Annexure-IA (EIA)

Package-I Detailed Project Report Vol-IV EIA / IEE Report
CONTENTS
1.0 Executive Summary....................................................................................................5

1.1 Introduction.....................................................................................................5
1.2 Existing Environmental Features....................................................................5
1.3 Potential Impact and Mitigation Measures......................................................5
1.3.1 Physical Environment..........................................................................5
1.3.2 Water Environment.............................................................................8
1.3.3 Air Environment...................................................................................9
1.3.4 Noise Environment............................................................................10
1.3.5 Socio-Economic Environment...........................................................11
1.3.6 Ecological Resources........................................................................13
1.4 Public Consultations.....................................................................................14
1.5 Analysis of Alternative...................................................................................14
1.6 Recommendations and Conclusions.............................................................14
1.7 Environmental Management Plan.................................................................15
2.0 Introduction............................................................................................................... 17
2.1 General.........................................................................................................17
2.2 Alignment......................................................................................................17
2.3 Objective of Project.......................................................................................18
2.4 Scope...........................................................................................................18
2.5 Methodology.................................................................................................18
2.6 Structure of Report........................................................................................19
3.0 Project Description...................................................................................................21
3.1 Introduction to Project Area..........................................................................21
3.2 Existing Road Terrain...................................................................................21
3.3 Project Impact...............................................................................................21
3.4 Land acquisition............................................................................................22
3.5 Project Components.....................................................................................22
3.5.5 Safety Measures...............................................................................28
3.5.6 Bridge and Culvert Improvement.......................................................29
3.5.7 Waste Material Management.............................................................29
3.5.8 Equipment Staging & Materials.........................................................30
3.5.9 Aggregates and Sand Sources..........................................................30
3.6 Field Surveys and Data Collection................................................................30
3.7 Assembly and Analysis of Data.....................................................................31
3.8 Reports.........................................................................................................31
4.0 Policy, Legal and Administrative Framework.........................................................32
4.1 Policy............................................................................................................ 32
4.2 Legislation.....................................................................................................32
4.2.1 Environmental Protection Act............................................................32
4.2.2 The Environmental Impact Assessment Notification (1994) and
Amended Notification 1997...........................................................................33
4.2.3 Forest (Conservation) Act (As Amended in 1980).............................33
4.2.4 Water (Prevention and Control of Pollution Act) 1974 (Amended 1988)
34
4.2.5 Air (Prevention & control of Pollution) Act 1981 ………………………35
4.2.6 Noise Pollution (Regulation and Control) Rules, 2000.......................35
4.2.7 Motor Vehicle Act 1988.....................................................................35
4.2.8 Movement of Hazardous chemicals..................................................36
4.3 Environmental Administrative Framework.....................................................36
4.4 National Environmental Quality Standards....................................................37
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Pune-Solapur of NH-9 in the State of Maharashtra &
Package No. NHDP-III/DL4/04 Artefact Projects
4.4.1 Air Quality Standards........................................................................37

4.4.2 Water Quality Standards...................................................................38
4.4.3 Noise Standards................................................................................39
5.0 Description of Existing Environment.......................................................................41
5.1 General...............................................................................................................41
5.2 Physical Features...............................................................................................41
5.2.1 Physiographic and Land use................................................................41
5.2.2 Geology, Soils and Minerals..............................................................42
5.2.3 Climate.................................................................................................44
5.2.4 Air Quality..........................................................................................45
5.2.5 Noise levels.......................................................................................46
5.2.6 Water environment (surface and ground water quality).....................47
5.3 Biological Resources....................................................................................48
5.3.1 Terrestrial Flora and Fauna..................................................................48
5.3.2 Forest Resources.................................................................................50
5.4 Socio economic conditions..............................................................................50
5.4.1 Demographic features..........................................................................50
5.4.2 Properties within ROW.........................................................................50
6.0 Impact Identification & Evaluation...........................................................................52
6.1 General.........................................................................................................52
6.2 Study Methodology.......................................................................................52
6.2.1 Assessment of the Potential Impacts................................................52
6.2.2 Environmental Monitoring and Analysis.............................................53
6.3 Likely Potential Impacts...................................................................55
6.3.1 Impact Evaluation..............................................................................56
6.3.1 Physical Environment........................................................................58
6.3.2 Water Resources and Water Quality.................................................60
6.3.3 Air Quality..........................................................................................61
6.3.4 Noise Quality.....................................................................................62
6.3.5 Socio-Economic Environment...........................................................63
7.0 Mitigation and Enhancement Measures..................................................................68
7.1 General.........................................................................................................68
7.2 Suggested Mitigation Measures....................................................................68
7.2.1 Physical Environment........................................................................68
7.3 Socio – Economic environment.....................................................................74
7.3.1 Land acquisition................................................................................74
7.3.2 Land Use Change.............................................................................74
7.3.3 Local Residents and Road users.......................................................75
7.3.4 Health Safety and Hygiene of Construction Workers.........................75
7.3.5 Disruption to Community...................................................................76
7.3.6 Employment......................................................................................76
7.4 Ecological Resources...................................................................................77
7.4.1 Vegetation.........................................................................................77
8.0 Institutional Strengthening and Training.................................................................78
8.1 Introduction...................................................................................................78
8.2 Institutional Arrangement..............................................................................78
8.2.1 Environmental management System (EMS)......................................78
8.2.2 Duties of Various organizations in the EMS......................................79
8.3 Awareness and Training...............................................................................80
8.4 Monitoring and Reporting Procedures...........................................................81
8.4.1 Responsibility for Monitoring.............................................................81
8.4.2 Routine Monitoring............................................................................81
8.4.3 Recording the Data...........................................................................82
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8.4.4 Record Keeping................................................................................83

8.5 Monitoring Plan.............................................................................................83
8.6 Arboriculture and Landscaping.....................................................................83
8.6.1 General.............................................................................................83
8.6.2 Types of Trees / Species...................................................................84
8.6.3 Methodology......................................................................................85
8.7 Landscaping.................................................................................................85
8.7.1 Design for Plantation of Trees along the Road..................................85
8.7.2 Toll Plazas.........................................................................................86
8.7.3 Junctions...........................................................................................86
8.7.4 Turfing...............................................................................................87
8.8 Budget and Costing......................................................................................87
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List of Table
Table 4.1 - Key Environmental Legislation in India............................................................36
Table 4.2 - National Ambient Air Quality Standards...........................................................37
Table 4.3 - Guidelines of CPCB on Water Quality Criteria.................................................39
Table 4.4 - National Ambient Noise Standards...................................................................39
Table 5.1 - Land Use Details.................................................................................................42
Table 5.2 - Physiography and Land use of Project Area....................................................42
Table 5.3 - Locations for Air Quality Monitoring.................................................................45
Table 5.4 - Air Quality Monitoring results at the identified locations................................46
Table 5.5 - Noise Quality Monitoring results at the identified locations...........................46
Table 5.6 - Water quality sampling location points............................................................47
Table 5.7 - Water quality monitoring results at the identified locations...........................48
Table 6.1 - Potential Environmental Impacts......................................................................56
Table 6.2 - Evaluation of Environmental Impacts...............................................................57
Table 7.1 - Minimum distance of operation from Stationary Source.................................72
Required for Meeting Standards..........................................................................................72
Table 8.1 - Testing of Environmental parameters and Standard Protocol........................82
Table 8.2 - Types of Species for Plantation........................................................................84
Table 8.3 - Summary of Cost Estimate for EMP Implementation.......................................87
List of Annexure
Annexure1: Geological map of Pune district
Annexure2: IMD data on Temperature & Rainfall for Pune
Annexure3: IMD data on Wind speed, Wind Direction & Humidity for Pune
Annexure4: Map showing forest area of Pune district
Annexure5: Monitoring results of Air quality, Water quality and Noise levels
Annexure6: List of minor /major rivers/canals/drains/ bridges in the project area
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1.0 Executive Summary

1.1 Introduction
The project under consideration aims at developing Pune to Solapur NH-9 section
located in the state of Maharashtra and is a part of NHDP connecting North-South
corridors.
The present section of the project corridor lies between Pune and Solapur (PWD Km
40.000 to Km 144.400)
1.2 Existing Environmental Features
The project road passes mostly through Plain terrain except for a few segments where
it passes through rolling terrain. The project stretch runs mostly through open
agricultural fields with small habitations all along.
The existing ROW along the project road generally varies between 15 - 30 meters
which is inadequate to accommodate upgraded 4 lane facility; hence it requires a
minimum width of 60m. The available ROW along the Project corridor is generally
clear of encroachments except in certain village/ town limits where temporary /
permanent construction exist within the ROW.
There are several Sugar Factories / pharmaceutical factories / Chemical factories

together with some Sugar factories, service stations, commercial developments,
restaurants / Dhabas, aggregate crushers. There is no natural conservation area in
and around the project.
1.3 Potential Impact and Mitigation Measures
1.3.1 Physical Environment
1.3.1.1 Meteorology
No change in the macro-climatic setting (precipitation, temperature and wind) is

envisaged due to the project. The microclimate is likely to be temporarily modified by
vegetation removal and the addition of increased pavement surface. This will result in
an increase in daytime temperature on the road surface and soils due to loss of shade
trees and green cover.
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Mitigation Measures
Impacts to the micro-climate will be unavoidable, but will be significant over a short
term. In the long term, the impact is reversible and will be mitigated by the
establishment of new vegetation, including the addition of trees. The short term impact
will be minimized to the extent possible by minimizing the number of trees to be
removed through minor adjustments to the road alignment.
1.3.1.2 Geology, Soil and Mineral Resources
Construction Phase
Large quantities of sand and aggregate materials are required for road sub-base /
base / pavement construction, and asphalt mixing. The volume of material required
will depend on the volume of suitable material that is excavated during construction.
Impacts resulting from the import of sand and aggregate materials are highest if a new
quarry is required. The impacts of establishing a new quarry are typically extensive,
including impacts to soils / geology, agriculture or other land use, air quality (dust),
noise / vibration (from blasting and / or scraping), traffic (truck hauling) and permanent
aesthetic impacts to the landscape. In addition to these impacts, environmental effects
will also be generated by the establishment and operation of concrete and asphalt
plants that may be installed during operation. These plants result in air quality impacts
(e.g., dust, noxious gases), noise impacts (from crushing and loading activities), and
impacts from truck traffic (e.g., noise, dust, safety concerns, and highway congestion).
There is also potential for contamination of soils from spilled fuel, engine oil, bitumen /
asphalt, etc. Some contamination of soil can be expected due to the deposition of
dust, and other vehicle emissions, although this is not expected to be significant. In
extremely rare events, some spills of fuel, oil and possibly other chemicals could occur
as the result of accidents. Routine runoff will also contain some contamination from
fuel, oil and grease, but contamination of soils is unlikely due to drainage controls.
Mitigation Measures
The primary mitigation to reduce the impacts of sand and aggregate material
excavation is to maximize the use of materials excavated from the construction site. It
is expected that even with maximum use of available materials, some additional
material will have to be excavated from borrow areas near the project, or imported
from outside the road study area.
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Mitigation to minimize the impacts is to maximize the purchase of material from the
established quarries. Any new borrow or quarry areas that are established within the
vicinity of the road should be operated and closed in the context of a management
plan, established prior to construction. The management plan should include
provisions for minimizing noise and dust impacts during operation, and should provide
details for rehabilitation at closure. Waste soils that are not suitable for construction
will be used as much as possible to balance out fill areas, and residual volumes will be
used in the rehabilitation of borrow areas for grading.
Concrete asphalt Plant to be deployed for the project will be established at suitable
distances from sensitive areas such as forests and residential areas. Equipment used
in the plants must meet regulatory air and noise emission standards as per CPCB
norms.
Soil contamination will be limited through the establishment of management

procedures that prevent spillage. It is particularly important that equipment storage /
maintenance areas are designed and operated in accordance with environmental
procedures, established in the Environmental Management Plan, including procedures
for fuel and vehicle oil storage and transfer and waste oil storage. Similar procedures
have been established for the development and operation of concrete and asphalt
plants. Contaminated soils that do not meet quality guidelines established for fill
material will be removed by the construction Contractor from the area and disposed
off in accordance with State and National laws governing hazardous waste.
The impact of erosion will be minimized by adopting the following measures:
 Avoiding steep slopes;
 Minimizing cut & fill;
 Minimizing the establishment of quarries / borrow pits;
 Minimizing soil contamination through responsible vehicle maintenance, waste
management and drainage controls;
 Adopting stable embankment slopes (slope angles in excess of natural angle of
repose) and providing retaining structures where necessary such as metal fencing,
stone pitching, and riprap and rock material embedded in the slope face, as well
as gabions and cribs to protect stream / river embankments.
 Replanting disturbed areas immediately after construction is completed in each
segment (i.e. on an on-going basis prior to completion of all project construction)
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Operation Phase
In general, impacts to geology, soils and mineral resources during the operation stage
of the project are limited to the potential contamination of soils from the spill of
contaminants, usually as a result of vehicle accidents.
Mitigation of these impacts is addressed in the Environmental Management Plan,
largely as institutional arrangements for emergency service personnel, including
training in emergency response and contingency planning, plus the provision of
suitable spill containment and clean-up equipment.
Re-vegetation of embankment slopes with grass and other herbs and fast growing
plants to limit erosion potential.
1.3.2 Water Environment
Construction Phase
The project road crosses several watercourses, including the Bhima and Sina Rivers,
and many other small watercourses. Potential impacts on surface water hydrology
include flow modification that can lead to flooding (low level) and channel modification,
although significant drainage modification is unlikely.
Construction activities can potentially lead to water quality degradation in the form of
increased concentration of suspended solids (increase in turbidity by 5-20 NTU),
resulting from surface runoff (exposed soils within the construction area) and / or
erosion of the channel (potentially resulting from increased flow velocity) and / or river
or stream banks, as well as windblown dust. Uncontrolled spills of chemicals, fuels
and oils from construction machinery could also deteriorate water quality.
Drilling and piling could potentially cause local ground water flow modifications leading
to localized deterioration of vegetation and increased susceptibility to erosion, as well
as water table depletion, potentially resulting in impacts to local (ground) water
supplies.
Mitigation Measures
Impacts to surface water hydrology will be controlled throughout the construction
period by working primarily in the dry season when flows are very low to nil. Any
watercourse diversions will be designed so as not to result in velocity impacts that
could cause erosion of the stream channel, by incorporating energy dissipation into
the diversion design. No work, including bridge pier or abutment construction, will be
conducted directly in flowing water.
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Water quality impacts will be minimized by ensuring that erosion controls such as silt
fencing, are put in place in all work areas near watercourse crossings or drainage
channels. The quality of all drainage channels and ditches will be monitored and
corrective actions taken where turbidity is unacceptably high. Only "clean" fill
materials will be used around watercourses, and stockpiles will be controlled to
prevent uncontrolled runoff / erosion.
Alternate water supplies or new wells will be provided to residents where de-watering
of groundwater results in water supply impacts and asphalt plants, equipment storage
and maintenance areas, and construction camps will be located at a reasonable
distance away from watercourses.
Operation Phase
Routine water quality impacts during operation will result primarily from the runoff of
contaminants from the surface of the roadway into local watercourses. Routine runoff
is likely to contain sediment (soils), and trace concentrations of hydrocarbons from
fuel, oil and tire wear. Sedimentation could also result from windblown dust, as well as
the potential for deposition of traces of NOx and SOx, although any increase in
concentrations of these elements will result from the future increase in traffic volume
rather than from development of the project. The potential for major contamination is
very limited, and would result only from very low frequency events such as traffic
accidents which could potentially result in the spill of contaminants such as fuel, oil,
chemicals, etc
Mitigation Measures
Runoff into surface receivers during operation will be limited by the provision of storm
water drainage ditches, and where considered necessary, sedimentation ponds to
settle out suspended solids. Post-construction monitoring of surface receivers should
identify the need for any additional measures should it be demonstrated that turbidity
levels and contaminant concentrations (predominantly hydrocarbons) exceed State
and federal water quality standards as a result of highway runoff.
The mitigation of impacts arising from low frequency uncontrolled spills is addressed
in the Environmental Management Plan, largely as institutional arrangements for
emergency service personnel (fire and police), including training in emergency
response and contingency planning, plus the provision of suitable spill containment
and clean-up equipment.
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1.3.3 Air Environment
Construction Phase
Impacts to the air environment during construction will largely result from the
generation of dust. Dust will be generated as a result of site clearing and grading,
heavy machinery traveling over exposed soils, truck traffic, and the production of
construction materials at borrow pits and off-site quarries. Dust generation impacts will
be most significant along new bypass alignments. Elevated levels of SO 2, CO and
hydrocarbons are likely from hot mix plant operations
Operation Phase
Air quality monitoring reveals that the current air quality of the study area is within
permissible limits. However, emission levels are expected to increase with the
increase in vehicle numbers.
Mitigation Measures
During construction, water will be sprinkled regularly on exposed surfaces to reduce
adverse effects caused by dust and particulate matter. Vehicles delivering
construction materials will be covered to reduce spills and dust, and stringent control
measures will be exercised on the maintenance of construction equipment, machinery
and vehicles. Borrow pits, quarries concrete plants and asphalt mixing plants will be
located more than 500 m away from any settlement.
1.3.4 Noise Environment
Construction Phase
Monitoring of current noise levels at selected locations within the study area shows
that existing noise levels at all the locations are higher than the maximum permissible
limit of 75 dB(A). Out of the identified locations the noise levels of 87.58 dB (A) at
village Mohol is higher than other identified location points.
Noise impacts due to various construction activities are likely but are expected to be
confined to the immediate vicinity of the project corridor. Increased noise levels are
expected due to the movement of construction machinery, concrete and asphalt plant
operations and blasting/scraping in the vicinity of borrow pits and quarries. The likely
noise generated during excavation, loading and transportation of material near the
borrow areas will be in the range of 90 to 105 dB (A). During the operation stage of the
project, increased traffic volumes along the highway will result in increased noise
levels.
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Mitigation Measures
In order to minimize the rise in noise levels, mixing plants should be located at least
500m away from built-up areas. The contractor will be directed to provide earplugs to
workers to reduce the impact. Noisy operations will be scheduled to prevent night time
activities when noise levels are above ambient levels. In addition to the above, the
contractor will follow guidelines given in CPCB for the operation of construction
machinery:
Other mitigation measures that could be implemented include:
 Purchase of most severely impacted properties;
 Noise barriers at selected locations,
 Signals to alert riders and underpasses at selected locations, especially at
sensitive receptors i.e. temples and schools
 Restriction of blowing of horns and specifying silence zones in selected areas,
especially at sensitive receptors i.e. temples and schools.
1.3.5 Socio-Economic Environment
1.3.5.1 Land Acquisition
Construction Phase
The acquisition of about 308.97 hectares of land will cause changes in the land use
pattern of the area. Major portions of the land to be acquired are used for agricultural
purposes. The displacement of these lands will result in loss of agricultural production,
employment and traditional livelihood for affected farmers.
The acquisition of this land will result in the following losses:
 Productive agricultural soils and operating farms;

