Concern
41 Yellow-footed Pigeon Treron phoenicopterus Least Concern
48 Alpine Swift Tachymarptis melba Least Concern
49 Little Swift Apus affinis Least Concern
50 Asian Palm-Swift Cypsiurus balasiensis Least Concern
54 Green Bee-eater Merops orientalis Least Concern
55 European Roller Coracias garrulus Least Concern
59 Brown-capped Woodpecker Picoides nanus Least Concern
60 Yellow-crowned Woodpecker Leiopicus mahrattensis Least Concern
62 Amur Falcon Falco amurensis Least Concern
63 Eurasian Hobby Falco subbuteo Least Concern
64 Peregrine Falcon Falco peregrinus Least Concern
66 Plum-headed Parakeet Psittacula cyanocephala Least Concern
69 White-bellied Minivet Pericrocotus erythropygius Least Concern

71 Orange Minivet Pericrocotus flammeus Least Concern
72 Black-headed Cuckooshrike Lalage melanoptera Least Concern
73 Bay-backed Shrike Lanius vittatus Least Concern
75 Southern Gray Shrike Lanius meridionalis Least Concern
78 Ashy Drongo Dicrurus leucophaeus Least Concern
79 White-bellied Drongo Dicrurus caerulescens Least Concern
80 Spot-breasted Fantail Rhipidura albogularis Least Concern
84 Rufous-tailed Lark Ammomanes phoenicura Least Concern
85 Indian Bushlark Mirafra erythroptera Least Concern
89 Streak-throated Swallow Petrochelidon fluvicola Least Concern
95 Sulphur-bellied Warbler Phylloscopus griseolus Least Concern
96 Hume's Warbler Phylloscopus humei Least Concern
97 Greenish Warbler Phylloscopus trochiloides Least Concern
98 Western Crowned Leaf Warbler Phylloscopus occipitalis Least Concern
99 Booted Warbler Iduna caligata Least Concern
100 Sykes's Warbler Iduna rama Least Concern
101 Paddyfield Warbler Acrocephalus agricola Least Concern
102 Blyth's Reed-Warbler Acrocephalus dumetorum Least Concern
103 Clamorous Reed-Warbler Acrocephalus stentoreus Least Concern
104 Zitting Cisticola Cisticola juncidis Least Concern
106 Rufous-fronted Prinia Prinia buchanani Least Concern

109 Lesser Whitethroat Sylvia curruca Least Concern
110 Eastern Orphean Warbler Sylvia crassirostris Least Concern
111 Yellow-eyed Babbler Chrysomma sinense Least Concern
117 Indian Blue Robin Larvivora brunnea Least Concern
118 Taiga Flycatcher Ficedula albicilla Least Concern
122 Siberian Stonechat Saxicola maurus NA
127 Pale-billed Flowerpecker Dicaeum erythrorhynchos Least Concern
133 Richard's Pipit Anthus richardi Least Concern
135 Long-billed Pipit Anthus similis Least Concern
136 Tawny Pipit Anthus campestris Least Concern
137 Tree Pipit Anthus trivialis Least Concern
138 Olive-backed Pipit Anthus hodgsoni Least Concern
139 Gray-hooded Bunting Emberiza buchanani Least Concern
140 Black-headed Bunting Emberiza melanocephala Least Concern
141 Red-headed Bunting Emberiza bruniceps Least Concern

146 Red Avadavat Amandava amandava Least Concern
Table k. Butterflies Reported from Ecology Study Area 2 in primary survey:

4 Common Mime Papilio clytia NA
12 Three-Spot Grass Eurema blanda NA
Yellow
15 Common Gull Cepora nerissa NA
17 Striped Albatross Appias libythea NA
18 Plain Puffin Appias indra NA
19 Small Salmon Arab Colotis amata NA
21 Plain Orange-Tip Colotis aurora NA
26 Common Evening Melanitis leda NA
Brown


30 Common Five-Ring Ypthima baldus NA
31 Common Nawab Charaxes bharata NA
32 Black Rajah Charaxes solon NA
37 Baronet Symphaedra nais NA
48 Great Eggfly Hypolimnas bolina NA
50 Blue Oakleaf Kallima horsfieldii NA
57 Apefly Spalgis epeus NA
61 Bright Babul Blue Azanus ubaldus NA
62 Dull Babul Blue Azanus uranus NA
67 Lesser Grass Blue Zizina otis NA
68 Lime Blue Chilades lajus NA

69 Small Cupid Chilades parrhasius NA
81 Scarce Shot Silverline Spindasis elima NA
82 Peacock Royal Tajuria cippus NA
83 Indian Red Flash Rapala iarbus NA
85 Indian Sunbeam Curetis thetis NA
89 Malabar Spotted Flat Celaenorrhinus ambareesa NA
96 Dark Palm Dart Telicota bambusae NA
Note*- Species in bold letters were observed during the primary survey and rest of the species
through secondary data.

4.10.3 Ecology Study Area 3 - Along River bed
Figure 4-16: Satellite image with demarcation of river bed as habitat

River ecology is important for ecology study as these areas are rich in biodiversity
resources. Thriving in river, on edge and in the flood plains, areas along the riverbeds act
as breeding and feeding ground for many amphibians and other life forms.
A random sampling done through walk-through was conducted for this stretch. However,
the patch of the riverbed over which the proposed HCMTR passes, is a polluted river
stretch, as city’s untreated sewage and solid waste is dumped along this stretch. As a result,
very few flora and fauna exist in their natural forms in this stretch. Secondary sources of
information are used to understand the overall floral and faunal diversity of this area, as
presented below.
4.10.4 Ecology Study Area 4 - SRPF Hill - Ram Tekdi
Hill near SRPF connecting Ramtekdi Temple and Ramtekdi Industrial Area is mixed
habitat of open scrub and dry deciduous forest patches mainly consisting of plantations of
Giripushpa (Gliricidia sepium (Jacq.) Walp.) SRPF Hill area is connected to NIBM at one
end, while it is connected to Ramtekdi Industrial Area at another end. SRPF being a
defense establishment, the survey has been done in the area immediately adjoining area &

through secondary sources. Walk-through field survey is carried out during the monsoon in
July 2018 for this area. Following are the findings for it.
Figure 4.17 Ecology Study Area: SRPF – RAMTEKDI Area
Apart from the specific observations mentioned for the above Ecology Study Areas, the entire
study area (500 m on both sides of the proposed HCMTR alignment) shows the following floral
and faunal diversity.
Table 4-24: List of Floral Diversity in Study Area
Sr. Common
Scientific Name Family Origin
No. Name
1 Amba Mangifera indica L. Anacardiaceae Native
2 Anjan Hardwickia binata Roxb. Leguminosae Native
Polyalthia longifolia (Sonn.)
3 Ashok Annonaceae NonNative
Thwaites
Australian
4 Acacia auriculiformis Benth. Leguminosae NonNative
babhul
5 Babhul Acacia nilotica (L.) Delile Leguminosae Native
6 Bahava Cassia fistula L. Leguminosae Native
7 Bakul Mimusops elengi L. Sapotaceae Native
8 Bartondi Morinda pubescens Sm. Rubiaceae Native
9 Bel Aegle marmelos (L.) Corrêa Rutaceae Native
Thespesia populnea (L.) Sol.
10 Bhend Malvaceae Native
ex Corrêa
Sr. Common
No. Name
11 Bherli mad Caryota urens L. Arecaceae Native
12 Bhokar Cordia dichotoma G. Forst Boraginaceae Native
Cassine glauca (Rottb.)
13 Bhutya Celastraceae Native
Kuntze
Cascabela thevetia (L.)
14 Bitti Apocynaceae NonNative
Lippold
15 Booch Millingtonia hortensis L.f. Bignoniaceae NonNative
16 Bor Ziziphus jujuba Mill. Rhamnaceae Native
Kigelia africana (Lam.)
18 Brahmdand Bignoniaceae NonNative
Benth.
19 Cassia Cassia grandis L.f. Leguminosae NonNative
20 Chafa Plumeria rubra L. Apocynaceae NonNative
21 Chandan Santalum album L. Santalaceae Native
Manilkara zapota (L.)
22 Chikkoo Sapotaceae NonNative
P.Royen
23 Chinch Tamarindus indica L. Leguminosae NonNative
Araucaria columnaris
24 Christmas tree Aracuariaceae NonNative
(G.Forst.) Hook.
25 Dalchini Cinnamomum verum J.Presl Lauraceae Native
26 Dalimb Punica granatum L. Lythraceae NonNative
Ziziphus caracutta Buch.-
27 Ghatbor Rhamnaceae Native
Ham. ex Roxb.
28 Ghol Trema orientalis (L.) Blume Cannabaceae Native
Gliricidia sepium (Jacq.)
29 Giripushp Leguminosae NonNative
Walp.
30 Gulmohar Delonix regia (Hook.) Raf. Leguminosae NonNative
Acacia leucophloea (Roxb.)
31 Hivar Leguminosae Native
Willd.
32 Jambhul Syzygium cumini (L.) Skeels Myrtaceae Native
Neolamarckia cadamba
33 Kadamb Rubiaceae Native
(Roxb.) Bosser
34 Kadunimb Azadirachta indica A.Juss. Meliaceae Native
35 Kailaspati Couroupita guianensis Aubl. Lecythidaceae NonNative
Albizia amara (Roxb.)
36 Kalashirish Leguminosae Native
B.Boivin
37 Kanchan Bauhinia purpurea L. Leguminosae Native
Pongamia pinnata (L.)
38 Karanj Leguminosae Native
Pierre
Senna siamea (Lam.)
39 Kashid Leguminosae NonNative
H.S.Irwin & Barneby
40 Katesawar Bombax ceiba L. Malvaceae Native

Sr. Common
No. Name
Radermachera xylocarpa
41 Khadshingi Bignoniaceae Native
(Roxb.) Roxb. ex K.Schum.
Acacia chundra (Rottler)
42 Khair Leguminosae Native
Willd.
Khaya senegalensis (Desv.)
43 Khaya Meliaceae NonNative
A.Juss.
44 Khota badam Terminalia catappa L. Combretaceae NonNative
Murraya paniculata (L.)
45 Kunti Rutaceae Native
Jack
Swietenia mahagoni (L.)
46 Mahogani Meliaceae NonNative
Jacq.
Markhamia lutea (Benth.) K.
47 Markhamia Bignoniaceae NonNative
Schum.
Dolichandrone falcata (Wall.
48 Medhshingi Bignoniaceae Native
ex DC.) Seem.
Lannea coromandelica
49 Moi Anacardiaceae Native
(Houtt.) Merr.
Pterospermum acerifolium
50 Muchkund Malvaceae Native
(L.) Willd.
51 Nandruk Ficus microcarpa L.f. Moraceae Native
52 Naral Cocos nucifera L. Arecaceae Native
53 Nilgiri Eucalyptus globulus Labill. Myrtaceae NonNative
Jacaranda mimosifolia D.
54 Nilmohar Bignoniaceae NonNative
Don
55 Nirgudi Vitex negundo L. Lamiaceae Native
56 Pachunda Capparis grandis L.f. Capparaceae Native
57 Pandhra Chafa Plumeria obtusa L. Apocynaceae NonNative
58 Pandhra Khair Acacia ferruginea DC. Leguminosae Native
59 Pandhri sawar Ceiba pentandra (L.) Gaertn. Malvaceae NonNative
60 Pangara Erythrina variegata L. Leguminosae Native
Broussonetia papyrifera (L.)
61 Paper mulberry Moraceae NonNative
L'Hér. ex Vent.
62 Parijatak Nyctanthes arbor-tristis L. Oleaceae Native
Dalbergia melanoxylon
63 Patangi Leguminosae NonNative
Guill. & Perr.
64 Peru Psidium guajava L. Myrtaceae NonNative
Artocarpus heterophyllus
65 Phanas Moraceae Native
Lam.
66 Phanshi Dalbergia lanceolaria L.f. Leguminosae Native
Ceriscoides turgida (Roxb.)
67 Phetra Rubiaceae Native
Tirveng.

Sr. Common
No. Name
Spathodea campanulata
68 Pichkari Bignoniaceae NonNative
P.Beauv.
69 Pimpal Ficus religiosa L. Moraceae Native
70 Piparni Ficus amplissima Sm. Moraceae Native
Tabebuia aurea (Silva
751 Piwala tabubia Manso) Benth. & Hook.f. ex Bignoniaceae NonNative
S.Moore
72 Punai Sterculia foetida L. Malvaceae Native
73 Putranjiva Putranjiva roxburghii Wall. Putranjivaceae Native
74 Raintree Albizia saman (Jacq.) Merr. Leguminosae NonNative
Aphanamixis polystachya
75 Raktrohida Meliaceae Native
(Wall.) R.Parker
76 Ramphal Annona reticulata L. Annonaceae NonNative
Roystonea regia (Kunth)
77 Royal palm Arecaceae NonNative
O.F.Cook
Ficus elastica Roxb. ex
78 Rubber tree Moraceae Native
Hornem.
79 Sag Tectona grandis L.f. Lamiaceae Native
Boswellia serrata Roxb. ex
80 Salai Burseraceae Native
Colebr.
81 Satwin Alstonia scholaris (L.) R. Br. Apocynaceae Native
82 Shewga Moringa oleifera Lam. Moringaceae NonNative
83 Shirish Albizia lebbeck (L.) Benth. Leguminosae Native
84 Shisav Dalbergia sissoo DC. Leguminosae Native
Grevillea robusta A. Cunn.
85 Silver oak Proteaceae NonNative
ex R.Br.
Singapore
86 Muntingia calabura L. Muntingiaceae NonNative
cherry
87 Sitaphal Annona squamosa L. Annonaceae NonNative
Magnolia champaca (L.)
88 Sonchapha Magnoliaceae Native
Baill. ex Pierre
Leucaena leucocephala
89 Subabhul Leguminosae NonNative
(Lam.) de Wit
90 Suru Casuarina equisetifolia L. Casurianaceae NonNative
Tabebuia rosea (Bertol.)
91 Tabubia rosea Bignoniaceae NonNative
Bertero ex A.DC.
Tambadsheng/C Peltophorum pterocarpum
92 Leguminosae NonNative
opperpod tree (DC.) K.Heyne
Tecoma stans (L.) Juss. ex
93 Tecoma Bignoniaceae NonNative
Kunth
94 Umber Ficus racemosa L. Moraceae Native

Sr. Common
No. Name
Pithecellobium dulce (Roxb.)
95 Vilayati Chinch Leguminosae NonNative
Benth.
96 Wad Ficus benghalensis L. Moraceae Native
Holoptelea integrifolia
97 Wawal Ulmaceae Native
Planch.
98 Weeping fig Ficus benjamina L. Moraceae Native
4.10.5 Estimated Potential Tree Cutting
Based on the proposed HCMTR alignment and the contour survey studies, Table 2-3 in
Chapter 2 of this study gives an estimated tree cutting envisaged as a result of project
construction.
4.11 SOCIO ECONOMIC ENVIRONMENT
This section discusses the baseline scenario of the socio-economic status in the study area
and the anticipated impacts of the proposed HCMTR on the socio-economic environment.
The issues under focus in this section are demographic structure, economic activity,
education, and literacy profile and infrastructure resources.
4.11.1 Pune District: Basic Information
Pune District is situated in Maharashtra. According to the 2011 census Pune District has a
population of 9.4 million. The district has a population density of 603 persons per sq. km.
Its population growth rate over the decade 2001-2011 was 30.34%. Pune district has a sex
ratio of 910 females for every 1000 males, and a literacy rate of 87.19%. Marathi is the
official and main language spoken.

Table 4-25: Demographic Attributes for Pune District (2011)
4.11.2 Demographic Profile
As per the 2011 census, following are the details summarized below:
Ward Total No of House Total Total Total Total non-
Name Population Holds Literates Illiterates Workers Workers
PCMC 1727692 427356 1343658 384034 676832 1050860
Pune 3124458 742602 2496324 628134 1203153 1921305
Pune CB 71781 15102 61244 10537 27743 44038
Khadki
78684 16266 65166 13518 33674 45010
CB
The detailed socio-economic assessment has to be carried out by PMC / Independent
consultants as per the prevailant norms of PMC to determine the status of the peoples
living, likely population to be get affected, displaced and preparation of Resettlement and
rehabilitation plan, Resettlement Action Plan (RAP) by authority.
4.12 TRAFFIC STUDIES
4.12.1 Existing Traffic Scenario
Various traffic surveys such as traffic volume counts at mid-block and junctions, origin-
destination, speed & delay, etc are conducted on the existing road network along the
proposed HCMTR alignment.
The following inferences are made from the analysis of the various traffic surveys:
1) Traffic on existing midblock locations on NH/SH passing through city are having
daily traffic ranging between 75165 PCU/day and 154009 pcu/day.
2) The V/C ratios (ranging between 0.93 and 2.13) along the major corridors are high
and roads are operating at saturated capacities.
3) Existing intersections along / in vicinity of the HCMTR alignment are having peak
hour traffic ranging between 6300 pcu/hr and 14881 pcu/hr. The junction volumes are
approaching / more than 10000 PCU/hr at many junctions along the HCMTR
alignment which indicates that the existing road network is inadequate to cater for the
needs of current and future travel demand.
4) The majority junctions are having higher V/C ratio and most of the junctions are
operating at LOS F. Some of the corridors along the junctions are having V/C ratio
less than 1.0 due to the presence of existing grade separators.
5) The average journey and running speeds are in the range of 20 to 21 kmph, 32 to 33
Kmph
6) Based on the OD surveys, the following observations are made:
The various areas contributing the trips in Pune City are as under:
Pune Khadki
Category PMC PCMC Hinjewadi External
Cantonment Cantonment
Passenger
66% 7% 2% 17% 2% 6%
Vehicles
Goods
63% 5% 2% 20% 2% 8%
Vehicles
4.12.2 Trip Purpose
From the OD survey, it is observed that work/official trips are higher 54% followed by
personnel/social and commercial/business trips 22% and 16% respectively.
4.12.3 Trip Length Distribution
From the OD surveys, it is observed that average trip length is more than 10km in all
modes of vehicles. One of the reasons for higher trip lengths could be that the people are
residing /staying in peripheral areas and coming to city or crossing to reach their work
place on other end of the city.

