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ENVIRONMENTAL IMPACT ASSESSMENT
(EIA) FOR
PROPOSED BUS – BASED RAPID TRANSIT SYSTEM (BRTS) FOR PCMC
PIMPARI – CHINCHWAD
DISTRICT: PUNE, MAHARASHTRA
PROPOSED BY
PIMPARI – CHINCHWAD MUNCIPAL CORPORATION [PCMC]
Sept 2010
Revision 9 – Sept 2010
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Pimpri Chinchwad Muncipal Corporation iii
CONTENTS
CONTENTS ................................................................................................................. iii
CHAPTER 1.................................................................................................................. 1
INTRODUCTION......................................................................................................... 1 1.1 PREAMBLE................................................................................................................................ 1 1.2 OBJECTIVES OF THE EIA STUDY........................................................................................ 2 1.3 METHODOLOGY OF THE STUDY......................................................................................... 3 1.4 STRUCTURE OF EIA REPORT............................................................................................... 3
CHAPTER 2.................................................................................................................. 5
PROJECT DESCRIPTION.......................................................................................... 5 2.1 INTRODUCTION....................................................................................................................... 5 2.2 PROFILE OF THE CITY .......................................................................................................... 5 2.2.1 Historical Background............................................................................................................ 6 2.2.2 City’s Growth......................................................................................................................... 6 2.3 VEHICULAR GROWTH AND COMPOSITION ..................................................................... 6 2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP)................................................ 8 2.5 PROPOSED BRT SYSTEM ..................................................................................................... 10 2.5.1 Kalewadi Phata to Dehu-Alandi road................................................................................... 11 2.5.2 Nashik phata to Wakad......................................................................................................... 12 2.5.3 Proposed Structures along the Corridors .............................................................................. 14 2.5.4 Design of Corridors .............................................................................................................. 19 2.5.5 Location of Bus Stops .......................................................................................................... 20 2.5.6 Typical Street Sections & Bus Stop Design ......................................................................... 20 2.6 TRAFFIC STUDIES ................................................................................................................ 26
CHAPTER 3................................................................................................................ 27
BASELINE ENVIRONMENTAL QUALITY............................................................ 27 3.1 INTRODUCTION..................................................................................................................... 27 3.2 SCOPE OF BASELINE STUDIES.......................................................................................... 27 3.3 AIR ENVIRONMENT.............................................................................................................. 29 3.3.1 Climate of PCMC................................................................................................................ 29 3.3.2 Ambient Air Quality............................................................................................................ 32 3.4 NOISE ENVIRONMENT......................................................................................................... 35 3.5 TRAFFIC STUDIES ................................................................................................................ 37 3.6.1 Hydrogeology...................................................................................................................... 53 3.7 LAND ENVIRONMENT.......................................................................................................... 54 3.7.1 Physiography....................................................................................................................... 54
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3.7.2 Relief & Drainage ............................................................................................................... 54 3.8 GEOLOGY ................................................................................................................................ 56 3.9 SEISMOLOGY.......................................................................................................................... 59 3.10 LAND USE................................................................................................................................ 60 3.11 SOIL .......................................................................................................................................... 63 3.12 BIOLOGICAL ENVIRONMENT ............................................................................................ 66 3.13 SOCIO ECONOMIC ENVIRONMENT.................................................................................. 68 3.13.1 Demographic Profile ............................................................................................................ 68 3.13.2 Socio-Economic Profile ....................................................................................................... 69 3.13.3 Structures on the Route......................................................................................................... 70
CHAPTER 4................................................................................................................ 71
IMPACT ASSESSMENT ........................................................................................... 71 4.1 INTRODUCTION..................................................................................................................... 71 4.2 POLLUTION SOURCES ......................................................................................................... 71 4.3 IDENTIFICATION OF IMPACTS ......................................................................................... 72 4.4 AIR ENVIRONMENT.............................................................................................................. 74 4.4.1 Construction Phase.............................................................................................................. 74 4.4.2 Functional Phase ................................................................................................................. 76 4.5 NOISE ENVIRONMENT......................................................................................................... 77 4.5.1 Construction Phase.............................................................................................................. 78 4.5.2 Functional Phase ................................................................................................................. 81 4.6 IMPACT ON TRAFFIC ........................................................................................................... 83 4.7.1 Construction Phase.............................................................................................................. 83 4.7.2 Functional Phase ................................................................................................................. 84 4.8 IMPACTS ON LAND ENVIRONMENT................................................................................. 85 4.8.1 Land Use & Aesthetics........................................................................................................ 85 4.8.2 Topography & Geology....................................................................................................... 85 4.8.3 Soil ....................................................................................................................................... 85 4.8.3.1Construction Phase ............................................................................................................... 85 4.9 WASTE DISPOSAL.................................................................................................................. 86 4.9.1 Construction Phase............................................................................................................... 86 4.9.2 Functional Phase .................................................................................................................. 87 4.10 BIOLOGICAL ENVIRONMENT ............................................................................................ 87 4.10.1 Construction Phase............................................................................................................... 87 4.10.2 Functional Phase .................................................................................................................. 88 4.11 SOCIO-ECONOMIC ENVIRONMENT.................................................................................. 88 4.11.1 Job Opportunity.................................................................................................................... 88
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4.11.2 Improvement of Infrastructure Facilities .............................................................................. 89 4.11.3 Wider Economic Growth...................................................................................................... 89 4.11.4 Transportation ...................................................................................................................... 89 4.11.5 Transient Labour Population ................................................................................................ 89 4.11.6 Resettlement & Rehabilitation Issues................................................................................... 89 4.12 SUMMARY OF IMPACTS ...................................................................................................... 90
CHAPTER 5................................................................................................................ 92
ENVIRONMENTAL MANAGEMENT PLAN ......................................................... 92 5.1 INTRODUCTION..................................................................................................................... 92 5.2 AIR ENVIRONMENT.............................................................................................................. 93 5.2.1 Construction Phase.............................................................................................................. 93 5.2.2 Functional Phase .................................................................................................................. 94 5.3 NOISE ENVIRONMENT......................................................................................................... 95 5.3.1 Construction Phase.............................................................................................................. 95 5.3.2 Functional Phase .................................................................................................................. 95 5.4 IMPACT ON WATER RESOURCES...................................................................................... 97 5.4.1 Construction Phase.............................................................................................................. 97 5.4.2 Functional Phase ................................................................................................................. 97 5.5 IMPACTS ON LAND ENVIRONMENT................................................................................. 98 5.5.1 Construction Phase............................................................................................................... 98 5.5.2 Functional Phase ................................................................................................................. 99 5.6 BIOLOGICAL ENVIRONMENT ............................................................................................ 99 5.6.1 Construction Phase.............................................................................................................. 99 5.6.2 Functional Phase ................................................................................................................. 99 5.7 IMPLEMENTATION SCHEDULE OF MITIGATION MEASURES ................................ 101 5.8 ENVIRONMENTAL MANAGEMENT SYSTEM & MONITORING PLAN ...................... 102 5.8.1 Environmental Management Cell....................................................................................... 102 5.8.2 Environmental Monitoring ................................................................................................. 104 5.8.3 Awareness & Training........................................................................................................ 107 5.8.4 Environmental Audits & Corrective Action Plans ............................................................. 107 5.8.5 Budget Provision for EMP ................................................................................................. 113
ANNEXURE I ........................................................................................................... 115
ANNEXURE II ......................................................................................................... 116
ANNEXURE III........................................................................................................ 117
New PlaNtation details on both corridors................................................................ 145
ANNEXURE IV ........................................................................................................ 146
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ANNEXURE V.......................................................................................................... 148
ANNEXURE VI ........................................................................................................ 160
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LIST OF TABLES TABLE 2.1: VEHICLE REGISTRATION DETAILS IN PCMC AREA ................................................................. 6 TABLE NO. 2.2: NEW REGISTRATIONS OF VEHICLES IN PCMC................................................................. 8 TABLE NO. 2.3: PROPOSED BRTS........................................................................................................... 11 TABLE NO. 2.4: LIST OF STRUCTURES ALONG THE CORRIDOR ................................................................ 15 TABLE NO. 2.5: LIST OF STRUCTURES ALONG THE CORRIDOR ................................................................ 17 TABLE 3.1: BASELINE DATA GENERATION ............................................................................................. 28 TABLE 3.2: AMBIENT AIR QUALITY RESULTS....................................................................................... 33 TABLE 3.3: NATIONAL AMBIENT AIR QUALITY STANDARDS (NAAQS)................................................. 34 TABLE 3.4: NOISE MONITORING RESULTS .............................................................................................. 36 TABLE 3.5: AMBIENT NOISE QUALITY STANDARDS................................................................................ 36 TABLE 3.6: LOCATIONS AND SCHEDULE OF OUTER CORDON COUNTS.................................................... 38 TABLE 3.7: LOCATIONS AND SCHEDULE OF COUNTS ON MAJOR ARTERIAL NETWORK OF PCMC............ 38 TABLE 3.8: LOCATIONS OF TURNING MOVEMENT SURVEYS................................................................... 39 TABLE 3.9: SUMMARY OF TRAFFIC COUNTS AT OUTER CORDON POINTS ............................................... 40 TABLE 3.10: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT OUTER CORDON POINTS ...... 41 TABLE 3.11: SUMMARY OF MID-BLOCK COUNTS ON MAJOR ARTERIALS ............................................... 42 TABLE 3.12: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT MID-BLOCK COUNT
LOCATIONS.................................................................................................................................... 43 TABLE 3.13: WATER SAMPLING LOCATIONS........................................................................................... 49 TABLE 3.14: WATER SAMPLE ANALYSIS OF INDRYANI RIVER & NALA NEAR MUNICIPAL CORPORATION
BOUNDARY.................................................................................................................................... 51 TABLE 3.15: CHEMICAL ANALYSIS OF GROUND WATERS, NEAR CORRIDOR AREA ................................ 52 TABLE 3.16: PCMC LAND USE AREAS ................................................................................................... 61 TABLE 3.17: SOIL CHARACTERISTICS - NASHIK PHATA TO WAKAD BRT CORRIDOR ............................. 65 TABLE 3.18: SOIL CHARACTERISTICS - KALEWADI PHATA TO CHIKHALI BRT CORRIDOR ..................... 65 TABLE 3.19: LIST OF FLORA AND FAUNA................................................................................................ 66 TABLE 3.20: POPULATION PROJECTIONS FOR THE NEXT 20 YEARS.......................................................... 68 TABLE 4.1: POLLUTANT SOURCES & CHARACTERISTICS......................................................................... 72 TABLE 4.2: IDENTIFICATION OF IMPACTS (CONSTRUCTION & FUNCTIONAL PHASE)............................... 73 TABLE 4.3: PARTICULATE EMISSION RATE IN KG PER HOUR FOR DIFFERENT MOISTURE AND SILT
CONTENT....................................................................................................................................... 75 TABLE 4.4: EMISSIONS IN LB PER VEHICLE KILOMETRE FOR DIFFERENT SOIL PERCENTAGES AND
VEHICLE WEIGHT.......................................................................................................................... 76 TABLE-4.5: EMISSION FACTORS FOR DIFFERENT VEHICLES.................................................................. 77 TABLE 4.6: NOISE LEVELS GENERATED FROM CONSTRUCTION EQUIPMENT........................................... 78 TABLE 4.7: SUMMARY MATRIX OF PREDICTED IMPACTS DUE TO PROPOSED PROJECT ........................... 90 TABLE 5.1: FUGITIVE DUST CONTROL MEASURERS................................................................................ 93 TABLE 5.2: SUGGESTED PLANT SPECIES - GREEN BELT AREA .............................................................. 101 TABLE 5.3: IMPLEMENTATION SCHEDULE........................................................................................... 101 TABLE 5.4: SUGGESTED MONITORING PROGRAM DURING CONSTRUCTION PHASE .............................. 105 TABLE 5.4: SUGGESTED MONITORING PROGRAM DURING OPERATION PHASE..................................... 106 TABLE 5.5: BUDGET PROVISION FOR EMP ........................................................................................... 113
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LIST OF FIGURES FIGURE 2.1: CATEGORY WISE DISTRIBUTION OF VEHICLES...................................................................... 7 FIGURE 2.2: IMPROVEMENTS TO ROAD NETWORK................................................................................... 10 FIGURE 2.3: ROAD CORRIDORS PROPOSED.............................................................................................. 11 FIGURE 2.4: MAJOR STRUCTURES ON THE CORRIDORS ............................................................................ 15 FIGURE 2.5: TYPICAL CROSS SECTION OF 45 M ROW ............................................................................. 22 FIGURE 2.6: CROSS SECTION AND PLAN AT BUS STOP LOCATION WITH MIXED VEHICLE LANE ELEVATED
...................................................................................................................................................... 23 FIGURE 2.7: TYPICAL CROSS SECTION AT BUS STOP LOCATION............................................................... 24 FIGURE 2.8: PLANS AT BUS STOP LOCATION........................................................................................... 25 FIGURE 3.1: CLIMATE CONDITIONS OF PUNE DISTRICT .......................................................................... 30 FIGURE 3.2: WIND ROSE OF STUDY AREA, SUMMER............................................................................... 31 FIGURE 3.3: AAQ AT NASHIK PHATA TO WAKAD BRT .......................................................................... 34 FIGURE 3.4: AAQ AT KALEWADI PHATA TO CHIKHALI BRT.................................................................. 34 FIGURE 3.5: SURVEY LOCATIONS............................................................................................................ 40 FIGURE 3.6: PEAK HOUR TURNING MOVEMENTS AT KSB JUNCTION IN VEHICLES PER HOUR................ 44 FIGURE 3.7: PEAK HOUR TURNING MOVEMENTS AT KSB JUNCTION IN PCU’S PER HOUR ..................... 45 FIGURE 3.8: PEAK HOUR TURNING MOVEMENTS AT NASHIK PHATA IN VEHICLES PER HOUR................ 46 FIGURE 3.9: PEAK HOUR TURNING MOVEMENTS AT NASHIK PHATA IN PCU’S PER HOUR .................... 46 FIGURE 3.10: PEAK HOUR TURNING MOVEMENTS AT KALEWADI CHOWK IN VEHICLES PER HOUR ....... 47 FIGURE 3.11: PEAK HOUR TURNING MOVEMENTS AT KALEWADI CHOWK IN PCUS PER HOUR.............. 48 FIGURE 3.12: IRRIGATION AND HYDROGEOLOGY OF PUNE ..................................................................... 53 FIGURE 3.13: RELIEFS AND SLOPES OF THE PUNE DISTRICT.................................................................... 56 FIGURE 3.14: GEOMORPHOLOGY OF PUNE .............................................................................................. 58 FIGURE 3.16: SEISMIC ZONE MAP OF INDIA ............................................................................................ 60 FIGURE 3.17: LAND USE MAP OF PCMC AREA ...................................................................................... 62 FIGURE 3.18: SOIL PROFILE OF PUNE DISTRICT ...................................................................................... 63 FIGURE 3.19: POPULATION GROWTH ...................................................................................................... 69 FIGURE 4.1: PREDICTED NOISE LEVELS DURING CONSTRUCTION PHASE................................................ 81 FIGURE 4.2: PREDICTED NOISE LEVELS DURING OPERATION PHASE ...................................................... 82 FIGURE 5.1: ENVIRONMENTAL MANAGEMENT CELL .............................................................................. 104
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CHAPTER 1
INTRODUCTION
1.1 PREAMBLE
Pimpri Chinchwad is one of the most vibrant industrial and urban
settlement in Maharashtra. Its developed industrial sector,
proximity to Pune and the growing IT sector draws a large group of
people and businesses to settle in the city, temporarily or
permanently. This creates a growing demand for urban
infrastructure, especially for urban transport infrastructure and
public transport.