 Community space
 private properties, residences and businesses and amenities;
As per NHAI policy, affected people should be (a) compensated for their loss at full
replacement cost, (b) assisted in the move and supported during the transition period,
and (c) assisted in their efforts to improve their living standards, income earning
capacity and production levels, or at least to restore them
1.3.5.2 Land Use Changes
Changes in land use are most likely to occur in the by-pass segments, as increased
roadway access will increase the desirability of the land for purposes such as
residential and commercial / industrial development. The increased attractiveness for
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these uses is likely to result in increased land values, which in turn could lead to land
speculation. Often agricultural land which has been purchased for speculative
purposes will not be managed with the same degree of interest by the new owner /
developer as it was by the farmer, and may not be operated as agricultural land. The
availability of cheaper labours in the rural areas combined with increased access to
urban markets could result in significant changes to land use and community
dynamics in the areas that were previously agricultural. Changes that might occur
would include residential / commercial and industrial development along the roadway.
Mitigation Measures
As per the survey conducted thirty percent of the owners were non-committal on their
preference for resettlement and rehabilitation. However among those who gave their
preference, cash assistance was the most preferred option irrespective of tenure.
A Resettlement Action Plan has been developed for the project which details the
specific losses anticipated as a result of the acquisition of private properties for ROW
expansion and re-alignments (e.g. by-passes). The RAP also outlines the financial
compensation that is recommended to cover the financial loss associated with
property acquisition, in accordance with applicable laws, government guidelines and
practices. In addition to financial compensation for property acquisition, government
practices also include financial compensation for lost business (e.g. revenues from
agriculture) and moving expenses.
PAPs owning agricultural land and assets will be paid cash at replacement cost. The
replacement value will be arrived through a negotiated settlement. If negotiations fail,
then the land and asset will be acquired as per the provision of The National
Highways Act, 1956.
1.3.5.3 Monuments / Historical Areas
There are no such monuments / Historical Areas within the proposed ROW of the road
or within the 50m from the project road.
1.3.5.4 Health, Safety and Hygiene of Construction Workers
The most significant impact of the project on public health is likely to arise from
construction camps. These camps are anticipated to house up to 200 people for a
period of 30-40 months. Given this concentration of people, the potential for disease
and illness transmission will increase.
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Mitigation Measures
Construction workers will be fully trained and will be provided adequate safety
measures such as safety helmets, safety boots, earplugs, and gloves. During
construction regular training will be given to construction workers in respect of safety
measures as well as environmental protection measures. Construction workers will
also be provided ready access to on- or off-site health care facilities to reduce the
transmission of infectious diseases, and provide first aid for minor injuries.
1.3.5.5 Impacts to Indigenous Communities
The villages rely primarily on agriculture and animal husbandry for their main source
of income, and follow a traditional subsistence lifestyle. All vulnerable persons whose
source of income is affected will be entitled to a one-time grant of Rs.2000/- towards
training.
1.3.6 Ecological Resources
1.3.6.1 Vegetation
Construction Phase
Widening of the proposed highway section of package - I will result in the removal of
about 4674 trees/ plants. The removal of these trees and the loss of vegetation cover
will have some effect on local ecological balance, such as the disruption of habitat for
small birds, mammals, etc., that will be forced to migrate to other areas. The removal
of vegetation may also lead to minor climatic changes such as altered surface
hydrology, increased temperatures due to reduced shade cover, etc.
Mitigation Measures
Vegetation such as grasses and small shrubs will recover quickly, and for each tree
that is removed, 10 trees will be planted within the ROW. Most of the trees to be cut
are of girth size G3 and G2 i.e. mature trees. Although it will take time for the trees to
mature, the long term impact of removing the trees is expected to be minimal.
Operation Phase
In the NH-9 corridor, where the habitat is generally less disturbed / urbanized and
species diversity is expected to be higher, there is expected to be regular animal
movement across the highway by animals accessing the productive river valleys on the
north. Expansion of the highway from one to four lanes would have a significant effect on
these species as the roadway would create a barrier to animals on the south side that
routinely access the productive valleys on the north side.
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1.4 Public Consultations

Public consultations have been carried out during the month of May and June 2006 at
various places along the Project corridor. The district officials, representatives from
local bodies, politicians and large number of project affected persons have attended
the meetings. The various points raised in the meeting mostly concentrated on
alignment modifications and compensation criteria. All those attended the meetings
are unanimously in favor of the project.
1.5 Analysis of Alternative

Various alternatives have been taken into considered and analyzed on the basis of
environmental as well as socio-economic benefits of the alternative. The analysis of
alternatives has been made on the basis of “with and without project scenarios” in
terms of potential environmental impacts.
It is found on the basis of analysis that “with” project scenario will cause adverse
impacts to the biological and social-economic environment of the region, as compared
to “without” project scenario. Hence the “with” project scenario with minor reversible
impacts is an acceptable option for NH-9. (Annexure I – Comparison of Positive and
Negative Impacts Of “With” And “Without” Project Scenario)
1.6 Recommendations and Conclusions

On the basis of data analysis, nature of impacts and observations of the various
affected groups due to project, highway expansions can be developed without
causing significant adverse environmental impacts to the natural, social, economic or
cultural environment of the study area, assuming the mitigation measures identified in
EIA report are incorporated into design and implementation stage; the most important
of these are:
 Stringent Pollution Control Measures for activities responsible for pollution at
construction as well as operation phase of the project,
 Incorporation of appropriate control techniques to protect elevated
embankment, soil erosion and flood control,
 Providing proper sanitation and improving traffic flow conditions,
 Maintenance of roads periodically,
 Awareness about the environment and its management,
 Safety measures to the workers at construction sites.
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1.7 Environmental Management Plan

An Environmental Management Plan has been proposed along with institutional
arrangements for effective implementation, monitoring and reporting. It is envisaged
that all stake holders i.e. the NHAI / PWD, Social forestry department, the supervision
consultant, the design consultant, contractor, environmental consultant and public /
NGO’s will play their role in effective implementation of the EMP. The efforts of all the
agencies will be brought together by the ‘Environmental Management Unit’
proposed to be set up under the Project Implementation Unit (PIU) of the NHAI. This
unit will also arrange training of the staff involved in monitoring of the implementation
of the EMP besides taking steps to create awareness amongst the public and
stakeholders.
The monitoring stations for environmental parameters have been fixed based on
observation of site conditions such as the nature of construction, developments,
congestion, parking places, bus terminals, level of traffic and sources of pollution. The
frequency and duration of testing will be as per the requirements of the SPCB. All
tests will be conducted, as per the relevant IS specification.
There are a few primary long-term environmental concerns to be mitigated. These are
conservation of natural resources, air pollution, noise pollution, surface water
pollution, soil erosion; cutting of trees, noise control and road safety. Surface water
pollution is proposed to be controlled through choice of appropriate type of civil
engineering structures to minimize contamination of water bodies during construction
and provision of adequate drainage. Soil erosion is proposed to be controlled by use
of stone pitching & turfing along the embankments. Cutting of trees will be
compensated by transplantation of existing trees to the extent possible and
compensatory a forestation of trees that have to be cut. The EMP includes a detailed
arboriculture and landscape plan to compensate for the trees cut and the disfigured
skyline and enhancement designs as well. This has been included in Part II –
Environmental Management Plan, of the present report.
An arboriculture and landscaping plan has been proposed for an effective

implementation of roadside plantation and to maintain the aesthetics and to preserve
the green belt developed along the project road. This will also help in compensating
the loss of trees due to the proposed road development.
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Most environmental impacts from the project will arise during construction. Items such
as air pollution, surface water pollution, ground water pollution, noise pollution, land
pollution, preservation of ecological resources, respect for cultural and religion
sentiments, labour health, accidents and safety will be controlled by making suitable
provisions in the bid documents and assigning the responsibility for implementing
mitigative measures to the contractor.
During the operation phase it has been proposed that NHAI / PWD will monitor
periodically air, water and noise pollution for suitable action as necessary. The primary
post construction responsibility of the NHAI / PWD is maintenance of compensatory
and transplantation trees by watering, manuring and spraying of pesticides and
insecticides.
Implementation of EMP and Costing
The analysis of existing conditions, potential impacts and mitigation measures
suggested above would need effective Environmental Management Plan. Therefore
an Environmental Management Plan has been proposed and will be submitted at DPR
stage separately. The EMP will also include the organizational and staffing
arrangements, environmental training, monitoring procedures and record keeping. A
checklist for environmental monitoring has also been included in EMP. A tentative
cost, for implementing of various mitigation measures suggested on different items is
expected to be about Rs 4.208 lakes / year.
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2.0 Introduction
2.1 General
Highways and roads resemble the arteries and veins of a state, which are very
essential for its growth. Highway development leads to economic growth, connects
people, and provides for speedy and safe travel. However, highway development has
its negative impacts in the form of acquisition of land and property, leading to loss or
diminished livelihood, or loss to homestead, or both. In development projects,
especially in a highway project, the impact is not concentrated to a particular place like
in a reservoir project, but is linearly distributed. Therefore, a large number of people
are likely to be affected, though the degree of impact on each person may vary.
The National Highways Authority of India (NHAI), Ministry of Road and Transport &
Highways (MORT&H), Govt. of India, has taken up the development of various
National Highway Corridors where the intensity of traffic has increased significantly.
The MORT&H have taken the present section of NH-9 on the high priority keeping in
mind the economic importance of the road.
To provide safe, efficient and faster movement of traffic, the MORT&H has planned to
widen the existing 2 lanes Pune - Solapur Section of NH-9 starting from existing PWD
Chainage of Km. 40.00 to Km. 249.00 with a total length of 209 Kms (Vehicle traveled
distance) to 4-lane capacity. The section of NH-9 is again divided into two contract
packages, i.e. package – I from Km 40.00 to 144.400 and Package – II from Km
144.400 to 249.00. The environmental Study is a part of detailed project study and is
also a statutory requirement for obtaining environmental clearance. The present report
represents a detail Environmental Impact Assessment (EIA) of construction of the
project.
2.2 Alignment
The Project Road i.e. the Pune - Solapur NH-9 is a very important link providing
connection between two state capitals Mumbai & Hyderabad. The project road falls
under the administrative boundary of Pune & Solapur districts in Maharashtra state.
The road inventory reveals that the total length of Project Road is about 205km with
approximate 104 Km length of highway falls in Pune district & 97 Km in Solapur
district. The project road starts from Yavat at PWD Km. 40.000 and ends on PWD
chainage 144.400 for package I. The important towns on the section are Chaufulla,
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Bhigwan & Indapur. The total alignment of 104.400 km runs mostly through open
agricultural fields with scattered settlements all along.
2.3 Objective of Project
The project is proposed to widen the 2-lane capacity of Pune – Solapur NH-9 into 4
Lane. Thus the project aims to improve the road connectivity, road transportation, and
better accessibility to major workplaces, market places, education and medical
facilities. The project would also benefit the passengers in saving travel time, reducing
the vehicle & road maintenance cost, and would help in easy transportation of goods.
The present study is the assessment of the possible Environmental Impacts due to the
proposed project. Thus, Environmental Impact Assessment EIA aims to -
 To provide existing environmental condition along the project road i.e.
Pune – Solapur National Highway – 9
 To ensure that the significant environmental parameters are considered
during the selection of alignment
 To identify the environmental issues due to the project
 To assess the environmental impacts due to the physical intervention
 To provide mitigation measures in order to reduce adverse impacts due
to the project
 To implement Environmental Management Plan
2.4 Scope
The study is restricted to the project area falls in Pune district under Contract Package
– I with chainage of PWD Km 40.000 to Km 144.400. It is proposed in accordance
with the ADB’s Environment Assessment Guidelines1998.
Special attention would be given to the environmental enhancement measures in the
project like:
a) Cultural property enhancement along the highways
b) Bus bays and bus shelters including a review of their location,
c) Highway side landscape and enhancement of the road junctions,
d) Enhancement of highway side water bodies, and
e) Redevelopment of the borrow areas located on public land.
2.5 Methodology
The method adopted for EIA includes the Research & Field Study. The study is
carried out based on available secondary data collected from various departments
including Census dept., Meteorological Department, Statistical Department, the State
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Pollution Control Board, Geological Survey of India, Forest Department, Public Works
Department and various institutions & organizations involved in the project.
The field survey was carried out to fill the data gaps identified during reconnaissance
survey and examination of the available secondary information. Monitoring of ambient
air quality, noise level, water quality and soil quality was carried out at identified
locations along the project road as per CPCB / MOEF guidelines and relevant BIS
Standards.
To develop an environmental baseline status, data was collected on various

environmental components such as soil, climate, geology, hydrology, water quality,
flora and fauna, habitat, demography, land use, cultural properties etc, with the help of
different formats designed for primary surveys.
Flow Chart 1.1 shows the Methodology adopted for the study:-
2.6 Structure of Report
Environmental Impact Assessment report is divided into the following Chapters:
CHAPTERS
Chapter 1. Executive summary
Chapter 2. Introduction
Chapter 3. Project Description
Chapter 4. Policy, Legal and Administrative Framework
Chapter 5. Description of the Existing Environment
Chapter 6. Impact Identification & Evaluation
Chapter 7. Mitigation and Enhancement Measures
Chapter 8. Institutional Strengthening and Training
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Identifying Aim and Objectives of

the study
Identification of Critical
Environmental issues & Preliminary Project
selection of preferred
alignment Assessment
Baseline
Primary Data Secondary Data
Environmental
Collection Collection
Assessment
Environment
Monitoring
Identification and
Assessment of potential
Environmental Impacts
Suggestion of
Mitigation measures
Measures
Institutional
Implementation Environmental Strengthening &
Schedule & Management Plan Training
Supervision
Programme
Monitoring Plan Budget for EMP
Flow Chart 2.1. Methodology

2.0 Project Description
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3.0 Project Description
3.1 Introduction to Project Area
The Project road is a section of National Highway – 9 for Contract Package – I start
from Pune (PWD Km 40.000) and terminate at (PWD Km 144.400). The total
alignment of the project package is 104.400 km which falls in Pune District.
The project stretch runs mostly through open agricultural fields with small habitations
all along. It passes through total 34 numbers of villages and town. They are namely
Yavat, Bandgaon, Choufula, Warvand, Patas, Khedgaon, Mukandwadi, Kurkumbh,
Malad, Ravangaon, Deshmukhwadi, Khadki, Bhigwan, Valchandnagar, Dalaj No 1,
Kalewadi No 2, Palasdev Village, Loni Devkar, Balpudi, Indapur and Sardewadi.
The major villages and towns falling under the influence area of 200 m on either side
of the project road are Yawat, Choufula, Varvand, Patas, Khedgaon, Kurkumbh,
Bhigwan and Indapur. The important built up area worth considering is:
1. Indapur town between Km 134.000 and Km 136.000
The villages along this section are also contributing to considerable cross traffic
comprising of vehicular, pedestrian and animal. The disorganized and uncontrolled
habituated movements across a national highway reduces its level of service,
increases its accident rate thereby affecting the safety of traffic.
3.2 Existing Road Terrain

The Project road passes through the Plain terrain except few stretches that consists of
rolling terrain. The existing ROW along the project road generally varies between 15 -
60 meters which is inadequate to accommodate upgraded 4 lane facility; hence it
requires a minimum width of 45 m. The proposed ROW is 60 m in open area, or
where realignment is proposed. The available ROW is generally clear of
encroachments except in certain village/ town limits where land acquisition is required.
3.3 Project Impact
The section passes through major towns i.e. Yawat & Bhigwan. There are 17 minor,
intermediate and major junctions along this section. There are several Sugar Factories
/ Pharmaceutical factories / Chemical factories together with some service stations,
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commercial developments, restaurants / Dhabas, aggregate crushers, and cement

factories. There is no natural conservation area in and around the project. There is
one existing at-grade railway crossings (Pune - Solapur route) along NH-9 at Km
79/600.There are total 37 Bridges out of which 1 is major Bridges. Major bridge
crossings include Sonar/Roti Nallah, Bhima River, Sapatne Nallah, Seena River,
Sawaleshwar Nallah, Bale Nallah, and Shelgi Nallah. In addition, there are total of 301
cross drainage (CD) structures, consisting of pipe and slab crossings.
3.4 Land acquisition
The proposed road widening will not be confined within the available ROW. Hence
land acquisition is envisaged. However, within the limit of major town some built up
areas are located within the ROW which may need to be shifted partly. The details of
such losses would be discussed in volume V. Resettlement Action Plan. The impacts
of the project would include dislocation of community and religious sites. The impact
can be minimized by considering the opinion of public consultation and offering the
compensation package. Other measures to minimize the resettlement impact are
done by finalizing the road alignment considering the appropriate engineering
design /technology.
3.5 Project Components

The project consists of various components described as follows:
The project works include upgrading of existing two lanes NH-9 in Pune District from
Km 40.000 to 144.400 to a four lane arterial divided National Highway standards.
During the process, the design of Road is done in consultation with geometric,
environmental and social assessment team. In the initial stages it was important to
obtain a description of the proposed project, including suggested alignment; number
of proposed travel lanes; proposed width of right-of-way; bridge / culvert structure
rehabilitation / replacement; source of construction materials; proposed grade
separations, etc.
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3.5.2.2 Widening Proposals
Chainge in Kilometer as per Preferred Side of