4.12.4 Trip Frequency
It is observed that up & down trips are higher with 46% for both passenger and goods
vehicles followed by one-way trips, multiple trips and occasional trips. It can be inferred
that most of the trips are regular trips with up& down movement from their place of
residence to work place.
4.12.5 Distribution of Goods in Pune City
Major goods contributing to the goods traffic are Vegetables/ Fruits/ Milk/ Fish, Food
Grains (Rice/ Wheat/ etc.), Salt, Sand/Cement/Aggregate/Steel/ Brick/Tiles, Plastic
Products, Iron coils/pipes/cables/wire, Minerals (Limestone/Lignite, etc.,) etc., substantial
percentage of empty goods vehicles are observed during the study.
4.12.6 Traffic Demand

1) The entire HCMTR corridor is dived into 3 homogeneous sections from traffic analysis
point of view i.e.
Western Corridor: Bopodi (Start point) to Paud Road i.e. Western Side of HCMTR
alignment i.e. from ch: 0 to 8100 (L=8.100 Km)
Southern Corridor: Paud Road to Solapur Road i.e. Southern side of HCMTR
Alignment from Ch: 8100 to 23800 (L=15.700 Km)
Eastern Corridor: Solapur Road to Vishrantwadi (End point of taper) from Ch:
23800 to 35960 (L=12.160 Km)
2) Travel demand on HCMTR corridor is estimated from the following approaches:
a) Trend analysis considering the past vehicular population growth patterns with
certain assumptions. Traffic growth of 5% for private vehicles and 2% for
buses is adopted for the traffic projections for horizon years.
b) CUBE model results are worked out considering the planning variables such
as population, income, employment and student enrollment details, etc with
considerations for various other infrastructure projects (both existing and
upcoming).

3) Considering the results from either of the approaches i.e. Trend analysis or CUBE model
alone shall provide an optimistic / pessimistic estimate of future travel demand on
HCMTR corridor.
4) Trend analysis is based on the past trends in vehicle population growth for the project
area. Travel demand estimation with assumptions of modal split is aimed to achieve 60 to
70% share of Public Transport in the horizon year 2041.
5) CUBE results are based on the model developed for the whole Pune Metropolitan region.
The model generates the travel demand of private vehicles in cars only and public transit
only in terms of BRTS along the defined road network. It has certain limitations as it
considers the travel demand along the defined network routes only and it does not
consider the travel demand for the private buses, maxi cabs and goods traffic on the
HCMTR corridor.
6) In view of the above, it is recommended to consider the most likely values for the travel
demand on HCMTR by considering the average of the results from both approaches.
7) Accordingly, Private and Public travel demand on HCMTR corridor including Up/Down
ramps and BRTS ridership are estimated with suitable modifications for the most likely
scenario.
The Private traffic demand for the most likely scenario for horizon year 2041 is presented
in table below:
HS-1 HS-2 HS-3
Category / Year
HCMTR Corridor (PCU/Day)
Car/Jeep/Van - White Board 32956 23916 26374
Car/Jeep/Van - Yellow Board 13933 10325 19667
Two-Wheeler 0 0 0
Auto Rickshaw 0 0 0
Mini Bus/Maxi Cab 1076 1611 1572
Bus 2549 1053 403
Total Private Vehicle Trips 50514 36905 48016
LCV 1907 5400 636
Truck 2 Axle 2884 3362 513
Truck 3 Axle 2022 4833 1060

HS-1 HS-2 HS-3

Category / Year
HCMTR Corridor (PCU/Day)
Trucks 4 to 6 Axle 3576 5368 2632
MAV / HCM / EMV 96 0 0
Total Goods Trips 10485 18963 4841
Total Trips in PCU/Day 60999 55868 52857
Maximum Section Traffic 60999 PCU/Day
Peak Hour Factor, k 0.1
6099
Peak Hour Section Traffic 4 Lanes are required
PCU/Hr
The BRTS ridership demand for the most likely scenario for horizon years is presented in
table below:
Description / Year 2021 2031 2041
Peak hour ridership (Passengers) 12534 29605 56683

Maximum Sectional Loading
2625 6537 12711
(PPHPD)
Daily Ridership (Passengers) 125343 296045 566829
8) The horizon year Private vehicle traffic demand for the HCMTR corridor during 2041 is
estimated as 60999 PCU/Day. 4 lanes are adequate to cater to the Private vehicles traffic
movement for the horizon years.
9) 2 lane BRTS is proposed to cater for the horizon year (2041) demand of peak BRTS
station ridership of 12711 PPHPD.
10) The proposed 6 lane HCMTR corridor with two middle exclusive lanes for BRTS and 4
lanes two each on either end integrating with the other proposed MRT facilities such as
BRT, Metro Rail corridors as proposed in CMP would serve the needs of future
passenger travel demand for the Pune City in the next two decades. The BRT corridor
network shall also be completed as per CMP so as to increase further the share of public
transport and seamless journeys to the road users in the intermediate zone.
11) The proposed HCMTR with high capacity and high mobility corridor would act as a ring
road/bypass to the core area with meeting the needs of the city in the intermediate zone.

Further it is recommended that proposed bypasses to the Pune city including ORR as
proposed in CMP shall also be taken up as and when the demand grows further so as to
meet the future travel demand.

CHAPTER -5
ANTICIPATED IMPACT AND
MITIGATION MEASURES
5.0 ANTICIPATED IMPACT AND MITIGATION MEASURES
5.1 Impact Assessment:
Identification, prediction and assessment of the potential impacts of the proposed HCMTR
alignment on the various environmental components due to construction and functional
activities have been carried out. This is based on the study of baseline environmental
parameters as described in Chapter 3. Prediction of impacts is the most important
component in environmental impact assessment study as it is the process of deriving
contribution to environment from the proposed project in the surrounding area. Several
mathematical/statistical techniques and methodologies are available for predicting impacts
due to developmental activities on physico-chemical, ecological and socioeconomic
components of environment.
Prediction of impacts helps in drawing a suitable Environmental Management Plan (EMP)

which helps to minimize the adverse impacts and maximize the beneficial impacts on
environmental quality during pre and post project execution. Interaction of the project
activities with environmental attributes is presented as activity-Impact matrix

Table 5-1: Activities – Impact Identification Matrix
+ve : Positive Impact ; -ve : Negative Impact

5.2 Sources of pollution
Pollutants generated in the proposed development of HCMTR alignment during both the
construction and functional phases are solid, liquid and gaseous in nature. Also, the
generation of pollution could be continuous, periodic or accidental.
5.3 Land Environment
The potential impacts due to proposed project have been identified and the list of phase
wise impacts is given below:
5.3.1 Impacts
Construction will involve excavation and use of earth moving equipment over a period of
approximately 3 years, so impacts on land could be quite considerable. In earthwork most
of the impacts are related to mining/borrow pits and disposal of surplus soil. Moving large
quantity of soil could cause physical impacts.

Contamination of land will take place due to spillage of construction material, oil, fuel, and
grease around the construction area. The productivity of the soil will be reduced due to the
contamination of construction material with soil.
Loss of top soil cover will take place due to uprooting of the existing trees. Drainage
pattern will get disturbed. However, the proposed one is elevated road in already developed
area, so intensity of impact will be less.
5.3.2 Mitigation Measures for Land and Soil impact
1) Separate storage of construction material on impervious land, direct contact with land
should be avoided to minimize the land contamination.
2) Proper management of the excavated earth for back-filling on site.
3) Provision of sedimentation control & soil erosion control measures to be undertaken
to conserve the soil and water.
4) As far as possible, the natural drainage pattern of the area will be maintained.
5) Storm water trenches shall be constructed on site considering the slope of the ground.
6) Construction shall be in phases and logistic plan for same shall be prepared prior to
construction/development activity.
5.4 Air Environment
One of the major sources of air quality impacts are vehicular emissions. Use of diesel
operated construction machinery such as concrete mixers, generators, bulldozers, cranes,
trucks etc. and welding activities will give rise to air emissions such as SO2, CO, CO2, and
HC. The activities involving heavy vehicles will be more during site preparation and
construction phase.
5.4.1 Air impact analysis of emissions due to the proposed HCMTR corridor
Dispersion modeling was undertaken to assess the impact of emissions associated with
constructional and operational activities at HCMTR corridor on air quality of the
surrounding region. Ground level concentrations of criteria pollutants were predicted
across the study area centered on HCMTR corridor.
The objectives of this assessment are -

1) To determine the air emissions attributed to the activity and operations during the
construction and operation phase of the proposed HCMTR corridor and predict
corresponding air pollutant concentrations.
2) To qualitatively assess the air emissions and air pollutant concentrations during the
various phases of construction and operation of the project.
3) To compare the air pollutant levels to National Ambient Air Quality Standards (NAAQS)
prescribed by Central Pollution Control Board (CPCB), India.
The proposed HCMTR elevated corridor starts from Bopodi at Ch.0.00m and ends before
Vishrantwadi junction at Ch. 35960 m before the Junction of Alandi Road &Shivaji
Maharaj Road. The proposed corridor length is around 35.96 kms. This corridor passes
through major settlement areas like Pune University, Senapati Bapat road, Paud road,
Sheela Vihar colony, Ganesh Nagar, SV Rajamanthri Path road, Dandekar Pul, Swargate,
Guldhar Tekdi, Market yard, Ganga Dham corner, Defence colony, Kedari Nagar,
Wanowrie, Hadapsar Industrial estate, Vimannagar, New Airport road, Visharant Wadi,
etc.
The HCMTR Alignment is a 24 m six lane elevated road with exclusive two lanes for
BRTS, one on each side and Alignment is designed for a minimum design speed of 50
kmph and horizontal curves with transitions are adopted in accordance with IRC-86:
“Geometric Design Standards for urban Roads in plains”.
5.5 Scope of the Air Dispersion modeling
It includes:
 Use suitable emissions modeling techniques to quantify air emissions generated

because of vehicular activity on HCMTR corridor during the construction and
operational phase of the project.
 Use CPCB recommended dispersion model AMS/EPA Regulatory Model
(AERMOD) to predict maximum contaminant concentrations at different receptors
due to vehicular emissions from proposed HCMTR corridor
 Compare the dispersion modeling results with applicable national air quality
standards.
5.5.1 Methodology
Methodology consists of two major parts, first being the evaluation of existing or baseline
scenario based on air quality monitoring data collected over study area and second,
evaluation of impacts due to vehicular emissions due to HCMTR corridor for horizon years
2021, 2031 and 2041 using dispersion modeling. This assessment considers only vehicular
originated criteria pollutants namely: Respirable Particulate Matter (PM10), Fine
Respirable Particulate Matter (PM2.5), Nitrogen Dioxide (NO2) and Carbon Monoxide
(CO).
These pollutants are selected because they are commonly used indicators of air quality and
CPCB, India and MoEF&CC, India prescribe standards for the levels of these pollutants in
the ambient air. Step-wise methodology is explained in the sections below.
Methodology adopted for air quality impact assessment of proposed HCMTR corridor
Emission Inventory
To develop an emission inventory, study area. Vehicles are classified into different
categories and emissions for each category are determined using published emission
factors, which relate activity levels to contaminant emissions.
Emission rates are calculated using equation (i):
Emissions (E) = Activity data (A) x Emission factor (EF)…………Eq (i)

In Eq. Activity data is vehicle kilometers travelled (VKT) by each vehicle category and EF
is the amount of pollutant emitted by each vehicle per km of distance. The vehicle fleet is
categorized into different types of vehicles. These vehicle categories are used for
estimation of emissions in air quality modeling.
Table 5-2: Vehicle categories used in this study

Sr.
Vehicle Category Representative Vehicles Fuel Used
No.
1 Two Wheelers Motorcycles, Scooters, Mopeds, etc Petrol
2 Passenger Cars (Petrol) Cars, Jeeps, Taxis, etc. Petrol
3 Passenger Cars (Diesel) Cars, Jeeps, Taxis, etc. Diesel
4 Passenger Cars (CNG) Cars, Jeeps, Taxis, etc CNG
5 Heavy Duty Vehicles Trucks, Buses Diesel
In order to predict the worst impact due to vehicular movement, the maximum number of
vehicles traveling in a day is computed using suitable assumptions. Based on the findings
of traffic survey, vehicles over proposed HCMTR corridor are projected using appropriate
mathematical models for the horizon years 2021, 2031 and 2041. In the present study,
average emission factors are compiled from various literature including regulatory agencies
like CPCB, MPCB and research institutes like ARAI, NEERI, etc. A summary of chosen
vehicular emission factor is provided in the Table 5.3.
Table 5-3: Summary of Vehicular Emission Factors used in the study (g/km)
Category Two Passenger Passenger
Wheelers Cars Cars Cars (CNG) Heavy Duty
Passenger (Petrol) (Diesel) Vehicles
Pollutants
PM10 0.013 0.002 0.015 0.006 0.42
PM2.5 0.013 0.002 0.015 0.006 0.42
CO 0.72 0.84 0.06 0.06 4.13
NO2 0.15 0.09 0.28 0.74 8.63
5.5.2 AERMOD Dispersion Modelling
The U.S. EPA’s AERMOD dispersion modeling system is applied to determine the
maximum concentration of contaminants of interest viz. PM10, PM2.5, CO, and NO2.

AERMOD is a state-of art modeling system which uses steady state Gaussian plume
approach to calculate pollutant dispersion under a variety of meteorological conditions and
terrain conditions including flat, elevated and complex (EPA, 2004). AERMOD is
preferred short range dispersion model (<50 km) worldwide.
As illustrated in Fig. 5.2, AERMOD modeling system is composed of three main

components: AERMET, AERMAP and AERMOD. AERMET is a meteorological pre-
processor that uses meteorological data and surface characteristics and calculates boundary
layer parameters viz. sensible heat flux, friction velocity, Monin– Obukhov length,
convective velocity scale, and mixing heights, etc. AERMAP is terrain pre-processor that
uses gridded terrain data of the modeling area and calculates representative terrain-
influencing heights associated with each receptor location. AERMOD is a steady-state
plume model, which assumes Gaussian distribution in both the vertical and horizontal
planes in the Stable boundary layer (SBL), on the other hand, in the Convective boundary
layer it assumes horizontal distribution to be Gaussian and vertical distribution to be Bi-
Gaussian and calculates pollutant concentrations.
5.5.3 Modeling Domain
The modeling domain for this assessment is centered on the proposed HCMTR corridor
(Fig. 5.1) and includes all the relevant components of the project. As shown in the Fig. 5.3,
SW corner of the modeling domain lies at UTM Coordinates 372472 m E, 2042306 m N
whereas NW corner lies at 388343 m E, 2058058 m N. The modeling domain covers an
area of approximately 225 km2 (15 km x 15 km) around the proposed HCMTR corridor.

Figure 5-1 Terrain elevations over the modelling domain for HCMTR corridor
Fig.5.2 shows the terrain features in the modeling domain. As discussed earlier, the city is
located at the confluence of Mula and Mutha rivers at an average altitude of 560 m above
MSL. Modeling domain is characterized by vast stretches of undulating plains inter spread
by low and medium ranges of hills. Low terrain features depict the river basin area in the
middle of the domain whereas high terrain features depict the hills on east and south of the
domain.
5.5.4 Receptors
Receptor network consisted of both Cartesian and discrete receptors. Cartesian receptor
network is laid with SW corner at UTM Coordinates 372472 m E, 2042306 m N and NW
corner at 388343 m E, 2058058 m N. This said Cartesian receptor network consists of total
961 receptors with a horizontal grid spacing of 500 m. Discrete receptors are laid at the
sensitive locations such as hospitals, educational institutes, railway stations, airport around
the proposed corridor, where a number of people will be exposed to ambient air pollutant
concentrations throughout the day. Hence it is important to assess the impact of emissions
different pollutants at these receptors. Fig. 5.2 shows the location of discrete receptor
locations around the project site.
Figure 5-2 Cartesian receptor grid and discrete receptors around the proposed HCMTR
corridor
5.5.5 Meteorological data processing using AERMET
Meteorological data is combined into AERMOD ready surface data input files using
AERMET, which serves as the meteorological pre-processor for AERMOD. AERMET
requires hourly surface observations of various meteorological parameters, including Dry
bulb temperature, Wind speed, Wind direction, Cloud cover. The required hourly surface
meteorology data is obtained from India Meteorological Department (IMD). This is data is
collected using an Automated Weather Station (AWS) operated by IMD at Pune, which is
the nearest location to the proposed site. Upper air estimator option in AERMET is used to
calculate the stability conditions for modeling the turbulence in the atmosphere, hence
bypassing the need for upper air soundings data. The meteorology data during the period
1st October, 2016 to 31st December, 2016 is used as input to AERMOD modeling system.
5.5.6 Terrain data processing using AERMAP
AERMOD also requires terrain data for sources and receptors in the modeling domain.
Terrain elevations were determined from the freely available digital elevation datasets,
which are based on World Geographical System (WGS-84) datum and has a spatial
resolution of 30 meters. The digital elevation data is processed using AERMAP processor
which determines the base elevation for each source and receptor within the modeling
domain. AERMAP further calculates the hill height scale considering the heights which
can influence the dispersion of pollutants.
Background Concentrations
To evaluate the potential impacts of emissions on the public, the air quality modeling
evaluation must consider the existing background concentrations of pollutants in the area
where impacts are being evaluated. The background concentration of a given pollutant is
added to the modeled concentration from HCMTR corridor, and the results are compared to
the NAAQS for that pollutant. Most of the HCMTR corridor passes through urban
residential and commercial areas. There are no major industries within the study area;
hence the background concentration can be estimated based on historical monitoring data.
To assess the existing or baseline environmental conditions, air monitoring data from
Continuous Air Quality Monitoring Station (CAAQMS) at Karve Road, operated by
CPCB, is considered. This station measures different pollutants including PM10, PM2.5,
CO, and NO2. The average observed 8-hour concentration for CO while 24-hour
concentration during the monitoring period is chosen as representative background
concentration of other pollutants for the modeling study.

5.6 Results and Discussion
5.6.1 Meteorology for Modeling
Meteorological data provided by IMD for the study period i.e. 1stOctober, 2016 to
31stDecember,
2016 is used as input for AERMOD dispersion modelling after pre-processing using
AERMET meteorological processor. Meteorological data analysis showed that temperature
ranges from a minimum of 6.30C to maximum of 45.30C over the study period. To analyze
existing wind speed and direction, a frequency distribution analysis was performed. This
frequency distribution was used to plot the windrose diagram for the meteorological
monitoring site. Fig.5.3 shows the windrose diagram for the meteorological monitoring
site. Winds are observed to blow from East of South-East (ESE) direction during the study
period, hence it is considered as prevailing wind direction. Further wind class frequency
distribution showed that, low wind speed conditions prevail during the monitoring period
with 44.70 % of winds in calm region (i.e. below 1.0 m/s) and approximately 18.0 % of the
winds in 1.0 –2.0 m/s.

Figure 5-3 Windrose Diagram - (Study Period)

5.6.2 Evaluation of existing air quality conditions
Background concentrations for selected pollutants are determined from historical ambient
air monitoring data collected from CAAQMS at Karve Road, Pune. These values are
representative of typical air quality conditions in the study area. Table 5.4 shows the
summary of the background concentrations adopted in the study.