Pimpri Chinchwad Muncipal Corporation (PCMC) has undertaken an
exercise of identifying the service need for urban transport and to
satisfy the identified needs through a well designed and efficient
network of Bus based Rapid Transit System (BRTS). As part of this
exercise, PCMC has profiled the current transportation network and
patterns in the city and has projected them for the future. Based on
these, a Compressive Mobility Plan has been prepared, identifying
the need for Urban Transport solutions along various corridors of
the city
A Bus – based Rapid Transit System (BRTS) has been chosen as the
solution to the public transport service needs of PCMC. For
proposed BRTS PCMC wants to take up two routes for immediate
implementation are:
1. Kalewadi to Dehu-Alandi road, and
2. Nashik Phata to Wakad,
Sr. No.
Road Name Length
proposed (km)
ROW proposed
(m)
Estimated Cost
(Rs Crores)
1 Kalewadi to Dehu Alandi Rd
11.2 45.0 219.2
2 Nashik phata to Wakad 8.02 45.0 206.82
TOTAL 19.22 426.02
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The purpose of this Environmental Impact Assessment (EIA) study
is to provide information on the surroundings and the extent of
environmental impact likely to arise on account of proposed Bus-
based Rapid Transit System (BRTS) on environment.
Another purpose of the study is to define an Environmental
Management Plan (EMP) to minimize and mitigate the likely adverse
environmental impacts.
It also for to comply with the World Bank Operational Phase for
environmental assessments of study area. The separate
Resettlement Action plan for has been prepared.
1.2 OBJECTIVES OF THE EIA STUDY
The objective of the EIA study is:
• To give brief description of the project.
• To assess the present status (baseline) of air, water, land,
noise, biological and socio-economic components of
environment including parameters of human interest based on
secondary data collected from various respective
departments;
• To identify, predict and evaluate environmental and social
impacts expected during the construction phase and the
functional phase in relation to the existing civic infrastructure
and the sensitive receptors, if any;
• To develop mitigative measures so as to minimize the
pollution, environmental disturbance and the nuisance during
construction and functional phases of the project; and
• To design and specify the monitoring schedule, during
construction and functional phases, necessary to ensure the
implementation and the efficacy of the mitigative measures
adopted
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1.3 METHODOLOGY OF THE STUDY
Keeping in view the proposed BRTS about 2 to 3 kms on either side
of both the corridors was identified as a study area. This is in
anticipation of relatively significant impacts within this band for key
environmental aspects- air, noise, and water quality. Secondary
data is used from department like IMD, Environmental Department
PCMC, Census dept, Environmental Status report, DPR of BRTS
Sampling locations were identified on the basis of following criteria:
• Predominant wind direction at the study area;
• Existing topography;
• Locations of the project activities;
• Locations of sensitive areas;
• Area that represents baseline conditions.
The approach to data collection is outlined in Table 3.1 under the
subhead, survey of environmental attributes.
1.4 STRUCTURE OF EIA REPORT
The Environmental Impact Assessment (EIA) report contains
baseline data, assessment of likely impacts, preparation of
Environmental Management Plan. The report is compiled in following
five chapters:
Chapter 1 Introduction
This chapter describes objectives and methodology for EIA.
Chapter 2 Project Description
This chapter gives a brief description of the historical background of
city, physical characteristics of the city, vehicular growth and
composition, Comprehensive Mobility Plan, BRT system Design,
Details of the proposed project
Chapter 3 Baseline Environmental Status of Project Area
This chapter presents details of the baseline environmental status of
all environmental attributes i.e. micro climatological condition, air
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quality, noise, traffic, water quality, soil quality, flora, fauna and
socio-economic status etc based on secondary data collected from
respective department.
Chapter 4 Prediction and Evaluation of Impacts
This chapter discusses the possible sources of pollution and
environmental impacts due to proposed Bus based Rapid Transit
System.
Chapter 5 Environmental Management Plan
This chapter deals with the Environmental Management Plan (EMP)
for the proposed BRTS which indicates measures proposed to not
only minimize but also to mitigate the adverse impacts on the
environment. It also describes the proposed environmental
monitoring program.
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CHAPTER 2
PROJECT DESCRIPTION
2.1 INTRODUCTION
Pimpri-Chinchwad is a major industrial centre of the Pune region
and also of the entire country. It has witnessed a high population
growth rate of around 100% in the last two decades. The population
is estimated to reach about 15.07 lakhs by 2011 from the current
level of 12.8 lakhs. As the city continues to grow, the Pimpri-
Chinchwad Municipal Corporation (PCMC), which is responsible for
provision of infrastructure services, needs to prepare itself for
providing quality services to its citizens in all areas of infrastructure,
including provision of a reliable public transport system.
Public transport system forms an important part of development
projects. In order to provide effective and efficient transport
facilities to the public, the transport authorities are looking at
alternative systems which can meet the mobility needs of the
people. Increasingly, such alternative systems like Mass Rapid
Transit Systems (MRTS) are being planned in the major cities of the
country. As the MRTS are expensive, it often becomes possible for a
municipal body or a state government to cater only to a limited
area, thus restricting its access to a limited population. A cost
effective alternative is a Bus-based Rapid Transit System (BRTS),
which can cater to the mobility needs of a larger population by
covering a larger geographical area in a city.
Recognizing that a BRTS will be a cost effective mode of transport
to the public, PCMC has undertaken a detailed study on its
feasibility and sustainability of the system
2.2 PROFILE OF THE CITY
The city of Pimpri-Chinchwad is situated northeast of Pune and is
160 km from Mumbai, the capital city of Maharashtra. It is
predominantly an industrial area, which has developed during the
last four decades.
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2.2.1 Historical Background
Pimpri was basically established as a centre for refugees from
Pakistan. Industrialisation in Pimpri area commenced with the
establishment of Hindustan Antibiotics Limited in 1956. The
establishment of the Maharashtra Industrial Development
Corporation (MIDC) in 1961-62 considerably facilitated industrial
development in the area. The establishment of large-scale core
industries has led to the growth of ancillary and small-scale
industries in and around this industrial belt. Today, Pimpri-
Chinchwad is a major industrial centre of the Pune region and of the
entire country.
2.2.2 City’s Growth
Development of the Pimpri-Chinchwad Municipal Corporation dates
back to the establishment of industries such as Bajaj Auto and
Telco, in the middle of the 20th century. The establishment of the
Pimpri-Chinchwad New Town Development Authority (PCNTDA) in
the 1980s helped the development of residential colonies in the
1990s to an extent. With the booming IT and ITeS sector in
neighbouring Pune in the 1990’s, Pimpri-Chinchwad has seen large
scale development of residential areas.
2.3 VEHICULAR GROWTH AND COMPOSITION
As on date, there are more than five lakh registered vehicles plying
on the roads of PCMC. Apart from these, there are vehicles from
PMC area using the roads of PCMC on a daily basis.Table 2 .1 below
indicates the number of registered vehicles in PCMA, over the last
five years.
Table 2.1: Vehicle Registration details in PCMC area
Year * Two Wheelers Auto Cars /
LMVs Heavy
Vehicles Others # Total
2002 211,837 5,288 27,811 6,709 16,940 268,585
2003 236,301 5,415 30,242 6,925 18,188 296,999
2004 271,319 5,588 35,009 7,501 20,511 339,928
2005 308,601 6,052 42,255 8,304 22,829 388,041
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Year * Two Wheelers Auto Cars /
LMVs Heavy
Vehicles Others # Total
2006 352,111 6,471 50,391 9,206 26,571 444,750
2007 395,757 6,671 59,856 10,513 30,619 503,397
AACGR (%) 13.31 4.76 16.57 9.40 12.57 13.39
Source: RTO, Pimpri-Chinchwad; *- as on Mar 31 of that year; # - Private vehicles/ambulances/delivery vans, school buses, tractors
As given in the above table, the registered two wheelers at PCMC
have grown at a rate of 13.3% and cars have grown at 16.6%.
Figure 2.1: Category Wise Distribution of Vehicles
Category-wise Vehicles as on Mar 31, 2007
2 Wheelers79%
Heavy vehicles2%
Cars/LMVs12%
Auto-Rickshaw s1%
Other Vehicles6%
2 Wheelers
Cars/LMVs
Auto-Rickshaws
Other Vehicles
Heavy vehicles
There are more than 5.03 lakh registered vehicles in PCMC as on
March 31, 2007. The vehicles have registered an annual growth of
over 14% during the last five years. As the above figure indicates,
about 79% of vehicles registered in PCMC are two-wheelers..
Table 2.2 indicates the growth in the registration of new vehicles in
the Pimpri-Chinchwad region. The high growth rates in the numbers
of two-wheelers (mopeds and motorcycles) and four-wheelers (cars
and light-motorised vehicles) indicate a growing dependence on
private and own transport in PCMC.
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Table No. 2.2: New Registrations of Vehicles in PCMC
Year * Two Wheelers Auto Cars /
LMVs Heavy
Vehicles Others # Total
2002-03 25,625 263 3,223 470 1,793 31,374
2003-04 34,518 173 4,839 578 2,323 42,431
2004-05 30,481 384 6,166 991 1,900 39,922
2005-06 41,296 419 8,136 3,702 893 54,446
2006-07 43,626 200 9,465 4,048 1,308 58,647
Source: RTO, Pimpri-Chinchwad
2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP)
The Comprehensive Mobility Plan aims at overall improvement in
the movement of people within the city as well as into and out of it.