PWD KM
Topographic Survey Length Widening for
(Km) Additional Two
From To From To Lanes
0.000 2.300 40.000 42.200 2.30 Eccentric Right

Concentric with
2.300 6.000 42.200 45.900 3.70 Service Roads
6.000 14.400 45.900 54.200 8.40 Eccentric Right

Concentric with
14.400 16.200 54.200 56.000 1.80
Service Roads
16.200 18.200 56.000 58.000 2.00 Eccentric Right
Eccentric Right with
18.200 19.600 58.000 59.400 1.40
Service Roads
19.600 23.200 59.400 63.500 3.60 Eccentric Right
Eccentric Left with
23.200 25.300 63.000 65.200 2.10
Service Roads
25.300 33.200 65.200 73.000 7.90 Eccentric Right
Concentric with
33.200 34.500 73.200 74.200 1.30
Service Roads
34.500 58.350 74.200 98.000 23.850 Eccentric Right
Concentric with
58.350 60.450 98.000 99.800 2.100
Service Roads
60.450 79.200 99.800 116.000 18.750 Eccentric Right
79.200 80.000 116.000 116.800 0.800
Service Roads
80.000 83.300 116.800 119.800 3.300 Eccentric Right
83.300 83.900 119.800 120.400 0.600
Service Roads
83.900 97.600 120.400 134.000 13.700 Eccentric Right
Concentric with
97.600 100.400 134.000 136.800 2.800
Service Roads
100.400 108.050 136.800 144.400 7.650 Eccentric Right
New Carriageway
95.700 100.700 132.200 137.200 7.800
for All the 4 lanes
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3.5.2.3 Proposed Cross Sections
The proposed cross-section in Project stretch consists of four-lane divided

carriageway. The roadway width for the project road, as per NHAI recommendations
is as follows:
Carriageway 2 x 7.0 m = 14.0 m
Paved shoulders 2 x 1.5 m = 3.0 m
Gravel shoulders 2 x 1.0 m = 2.0 m
Raised median 1 x 4.5 m = 4.5 m
Shy distance 2 x 0.25 m = 0.5 m
Total Roadway width 24.0 m
3.5.2.4 Site Clearing & Grubbing
It consists of cutting, removing and disposing of all materials such as trees, bushes,
stumps, roots, grass, weeds, rubbish, top organic soil up to 150 mm in depth etc.,
from the work area, which is unsuitable to execute the works. It also includes
excavation, backfilling of pits resulting from uprooting of trees and stumps to required
compaction, handling, salvaging, and disposal of cleared materials.
While carrying out clearing operations due care must be exercised for the preservation
of all roadside trees, shrubs, pole lines, fences, signs, monuments, buildings,
pipelines, and other utilities within the project work area. During clearing operations
adequate precautions must be taken to minimize soil erosion and water pollution. It
should be ensured that only such methods, tools and equipment as are approved by
the engineer.
All materials arising from clearing and grubbing operations must be disposed of in an
environmentally safe manner.
3.5.2.5 Earthworks
Earthwork consists of excavation, removal and satisfactory disposal of all materials

necessary for the construction of the roadway, side ditches, and waterways. It also
includes the hauling and stacking of or hauling to site of embankment and sub-grade
construction, suitable cut materials as required, and the disposal of unsuitable cut
materials in an ecologically safe manner.
In carrying out above works, adequate measures to control soil erosion, sedimentation
and water pollution must be deployed through the use of berms, sedimentation ponds,
fibre mats, mulches, grasses, slope drains and other devices.
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The surface area of erodible earth material exposed by clearing and grubbing,
excavation, borrow and fill operations must be limited to the extent possible. It must be
ensured to provide permanent or temporary erosion and sedimentation control
measures to prevent soil erosion and sedimentation that will adversely affect the
construction operations, damage adjacent properties, or cause contamination of
nearby streams or other water courses, lakes, reservoirs etc. Such work may involve
the construction of temporary berms, dikes, sedimentation ponds, slope drains and
use of temporary fabrics, mats, seeding, control devices to control erosion and
sedimentation.
3.5.2.6 Pavement Removal
All existing pavement designated for removal should be removed to an existing joint,
or cut and chipped to a tyre line with a face perpendicular to the surface of the existing
structure. All concrete pavements and miscellaneous structures to be removed should
be broken to smaller pieces and stockpiled at designated locations for subsequent
removal. All pavement removal materials to be salvaged should be placed in neat
stacks of same materials. The materials which cannot be salvaged should be
disposed of in an environmentally safe and approved manner.
3.5.2.7 Granular - Sub Base
It includes natural sand, moorum, gravel, crushed stone, or combination there of

depending on the grading required. These materials should be free from organic or
other deleterious substances should have silt content below ten percent.
Immediately prior to the laying of sub-base materials, the sub-grade shall be prepared
by removing all vegetation and other extraneous matter, lightly sprinkled with water if
necessary and compacted. The sub-base material should be spread on the prepared
sub-grade with motor grader capable of maintaining slope and grade during the
operation. The rolling and compacting should start immediately after the spreading
operations. Each pass of the roller shall uniformly overlap not less than one third of
the track made in the preceding pass. During rolling the grade and cross fall shall be
checked and any high spots or depressions corrected by removing or adding new
materials. All loose, segregated or otherwise defective materials shall be made good
to the full thickness of layer and recompacted.
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3.5.2.8 Water Bound Macadam Sub – Base / Base
WBM consists of clean, crushed aggregates mechanically interlocked by rolling and

bonding together with screening, binding material where necessary and water laid on
a properly prepared sub-grade / sub-base / base layer as the case may be, and
finishing within the specified tolerances of lines, grades, cross-sections and thickness.
The materials for Water Bound Macadam Sub-base / Base consist of coarse
aggregates such as crushed or broken stone, crushed slag, over burnt brick
aggregates or any naturally occurring aggregates. Crushed slag shall be made from
air-cooled blast furnace slag. It should be of angular shape, reasonably uniform in
quality and density and generally free from thin, elongated and soft pieces, dirt or
other deleterious materials. Over burnt brick aggregates shall be free from dust and
other objectionable and deleterious materials.
Screening to fill voids in the coarse aggregate shall generally consist of the same
material as the coarse aggregate.
The prepared Water Bound Macadam aggregates shall be spread uniformly and
evenly over the prepared sub-grade / sub-base to proper profile by using templates
placed across the road. Approved mechanical devices such as aggregate spreader
shall be used to spread the aggregates uniformly so as to minimize the need for
rework. The spreading should be done from stockpiles along the side of the roadway
or directly from the vehicles. The finished surface of the aggregates spread should be
carefully checked with templates and all high or low spots remedied by removing or
adding aggregates as may be required.
All Water Bound Macadam sub-base / base materials must be mined from the
approved aggregate sources.
3.5.2.9 Bituminous Pavement Layers
The bituminous pavement materials comprise of binder, coarse aggregates and fine
aggregate materials.
The binder materials should be of approved Indian Standard (IS).
The coarse aggregates shall consist of crushed rock, crushed gravel or other hard
material retained on the 2.36 mm sieve. They shall be clean, hard, durable, of cubical
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shape, free from dust and soft or friable materials, organic or other deleterious
materials.
Fine aggregates shall consist of crushed or naturally occurring material, or a

combination of the two, passing 2.36 mm sieve and retained on the 75 micron sieve.
They shall be clean, hard, durable, dry and free from dust, and soft or friable matter,
organic or other deleterious materials.
The sources of all materials must have environmental approvals in place.
Pre-mixed bituminous materials, including bituminous macadam, dense bituminous

macadam, semi-dense bituminous concrete and bituminous concrete, shall be
prepared in a hot mix plant of adequate capacity and capable of yielding a mix of
proper and uniform quality with thoroughly coated aggregates. Hot mix plants should
be calibrated from time to time to ensure uniform and consistent quality.
Bituminous materials shall be transported in clean insulated vehicles, covered with

tarp while in transit or awaiting to be unloaded.
Bituminous materials shall be spread, leveled and tamped by an approved self-
propelling paving machine. The surface over which the bituminous layer is to laid shall
be cleaned of all loose and extraneous matter by means of a mechanical broom or
any other approved equipment.
Bituminous materials shall be compacted in layers which enable the specified finished
thickness, surface level, regularity requirements and compaction to be achieved.
Compaction shall commence immediately after laying. Compaction shall be
substantially completed before the temperatures fall below the minimum specified
rolling temperatures. Rolling of longitudinal joints shall be done immediately behind
the paving operation. After this the rolling shall commence at the edges and progress
towards the centre portions, it shall progress from the lower to the upper edge parallel
to the centerline of the pavement. Rolling shall continue until all roller marks have
been removed from the surface.
3.5.3 Pavement Widening
The various widening options explored by the geometric team include:

 Eccentric (asymmetrical widening) mainly in the rural sections as far as possible to
minimize throwaway costs;
 Concentric (symmetrical widening) mostly in urban areas with restricted ROW; and
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 Realignments and bypasses to minimize environmental and R&R impacts.
3.5.4 Drainage
The highway embankment slopes will be 2H: IV (NHAI recommended), and unless
fully controlled, drainage from the paved highway surface will cause serious erosion of
these slopes. Provision will be made for full length curbs along the median to control
median drainage.
The use of open shoulder system will not only provide for stable embankment slopes
but would also reduce the rate of discharge of storm water to drainage ditches
(thereby reducing peak flood flows), and provide for additional water quality
improvement by filtration of runoff particulates and associated contaminates.
Some of erosion protection measures include:

 Planting of low maintenance, single species ground cover capable of providing
sufficient soil binding.
 Use of a mechanical slope stabilization system, such as plastic netting “Geogrid”
type systems, to stabilize soils and allow for ground cover development between
the grid webbing.
 For immediate control of excavated surfaces, and to reduce erosion by wind and
rain, use of “hydro seeding” systems which contain seed, match tackifier, and
fertilizer, and are sprayed over exposed surfaces.
 Uses of a naturally biodegradable blanket cover system to provide for initial
protection while ground cover develops in a protective organic matrix.
 On rural structures of the project roads grassed swales would be incorporated
along highway margins. Grassed or vegetated swales are open drainage ditches
or channels lined with grass.
3.5.5 Safety Measures
Based on field reconnaissance, traffic counts and surveys, safety and accident data,
and a review of national highway standards, a number of safety measures have been
included in highway design to increase pedestrian, cyclist, slow moving vehicle safety
as well as vehicle driver safety. Measures include:
 Street lighting in urbanized areas and at major junctions;

 Paved shoulders to facilitate pedestrian, cycle and slow moving vehicle
movements;
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 Traffic warning signs;

 Pedestrian underpasses at strategic locations to facilitate highway crossing; and
Details of these measures have been given in the Traffic Management Plan of the
main report.
3.5.6 Bridge and Culvert Improvement
It should be ensured the dismantling and disposal of all abandoned bridges and cross
drainage structure is carried out in an environmental safe and approved manner. All
backfilling of excavation and pits should be made with uncontaminated materials only.
New bridges and culverts may result in potential changes to the drainage pattern and
potential impact to aquatic habitats. The catchment area study should include these
considerations.
 New bridge piers in waterways change or restrict flow pattern of rivers, therefore,
due care should be exercised in the design.
 All crushers and concrete plants should be strategically located to minimize air and
noise pollution.
 Silting appears to be a major concern with most cross drainage structure.

Appropriate design and construction methods must be adopted to minimize silting
problems.
3.5.7 Waste Material Management
Materials removed from the demolition of the road surface (e.g. asphalt) will be
crushed and re-used in the preparation of new surface materials, to the extent
practical and feasible. Temporary storage of removed pavement along the roadway
and any other surplus materials excavated from, or generated at the construction site,
construction camps or staging areas, will be limited to 30 days. Disposal of all waste
material generated will be the responsibility of the contractor, and shall only be
disposed in designated areas, identified before the construction stage. It is expected
that some wastes (such as soils, tires, etc.) may be considered useful to local
residents, contractors, or municipalities.
To ensure that the waste management is conducted appropriately, the contractor will
be required, as per tender specification, to prepare a waste management plan before
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the commencement of construction, for approval by the NHAI, and any other
agencies, as necessary. It is expected that this plan will also address the recycling of
spent tyres and waste engine oil, as well as the management of sanitary wastes,
providing details of sanitary waste handling facilities at construction camps and
construction sites.
3.5.8 Equipment Staging & Materials
Construction contractors will be responsible for obtaining any necessary approvals for
their own staging areas and camps. Directions/guidelines for the design and operation
of the staging areas to ensure protection of the environment, has been included in
construction contract specifications. Key concerns addressed are the long–term
storage of materials, the storage and transfer of fuel and engine oils, the
establishment of sanitary facilities and the provision of water, and the remediation of
the areas/camps at the completion of construction.
3.5.9 Aggregates and Sand Sources
Considerable quantity of soil and rock aggregate is expected to be collected /

extracted from borrow areas and quarries identified in the vicinity of project road.
During pit development, all construction activities should be confined to designated

areas only, and must be in full compliance with the Environmental Protection Act.
Crushers, concrete, and asphalt plants should be strategically located to minimize air
and noise pollution. Access roads to borrow areas / quarries should be frequently
graded, and water sprayed for dust control.
Mixing and batching operations should be carried out on designated land to minimize
impact to adjacent fertile lands. All construction equipment and vehicles should be
well maintained and equipped with mufflers to keep noise level within permissible
limits. Any engine oil / diesel or transmission fluid spillage must not be allowed.
3.6 Field Surveys and Data Collection
A primary survey has been carried out at various locations along the project corridor. It
includes:-
 Environmental Monitoring Surveys,

 Tree Inventory Survey,
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 Public Consultation with affected peoples,

 Air, Water & Noise Monitoring and
 Location specific site surveys for environmental enhancement
The data collection from the field was completed with the help of enumerators /
investigators. The enumerators were trained and they practiced for two days by filling
up the Questionnaire at the site. The data collected was compiled by the full-time staff
at head office. The emphasis was laid on quality of data so that the conclusions
arrived at are authentic and reliable.
3.7 Assembly and Analysis of Data

This includes both published and other recorded environmental data, for the project
corridor. Literature search was undertaken and relevant agencies (e.g. the
Department of Forests, the State Pollution Control Board, Meteorological Department,
and Statistical Department etc) were contacted and appraised of the proposed project.
To develop an environmental baseline status, data was collected on various
environmental components such as soil, climate, geology, hydrology, water quality,
flora and fauna, habitat, demography, land use, cultural properties etc, with the help of
different formats designed for primary surveys.
3.8 Reports
Draft Detailed Project Report (DPR) stage of the project. The following reports are the
outcome of the course of the environmental assessments carried out for the project:
 Environmental Screening for the project corridor, at the Feasibility Study stage of
the project.
 Environmental Impact Assessment Report, at the Preliminary Project Report
(PPR) stage of the project.
 Environmental Management Plan at the Preliminary
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4.0 Policy, Legal and Administrative Framework
4.1 Policy
As a sequel to the UN conference on the Human Environment (1972), Indian

parliament in 1976 amended the constitution of India by introducing articles 48A and
51A. These articles incorporated environmental concerns into the Directive Principles
of state policy and postulated as a fundamental duty of all citizens to preserve and
protect the environment. As per the constitutional Provisions:
The state shall endeavor to protect and to improve the environment and safeguard
forests and wildlife of the country (articles 48A) and
Every citizen is bound to protect and improve the natural environment and to have
compassion for living creatures (Articles 51A (g))
4.2 Legislation
Government of India has enacted nearly thirty environment conservation laws and
Acts. Some of these are: Environment (Protection) Act 1986, Wildlife (Protection) Act
1972; Forest (Conservation) Act 1980; Water (Prevention and Control of Pollution) Act
1974, Air (Prevention and Control of Pollution) Act 1981; 1988 amendment of Motor
Vehicle Act (M.V.) Act, 1939. Water and Air Acts entrusted the task of their
implementation and regulation to pollution control boards set up for such purpose at
State and Central levels.
Even prior to the 1970’s and 80’s flurry of environmental legislation, there existed
numerous statutory provisions for safeguarding environment, though in a highly limited
way as some of these dated back to the colonial period. Some of these were Sec 277
of IPC dealing with water pollution, Sec 278 of IPC dealing with atmospheric pollution
and Statutes like the Factories Act, 1948; the Mines Act, 1952, Insecticides Act, 1968
and Motor Vehicle Act (M.V.) 1939.
Some of the important acts applicable to the present project are described herewith:
4.2.1 Environmental Protection Act
Environment (Protection) Act, 1986 is widely regarded as a comprehensive or

umbrella legislation for environment in its entirety. The responsibility for
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implementation of the provisions of the EPA has to a large extent been entrusted to
the regulatory agencies created under the Air and Water Acts. Department of
Environment (DoE) was created in 1981 in the Central Government to act as a nodal
agency for environmental protection and development in a co-ordinated manner.
The principal environmental Regulatory Agency in India is the Ministry of Environment

and Forests (MoEF) of the Government of India. MoEF formulates environmental
policies and accords environment clearances for the large projects (sector-wise listing
done by MoEF).
4.2.2 The Environmental Impact Assessment Notification (1994) and Amended

Notification 1997
The Environmental (Protection) Act, 1986 provided for Environment (Protection)