Table 5-4: Background Concentrations of Pollutants
Source: MPCB real time data is considered for worst case scenario.
Analysis of air monitoring data shows that air quality conditions in the study area currently
exceeds the NAAQS threshold concentrations for PM10, PM2.5 and CO. Out of the
selected pollutants, only NO2 concentrations fall within the NAAQS limit of 80.00µg/m3.
Higher levels of pollutants can be attributed to urbanization and traffic congestion in the
city.
It is very important to note that, vehicle emissions are greater when vehicles are in idle
conditions and/or due to frequent start/stop conditions. The proposed HCMTR corridor is
likely to improve the existing traffic conditions and in turn will lead to improvement in
future air quality conditions. Further, vehicular emissions are expected to continue to
decrease in future with upcoming fuel policies, introduction of cleaner vehicles in India.
This will have a positive effect on background air quality conditions. However, it should be
noted that, these effects are not considered while analyzing the future impacts on air
quality. Hence actual future pollutant concentrations are likely to be lesser than the
concentrations presented in this report.

Assessment of potential predicted air quality impacts
The potential air quality impacts due to projected vehicular activity on HCMTR corridor
are addressed in this section of the report. The air quality modeling results are presented in
terms of the combined impact of cumulative emissions from vehicular activity on proposed
HCMTR corridor and existing background concentration of pollutants. It should be noted
that pollutant concentrations at any given receptor are dependent upon emission rates, its
location and proximity to emission sources, prevailing meteorological conditions, and
terrain elevations. Even slight changes in these factors can greatly affect the dispersion of
the pollutants. Contour plots represent maximum predicted concentrations based on
Cartesian receptor grid (500 m x 500 m) over modelling domain for three future scenarios
viz. 2021, 2031 and 2041.
Assessment of particulate matter (PM10 and PM2.5) concentrations
Fig. 5.4-5.10 shows the spatial distribution of maximum predicted 24 hour averaged
concentrations of PM10 and PM2.5 over the modeling domain for three scenarios. An
examination of contour plots shows that, both PM10 and PM2.5 are increasing
considerably for each scenario due to vehicular growth on proposed HCMTR corridor. It is
very important to note that, very high particulate concentrations are likely to occur at
receptors located within roadway and very close to roadway.
Our analysis also confirms the above fact, as very high concentrations are predicted for
receptors located within roadway and closest receptors, while other receptors which are
distant from roadway are likely to experience lesser concentrations of pollutants.

Figure 5-4 Spatial distribution of predicted maximum 24hour PM10 concentrations

(µg/m3) for year 2021



Figure 5-7 Spatial distribution of predicted maximum 24hour PM2.5 concentrations



Tables 5.5 and 5.6, show the summary of 24-hour maximum predicted PM10 and PM2.5
concentrations respectively, at discrete receptor sites during the three scenarios. The
AERMOD predicted particulate concentrations are added to the background particulate
concentration at various receptor locations to yield maximum predicted ambient
concentrations.
Both PM10 and PM2.5 concentrations at all the sensitive receptors exceed the NAAQS
limit prescribed by CPCB. The main reason for this nonattainment is already elevated
background concentrations assumed in the AERMOD modeling. Higher background
concentrations when added to maximum predicted concentrations at sensitive receptors
results in even higher total particulate concentrations. The impact of the proposed HCMTR
corridor is likely to be negligible. Further it is very important to note that the total predicted

concentrations represent maximum levels that do not occur frequently. Average

concentrations under more typical meteorological conditions can be considerably lower.
Table 5-5: Maximum predicted 24-hour PM10 concentrations at discrete receptors

Table 5-6: Maximum predicted 24-hour PM2.5 concentrations at discrete receptors

5.6.3 Assessment of Carbon Monoxide (CO) Concentrations
Fig. 5.10-5.11 shows the spatial distribution of maximum predicted 8-hour concentrations
of CO over the modeling domain during the three phases. CO is emitted from vehicles due
to incomplete combustion of fuel, especially from ill maintained heavy-duty vehicles.
Similar to particulates, CO concentrations are very high at receptors located at or very
close to roadway and decreases considerably away from the roadway.
Figure 5-10 Spatial distribution of predicted maximum 8-hour CO concentrations (mg/m3)

for year 2021

Figure 5-11 Spatial distributions of predicted maximum 8-hour CO concentrations (mg/m3)

for year 2031
Figure 5-12 Spatial distribution of predicted maximum 8-hour CO concentrations (mg/m3)

for year 2041
Figure 5-13 Spatial distribution of predicted maximum 8-hour CO concentrations

(mg/m3) with No Project Scenario for year 2041
Table 5.7 shows the total maximum predicted 8-hour CO concentrations at sensitive
receptors. Background CO concentrations are 2.81 mg/m3. Background CO concentration
is already exceeding NAAQS limit of 2.0 mg/m3. Because of existing higher CO
concentrations, all the receptors exceed NAAQS limit for all three scenario years 2021,
2031 and 2041. If background concentrations are ignored, then project scenarios only add
marginal values.

Table 5-7: Maximum predicted 8-hour CO concentrations at discrete receptors

Assessment of NO2 Concentrations
Fig. 5.13–5.15 shows the contour plots of AERMOD predicted NO2 concentrations over
the modelling domain for years 2021, 2031, 2041 and no project scenario for 2041
respectively. Compared to particulates and CO, NO2 is spread over wider area around the
roadway. Similar to other pollutants, NO2 concentrations are also higher at roadway and
close to roadway and decreases away from the roadway. Further a hotspot can be seen,
away from the roadway near South - East section of corridor. These hotspots can be
attributed to the prevailing winds blowing from SSE direction during the study period.
Further comparison of no project scenario NO2 concentrations to with project scenario in
2041 clearly indicates that NO2 concentrations will increase drastically in the absence of
project. Whereas completion of the proposed project, will lead to fairly low NO2
concentrations due to diversion in traffic and high-level dispersion of NO2.
Figure 5-14 Spatial distribution of predicted maximum 24-hour NO2 concentrations





(µg/m3) with No Project Scenario for year 2041
Table 5-8: Maximum predicted 24-hour NO2 concentrations at discrete receptors

Table 5.8 shows AERMOD predicted 24-hour NO2 concentrations at discrete receptors in
the modelling domain. NO2 is the only pollutant in this assessment, whose background
concentration is not exceeding the NAAQS limit. NO2 concentrations at a few discrete
receptors exceed NAAQS limit of 80.00 µg/m3 during 2021 (4 out of 32) and 2031 (7 out
of 32) whereas 14 out of 32 receptors exceed during year 2041. No project scenario in 2041
will lead to exceed NO2 concentrations at all the sensitive receptors. This clearly indicates
that project will help to reduce the NO2 concentrations in future years.
As discussed earlier, these are the worst case predicted NO2 concentrations and typical
concentrations are likely to be lower. Further up to year 2041, vehicular emissions will
decrease considerably, owing to introduction of cleaner vehicles and fuels. Hence the
proposed project will not cause any severe impact on air quality.
5.7 CONCLUSIONS
This chapter discusses the summary and major findings of the air quality modelling
assessment carried out for proposed HCMTR corridor. Air quality modelling study is
carried out with an objective to estimate and analyze concentrations of air pollutants and
their impact on nearby areas. Based on traffic surveys conducted, vehicles are projected for
the horizon years 2021, 2031, and 2041. Emissions are estimated following appropriate
scientific methods, using activity data and emission factors prescribed by CPCB.
Meteorological data viz. temperature, cloud cover, wind speed and direction are collected
from nearest AWS station maintained by IMD.
Urban background concentrations data is obtained from historic monitoring data collected
at CAAQMS Karve Road, Pune during study period i.e. 1st October 2016 to 31st December
2016. The data collected during the study period was then used as input to simulate the
concentrations of selected pollutants viz. PM10, PM2.5, CO, and NO2. Gaussian based air
dispersion model AERMOD, is used to simulate the ground level concentrations of the
selected pollutants.

Table 5.9 the highest predicted pollutant concentrations (at sensitive receptors only) for
three scenario years 2021, 2031 and 2041. Total concentration represents highest
concentration under worst case traffic and meteorology conditions. All four selected
pollutants exceed threshold limit prescribed by NAAQS for all the sensitive receptors,
mainly because of the higher background concentrations. Except NO2, all other pollutants
are found to contribute marginally (< 12.28%) to the air quality at sensitive receptors. For
the no project scenario during 2041 the air quality is likely to worsen as roadway
contribution is much higher (> 38%).
Table 5-9: Maximum Predicted Concentrations at sensitive receptors
Note that the values shown in table 5.9 under worst-case traffic and meteorological
conditions. Under average meteorological conditions, concentrations of all contaminants
will be much lower. Further up to year 2041, vehicular emissions are likely to decrease
considerably, owing to introduction of cleaner vehicles and fuels. Hence the proposed
project is not likely to cause any severe impact on air quality.
5.8 Noise and vibration
5.8.1 Impact
Assessment of potential impact on noise environment consists of two major components a)

Noise monitoring to determine the background sound levels at selected receptors and b)
Traffic noise modeling using MoEF & CC recommended FHWA’s Traffic Noise Model
(TNM) version 2.5. Below figure shows the methodology adopted for the impact
assessment of traffic noise due to proposed HCMTR corridor.

Noise monitoring
Noise monitoring involves measurement of sound levels at selected receiver points using
an integrated sound level meter. These measurements are recorded continuously at an
hourly averaging interval. Eight monitoring locations are selected based on the location of
specific importance e.g. sensitive environmental receptors like populated areas, hospitals,
schools, etc. Results of this monitoring are used to assess existing conditions in the study
area and are also used as background sound levels for traffic noise modelling. The
maximum hourly sound levels at eight locations are used as background sound levels.
Collection and preparation of input data
Methodology consists of collection of baseline data in the study area. Roadway geometry is
adopted from proposed design documents prepared earlier. Traffic surveys are conducted at
selected locations across the study area. The vehicle fleet is categorized into different types
of vehicles for reporting and calculation purposes. These vehicle categories are used for
estimation of noise levels emitted by vehicles. In order to predict the worst impact due to
vehicular movement, the maximum number of vehicles travelling in a day is computed
using suitable assumptions. Based on the findings of traffic survey, vehicles over proposed
HCMTR corridor are projected using appropriate mathematical models for the horizon
years 2021, 2031 and 2041 (Refer to Appendix B for details). Generation of noise
significantly vary with vehicle speed and vehicle category. Traffic noise models require
category wise reference noise levels as input in order to simulate the sound levels in study
area. In this report, the speed wise relations proposed by National Environmental
Engineering Research Institute, (NEERI) India is used (Refer table below).

Reference Noise Level Variation with vehicle speed and Category
Along with roadway geometry, traffic data, and reference noise levels receptor data is also
required for traffic noise modeling. Two types of receptors are used in this study, gridded
receptors and discrete receptors. Gridded receptors are placed at a grid spacing of 100 m
and upto a buffer distance of 250 m on both sides of roadway. Eight monitoring locations
selected based on locations of specific importance, e.g. sensitive environmental receptors
like populated areas, hospitals, schools, etc are used as discrete receptors.
FHWA Traffic Noise Model
The Federal Highway Administration Traffic Noise Model (FHWA TNM) computes a
predicted noise level through a series of adjustments to a reference sound level. In the
TNM, the reference level is the Vehicle Noise Emission Level, which refers to the
maximum sound level emitted by a vehicle pas-by at a reference distance of 15 meters.
Adjustments are then made to the emission level to account for traffic flow, distance, and
shielding (USDOT, 1998). These factors are related by the following equation:



Construction noise assessment
Typical roadway construction activities include: earthworks, site preparation, laying

foundations, construction of bypass roads, structural steel erection, installation of
equipment, piping and electrical works, etc. All these operations are source of noise during
the construction phase of the project. Adjoining properties in the study area could be
exposed to noise from construction activities. Construction noise lasts only for the duration
of the construction work and is of a short-term nature and depending on the nature of the
construction operations. Construction noise is intermittent and depends on the type of
operation, location, and function of the equipment, and the equipment usage cycle (MoEF,
2010). Construction noise modelling is not conducted for proposed project. Construction
noise would be subject to relevant local regulations and any construction activities are
expected to comply with them. To address the temporary elevated noise levels that may be
experienced during construction, mitigation measures shall be incorporated into
construction contracts, wherever feasible.
Traffic noise assessment
As discussed earlier MoEFCC recommended FHWA’s Traffic Noise Model (TNM)

Version 2.5 is used to predict the impact on noise environment due to proposed project.
Four scenarios are modeled including: 2021, 2031, 2041 and No project scenario for 2041.
Model calculated noise levels at gridded and discrete receivers are assessed in this section
of the report.
Analysis of noise impact at gridded receptors
Below figures shows the TNM predicted traffic noise levels at gridded receptors along the
proposed HCMTR corridor. The traffic noise modelling is conducted for each component
separately (i.e. HS1, HS2 and HS3) for three different scenarios viz. 2021, 2031 and 2041.
An examination of spatial distribution of sound levels at gridded receptors suggests that
TNM predicted sound levels at receptors typically falling inside of curved road are higher
than those falling on opposite side of curve for the same traffic conditions. This
phenomenon can be due to the triangulation principle used in FHWA TNM, which tends to
predict the higher sound levels at typical receptors falling on inside of curve.HS1 is 8.1 km
long western section of the proposed HCMTR corridor and has approx ~398 gridded
receptors along the alignment. The TNM predicted sound levels range from 46.70 db(A) in
2021 to 65.30 dB(A) in 2041 In general, receptors located close to roadway alignment
exhibit highest sound levels and sound levels decrease as distance between source and
receptors increase. It is found that approximately 75.13% in 2021, 95.48% in 2031 and
97.74% in 2041, gridded receptors exceed the day time NAAQS limit of 55 dB(A) and all
the gridded receptors exceed the night time limit of 45dB(A). Below figure shows TNM
predicted sound levels at gridded receptors along HS2, which is 15.7 km southern section
of proposed HCMTR corridor. This section comprises of ~777 gridded receptors. Out of
777 gridded receptors, approximately 34.06% in 2021, 61.31% in 2031 and 83.54% in
2041, receptors exceed NAAQS limit of 55 dB(A) during the day time whereas all the
receptors fail to meet the night time limit of 45 dB(A).
HS3, the western section of proposed HCMTR corridor is 12.16 km in length. This section
comprises of ~619 gridded receptors along HS2 roadway alignment (Refer Fig. 5-18). In
this section, approx 28.27% in 2021, 72.70% in 2031 and 96.12% in 2041 receptors exceed
day time NAAQS limit whereas almost all receptors exceed night time NAAQS limit
value. 2041 No Project scenario modelling results shows that sound levels in surrounding
area of proposed HCMTR roadway are very high compared to project scenario. All the
gridded receptors are likely to experience sound levels greater than 61.5 dB (A) for HS1,
55 db (A) for HS2 and 58 dB (A) for HS3 for no project alternative. In order to simulate
the worst-case scenarios, highest possible traffic volumes are used as input to TNM for all
24 hours of the day irrespective of daytime or night time. Such situations are likely to arise
only at peak hours and not throughout the days, hence predicted noise levels will also arise
during peak hours only. As highest traffic volume is also considered for night time
modelling, all the receivers exhibit higher sound levels than night time NAAQS value of 45
db(A).

Figure 5-18 Spatial distribution of Sound Levels in dB(A) at gridded receptors along HS1
for year 2021

for year 2031

for year 2041

for year 2041 with No Project Scenario

for year 2021
for year 2031
for year 2041
for year 2041 with No Project Scenario
for year 2021

for year 2031

for year 2041

for year 2041 with no project scenario
Analysis of Noise impact at discrete receptors
As discussed earlier, sound levels are monitored at eight discrete receptor locations of
importance. TNM is run separately to calculate the sound levels at these eight discrete
receivers keeping other input data same. For assessment of sound levels at discrete
receptors, maximum sound levels observed during the monitoring period are used as
background sound level. It is important to note that two different background sound levels
are used to represent highest daytime and nighttime sound levels. Similarly, Total predicted

sound levels are also different for daytime and nighttime. Below table shows predicted
sound levels at discrete receptors for three scenarios viz. 2021, 2031, 2041 and 2041 No
Project. To represent worst case scenario, highest background levels are selected as
background sound level during day and nighttime. It is important to note that none of the
receptors meet the NAAQS limit value, neither during the daytime nor during nighttime.
As a consequence, all of the receptors exceed NAAQS sound level limit values both during
the day and night for all scenarios.
Table 5-10: Total predicted sound levels during day-time and night-time at discrete
receptors

Once again as discussed earlier, the values represent a worst-case scenario which is likely
to occur very infrequently during a day/night time. It is seen from table that share of
background sound level is very high in total sound levels. These are sound levels which are
likely to exist in the area, irrespective of the proposed project. Further in order to reduce
the sound levels due to proposed HCMTR, some mitigation measures are proposed.
5.8.2 Mitigation Measures
As discussed in earlier section, the noise levels are likely to exceed during the operational
phase of the proposed project. This section discusses the mitigation measures for
construction and operational phase of the proposed HCMTR.
Construction phase
1) Exhaust systems on equipment shall be maintained in good working order. Equipment
shall be maintained on a regular basis, and further project supervisors may plan the
regular visits to construction sites to ensure the proper maintenance
2) Stationary equipment shall be located as far as possible from sensitive receivers.

3) Provision of acoustic enclosures and silencers for stationary machines and equipment,
during the construction stage.
4) Most construction activities in noise sensitive areas shall be conducted during hours
that are least disturbing to nearby residents i.e. between 6 am to 9 pm.
Operational phase
1) During the construction of roadway proper surface design shall be adopted and timely
maintenance of roadways shall be taken up during the operational phase. The timely
maintenance will also help to maintain a free flow of vehicles without any congestion
or traffic jams thereby reducing the sound levels and honking.
2) The proposed HCMTR corridor is an elevated roadway and will be comprised of
median and side walls on both sides. These structures will act as low height barriers
and will reduce the sound levels emitted from vehicular activity on roadway.
3) Maintaining the optimum design speed of vehicles on roadway is another important
measure to reduce the sound levels. In general, double increase in speed causes
approximately 6 dB(A) increase in sound levels, hence maintaining the optimum
speed is important in reducing the noise pollution.
4) Provision of noise absorbing leafy and dense vegetation between roads and noise
sensitive areas is another effective measure to reduce and control the noise. Plants can
be planted over the median as well as on sides if possible.
5) Noise barriers can reduce the roadway noise by absorbing, reflecting, and by
shielding noise from the receiver. Such barriers need an optimum engineering design
w.r.t. their geographical placement, length, height, and absorbing material. An
important factor in designing these barriers is cost involved. Hence these barriers
shall be placed over the length of roadway where sensitive receivers are located.
6) When all other alternatives don’t reduce traffic noise levels to expected levels,
Buildings very close to corridor can install facade insulation, such as double window
glazing, is an option usually adopted as a last resort in order to dampen noise in
building. However, cost benefit analysis in such buildings will be required before
implementation of such options.