The growth is creating a growing demand for urban infrastructure,
especially for urban transport infrastructure and public transport.
Pimpri Chinchwad Municipal Corporation (PCMC) had undertaken an
exercise of identifying the service need for urban transport by
preparing a CMP. As part of this exercise, PCMC has profiled the
current transportation network and patterns in the city and has
projected them for the future. Based on these, the needs for urban
transport solutions along various corridors of the city have been
identified. Road network improvement measures such as road-
widening, construction of fly-over and bridges have been
recommended. A bus-based rapid transit system (BRTS) has been
chosen as the solution to the public transport service needs of
PCMC.
The public transportation system in Pimpri-Chinchwad has not been
able to provide the best services to its citizens. This has lead to
steep increase in private ownership of vehicles, especially motorised
two-wheelers. There is urgent need to address the main issues of
patronage of public transport, poor level of service of the road
network in PCMC and future traffic congestion on city roads caused
by private vehicles. To address most of these urban transport
problems being faced by PCMC currently and those anticipated in
the future, a Comprehensive Mobility Plan (CMP) study has been
undertaken, which proposes a bus-based rapid transit system
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spread across the city of Pimpri-Chinchwad along a road network
with high levels of service. The two main components of the CMP
are – Traffic study and Land-use study.
As a part of the traffic study, the following primary surveys have
been conducted, in order to capture the current traffic patterns in
the PCMC area:
1. Classified Traffic Volume Counts at Outer Cordor points,
2. Classified Traffic Volume Counts on the Internal Road Network
of PCMC area,
3. Opinion surveys at Outer Cordon points,
4. Opinion surveys at Local Railway stations and the Inter-City
bus terminus,
5. Intersection turning movements counts at important junctions
in PCMC area, and
6. Speed and Delay surveys along important corridors in the
city.
A four stage travel demand model was developed to estimate
Internal – Internal trips within PCMC Area, with the following
models in each of the four stages:
(i) Trip Generation Model
i. Trip Production Model – Multiple linear regression
model
ii. Trip Attraction Model – Multiple linear regression
model
(ii) Trip Distribution Model – Gravity model with zone
influence factors
(iii) Mode Split Model – Multinomial Logit ModelTraffic
Assignment Model – All-or-nothing for Transit Trips
and Multinomial Logit based Multipath Assignment
Model for other trips
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Through detailed analysis of demand on high-density corridors, the
following information was arrived at using the traffic model. It
presents the demand for a public transit system along important
road corridors in PCMC area.
Corridor Peak traffic – Number of Bus-passenger Trips
2008 2021
Corridor
PPD PHPDT PPD PHPDT
Kalewadi to Delhu-Alandi 33,219 2,132 56,112 3,601
Nashik Phata to Wakad 41,532 2,665 83,662 5,369
2.5 PROPOSED BRT SYSTEM
Based on the current traffic and forecast demand, a bus-based rapid
transit system was found to be the appropriate public transportation
system for the city of Pimpri-Chinchwad.
PCMC is proposing to improve its existing road network and also
provide a public transportation system in the form of a BRT system
along its major roads.
Figure 2.2: Improvements to Road network
`
Feeder routes
Road network
Nashik phata to Wakad
9
Kiwale to Bhakti-Shakti10
Pune - Alandi8
Kalewadi - KSB Chowk to Dehu Alandiroad
7
Road Network
1 Aundh Ravet
2 NH4
3 Telco Road
4 Dehu-Alandi
5 NH50 (Nashik phata to Moshi)
6 MDR 31 to DehuAlandi road via Auto Cluster
Feeder Routes
A Hinjewadi to Tatamotors
B Bhakti-Shakti to Talwade
C Pradhikaran
D Road Parallel to AundhRavet
Nashik phata to Wakad
9
Kiwale to Bhakti-Shakti10
Pune - Alandi8
Kalewadi - KSB Chowk to Dehu Alandiroad
7
Road Network
1 Aundh Ravet
2 NH4
3 Telco Road
4 Dehu-Alandi
5 NH50 (Nashik phata to Moshi)
6 MDR 31 to DehuAlandi road via Auto Cluster
Feeder Routes
A Hinjewadi to Tatamotors
B Bhakti-Shakti to Talwade
C Pradhikaran
D Road Parallel to AundhRavet
1
2
3
4
5
6
7
A
B
C
89
10
D
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The proposed project involves construction of two Bus – based rapid
Transit System (BRTS).corridors, Kalewadi to Dehu – Alandi road
and Nashik Phata to Wakad. The details of the project is given
below
Table No. 2.3: Proposed BRTS
S.No.
Road Name Length
proposed (km)
ROW proposed (m)
Estimated Cost
(Rs Crores)
1 Kalewadi to Dehu Alandi Rd
11.2 45.0 219.2
2 Nashik phata to Wakad 8.02 45.0 206.82
TOTAL 19.24 426.02
Figure 2.3: Road Corridors Proposed
1 Nashik phata - Wakad
2 Kalewadi – KSB Chowk -Dehu-Alandi road
1 Nashik phata - Wakad
2 Kalewadi – KSB Chowk -Dehu-Alandi road
1
2
Following is a brief description of the each of the project corridors.
2.5.1 Kalewadi Phata to Dehu-Alandi road
The road runs from South to North. Length of the road is 10.25 km.
Kalewadi Phata is situated on the south side between Mula river at
Boundary of PCMC and Pawana river. The existing road is used for
BRT corridor after widening up to Chinchwad road. The road takes a
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turn towards Pawana river through virgin land by the side of
Pawana river. The road crosses Pawana river, Link road, Pune
Mumbai rail line. Beyond rail line the road goes through Empire
estate buildings on both sides, where 45 m wide space is left open
for the proposed road. (Earlier this land belonged to Premier
Automobiles.) On crossing old Mumbai Pune road, it takes turn
towards North East along the deserted quarry and passes by the
Auto Cluster and goes via Crematories towards north east along the
vacant land of Finolex factory premises, via Commissioner’s
bunglow to Telco chowk. Telco chowk is almost at geometric center
of the PCMC area. Telco chowk is on Telco Road, which is parallel to
Mumbai Pune NH4 old alignment. Telco factory is towards North
East of the chowk. From the chowk, KT road goes up to Dehu-
Alandi road via Shahunagar, Telco factory compound and crossing
the Spine road.
Out of 10.25 km length, existing road is available in about 9030 M
length. About 1220 m length passes through virgin land and about
2437 M is the length of elevated road containing flyovers on
Mumbai Pune Road, ROB On Mumbai Pune Rail Line, Flyover on Link
road, Flyover on D.P.Road & Pawana Bridge.
The detailed drawing of BRTS is attached in Annexure I
2.5.2 Nashik phata to Wakad
The Pimpri Chinchwad Municipal Corporation has planned to develop
all major missing DP links for better connectivity and overall
development of the area. The proposed Road Link is one of the
most important links, which connects the Arterial Roads of the
PCMC area. The Link connects the Existing Mumbai-Pune Road to
the Westerly Bypass (NH4) crossing the Aundh-Ravet Link Road.
The NH-50 which terminates at the Nashik Highway Junction will get
Direct connectivity to the Westerly Bypass (NH4) thus making
access possible between Nashik-Mumbai, Nashik-Satara and vice
versa. The Software Park of Pune which is located at Hinjewadi also
gets direct access to the Northern and central parts of the PCMC.
The link comprises of following major parts combined together in a
single package:
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• Flyover and ROB at Nashik phata (Old NH-4 junction)
including bridge on River Pawana.
• Road link between the interchange at Kasarwadi to Westerly
Bypass at Wakad through Pimple Gurav, Vaidu Vasti,
Kaspatewasti and Wakad .
The flyover at Kasarwadi originates from the NH-50 @ 420m from
the Nashik highway Junction. The Flyover crosses the Mumbai Pune
road (old NH-4), Central railway (Mumbai-Pune line) and Pawana
River.
At the end of the Proposed Flyover on the South-western side of the
Pawana River, the 45m DP link originates to continue further
towards Gurav Pimpale, Vaidu wasti, Wakad and Westerly bypass. A
two-lane unidirectional Flyover is proposed at the junction of the
45m DP link and the Aundh-Wakad Link Road. The Flyover descends
and the proposed road link of 45m continues ahead all along the
existing road right upto the Wakad Junction with the NH-4 Westerly
Bypass. The existing road continues from Ch.5+590 to Ch.7+411.
At Ch: 7+411 (alternatively (Km0+360 of last existing road
Section) the Ramp of the Flyover on Existing NH4 Bypass begins. It
is proposed to Construct a Three Lane Flyover Parallel to the
existing Three-Lane Flyover on the NH4-Bypass at Wakad. The
Configurations for the Proposed Flyover shall be same as that of the
existing Three-Lane Flyover. The Shape of the Pier and
superstructure as shown in the Drawings shall be maintained by the
Concessionaire.
The 0+00 chainage of the proposed Road Link is proposed to be on
the centerline of the existing Mumbai-Pune Road in the middle of
the Nashik highway Junction. The Ramp of the Main Flyover of the
proposed Interchange at Nashik Highway junction ends at CH:
0+500 of the road link towards Gurav Pimpale. The next Flyover
Proposed is a unidirectional Flyover starting at Ch:5+340 and ends
on the existing road at proposed ch:5+891.345. The Flyover at the
end of the Project road corridor is a Flyover proposed to be
constructed parallel to the existing three lane Flyover.
The Match point of the missing DP link with the 45m DP link
continuing on existing Aundh-Wakad Road is 5+680. The Chainages
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of the 45m DP road Package, from Wakad junction at NH4 Bypass
to the T-junction of Aundh-Wakad Road with 45m DP link, are
increasing from NH4 Bypass towards the Kaspatewasti/Aundh
direction. Thereby the match point of 5+680 is Ch: 2+110.856. The
Scope of proposed package mentions continuous chainages
increasing from Kasarwadi Flyover to the Wakad Nh4-Bypass.
The Nashik Highway Junction where the Project road starts and
where an Interchange is proposed is a T-junction. The NH-50
Terminates/originates from the Mumbai-Pune Road at this T-
junction at Nashik Phata. The Mumbai Pune Road has a 61m ROW
and the NH-50 has a 45m ROW. The NH-50 has presently a Four-
Lane carriageway Configuration and the Mumbai Pune road is being
developed as 10-lane divided carriageway configuration road. The
Mumbai-Pune Road has a 19.2m wide divided concrete carriageway
with each lane of concrete road having 9m widths. The service
roads on either edge are 11m wide with a tree divider between the
BT service roads and Concrete Main carriageways. Landscaping
corridor is also provided beyond service road depending on available
land.
The existing Nashik Highway (NH-50) is four lane BT road divided
carriageway with 1.20m median.
The detailed drawing of BRTS (Nashik Phata to Wakhad) is attached
in Annexure II
The cross-section drawings and plan has been presented figure 2.5
to figure 2.8. PCMC has made provisions for all road types of users
for a safe and smooth commuting. A high level of service is aimed
to be maintained.
2.5.3 Proposed Structures along the Corridors
Apart from the road infrastructure, some structures are being
proposed along the corridor alignment in order to make the road
network more efficient and improve the level of service of road
users. These include facilities such as fly-overs and rail-over bridges
(ROB).
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The alignment of both proposed corridors crosses the Pawana River,
the Mumbai-Pune railway line and the Old NH4. These three aspects
are being bypassed by providing bridges.
Figure 2.4: Major structures on the corridors
Following is list of structures proposed along the corridor - Nashik
phata to Wakad junction:
Table No. 2.4: List of Structures along the Corridor
S.No. Chainage Provision Particulars
1 0970 MV lane + 1
2 1560 Subway To be provided for entire 75 m width for defence land
3 4140 MV lane level +1 Junction Kunal Icons
4 5560 Unidirectional flyover for
M V lane BRTS @ grade Y Junction.
5 5960 MV lane level +1 T junction 24m D.P. Road to Kalewadi
6 7190 MV lane level +1 T junction 24.0 m; D. P. Road to Dange Chowk
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A major interchange is proposed at the Nashik phata junction, at
the start of the Road link is a six lane divided carriageway having
total width of 24.20m. The ROB portion has additional footpaths of
1.50m on each side and hence the roadway width in ROB portion is
27.20m. The length of this main flyover is 542.66m.The flyover is
provided with five ramps as details shown below.