Rules, which are formulated since then. As one of these rules, the Environmental
Impact Assessment Notification 1994 has identified highways (item 21 of Schedule-I)
as one of the projects requiring prior clearance from the MoEF. Environmental Impact
Assessment (EIA) is a statutory requirement for obtaining clearance (a comprehensive
format for EIA has been prescribed in the notification).
According to the notification from the MoEF dated 27th April 1994 and amendment
dated 4th May 1994, expansion or modernization of any activity shall not be
undertaken in any part of India unless it has been accorded environmental clearance
by the Union Government in accordance with the procedures specified in this
notification.
In April 1997, a notification by the MoEF amending Schedule-I of the EIA Notification
stated that environmental clearance from the MoEF is not required for highway
projects relating to improvement work including widening and strengthening of roads
with marginal land acquisition along the existing alignments provided the highways do
not pass through ecologically sensitive areas such as National Parks, Sanctuaries,
Tiger Reserves, Reserve Forests, etc.
This project is a widening and strengthening of highway. Hence, environmental

clearance from MoEF is not required.
4.2.3 Forest (Conservation) Act (As Amended in 1980)
Of all laws, the Forest (Conservation) Act, 1980 stands out as having particular
significance for every project. The Act pertains to the cases of diversion of forest land
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and felling of roadside plantation. Depending on the size of the tract to be cleared,
clearances are applied for at the following governmental levels.
a) Applicability of the Forest (Conservation) to the road side Strip Plantations
In 1986, when MoEF enacted the Environment Protection Act, the entire linear
stretches of roadside plantations along the State Highways were declared as
protected forest. Although the land is under the control of the PWD, due to its
protected status, clearance is required to cut roadside trees. Applicability of the
provisions of the Forest (Conservation) Act, 1980 to the linear (road or canal side)
plantations was modified by a notification from the GoI-MoEF, dated 18 February
1998. The new notifications recognized that the spirit behind the Forest
(Conservation) Act was conservation of natural forests, and not strip plantations. In
the case of the “notified to be protected” roadside plantations, the clearance now may
be given by the concerned Regional Offices of the MoEF, irrespective of the area of
plantation lost. While issuing the approval, in place of normal provision for
compensatory afforestation, the Regional Offices will stipulate a condition that for
every tree cut at least two trees should be planted. If the concerned Regional Office
does not accord the clearance within 30 days of the receipt of fully completed
application, the proponent agency may proceed with the widening/expansion under
intimation to the State Forest Department, and the MoEF, Government of India.
b) Forest Land
Restrictions and clearance procedures proposed in the Forest (Conservation) Act

apply wholly to the natural forest areas, even in case the protected / designated forest
area does not have any vegetation cover.
The forest clearance from the govt. of India is needed for the proposed project.
4.2.4 Water (Prevention and Control of Pollution Act) 1974 (Amended 1988)
The Water (Prevention and Control of Pollution) Act, 1974 resulted in the
establishment of the Central and State level Pollution Control Boards whose
responsibilities include managing water quality and effluent standards, monitoring
water quality, prosecuting offenders and issuing licenses for construction and
operation of certain facilities.
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4.2.5 Air (Prevention & control of Pollution) Act 1981 as Amended in 1981 as
(Amended in 1987)
The Government of India (Gol) standards for the discharge of pollutants to the
environment (Water and Noise standards) are listed under the Environmental
Protection Act. These standards apply mainly to the control of industrial pollution, with
some applying to road construction projects.
The responsibility for monitoring vehicular air and noise pollution lies with the State
Transport Authority (STA), not with the PCB. For water pollution and erosion, there is
no institutional set-up for the road sector.
4.2.6 Noise Pollution (Regulation and Control) Rules, 2000
The Union Government has laid down statutory norms to regulate and control noise
levels to prevent their adverse effects on human health and the psychological well
being of the people. The rules titled Noise Pollution (Regulation and Control) Rules,
2000 have come into force at February 14, 2000. Under the new regulation, different
areas and zones are to be identified as industrial, commercial, and residential or
silence areas and anyone exceeding the specified noise level would be liable for
action. In industrial areas, the noise level limit during the day time (6 am to 10 pm) is
75 decibels and during night (10 pm to 6 am) 70 decibels.
Similarly, for commercial areas day time limit is 65 decibels and night limit is 55
decibels. In the case of residential areas, the limits are respectively 55 and 45
decibels and for the silence zones, 50 and 40 decibels.
4.2.7 Motor Vehicle Act 1988
In 1988, amendment of the Indian Motor Vehicle Act empowered the State Transport
Authority to enforce standards for vehicular pollution prevention and control. The
authority also checks emission standards of registered vehicles, collects road taxes,
and issues licenses.
In August 1997, the “Pollution under Control” (PCU) programme was launched in an
attempt to crackdown on the amount of vehicular emissions in the state. To date, is
has not been highly effective.
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4.2.8 Movement of Hazardous chemicals
Movement of hazardous chemicals by road is governed by Central Motor Vehicle

Rules, 1989 (rules 129 through 137). Besides, regulations and precautions has to be
taken while transporting such goods, the rules stipulate availability of a Transport
Emergency (TREM) Card with the driver of the carrier which shall provide information
on hazardous nature of the chemical carried and also precautions required to handle
emergencies such as spillage and fire.
4.3 Environmental Administrative Framework
The MoEF has the overall responsibility to set policy and standards for the protection
of environment along with the Central Pollution Control Board (CPCB). This includes
air, noise and water quality standards and the requirements for the preparation of
Environmental Impact Assessment (EIA) statements for development projects. These
standards are of significance for the proposed project. The status of key
environmental legislation in India is given in the following Table 4.1. Salient features
of relevant environmental laws and regulations, including their applicability to this
project is given below.
Table 4.1 - Key Environmental Legislation in India

Sr. Agency Statute/Policy Relevant objectives
No.
1 Ministry of Environment To protect and improve the
Environment (Protection) Act 1986 quality of the environment and
and Forests to prevent, control and abate
environmental pollution
Forest To restrict deforestation by
(Conservation) Act, 1927 restricting clearing of forested
Forest areas
(Conservation) Act, 1980
(as amended in 1998)
Forest Conservation
Rules, 1981
Environmental To ensure that appropriate
Impact Assessment measures are taken to
Notification 1994 conserve and protect the
Environment environment before
Protection Rules, 1986 commencement of operations
2 Pollution Water (Prevention To provide for the prevention
Control Boards and Control of Pollution) And control of water pollution
(State) Act 1974 as amended in and the maintaining or
1988 restoring wholesomeness of
Air (Prevention and water
Control of Pollution) Act To provide for the prevention,
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Sr. Agency Statute/Policy Relevant objectives

No.
1981 as amended in control and abatement of air
1987* pollution and for the
establishment of Boards to
* for Gujarat carry out these purposes.
3 Environment Wildlife (Protection To protect wild animals and
and Forest Act), 1972 birds through the creation of
Department National Parks and
Sanctuaries
4 Department of Motor Vehicle Rules, To check control vehicular air
Transport and 1989 and noise pollution
Department of Motor Vehicles Act, To regulate development of
Police 1988 the transport sector
Rules of Road
Regulations, 1989
5 Archaeological Ancient Monuments and To protect and conserve
Survey of India, Archaeological sites and cultural and historical remains
Directorate of Remains Ac t, 1958 To regulate construction
Archaeology activities near the monuments
and sites protected by the
Government
6 Revenue Land Acquisition Act, To set out rules for
Department 1894 acquisition of land by the
Government departments and
agencies
4.4 National Environmental Quality Standards
4.4.1 Air Quality Standards
In order to evaluate air quality and to design appropriate air pollution control systems,
it is necessary to know the concentration of various air pollutants. The guidelines
issued by CPCB on ambient air quality standards are reproduced in Table - 4.2. It
needs to be mentioned here that for HC, ambient air quality standards have not been
specified.
Table 4.2 - National Ambient Air Quality Standards

Concentration in ambient air
Time-
Residential, Method of
Pollutants weighted Industrial Sensitive
Rural & measurement
average Areas Areas
other Areas
Improved West and
Geake
Annual
Sulphur Dioxide 80 µg/m3 60 µg/m3 15 µg/m3 Method
Average*
(SO2) Ultraviolet
Fluorescence
24 hours** 120 µg/m3 80 µg/m3 30 µg/m3
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Concentration in ambient air

Time-
Residential, Method of
Pollutants weighted Industrial Sensitive
Rural & measurement
average Areas Areas
other Areas
- Jacob & Hochheiser
Annual
Oxides of 80 µg/m3 60 µg/m3 15 µg/m3 Modified
Average*
Nitrogen as (Na-Arsenite) Method
(NOx) Gas Phase
24 hours** 120 µg/m3 80 µg/m3 30 µg/m3
Chemiluminescence’s
- High Volume
Sampling,
Suspended Annual
360 µg/m3 140 µg/m3 70 µg/m3 (Average flow rate not
Particulate Matter Average*
less than
(SPM) 1.1 m3/minute).
24 hours** 500 µg/m3 200 µg/m3 100 µg/m3
- Respirable particulate
Respirable Annual
120 µg/m3 60 µg/m3 50 µg/m3 matter
Particulate Matter Average*
sampler
(RPM) (size less
than 10 microns) 24 hours** 150 µg/m3 100 µg/m3 75 µg/m3
- ASS Method after
sampling
Annual
1.0 µg/m3 0.75 µg/m3 0.50 µg/m3 using EPM 2000 or
Average*
Lead (Pb) equivalent
Filter paper
24 hours** 1.5 µg/m3 1.00 µg/m3 0.75 µg/m3 .
Annual
Ammonia1 0.1 mg/ m3 0.1 mg/ m3 0.1 mg/m3 .
Average*
24 hours** 0.4 mg/ m3 0.4 mg/m3 0.4 mg/m3 .
- Non Dispersive Infra
Carbon Monoxide 8 hours** 5.0 mg/m3 2.0 mg/m3 1.0 mg/ m3
Red (NDIR)
(CO)
1 hour 10.0 mg/m3 4.0 mg/m3 2.0 mg/m3 Spectroscopy
Annual Arithmetic mean of minimum 104 measurements in a year taken

* twice a week 24 hourly at uniform interval
24 hourly/8 hourly values should be met 98% of the time in a year.

** However, 2% of the time, it may exceed but not on two consecutive days.
(Source: Central Pollution Control Board)
4.4.2 Water Quality Standards
The project that crosses waterways viz. rivers, canals, streams, etc can have
significant impacts on both surface and groundwater hydrology. A change in water
hydrology may affect the surface water quality as well as sediment transport, changes
in water table, water logging and changes in infiltration rates.
The excerpts from guidelines issued by CPCB (based on BIS standards) on primary
water quality have been reproduced in the following.
87
Table 4.3 - Guidelines of CPCB on Water Quality

Criteria
Designated-Best- Class of
Criteria
Use water
Drinking Water Source A 1. Total Coli forms
without OrganismMPN/100ml shall be 50 or
conventional treatment but less
after disinfections
2. pH between 6.5 and 8.5
3. Dissolved Oxygen 6mg/l or more
4. Biochemical Oxygen Demand 5 days
20oC 2mg/l or less
Outdoor bathing (Organized) B 1. Total Coli forms Organism
MPN/100ml shall be 500 or less
2. pH between 6.5 and 8.5
20oC 3mg/l or less
Drinking water source after C 1. Total Coli forms Organism
conventional treatment MPN/100ml shall be 5000 or less
and disinfections
2. pH between 6 to 9
20oC 3mg/l or less
Propagation of Wild life D 1. pH between 6.5 to 8.5
and Fisheries
3. Free Ammonia (as N) 1.2 mg/l or less
Irrigation, Industrial E 1. pH between 6.0 to 8.5
Cooling, Controlled Waste
disposal 2. Electrical Conductivity at 25oC micro
mhos/cm Max.2250
3. Sodium absorption Ratio Max. 26
4. Boron Max. 2mg/l
Below-E Not Meeting A, B, C, D & E Criteria
4.4.3 Noise Standards
The MoEF has notified ambient noise level standards vide Gazette Notification dated
26th December 1989. It is based on the weighted equivalent noise level (Leq). These
are presented in following table.
Table 4.4 - National Ambient Noise Standards

Limits of Leq in dB (A)
Area Code Category of Zones
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Day time* Night time*
A Industrial 75 70
B Commercial 65 55
C Residential 55 45
D Silence Zone ** 50 40
* Day time is from 6 am to 10 pm whereas night time is from 10 pm to 6 am

** Silence zone is defined as area up to 100 meters around premises of hospitals,
educational institutions and courts. Use of vehicles horns, loud speakers and bursting
of cracking are banned in these zones.
As mentioned in section 3.2.7, these noise standards have been given the status of
statutory norms vide Noise Pollution (Regulation and Control) Rules, 2000. However,
these rules have changed the periods for ‘Day Time’ and ‘Night Time’ to 6 a.m. to 10
p.m. and 10 p.m. to 6 a.m. respectively.
87
5.0 Description of Existing Environment
5.1 General
Baseline environmental data plays a key role in screening of environmental

parameters likely to be affected due to the project implementation. The area falling
under the stretch of 200 m on either side of the project road has been considered for
assessment of the impact area. The baseline environmental data comprise the
features present within a strip of 10 km on either side of the existing highway. This
area is referred to as study area in the report. This facilitates the decision maker to
assess a particular environmental parameter, which needs to be incorporated during
the detailed Environmental Impact Assessment (EIA) study. The proposed study area
falls on jurisdiction of Pune & Solapur Districts, the route follows NH -9 from km. 40.00
to km 241.00. The features documented in this report have been collected through
field investigations, interaction with locale population and desk research. The data
have been collected including the environmental features on Land, Water, Air, Noise
and Ecological Environment.
The proposed study area is covered in Survey of India topographical sheets
47F/9, 47F/11,47F/13, 47F/15, 47J/2, 47J/6, 47J/7, 47J/11, 47J/15, 47J/16, 47O/5,
47O/9, 47O/10, 47N/3, 47N/4, 47N/8, 47M/8, 47J, 47O, 47N, 47P, 47K, 47I, 47J/15
(on 1:50000 Scale).
5.2 Physical Features
5.2.1 Physiographic and Land use
The project road runs mostly through the agricultural fields with some area of
industrial belt and built-up area. A small portion of the study area is passing through
hilly area which can be considered as Ghat that starts at Km 68.000 and ends at Km
69.000 near Kurkumbh MIDC. Bhima is the largest river. The important tributaries of
Bhima River are River Nira a right bank tributary and river Sina left bank tributary.
Bhima River rises close to Bhimashankar in Pune District and enters Solapur district
near village Jinti in Karmala Tahsil.
87
The alignment of the project area is mainly in rolling terrain containing a good number
of combinations of vertical and horizontal curves. The profile of the carriageway is
close to the natural ground profile. In general 40% of the corridor is plain terrain and
60% is rolling terrain. The following table shows the terrain classification of the
stretches along the corridor.
Table 5.1 - Land Use Details

S.N Chainage Terrain Classification
From To
1 40.000 46.000 Plain
2 59.000 66.000 Plain
3 77.600 84.000 Rolling
4 140.900 148.000 Rolling
Pune-Solapur Project Section
The project road starts from Yavat at PWD Km 40.000 and goes up to Tembhurni
Junction at Km 144.400. Total 12 number of villages and towns are falling under the
influence area of 200 m on either side of the project road. There is no natural
conservation area in and around the project. Along the project stretch there are some
industrial sites. The industrial estate consists of Bhallarpur industries, Kurkumbh
MIDC, Loni Deokar MIDC, Solapur MIDC and sugar factories. There are 36 minor
bridges and 1 major bridges; e major river/nallah flowing near the study area is Sonar
Nallah, Bhima River, Sapatne Nallah, Mohol, Sina River, Sarwaleshwar, Bale and
Shelgi River
Table 5.2 - Physiography and Land use of Project