Figure 5-30 Noise attenuation using noise barriers
5.9 Water Environment
To prevent deterioration and to maintain the water quality, adequate control measures have
been proposed to check the surface run-off, as well as uncontrolled flow of water into any
nearby water bodies. Sources of water impact can be described in terms of (i) direct
physical disturbance and change in the quality, temperature (ii) the addition of substances,
introduction of unwanted material.
5.9.1 Impact on surface water-on Mula-Mutha River/ Canal
The proposed alignment is crossing the Mula River and canal. Construction works may
result into generation of some quantity of debris materials due to excavation and drilling
works. These wastes may cause temporary increase in turbidity and thereby contaminating
the water, but such situation will occur only for short duration. This patch of the river flows
from heart of the city and completely polluted as a result its getting converted into dumping
yard and very few species of flora and fauna are left in this area.
1) The impact of increase in turbidity and siltation can be mitigated by providing silt
trap around the foundation site before start of piling/drilling works.
2) Large scale excavation will be avoided during monsoon season.

3) The bridge construction works will be carried out only during lean period when
water flow in the canal is minimum.
4) The bed of the canal will be cleared from all excavated soils and debris immediately
after completion of foundation works.
5) All water and liquid wastes arising from construction activities will be properly
disposed of and will not be discharged into any water body without adequate
treatment. Littering or unauthorized discharge will not be permitted.
6) The fill and debris materials will be stored away from water bodies and only on the
designated sites along the construction zones.
7) Mobile toilets will be proposed at specific areas near construction site for labours to
avoid surface and ground water contamination.
5.10 Biological Environment
5.10.1 Impact
The baseline flora and fauna has been assessed based on two season survey and secondary
data. The details are discussed in Chapter 3. Construction of Roads might affect
environment due to clear, level, fill, and cut of proposed site. Construction work changes
soil density, landscape relief, surface- and ground water flows. This, in turn, affects
ecosystems, vegetation and fauna in the wider landscape.
Habitat loss–The proposed activity may disturb the habitats as discussed above where the
plantation is getting affected by pillars due to various construction and post construction
activities. There will not be much loss as the proposed road is elevated.
ARAI Hill – Proposed road may affect trees wherever the pillars will be constructed. Both
during construction and after construction, the structure may affect in movement of small
animals like squirrels, field mouse, reptiles and amphibians etc. in the area. During
construction phase, the activity may disturb ground flora and fauna.
- Mortality–There is very less possibility of mortalities of faunal species (Reptiles,

Amphibians, and Rodents) because most of the proposed road is elevated road.

As per sampling done in potential sensitive zone mentioned above and baseline of contour
surveys done the summary of tree failing will be as follows:
Pruning (branch cutting): 1195
Re-plantation: 580
Tree Cutting: 1982
(The above-mentioned figures are as observed during project survey phase and may vary
in future)
Based on ecological survey and secondary data available, areas are demarcated into
following sensitive zones:
5.10.2 Probable Effects:
During Construction
Since, the project involves large level construction activity that will involve fragmentation
of plantations through earth work and construction, use of machineries that will increase
the disturbance level such as noise and dust and daily labor movements in the
environmental important zones will create additional waste and other impacts.
After Construction
The road passes through core of the city and will attract large number of vehicles passing
through the plantation zones on regular basis. However, currently the mentioned plantation
zones have limited traffic.
Ecology Study Area 1: University of Pune
With mixed vegetation composition and largely controlled premises of University of Pune
holds comparatively good diversity of both flora and fauna. Area of University campus is a
green patch having few old construction and good vegetation around, both the structures
and the vegetation is home for few faunal species. Probable impact on fauna of this area
will be due to Noise and Dust.

Ecology Study Area 2: ARAI Hill
This area is primarily plantation and dry deciduous patches. ARAI Hill is second zone that
will need diligent implementation of Mitigation measures to ensure that minimal impact is
observed on the ecological resources of this area .
Ecology Study Area 4: SRPF – Tam Tekdi Area
Hill near SRPF connecting Ramtekdi Temple and Ramtekdi Industrial Area is mainly
plantation, dry deciduous patches. SRPF Hill area is connected to NIBM at one end, while
it is connected to Ramtekdi Industrial Area at other end. Although hill mainly shows
plantations, a detailed mitigation plan is required for this area to ensure minimal impact on
on this area’s ecological resources.
Ecology Study Area 1
Being immediate periphery, the proposed road poses of disturbing the plantation and few
patches of dry deciduous habitat by increased noise due to construction and increased
human disturbance. To reduce the same, all construction material including heavy vehicles
should be parked in the appropriate place away from Potential Sensitive Area 1. All the
workers should be sensitized about environmental concerns of the area and increased
understanding about environmental issues thus will reduce the overall impact on the
surrounding ecosystems.
Both during construction and after construction phases should be closely monitored to
understand the impact and mitigation measures should be strengthen from time to time to
enhance the ecological conditions in the area and reduce impact of all the activities on
Potential Sensitive Zone.

Ecology Study Area 2
ARAI Hill is one of the habitats for urban flora and fauna in Pune. Biological diversity can
be seen in this hill zone. Proposed HCMTR passing along the fringe of hill this zone is
estimated to have some short term and very few long-term impacts on local flora and fauna.
The HCMTR is fully elevated along the entire length in this hill zone. As a result, minimal
impacts will be created during construction of pylons only versus a potential larger/severe
impact if the road was not elevated.
Creating elevated wire mesh structures above the road railings will act as major barrier that
will avoid direct collision of flying animals such as birds and bats to speedy vehicles. With
this, purposefully created vegetation tunnels to direct flying animals to pass through the
road without collisions and will reduce direct impact of vehicle movements on surrounding
biodiversity once the road becomes fully operational.
Other than above mentioned measures, it is equally important to sensitize workers and
contractors about the importance of flora and fauna around the area and what all activities
during construction and site preparation phase might impact the biodiversity. With this, a
set of guidelines of Do’s and Don’ts for all the site people will create greater awareness and
will reduce larger impact on the habitat.
General Mitigation Measures
1. Avoid the spread of invasive or non-native plant species by keeping earth work
equipments clean
2. Developing strong and phase wise reclamation plan with species suggested below for
plantation.
3. There should be continuous and long-term monitoring plan in place during
construction and initial operational phase to check the actual impacts of both phases on
surrounding ecology and management of the critical points time to time.
4. Establishing Buffer zones in critical habitats, where there will be limited period
activity with minimum waste generation and low interference.

It is important to cover construction work maximum at above mentioned sensitive zones

in summers and avoid such activities in Monsoon and winter as both the seasons are
important in ecological perspective.
5.11 Socio Economic Environment
5.11.1 Impacts
There will be negative as well as positive impacts on population. Health problems in

vicinity of the HCMTR due to dust and noise might be observed in long run. Ease in
commuting within the city and traveling time will be reduced to greater extent. Thus, rise
in economy. In road construction project, generally change in demographic profile,
numbers of sensitive environmental receptors and safety in corridor and row.
Sensitive environmental receptors: The sensitive environmental receptors existing along

the alignment of proposed corridor include religious places, educational institutions, health
care centers, community property resources, and others.
Change in the Demographic profile
Most of the sizeable labour force will be drawn from the neighborhood; no change in the
demographic profile is anticipated. Only a few skilled personnel may be brought to the site
from outside the locality.
Safety - Impact
Accidents may occur due to lack of safety measures on construction site.
5.11.2 Mitigation measures
All community utilities and properties i.e., hand pumps, water supply lines, sewer lines,
telephone cables, buildings and bus stands shall be relocated before construction starts on
the alignment. All possible measures are to be taken to minimize inconvenience to public.
Religious property resources such as shrines, temples and mosques which are identified
and given in Annexure-I of chapter 2 shall be preferably relocated beyond the RoW if
affected.

1) Installment of proper lighting devices and safety signal devices at the temporary
access during construction to ensure safe construction.
2) Traffic rules and regulations in these temporary accesses shall be enforced strictly.
3) Traffic safety measures such as warning signs, delineators and barriers should be
displayed.

CHAPTER -6
ENVIRONMENT MONITORING
PROGRAMME
6.0 ENVIRONMENTAL MONITORING PROGRAMME

6.1 Environmental Monitoring
Environmental Monitoring Program is to prevent environmental damage and ensure

mitigation measures to various environmental parameters that are being affected. The
adverse environmental impacts identified during the Rapid EIA process of the proposed
HCMTR during the construction as well as during post-construction phase. Monitoring of
environmental factors and constraints will enable agencies to identify the changes in the
environmental impacts at particular locations, application of mitigation measures and
utilization of standard design guidelines for finalization of alignment design. Monitoring
will also ensure that actions taken are in accordance with the construction contract and
specifications. It provides a basis for evaluating the efficiency of mitigation and
enhancement measures, and suggests further actions needed to be taken to achieve the
desired effect. To ensure the effective implementation of the Environmental Management
Plan (EMP), an effective monitoring programmed has to be designed.
6.2 Objectives
The broad objectives of the monitoring plan are following:-
 Performance evaluation of mitigation measures proposed.

 Evaluating the adequacy of environmental impact assessment
 Suggesting improvements in management plan, if any
 Enhancing the environmental quality
 Satisfying the legal and community obligations
6.3 Responsibilities for Monitoring
The responsibility for monitoring of the Environmental Management Plan (EMP) along
with environmental team is of PMC. Mitigation and enhancement measures adopted in
final design will be mentioned under the BOQ so that performance and completion will be
readily documented.
Pune Municipal Corporation will visually assess the progress of Environmental

Management and the work of contractors. If the level of impact is determined to be high,
further monitoring will be done by a MoEFCC or NABL accredited laboratory and

assessed for the verification of the increased or decreased emission level and pollutants
along the proposed road, and if pollutant levels are found on higher side, appropriate
control measures would be exercised.
6.4 Performance Indicators
In order to evaluate the effectiveness of Environmental Management Plan (EMP) at project

level, certain physical, biological and social components identified. The components
analyzed based on project specific conditions and data generated. The key quality
components include air quality, water quality, noise levels around sensitive locations and
plantation/re plantation.
6.5 Site Selection
Monitoring stations have been identified based on observation/site conditions such as

nature of construction, diversions, congestion, parking places, bus/taxi stands, number and
frequency of vehicles, sources of pollutants, environmental features and existence of
sensitive and critical areas i.e., educational institutions, hospitals, archaeological / cultural
sites. The frequency and duration of testing/sampling of air, water, noise levels and effluent
quality with in the ROW is to be fixed as per allotted time frame of the project and
requirements of SPCB/CPCB and MoEFCC.
6.6 Methodology
Standard methodology for monitoring of ambient air quality, noise level and water quality
will be as described in manuals, guidelines Central Pollution Control board.
6.7 Ambient Air Quality Monitoring (AAQM)
The air quality parameters i.e. PM 10 & 2.5, SO2, NOX, CO and HC will be regularly
monitored at designated locations and analyzed in accordance with the National Ambient
Air Quality Standards (NAAQS) 2009. The location, duration and pollution parameters to
be monitored and the responsible institutional arrangements are detailed out in
environmental monitoring plan.

6.8 Water Quality Monitoring (WQM)
Water quality parameters such as pH, Dissolved Oxygen, Total Dissolved Solids,
Phosphate, Calcium, Sulfate, Chlorides, Iron etc., will be monitored at all identified
locations during construction stage as per Primary Water Quality Standards prescribed by
the CPCB. The location, duration and pollution parameters to be monitored and the
responsible institutional arrangements are detailed out in environmental monitoring plan
given in Table 6.1.
6.9 Noise Quality Monitoring
The ambient noise levels will be monitored at designated locations in accordance with the
Ambient Noise Quality Standards prescribed by CPCB. The location, duration and noise
pollution parameters to be monitored and the responsible institutional arrangements are
detailed out in environmental monitoring plan.

Consultancy Services for Feasibility Study for Elevated / At grade Corridor for High Capacity Mass Rapid Environmental Impact
Transit Route (HCMTR) Alignment in Pune City Assessment Report
6.10 Environmental Monitoring Plan
Monitoring plan for various performance indicators at construction and monitoring stage is summarized in Table: 6.1.
Table 6-1: Environmental Monitoring Plan

Environmental
Project Stage Monitoring Monitoring Institutional Responsibility
Component
Special Implementatio
Parameters Standards Location Frequency Duration Supervision
Guidance n
Air Construction PM 10&2.5 Respirable NAAQ Hot mix Once in Twice in a Contractor Site
Stage SO2, NOX, Dust 2009 Plant / Three week. through Engineer /
CO, HC and sampler to Batching seasons in MOEFCC/ PMC
Fugitive be located Plant and a year. NABL environment
emissions 50 m away during approved al engineer.
from Hot from the laying of monitoring
mix plants plant in the slabs / agency
downwind construction
direction. of pillars.
Use
method
specified
by CPCB
for analysis
Construction PM 10&2.5 Respirable NAAQ Stretch of Moves Continuou Contractor Site
Stage Dust 2009 the road with s 24 through Engineer /
sampler to where progress of hours/ MOEF&CC/ PMC
be located construction constructio twice in a NABL environment
40 m from is in n week approved al engineer.
the progress monitoring
earthworks near agency
site in settlement /
Environmental
Component
Guidance n
downwind habitation
direction. area, school
Use educational
method institute,
specified hospitals,
by CPCB ecological
for analysis important
areas like
University,
ARAI hills,
SRP forest
etc.
Water Construction pH, TSS, Grab Water River With Contractor Site
Quality Stage TDS, sample quality Canals progress of through Engineer /
Turbidity, from the 6 standards constructio approved PMC
Cl, locations of by CPCB n of monitoring environment
Hardness, during for surface corridor agency al engineer.
Coliform, constructio water.
Fe, n of bridge -
Fluorides and
BOD, COD, constructio
Oil & n along
Grease and canal.
(initially)
NO3
Noise Construction Noise levels Free field Noise Day and As required Readings Contractor Site
Levels Stage on dB (A) at 1 m from standards Night by the to be through Engineer /
scale the by CPCB Engineer taken at approved PMC
Environmental
Component
Guidance n
equipment 15 monitoring environment
whose seconds agency al engineer.
noise levels interval
are being for 15
determined minutes
every hour
and then
averaged
Operation Noise levels Equivalent Noise As directed Thrice a Readings Contractor Contractor
on dB (A) Noise standards by the year to be through through
scale levels by CPCB Environmen taken at approved approved
using an tal Engineer 15 monitoring monitoring
integrated (At seconds agency agency
noise level maximum interval
meter kept 20 locations for 15
at a minutes
distance of every hour
15 m from and then
edge of averaged
Pavement
within
settlements
Soil Construction Turbidity in Water At locations Pre- Contractor Site
Erosion Stage Storm quality identified by monsoon Engineer /
Water Silt standards the and post- PMC
load in environment monsoon environment
water al engineer seasons al engineer.
courses
Environmental
Component
Guidance n
Construc Construction Monitoring For To the Storage area Quarterly Engineer/Safety Engineer/Sa
tion Stage of: Storage hygienic satisfaction and in the Engineer fety
Sites Area conditions of the construction constructio Engineer
and Drainage of labour OSHA camps n stage
Construc Arrangemen camps standards
tion ts Sanitation
Camps in
Constructio
n Camps

6.11 Environmental Management Division (EMD) / Environmental Department
The Pune Municipal Corporation (PMC) is responsible for implementation of

Environmental Management Plan (EMP) and interaction with the environmental regulatory
agencies if required, for reviewing policy and planning. The Authority also interacts with
local people to understand their problems. Environmental Management Division i.e.
Environment Department of PMC will undertake periodic environmental monitoring to
evaluate performance of pollution control measures and to ensure compliance with the
prescribed standards. Functions: The attributes, which merit regular monitoring, are
specified underneath:-
 Continual monitoring & assessment of environmental parameters & regulations.

 To work for continuous & regular improvement in environmental performance.
 To develop & maintain green belt.
 To keep close liaison with environmental regulating authorities.
 To conduct yearly monitoring
 To manage post project-monitoring plan as per approved REIA & EMP.
 To follow proper documentation, monitoring practices and procedures, this will
facilitate effective implementation environmental management system.
6.12 Cost of Environmental Monitoring
Project specific Environmental Management Plan (EMP), stating the various impacts,
mitigation measures, is formulated to avoid /minimize anticipated impacts. The
responsibility of implementing suggested mitigation measures lies mainly with PMC
Contractor and Project Consultant. A Monitoring Plan is also proposed to evaluate the
efficiency of mitigation measures recommended in the EMP and facilitate management
decisions for the project. The break up for the cost is presented in Chapter 10.

CHAPTER -7
ADDITIONAL STUDIES
7.0 ADDITIONAL STUDIES

7.1 Introduction
Risk assessment is a methodology to determine the nature and extent of risk by analyzing
potential hazards and evaluating existing conditions of vulnerability that could pose a
potential threat or harm to people, property, livelihoods and the environment on which they
depend.
Risks are inherent in proposed elevated/at grade HCMTR during construction stage as well
as operational stage. Considering the length of 35.96 km alignment and its transitory
through the various locations and the type of activities carried out on site, following types
of activities are envisaged which may cause emergency situation during construction as
well as operation stage of project.
 Transport of construction & demolition material to the site

 Movement of Heavy Earth Moving Equipments
 Excavation of soil for the construction
 Demolition
 Spillage of raw materials
 Construction activity
 Huts of the labours
 Pillars of elevated road and river bridge
 Negligence
 Vehicular movement after completion of projects.
 Natural calamities/disasters such as cyclones, landslide, earthquake and flooding.
Though hazardous events occur rarely but the effects of this events are more hence it is
required to be assessed on the basis of both the damage caused i.e., the “consequences”,
and the corresponding probabilities. The risk assessment involves the study of all the
hazardous events that may occur during construction and operation stage. Thus, potential
risks are identified due to HCMTR alignment with following objectives.
 To establish the need for a Risk and Consequence Analysis.

 To carry out hazard identification.
 To consider the worst possible scenario.