• Ramp R1 & L1
The Ramps R1 & L1 are provided with two lanes and descend from
the main flyover between the Railway Line and the River. These
ramps provide access to the pocket between the Railway Line and
the River and connect this area with the Mumbai-Pune Road and
the Nashik highway NH-50. These ramps are a mandatory part of
the Flyover.
• Ramp R2 & L2
The Ramps R2 and L2 connect the Main Flyover with the Mumbai-
Pune Road. They provide access from Main Flyover to traffic coming
from Pune and for traffic moving towards Mumbai.
• Trumpet Loop LP1
This trumpet loop LP1 is provided with single lane to provide access
for traffic moving from the Westerly by pass and moving towards
Pune.
The 45m DP Link is proposed to have a 6-Lane Divided carriageway
Configuration with Service roads on either end. The detailed
configuration is as shown in the Typical Cross Sections which are
part of the Drawing Volume of the Tender Document. The 45m DP
link is proposed to develop to full 45m DP widths.
The Flyover proposed at Ch: 5+575 is a unidirectional two-lane
flyover without any ramps/branches. This Flyover has been
proposed to avoid conflict at the T-Junction. This Flyover is part of
this package and the shape of sub-structure /superstructure has to
be strictly followed as shown in the Drawing Volume.
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The link from Ch: 5+540 onwards follows the existing Road right
upto the westerly Bypass. The Link crosses the Wakad Village and
touches the Westerly Bypass at the Location where the existing
Wakad Flyover crosses the Westerly Bypass. The Existing Flyover is
a three lane Flyover. A Flyover is proposed parallel to the existing
one with three-lane carriageway configuration and pier
arrangements to be same as that of the existing one. The Flyover
parallel to the Existing Flyover on the NH-4 bypass is proposed to
have ramps descending to the 61m ROW edge of the existing NH4-
Bypass.
Various Vehicular Subways have been proposed at various locations
in addition to Pipe culverts and Box Culverts. The Drawing volume
and the Schedule B indicate the list of Structures to be constructed
all along the corridor.
Following is list of structures proposed along the corridor – Kalewadi
phata to Dehu Alandi road:
Table No. 2.5: List of Structures along the Corridor
S.No. Chainage Provision Particulars
1 1/610 Junction of Chinchwad road- Kalewadi road. Fly-over
2 3/080 Centre of Pawana River River bridge
3 3/250 Centre of D.P.Road Fly-over
4 3/430 Centre of Link Road Fly-over
5 3/640 Centre of Pune Mumbai Rail Line ROB
6 4/290 Centre of Old Pune Mumbai Road Fly-over
7 7/950 Spine road junction Fly-over
Following are details of the above structures.
Flyover at Chinchwad-Kalewadi junction
• Spans - 7 spans of 25 m
• Reinforced Earth portions- 135 m and 165 m
• Total length is 475 m.
• The clearance on the link road available is 5.50 m.
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• The width of Flyover is 2 x 12.05 = 24.10 m .For each unit there is single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 m width. The method of construction will be as stated in GS I.
Pawana River Bridge
A number of bridges have been built on Pawana river in past, details
of these bridges are given in the book “Bridge in Maharashtra“.
Rock is available in the riverbed. However there is standing water of
about 3 m. depth always in the river. Temporary R.C.C. well is
provided for dewatering and make open foundations.
• The proposal for the bridge is to provide overall width = 2 x 13.70 = 27.40 m. similar to ROB with footpath.
• 4 spans of 30 m = 120 m
• R.C.C. Box type abutment and return 2X10 m = 20 m
• Approach on Kalewadi side reinforced = 100 m
• Earth approach is proposed
• Total Length = 240 m
There are two structural units with a joint each of 13.70 m. Four
Pre-cast pre-stressed girders are proposed. Wall type piers flared up
to top are proposed to minimize the cost of foundation.
Flyover on link Road
• Spans – 3 spans of 30 m.
• 5 span of 25 m
• Total length is 215 m.
• The clearance on the link road available is 7.50 m.
The width of Flyover is 2 x 12.05 = 24.10 m .For each unit there is
single circular pier. Diameter of pier is 2.50 m for each unit in 12.05
m width. The method of construction will be as stated in GS I.
Flyover on D.P. (18M) Road
• Spans – 2 spans of 30 m.
• 7 span of 25 m
• Ramp Length of 110 m on both sides.
• Total length is 175 m.
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The clearance on the D.P. road is kept 5.50 m. By the two sides 3.75 m. clear wide earthen ramps of length of 110m are provided as access from river bridge to Link Road below on the ground level.
The width of Flyover is 2 x 12.05 = 24.10 m. For each unit there is single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 m width. The method of construction will be as stated in GS I.
Rail Over Bridge
One span of 22 m on the rail line, which is meant for shunting
purpose. 1 span of 30 m is for Main line. At present there are 2
lines. Provision is made for 3 additional lines thus 30 m can
accommodate 5 lines. Railway land width is 52 m. The structure is
built by railway over rail lines. The separate drawing is prepared;
this will have to be approved by the railways. There are two
separate units each having a width of 13.70 m. 4 nos. of pre-cast
girders are in each unit. Pier consists of 4 circular columns under
each girder for each unit. Depth is maintained at 2 m.
2.5.4 Design of Corridors
In terms of the configuration of road and BRT corridors, the
following recommendations have been made in the study:
1. Dedicated bus-lanes have been located in the middle of the
carriageway, on either sides of the median,
2. Bus-stops are located at a distance of about 250 m on either
side of junctions and at mid-block locations at distances of
500-700 m beyond junctions,
3. In order to have least hindrances for pedestrians to cross
roads to reach bus-stops, it has been recommended that the
bus-stops be located at grade with the pedestrian lanes
provided at the edge of RoW. The through traffic lanes on
either sides of BRT lanes would be elevated to a minimum
height of the buses. This would enable pedestrians to reach
bus-stops with minimum impedance.
4. Provision of separate lanes for pedestrians and non-motorised
vehicles on either ends of RoW,
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The corridors also have other components which are aimed at
improving the traffic conditions on corridors. These include fly-overs
at important junctions, rail-over bridges and bridges over rivers.
Pedestrian under-passes and foot-over bridges have also been
proposed to facilitate pedestrian crossings at crowded locations.
Details of these components have been presented in the report.
2.5.5 Location of Bus Stops
Bus stops have been located on all the trunk corridors at a
distance of 500 to 700 m. The bus stops are mid-block and away
from road junctions. The distance of the nearest bus stop
from any road junction is not more than 250 m. The location of
the bus stop in each corridor and its size is determined by the
ROW of the corridor and the ROW design. Land uses and density
are also aligned similarly with higher FSI around bus stops
2.5.6 Typical Street Sections & Bus Stop Design
The design options of Corridors are primarily based on ROW,
functional character (through traffic) and whether bus lanes are
dedicated or not. The design considerations are as follows
• Efficient movement of buses in the bus lanes
• Safety and comfort of bus passengers while boarding,
alighting and transferring
• Safety and comfort of pedestrians • Efficient flow of mixed traffic
As mentioned above, three kinds of bus stops have been conceptualized;
• At-grade bus stops placed on the median between bus
lanes and accessed through Foot
• Over-Bridges, Underground bus stops placed under at-grade
carriageway of mixed traffic, accessed directly from
footpath,
• At-grade bus stops placed under elevated carriageway of
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mixed traffic, accessed directly from footpath.
ROW 45 m: Salient features:
• Central dedicated bus lanes, separated by a median.
• Mixed traffic lanes provided on either side of bus lanes –
four lanes on either side.
• At bus stops two mixed traffic lanes are elevated while two
remain at-grade to function as service lanes.
• Buses which have to stop at the bus stop shall move under
the flyover, hence mixed lanes are elevated by 5 m.
• Median bus stops are at-grade and positioned below the
elevated mixed traffic lanes.
• Cycle track, footpath and a landscaped area has been
provided adjoining the mixed traffic lanes.
• At the bus stops, the bus shelter has been provided in the
landscaped area between the through traffic lane and
dedicated bus lane
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Figure 2.5: Typical Cross Section of 45 m RoW
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Figure 2.6: Cross Section and plan at Bus Stop location with Mixed vehicle lane elevated
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Figure 2.7: Typical Cross Section at bus stop location
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Figure 2.8: Plans at Bus Stop Location
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2.6 TRAFFIC STUDIES
In order to estimate travel demand for the present and the future,
the following procedure has been considered:
Step 1: In addition to the secondary data collected, extensive
primary traffic surveys have been carried out to obtain data on
baseline traffic and travel characteristics
Step2: Travel demand model has been calibrated and validated to
mimic the prevailing traffic and travel pattern in PCMC Area
Step3: Future travel demand has been estimated based on
anticipated growth in the city (population and land use)
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CHAPTER 3
BASELINE ENVIRONMENTAL QUALITY
3.1 Introduction
Baseline environmental status forms the basis for evaluation of the
proposed development on the existing site conditions. This can be
broadly grouped into physical, social, aesthetic and economic
environment. Physical environment includes air, water, land,
aquatic and terrestrial flora & fauna, civic infrastructure, public
services, etc. Social environment includes demography. Aesthetic
environment includes historical monuments, archaeological or
architectural sites at and in the vicinity of the proposed project
activity.
3.2 Scope of Baseline Studies
For the present EIA study, the attributes of environment considered are:
• Air environment (Meteorology, ambient air quality, noise levels, traffic pattern and traffic density);
• Water environment;
• Land environment (Geology, Geo-hydrology, land use, solid waste disposal, etc.);
• Biological environment (Flora, fauna, vegetation, ecosystem); and
• Socio-economic environment (Demography, occupational structure, educational, medical facilities, literacy etc.)
It is important to define the study area for conducting the
Environmental Impact Assessment Study to rightly assess the
changes likely to arise due to the proposed developmental activity.
In the proposed project, area affected due to BRTS (2 to 3 kms on
either side of both the corridor) is identified as ‘Study Area’. The
environmental parameters are studied to establish an existing
environmental scenario for an study area, which is considered as an
impact zone.
Following section of the report describes the baseline environmental
scenario in the study area with respect to the above stated
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environmental attributes along with its monitoring details, results
obtained, data analysis and the conclusions.
The details of the sampling location in the study are given in Table 3.1 and depicted in Figure 3.1.
Table 3.1: Baseline Data Generation
Sr. No.
Attribute Parameters No. of Locations, Frequency of Monitoring, etc.
1 Ambient air quality
SPM, SO2, NOx
Locations: 13 SPM, SO2 and NOx - One 24 hourly sample
2 Meteorology
Surface: Wind speed and direction, temperature, relative humidity and rainfall.
Secondary data collection from IMD.
3 Water quality Physical, Chemical and Biological parameters.
Primary data – Sampling at 6 locations for surface and at 20 locations for ground water quality.
4 Ecology Existing terrestrial and aquatic flora and fauna.
Based on the data collected from secondary sources. Field studies for phytoplankton and zooplankton in water sources.
6 Noise levels
Noise levels in dB(A) • Sound pressure level
(SPL) • Equivalent sound
pressure Level (Leq)
Continuous 24-hourly monitoring at different locations
7 Land use Land use for different categories.
Based on data published in Primary Census abstract 2001 and secondary data.
8 Socio-economic Aspects
Socio-economic characteristics of local population
Based on data collected from secondary sources. Field investigations
9 Geology Geology of the area Based on data collected from secondary sources.
10 Hydrology
Drainage pattern, nature of streams, aquifer characteristics recharge and discharge areas.
Based on data collected from secondary sources.
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3.3 Air Environment
3.3.1 Climate of PCMC
The Pimpari Chinchwad experiences three distinct seasons of
summer, monsoon and winter. Typical summer months are from
March to May, with maximum temperatures ranging from 39 to
42°C. The city often receives locally developed heavy
thundershowers with sharp downpours in May. The nights however,
are significantly cooler compared to most other parts in this region
owing to its high altitude. The cities of Pune and Pimpri-Chinchwad
receive moderate rainfall with an annual average of 722 mm,
mainly between June and September as the result of southwest
monsoon. July is the wettest month of the year. The weather is very
pleasant in the city with average temperatures ranging from 20 to
28°C. The city experiences winter from November to February. The
day temperature hovers around 29°C while night temperature is
below 10°C for most of December and January, often dropping to 5
or 6°C.
The wind pattern as per the IMD observations shows that winds are
generally light i.e. in the range of 1 to 19 kmph with some increase
in the force during latter half of the summer and in the southwest
monsoon season. The annual wind pattern shows the prominent
wind directions as north-east, north-west, northwest followed by
south-west.
Climatological conditions of Pune district are shown in Figure 3.1.