Area
Project Road Section Land Use Terrain Remarks
Forest area Plain and Rolling Pune district
Yavat (km 40.000) to ,Industrial area, terrain
Indapur (km 135.000) agricultural area,
barren land and
(Total Chainage from built up area near
km40.000 to 144.400) Yawat, Warwand,
Patas,
Kurkumbh,
Bhigvan, and
Indapur
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5.2.2 Geology, Soils and Minerals
5.2.2.1 Geology
Pune District
Pune district is renowned for the rare and beautiful zeolites. Crystals of scolecite,
huanlandite, stilbite and appophyllite occur as amygdules in the basaltic rocks, around
Pune, Bolai deo and Mala top. The western part of the district comprises the Sahyadri
ranges, where many peaks are over 1066 m above the sea level. The lowest elevation
is 498 m near Indapur and the highest elevation is 1403 m above M.S.L. located 2.75
km southwest of Velhe. The area is drained by Ghod, Bhima, Indrayani, Mula, Mutha
and Nira rivers.
The area is covered by thick pile of basaltic lava flows of Deccan Trap of Upper
Cretaceous to Palaeogene age viz. compound ‘pahoehoe’ and ‘aa’ flows. The
pahoehoe flows contain several units which vary in thickness from less than a metre
to several metres. The compound pahoehoe flows generally underlie or overlie a thick
succession of aa flows, thereby constituting a regional marker for correlation.
The thick lava succession has been grouped into seven formations. The oldest lower
Ratangarh formation comprises of two compound pahoehoe flows and is restricted to
the western boundry of the district. The Upper Ratangarh Formation, consisting only
of compound pahoehoe flows are restricted to the northwestern parts of Ghod valley
and in the central part in the Bhima valley. A megacryst flow, M3 marks the top of this
formation overlying this formation is the indryani Formation comprising a thick
succession of ‘aa’ flows. This is succeeded by a sequence of pahoehoe flows grouped
under karla formation. These formations are confined to the northwestern, central and
eastern parts. Further east, the thickness decreases and the flows pinch out.
Overlying this is a sequence of simple and ‘aa” flows forming the Dive ghat Formation
which cover the southern part and a part of eastern margin. These flows show
characteristics of both ‘aa” and ‘pahoehoe’ types. The overlying Purandargarh and
mahabaleshwar formations comprise flows of essentially ‘aa” types and their
occurance is mainly restricted to the southwestern, northwestern and central parts.
These two formations are separated by a megacryst basalt flow M4 which forms the
top of the Purandargarh Formation. The basalts are essentially tholeiites without any
marked chemical variation.
The basalts are intruded by dykes varying in thickness from 5-10 metres and trending
NNE-SSW. The dykes are cut by joints parallel to the walls and at right angles to the
87
walls besides horizontal joints. The dyke rocks are fine to medium grained and show
sparse phenocrysts.
Along the banks of the rivers, a few metres thick alluvium is deposited at places.
Geology of the project area is shown in Map given in Annexure - I
5.2.2.2 Soils
The soils in the study area can be categorized as follows. In Pune, thick alluvium soils
are found along the river banks.
5.2.2.3 Minerals
Pune District
The district is rich source for limestone deposits. Deposits of limestone occur in the
villages of Dive and Khanoli of Purandar tehsil. Thickness of limestone in different
bands is found to vary from 1.5 to 1.8 m in diva area and from 1.8 to 2.4 m in khanoli
area. Lime Stone is found to be of good quality containing 43% to 48 % CaO, less
than 2% MgO and 6 to 8% SiO 2. The total reserves of limestone in this area have
been estimated at 0.15 million tones which are inadequate to contemplate any major
industrial utilization.
5.2.3 Climate
The climate is typical monsoon, with three distinct seasons - summer, rainy and
winter, as elsewhere in India. Climatic data on temperature, rainfall, number of rainy
days, relative humidity, wind speed & wind direction for Pune and Solapur area has
been obtained from Indian Meteorology Department (IMD)-Govt. of India. It is
described as follows:
5.2.3.1 Temperature
The mean maximum temperature varies from 26.70 C to 38.3 0 C in Pune region. The
highest maximum temperature recorded is 42.40 in the month of May 2003. The mean
minimum temperature varies from 10.20 C to 23.3 0
C. The lowest minimum
temperature is 4.10 in January 2004 recorded during 2003 to 05.
5.2.3.2 Rainfall
The average annual rainfall along the project road ranges 658 mm in Pune district.
Rainfall occurs mostly during June to September. The average annual rainfall
recorded in Pune district during 1994 to 2003 is 658 mm. It has received the minimum
rainfall of 424mm in 2002 and maximum 1023 mm in 1997.
87
The summary of the monthly annual rainfall is given in Annexure - II obtained from
Additional Director General of Meteorology (Research), Pune.
5.2.3.3 Humidity
In Pune, the relative humidity ranges from 65% to 84% during monsoon and 17% to
46% during summer. The maximum humidity occurs in the month of July, August and
September. The percentage humidity is near & above 80 in all the three months and it
is also seen the maximum rainfall occurs in July and August months.
5.2.3.4 Wind speed and Wind Direction
The wind direction is generally westerly to south-westerly, with wind velocity ranging
from 0.1 to 10.90 kmph. It is observed that for Pune, the predominant wind direction is
North-west to South-east for both in the morning and in the evening. The evening sea
breeze from west/northwest keeps the summer nights at bearable levels. Wind Speed
& Wind Direction data for the project area is shown in Annexure – III obtained from
IMD
5.2.4 Air Quality
The project road is predominantly passing through the rural areas with agricultural
fields along with some industries. The length of the project road for contract Package -
I is 104 km which starts from Yawat village till Tembhurni Junction at PWD Km
144.400.
The major sources of air pollution in the region are vehicular traffic and dust arising
from field /domestic/ fossil fuel. The major cause of air Pollution in the study area is
the increasing traffic along the project.
To monitor the ambient air quality along the study area, 5 monitoring points were
identified considering the factors like environmental sensitivity and major traffic
junctions. Out of the 5 monitoring points three points are falling under package-I.
Details of these monitoring locations are given below.
Table 5.3 - Locations for Air Quality Monitoring

Statio Station Name Chainage / Description of Location
n No. Location
residential/silent zone with no development,
1 Yawat At km 43.000 will cover most of the traffic flow on NH-9
industrial zone with high traffic flow on NH-9

Kurkumbh
2 At km 70.000 from Pune
(MIDC area)
3 Indapur At km 135.000 Residential area covers change in traffic flow
87
The air quality monitoring results are given in the following Table 5.4. It can be seen
from the results that concentration of SO2, CO and NOx for all the monitored stations
are below detectable values and hence expressed as Nil. The result of Suspended
Particulate Matter SPM is well within the permissible limits for all the monitored
station. Thus the air quality monitoring results shows that the project area has no
major source of air pollution in the vicinity. Air Quality monitoring report for the
identified locations is given in Annexure - V
Table 5.4 - Air Quality Monitoring results at the identified

locations
Parameters Yawat Kurkumbh Indapur Limiting std.
(MIDC area) (μgs/m3)
SPM
μg/m3 186 198 147 200
RPM
67 89 75 100
μg/m3
SO2
12.8 19.9 13.8 80
μg/m3
NOX
13.9 23.7 17.8 80
μg/m3
CO
786 806 778 2000
μg/m3
5.2.5 Noise levels
The ambient noise levels were also measured along the alignment at the same five
locations mentioned in table above. Out of the total 5 monitoring points 3 points fall
under package-I. The noise levels were recorded along the alignment at congested
junctions and at specific distance from the junctions, where noise level are perceived
to be high. The data after study shows that noise levels are exceeding the prescribed
limits as per standards. This is mainly along the narrow road which leads to
congestion & stopping of vehicle at a point for longer duration and acceleration. Hence
4 - Laning of the project road will help in decongestion and reduction of noise levels.
Noise Quality monitoring report for the identified locations is given in Annexure – V
87
Table 5.5 - Noise

Quality Monitoring results at the
identified locations
Monitoring Stations Noise level Limiting
(In Decibel A) std.
Day time Night time (In Decibel
dB(A) dB(A) A)
Yawat 60.8 49.4 75
Kurkumbh (MIDC area) 67.8 50.6 75
Indapur 59.9 47.8 75
5.2.6 Water environment (surface and ground water quality)
The project road crosses river, canals, drainage channels, small lakes and dam.
These water bodies facilitate irrigation / drinking water supply in the area and also act
as natural drainage system. The project corridor crosses 36 minor bridges and 1
major bridges;
Lake At Ch: 64.400 & 78.200
Locations and names of major river / nalla is given as under.
 At Km 93.129 Sonar Nallah

These rivers/canals/drains facilitate irrigation in the area and mainly act as drainage
channels and also contribute to ground water recharge. The entire list of major and
minor bridges is given as Annexure – VI under Improvement Proposal.
The ground water table is around 3-20 m deep. It also has few small rivers / ponds /
reservoirs which are used to supply water for drinking / irrigation. It contains water
generally from October to February.
Several water samples from various water resources and water bodies along the
project corridor were collected and are being tested to determine their suitability and
the usability. The details of the sampling locations from some of the major river water
bodies / reservoirs in the vicinity of study area are given below:
Table 5.6 - Water quality sampling location points

Sr. location Direction Type of Condition Availability Sample
no. source of flow no.
1 41.300 Crossing Khadak flowing Perennial WS1
the road wasala water
87
main canal
Stagnant
2 63.300 RHS Pond Perennial WS2
water
Reservoir
of earthen Stagnant
3 77.000 RHS Perennial WS3
dam (malad water
tank)
Stagnant
4 108.500 RHS Tube well Perennial WS4
water
Reservoir
Stagnant
5 115.200 LHS (ujani dam Perennial WS5
water
bhimnagar)
The water quality monitoring results are given in the following Table 5.7. The quality of
surface water i.e. from reservoirs and rivers is quite good but requires treatments
before actual use.
Table 5.7 - Water quality monitoring results at the identified locations

Reservoir
Tube Reservoir
Khadak Pond of earthen
Parameters well (Ujani dam
wasala at RHS dam (Malad
at RHS Bhimnagar)
tank)
pH 7.5 8.61 7.13 7.48 7.07
Colour (hazan) <1 <1 <1 <1 <1
unobjectio unobjecti unobjectiona unobjecti unobjectionabl
Odour
nable onable ble onable e
Turbidity (NTU) 1.9 2.1 2.2 1.6 2.0
TDS(mg/l) 326 400 407 202 409
Hardness (mg/l) 123 143 160 123 132
Chloride (mg/l) 12.2 13.5 14.4 13 14.3
SO4 5.8 5.6 6.4 4.7 6.9
NH4N (mg/l) ND ND ND ND ND
TKN (mg/l) ND ND ND ND ND
NO3(mg/l) 4.7 4.6 5.7 3.7 5.0
Ca (mg/l) 18.6 17.7 18.0 16.9 28.7
Fe (mg/l) 0.6 0.7 0.7 0.5 0.9
5.3 Biological Resources
5.3.1 Terrestrial Flora and Fauna

5.3.1.1 Flora
An ecological study of the ecosystem is essential to understand the impact due to
project development activities on the existing flora and fauna of the area. Forest area
in the state is 61,939 Sq-Km covering 20 per cent of land area of the state. The
project area falls mainly under flat terrain.
The characteristic features of the forest are the presence of the moderate uneven
upper canopy of trees of dry species. The lower canopy is also deciduous with a
ground cover of grass.
87
Besides forest flora agricultural crops are also grown in the study area. These
comprise of rain fed crops and irrigated crops. Irrigated crops sustained on seasonal
water supply from storage dams and ground water sources. These are as follows:
Major crops
The crops grown in the districts can be grouped two categories- food crops and cash
crops. The principal food crops are Rice, Wheat, Jowar, Bajri, and all pulses etc.
Sugarcane & cotton, is the major cash crops. Marathwada being predominantly a semi
urban area, agriculture production is significant.
5.3.1.2 Fauna
The area is not rich in terrestrial fauna but the avian fauna of the area is very rich and
possess highly varied and rich composition. The domestic animals consist of cows,
bullocks, sheep, goats and dogs. There is a famous wildlife sanctuary located in north
part of the Western Ghats of Maharashtra i.e. Bhimashankar Wildlife Sanctuary in
Ambegaon tehsil in Pune district but it does not falls within the project area.
Rare or endangered species have been recorded in the project area. Main wild life
mammals are jungle cat, Jackal, Deer, reptiles, snakes.
5.3.1.3 Wild Life Sanctuaries / Reserves

There is a famous Bhimashankar wildlife Sanctuary located in northern part of the
Western Ghats of Maharashtra in Ambegaon tehsil in Pune. However, the sanctuary
does not pass through project area. The total area of the sanctuary is 130.78
sq.km.
Southern tropical semi evergreen forest is the main forest type of the sanctuary and
the dominant species are Mongnifera indica (Mango), Syzygium cumini (Jamun)
Terminalia chebula (Hirda), Terminalia bellirica (Behda), Bambusa arundincea
(Bamboo), Carvia callosa (Shrub), Cassia tora (Herbs), Acacia sinuate (Climber),
Eleusina carcara (Grass), Athyrium falcatus (Fern)
The area is rich in fauna since there is variety of forest types in the sanctuary. The
wild life found here includes Leopards, Barking Deer, Sambar, Wild Boar, Langur, and
Hyena. Among the birds one will be able to find Malabar Grey Hornbill, Quaker
Babbler, Malabar Whistling Thrush, Green Pigeon, Black Eagle, Grey Jungle Fowl and
many, many more. One might get to see the great butterfly brigade and Malabar Giant
Squirrel, one of the largest of tree squirrels found over here measuring three feet
long.
87
5.3.2 Forest Resources

5.3.2.1 Forest within the Right of Way
The forest area coming within the right of way and vicinity is shown in map given in
Annexure - IV
5.3.2.2 Trees in the ROW
The National Highway No. 9 runs through the existing trees on its either side. The
main species observed are Tamarind (Tamaridus indicia), Neem (Azadirachta indicia),
Velvatam (Acacialeucophola) and Dalbergia Sissoo (Sisso). The distance of trees
from the edge of the road vary from 1.0 m to 8.0m. 1616 trees are likely to be lost
due to widening of road for 4-lanning.
5.4 Socio economic conditions
5.4.1 Demographic features
As per census 2001, the population of Maharashtra state is 9.67crore, with sex ratio of
922 females per 1000 males. The total states population is 9.4% of the total
population (102.70crore) of India. In-migration is one of the main reasons for higher
population in the State. The sex ratio has declined from 934 in 1991 to 922 in 2001.
Pune district
As per Census 2001, the total population of the Pune district is 7,232,555 with
3,769,128 of male and 3,463,427 of female population. It shares 7.47 % of the total
states population. The population density is 462 per sq.km, which is higher to states
population density of 324. The sex ratio of the district is 919 females which is less
than state’s sex ratio of 922. The literacy rate of the district is 80.78% which is higher
than the state’s literacy rate of 76.9 %.
5.4.2 Properties within ROW
There are number of properties which are likely to be affected due to present widening
activities. The various properties includes cultural properties (temples, mosques,
shrines etc), nature of settlement (urban, rural, commercial, residential, forest, hill,
valley), water resources (ponds, wells, hand pumps, lakes, rivers), bridges structures,
public buildings (schools, hospitals, bus stands, govt. offices), utilities etc. It is found
that in all there are 18 religious structures in NH-9 section. Some of these structures
have historic significance. Removal/shifting of this structure will hurt the religious
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sentiments of the communities. These structures have been saved to maximum extent
by shifting alignment away from these properties.
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6.0 Impact Identification & Evaluation
6.1 General
In pursuance of the global goals of nature conservation and projection of environment
state government have initiated plans, schemes and actions to implement various
legislation. The latest being the Environment (Protection) Act, 1986. In May 1994,
Ministry of Environment and Forest (MOEF) had issued a notification on
Environmental Impact Assessment (EIA) for Development Projects.
Impact identification and assessment consists of comparing the expected changes to

the physical, biological and cultural environment. This chapter describes the
assessment of the nature, type and magnitude of the potential impacts likely to be
caused to the various relevant physical, biological and cultural environmental
components along the project corridor.
A wide variety of direct and indirect negative impacts have been attributed to road and
highway construction or improvement projects. Though sharing a common concern
over most environmental attributes, depending on their past experience in various
projects, different agencies tend to lay varying emphasis on different biophysical and
socio-environmental components and issues.
6.2 Study Methodology

The environmental impact assessment in this project employed a reiterative approach
in which potential environmental issues have been examined at successive levels in
detail.
The methodology for Environmental Impact Assessment was designed to ensure the
environmental assessment process has been conducted in full compliance with the
National and State regulatory framework as well as guidelines as detailed in the TOR.
The major steps in the EIA process for the proposed project were as follows:
6.2.1 Assessment of the Potential Impacts

Potential significant impacts that need further study were identified on the basis of
analytical review of baseline data, review of environmental conditions at site,
analytical review of underlying socio-economic conditions with project influence area.
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Since the project involves strengthening & widening to four-lane highway, impacts
identified are mostly direct and confined to ROW, only at critical locations, where the
engineering, environmental and social aspects have warranted a shift from the
existing alignment, bypasses / realignments have been proposed. To effectively voice
the potential environmental issues likely to result due to the project, an in-depth
analysis of the status of the existing environment has been carried out to identify the
potential impacts - both beneficial as well as adverse.
6.2.2 Environmental Monitoring and Analysis
In order to assess the situation in different sections of the project road, during the
environmental screening and site visit of the area, various locations were identified for
testing & monitoring of ambient air quality, noise level and water quality. The
monitoring & testing of water and air quality has been done with the help of laboratory,
recognised by Ministry of Environment and Forests, New Delhi. The baseline
concentrations established, will facilitated the assessment of the various air pollutant
parameters and the noise levels due to the proposed project.
6.2.2.1 Monitoring of Ambient Air Quality
With the Upgradation and widening of the road, there is bound to be increase in the
traffic volume and other related activities that will boom due to better accessibility.
Therefore, it becomes imperative to assess the existing condition of the ambient air.
Samples of air were collected and analysed to monitor existing concentration of
Suspended Particulate Matters (SPM), Respirable Particulate Matters (RPM), Carbon
Monoxide (CO), Hydrocarbons (HC), Oxides of Nitrogen (NOx) and Sulphur Dioxide
(SO2). The sampling locations have been selected in the light of environmental
conditions as well as vehicular activities. The details of the sampling locations are
given in Chapter- 5.
6.2.2.2 Monitoring of water Quality
Water samples were collected from surface water sources consisting of flowing and
still water bodies at selected locations. This will help in establishing the baseline water
quality criteria. The locations were selected keeping in view the site conditions, project
related requirements both at construction as well as operation phase and water
requirements of local communities for domestic purposes. The details of locations are
given in Chapter-5.
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6.2.2.3 Monitoring of Noise level
The noise levels have been monitored along the project road within the corridor of
impact (CoI). This corridor of Impact can be as wide as 500 m on both sides of the
project road upto 10 kms. But in this project the CoI has been fixed as the Right of
Way (ROW). The noise levels have been tested at various locations as given in
Chapter-5.
6.2.2.4 Community Consultation
Consultations with concerned officials, agencies and potentially affected persons

continued throughout the process. The issues raised by the communities and the
various stakeholders have been incorporated in the engineering design for the project
road.
6.2.2.5 Mitigation Measures for Pollution Control
The modeling and prediction of the environmental quality of air, noise etc. due to the
project, will facilitate the formulation of location-specific mitigation and enhancement
measures. The detailing of the various mitigation measures to be proposed has been
incorporated in EMP including the Bill of Quantities (BOQ) and technical
specifications. As regards the water and soil components, critical locations needing
mitigation have been identified based on the environmental monitoring, and mitigation
measures worked out.
6.2.2.6 Transplantation of Trees
Provisions for the transplantation of tree saplings have been made. To identify
suitable species of trees for transplantation, a detailed survey is to be conducted and
the trees that need to be transplanted will be marked accordingly at the
implementation stage. The typical guidelines for carrying out the transplantation have
been worked out and the technical specifications for the same have been detailed out
in EMP.
6.2.2.7 Arboriculture and Landscaping
An arboriculture and landscaping plan is to be developed to take care of road side

plantation as well as plantation at rest areas along the project road. Landscaping
along the road is also to be designed and included in EMP.
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6.2.2.8 Environmental Enhancement Measures
During the site survey along the project corridor, the elements for enhancement have
been identified. The baseline elements such as cultural properties, water bodies
(ponds), bus stops, quarries and borrow areas and other elements for their
significance to the community have been identified based on their importance and
relationship with the road. The potential for enhancement of these features have been
established based on these factors.
Site Specific environmental enhancement has been schematically designed for each
identified element with specific reference to its location. To ensure homogeneity
throughout the corridor, the enhancement has to be carried out under a common
guideline, worked out to ensure appropriate design solutions, including the use of
appropriate local material and technology. Environmental enhancement plans are to
be prepared for environmental features such as ponds, wells, and common property
resources etc that are close to the project corridor.
6.2.2.9 Performance Indicators and Monitoring Mechanisms
According to the Environmental Assessment the performance indicators, the

environmental components will be reviewed, and additional inputs on the performance
indicators will be worked out. Based on the evaluation of the various monitoring
mechanisms worked out for the project, a suitable monitoring mechanism for the
Environmental Monitoring Plan is to be worked out in consultation with the concerned
authorities.
6.2.2.10 Institutional setting and capacity Building
A review of the institutional set up recommended for the implementation of the EMP of
the project is to be carried out. Based on a careful review and interactions with the
client and funding agency, the institutional set-up and the capacity building
requirements for the effective implementation of the project have been worked out.
6.3 Likely Potential Impacts