 To make provisions for safety measures.
 To create awareness among the people and staff regarding the hazards and safe
operations practices.
 To ensure the safety On – site and Off – site.
 To propose emergency team to deal with accidents and natural calamities.
Table 7-1: Potential risks and Mitigation measures
Sr.
No Activities Potential risk Mitigation measures
.
1 Transport of HCMTR should be developed in
construction & Traffic jam stretches and Traffic towards the site
demolition Material shall be diverted to parallel road
Vehicular air emissions All vehicles should be PUC certified.
Set up of barriers depending on the
Noise pollution site condition & sources of noise should
be cordoned
Preventive maintenance of the
Leakage of oil
vehicle should be done regularly
Fall in river/ ground/
Allocation of area for the movement and
Residential or
parking of vehicles/ Evacuation of the
commercial area or on
area/ Barricade to prevent thorough fare.
existing road.
2. Movement of Heavy
Accident due to Driver should have license for heavy
Earth Moving
careless driving earth moving equipment and well trained.
Equipment(s)
Accident due to Vigilance by security person during
mishandling of HEME operation of HEME
Noise pollution Regular maintenance of all vehicles
Proper demarcation of area for the
Material may fall in
movement of HEME. The area should be
river or canal.
barricaded with danger sign.
Roads and specific time should be
Off-site traffic jam
allocating for the movement of HEME
Most of stretch of proposed HCMTR is
elevated, only 23 % is at grade. The
generation of more soil is at grade area
Excavation of soil compared to elevated area. The excavated
heap of excavated soil
for the construction soil will be used for refilling and for
developing garden and landscapes in the
corridor. And it will be stored in heaps of
less than 45deg angle supported with
Sr.
.
creepers or other binding agents so that
no accidents due to falling of heaps.
Demolition of existing
structures may cause
accidents due to Demolition should be started from the
Premature collapse of centre area. It should be barricaded, and
Demolition buildings or workplaces no thorough fare should be allowed in
and Falls from that area. All preventive safety measure
workplaces and access to be followed.
routes such as
scaffoldings
May cause slip fall and
Proper allocation of storage area and
Spillage of raw trip as well as fire also
storage material with supervision
materials if spillage is of gasoline
or so.
Barricading of stretch where construction
is going on.
Provision of optional road to ease the
traffic load.
Provision and use of appropriate PPE
such as safety goggles, helmets, masks,
etc., to the workers and staff working on
site.
As 76 % of stretch is at high elevation i.e.
12 m high hence use of cranes,
Accident due to scaffolding should be there.
improper mishandling Protective covering to high tension wires
of equipments and which is crossing through the alignment.
material. Use of fire hydrants.
Construction activity
Accident due to Provision of water near the site for
negligence. fire control
Accidents due to traffic
jam. Safety of Children Entering or Exiting
Schools
Where the work site is within 500m of a
school entrance, PMC /contractor shall
provide a specific traffic management
plan that clearly demonstrates the extra
steps to mitigate risk for school children
passing through or near the work site.
To erect and maintain barricades,

including sign boards, road marking,
Sr.
.
traffic lights for night traffic and flagmen
as required by project manager.
At every workplace, a readily available

first aid unit including an adequate
supply of sterilized dressing material and
appliances will be provided.
Provision of The Building and other

Construction Workers (regulation of
Employment and Conditions of Service)
Act, 1996 will be adhered at site.
Provision of fire extinguishers, sand and
Fire due to man-made water near the site for fire control one
Huts of the laborer
causes person in team should be trained for the
use of fire extinguisher.
Preferably all dangerous operations or
Collapse of pillars
Pillars of elevated activities should be done by use of
structure. Fall from
road and river bridge machinery and if it is manual than Life
height
harnessing system should be used.
Manager/Operator/worker should be
Negligence Accident properly trained & should have sufficient
work experience.
Wasting or theft of careful supervision / deployment of
Raw material/fuel security personnel & avoid
/electricity. excessive use of Fuel or electricity
Vehicular movement Side walls should be constructed and
Accident
after completion of speed limit for all vehicles being an
.
projects. elevated corridor.
Natural Calamities Disaster management plan to be
Considering the established.
location and proximity Inform people for emergency situation.
to Arabian Sea (about Shift the people affected / likely to be
Natural 100 km by crow fly affected by the emergency situation to a
calamities/disasters distance), the most safer place identified by District
such as cyclones, probable natural Collector.
landslide, calamities anticipated Administer first aid and shift the injured
earthquake and are cyclones and people to the hospital.
flooding. consequent flooding Inform to hospital in advance for
such calamities involve preparation at their end.
damage to properties Call police/fire brigade and Govt.
and loss of lives. Agencies.
Cut off main power supply.
Sr.
.
Injury or death and Clear debris from the site.
disaster to man and The DMP of Pune city shall include
property elevated road also in the emergency
management plan.
7.2 Road Safety Management System
The statistics of road accidents in Pune city as per Pune Traffic Police department accident
data from years 2014 and 2015 is shown in graph below.
Figure 7-1 Statistics of road accidents in Pune city
The analysis of data revealed that the number of fatalities and grievous injuries have
increased 10% and 11% respectively hence the Road safety management system should be
made an integral part of road project.
 IRC code of practice on road safety viz IRC: SP: 55:2001, IRC: 53-1982 and IRC:
SP:32 – 1988 should be referred for the said HCMTR alignment.
 Identification of accident-prone areas and suggest alternatives to avoid accidents
during the planning stage itself.
 Identification of habitat fragmentation and traffic accident of fauna in forest and
green cover.
 Provision of speed breakers, safety signals, under and over bridges and junctions at
appropriate locations throughout the proposed road to avoid the accidents.

 Provision for pedestrian access to the BRTS points / stops except at designated
crossing points, provision of ups and down ramps for pedestrian access. Provision of
traffic signals should be assessed.
 Accident data distribution should be reviewed and analyzed to predict and identify
trends for correction and for future use for firm disaster management plan. Road
accident data collection, reporting and analysis covering the responsible departments
should be addressed.
 Road safety audit should be made an integral part of the proposed HCMTR project by
PMC existing road department along with the help of expert during the planning,
construction and operational stage.

CHAPTER -8
PROJECT BENEFITS
8.0 PROJECT BENEFITS

8.1 Project Benfits
The High Capacity Mass Transit Route of 35.96 km passing through centre of the city will
act as an intermediate ring road and help in de-congesting the city roads of Pune city.
It will serve as continuous and uninterrupted traffic movement for through traffic and
integrated with other on-going infrastructure works, future infrastructure works such as
Metro Rail, BRTS as per Comprehensive Mobility Plan for Pune city.
Proposed elevated HCMTR is with six lanes out of which 2 lanes dedicated for BRTS
corridor & 4 lanes for Private Passenger vehicles whole day and Goods vehicles only
night time (excluding 2 & 3 wheelers whole day). Thus, the proposal meets both public
and private travel demand.
As two lanes are dedicated to BRTS with 26 stations on HCMTR elevated corridor, it is
step towards encouragement for the public transportation system by PMC.
Improvements in the physical infrastructure of Pune city and road access as well as
improvement in social services by quicker and safe transport mode, integrated with metro
rail and BRTS.
As most of the stretch passes along existing roads, open space and thus land acquisition is
minimum.
With reference to Feasibility Report prepared by STUP, due to proposed elevated HCMTR
there will be reduced pollution, vehicle maintenance, fuel saving due to better quality of
roads. Road user benefit`s will be from vehicle operating cost (VOC) savings, value of
travel time (VOT) saving and saving in maintenance costs.
Reduction in number of accidents due to use of bypasses and junction improvements.
Removal of vegetation cover and tree cutting will be compensated with well-planned
landscapes green belt development with pollutant absorbing shrubs/plants like vertical
gardens of snake plants, golden pathos, Aloe Vera , bamboo palm, lady palm, weeping fig
etc
The proposed project will contribute to overall development in economy and improved life
style of Pune city.
CHAPTER -9
ENVIRONMENTAL COST-BENEFIT
ANALYSIS
9.0 ENVIRONMENTAL COST - BENEFIT ANALYSIS

9.1 Introduction
Under the scope of this REIA study, a separate cost benefit analysis was not conducted, but
existing studies done as a part of the HCMTR feasibility studies was utilized.
This chapter is prepared in line with the project information as per the feasibility studies.
The costs of a road / alignment project would include the cost of labour and materials used
in construction, as well as other costs such as the loss of trees, forest cover, open space,
residential area, pollution, disruption to neighbor-hoods in corridor. The benefit of an
alignment project mainly includes time saved to motorists, increased predictability of
journey times and increased accessibility to a location, reduction in accidents etc.
However certain environmental values such as the value of clean air and water, unspoilt
areas, ecological balance and diversity are difficult to convert in monetary term. But it is
necessary to define a suitable time horizon. A number of impacts are immediate or within
the life of the assets of the project under consideration, whereas there are effects also
beyond the project life. For those cases where impacts go beyond the project life, an
extended analysis covering the time period for the environmental impact can be attempted,
or, alternatively, the concept of capitalized value of net benefits at the end of the project
life can be included, a form of salvage value.
The environment is treated as a capital resource and therefore damaging or using the
environment is similar to the use of any other form of capital. Valuation of these resources
in the context of projects or programs is thus fundamental to the notion of sustainable
development.
In the HCMTR project certain benefits are not quantified but are listed like improved
access in various parts of the city, reliable scheduling of buses reduction in carbon foot
print etc. It will act as an important link for urban mobility as well as for regional
connectivity and it involves certain social costs in terms of utilization of scarce resources
and public investment, to have significant benefits flowing to the society. Thus, it becomes
imperative to undertake an economic analysis to examine whether such projects are
significantly beneficial to the society or the economy.

The proposed HCMTR with BRTS corridor will bring about a reduction of vehicle
operating costs, travel time, accidents, environmental hazards etc.
In the present analysis, the benefits are accrued from saving in vehicle operating costs
(VOC) and travel time costs for passengers and goods (VOT). It is discussed in detail in
Chapter 9 of Volume-1 in Feasibility Report.
9.2 Approach to Economic Analysis
The method followed for cost benefit analysis is HDM-4, considering inputs from the
prevailing ground situation. HDM-4 allows assessing the physical, functional and
economic feasibility of the specified project alternative by comparing against a base case or
a ‘Without Project/Do Nothing’ alternative. Full length of HCMTR has been analyzed
considering weighted average of traffic. The analysis of road is being carried out
considering period as 25 years, construction period as 3 years for all sections, and growth
rate of all types of vehicles as 5% per annum except for buses which has been considered
as 2% per annum.
9.3 Project Cost
Economic cost for all the items has been assumed as 90% of the financial cost. The total
cost of the improvement has been worked out at current financial prices excluding VAT,
financing charges, IDC and land acquisition for the total length. The distribution of cost has
been estimated as 30% in first year and 30% each in second and 40% in third year.
9.4 Project Benefits
Road user benefits will be from vehicle operating cost (VOC) savings, value of travel time
(VOT) saving and saving in maintenance costs. Social benefits will accrue from
improvements in quality of life and appreciation of abutting land value, which have not
been included in analysis.
9.5 EIRR
It has been observed that with a discount rate of 12%, the EIRR values for the total length of 35.96
Km works out to be about 21%.

The IRR value for sensitivity analysis under various scenarios is carried out and the IRR
for the worst scenario works out to be more than 12%.
9.6 Environmental Impact
The emissions for various components have been calculated through HDM-4.It have been
observed that levels of Carbon, Carbon Monoxide, NOx, SO2, CO2, PM and lead will
significantly reduce in first five years with proposed project. However, after 24 years the
level HC, CO, Pb will be reduced and NOx, SO2, CO2 and SPM will be increased.
Pollutants After 5 years After 24 years

Hydrocarbon 52 % 39%
Carbon monoxide 54 % 40%
Nitrogen Oxide 43% 45%
Sulphur Dioxide 46% 49%
Carbon Dioxide 52% 1%
Particulates matter 49% 18 %
Lead 59% 36 %
Reduction in levels
Increased in levels
However, it may be noted that the total emission of vehicles is dependent on composition,
age of vehicles, speed and saturation of capacity.
9.7 Conclusions
The Environmental management cost for proposed alignment during construction stage is Rs.11.42
crores and operation stage is around Rs.3.59 crores per annum. From the above facts, it may
be concluded that the project is economically viable.

CHAPTER -10
ENVIRONMENTAL MANAGEMENT
PLAN(EMP)
10.0 ENVIRONMENTAL MANAGEMENT PLAN (EMP)

10.1 Introduction
Environmental management plan of the project should ensure that surrounding area should
not be adversely affected, and impacts are mainly exposed to be confined to the proposed
HCMTR. Impacts should be managed or minimized at the source level itself. The
Management Action Plan aims at controlling pollution at the source level to the maximum
possible extent with the available and affordable technology followed by treatment
measures.
10.2 Objective
The Environmental Management Plan (EMP) is a site and project specific plan developed
to ensure that the project is implemented in an environmental sustainable manner where all
stake holders, regularity authorities, contractors and subcontractors, including consultants,
understand the potential environmental risks arising from the proposed project and by and
large understanding the potential environmental impacts due to proposed HCMTR project
and taking appropriate mitigation measures to reduce or control it so that the environment
surrounding of the corridor get managed properly.
EMP also ensures that the project implementation is carried out in accordance with the
design and by taking appropriate mitigative actions to reduce adverse environmental
impacts during its life cycle. Development of site for proposed corridor to a certain extent,
create inevitable impacts mainly during construction phase, but these are temporary and
rather marginal and can be reduced significantly with the help of effective EMP.
Environmental Management Plan consists of the following activities
 Specific action plan for implementing mitigation measures

 Monitoring of environmental quality
 Training
 Statutory requirements & implementation
 Documentation
 Conservation of Ecology
 Conservation of Energy
10.3 Proposed HCMTR & EMP
Development of new ring road i.e elevated HCMTR is envisioned at the policy- and
decision-makers’ level, along with a development plan for city. The strategic approaches
adopted during planning stage and the limitations imposed at the formation phase will have
extensive effects on the environmental, social and development issues in the subsequent
stages of the infrastructure development process. Thus, analysis of the development plan
must be weighed against the impact and risk analysis with a comprehensive, system-wide
consideration of the socioeconomic implication and environmental impacts.
Based on the baseline data collected on various environmental parameters viz air quality,
water quality, soil, land use, ecology, demographic parameters the prediction of impacts,
and environmental management plan has been prepared for implementation phase and
Operation phase.
The implementation phase of the HCMTR development process encompasses detailed

design, social and environmental analysis, revision of design, right-of-way acquisition, and
construction. This phase consists of incorporating the recommendations of REIA report
into final design, implementing pre-construction mitigation schemes, and executing
recommended environmental and social measures during the actual construction of the
elevated HCMTR.
Operation phase of HCMTR mainly comprises of maintenance of ring road, ramps,

landscapes, trees, street lights and BRTS stations.
The Environmental Management Plan (EMP) includes a list of all project-related activities
during implementation and operation phase & impacts, mitigation measures and
responsibilities. The Environmental Management Plan (EMP) has been presented in the
Table 10.1.

Consultancy Services for Feasibility Study for Elevated / At grade Corridor for High Capacity Mass Transit Rapid Environmental Impact
Route (HCMTR) Alignment in Pune City Assessment Report
Table 10-1: EMP - Implementation & Operation Phase
Sr. No. Activity Impacts Mitigation Measures to Reduce/ Minimize/ Stop Responsibility Estimated Schedule
the Impacts
1 Clearances and For commencing NOC and consents under Air, Water & Pune Municipal Prior to
approvals construction Environment Act and noise rules from MPCB Corporation commencement of
works for uses of DG sets. work
NOC for tree cutting / from garden department

of PMC
Forest clearance from Maharashtra state Forest
department for diversion of forest for non-forest
purpose
NOC from irrigation department for
construction of bridge
Labour license from labour commissioner office
for engagement of labour.
Proposed project does not come under ambit of

EIA notification 2006.
Explosive License from Chief Controller of

Explosives for storing petrol, diesel , gasoline,
lubricants etc.
2. Land Area and people Preparation of feasible land acquisition plan to Pune Municipal Prior to
Acquisition in ROW mainly acquire minimal land and displacement. Corporation / commencement of
associate with Land revenue work
social impact However, In the proposed project Land department
Acquisition will be involved in few stretches
only.

the Impacts
All Land Acquisition shall be as per procedure
laid down by the Govt. of Maharashtra.
Need to initiate and complete the process for

land acquisition prior to construction
Prepare and administer land use control measure
3 Tree cutting Ecological Around 3177 (cut and pruning) Trees within the Pune Municipal Prior to
and re- impact on flora ROW will affected along with some trees which Corporation / commencement of
plantation and fauna in may pose potential safety hazard Garden work
ROW. department /
Tree felling only after obtaining clearances from Forest
the Garden dep of PMC / Forest Dept. department
Felling of only those trees which are absolutely

necessary.
The compensatory afforestation of 3 trees for

each cutting and transplantation tress is advised.
Approx. 1982 trees will get cut
Action plan for tree felling /

cutting with re-plantation plan should be ready
with maximum numbers of preservation of
Trees.
Budget allocation for re plantation.

the Impacts
Intimate Forest Department before start of tree
felling / cutting then Implementation of plan.
4. Ecologically Impact on flora Diversion of reserved forest land involved Pune Municipal Prior to construction
important and fauna of Corporation / activity/Initial stage
areas forest come Tree felling (few numbers) to be carried out Garden of the project
(protected under ROW after obtaining prior permission from the department /
forests, District Forest Officer. Forest
reserve forests department
etc.) Approx. 1982 trees will get cut
Plantation along alignment in the initial stage of

project mainly in or near forest cover.
5 Relocation of Social impact All community utilities and properties i.e., hand Pune Municipal Prior to construction
Community along the pumps, water supply lines, sewer lines, Corporation activity
Utilities & ROW telephone cables, buildings and bus stands shall
Common
be relocated before construction starts on the
Property
Resources and alignment.
cultural and
All possible measures are to be taken to
religious
properties minimize inconvenience to public.
Religious property resources such as shrines,

temples and mosques which are identified and
given in Annexure-I shall be preferably
relocated beyond the RoW if affected
Cultural properties affected to be relocated as

the Impacts
per social screening and Public Consultation
6 Implementation Social impact Organize implementation information meeting Pune Municipal Prior to construction
Information and health & in the vicinity of project sites at various location Corporation / activity
Meeting and safety of general of stretch for general public to consult and traffic police
Disclosure of public. department /
inform people about plans covering overall
Information contractor
construction schedule, safety, use of local
resources, traffic safety and management plan of
debris disposal, drainage protection, pollution
abatement and other plans, measures to
minimize disruptions, damage and
inconvenience to roadside users and people
along the road
Locally relevant information such as Traffic

Safety and Management Plan, Environment
Management Measures, List of Common
Property Resources, Complaints and Suggestion
Book, Name & Address of the contact person,
typical design cross–sections, etc. shall be
disclosed
7 Procurement of Air pollution Specifications of hot mix plants and batching Pune Municipal Throughout the
Crushers, plants, other construction vehicles, equipment Corporation/ construction
Hot-mix plants Noise pollution and machinery to be procured will comply to the contractor phase
& Batching
relevant Bureau of Indian Standard (BIS) norms
Plants, other Land
Construction contamination and with the requirements of the relevant current

the Impacts
Vehicles, emission control legislations.
Equipment and
Machinery All precautions to reduce the level of dust
emissions from the hot mix plants shall be taken.
The hot-mix plants should be sited at least 500 m

from the nearest habitation and from major water
bodies. They should be fitted with dust extraction
units. Water should be sprayed on the earth
mixing sites, asphalt mixing site and roads.
During sub grade construction, sprinkling of

water should be carried out at least twice a day
on a regular basis during the entire construction
period especially in the winter and summer
seasons. Special attention should be given in the
sections where the alignment passes through
sensitive areas such as schools, hospitals.
As soon as construction is over the surplus earth

should be utilized to fill up low-lying areas. In no
case, loose earth should be allowed to pile up
along the alignment. Vehicles delivering material
As per
should be covered.
Environmental
Monitoring Plan.
Air quality monitoring should be conducted as
per Environmental Monitoring Plan.
8. Debris Land Selection of the disposal sites will be carried out Prior to
disposal site contamination in consultation with the State Pollution Control construction
identification Water pollution Board, Revenue Department and Forest activity

the Impacts
loss of Department in order to ensure that no natural
productive lands drainage, productive lands or natural habitat is
or natural adversely impacted due to disposal. Preferably,
habitats debris disposal site would be identified in barren,
infertile land.
9 Construction Air Pollution All vehicles used at project road shall have of Project Entire project life
plants, valid Pollution under Control
equipment Manager,
and vehicles (PUC) Certificates displayed as per the
requirement of the Motor Vehicles Appropriate
Department for the duration of the Contract. Regulatory
For setting up the Construction plant following Authorities

points to considered and maintained: Planning of the
500 m away from settlement, school, hospital on project
downwind directions
500 m from any archaeological site as listed in