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Figure 3.1: Climate Conditions of Pune District
PCMC AREA
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Figure 3.2: Wind Rose of Study Area, Summer
Calm Winds 65.9%
Wind speed in Km/hr
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3.3.2 Ambient Air Quality
Air pollution can cause significant effects on human beings, animals,
vegetation and materials. However, proposed BRTS project is not a
major contributor to the air pollution except for particulate matter
emission during construction phase. As far as functional phase is
concerned, emission due to vehicular traffic. Air environment
monitoring covers the parameter for which National Ambient Air
Quality standards have been defined by the Ministry of Environment
and Forests. Accordingly, parameters monitored were Suspended
Particulate Matter (SPM), Oxides of Nitrogen (NOx), and Sulphur
Dioxide (SO2).
An assessment of baseline air quality has been undertaken in view:
(a) to establish the status of exposure of the major sensitive receptors, and
(b) to identify the major air pollution sources and their impacts on the area surrounding the site.
This assessment was accomplished by examining the sources of air
emissions within vicinity of the proposed BRTS through site-specific
background sampling program. The sources of air pollution in the
region are identified as industries in the MIDC area, vehicular
traffic, dust arising from unpaved roads etc.
Monitoring Network
An ambient air quality network was established to ascertain the major air pollutants (SPM, SO2, NOX) with following considerations;
• Meteorological conditions of the area;
• Topography of the study area;
• Representative background air quality/pollution pockets for
obtaining baseline status; and
• Representative likely impact areas.
The monitoring stations were located so as to cover all the upwind,
down wind areas with respect to the site. Air quality monitoring
locations & results are described in Table 3.4
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Samples are collected and analysed as per IS: 5182 (part II, IV, VI
and X).
Results:
Monitoring results are presented through Table 3.2. National
Ambient Air Quality Standards (NAAQS) are presented in Table 3.3.
TABLE 3.2: Ambient Air Quality Results
Nashik Phata to Wakad BRT:
Parameters (μg/m3) Sr. No.
Location SPM RSPM SO2 NOX
1 Nashik Phata 290.1 135.8 12.6 9.45
2 Sangavi 200 93.21 10.34 4.99
3 Pimple Gurav 170.2 78.2 8.4 6.2
4 Pimple Nilkh 161.9 75.19 10.2 5.82
5 Kaspate Wasti 149 72.3 7.4 7.92
6 Wakad 164 77.4 8.46 5.2
Kalewadi Phata to Chikhali BRT:
Parameters (μg/m3) Sr. No.
Location SPM RSPM SO2 NOX
1 Kalewadi Phata 224.0 102.98 12.69 4.16
2 Sawant Petrol Pump
360 177.44 16.14 4.93
3 Pimpri Camp 380 192.1 20.4 3.88
4 Link Road 230.2 120.4 11.6 18.4
5 Empire Estate 199.8 104.18 19.07 26.5
6 KSB Chowk 330 170.2 20.23 29.8
7 Telco Gate 150 80.54 8.5 9.3
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Table 3.3: National Ambient Air Quality Standards (NAAQS)
Concentration in Ambient Air Pollutant Time Weighted
Average Industrial Areas Residential, Rural & Other Areas Sensitive Areas
SPM 24 hours 500 μg/m3 200 μg/m3 100 μg/m3 RSPM 24 hours 150 μg/m3 100 μg/m3 75 μg/m3 SO2 24 hours 120 μg/m3 80 μg/m3 30 μg/m3 NOX 24 hours 120 μg/m3 80 μg/m3 30 μg/m3 CO 8 hours 5 mg/m3 2 mg/m3 1 mg/m3
The ambient air quality results for both the corridors are presented
in the Figure 3.3 to 3.4.
Figure 3.3: AAQ at Nashik Phata to Wakad BRT
Figure 3.4: AAQ at Kalewadi Phata to Chikhali BRT
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Observations
The maximum concentration of SPM is observed to be as 380 & 360
µg/m3 at Pimpri Camp & Sawant Petrol Pump. This could be due to
the vehicular activity. Most of the monitoring places the average
concentrations of SPM are observed excedding the permissible limits
prescribed for residential area.
The Sulphur Dioxide levels monitored at all the locations are within
permissible limits, with the highest value of 20.23 µg/m3 observed
at KSB Chowk. This higher value appears to be the result of the
heavy traffic movement at that place.
The Oxides of Nitrogen levels monitored at all the locations are also
within the stipulated standards of 80 µg/m3. The highest value
recorded is 29.8 µg/m3 at KSB Chowk.
3.4 Noise Environment
The noise levels measurements were carried out using precision
noise level meter. The noise level survey was carried out at both the
corridors. The major source of noise identified in the study area has
been predominantly the vehicular movement and the construction
activities. Ambient noise levels have been also monitored in
residential and commercial areas.
Selection of Locations for Monitoring
Noise monitoring has been undertaken for the duration of 24 hrs at
each location to cover up all the periods of the day to establish the
baseline noise levels and assess the impact of the total noise
generated by the operation of the proposed BRTS project.
The details of noise monitoring locations & noise levels of both the
corridors are given in Table no. 3.4
Instrument Used for Monitoring
Sound pressure level (SPL) measurements were automatically
recorded with the help of an Integrated Sound Level Meter to give
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the equivalent noise level for every hour continuously for 24 hours
in a day.
Results
Equivalent noise levels viz., Lday and Lnight, at the noise monitoring
locations are provided in Table 3.4 while noise standards are
provided in Table 3.5.
Table 3.4: Noise Monitoring Results
Nashik Phata to Wakad BRT Corridor
Values are in dB(A)
Day Time Night Time Location
Leq Limit Leq Limit Nashik Phata 86.76 65 58 55 Sangavi 74.3 65 53.2 55 Pimple Gurav 72.13 65 52.8 55 Pimple Nilkh (Jagtap Dairy)
52.4 55 43.2 45
Kaspate Wasti 54.7 55 44.1 45 Wakad 69.8 65 51.4 55
Kalewadi Phata to Chikhali BRT Corridor
Values are in dB(A)
Day Time Night Time Location
Leq Limit Leq Limit Kalewadi Phata 77.85 65 54 55 Sawant Petrol Pump 69.4 65 56.3 55 Pimpri Camp 70.5 55 48 45 Link Road 88.61 65 59.2 55 Empire Estate 78.88 65 52.4 55 KSB Chowk 84.28 65 53.2 55 Telco Gate 66.5 75 49.8 65
Note: Daytime: 6.00 a.m. to 10.00 p.m. Night time: 10.00 p.m. to 6.00 a.m.
Table 3.5: Ambient Noise Quality Standards
Limits in dB(A) Leq* Category of Area/Zone
Day Time Night Time Industrial area 75 70 Commercial area 65 55 Residential area 55 45 Silence Zone 50 40 • Daytime shall mean from 6.00 a.m. to 10.00 p.m.
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• Night time shall mean from 10.00 p.m. to 6.00 a.m. • Silence zone is defined as an area comprising not less than 100 meters
around hospitals, educational institutions and courts. The silence zones are zones, which are declared as such by the competent authority.
• Mixed categories of areas may be declared as one of the four above-mentioned categories by the competent authority.
Observations
Noise Levels observed at all the locations near the proposed BRTS
are above the standard day time limits. Noise levels at some
locations are exceeding the standard night time limit; however; this
is attributable to vehicular traffic.
3.5 TRAFFIC STUDIES
To understand the baseline traffic and travel characteristics, trips in
the PCMC Area have been divided into the following classes:
• In
ter
nal to Internal Trips (I to I) , where both ends of a trip (i.e.,
origin as well as destination) lie with in PCMC,
• Internal to External Trips (I to E), where trips have origin in
PCMC and destination outside,
• External to Internal Trips (E to I), where trips have
destination inside PCMC and origin outside, and
• External to External Trips (E to E), where both ends of trips lie
outside PCMC
Classified Traffic Volume Counts at Outer Cordon Points
The points for this survey were located on the outer limits of the
study area. Number of vehicles, by classification, crossing the
survey location in both directions of the traffic was counted at these
points, for 16 hours on a working day, starting from 6:00am in the
PCMC Area
I
I
IE
E I
EE
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morning to 10:00pm in the night. The following table presents
locations and schedule of Outer Cordon Counts.
Table 3.6: Locations and Schedule of Outer Cordon Counts
Sr. No. Location
V1 Dapodi Bridge (on NH-4 going to Pune)
V2 Aundh Bridge (on Aund-Ravet Road)
V3 Bangalore Highway (after Wakad Junction)
V4 Mumbai Pune Expressway
V5 Nashik Highway (NH-50) before Toll Plaza
V6 On NH-4 before Nigdi Junction
Classified Traffic Volume Counts on the Internal Road Network of PCMC Area
The following table presents locations and schedule of classified
traffic volume counts carried out on major arterial network in PCMC
Area.
Table 3.7: Locations and Schedule of Counts on major
arterial network of PCMC
S.No. Location
V7 Between Nigdi Junction & Chinchwad Jn
V8 Between Pimpri Jn & Kasarwadi Jn
V9 Before KSB Chowk (after Thermax)
V10 On Telco Road - between KSB Chowk & NH-50
V11 Between Kalewadi Chowk & Dange Chowk
V12 On Dehu-Alandi Rd
V13 On Nigdi Jn to Dehu-Alandi Rd
V14 On NH-50 at Bhosari
V15 Small bridge parallel to Dapodi bridge (Bopodi)
Intersection Turning Movement Counts on the Internal Road Network of PCMC Area
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Peak period intersection turning movement counts have been
carried out at major intersections in PCMC Area. Morning 7:00 am
to 11:00 am and evening 4:30 pm to 8:30 pm have been
considered as peak periods.
Table 3.8: Locations of Turning Movement Surveys
S.No. Location Intersection Type
T1 Nigdi Jn including Fly-over X Type
T2 Chinchwad Jn X Type
T3 Morwari Jn including Underpass X Type
T4 KSB Chowk X Type
T5 Dange Chowk X Type
T6 Kasarwadi Jn T Type
T7 Kalewadi Jn T Type
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Figure 3.5: Survey Locations
Analysis of Cordon Counts
Classified traffic volume was counted for 16 hours at six cordon
locations. The following table summarises traffic intensity at the
cordon points in vehicles and PCUs (Passenger Car Units). For
estimating PCUs, the PCU Factors as given in IRC: 106-1190 have
been used.
Table 3.9: Summary of Traffic Counts at Outer Cordon Points
Count Location Total Vehicles Total PCUs V1 129710 145251 V2 98044 133747 V3 64686 76775 V4 34472 44809 V5 50384 64186 V6 75531 93397
The following table presents classified volume of passenger traffic at
the six cordon points.
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Table 3.10: Passenger Traffic Volume (in Vehicles and PCUs) at Outer Cordon Points
Location Car,
Jeep, Van
2-Wheeler Auto
Rickshaw Minibus
Local Bus
Intercity Bus
Cycles Cycle Rick.
Total Vehicles
Total PCUs
V1 35145 50938 20079 1209 3142 2265 7684 65 120527 130408
V2 23932 26384 20233 3742 2547 3854 6395 0 87087 106260
V3 31689 18863 1071 1159 194 1984 163 0 55123 53601
V4 21784 5425 514 177 284 658 93 0 28935 28827
V5 15940 17502 4643 958 764 1018 670 0 41495 40798
V6 23693 20041 14366 374 3714 1229 5426 13 68856 81281
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Mid Block Counts on Major Arterials
Classified traffic volume was counted for 16 hours at nine mid-block
locations on major arterial roads of PCMC. The following table
summarises traffic volume observed in vehicles and PCUs
(Passenger Car Units) at these nine locations.
Table 3.11: Summary of Mid-block Counts on Major Arterials
Count Location Total Vehicles Total PCUs
V7 73798 86572
V8 84792 90241
V9 55211 61817
V10 57122 59776
V11 40988 41638
V12 10636 10636
V13 13414 12152
V14 47683 50313
V15 50992 49123
The following table presents classified volume of passenger traffic at the nine mid-block count locations.
Intersection Turning Movements
Intersection turning movements observed at important junctions
have been analysed for peak hour flows. The figure no. present
peak hour turning flows at KSB junction.
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Table 3.12: Passenger Traffic Volume (in Vehicles and PCUs) at Mid-block Count Locations
Location Car,
Jeep, Van
2-Wheeler Auto
Rickshaw Minibus
Local Bus
Intercity Bus
Cycles Cycle Rick.