The proposed road project will result in some adverse impacts to the physical and
socio-economic environment. The project activities such as levelling, hill cutting,
clearing of vegetation, felling of trees along the road, construction of culverts &
bridges on rivers, and other related operations are expected to cause potential
environmental impacts (positive / negative). Many adverse impacts can be avoided or
minimized through the implementation of mitigation measures in design and
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construction. The Evaluation of Environmental Impacts has been given in Table 6.1
Table 6.1 - Potential Environmental Impacts
Project Pre- Operation

Construction Phase
Activity construction Phases
Component Land Site Earth Contractor Quarries Construction Asphalt Operation

Affected Acquisition Clearance Moving Camps areas of Highway Crusher
(borrow plants
pits)
Soil Loss of Loss of Loss of Increase in Soil pollution Pollutio Soil
productivity Crops, top soil erosion n due to contamina
agricultural and and siltation and spills tion due to
land increase erosion slope surface
in soil instability runoff
erosion
Ground Water Exploitation Maintenan
Water extraction of water for ce of
for construction trees/
drinking shrubs
Surface Change in Water Water Water Change in Water Degradati
Water water logging pollution logging water quality pollution on due to
quality and form problems due to spill overs
and mosquito sanitary spill into and road
siltation breeding and other water run off.
wastes bodies
Drainage Change in Change in Modification Interference Cleaning
natural drainage in Natural with natural &
drainage pattern drainage drainage. maintenan
pattern Water ce
pollution
Air quality Increase Particular Atmosphe Dust Dust SPM Increase
in air matter ric pollution pollution SO2 in SPM,
pollution pollution Pollution NO2,CO
due to fuel
burning
Noise Levels Reduced Increasing Vibration Vibrations, Increas Increase
buffering noise form blasting concrete e in in noise
of noise levels due operations batching noise levels due
to plants noise to
machinery etc. increased
traffic
Forest Habitat Loss of Encroach Loss of Loss of
loss, and trees ment into habitat/cover forest
vegetation forest
areas
Trees Tree cutting Loss of Loss of Cutting of Tree cutting Loss of trees
clearance trees trees trees
6.3.1 Impact Evaluation
Based on the impacts a checklist of environmental parameters is also prepared in

order to assess the significant/non-significant, reversible/ irreversible and long
term/short term impact due to planned project activities. Based on proposed activity
magnitude and rating is summarized in Table 6.2.
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Table 6.2 - Evaluation of Environmental Impacts

Natural of Potential
Rating of Impact
Impact
Proposed Potential
Activity Impact Beneficial Direct or Significance Magnitude
or adverse indirect of impact of Impact
Construction of Demand/ Beneficial Direct Medium Medium
road and Supply Road Beneficial Indirect Medium Medium
Bypasses Infrastructure Beneficial Direct Medium Low
Employment
Raw Materials Stone Adverse Indirect Medium Low

consumption
Fuel National Adverse Direct High Medium
Consumption reserves
Water Natural Adverse Direct Medium Low
Consumption resources Adverse Direct Low Low
Ground Water
Transportation Ambient noise Adverse Direct Low Low
of material Public health Adverse Indirect High Low
and safety
Atmospheric Ambient air Adverse Direct Medium Low
emission quality Ambient Adverse Direct Medium Low
odour
Waste water Land / Water Adverse Direct Low Insignificant
discharge
Solid waste Ground water Adverse Indirect Medium Insignificant
disposal Soil quality Indirect Low Insignificant
Adverse
Noise Ambient noise Adverse Direct Low Significant
generation
Storage and Public health Adverse Indirect High Low
handing of and safety
hazardous
material
Construction Land Water Adverse Direct Low Low
spoils disposal Adverse Direct Medium Low
Note: (Impact) High – Irreversible: Medium- Mitigated through measures: Low –

Mitigation required.
The Value Function Curves (VFC) was plotted Environmental components on X-axis
and environmental quality on Y-axis. While plotting these curves yards sticks such as
environmental quality standards have been utilized. For example, the maximum noise
level standards of 75 dB (A) has been given 1.0 and the minimum standard value 45
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dB (A) has been given 0.0 based on these values a best on these fit curve has been
plotted.
During this screening phase, those impacts which are likely to take place due to the
project and will have bearing o the environmental impacts and sensitivity have been
considered and assessed. These are Soils, erosion, Surface/Ground water quality,
drainage pattern, air, quality, noise levels, forests, trees and historical/cultural
monuments/places.
The environmental impact identification and evaluation has indicated that soil, water,
pond, trees, on right of way and road side temples will be affected. The forest, which
includes rich biodiversity is away from the corridor and hence are less susceptible to
impacts. Based on above impacts the alignment has been so fixed that impact is
minimum on environment.
6.3.1.1 Meteorology
No major change in the macro-climatic setting (precipitation, temperature and wind) is

expected due to the project. The microclimate is likely to be temporarily modified by
vegetation removal and of increased pavement surface. This will result in an increase
in daytime temperature on the road surface and soils due to loss of shade trees and
vegetation cover. The removal of trees will increase the amount of direct sunlight
resulting in increased temperatures at some locations along the highway.
This increase in the daytime temperature assumes significance especially to the slow
moving traffic and to the pedestrians along the project road. Although the impact is
somewhat significant and long term in nature, it is reversible in nature and shall be
compensated for by additional plantation of trees. It must be noted that the impact is
unavoidable. However, it may be pointed out that the project has taken care to
minimize tree felling in the ROW by realigning the road.
6.3.1.2 Impact on Geology, soils and Mineral Resources
Construction Stage
All road construction projects have a large demand for sand and aggregate materials
(used for road sub-base, base and pavement construction, as well as for asphalt
mixing). Volumes of material required depend on the volume of material excavated
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during construction. Impacts resulting from the import of sand and aggregate materials
are highest if a new quarry is required. The impacts of establishing a new quarry are
typically extensive, including impacts to soils/geology, agriculture or other land use, air
quality (dust), noise/vibration (from blasting and/or scraping), traffic (truck hauling) and
permanent aesthetic impacts to the landscape. In addition to these impacts,
environmental effects will also be generated by the establishment and operation of
concrete and asphalt plants that may be installed during operation. These plants result
in adverse air quality impacts (e.g., dust, noxious gases), noise impacts (from
crushing and loading activities), and impacts from truck traffic (e.g., noise, dust, safety
concerns, and highway congestion).
There is also some potential for contamination of soils from spilled fuel, engine oil,
bitumen / asphalt, etc. Some contamination of soil can be expected due to the
deposition of dust, NOx, SOx and other vehicle emissions, although this is not
expected to be significant. In extremely rare events, some spills of fuel, oil and
possibly other chemicals could occur as the result of accidents. Routine runoff will
also contain some contamination from fuel, oil and grease, but contamination of soils
is unlikely due to drainage controls.
Some loss of cultivated top soil is expected due to the movement removal of topsoil
for construction purpose as well as acquisition of cultivated land for proposed
bypasses.
Although the volumes of topsoil to be removed are not considered significant, it is
recommended that the productive topsoil layer in all excavation, be stripped and
stockpiled separately from the lower horizon materials. This productive topsoil can be
stored for use during re-forestation.
The contamination of soils from spilled fuel, engine oil, bitumen / asphalt, etc. is
expected during construction as well as operation period. Badly contaminated soils
should be removed from the area and disposed according to state and national laws
governing hazardous waste.
Operation stage
In general, impacts to geology, soils and mineral resources during the operation stage
of the project are limited to the potential contamination of soils from the spill of
contaminants, usually as a result of vehicle accidents. The impact of this can be
significantly reduced through training of emergency personnel in the procedures of
spill control and clean-up, and the provision of emergency spills equipment in selected
emergency service stations.
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6.3.2 Water Resources and Water Quality
6.3.2.1 Impact on Surface Water Resources and Water Quality
Construction Stage
The project road crosses several major water bodies including the Bhima, Sina Rivers
and many small watercourses. To facilitate the cross-drainage and to prevent water
stagnation, cross-drainage structures of adequate size and number are being
proposed. Potential impacts on surface water hydrology include flow modification
which may leads to flooding (low level) and channel modification, although significant
drainage modification is unlikely.
Baseline data shows that the water qualities of the streams are within permissible
limits prescribed by WHO, except for some parameters. Construction activities can
potentially lead to water quality degradation in the form of increased concentration of
suspended solids resulting from surface runoff (exposed soils within the construction
area) and/or erosion of the channel (potentially resulting from increased flow velocity)
and/or river or stream banks, as well as windblown dust. Uncontrolled spill of
chemicals, fuels and oils from construction machinery could also deteriorate water
quality.
Operation Phase
Routine water quality impacts during operation will result primarily from the runoff of
contaminants from the surface of the roadway into local watercourses. Routine runoff
is likely to contain sediment (soils), and trace concentrations of hydrocarbons from
fuel, oil and tire wear. Sedimentation could also result from windblown dust, as well as
the potential for deposition of traces of NOx and SOx, although any increase in
concentrations of these elements will result from the future increase in traffic volume
rather than from development of the project. The potential for major contamination is
very limited, and would result only from very low frequency events such as traffic
accidents which could potentially result in the spill of contaminants such as fuel, oil,
chemicals, etc.
Ground Water Quality
Construction Stage
Significant impacts on ground water quality and flow pattern are expected. Ground
water degradation can take place when contaminants are leached through surface
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soils into the ground water table. Contaminants such as fuel and engine oil handled in
the construction staging area and during equipment re-fuelling at construction site
areas can cause ground water contamination if spilled onto the ground and not
properly cleaned up. In addition, poorly installed sanitary facilities can also result in
contamination.
Drilling and piling could potentially cause local ground water flow modifications leading
to localised deterioration of vegetation and increased susceptibility to erosion as well
as water table depletion, potentially resulting in impacts to local (ground) water
supplies.
Operation Stage
In general, impacts to ground water during the operation stage of the project are
limited to potential contamination (direct or indirect) from the spill of contaminants,
usually as a result of vehicle accidents. The impact of this can be significantly reduced
through training of emergency personnel in the procedures of spill control and clean-
up, and the provision of emergency spills equipment in selected emergency service
stations.
6.3.3 Air Quality
The major sources of the air pollution in the project area are vehicular activities and
dust arising from fields / road activities and occasional dust storms from the deserts
which is in the vicinity of the project corridor. Air quality along the project corridor will
be adversely impacted both during the construction and operation stages of the
project. Construction stage impacts will be of short term and have adverse impacts on
the construction workers as well as the settlements adjacent to the road, especially
those in the down wind direction. Operation stage impacts will not be as severe as the
construction stage impacts and will be confined generally to a band of width ranging
from 50 to 75m from the edge of the last lane on either side of the corridor.
Construction Stage
Impacts to the air environment during construction will largely from the generation of
dust. Dust will be generated as a result of site clearing and grading, heavy machinery
travelling over exposed soils, truck traffic, and the production of construction materials
at borrow pits and off-site quarries. Generation of dust is a critical issue and is likely to
have adverse impact on health of workers in quarries, borrow areas and stone
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crushing units. This is a direct adverse impact, which will last almost throughout the
construction period.
High levels of SO2 and hydrocarbons are likely from hot mix plant operations. Volatile
toxic gases are released through the heating process during bitumen production.
Although the impact is much localized, it can spread down wind depending on the
wind speeds.
Quarrying activities including excavation and crushing of construction material will also
lead to increased SPM level.
Operation Stage
The major impact on air quality will be due to plying of vehicles. The impacts on air
quality at any given time depend upon traffic volume / rate of vehicular emission within
a given stretch and prevailing meteorological conditions. Air pollution Impacts arise
from two sources: (i) inadequate vehicle maintenance; and (ii) use of adulterated fuel
in vehicles. Enforcement standards to meet better vehicle performance in emissions
and the improvement of fuel constituents can assist in improving regional air quality.
6.3.4 Noise Quality
Noise generated by the highway traffic depends on factors such as traffic intensity, the
type and condition of the vehicles plying on the road, acceleration / deceleration / gear
changes by the vehicles depending on the level of congestion and smoothness of
road surface. The baseline noise monitored at all the locations as described in
previous chapter reveals that the existing noise generated by the highways is
marginally high for all type of land use i.e. commercial, residential and sensitive.
Construction Stage
Noise impacts due to various construction activities are likely but are expected to be
confined to the immediate vicinity of the project corridor. Increased noise levels are
expected due to the construction machinery like compressors, bulldozers,
compactors, concrete plant, cranes etc. as well as transportation vehicles. The likely
noise generated during excavation, loading and transportation of material near the
borrow areas will be in the range of 90 to 105 dB (A). This will cause nuisance to the
occupants of the nearby area.
In general, noise impacts would be expected to be greatest when activities are

conducted close to built-up areas where ambient noise levels are already high (i.e.,
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above 60 to 65 dB(A)), and in areas where ambient (pre-construction) noise levels are
very low, such as in the rural areas along NH-9. The potential impacts of noise
pollution include deteriorated human health and. reduced quality of life (e.g., reduced
enjoyment of outdoor amenity areas).
Operation Stage
During the operation stage of the project, increased traffic volumes along the highway
will result in increased noise levels. The degree of increase in noise level will depend
on traffic volume, roadway conditions, vehicle condition and congestion. This will have
a greater impact in the areas, which currently experiences high noise level. Though
the level of discomfort caused by noise is subjective, there is a definite increase in
discomfort with an increase in noise levels.
The likely impacts of this increase in the noise levels are mostly concentrated on the
communities residing along the project road particularly at congested places.
Continuous exposures to this high noise level may cause health effects, behavioural
changes etc to these people. Night time exposure to this noise level may lead to
disturbance in sleep. The increase in noise level must be controlled by providing noise
barriers at sensitive locations i.e. school, temples / mosques and congested places.
6.3.5 Socio-Economic Environment
During construction phase, temporary employment will be created. Also, during

operation phase, the improvement in the capacity of highway will provide boost to
industries, hotels, restaurants, etc. as more population will be attracted towards this
area. This will generate substantial employment for the local population leading to
improvement in their economic status.
Quadrupling of highway will enable faster traffic to run between Pune and Solapur.
This will save lot of travelling time for commuters travelling and for goods being
transported in-route. It will also reduce accidents and travel fatigue/tensions.
The affected people/establishment owners as well as people in the study region will
benefit the proposal for widening of the highway.
6.3.5.1 Land acquisition
Major portions of the land to be acquired are used for agricultural purposes. The
displacement of these lands will result in loss of agricultural production, employment
traditional livelihood for the affected farmers.
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6.3.5.2 Severance
Severance study was conducted all along the highway from Yawat to Tembhurni.
Human settlements, utilities like OFC cables, HT lines, electric lines and gas pipe lines
etc. coming under Right of Way (ROW) for the proposed strengthening / widening
were noted.
6.3.5.3 Public health
During construction phase, dust hazards due to earthwork and transportation of

construction material may cause nuisance to nearby residents. However, the impact
will be prevalent only during construction phase.
During operation phase, increase in noise levels can cause problems like headache,
loss of sleep, restlessness, etc. to the affected people along the highway.
6.3.5.4 Aesthetics
As NH – 9 already exists, further 2 lanes will not impair the scenic beauty significantly
except for the loss of vegetation. However, landscapes in borrow areas would be
impaired by quarrying operation. Induced development may further add to degradation
of natural landscape in the area.
6.3.5.5 Archaeological / Historical Value
There are no Archaeological / Historically important sites along the proposed ROW
and hence impact on such structures will not be there.
6.3.5.6 Impacts to Residents and Road Users
Villages located within the study area are small, with population less than 5,000 with
the exception of Indapur, the major centre within the study area, with a population of
approximately 20,000.
Construction Stage
Similar to residents, a number of primarily commercial operations are located in

whole, or in part (part of the property) within the ROW, primarily in areas of re-
alignment and ROW expansion. However, unlike residences, commercial operations
often derive business from the travelling public, and having a shop very near to the
edge of the road is considered advantageous, where a resident might prefer to
relocate. As with residential property acquisition and relocation, the property
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purchase and (where necessary) relocation / resettlement program will be conducted

in accordance with standards established by the Government of India.
Operation Stage
During the operational stage of the project, the primary impact to the residents results
from decrease in air quality (primarily from dust) and increased noise levels. These
impacts will be lower for residents than they would be if traffic volumes continue and
highway is not rehabilitated.
Road users during the operational stage will benefit from reduced congestion, and
ultimately reduced travel times throughout the NH-9 corridor. Sufficient allowance has
been made in design to accommodate non-vehicle users such as cyclists,
pedestrians, herders and slow moving farm machinery to avoid traffic conflicts.
6.3.5.7 Impacts to industrial / Commercial Operations and Agriculture
Most of the study area can be characterized as Semi –Urban/agricultural. Strip

commercial and industrial development is higher within the pune region resulting in
much higher numbers of commercial shops and industries.
Construction Stage
Similar to residents, a number of primarily commercial operations are located in

whole, or in part (part of the property) within the ROW, primarily in areas of re-
alignment and ROW expansion. However, unlike residences, commercial operations
often derive business from the travelling public, and having a shop very near to the
edge of the road is considered advantageous, where a resident might prefer to
relocate. As with residential property acquisition and relocation, the property
purchase and (where necessary) relocation / resettlement program will be conducted
in accordance with standards established by the Government of India.
Operation Stage
During the operation stage, impacts to commercial and industrial operations will
largely be positive resulting in increased business opportunities, decreased production
costs, reduced transportation costs, increased access to skilled labour, etc. The one
potentially negative impact to commercial and industrial operations is the
establishment of a divided highway, which effectively creates two one-way roadways.
Highway design should incorporate comments from the communities as to the most
effective way to open the median, especially through built-up areas, to reduce the
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potential negative impacts businesses may face as a result of access restrictions to

traffic travelling in both directions.
6.3.5.8 Impact on Employment
The proposed road project will enhance the employment activities of the project area
as it is proposed to engage the local peoples for the construction purpose to the
extent possible. The impacts on the employment of the project are positive.
6.3.5.9 Health, Safety and Hygiene of Construction Workers.
The most significant impact of the project on public health is likely to arise from
construction camps. These camps are anticipated to house up to 200 people for a
period of 30-40 months. Given this concentration of people, the potential for
transmission of communicable diseases and illness will increase. During the
construction phase work, crews and their dependents may bring with them a
magnitude of communicable diseases including sexually transmitted diseases (STD’s
and AIDs). This is more so if the nature of the project requires more male workers,
who have migrated from other parts of the state or country.
During the road construction allied activities like quarrying and crushing operations,
traffic diversions etc., may cause disruption of social and economic life of the local
population of the nearby areas.
6.3.5.10 Social Development Due to Road Widening and Increased Traffic
Industries and Business are likely to increase and the tourism sector will flourish
further. In other words this will lead to induced development. However, along with the
induced development, lot of problems of social and cultural nature might arise. Such
problems need to be tackled as and when they occur.
6.3.5.11 Impacts to Indigenous Communities
As it is known that the villages rely primarily on agriculture and animal husbandry for
their main source of income, and follow a traditional subsistence lifestyle.
Construction Stage
Tribal villages will experience all the typical construction stage impacts such as
increased noise and dust during the construction stage and temporary access
restrictions to driveway and roadside shops. Noise may be a particular nuisance, as
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construction may have to be conducted at night to ensure that traffic can get through.
Being a one lane roadway, there are no opportunities for traffic diversion during
construction. Because of this, construction is likely to be conducted during the night
shift, allowing traffic to pass during the daytime hours. As night time ambient noise
levels in these communications is very low, consistent with rural areas with little traffic
(40 to 45 dB (A)), the incremental noise generated by construction will be quite high.
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7.0 Mitigation and Enhancement Measures