Annexure-I
500 m away from ecologically sensitive areas

i.e. forest, gardens and parks.
500 m from rivers, streams and lakes 500 m

from ponds

the Impacts
Ensure adequate stack height for HMP as
stipulated in CFE.
Plying of Air Pollution Developing strong and phase wise reclamation Contractor /Project Planning of the
vehicles plan with species suggested for plantation. manager/Landscape project
architect
10. Dust during Air pollution To maintain adequate moisture at surface of any Contractor Throughout the
earth works earthwork layer completed or non-completed to /Project manager construction
or from spoil avoid dust emission. phase
dumps
Storage of Stockpiling spoil at designated areas and at least
maintenance 500 m away from traffic lane.
materials
Proper stockpiling and sprinkling of water as
necessary
11. Clearing of Water Pollution Clearance of waterway shall be undertaken Contractor Throughout the
waterways of before onset of monsoon i.e. Early in the month /Project manager construction
cross of June. phase
drainage
works Debris generated due to clearing of longitudinal
including side drains and waterways of cross drainage
bridges and
shall be stored above high flood level and away
clearing of
longitudinal from waterway and reused on embankment
side drains slope or disposed at designated areas.
12 Construction Noise Pollution Avoiding cleaning / washing of construction Contractor Throughout the
vehicles and vehicle in any water body. /Project manager construction
phase

the Impacts
Vibration
13 Construction Water pollution Minimum distance of 500 m from river, stream Contractor Throughout the
camp and and lake and ponds. /Project construction
workers‘camp Land manager/ PMC phase
contamination Locate facilities in areas not affected by
flooding and clear of any natural or storm water
Health and courses.
safety
The ground should have gentle slope to allow
free drainage of the site.
The camp must have impervious flooring to

prevent seepage of any leaked oil & grease into
the ground. The area should be covered with a
roof to prevent the entry of rainwater.
Degreasing can also be carried out using

mechanical spray type
degreaser, with complete recycle using an

enclosure with nozzles and two sieves, coarse
above and fine below, may be used
A separate vehicle washing ramp shall be

constructed adjacent to the workshop for
washing vehicles, including truck mounted
concrete mixers, if any.
Site Controls: All vehicles and equipment will

the Impacts
be fitted with silencers and/or mufflers which
will be serviced regularly to maintain them in
good working condition and conforming to the
standard of 75dB (A) at 1m from surface of
enclosure.
Noise standard at processing sites, e.g.

Aggregate crushing plants, batching plant, hot
mix plant shall be strictly monitored to prevent
exceeding of noise standards.
Scheduling of Project Activities: Operations

shall be scheduled to coincide with period when
people would least likely to be affected.
Construction activities generating noise level
more than 75 dB (A) will be avoided between 10
P.M. and 6 A.M. near residential areas.
Protection devices: (ear plugs or ear muffs) will

be provided to the workers operating in the
vicinity of high noise generating machines.
Construction equipment and machinery will be

fitted with silencers and maintained properly.
Source-control through proper maintenance of

all equipment.
Use of properly designed engine enclosures and

the Impacts
intake silencers.
Vehicles and equipment used will confirm to the

prescribed noise pollution norms.
Movements of heavy construction vehicles and

equipment near public properties will be
restricted.
14 Spillage from Land Pollution Providing impervious platform and oil and Contractor Throughout the
plant and grease trap for collection of /Project construction
equipment at Water pollution manager/ PMC phase
construction Spillage from construction equipment vehicle
camps maintenance platform.
Collection oil and lubes drips in container

during repairing construction equipment
vehicles.
Providing impervious platform and collection

tank for spillage of liquid fuel and lubes at
storage area.
Providing bulk bituminous storage tank instead

of drums for storage of bitumen and bitumen
emulsion.
Providing impervious base at bitumen and

emulsion storage area and regular clearing of

the Impacts
any bitumen spillage for controlled disposal and
Reusing of bitumen spillage if any.
Disposing non-usable bitumen spills in a deep

trench providing clay lining of 300 mm at the
bottom and filled with soil at the top (for at least
0.5 m) to encourage vegetation growth.
All the waste oil collected, from skimming of

the oil trap as well as from the drip pans, or the
mechanical degreaser shall be stored in
accordance with the Environment Protection
(Storage and Disposal of Hazardous Wastes)
Rules, 1989.
15 Domestic Solid waste Collecting kitchen waste at separate bins and Contractor Management of
solid waste generation disposing to PMC. /Project waste will be
and liquid manager/ PMC done throughout
waste Land Collecting plastics in separate bins and the construction
generated at contamination disposing at PMC designated area. phase
camps
16 Borrow area Finalizing borrow areas for borrowing earth and Contractor Throughout the
used for all logistic arrangement as well as compliance to /Project construction
project road environmental requirements, as applicable, will manager/ PMC phase
be the sole responsibility of the PMC.
Contractor shall not start borrowing of earth

from any borrow area until the formal agreement

the Impacts
is signed between landowner and Contractor and
the copy of agreement shall be submitted to the
PMC.
17 Establishment No quarrying activity is envisaged for the Contractor NA

of Quarry project. However, if required, PMC will procure /Project
site if all necessary permissions for procurement of manager/ PMC
required
material from the Mining Department, District
Administration and State Pollution Control
Board and shall submit a copy of the approval
and the rehabilitation plan to PWD./ Road
department of PMC.
18 Construction Arrangement for Contractor will use tanker water as a source of Contractor Prior to
of camp and water for the construction. /Project manager/ construction
Project road Construction PMC activity
Water
19 Construction Riverbeds, Sand The sand will be procured from identified Contractor Before
of approved sand mines or vendors of the Lease /Project manager/ commencement
Project road. agreement of the supplier and submit this to the PMC of construction
Project Manager before procuring the sand.

the Impacts
Vegetation might removed, if required before Contractor
commencement of construction. All work will /Project manager/
be carried out such that the damage or disruption PMC
to flora other than those identified for cutting is
minimized.
Only ground cover/shrubs that impinge on the

permanent work or necessary temporary work
will be removed.
Under any circumstances will not cut or damage

trees outside of the construction zone.
Trees identified for removal will be cut only

after receiving clearance from the forest
department/Garden Department.
Vegetation only with girth of over 30 cm will be

considered as trees.
20 Drainage Water pollution No construction materials like earth, stone or Contractor /Project Throughout the
similar are disposed of in a manner that may manager/ PMC construction
block the flow of water of any water course and activity
cross drainage channels.
21 Borrowing of Water pollution Finalizing borrows areas for borrowing earth Contractor /Project Prior to
earth for and all logistic arrangements as well as manager/ PMC construction
embankment compliance to environmental requirements, as activity
construction
applicable, will be the sole responsibility of the

the Impacts
contractor.
22 Disposal of Land Debris generated due to the excavation of the Contractor Throughout the
debris from contamination existing road will be suitably reused in the /Project manager/ construction
dismantling proposed construction, subjected to the PMC phase
structures and Solid waste
suitability of the materials and approval as well
excavation of generation
the existing as sub-grade of the existing pavement may be
road surface used as embankment fill material.
and
pavements The existing bitumen surface may be utilized for
the paving of access roads and paving works in
construction sites and campus, temporary traffic
diversions, haulage routes etc.
This location will be checked on site and

accordingly approved prior to any disposal of
waste materials.
All arrangement for transportation during

construction including provision, maintenance,
dismantling and clearing debris, will be
considered incidental to the works and will be
planned.
Debris generated from other construction

activities shall be disposed such that it does not
flow into the surface water bodies or form mud
puddles in the area. No debris will be staged on

the Impacts
the road or culvert/bridges locations.
23 Establishment Solid waste No quarrying activity is envisaged for the Contractor /Project NA
of Quarry generation project. However, if required, shall procure all manager/ PMC
site if necessary permissions for procurement of
required
material from the Mining Department, District
Administration and Maharashtra Pollution
Control Board.
24 Clearing and Vegetation get Vegetation will be removed, if required before Contractor /Project Before
Grubbing affected commencement of construction. All works shall manager/ PMC commencement of
be carried out such that the damage or disruption construction.
to flora other than those identified for cutting is
minimized.
25 Accidents Health safety shall provide, erect and maintain barricades, Contractor /Project Entire project life
including sign boards, road marking, traffic manager/ PMC
lights for night traffic and flagmen as required
by the Project Manager
26 Public Health Health Debris generated shall be disposed to the Contractor /Project As per
and Safety satisfaction of Project Manager. Monitoring of manager/ PMC Environmental
air, water, noise and land during construction. Monitoring
Programme
Regular checkup of labours (once in 6 months)
so that health of labours will be maintained.
27 Risk from Health and Shall comply with all the precautions as required Contractor /Project Throughout the
Operations safety for the safety of the workmen as per Factory Act manager/ PMC construction

the Impacts
and the International Labour Organisation (ILO) activity
Convention No. 62 as far as those are applicable
to this contract. Contractor shall comply with all
regulation regarding safe scaffolding, ladders,
working platforms, gangway, stairwells,
excavations, trenches and safe means of entry
and egress. Minimize significant hazards, where
elimination and isolation are both impractical
No child labour shall be utilized in the project

28 Camp site First Aid At every workplace, a readily available first aid Contractor /Project Throughout the
unit including an adequate supply of sterilized manager/ PMC construction
dressing material and appliances shall be activity
provided as per the Factory Act/Maharashtra
Factory Act 1963.
29 Camp site Hygiene All temporary accommodation must be Contractor /Project Throughout the
constructed and maintained in such a fashion manager/ PMC construction
that uncontaminated water is available for activity
drinking, cooking and washing.
Latrines shall be provided for the workers and
labours inside the camps.
Garbage bins must be provided in the camps and
regularly emptied, and the garbage disposed off
in a hygienic manner.
Adequate health care is to be provided for the
work force. Unless otherwise arranged for by
the local sanitary authority, the local medical

the Impacts
health or municipal authorities.
On completion of the works, all such temporary

structures shall be cleared away, all rubbish
burnt, septic tank and other disposal pits filled in
and effectively sealed off and the outline site left
clean and tidy, at the Concessionaire’s expense,
to the entire satisfaction of Project Manager.
Shall create awareness among workers to

prevent transmission of diseases among the
laborer engaged for the works, including
sexually transmitted diseases.
Prevention of Mosquito Breeding

Measures shall be taken to prevent breeding at
site. The measures to be taken shall include:
Empty cans, oil drums, packing and other
receptacles, which may retain water shall be
deposited at a central collection point and shall
be removed from the site regularly.
Still waters shall be treated at least once every
week with oil in order to prevent mosquito
breeding.
At periodic interval shall arrange to prevent
mosquito breeding by fumigation / spraying of
insecticides.

10.4 ENVIRONMENTAL TRAINING PLAN AND BUDGET
Besides implementation and monitoring, impart of training and increase in awareness level
of construction engineers / contractors /other staff members is needed to enable them to
take environmental aspects into consideration as and when required during project
activities.
Table 10-2: Budgetry Allocation
Item Cost
Item Particulars Assumptions
No. (Rs.)
Construction Phase – Part A- Scope of Contractor
Dust suppression at
SSR Item No. 2.09, Pg 28 (DSR
1. site and on haul 43,60,000
2018-2019)
roads
Provision of
domestic
Lumpsum including STP, OWC,
2. sewage and solid 25,35,000
toilet facilities for labours)
waste disposal at
worker’s colony
Disposal of
3. SSR 2.25, Pg 30, DSR 2018-2019 64,43,052
construction debris
Erosion control
Embankment height more than 3 m.
4. measures along high 90,00,000
Rs.30,00,000/km along 3 km
embankment
1. Air Quality Monitoring at 8
locations (Rs.3500/location/season X 84,000/-
3 Season)
Monitoring of
2. Water Quality Monitoring at 6
Environmental
locations 96,000/-
Parameters during
5. (Rs 8000/location x 2 seasons)
construction.
3. Noise Level Survey at 8
3 non-monsoon
locations 8,000/-
seasons
(Rs. 1,000/location x once in a year)
4. Soil quality at 5 locations (Rs 30,000/-
6000/Sample x once in a year)
Total Cost of Part A scope during Construction Phase 2,25,56,052.00
Construction Phase – Part B- Scope of PMC

Initial cost of plantation @
6. Road side plantation 8,50,00,000
Rs.23,60,000/km x 35.96 km

Item Cost
Item Particulars Assumptions
No. (Rs.)
1. Pruning ( Branch Cutting) =
20,31,500
1195 trees x Rs. 1700
Cost for trees 2. Replantation = 580 trees x Rs.
7. 22,04,000
affected 3800 (with crane)
3. Tree Cutting = 1982 trees x Rs.
23,78,400
1200
Total Cost of Part B scope during Construction Phase 9,16,13,900.00
Total Construction Phase Cost 11,41,69,952/-

Operation Phase
Rs. 6,000/station x 4 Locations x once
1. Soil quality 24,000
in a year
addition of manure including manure
cost, cost of water and gardeners
Landscaping (annual
2. charges @ Rs. 17,18,200/month x 3,38,42,400/-
maintenance)
35.96 km x 12 months, one time
manure cost 1,32,24,000/-
3. Cost of pruning 1195 trees x Rs. 1700 20,31,500
Total Annual Operation Cost 3,58,97,900/-

CHAPTER -11
SUMMARY & CONCLUSIONS
11.0 SUMMARY & CONCLUSIONS

The proposed HCMTR of 35.960 km is to cater current and future travel demand. There is
an immediate need for improved level of service along the existing major road corridors
and major road network in the intermediate zone. The HCMTR is elevated six lane
corridors with BRTS lane.
Proposed HCMTR does not come under the ambit of EIA notification 2006, as it is not a
highway project.
For the proposed HCMTR, Forest Clearance is also required as 4.210 km stretch of
proposed alignment is passing through Forest Land including ARAI Hill and SRPF Hill.
The Rapid Environmental Impact Assessment studies reveal that the proposed HCMTR
project will positively reduce the stress on existing roads and traffic. It will act as an
intermediate ring road and help in de-congesting the city roads.
The alignment of HCMTR passes through narrow urban corridors, crosses number of
flyovers, railway crossings, river, nala, canal and at few locations, runs along/over existing
storm water drains/canals, forest land, hills, hillslopes etc., This study has listed possible
impacts on environmental media like ambient air quality, noise levels, water quality, flora
and fauna etc.
Ambient air quality was measured at 8 locations along the proposed corridor and their
concentrations are already exceeding the limits without the proposed project. Air
Dispersion Modeling is carried out to understand the Impact of HCMTR on Air Quality
(With Project & Without Project Analysis). Air Emission predicts high concentrations in
many locations, but the proposed project will keep Air Emission Concentrations lower by
about 38 %. Noise dispersion modeling has been carried out in current condition and the
predicted noise levels are found higher without the proposed project.
Proposed Elevated Road travels through University of Pune, ARAI Hill and River Bed.
Two season study, ecological survey has been carried out to understand the overall species
composition of the area and the potential impacts on flora and fauna. The proposed road
passes through above mentioned areas and may create few permanent impacts on the forest
ecology. The impact is more during construction phase, and it is temporary in nature.

During operation, large number of vehicles will be passing through this area on regular
basis.
The proposed project is in larger public interest in terms of saving time, fuel, traffic
congestion, employment and generating revenue. The proposed 6 lane Elevated corridor
along HCMTR route with 2 dedicated BRTS lanes shall form an integrated transport
system with its integration with other public transit systems like at-grade BRTS, Metro, etc
in the future. This shall ensure quick and convenient transfers among the systems which
have potential to enhance share of public transport apart from meeting the highway traffic
demand. At the same time, it will cause certain environmental impacts for which a detailed
EMP is proposed to ensure how some impacts can be reduced or mitigated during project
implementation. Good construction practices, development of a long-term biodiversity
action plan, tree plantation drives etc. are all recommended in EMP. It is recommended that
the contractor should take cognizance of this Rapid EIA studies and ensure that
Environmental Management Plan is followed. PMC should ensure that the EMP is inserted
in contract documents of contractor.