Total Vehicles
Total PCUs
V7 19224 30211 8776 1261 2026 1512 3429 0 66439 70355
V8 18564 42152 10555 891 2049 2083 2912 10 79216 79736
V9 12293 25522 9036 330 321 528 3288 0 51318 53214
V10 9791 28096 6836 304 325 749 5742 0 51843 49863
V11 6897 19183 5257 352 899 537 4140 1 37266 35220
V12 1717 5983 965 26 1 5 524 7 9228 7632
V13 2811 6737 934 191 24 92 1797 9 12595 10419
V14 11003 23617 5235 281 853 316 1495 1 42801 39600
V15 13790 19770 5138 330 985 185 6342 0 46540 41370
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Figure 3.6: Peak Hour Turning Movements at KSB Junction in Vehicles per Hour
F - Fast moving (motorised) Peak Hour: 18:00 to 19:00
S - Slow moving (non-motorised)
TF - Total fast moving (motorised) Total Junction Flow :
TS - Total slow moving (non-motorised)
8371
Peak Hour Intersection Flow Diagram in Vehicles Per Hour
KSB Chowk
Chikli
1484 TF
1988 TF
180 TS 432 TS
268
693
523 F
40 100
40 S
F S
Nigdi
TF TS 403 133
109
F S
TELCO
1639 204 558 50 1633 292
672
62 2
TF TS
TF TS
1827 211
TF TS
880 102 397 25
421 75
F 813
1523
907
S 114
297
146
TF
1786 TF
3243
Chinchwad
TS 284 TS 557
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Figure 3.7: Peak Hour Turning Movements at KSB Junction in PCU’s per Hour
F - Fast moving (motorised) Peak Hour: 18:00 to 19:00
S - Slow moving (non-motorised)
TF - Total fast moving (motorised) Total Junction Flow :
TS - Total slow moving (non-motorised)
9564
TF
TS
Peack Hour Intersection Flow Diagram in PCUs Per Hour
KSB Chowk
F
S
TF
TS
TF
TS
TF
TS
1993
143
F
S
TF TS
TF TS
F S
487 38
TF TS
TF TS
F S
Chikli
TELCO
5019
491 70
25
55
Chinchwad
Nigdi
2613
220
1725
8774
6
292
687
18760
629 1880 150
1032461
1930 101
1111 51
118 1
506 12
279
4281
2004
1268
1009
57 149
73
As shown in the above figure, 18:00 to 19:00 hr is the peak hour at
KSB Chowk. As shown in the figure, in the peak hour, there are
about 9,600 PCUs. The traffic volume at this junction needs a grade
separator. Considering the PCMC will grow in the North – South
direction in future, a flyover in Chinchwad – Chikli direction is
desirable.
DAnge Chowk on Aundh – Ravet road is another busy junction in
PCMC. Therefore, intersection turning movements have been
observed at this junction. The following two figures present peak
hour intersection turning movement diagrams.
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Figure 3.8: Peak Hour Turning Movements at Nashik Phata in Vehicles per Hour
F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr
S - Slow moving (non-motorised)
TF - Total fast moving (motorised) Total Junction Flow :
TS - Total slow moving (non-motorised)
535
1674F
TF TS
2307 55
1164
93205
2209
208
2804 149
Peack Hour Intersection Flow Diagram in Vehicles Per Hour Nashik Phata
Nashik
TF TF
TS TS
47 158S
3641
824
Mumbai
61
50
TF TS
10825151980
1967
88
F S
7729
F S
Pune
340 5
TF TS
TF TS
Figure 3.9: Peak Hour Turning Movements at Nashik Phata in PCU’s per Hour
F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr
S - Slow moving (non-motorised)
TF - Total fast moving (motorised) Total Junction Flow :
TS - Total slow moving (non-motorised)
TF TS F S
TF TS
5003 1122939 26
Pune
F S TF TS
3519 6724
1134 43
Mumbai
3206 472385
3315 28376 2
S 23 86
TF TS
45 TS
F 821
2064
9923
Peack Hour Intersection Fow Diagram in PCUs Per HourNashik Phata
Nashik
TF 2885 1510 TF
TS 109
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As shown in the above figure, the peak hour traffic at Nashik Phata
is very high and warrants a grade separator immediately. The peak
hour traffic at this junction is nearly 10,000 PCU’s per hour.
Leaving the traffic on Mumbai – Nashik directions, the turning traffic
in all the other directions is quite high.
The Kalewadi Chowk is the final major junction in PCMC where
turning traffic was studied. The following two figures present
turning traffic at Kalewadi Chowk.
Figure 3.10: Peak Hour Turning Movements at Kalewadi Chowk in Vehicles per Hour
F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr
S - Slow moving (non-motorised)
TF - Total fast moving (motorised) Total Junction Flow :
TS - Total slow moving (non-motorised)
4410
F S
Pune
302 48
TF TS
TF TS
849
87
F S
1308
966
Mumbai
154
93
TF TS
19013701018
139
1984 241
Peack Hour Intersection Flow Diagram in Vehicles Per Hour Kalewadi Chowk
Kalewadi
TF TF
TS TS
1268
13582
811
352
459F
TF TS
1151 141
36 46S
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Figure 3.11: Peak Hour Turning Movements at Kalewadi Chowk in PCUs per Hour
F - Fast moving (motorised) Peak Hour:10:00 to 11:00 hr
S - Slow moving (non-motorised)
TF - Total fast moving (motorised) Total Junction Flow :
TS - Total slow moving (non-motorised)
5014
Peack Hour Intersection Fow Diagram in PCUs Per HourKalewadi Chowk
Kalewadi
TF 996 1467 TF
TS 44 65 TS
F 459
537
S 18 26
TF TS 1098 41
Mumbai
1778 951319
1371 68369 24
1002 44
Pune
F S TF TS
2417 11877
TF TS
1539 70TF TS F S
The peak hour turning traffic at this junction, i.e., at Kalewadi
Chowk is moderate and does not warrant a flyover immediately.
However, considering the growth prospects in the influence area of
this junction, it is recommended to acquire land for a flyover in near
future.
.3.6 Water environment
Water quality of ground water as well as surface water resources
close to propose BRTS area has been studied for assessing the
water environment and to evaluate anticipated impact of the
proposed project.
The rivers Mula, Pawana and Indrayani form boundaries on three
sides of the city.
Sampling Locations
In view to evaluate the water quality within the study area, water
samples of surface as well as ground were collected. These samples
were analysed for their physico-chemical and biological parameters
to ascertain the baseline water quality.
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Ground & Surface Water sampling locations are given in Table
No.3.13
Table 3.13: Water Sampling Locations
Sr. No Location Sample Type
PCMC Area Nashik Phata to Wakad BRT Corridor
A1 Kasarwadi (NH-4 Near Nashik Phata) Bore well
A2 Military Dairy Farm, Pimpri Bore well
A3 Pimple Gurav Dug Well
A4 Pimple Saudagar Bore well
A5 Sangvi Bore well
A6 Pimple Nilakh Bore well
A7 Wakad Bore well
A8 Wakad (Sufalam Nursery) Dug Well
A9 Thergaon (Near Saw Mill) Bore Well
A10 Rahatani (Near Nakhate Wasti) Dug Well
PCMC Area Kalewadi Phata to Chikhali BRT Corridor
B1 Pavana River, Kalewadi Stream
B2 Kalewadi (In Lucky Bakery) Bore Well
B3 Kalewadi Phata Bore Well
B4 Chinchwadgaon (Near Date Nursing Home) Bore Well
B5 Chinchwad (Near kohinoor Institute) Bore Well
B6 TELCO Amriteshwar Society (Near High Court) Bore Well
B7 Kudalwadi (Masjid Premises) Bore Well
B8 Chikkhali Bore Well
B9 Moshi Bore Well
B10 Moshi (Ahead of Village, Alhat biulding) Dug Well
Surface Water
S1 Talwade Indrayani River
S2 Ramdara Nala outfall to Indrayani River Nala
S3 Ramdara Nala Flux in Indrayani River Nala
S4 Moshi Nala Outfall to Indrayani River Nala
S5 Moshi Nala Flux in Indrayani River Nala
S6 Charholi Indrayani River
Methodology
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The samples were collected and analyzed as per the procedures
specified in 'Standard Methods for the Examination of Water and
Wastewater' published by American Public Health Association
(APHA). The samples were taken as grab samples and were
analyzed for various parameters and compared with the standards
for drinking water quality as per IS: 10500 and IS: 2296 applicable
for ground and surface water respectively.
Results
Analysis details of surface water and ground water are tabulated in
Table 3.14 and Table 3.15.
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Table 3.14: Water sample Analysis of Indryani River & Nala near Municipal Corporation Boundary
Tests unit Indrayani River At Talwade
Ramdara Nala outfall to
Indrayani River
Ramdara Nala Flux in
Indrayani River
Moshi Nala Outfall to
Indrayani River
Moshi Nala Flux in Indrayani
River
Indrayani River at Charholi
pH μmhos/cm 6.7 6.5 6.5 6.7 6.6 6.6 Conductivity mg/l 182 698 352 760 231 328 Dissolved Oxygen mg/l 4 4 4.6 6.8 4.6 3.9 Turbidity mg/l 14 2 5 11 5 10 Total Dissolved solids mg/l 124 162 226 512 162 204 Ammonical Nirogen mg/l <0.002 <0.002 <0.002 13.6 <0.002 <0.002 Nitrite Nitrogen (as N) mg/l 0.004 <0.002 <0.002 0.0067 <0.002 <0.002 Nitrate Nitrogen (as N) mg/l <0.018 6.5 2.054 2.52 2.07 1.08 Phosphate (as Po4) mg/l 1.55 6.79 1.9 6.41 1.46 0.507 BOD days at 27oc mg/l 6 16 15 26 6.6 14 COD mg/l 10 20 20 40 9 20 Sodium (as Na) mg/l 5.2 33 16 52 10 15 Potassium (as K) mg/l 1.2 6.2 2.5 7.9 1.3 2.6 Calcium (as Ca) mg/l 18.4 72 84 24.8 23.2 70 Magneshium (as Mg) mg/l 18.83 16.32 5.76 210 7.68 10.08 Carbonates (as CaCo3) mg/l 0 0 0 0 0 0 Bicarbonates (as CaCo3) mg/l 74 164 94 74 74 90 Chlorides (as Cl) mg/l 11.99 85.97 47.94 79.97 12.99 23.99 Sulphate (as So4) mg/l 1.48 36.93 12.84 27.04 5.79 8.52 Flourides (as F) mg/l <0.01 0.33 0.106 0.84 0.052 0.044 Boron (as B) mg/l <0.002 <0.002 <0.002 <0.002 <0.002 <0.002 Total Coliforms CFU/ml Uncountable Uncountable Uncountable Uncountable Uncountable Uncountable Feacal Coliforms /100ml >1600 >1600 >1600 >1600 >1600 >1600 Arsenic (as AS) mg/l - <0.01 <0.01 <0.01 <0.01 <0.01 Cadmium (as Cd) mg/l - <0.01 <0.01 <0.01 <0.01 <0.01 Mercury (as Hg) mg/l - <0.005 <0.005 <0.005 <0.005 <0.005 Zinc (as Zn) mg/l - <0.1 <0.002 <0.02 0.43 0.36 Total Chromium mg/l - <0.002 <0.0033 <0.0033 <0.0033 <0.0033 Lead (as Pb) mg/l - <0.1 <0.1 <0.1 <0.1 <0.1 Nickel (as Ni) mg/l - <0.045 <0.045 <0.045 <0.045 <0.045 Iron (as Fe) mg/l - 0.79 1.018 1.04 0.79 0.793
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Table 3.15: Chemical Analysis of Ground Waters, Near Corridor Area
Sr. No.