7.1 General
In order to minimise the negative impacts of the Projects, various avoidance and
mitigation measures have been worked out and will be implemented during the Project
implementation. The mitigation measures would be directed towards the restoration of
the dynamic balance of nature. The avoidance and mitigation of negative impacts
involves reduction in magnitude of the adverse impacts during various stages of the
project by modifications. Unavoidable negative impacts will be mitigated by specific
mitigation measures.
Environmental enhancement measures refer to the additional positive actions (apart
from highway design components) to be taken up during the implementation of the
project for the benefit of the road users and the communities living along the project
road. The various elements to be considered for environmental enhancement are
roadside plantation and landscaping, natural water bodies; borrow areas, cultural
properties, common pool resources, noise barriers etc.
7.2 Suggested Mitigation Measures

The proposed road improvement project will cause some adverse impacts on the
biophysical and socio-economic environment. The project activities such as levelling,
clearing of vegetation, felling of trees along the road, construction of culverts &
bridges on rivers, and other related operations are bound to cause environmental
impacts both positive as well as negative. The negative impacts can be avoided by
taking proper precaution in design and planning by observing the environmental laws
and regulations relevant to construction stages. Incorporation of adequate mitigation
measures in the EMP, to be implemented at construction stage will reduce the
negative impacts due to the present activity.
The mitigation / avoidance / enhancement measures for the various environmental

components are described below. The measures have been proposed separately for
the different stages of the project.
7.2.1.1 Meteorology
Impacts to the micro-climate will be unavoidable, but will be significant over a short
term. In the long term, the impact is reversible and will be mitigated by the
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establishment of new vegetation, including the addition of trees. The short term impact
will be minimized to the extent possible by minimizing the number of trees to be
removed through minor adjustments to the road alignment.
7.2.1.2 Geology Soils & Mineral Resources
The primary mitigation to reduce the impacts of sand and aggregate material
excavation is to maximize the use of materials excavated from the construction site.
Although specific quantities are not available at this stage of road design, it is
expected that even with maximum use of available materials, some additional material
will have to be excavated from borrow areas near the project, or imported from outside
the road study area. Mitigation to minimize this impact is to maximize the purchase of
materials from pre-established quarries. Any new borrow areas or quarries that are
established within the vicinity of the road project, for the purposes of this road project,
should be operated and closed in the context of a management plan, established prior
to construction. The management plan should include provisions for minimizing noise
and dust impacts during operation. Waste soils that are not suitable for construction
will be used as much as possible to balance out fill areas, and residual volumes will be
used in the rehabilitation of borrow areas for grading.
Concrete and asphalt plants to be deployed for the project will be established at
suitable distances from sensitive areas such as forests and residential areas.
Equipment used in the plants must meet regulatory air and noise emission standards
as per CPCB norms.
Soil contamination will be limited through the establishment of management

procedures that prevent spillage. It is particularly important that equipment
storage/maintenance areas are designed and operated in accordance with
environmental procedures, established in the Environmental Management Plan,
including procedures for fuel and vehicle oil storage and transfer and waste oil
storage. Similar procedures have been established for the development and operation
of concrete and asphalt plants. Contaminated soils that do not meet quality guidelines
established for fill material will be removed by the construction Contractor from the
area and disposed off in accordance with state and national laws governing
hazardous waste.
Impact of the Erosion will be minimised by adopting the following measures:
 Avoiding Steep Slopes
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 Minimising cut slopes
 Minimising the establishment of Quarries and borrow pits
 Minimising soil contamination through proper vehicle maintenance, waste

management and drainage controls;
 Adopting stable embankment slopes (slope angle in excess of natural angle of

repose) and providing retaining structures wherever necessary such as Metal
Fencing, Stone Pitching and riprap and rock material embedded in the slope face
as well as gabions and cribs to protect stream / river environment.
 Replanting disturbed areas immediately after construction is completed in each

segment (i.e. on an ongoing basis prior to completion of all project completion)
 Re-vegetation of embankment slopes with grasses and other herbs and fast
growing plants to limit erosion potential.
The net environmental impacts to soils, geology and mineral resources could be
significant during the construction stage of the project. Implementing mitigation
measures, as outlined in this document and the Environmental Management Plan will
help to reduce the adverse effects of these impacts.
Re-vegetation of embankment slopes with grasses and other herbs and fast growing
plants to limit erosion potential.
7.2.1.3 Water Quality
Impacts to surface water hydrology will be controlled throughout the construction

period by working primarily in the dry season when flows are nil to very low. Any
watercourse diversion will be designed so as not to result in velocity impacts that
could cause erosion of the stream channel, by incorporating energy dissipation
devised. No work, including bridge pier or abutment construction, will be carried out in
flowing water.
Adverse impacts on water quality will be minimized by ensuring that erosion control
measures such as silt traps are put in place in all work areas near watercourse
crossings or drainage channels. The quality of all drainage channels and ditches will
be monitored and corrective actions taken where turbidity is unacceptably high. Only
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"clean" fill materials will be used around watercourses, and stockpiles will be
controlled to prevent uncontrolled runoff/erosion.
Fuel management and vehicle maintenance will be controlled to ensure that spills are
minimized. Procedures provided in the EMP will ensure that contractor personnel are
trained in the proper handling of fuel and other chemicals (e.g. bitumen) and
emergency response and contingency planning. The Contractor will also be required
to ensure that containment and clean-up equipment is readily available in the event of
a spill.
Alternate water supplies, or new wells will be provided to residents where de-watering
of groundwater results in adverse impacts on water supply. Concrete and asphalt
plants, equipment storage and maintenance areas, and construction camps will be
located at a reasonable distance away from watercourses.
Undesirable runoff into surface ponds/reservoirs during operation will be limited by the
provision of storm water drainage ditches, and where considered necessary,
sedimentation ponds to settle suspended solids. Post-construction monitoring of
surface reservoirs should identify the need for any additional measures should it be
demonstrated that turbidity levels and contaminant concentrations (predominantly
hydrocarbons) exceed state and federal water quality standards as a result of highway
runoff.
The mitigation of impacts arising from low frequency uncontrolled spills is

addressed in the Environmental Management Plan, largely as institutional
arrangements for emergency service personnel (fire and police).
7.2.1.4 Air Quality
During construction, water will be sprinkled regularly on exposed surfaces to reduce

adverse effects caused by dust and particulate matter. Vehicles delivering
construction materials will be covered to reduce spills and dust, and stringent control
measures will be exercised on the maintenance of construction equipment, machinery
and vehicles.
Impacts during construction phase could be due to transportation of construction

material and road construction activities. Operation of hot mix plants and Asphalt plants
will cause emission of fumes and nuisance gases. Loading/unloading of construction
materials and its transportation particularly through the unpaved sections of the haul
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road may lead to rise in ambient SPM level. Spilling of material may occur during
transportation of construction materials.
Mitigation Measures
 Asphalt and hot-mix plants will be located away from inhabited areas and water
bodies.
 Truck carrying earth, sand or stone will be duly covered with tarpaulin to avoid
spilling.
 Dust level at the construction site will be controlled by sprinkling water.
 Construction machinery & equipment will be maintained in good working condition
and construction materials and machineries will be handled with due precautions.
7.2.1.5 Noise Level
Operation of construction machinery e.g. hot – mix, bulldozer, loader, back holes,
concrete mixers, etc. will lead to rise in noise level to the range between 80-95 dB (A).
Vehicles carrying construction materials will also act as fall of materials. The
magnitude of impact from noise will depend upon the types of equipment to be used,
Construction methods and also on work scheduling.
The noise level generated from a source will decrease with distance as per the
following empirical formula (inverse square law).
SPL2 = SPL1 – 20 Log10 (r2/r1)
Where SPL1 and SPL2 are the sound pressure levels at distance r 1 and r2
respectively.
Considering the stationary construction equipment as a point source gathering 90 dB

(A) at a reference distance of 2m, computed distance require to meet the permissible
limits during day time for different land use categories are given below.
Table 7.1 - Minimum distance of operation from Stationary Source
Required for Meeting Standards

Permissible limits in Distance required
Category day time (CPCB) (m)
Silence zone 50 dB (A) 200
Residential 55 dB (A) 113
Commercial 65 dB (A) 36
Industrial 75 dB (A) 11
Construction Phase
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In order to minimise the rise in noise levels, mixing plants should be located at least
500m away from built-up areas. Noisy operations will be scheduled to prevent night
time activities when increases above ambient levels are higher in addition to the
above; the contractor will follow guidelines given in CPCB for the operation of
construction machinery.
 Construction machinery should be located at least 500m away from the

settlements.
 Noise standards will be strictly enforced for all vehicles, plants, equipment, and
construction machinery. All construction equipment used for an 8-hour shift will
confirm to a standard of less than 90 dB (A). If required, machinery producing high
noise such as concrete mixers, generators etc. must be provided with noise
shields.
 Machinery and vehicles will be maintained regularly, with particular attention to

silencers and mufflers, to keep construction noise levels to within permissible
limits.
 Contractor will be advised to provide earplugs to workers to reduce the impact

of noise on them and follow guidelines prescribed by CPCB.
 The noisy construction operations and their duration will be scheduled in such
a way to prevent night time activities.
 In addition to above, the contractor will follow guidelines prescribed by CPCB.
Noise barriers and underpasses will be provided at selected locations especially at

sensitive locations i.e. temples, Schools, Colleges, Hospitals etc. “No horn” sign board
will be put near all sensitive places like schools, hospitals, animal crossings etc.
Diverting traffic from sensitive areas, providing steep slopes and sharp corners will
reduce noise. Proper design and maintenance of vehicles will also help in reduction of
noise levels.
Operation Stage
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Noise levels predicted for the operation stage of the project road are found to exceed
the CPCB standards, for a major length of the corridor, thereby necessitating the
provision of certain mitigation measures for the attenuation of noise levels. This may
be due to the nearby commercial area and vehicular traffic.
Mitigation of the noise effects during the operation of the project can be affected by
the following options.
 Modifications of the characteristics of the sources of noise generation
 Introduction of an obstruction between source and receptor
As the modification of the characteristics of the vehicles/vehicle components etc, does

not fall under the purview of this project, the second option of the introduction of an
obstruction in the form of a noise barrier between the source of noise and the receptor
along the highway have been worked out.
7.3 Socio – Economic environment
7.3.1 Land acquisition

The land acquisition has been kept to minimum level by changing / modifying
alignment. The land will be acquired, as per the land acquisition act; Government of
India and compensation of the land acquired shall be paid before the commencement
of the work. The compensation of the land acquired shall be paid before the
commencement of the work. The compensation will be paid in accordance will the
rates fixed by component authority nominated by the government. Apart from this the
vulnerable groups will be resettled as per the R&R policy and entitled framework
finalized in Resettlement Action Plan.
7.3.2 Land Use Change
Road construction activities involve alterations in the local physiographic and drainage
patterns. The impacts on physiography may include destabilisation of slopes due to
cut and fill operations. Cut – and – fills will be designed for improvement in the road
geometry, and parallel cross drainage structures will be added to improve drainage.
Land degraded will be developed by adopting appropriate enhancement measures.

Replanting new trees will compensate the loss of trees. Private land acquired will be
compensated financially as per state govt. laws.
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7.3.3 Local Residents and Road users
As per the survey conducted thirty percent of the owners were non-committal on their
preference for resettlement and rehabilitation. However among those who gave their
preference, cash assistance was the most preferred option irrespective of tenure. A
Resettlement Action Plan has been developed for the project which details the specific
losses anticipated as a result of the acquisition of private properties for ROW
expansion and re-alignments (e.g. by-pass). The RAP also outlines the financial
compensation that is recommended to cover the financial loss associated with
property acquisition, in accordance with applicable laws, government guidelines and
practices. In addition to financial compensation for lost business (e.g. revenues from
agriculture) and moving expenses.
PAPs owning agricultural land and assets will be paid cash at replacement cost. The
replacement value will be arrived through a negotiated settlement. If negotiations fall,
then the land and asset will be acquired as per the provision of the National Highway
Act, Road users during the operational stage will benefit from reduced congestion,
and ultimately reduced travel times throughout the road stretch. Sufficient allowance
will be made in design to accommodate non – vehicle users such as cyclist
pedestrians, herders and slow moving farm machinery to avoid traffic conflicts.
Typically it is necessary to accommodate these road users in the road shoulder to
ensure safe passage for all road users. It will also be necessary to incorporate
adequate opportunities for pedestrian crossings to ensure that they can cross the
highway safely during day time and night time conditions.
7.3.4 Health Safety and Hygiene of Construction Workers
Construction workers will be fully trained and will be provided adequate safety
measures such as safety helmets, safety boots, earplugs, and gloves. During
construction regular training will be given to construction workers in respect of safety
measures as well as environmental protection measures. Construction workers will
also be provided ready access to on or off-site health care facilities to reduce the
transmission of infectious diseases, and provide first aid for minor injuries.
Adequate precautions will be taken to prevent danger from electrical equipments. In

every workplace at suitable and easily accessible places, sufficient supply of potable
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water (as per IS) will be provided and maintained. If the drinking water is obtained
from an intermittent public water supply, then, storage tanks will be provided.
7.3.5 Disruption to Community
To prevent any disruption to the communities, all community resources likely to be

impacted due to the project shall be relocated and compensated for before the
commencement of the construction. Detailed designs have been worked out to
address the relocation, mitigation of impacts and enhancement of such common
property resources as tube wells, hand pumps etc. The loss to the access to and from
the road will be compensated by providing safe and convenient passage for vehicles,
pedestrians livestock’s etc.
Detailed Traffic Control Plans will be prepared prior to commencement of works on

any section of road. The traffic control plans will contain details of temporary
diversions, details of arrangements for construction under traffic and details of
temporary diversions, details of arrangements for construction under traffic and details
of traffic arrangement after cessation of work each day.
The contractor will take all necessary measures for the safety of traffic during
construction and provide, erect and maintain such barricades, including signs,
marking, flags, lights and flagmen as may be required by the engineer for the
information and protection of traffic approaching or passing through the section of the
highway under improvement.
7.3.6 Employment
The proposed road project will enhance the employment activities of the project area
as it is proposed to engage the local peoples for the construction purpose to the
extent possible. The impacts on the employment of the project are positive. Induced
development due to good access to the area will also enhance the employment
opportunities for the people in the area.
7.4 Ecological Resources

7.4.1 Vegetation
The major negative impact on flora is due to the removal of the roadside plantation,
shrubs and ground cover from the road corridor. Number of trees to be cut has been
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kept at the minimum level by modifying alignments. During construction, proper care
will be exercised to avoid additional loss/cutting of trees. Construction camp will be
sited at least 1 km away from the dense plantation. Wherever possible, trees with girth
size of 30 to 60 cm will be transplanted as per plan. To balance the ecological loss,
compensatory afforestation of trees, double in number against the trees to be cut, will
be done as per the arboriculture and landscaping plan. In order to improve the
environmental quality of the area, measures such as roadside landscaping in and
around the corridor of project will be followed. This includes plantation along the road,
shrub planting at median, plantation around water bodies. The various plant species
proposed for plantation includes Arjun (Terminalia Arjuna), Acacia nilotica, Albizia
lebbeck, Bakain (melia azadirachta) and Neem (Azadirachta indica) as may be found
suitable for different stretches of the road project.
In the operation phase environmental quality will be considerably improved by

adopting environmentally sound engineering designs and by maintaining the aesthetic
quality through appropriate landscaping and arboriculture practices.
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8.0 Institutional Strengthening and Training