CHAPTER -12
DISCLOSURE OF THE
CONSULTANTS ENGAGED
12.0 DISCLOSURE OF THE CONSULTANTS ENGAGED
Table 12-1: List of Consultants

Sr. Subject Expert/REIA Name of the organization and complete address and
No. report Contributor phone number
STUP Consultants Pvt. Ltd.
Flat No. 301, # 6-3-248, 'A' Block, Maheswari Towers,
Near City Bank ATM, 3rd Left from Karachi Bakery,
1 Design Consultant Banjara Hills Road No.1, Hyderabad,
Telangana-500034
Tel: 040-23386130/150, Fax:040-23386140
E-Mail: hyderabad@stupmail.com
VK:e environmental
73/2/1, Bhakti Marg, Off Law College Road
2. Environmental Consultant Erandwane, Pune - 411004
Google Map link - https://goo.gl/maps/AHiNe
Phone : +9120 66268850
Mr. Sanjay Shevkar (EIA coordinator for Roads and
3. Environmental Advisor
Highway Projects)
Xenolith Geoservices
Land Use Land
Cover- Address: 24, Amaltash, Runanubandh Society, D. P.
4
LULC Road, Aundh, Pune, Maharashtra 411007
Phone: 098222 71892
Vanam Ecologies
19/147, Laxminagar, Parvati, Pune- 411009
5 Ecological Consultant
Phone – 9604435202
Email- info@vanamecologics.com
Aavanira Biotech (P). Ltd.
Kinetic Innovation Park
6 Environmental Laboratory D-1 Block Plot no 18/1
Part MIDC, Chinchwad Pune411019 Maharashtra
Tel.020-64100118 E-mail-info@aavanira.com,
RHEAA
Traffic and Transport
Comprehensive Engineering & Architectural Services 2nd
7 Planning Consultant for Air
Floor, Bhujbal House, 47, Panmala,
and Noise Modeling
Above Cosmos Bank, Sinhgad Road, Pune – 411 030

ANNEXURE
ANNEXURE-I
DETAILS OF PHYSICAL AND
URBAN FEATURES
Details of Physical and Urban Features within 500 m of the Corridor
LIST OF PRE-SCHOOLS
Sr. Distance
Name Direction
No. (m)
1 Saint Francis Pre-School Bopodi 436 E (R)
2 Little Planet Pre-School & Day care 402 E (L)
3 Step Up Kids Day Care & Pre School 70 E (R)
4 Blooming Buds Day Care 75 E (R)
5 Tree House Play Group 234 W (L)
6 The Learning Curve 94 W (L)
7 Kangaroo Kids Club & Pre School 135 W (L)
8 Little Millenium -Wanowrie 350 W (L)
9 Little Millenium -SalunkeVihar 450 W (L)
10 Disney Park - Azad Nagar 218 N (R)
11 Sara International Pre School 120 E (R)
12 Nursery School Pearls 124 E (R)
13 Young Legends - A - Play School476 476 E (R)
14 Lexicon Kids 120 N (R)
15 Little Flower Open School 499 N (R)
16 Montessori Pre-School , School, Day Care 300 N (R)
Mighty kids Pre-School,Day Care & Activity
17 382
Centre N (R)
18 Tim Bak Too Pre-School 95 N (R)
19 EurokidsVishrantwadi 235 N (R)
20 Tree House Play Group 157 N (R)
21 Tender Steps Pre School ,Vishrantwadi 125 S (L)
22 Little flower Nursery School 220 S (L)
23 Fun -n- Fun Pre-school 153 S (L)
24 Morning Star Childrens Learning Centre 341 N (R)
25 Speakwell English Academy 110 N (R)
LIST OF SCHOOLS & COLLEGES
Sr. Distance
Name Direction
NO. (m)
1 Modern High School & Junior College 80 W (L)
2 VikhePatil Memorial School 345 W (L)
3 Dr. KalmadiShamrao High School 335 E (R)
4 P.Jog High School 403 W (L)
Dr. KalmadiShamrao High School & Junior
5 289 E (R)
College
6 A.W. Moledina School 145 E (R)
7 Moledina High School & Junior College 280 N (R)
8 Crescent High School & Junior College 195 W (L)
9 Oxford Village Sungrace High School 155 S (L)
10 ILS Law College 390 E (R)
11 Pune University 414 W (L)
12 ShriShriRavishankarVidyaMandir 439 N (R)
13 Amity Global School 55 W (L)
14 SPM English School 182 N (R)
15 N M V Girls High School & Jr. College 380 N (R)
16 Synergy School Of Commerce 240 S (L)
17 Mahaveer English Medium School 236 E (R)
18 Hume Mchenry Memorial High School 315 E (R)
19 Sunbeam Institute Of Information Technology 312 W (L)
20 Rosary School 273 E (R)
Metropolitan Institute Of Hotel Management &
21 309 E (R)
Catering Technology
22 Christ College 494 W (L)
23 Rosary School Viman-Nagar 70 N (R)
24 Symbiosis Centre For Management Studies 116 E (R)
25 Symbiosis Law College 98 E (R)
26 Pune International School 328 N (R)
27 Manjuribai School Adarshanagar ,Dighi. 20 N (R)
28 Royce International school 24 N (R)
29 Saint Francis High School 224 W (L)
Om Shiv Foundation's Arts,Commerce,Night
30 214 W (L)
college
31 S P College Complex 417 N (R)
List Of Hospitals
Sr. Distance
Name Direction
NO. (m)
1 Sahyadri Hospital Bopodi 209 E (R)
2 Joglekar Hospital 488 E (R)
3 Dr. Homi Jahangir Davakhana 370 E (R)
4 Oyster & Pearl (ONP) Tulip Hospital 144 W (L)
5 DeenanathMangeshkar Hospital 280 W (L)
6 Apollo Spectra Hospital 310 E (R)
7 Lokmanya Hospital 316 S (L)
8 karne Hospital 261 S (L)
9 Ankur Hospital & Diagnostic 130 N (L)
10 Sahyadri Hospital 380 N (L)
11 kamal Hospital 120 E (R)
12 Bhujbal Accident Hospital 262 E (R)
13 Omkar Hospital 435 W (L)
14 Dr. Batras Positive Health Clinic 193 W (L)
Kerala Ayurvedik Treatment Centre, Viman-
15 191 N (L)
Nagar .
16 Gultekadi Nursing Home & Lithotripsy Centre 69 W (L)
17 Sparsha Polyclinic & Diagnostic Centre 332 N (R)
Miracles -Health Clinic . Hi-Tech Robotic
18 479 E (R)
Systemz
19 Vinod Memorial Multispeciality Hospital 280 W (L)
List of Lakes
Sr. Distance
Name Direction
NO. (m)
1 Peshave Park Lake 219 E (R)
2 Vishrantwadi lake 250 N (R)
3 SarasBaug 208 E (R)
List of Hills/ Tekadis

Sr. Distance
Name Direction
NO. (m)
1 Hanuman Tekadi 477 E (R)
2 Parvati Hill 580 S (L)
3 Ram Tekadi 403 N (L)
List Of Temples
Sr. Distance
Name Direction
NO. (m)
1 Shree AjanthaDuttaMandir 397 E (R)
2 Chaturshrungi Temple 231 W (L)
3 Shree DuttaMandir 299 E (R)
4 Sai Baba Mandir 20 E (R)
5 GanpatiMandir 87 W (L)
6 Sai Baba Mandir 384 W (L)
7 Shree Krishna DhyanMandir 411 W (L)
8 Shree Mahalakshmi Temple 142 N (R)
9 Sai Temple 110 N (R)
10 Surya Mukhi Hanuman Mandir 15 W (L)
11 Siddhachal Jain Temple 69 W (L)
12 Parvati Temple 500 S (L)
Distance
Sr. NO. Name Direction
(m)
GRADE I Heritage List
1 Bhandarkar Oriental Research Inst Complex 386 E (R)
2 Hirabaug Town Hall 483 E (R)
3 SNDT College Complex and KarveJhopdi
GRADE II Heritage List
4 Agharkar Institute 393 E (R)
GRADE III Heritage List
5 Government Polytechnic Old Building 202 E (R)
ANNEXURE-II
ECOLOGICAL REPORT
ANNEXURE II
BIOLOGICAL ENVIRONMENT OF THE STUDY AREA/URBANIZATION:
The increasing population requirements and overall urbanization of the city generates significant
tensions and stresses on land cover, native habitats, biodiversity, protected areas and overall
ecosystem. While urban services and infrastructure are necessary to tackle the population density
and mobility issues, it is important to identify and address the existing biological resources and
their potential conflicts within the area and make a plan for mitigation / compensation so that
these resources are not permanently lost.
Pune’s built up area has increased from 30.86% in 1999 to 48.50% in 2009, thereby showing an
increase of 43.01 sq km. of area in 10 years. At the same time, barren & fallow land area has
decreased considerably from 36.20% in 1999 to 21.80 % in 2009, getting converted into
productive urban landuses. Vegetation areas, including dense and sparse vegetation, in the city
has decreased from 5.58 sq km in 1999 to 1.66 sq km in 2009. Thereby we can deduce that
urbanization has led to more and more areas coming under building and infrastructure uses.
Proposed HCMTR will traverse through Pune city and some of the suburban areas. A major
section of the proposed HCMTR will traverse through already existing roads, constructed areas
& canal lines. There are certain specific areas along the HCMTR study area that entail a study of
Biological resources present therein. A rapid ecological survey is carried out to understand the
overall species composition of the corridor and study area, potential sites that have ecological
diversity and understand the potential impacts of the proposed HCMTR on these existing
ecological resources.
Proposed HCMTR is a mix of elevated and at-grade sections. It is found that in areas where
ecological diversity is found, the HCMTR is proposed as an elevated road in order to reduce the
overall impact on ecology. Most of the HCMTR passes through already developed city areas .
The details of these areas are discussed in following paragraph.
Methodology
For the purpose of this REIA, a survey for two seasons has been carried out in the study area
along the proposed HCMTR. Line transacts, quadrat method and random sampling is adopted at
specific locations which show ecological diversity and for the rest of the areas, where there is
mostly existing roads and/or constructed areas, a walk-through rapid survey is carried out. The
primary survey is supplemented by secondary data from various sources.
Two prominent areas were delineated for primary survey using transect and quadrats
methods for ecological resources namely,
Ecology Study Area 1 (Area around Pune university campus), where line transects
method is used
Ecology Study Area 2 (ARAI hill), where quadrats of 20m x 20m are used.
Ecology Study Area 3 (Along the River bed), random sampling and walk-through survey
is done
Ecology Study Area 4 (SRPF Hill, Ram Tekdi), secondary sources of information are
used since this is a restricted defense area.
It is important to note that a primary survey with random sampling and walk-through has
been conducted for an area 500m on both sides of the proposed HCMTR alignment or the
delineated study area & not only along the HCMTR alignment.
Ecology Study Area 1 - Area around Pune university campus
Satellite Image showing Ecology Study Area 1 - area around University of Pune
(Demarcated by yellow border)
With mixed vegetation composition and largely controlled premises of University of Pune holds
comparatively good diversity of both flora and fauna. Area of University of Pune campus has old
construction and good vegetation around, both the structures and the vegetation is home for few
faunal species. The trees in and around the campus are old with wide canopy and buttresses.
The campus of University Pune is in periphery of 500 m of the proposed elevated road. The edge
effects of road construction are considered as 30 m from edge. The thick vegetation of University
is around 0.28 m from proposed HCMTR. The vegetation except on the range hill is low shrub
xerophytic in characters. Acacia chundra, Acacia nilotica, Acacia leucophloea, Dalbergia
melanoxylon, Dolichandrone falcata, Dichrostachys cinerea, Capparis grandis, Zizyphus
mauritiana are common and contribute the deciduous habitat formations.
Coverage species are ephemeral herbs, grasses and thorny bushes of Securinega leucopyrus,
Maytenus senegalensis, Zizyphus nummularia, Ehretia aspera, Mimosa hamata etc.
The vegetation of Ganeshkhind is composed of the species like Morinda pubescens, Acacia
leucophloea, Tectona grandis,Heterophragma quadriloculare,Rhus mysurensis, Dolichandrone
falcata, Maytenus senegalenisis, Flacourtia latifolia, Ehretia laevis, Grewia flavascens, Ziziphus
mauritiana,Polygala chinensis, Polygala erioptera, Caralluma fimbriata, Sarcostemma
brevistigma, Wattakaka volubilis, Cocculus hirsutus, Leptadenia reticulata, Cardiospermum
halicacabum, Chlorophytum orchidastrum, Woodfordia fruticosa, and Pupalia lappacea.
Several members of family Fabaceae, Poaceae, and Asteraceae show dominance and makes over
the major portion of hill vegetation. During the wide plantation drives, some exotics have been
introduced on this hill viz. Pongamia pinnata, Gliricidia sepium, Anogeissus pendula, Garuga
pinnata, Boswellia serrata, Cochlospermum religiosum, Eucalyptus citriodora.
The area of University of Pune, Range hills and Ganeshkhind shows good diversity of flora but
there are no species found which are falling under any category as per the Flora of Maharashtra
State (2001) and IUCN (2014) record.
Table a. Threatened Plant species found in the Ecology Study Area 1 (500 m along ROW):
Botanical Name Local Name Habit Family Status
Iphigenia indica Bhuichakra Herb Liliaceae LR
Commelina hasskarlii Kamalini Herb Commelinaceae LC
Santalum album Chandan Tree Santalaceae VU
Cyanotis fasciculata Kenpat Herb Commelinaceae LC
Cyathocline purpurea Gangotra Herb Asteraceae LC
EN- Endangered (BSI); LC- Least Concerned (IUCN); LR- Lower Risk (BSI); VU- Vulnerable
(BSI & IUCN)
Probable impact on flora & fauna of this area will be due to Noise and Dust. The increased noise
due to construction activity will disturb fauna species such as birds and small mammals. Dust
will settle down in nearby area hampering growth of new saplings and lesser creatures such as,
butterflies, spiders and moths. Increased human interference in premises may cause trimming
thus affect flora and fauna.
Primary Floral List of Ecology Study Area 1
Table b. Bryophytes: -
Botanical Name Family Habitat and Distribution
Riccia sorocarpa Ricciaceae Moist soils, shady and exposed places
Riccia huebeneriana Ricciaceae Moist soils and stream banks
Plagiochasma sp. Aytoniaceae On wet rocky or soil surface
Targionia sp. Targionaceae Damp soils
Antheceros punctatus Anthocerotaceae Damp soils
Notothylas sp. Notothyladaceae Damp Plaines
Table c. Pteridophytes: -
Botanical Name Habit Family Status

Adiantum caudatum Herbs Adiantaceae Cultivated
Adiantum incisum Herbs Adiantaceae Cultivated
Adiantum lunulatum Herbs Adiantaceae Cultivated
Athyrium sp. Herbs Athyriaceae Cultivated
Azolla pinnata Aquatic herbs Salviniaceae Wild
Cheilanthes farinosa Herbs Cheilanthaceae Cultivated
Lycopodium sp. Climber Lycopodiaceae Cultivated
Marsilea minuta Aquatic herbs Marsiliaceae Wild
Marsilea quadrifolia Marshy herbs Marsiliaceae Wild
Nephrolepis sp. Herbs Thelypterideae Cultivated
Pteris biaurita Large herbs Pteridoideae Cultivated
Pteris longifolia Large herbs Pteridoideae Wild/Cultivated
Selaginella ciliaris Small Herb Selaginellaceae Wild
Selaginella delicatula Suberect herb Selaginellaceae Cultivated
Tectaria cicutaria Herbs Tectariaceae Cultivated
Table d. Birds of Ecology Study Area 1

38 Pied Kingfisher Ceryle rudis Least Concern
56 Red-rumped Swallow Cecropis daurica Least Concern
64 Jungle Prinia Prinia sylvatica Least Concern
65 Ashy Prinia Prinia socialis Least Concern
Table e. Butterflies of Study Area 1 in primary survey

Sr. Common Name Scientific Name IUCN Status
No.
11 Three-Spot Grass Yellow Eurema blanda NA

No.
20 Common Evening Brown Melanitis leda NA

No.

No.

1.1.1 Ecology Study Area 2 - ARAI Hill
Fig .4-15 Satellite Image showing vegetation in ARAI Hills
ARAI Hill is spread within the city area, having dry deciduous and plantation or man-made
forest on some of its slopes. This is a Reserved Forest within the city. Various citizen groups
have actively promoted plantation along the slopes of this hill and various endemic, migratory
and important species are recorded from this area. A section of the proposed HCMTR will pass
through this area.
This REIA presents a two season survey based on quadrat method sampling and supplemented
by secondary sources of information. A more detailed study can be undertaken in this area to
understand mitigation measures and project execution of the proposed HCMTR can be prepared
to reduce the impact of construction activities in this area. An Environmental Management Plan
(EMP) as a part of this REIA study lists some of these mitigation measures.
Quadrat Sampling
Quadrat Data
Quadrat No. 1
Table f. GPS co-ordinates:

Point A N 18.516420 E 73.825470
Point B N 18.516644 E 73.825256
Point C N 18.516459 E 73.825127
Point D N 18.516336 E 73.825310
Table g. List of tree species
Sr. No. Common / Local Botanical Name No. of

Name individuals
2. Kadunimb AzadirachtaindicaA.Juss. 4
3. Bartondi Morindacitrifolia 1
4. Bhend Thespesiapopulnea (L.) Sol. ex CorrÃa 1
5. Subabhul Leucaenaleucocephala (Lam.) de Wit 1
6. Laghuajan Ehretia aspera 1
Lohari (Diospyros Montana var. cardifolia), Sitaphal, Chinch, Laghuajan, Kadunimb &
Subabhul
Quadrat No. 2
Table h. GPS co-ordinates:

Point A N 18.517731 E 73.826653
Point B N 18.517643 E 73.826752
Point C N 18.517300 E 73.826630
Point D N 18.517506 E 73.826416
Table i. List of tree species
Sr. No. Common / Local Botanical Name No. of

Name individuals
2. Kadunimb Azadirachta indicaA.Juss. 3
3. Pachunda Capparis grandis L. f. 1
4. Chinch Tamarindus indica L. 2
5. Shivan Gmelina arboreaRoxb. Ex sm. 1
6. Phanshi Dalbergia lanceolaria 8
7. Chandan Santalum album 1
8. Moi Lannea coromandelica (Houtt.) Merr. 3
Pachunda, Bartondi, Laghuajan, Giripushpa, Waval, Tecoma, Chinch
Table j. Bird Diversity of Ecology Study Area 2 in primary survey:

13 Glossy Ibis Plegadis falcinellus Least Concern
16 Oriental Honey-buzzard Pernis ptilorhynchus Least Concern
17 Short-toed Snake-Eagle Circaetus gallicus Least Concern
18 Crested Hawk-Eagle Nisaetus cirrhatus Least Concern
24 Baillon's Crake Zapornia pusilla Least Concern
25 Eurasian Moorhen Gallinula chloropus Least Concern
26 Eurasian Coot Fulica atra Least Concern
30 Greater Painted-Snipe Rostratula benghalensis Least Concern
32 Green Sandpiper Actitis hypoleucos Least Concern
33 Wood Sandpiper Tringa glareola Least Concern
34 Barred Buttonquail Turnix suscitator Least Concern

38 Red Collared-Dove Streptopelia tranquebarica Least Concern
41 Yellow-footed Pigeon Treron phoenicopterus Least Concern
48 Alpine Swift Tachymarptis melba Least Concern
49 Little Swift Apus affinis Least Concern
50 Asian Palm-Swift Cypsiurus balasiensis Least Concern
54 Green Bee-eater Merops orientalis Least Concern
55 European Roller Coracias garrulus Least Concern

59 Brown-capped Woodpecker Picoides nanus Least Concern
60 Yellow-crowned Woodpecker Leiopicus mahrattensis Least Concern
62 Amur Falcon Falco amurensis Least Concern
63 Eurasian Hobby Falco subbuteo Least Concern
64 Peregrine Falcon Falco peregrinus Least Concern
66 Plum-headed Parakeet Psittacula cyanocephala Least Concern
69 White-bellied Minivet Pericrocotus erythropygius Least Concern
71 Orange Minivet Pericrocotus flammeus Least Concern
72 Black-headed Cuckooshrike Lalage melanoptera Least Concern
73 Bay-backed Shrike Lanius vittatus Least Concern
75 Southern Gray Shrike Lanius meridionalis Least Concern
78 Ashy Drongo Dicrurus leucophaeus Least Concern
79 White-bellied Drongo Dicrurus caerulescens Least Concern
80 Spot-breasted Fantail Rhipidura albogularis Least Concern

84 Rufous-tailed Lark Ammomanes phoenicura Least Concern
85 Indian Bushlark Mirafra erythroptera Least Concern
89 Streak-throated Swallow Petrochelidon fluvicola Least Concern
95 Sulphur-bellied Warbler Phylloscopus griseolus Least Concern
96 Hume's Warbler Phylloscopus humei Least Concern
97 Greenish Warbler Phylloscopus trochiloides Least Concern
98 Western Crowned Leaf Warbler Phylloscopus occipitalis Least Concern
99 Booted Warbler Iduna caligata Least Concern
100 Sykes's Warbler Iduna rama Least Concern
101 Paddyfield Warbler Acrocephalus agricola Least Concern
102 Blyth's Reed-Warbler Acrocephalus dumetorum Least Concern
103 Clamorous Reed-Warbler Acrocephalus stentoreus Least Concern
104 Zitting Cisticola Cisticola juncidis Least Concern