Location Sample Type Topography Land use
PO4 (ppm)
SO4 (ppm)
N (ppm)
NO3
(ppm) SiO2 (ppm)
Fe (ppm)
Mn (ppb)
As (ppb)
SAR Error (%)
PCMC Area Nashik Phata to Wakad BRT Corridor
A1 Kasarwadi Bore Well Plateau 56.7 28.4 3.42 15.2 12.9 0.15 730 ND 1.07 6.43
A2 Military Dairy Farm, Pimpri
Bore Well Plateau 64.4 43.5 2.5 11.1 12.8 0.03 1529 ND 0.97 -3.91
A3 Pimple Gurav Dug Well Plateau 91.4 47 5.29 23.4 16.8 0.21 775 ND 1.29 -5.8
A4 Pimple Saudagar Bore Well Plateau/ Agri 37.4 38.1 0.76 3.37 4.25 0.17 764 ND 3.32 2.45
A5 Sangvi Borewell Near River 53.6 23.5 4.02 17.8 13.4 0.19 66.3 ND 1.22 -4.15
A6 Pimple Nilakh Bore Well Plateau 35.7 22.6 3.49 15.5 15.2 0.18 561 ND 0.49 8.52
A7 Wakad Bore Well Near River 40 17.5 2.24 9.91 14.8 0.2 741 ND 0.5 -1.02
A8 Wakad Dug Well Plateau 37.4 42.5 5.36 23.8 13.3 0.13 741 ND 0.76 -6.01
A9 Thergaon Bore Well Plateau 44.5 39.3 3.83 16.9 17.7 0.11 798 ND 0.95 -2.41
A10 Rahatani Dug Well Plateau/ Agri 45.6 23.9 3.98 17.6 18.3 0.21 719 ND 0.99 -10.5
PCMC Area Kalewadi Phata to Chikhali BRT Corridor
B1 Pavana River, Kalewadi
Stream River 730 55.9 1.18 5.24 12.6 1.51 4735 ND 1.73 2.34
B2 Kalewadi Bore well Plateau 64.7 39.8 4.88 21.6 17.6 0.14 1435 ND 1.12 -8.36
B3 Kalewadi Bore well Plateau NA NA NA NA NA NA NA NA NA NA
B4 Chinchwad Bore Well Plateau 43.1 22.7 0.42 1.85 5.72 0.12 1135 ND 0.56 -14
B5 Chinchwad Bore Well Depression 92.2 2.47 0.72 3.2 5.02 0.46 1293 ND 1.09 4.3
B6 TELCO Amriteshwar Society
Bore Well Near Small STR
49.9 52.1 0.85 3.77 12 0.56 1281 ND 0.6 8.04
B7 Kudalwadi Bore Well Depression 44.2 23.7 3.36 14.9 8.57 0.14 921 ND 0.74 5.55
B8 Chikhali Well Pollute Stream 57.3 19.4 0.61 2.71 17.1 0.29 1011 ND 0.88 5.84
B9 Moshi Bore Well In Stream 40 32.5 5.81 25.7 23.4 0.14 1101 ND 1.16 -7.21
B10 Moshi Dug Well Plateau / Agri 51 50.9 5.73 25.4 14.8 0.05 1878 ND 1.01 -0.44
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3.6.1 Hydrogeology
Irrigation and Hydrogeology map of Pune is shown as Figure 3.12
Figure 3.12: Irrigation and Hydrogeology of Pune
PCMC AREA
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3.7 Land Environment
3.7.1 Physiography
Pune district lies in the eastern belt of Maharashtra state. The
district has a shape of right-angled triangle with its hypotenuse
stretched northwest down south east flanked by Akola, Sangamner,
Parner, Shrigonda tehsils and Karjat of Ahmednagar district. Its
base towards south is contiguous with Wai, Khandala and Phaltan of
Satara District and Malshiras of Solapur district. Mahad, Mangaon,
Rocha, Pen and Panel of Rigor district and Morbid of Thane district
border its perpendicular side of the east. The project site falls on
western side of district.
The western part of district is rugged comprising the Sahyadri
ranges, where many peaks are over 1066 m above msl. The lowest
elevation is 498 m near Indapur and the highest is 1403 m above
msl located on south-west side.
Sahyadri ranges are on west of district and has a breadth of 130 km
along Sahyadris. In the south-east it stretches to about 210 km
with gradual fall in altitude from 2000 to 1000 feet above msl. It
narrows down in the east to just about 35 km. The hill ranges that
make the district picturesque owe their origin to two district
systems. The main range i.e. Sahyadris runs both in north as also in
south over a distance of about 115 km. The other system comprises
narrow ridges with flat tops stretching eastwards and gradually
merging with the plains.
3.7.2 Relief & Drainage
Pune district is traversed by many rivers emanating from Sahyadris
and flow from west to south. Bhima is the chief river. It constitutes
the eastern border of the district for over 150 km. Its tributaries are
Vel and Ghod in the left and Bhima, Indrayani, Mula, Mutha and
Nira on the right. During rainy season all these rivers are in full
swing but they shrink to almost a drain when the rainy season is
over. Nira forms the southern boundary of the district. Other rivers
that traverse the district are Kukdi, Mina, Andra, Karha, Shibganga,
Pushpavati and Pavna.
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The PCMC area falls on eastern side of the Western Ghat called
Sahyadri ranges. The site is situated near major urban and
industrial agglomeration of Pune and Pimpri Chinchwad. Reliefs and
slopes of the Pune districts are shown in Figure 3.13.
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Figure 3.13: Reliefs and Slopes of the Pune District
3.8 Geology
The area is covered by thick pile of Basaltic lava flow of Deccan Trap
of Uppercretacious to “Palaeohoe” age. The basaltic flows are of two
type viz. compound “pahoehoe” and “aa” flows. The pahoehoe flows
contain several units which vary in thickness from less than a meter
to several metres. The compound pahoehoe flows generally underlie
or overlie a thick succession of aa flows, thereby constituting a
regional marker for correlation. The thick lava succession has been
grouped into seven formations. The oldest Lower Ratangarh
Formation, consisting only of compound pahoehoe flows is restricted
to the north-western parts of Ghod valley and in the central part in
the Bhima valley. A megacryst flow, M3 marks the top of his
PCMC AREA
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Formation. Overlying this formation is the Indrayani Formation
comprising a thick succession of “aa” flows. This is succeeded by a
sequence of “pahoehoe” flows grouped under Karla Formation.
These Formations are confined to the north-western, central and
eastern parts. Further east, the thickness decreases and the flows
pinch out. Overlying this is a sequence of simpled and “aa” flows
forming the Diveghat Formation which cover the southern part and
a part of eastern margin. These flows show characteristics of both
“aa” and “pahoehoe” types. The overlying Purandargarh and
Mahabaleshwar Formations comprise flows of essentially “aa” types
and their occurrence is mainly restricted to the south-western,
north-western and central parts. These two Formations are
separated by a megacryst basalt floe M4 which forms the top of the
Pundagarh Formation. The basalts are essentially tholeiites without
any marked variation.
The basalts are intruded by dykes varying in thickness from 5-10
metres and trending NNE-SSW. The dykes are cut by joints parallel
to the walls and at right angles to the walls besides horizontal
joints. The dyke rocks are fine to medium grained and shoe spares
phenocrysts.
PCMC area lies on high plateau. On the northern and western side,
there are low hill. The western part of the area comprises the
Sahyadri ranges where many peaks are over 1066 m above sea
level.
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The Geomorphology and Geohydrogeology maps published by
Geological survey of India for Pune are also presented in Figure
3.14& 3.15 respectively.
Figure 3.14: Geomorphology of Pune
PCMC AREA
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Figure 3.15: Geohydrology of Pune District
3.9 SEISMOLOGY
Pune District is classified under the Zone III as per the Bureau of
Indian Standards (BIS) 2000 and as shown in Figure 3.16, seismic
zone map for India. Zone III is defined as having a maximum
intensity expected of around VII on MM scale.
PCMC AREA
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Figure 3.16: Seismic Zone Map of India
Zone Max. MSK Intensity 2 VI 3 VII 4 VIII 5 IX or higher
3.10 LAND USE
The land use map published by the National Atlas and Thematic
Mapping Organisation, Department of Science and Technology show
that about 80% of the area around the project site is built up. The
remaining land is under the agriculture reserve, water body, open
spaces and recration etc. The land use map of Pune district is
presented in Figure 3.17
Aurangabad Zone II Pune Zone III
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Land use of PCMC:
The total area under the jurisdiction of PCMC measured 170.51 sq
km. The detailed break-up of landuse pattern in PCMC area is given
in Table No.3.16
Table 3.16: PCMC Land Use Areas
Sr. No. Land Use Classification Area
(Sq. km)
% to Total Extent of
Town 1 Residential 84.22 49.39 2 Commercial 2.97 1.74 3 Industrial 18.82 11.04 4 Public Utilities 1.74 1.02 5 Public & Semi- public 5.79 3.40 6 Transportation/ Circulation 16.42 9.63 7 Open Spaces/ Recreation 4.32 2.53 9 Water Bodies 4.96 2.91 11 Agriculture & Reserve 31.27 18.34 Total 170.51 100.00
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Figure 3.17: Land Use Map of PCMC Area
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3.11 SOIL
The district possesses mainly three varieties of soil i.e. black, red
and yellow. At certain places these soils blend with one another.
Bright yellow soil is found in project area. Figure 3.18 shows the
soil profile of Pune District.
Figure 3.18: Soil Profile of PCMC area
To assess the baseline soil status, sampling has been carried out in
study area.
Soil Sampling
PCMC AREA
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Soil sample were collected in and around the site to establish the
baseline characteristics.
Methodology
Soil sample have been collected using auger from a depth of 60 cm
from the sampling locations. These are analysed for physical and
chemical characteristics as per APHA methods, considering the
guidelines provided in the manual “Soil chemical analysis” by M.L.
Jackson (recommended by the Ministry of Environment and Forests
– MoE&F).The results of the analysis are given in Table 3.17
&3.18.
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Table 3.17: Soil Characteristics - Nashik Phata to Wakad BRT Corridor
R.N. LOCALITY PH EC N P K Na Ca Mg CaCO3 % OC
org
A 1 Near Nashik Phata 8.4 100 62.7 7.62 168 1.63 8.1 8.99 18.7 0.81 1.39 A 2 Pimple Gurav 7.7 440 151 4.04 91.3 1 32.8 6.2 2 1.68 2.9 A 3 Pimple nilakh 8.12 90 122 3.25 56.3 0.66 18.2 13.8 2.04 0.62 1.1 A 4 Govind garden restaurant 8.5 220 87.8 7.65 93.8 0.99 14.3 10.6 20.2 0.71 1.23 A 5 Thergaon sawmil 7.9 130 123 1.67 81.3 0.49 24.2 15.6 1.3 0.62 1.1 A 6 in bet naundhroad n pimple saudagar 7.7 70 110 19.8 141 0.21 18.2 8.42 20.7 0.43 0.74 A 7 Surgalam n Wakad 8.21 310 141 1.8 43.5 0.44 2.6 19.6 2.42 1.19 2.1
Table 3.18: Soil Characteristics - Kalewadi Phata to Chikhali BRT Corridor
LOCALITY PH EC N P K Na Ca Mg CaCO3 % OC org Kalewadi Phata 7.6 200 81.5 1.86 25 0.81 14.4 37.1 1.9 0.46 0.7 Chinchwadgaon near date N.ho 8.7 110 50.2 40 182 0.81 13 6.06 19.5 0.06 0.11 Pimprigaon near Sukhwani Complex 8.2 210 72.1 5.18 106 1.76 28 9.44 20.6 0.51 0.87 Near KSB 8.1 80 62.7 10.2 101 0.37 18.1 7.8 20.1 1.47 2.53 Mercedes benze main gate 7.7 60 216 8.87 112 0.3 21.2 12.4 20.7 0.79 1.36 Near mercedes benze (on plate) 6.5 60 144 11.8 120 0.07 7.87 7.23 21.2 0.73 1.25 Near mercedes benze (in stream) 8.2 130 81.5 21.7 24.8 0.52 16.4 11.8 19.6 0.62 1.06 Chikhali towards talawade 8.1 60 94.1 33.4 87.3 0.31 14.4 12.7 20.5 0.4 0.68 Chikhali 8.3 170 151 14.2 110 1.13 34.1 29.3 2.4 0.73 1.3 Moshi near Alhat Building 7.9 250 81.5 3.06 42 0.78 32.7 30 2.4 0.52 0.9 Moshi in Stream 8.4 230 78.4 0.74 27 0.78 36 19.2 2.4 0.93 1.6
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Observations
Sand Proportion: 33 % varies from 5.8% to 76.8%
Silt Proportion: 51.9%, varies from 12.7% to 84.3%
Clay Proportion: 15.3%, varies from 3.7% to 50.6%
This shows that the area has got more percentage of Silt followed
by Sand than Clay
3.12 Biological Environment
The ecological study was undertaken to understand the present
status of ecosystem of the area, to predict changes as a result of
proposed activities and to suggest measures for maintaining the
conditions. This carried through secondary data collected from
various Government agencies like Forest Department, Agriculture
Department etc.
Table 3.19 provides the list of flora and fauna of the study area.