8.1 Introduction
The main objective of this chapter is to provide an institutional framework of
environmental management unit and to set out the environmental management
procedure during design, construction and operation phase. To make the road stable
and to minimize environmental impacts, construction work be carried out only in dry
season from October to June. In addition, most construction activities will be carried
out by labour based construction. During the rainy season minor road works like
transportation / shifting of structures and materials for future use, maintenance of
roads as well as compensatory plantation and transplantation will continue. Such
plantation should be made preferably during rainy season before the start of
construction work. Thereafter, periodic maintenance depending on requirement,
during dry period for 5 years is required so that the trees may stand without support
and grow by producing maximum root network and formation of leaves. The contents
of this chapter are:
 Institutional arrangements
 Environmental Training
 Monitoring and Reporting procedures
 Arboriculture and Landscaping plan
 Environmental mitigation costing
8.2 Institutional Arrangement
8.2.1 Environmental management System (EMS)

The Environmental management System (EMS) consists of following organizations
and their representatives:
i) PIU (NHAI / PWD)
ii) Supervision Consultant.
iii) Design Consultant
iv) Contractor
v) Representative of Funding Agency, if any
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vi) Environmental Consultant / unit, and
vii) Public Participation (Stakeholders & NGOs)
8.2.2 Duties of Various organizations in the EMS

The concerned organization (Ministry / Authority / Department) will be assign the
project to the local Public Works Department (PWD) or NHAI, who will set up a project
Implementation Unit (PIU) to look after various activities including environmental
management work.
The design Consultant will prepare the final road design based on standard design
guidelines and / or environmental and social impact considerations and
recommendations.
The supervision Consultant will supervise the day-to-day activities on behalf of PIU i.e.
technical supervision of works, overseeing the contract implementation, and
certification for payments including design and environmental management
responsibilities. The supervision Consultant will also undertake regular inspection
audits of all aspects of works specified in environmental Management Plan and will
report to the PIU.
The appointed Contractor will be responsible for undertaking all duties & works
assigned to him in the contract. The contractor will work according to the instructions
of supervision Consultant who will ensure that the works have been executed as per
standard specifications.
The representative of the Funding Agency of the project will / may monitor or inspect
the construction work and other activities as mentioned in the Environmental
Management Plan from time to time.
An Environmental Specialist is needed in the project to ensure proper implementation

of the EMP. The specialist may be with the PIU set up specifically for the project. The
Environmental specialist will set up an Environmental Management Unit (EMU) that
should include a few selected staff from the PIU to assist the specialized staff in
monitoring and implementation of EMP. The EMU will supervise the felling of trees,
transplantation of plants, compensatory plantation and their maintenance according to
the recommendations made in Environmental Management Plan and techniques on
the slopes of embankment and elevated sections of the road in low lying areas as well
as in hills, if soil erosion is acute. During post-construction phase, local Forest
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Department will maintain the transplanted and compensatory plants. Besides, EMU
will also undertake the following activities:
 Follow policy, legal context and directions of local administrations.
 Organizing training for member of the EMU.
 Developing methods and operational tools for environmental assessment.
 Conducting environmental assessment
 Ensuring internal co-ordination,
 Negotiating with other administrators and defining priorities and
 Supervise Contractor in implementation of EMP
8.3 Awareness and Training

Public awareness of general environmental issues is increasing through organized
nookked meetings by NGO’s and the media (Radio and TV). However, there is limited
public appreciation for how environmental issues might be addressed during highway
construction. So, formal awareness and training of PIU (PWD) and the contractor staff
plus other members of the Environmental Measurement unit at various levels is
necessary. There are several agencies and training institutes in India who organize
training in environmental management. A training organization should be selected on
the basis of the area of expertise of the particular organizations. Training may include,
but not be limited to the following:
 Handling, storage and maintenance of equipments/materials,
 Blasting / welding
 Site clearance
 Loading / unloading
 Disposal of unserviceable wastes (solid and liquid)
 Analysis techniques for assessment of air, water, effluent and noise level
 Use of mask, glass and helmets
 Health care including vulnerable diseases like AIDS, malaria, etc.
 Construction activities in and outside water bodies,
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 Excavation and quarrying
 Stripping, hill cutting and tunneling Dust suppression
 Control of soil erosion / land slide.
 Transplantation and compensatory plantation including maintenance.
 Risks and disaster management.
8.4 Monitoring and Reporting Procedures

The adverse environmental impacts identified during the Environmental Impact
Assessment of the proposed project will / may further increase during the construction
phase or increase / decrease during post-construction phase. Monitoring of
environmental factors and constraints will enable agencies to identify the increase /
decrease in the environmental impacts at a particular site / location. Monitoring will
also ensure that the actions taken are in accordance with the construction contract
and specification.
8.4.1 Responsibility for Monitoring

The responsibility for monitoring the implementation of the EMP will rest with the
Environmental Management Unit (EMU). Mitigation and enhancement measures
adopted in final design will be explicitly identified under the bill of Quantity (BOQ) so
that performance and completion is readily documented.
The PIU will assess the progress of the Environmental Management Unit and the work
of contractors. If the level of impact is determined to be high, further monitoring will be
done by a recognized ‘A’ category laboratory of the local State Pollution Control Board
(SPCB) and assessed for verification of the increased or decreased emission level
and pollutants along the project road.
8.4.2 Routine Monitoring

During the construction and post-construction phase, ambient air quality, water quality
(surface and ground water), effluent (if any released from construction work site /
camp) and noise level will be monitored as and when required depending upon the
type, nature and duration of the project using standardized monitoring methodologies
and laboratory testing facilities / techniques.
Site Selection
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Monitoring stations have been identified based on field observation such as nature of
construction, diversions, congestion, parking places, bus/taxi stands, number and
frequency of vehicles, sources of pollutants (industrial / commercial / residential),
environmental features and existence of sensitive / critical areas i.e. educational
institutions hospitals, archaeological / cultural sites. The frequency and duration of
testing / sampling of air, water, noise level and effluent quality within the ROW has to
be fixed as per allotted time frame of the project and requirements of SPCB / CPCB
and MOEF.
Methodology
Standard methodology as described in books, manuals, guidelines, etc. has to be

followed as outlined in Table - 8.1.
Table 8.1 - Testing of Environmental parameters and

Standard Protocol
Sr. No. Parameters to be monitored References
1 Air Quality
i Suspended Particulate IS:5182 (pt-4)
Matter (SPM) (µg/ m3)
ii NOx (µg/ m3) IS:5182(pt-6)
3
iii SO2 (µg/ m ) IS:5182(pt-2)
iv CO (µg/ m3) IS:5182(pt-10)
2 Water and Effluent (all parameters as per CPCB (1998)
i Surface Water APHA 20th Edition and CPCB (1997)
ii Ground Water
iii Effluent (if any released
from construction work
site / camp)
3 Noise Level IS:3028, IS:4758, IS:9779, IS:10399
4 Soil Quality As per IRC code of Practice
8.4.3 Recording the Data

The monitored data is to be recorded in the standard formats for air, water, noise and
effluent quality. All such monitored data is to be compared with established standards
for air, water and effluent quality and noise level (CPCB, 1999, 2000). If recorded
values exceed the standards, then controls must be implemented through instructions
to the contractor.
Photographic record of sites/locations will be useful as an environmental monitoring

instrumental tool. A full record of such photographs will be kept as part of normal
contract monitoring. Besides, filling of the environmental Monitoring Questionnaire,
based on visual monitoring visual observation and public consultation, will help in
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reduction of the unnecessary tests. A full photographic record of pre-construction

conditions will be developed for monitoring purposes.
Major baseline surveys are not considered necessary for monitoring purposes other
than identification and quantification of trees to be removed during construction. It is
anticipated that criteria for the removal of tree will be based on the finalized alignment
design and as per the schedule of road widening only.
8.4.4 Record Keeping

The recorded data in the above proforma will be compared with the requisite
standards. It will provide feedback whether further monitoring is required or not. Daily
project diaries will be maintained. Environmental problems (spills, dust, noise, etc.) as
well as safety incidents are to be recorded and retained. Diary will be summarized in
regular environmental reports provided to the sponsoring agency through PIU. All
such monitored data are required to be preserved for at least one year after
completion of construction work and produced as and when required for verification.
8.5 Monitoring Plan

All the activities envisaged during design, construction and operation stages will be
monitored to produce satisfactory results. These activities will be applicable to all the
packages. The various parameters to be monitored include air quality, water quality,
noise levels, soil quality, transplantation survival etc the detailed monitoring plan will
be submitted along the parameters and their frequency of monitoring is included in the
environmental management plan.
8.6 Arboriculture and Landscaping
8.6.1 General
Road widening will result in the cutting of trees as well as roadside plantations. In
order to conserve the green belt developed along the project road and to compensate
for the lost green belt that has deloped along the project road, an arboriculture and
landscaping plan is needed at design stage. This can be done through proper
selection of plant species as per site conditions. As a result of indiscriminate planting
and thoughtless replacement, our roadside avenues throughout the study have
become very much mixed. The difference in the shape of their crowns and the rate of
their growth, provide a patchy appearance and from a distance present a zigzag
skyline. On the other hand, avenues with one species only for a number of miles will
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look harmonious and pleasant and the skyline will regular and wavelike. It is therefore,
essential that a mixture of different species is avoided and single species are planted
over long stretches of the road. This will not only improve the appearance but also
render management economic, replantation easier and will rationalize their
exploitation for commercial purposes. The main function of Roadside Avenue is to
shade as well as to decrease automobile pollution. Therefore, those trees that are
quick growing and which at the same time provide dense shade should be planted.
Trees with umbrella or sub-umbrella crown like Neem and Mango are more suitable
than trees with a linear elongated crown like Teak. Eucalyptus etc. Trees, which
provide shade and also yield valuable timber or fruit, will be considered more
desirable.
Trees will be planted 8 to 10 m apart, so that crowns may develop freely. Where the
surplus land available is more a double avenue near the boundary line will be grown.
The outer row of the trees shall be planted on the ROW line so that it will act as a
demarcation line for the NHAI right of way.
8.6.2 Types of Trees / Species

Trees for roads will be selected with due regard to rainfall, soil, temperature, water
level and pollution scenario. Only those trees will be grown along roads, which provide
thick shade and are also valuable. Keeping in view these considerations in mind
Divisional Forest Offices of Pune were consulted and they have recommended the
following species of trees/plants as suitable for the climate of the Project area.
Table 8.2 - Types of Species for Plantation

Sr. Scientific Name Indian Name
No.
1 Terminalia Arjuna Arjuna
2 Azadirachita Indica Neem
3 Jacaranda Mimosaefolia Nili Gulmohar
4 Mangifera Indica Aam
5 Millindtonia hortensis Akas Neem
6 Tamarindus Indica Imli
7 Albizzia Procera Siris
8 Bauhinia Uariegata Kachnar
9 Crataeva religiosa Barna
10 Ficus religiosa Pipal
Plant species will be planted at a spacing of 10 m.
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8.6.3 Methodology
Step 1: The data on surplus land within the ROW, after new alignment had
been fixed, was compiled package wise.
Step 2: Number of trees to be cut at different chainage along the road was
analyzed. Estimate was made for additional trees / plants to be
replaced.
Step 3: The climatic data where the new plants are to be sown was collected
so that the type of trees to be planted are chosen as per the climatic
conditions.
Step 4: Data on the type of species to be planted was collected in consultation

with district Horticulture Societies in the project areas. Overall
environmental scenario was kept in view while designing the
arboriculture and landscaping plan.
The detailed plan with chainage wise number of trees to be planted and available land
width is to be prepared and included in the Environmental Management Plan.
8.7 Landscaping
Landscaping of project road includes all aspects that affect the appearance of the
road environment and the natural environment through which the road passes.
Trees are predominant features in landscape design. Careful selection and use of
appropriate planting material will accomplish the functional requirement and provide
better landscaping of the highway.
8.7.1 Design for Plantation of Trees along the Road

 Homogenous Plantation
 Heterogeneous Plantation
Homogenous Plantation
One, two or more rows (if surplus land is available) of selected tree species,
equidistant from each other will be recommended for plantation in areas without
existing vegetation or landscape features. In addition to creating a visuality pleasing
thick green belt, these plantations will also help to minimize the migration of some
pollutants such as dust to adjacent areas.
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Heterogeneous Plantation
Avenues / Plantations of a single variety of trees look graceful because of the

symmetric uniformity of their appearance. However, sometimes, a pleasant view along
the road can be created by planting combination of flowering trees of contrasting
color, form and foliage in which more than one species is involved. This type of
plantation pattern is widely known as heterogeneous plantation. In this, colour
combination plantation, selection of trees is more important. For this, maximum
attention is to be paid to the selection of tree species, focusing on species which
flower at the same time and blend colors of flowers in a manner that does not
interface and instead creates soothing conditions to give rest to the eyes and refresh
the mind of the travelers for long and safe drive.
The various schemes to be followed for contrast color combination tree plantation
under heterogeneous plantation along the project road has been designed and
included in EMP.
8.7.2 Toll Plazas

In the case of toll plazas large trees are proposed which are slightly different in
planting style to give a distinctive identify from roadside planting.
8.7.3 Junctions
The main considerations in landscaping of junctions are visibility, drainage, aesthetics
and maintenance.
For good visibility, shrubs and trees should not be planted at junctions. Moreover, if
shrubs are planted, the topsoil will have to be exposed around the shrubs, which may
wash off with storm water run off thus clogging the catch pits. Only turfing is
envisaged in these areas to soften the harsh black tarmac of the road. To give a
pleasant shape and scale to the environment, their dimensions are fixed by proposing
mounds with turfing on slopes. Planting of trees and shrubs can be envisaged only at
the border of ROW and in the center, which has been previously dealt with, in
roadside planting.
Where the ROW cuts across the field boundaries, leaving isolated triangles of plots,
these may be used for small plantation and for social forestry. These small plantations
will add variety to the highway landscape and will help to break the monotony of
driving along straight or near straight stretches. Shrubs will be planted along side the
fencing to camouflage its existence.
87
8.7.4 Turfing
Earthwork on embankment is proposed to be turfed in the untreated shoulder portion
as well as on the side slopes to protect it from erosion.
Top of the slopes of the embankment would be rounded off and planted with shrubs to
reduce the chances of erosion.
8.8 Budget and Costing

A tentative costing for the implementation of the suggested mitigation measures on
various environmental components has been carried out. It is found that the total cost
of implementing these mitigation measures on different items will be 1.63 lakhs / year
Table 8.3 - Summary of Cost Estimate for EMP Implementation
.
Capital Cost Recurring cost in
Item
(Amount in Rs.) Rs per year
Road side plantation 1,,664,520
Planting flowering shrubs at 13,506,250
median (@ 500 shrubs/km)
Environmental Monitoring - 1,63,000
during operation
Labour Camp Sanitation 100000 -
(10000/toilet x 10 toilets for
200 labourers)
Environmental Monitoring 326000 -
(Construction Stage for 2
years)
Total 15,596,770/- 1,63,000/-
87

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Package-I Detailed Project Report Vol-IV EIA / IEE Report

1.0 Executive Summary....................................................................................................5

4.4.1 Air Quality Standards........................................................................37

8.4.4 Record Keeping................................................................................83

1.0 Executive Summary

1.2 Existing Environmental Features

There are several Sugar Factories / pharmaceutical factories / Chemical factories

1.3 Potential Impact and Mitigation Measures

1.3.1 Physical Environment

No change in the macro-climatic setting (precipitation, temperature and wind) is

1.3.1.2 Geology, Soil and Mineral Resources

Soil contamination will be limited through the establishment of management

1.3.2 Water Environment

1.3.3 Air Environment

1.3.4 Noise Environment

1.3.5.1 Land Acquisition

The acquisition of this land will result in the following losses:

 Productive agricultural soils and operating farms;

1.3.5.2 Land Use Changes

1.3.5.3 Monuments / Historical Areas

1.3.5.5 Impacts to Indigenous Communities

1.4 Public Consultations

1.5 Analysis of Alternative

1.6 Recommendations and Conclusions

1.7 Environmental Management Plan

An arboriculture and landscaping plan has been proposed for an effective

To develop an environmental baseline status, data was collected on various

2.6 Structure of Report

Environmental Impact Assessment report is divided into the following Chapters:

Identifying Aim and Objectives of

Flow Chart 2.1. Methodology

3.0 Project Description

3.1 Introduction to Project Area

1. Indapur town between Km 134.000 and Km 136.000

3.2 Existing Road Terrain

3.3 Project Impact

commercial developments, restaurants / Dhabas, aggregate crushers, and cement

3.4 Land acquisition

3.5 Project Components

3.5.2.2 Widening Proposals

Chainge in Kilometer as per Preferred Side of

0.000 2.300 40.000 42.200 2.30 Eccentric Right

6.000 14.400 45.900 54.200 8.40 Eccentric Right

25.300 33.200 65.200 73.000 7.90 Eccentric Right

100.400 108.050 136.800 144.400 7.650 Eccentric Right

3.5.2.3 Proposed Cross Sections

The proposed cross-section in Project stretch consists of four-lane divided

Earthwork consists of excavation, removal and satisfactory disposal of all materials

3.5.2.6 Pavement Removal

3.5.2.7 Granular - Sub Base

It includes natural sand, moorum, gravel, crushed stone, or combination there of

3.5.2.8 Water Bound Macadam Sub – Base / Base

WBM consists of clean, crushed aggregates mechanically interlocked by rolling and

3.5.2.9 Bituminous Pavement Layers

The binder materials should be of approved Indian Standard (IS).

Fine aggregates shall consist of crushed or naturally occurring material, or a

The sources of all materials must have environmental approvals in place.

Pre-mixed bituminous materials, including bituminous macadam, dense bituminous

Bituminous materials shall be transported in clean insulated vehicles, covered with

3.5.3 Pavement Widening

The various widening options explored by the geometric team include:

 Realignments and bypasses to minimize environmental and R&R impacts.

Some of erosion protection measures include:

3.5.5 Safety Measures