106 Rufous-fronted Prinia Prinia buchanani Least Concern
109 Lesser Whitethroat Sylvia curruca Least Concern
110 Eastern Orphean Warbler Sylvia crassirostris Least Concern
111 Yellow-eyed Babbler Chrysomma sinense Least Concern
117 Indian Blue Robin Larvivora brunnea Least Concern
118 Taiga Flycatcher Ficedula albicilla Least Concern
122 Siberian Stonechat Saxicola maurus NA
127 Pale-billed Flowerpecker Dicaeum erythrorhynchos Least Concern

133 Richard's Pipit Anthus richardi Least Concern
135 Long-billed Pipit Anthus similis Least Concern
136 Tawny Pipit Anthus campestris Least Concern
137 Tree Pipit Anthus trivialis Least Concern
138 Olive-backed Pipit Anthus hodgsoni Least Concern
139 Gray-hooded Bunting Emberiza buchanani Least Concern
140 Black-headed Bunting Emberiza melanocephala Least Concern
141 Red-headed Bunting Emberiza bruniceps Least Concern
146 Red Avadavat Amandava amandava Least Concern

Table k. Butterflies Reported from Ecology Study Area 2 in primary survey:
4 Common Mime Papilio clytia NA
12 Three-Spot Grass Eurema blanda NA

Yellow
15 Common Gull Cepora nerissa NA
17 Striped Albatross Appias libythea NA
18 Plain Puffin Appias indra NA
19 Small Salmon Arab Colotis amata NA
21 Plain Orange-Tip Colotis aurora NA

26 Common Evening Melanitis leda NA

Brown
30 Common Five-Ring Ypthima baldus NA
31 Common Nawab Charaxes bharata NA
32 Black Rajah Charaxes solon NA
37 Baronet Symphaedra nais NA

48 Great Eggfly Hypolimnas bolina NA
50 Blue Oakleaf Kallima horsfieldii NA
57 Apefly Spalgis epeus NA
61 Bright Babul Blue Azanus ubaldus NA
62 Dull Babul Blue Azanus uranus NA

67 Lesser Grass Blue Zizina otis NA
68 Lime Blue Chilades lajus NA
69 Small Cupid Chilades parrhasius NA
81 Scarce Shot Silverline Spindasis elima NA
82 Peacock Royal Tajuria cippus NA
83 Indian Red Flash Rapala iarbus NA
85 Indian Sunbeam Curetis thetis NA
89 Malabar Spotted Flat Celaenorrhinus ambareesa NA

96 Dark Palm Dart Telicota bambusae NA
Note*- Species in bold letters were observed during the primary survey and rest of the species
through secondary data.
1.1.2 Ecology Study Area 3 - Along River bed
Satellite image with demarcation of river bed as habitat
River ecology is important for ecology study as these areas are rich in biodiversity resources.
Thriving in river, on edge and in the flood plains, areas along the riverbeds act as breeding and
feeding ground for many amphibians and other life forms.
A random sampling done through walk-through was conducted for this stretch. However, the
patch of the riverbed over which the proposed HCMTR passes, is a polluted river stretch, as
city’s untreated sewage and solid waste is dumped along this stretch. As a result, very few flora
and fauna exist in their natural forms in this stretch. Secondary sources of information are used
to understand the overall floral and faunal diversity of this area, as presented below.
1.1.3 Ecology Study Area 4 - SRPF Hill - Ram Tekdi
Ecology Study Area: SRPF – RAMTEKDI Area
Hill near SRPF connecting Ramtekdi Temple and Ramtekdi Industrial Area is mixed habitat of
open scrub and dry deciduous forest patches mainly consisting of plantations of Giripushpa
(Gliricidia sepium (Jacq.) Walp.) SRPF Hill area is connected to NIBM at one end, while it is
connected to Ramtekdi Industrial Area at another end. SRPF being a defense establishment, the
survey has been done in the area immediately adjoining area & through secondary sources.
Walk-through field survey is carried out during the monsoon in July 2018 for this area.
Following are the findings for it.
Apart from the specific observations mentioned for the above Ecology Study Areas, the entire
study area (500 m on both sides of the proposed HCMTR alignment) shows the following floral
and faunal diversity.
List of Floral Diversity in Study Area
Sr. Common
No. Name
1 Amba Mangifera indica L. Anacardiaceae Native
2 Anjan Hardwickia binata Roxb. Leguminosae Native
Polyalthia longifolia (Sonn.)
3 Ashok Annonaceae NonNative
Thwaites
Australian
4 Acacia auriculiformis Benth. Leguminosae NonNative
babhul
5 Babhul Acacia nilotica (L.) Delile Leguminosae Native
6 Bahava Cassia fistula L. Leguminosae Native
7 Bakul Mimusops elengi L. Sapotaceae Native
8 Bartondi Morinda pubescens Sm. Rubiaceae Native
9 Bel Aegle marmelos (L.) Corrêa Rutaceae Native
Thespesia populnea (L.) Sol.
10 Bhend Malvaceae Native
ex Corrêa
11 Bherli mad Caryota urens L. Arecaceae Native
Sr. Common
No. Name
12 Bhokar Cordia dichotoma G. Forst Boraginaceae Native
Cassine glauca (Rottb.)
13 Bhutya Celastraceae Native
Kuntze
Cascabela thevetia (L.)
14 Bitti Apocynaceae NonNative
Lippold
15 Booch Millingtonia hortensis L.f. Bignoniaceae NonNative
16 Bor Ziziphus jujuba Mill. Rhamnaceae Native
Kigelia africana (Lam.)
18 Brahmdand Bignoniaceae NonNative
Benth.
19 Cassia Cassia grandis L.f. Leguminosae NonNative
20 Chafa Plumeria rubra L. Apocynaceae NonNative
21 Chandan Santalum album L. Santalaceae Native
Manilkara zapota (L.)
22 Chikkoo Sapotaceae NonNative
P.Royen
23 Chinch Tamarindus indica L. Leguminosae NonNative
Araucaria columnaris
24 Christmas tree Aracuariaceae NonNative
(G.Forst.) Hook.
25 Dalchini Cinnamomum verum J.Presl Lauraceae Native
26 Dalimb Punica granatum L. Lythraceae NonNative
Ziziphus caracutta Buch.-
27 Ghatbor Rhamnaceae Native
Ham. ex Roxb.
28 Ghol Trema orientalis (L.) Blume Cannabaceae Native
Gliricidia sepium (Jacq.)
29 Giripushp Leguminosae NonNative
Walp.
30 Gulmohar Delonix regia (Hook.) Raf. Leguminosae NonNative
Acacia leucophloea (Roxb.)
31 Hivar Leguminosae Native
Willd.
32 Jambhul Syzygium cumini (L.) Skeels Myrtaceae Native
Neolamarckia cadamba
33 Kadamb Rubiaceae Native
(Roxb.) Bosser
34 Kadunimb Azadirachta indica A.Juss. Meliaceae Native
35 Kailaspati Couroupita guianensis Aubl. Lecythidaceae NonNative
Albizia amara (Roxb.)
36 Kalashirish Leguminosae Native
B.Boivin
37 Kanchan Bauhinia purpurea L. Leguminosae Native
Pongamia pinnata (L.)
38 Karanj Leguminosae Native
Pierre
Sr. Common
No. Name
Senna siamea (Lam.)
39 Kashid Leguminosae NonNative
H.S.Irwin & Barneby
40 Katesawar Bombax ceiba L. Malvaceae Native
Radermachera xylocarpa
41 Khadshingi Bignoniaceae Native
(Roxb.) Roxb. ex K.Schum.
Acacia chundra (Rottler)
42 Khair Leguminosae Native
Willd.
Khaya senegalensis (Desv.)
43 Khaya Meliaceae NonNative
A.Juss.
44 Khota badam Terminalia catappa L. Combretaceae NonNative
Murraya paniculata (L.)
45 Kunti Rutaceae Native
Jack
Swietenia mahagoni (L.)
46 Mahogani Meliaceae NonNative
Jacq.
Markhamia lutea (Benth.) K.
47 Markhamia Bignoniaceae NonNative
Schum.
Dolichandrone falcata (Wall.
48 Medhshingi Bignoniaceae Native
ex DC.) Seem.
Lannea coromandelica
49 Moi Anacardiaceae Native
(Houtt.) Merr.
Pterospermum acerifolium
50 Muchkund Malvaceae Native
(L.) Willd.
51 Nandruk Ficus microcarpa L.f. Moraceae Native
52 Naral Cocos nucifera L. Arecaceae Native
53 Nilgiri Eucalyptus globulus Labill. Myrtaceae NonNative
Jacaranda mimosifolia D.
54 Nilmohar Bignoniaceae NonNative
Don
55 Nirgudi Vitex negundo L. Lamiaceae Native
56 Pachunda Capparis grandis L.f. Capparaceae Native
57 Pandhra Chafa Plumeria obtusa L. Apocynaceae NonNative
58 Pandhra Khair Acacia ferruginea DC. Leguminosae Native
59 Pandhri sawar Ceiba pentandra (L.) Gaertn. Malvaceae NonNative
60 Pangara Erythrina variegata L. Leguminosae Native
Broussonetia papyrifera (L.)
61 Paper mulberry Moraceae NonNative
L'Hér. ex Vent.
62 Parijatak Nyctanthes arbor-tristis L. Oleaceae Native
63 Patangi Dalbergia melanoxylon Leguminosae NonNative
Sr. Common
No. Name
Guill. & Perr.
64 Peru Psidium guajava L. Myrtaceae NonNative

Artocarpus heterophyllus
65 Phanas Moraceae Native
Lam.
66 Phanshi Dalbergia lanceolaria L.f. Leguminosae Native
Ceriscoides turgida (Roxb.)
67 Phetra Rubiaceae Native
Tirveng.
Spathodea campanulata
68 Pichkari Bignoniaceae NonNative
P.Beauv.
69 Pimpal Ficus religiosa L. Moraceae Native
70 Piparni Ficus amplissima Sm. Moraceae Native
Tabebuia aurea (Silva
751 Piwala tabubia Manso) Benth. & Hook.f. ex Bignoniaceae NonNative
S.Moore
72 Punai Sterculia foetida L. Malvaceae Native
73 Putranjiva Putranjiva roxburghii Wall. Putranjivaceae Native
74 Raintree Albizia saman (Jacq.) Merr. Leguminosae NonNative
Aphanamixis polystachya
75 Raktrohida Meliaceae Native
(Wall.) R.Parker
76 Ramphal Annona reticulata L. Annonaceae NonNative
Roystonea regia (Kunth)
77 Royal palm Arecaceae NonNative
O.F.Cook
Ficus elastica Roxb. ex
78 Rubber tree Moraceae Native
Hornem.
79 Sag Tectona grandis L.f. Lamiaceae Native
Boswellia serrata Roxb. ex
80 Salai Burseraceae Native
Colebr.
81 Satwin Alstonia scholaris (L.) R. Br. Apocynaceae Native
82 Shewga Moringa oleifera Lam. Moringaceae NonNative
83 Shirish Albizia lebbeck (L.) Benth. Leguminosae Native
84 Shisav Dalbergia sissoo DC. Leguminosae Native
Grevillea robusta A. Cunn.
85 Silver oak Proteaceae NonNative
ex R.Br.
Singapore
86 Muntingia calabura L. Muntingiaceae NonNative
cherry
87 Sitaphal Annona squamosa L. Annonaceae NonNative
88 Sonchapha Magnolia champaca (L.) Magnoliaceae Native
Sr. Common
No. Name
Baill. ex Pierre
Leucaena leucocephala
89 Subabhul Leguminosae NonNative
(Lam.) de Wit
90 Suru Casuarina equisetifolia L. Casurianaceae NonNative
Tabebuia rosea (Bertol.)
91 Tabubia rosea Bignoniaceae NonNative
Bertero ex A.DC.
Tambadsheng/C Peltophorum pterocarpum
92 Leguminosae NonNative
opperpod tree (DC.) K.Heyne
Tecoma stans (L.) Juss. ex
93 Tecoma Bignoniaceae NonNative
Kunth
94 Umber Ficus racemosa L. Moraceae Native
Pithecellobium dulce (Roxb.)
95 Vilayati Chinch Leguminosae NonNative
Benth.
96 Wad Ficus benghalensis L. Moraceae Native
Holoptelea integrifolia
97 Wawal Ulmaceae Native
Planch.
98 Weeping fig Ficus benjamina L. Moraceae Native
References for secondary data – Part I:
1. Dixit A., Nalawade S. and Ghate U. (2000-2001): Pune Urban Biodiversity: A case of
Millennium Ecosystem Assessment. Journal of Ecological Society. Vol. 13/14, pp: 8-13
2. Nerlekar A., Lapalikar S., Onkar A., Laware S. and Mahajan M. (2016): Flora of
Fergusson College Campus, Pune, India: Monitoring changes over half a century. Journal of
Threatened Taxa. 8(2): 8452–8487
3. Kunte K. (2000-2001): Butterfly diversity of Pune city along the human impact gradient.
Journal of Ecological Society. Vol. 13/14:40-45
4. Ingalhallikar S., Purandare R., Nalawade S. and Dhole S. (2000-2001): Bird diversity
changes of Pune urban area. Journal of Ecological Society. Vol. 13/14: 59-70
5. S. D. Mahajan: Deshi Vruksha Part I & II.
Overall references used for report – Part II:
1. Cities and Biodiversity Outlook-Action and Policy: A Global Assessment of the links
between Urbanization, Biodiversity and Ecosystem Services (2012). Convention on Biological
Diversity.
2. Bhaskar P (2012): Urbanization and changing green spaces in Indian cities (Case Study- City
of Pune). International Journal of Geology, Earth & Environmental Sciences. Vol. 2 (2), pp 148-
156.
3. Dhorde A., Das S. and Dhorde A. (2012): Evaluation of Land Use/Land Cover change in
Mula-Mutha watershed, Pune urban agglomeration, Maharashtra, India, Based on remote sensing
data. Earth Science India. Vol. 5 (III). Pp 108-121.
4. Brown J. W. (2006): Eco-Logical- An Ecosystem approach to development infrastructure
projects. US Department of Transportation Research and Innovative Technology Administration.
5. Dixit A., Nalawade S. and Ghate U. (2000-2001): Pune Urban Biodiversity: A case of
Millennium Ecosystem Assessment. Journal of Ecological Society. Vol. 13/14, pp: 8-13
6. Wagh G. and Ghate H. (2003): Fresh Water Fish Fauna of the rivers Mula-Mutha, Pune,
Maharashtra. Zoo’s Print Journal. 18 (1): 977-981
7. Yardi K. and Korad V. (2000-2001): Bat Fauna of Pune City. Journal of Ecological Society.
Vol. 13/14: 71-73
8. Nerlekar A., Lapalikar S., Onkar A., Laware S. and Mahajan M. (2016): Flora of
Fergusson College Campus, Pune, India: Monitoring changes over half a century. Journal of
Threatened Taxa. 8(2): 8452–8487
9. Kunte K. (2000-2001): Butterfly diversity of Pune city along the human impact gradient.
Journal of Ecological Society. Vol. 13/14:40-45
10. Dutta Saha P. and Gaikwad S. (2014): Diversity and Abundance of Odonata in parks and
gardens of Pune city. Journal of Entomology and Zoology Studies. 2 (5):308-316
11. Seiler A. (2001): Ecological Effects of Roads a Review. Introductory Research Essay,
Department of Conservation Biology, Sweden University of Agricultural Sciences.
12. Thakur S. and Gour-Broome V. (2002-2001): Reptiles of Pune urban area- Increase or
Decline?. Journal of Ecological Society. Vol. 13/14:55-58
13. Ingalhallikar S., Purandare R., Nalawade S. and Dhole S. (2000-2001): Bird diversity
changes of Pune urban area. Journal of Ecological Society. Vol. 13/14: 59-70
14. S. D. Mahajan: Deshi Vruksha Part I & II.

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PUNE MUNICIPAL CORPORATION

CONSULTANCY SERVICES FOR FEASIBILITY

FINAL FEASIBILITY REPORT

RAPID ENVIRONMENTAL IMPACT

14/02/2019 R2 PMC COMMENTS INCORPORATED NTR BRS ATS

05/06/2018 R1 PMC COMMENTS INCORPORATED RB BRS ATS

08/08/2017 R0 FOR APPROVAL NTR BRS ATS

This note is the property of STUP Consultants Pvt.

1.0 INTRODUCTION ............................................................................................................... 8

4.7.1 Climate ...................................................................................................................... 61

5.6.1 Meteorology for Modeling ...................................................................................... 119

10.2 Objective .......................................................................................................... 184

Table 1-1 Primary Information of HCMTR.................................................................................. 10

Table 4-15: Ambient Air Quality Monitoring Results AAQ7 ...................................................... 69

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Detailed Feasibility Report (DFR) includes conducting Rapid Environmental Impact

1.2 Identification of Project and Project Proponents

Pune Municipal Corporation (PMC) proposes to develop an elevated / at-grade corridor

1.3 Land Description:

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Table 1-1 Primary Information of HCMTR

Figure 1-1: Key Plan of proposed HCMTR on Pune DP (shown in Red)

1.4 Need of the High Capacity Corridor along HCMTR alignment

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Major Highways like NH 48 connecting Mumbai and Bangalore, NH 65 connecting

1.5 Scope of the REIA Study

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impacts due to the proposed corridor on various environmental parameters or components

The detailed scope of the study is listed below:

1.6 Objective of the REIA Study

 Determine the baseline environmental conditions along the project corridor.

1.7 Methodology of the Study

Sampling locations are identified on the basis of following criteria:

 Predominant wind direction at the study area;

1.8 Project Cost

1.9 Legal Framework

Chapter 3 Analysis of Alternatives (Technologies) - This chapter contains the details of

Chapter 6 Environmental Monitoring Programme - This chapter includes the

Chapter 10 Environmental Management Plan -This chapter deals with the

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2.0 PROJECT DESCRIPTION

2.1 Proposed HCMTR

Figure 2-1 Key Plan of Existing Major Road Networks

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2.2 Significance of Proposed HCMTR

Major Highways like NH 48 connecting Mumbai and Bangalore, NH 65 connecting

2.3 Topography & Land Use

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Table 2-1 Details of land use along project corridor

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2.5 Tree Cutting

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2.7 Design Consideration & Features of HCMTR Project

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Table 2-5 Salient Features of HCMTR Project

Description of Item Details

Description of Item Details

2.8 Alignment of HCMTR

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Figure 2-2 Key Plan of proposed HCMTR

Table 2-6 Proposed HCMTR alignment over Existing roads

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