Table 3.19: List of Flora and Fauna
Common Name Scientific Name Family A. FLORA Amba Mangifera indica Anacardiaceae Sitaphal Annona squamosa L. Annonaceae Ashok Polyalthia longifolia Annonaceae Saptaparni Alstonia scholaris Apocynaceae Kaner Nerium indicum Apocynaceae Sadaphuli Vinca rosea Apocynaceae Tad Borassus fabellifer Arecaceae Coconut Cocos nucifera Arecaceae Rui Calotropis gigantea Asclepiadaceae Dagadipala Tridax procumbens Asteraceae Neel Gulmohor Jacaranda mimosefolia Bignoniaceae Shalmali Bombax ceiba Bombacaceae Bahava Cassia fistula Caesalpiniaceae Cassia Cassia javanica Caesalpiniaceae Cassia Cassia siamea Caesalpiniaceae Takla Cassia tora Caesalpiniaceae Gulmohar Delonix regia Caesalpiniaceae Copper pod Peltophorum ferruginium Caesalpiniaceae Chinch Tamarindus indica Caesalpiniaceae Suru Casuarina equisetifolia Casuarinaceae Motha Cyperus spp. Cyperaceae Palash Butea monosperma Fabaceae Gokarna Clitoria ternatea Fabaceae Shisham Dalbergia sisso Fabaceae
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Common Name Scientific Name Family Karanj Pongamia pinnata Fabaceae Mehndi Lawsonia inermis Lythraceae Jaswand Hibiscus rosasinensis Malvaceae Bakan neem Melia azedarach Meliaceae Ausrtalian babool Acacia auriculiformis Mimosaceae Kala shirish Albizia lebbeck Mimosaceae Vad Ficus benghalensis Moraceae Umbar Ficus glomerata Moraceae Pimpal Ficus religiosa Moraceae Shevga Moringa oleifera Moringaceae Nilgiri Eucalyptus globulus Myrtaceae Jambhul Eugenia jambolana Myrtaceae Boganvel Bouganvillea spectabilis Nyctaginaceae Surwal Andropogan contortus Poaceae Rohis Andropogon martinii Poaceae Dub Cynodon dactylon Poaceae Bordi Zizyphus jujuba Rhamnaceae Bor Zizyphus mauritiana Rhamnaceae Bakul Mimusops elengi Sapotaceae Rukhdo Ailanthus excelsa Simaroubaceae Pankanis Typha angustata Typhaceae B. FAUNA a. Birds Sparrow hawk Accipitter nisus Accipitridae Pariah Kite Milvus migrans Accipitridae Common Blue Kingfisher Alcedo atthis Alcedinidae Whitebreasted Kingfisher Halcyon smyrnensis Alcedinidae Little Egret Egretta garzetta Ardeidai Common Sandpiper Tringa hypoleucos Cacanidae Redwattled Lapwing Vanellus indicus Cacanidae Crimsonbrested Barbet Megalaima haenacephala Capitonidae Indian Ring Dove Streptopelia decaocta Columbidae Blue Rock Pigeon Columba livia Columbidie House Crow Corvus splendens Corvidae Crow pheasnt Centropus sinensis Cuculidae Koel Eudynamys scolopacea Cuculidae Black Drongo Dicrurus adsimilis Dicruridae Swallow Hirundo rustica Hirundinidae Yellow Wag Tail Motacilla flava Motacillidae Magpie robin Copsychus saularis Muscicapinae Indian Robin Saxicoloides fulicata Muscicapinae Purple Sunbird Nectarinia asiatica Nectariniidae Purple rumped Sunbird Nectarinia zeylonica Nectariniidae House Sparrow Passer domesticus Ploceidae Baya Ploceus philippinus Ploceidae Rose-ringed Parakeet Psittacula krameri Psittacidae Redvented Bulbul Pycnonotus cafer Pyconotidae Common Myna Acridotheres tristis Sturnidae b. Mammals Common Langur Presbetis entellus Cercopithecidae Five stripped Squirrel Funambulus penanti Sciuridae c. Reptiles Common garden lizard Calotes versicolour Agamidae
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3.13 SOCIO ECONOMIC ENVIRONMENT
3.13.1 Demographic Profile
As per the 2001 census, population of Pimpri-Chinchwad was
1,006,417 persons and the current population is estimated to be
around 13.35 lakh persons
Pimpri-Chinchwad has a literacy rate of 74% as per the 2001
Census. More than 60% of the population growth in Pimpri-
Chinchwad has been on account of migration largely due to the
employment opportunities prevailing in the region. Pimpri-
Chinchwad has a sex ratio of 916 females for every 1000 males as
per Census 2001.
Table 3.20: Population Projections for the next 20 years
Census Year Population Decadal Change
Decadal Growth Rate (%)
1951 26,367 - -
1961 39,654 13,287 50.39
1971 98,572 58,918 148.58
1981 251,769 153,197 155.42
1991 520,639 268,870 106.79
2001 1,006,417 485,778 93.30
2011 1,507,243 500,826 49.76
2021 2,150,317 643,074 42.67
2031 2,907,757 757,440 35.22
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Figure 3.19: Population Growth
Population Growth
-
500
1,000
1,500
2,000
2,500
3,000
1951 1961 1971 1981 1991 2001 2011 2021 2031
Thou
sand
sPo
pula
tion
3.13.2 Socio-Economic Profile
Pimpri-Chinchwad has a literacy rate of 74% as per the 2001
Census. More than 60% of the population growth in Pimpri-
Chinchwad has been on account of migration largely due to the
employment opportunities prevailing in the region. Pimpri-
Chinchwad has a sex ratio of 916 females for every 1000 males as
per Census 2001. For the last two decades, the decadal growth rate
of population has been in the range of 100% while the previous two
decades witnessed population growth of around 150%.
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3.13.3 Structures on the Route
The development plan of the PCMC was approved in the year 1996
considering the suggestions of citizens and Government. Over the
period the entire development was not carried out and some
encroachment was done at certain stretches of these corridors. The
details of the encroachments on the corridors are presented below.
Nashik Phata to Wakhad
Sr. No.
Village Area No. of
Structure
1 Bhosari(Kasarwadi) S. No. 84/1 to S.No. 88 38
2 Pimple Gurav S. No. 503 to S.No. 446 15
3 Pimple Saudagar S. No. 5 to S.No. 168 2
4 Rahatani S. No. 6 to S.No. 19 2
5 Pimple Nilakh S. No. 27 to S.No. 29 22
6 Wakad S. No. 210 to S.No. 282 7
Total 86
Kalawadiphata to Dehu-Alandi Road
Sr. No.
Village Area No. of Structure
1 Rahatani S. No. 47 to S.No. 71 40
2 Rahatani S. No. 71 to S.No. 75 31
3 Rahatani S. No. 80 to S.No. 97 138
4 Rahatani & Thergaon S. No. 25 to S.No.35 81
5 Pimpri Waghere S. No. 37 to S.No.126 7
6 Chinchwad 0
7 Chikhali (Kudalwadi) S. No. 15 to S.No.809 15
Total 312
The detailed socio economic assessment is required to be
carried out to ascertain the status of the peoples living, likely
population to be displaced and preparation of Resettlement
and rehabilitation plan, Resettlement Action Plan (RAP).
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CHAPTER 4
IMPACT ASSESSMENT
4.1 INTRODUCTION
This chapter identifies sources of pollution from proposed Bus –
based Road Transit system and evaluation of various impacts on
environmental attributes in the study area.
"Environmental Impact" can be defined as any alteration of
environmental conditions or creation of a new set of environmental
conditions, adverse or beneficial, caused or induced by the action or
set of actions under consideration.
Generally, the environmental impacts can be categorized as either
primary or secondary. Primary impacts are those, which are
attributed directly by the project, secondary impacts are those,
which are indirectly induced and typically include the associated
investment and changed patterns of social and economic activities
by the proposed action.
The impacts have been predicted for the proposed BRTS assuming
that the pollution due to the existing activities has already been
covered under baseline environmental monitoring.
Impact on various environmental parameters can be categorized
into two phases, namely:
• The construction phase: Impact during this phase may be
regarded as temporary or short term; and
• The functional phase: Impact during this phase shall have long-
term effects.
Various impacts during these two phases have been studied and are
discussed in the subsequent sections.
4.2 Pollution sources
Pollutants generated in the proposed development of BRTS during
both the construction and functional phases are solid, liquid and
gaseous in nature. Also the generation of pollution could be
continuous, periodic or accidental. Sources of pollutants and their
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characteristics during the construction and functional phase are
given below in Table 4.1.
Table 4.1: Pollutant Sources & Characteristics
Sr. No
Activity / Area Pollutant Pollutant Characteristics Frequency
CONSTRUCTION PHASE
Air emissions – SPM, PM10, CO, NOx, SO2
Dust from construction activities and excavation. Particulates, NOx and CO from vehicle exhaust
Temporary during construction phase only- bulk of the emissions are expected from ground working and leveling activities.
Earth / solid waste/demolition/excavation
Solid waste from construction activity and excavation.
Periodic.
1. Site Preparation
Noise Noise generated from construction equipment and machinery
Temporary during initial construction phase.
Sewage Sewage generated from temporary labour camps on site
Temporary – during the initial construction phase
2. Labour Camps
Solid Waste Solid Waste generated from temporary labour camps on site
Temporary – during the initial construction phase
FUNCTIONAL PHASE
1. Vehicular movement Air emissions Vehicle exhaust emissions Continuous / Periodic Noise Vehicular Movement Continuous/ Periodic Water Presence of Oil & Grease, SS
during rainy season Oil Spillage
Periodic
4.3 IDENTIFICATION OF IMPACTS
The potential impacts due to proposed project have been identified in Table 4.2.
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Table 4.2: Identification of Impacts (Construction &
Functional Phase)
Sr. No
Environmental Attributes
Aspect Potential Impact
CONSTRUCTION PHASE 1. Ambient Air Quality Dust emissions from site preparation,
excavation, material handling & other construction activities at site.
Minor negative impact within site premises. No negative impact outside site premises. Short term
2. Noise Noise generated from construction activities, operation of construction equipment and their movement
Minor negative impact near noise generation sources within site. No significant impact on ambient noise levels outside site. Short term
3. Water quality Surface runoff from project site Oil/fuel & waste spills. Improper debris disposal Discharge of sewage from labour camp.
No significant negative impact. Short term
4. Land use Demolitiom/excavation/Structures on Route requires Rehabilitation
Minor negative impact
5. Topography & Geology Site development No significant impacts 6. Soils Construction and excavation activity
leading to topsoil removal & erosion. Minor negative impacts
7. Ecology Flora & Fauna
Habitat disturbance during construction activity
Minor negative impacts Short term
8. Socio-economy Increased job opportunity for locals. Economy related to material supply etc. expected to boom.
Overall positive impact
9. Traffic Pattern Vehicle movement and possibility of traffic congestions on the road.
Minor negative impact
FUNCTIONAL PHASE
1. Ambient Air Quality Particulate and gaseous emissions from increased vehicular movement
Minor Negative impact along side the route. No negative impacts beyond 200 m from the road
2. Noise Noise from vehicle movement
Minor negative impact to the receptors along side the roads especially at junctions and crossings.
3. Water Quality Oil/fuel & waste spills. Discharge of contaminated storm water
Minor negative impact
4. Soils Fuel and material spills
No negative impact
5. Ecology Flora & Fauna
Land use change, cutting of trees coming along the route
Minor negative impact
6. Social & Economic Resettlement and rehabilitation Improvement in Public Transportation
Minor Positive Impact
7. Traffic Pattern Changes to Traffic, Parking and Access Separate route for Public Buses
Positive
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These impacts are discussed phase wise in subsequent
sections.
4.4 AIR ENVIRONMENT
4.4.1 Construction Phase
• During this phase, SPM/ dust is expected to be the main
pollutant associated with site development, stockpiles and
material handling. Pollution emission sources will be
distributed throughout the project site. The land acquired
is fairly flat, so extensive development/formation work i.e.
excavation, cutting, levelling etc. is not expected. It is also
assumed that most of the excavated material will be used
within the project, with minimal cut and fill material to
come from outside the site. Hence, after taking adequate
mitigation measures like regular water spraying/sprinkling
on haulage roads, stockpile, material handling will
decrease the SPM /dust levels considerably to have any
significant impact.
• Also, there will be slight increase in concentration of NOx
and CO due to increased vehicular traffic. Regular
maintenance of vehicles will be done to minimize
automobile exhaust.
• The impact of such activities would be temporary and
restricted to the construction phase only. The impact will
be confined within the project boundary and is expected to
be negligible outside the project boundaries.
Vehicles carrying construction material are expected to result in
increased SPM levels near the haul roads. This can be of potential
importance if the vehicles pass through the residential areas. At the
construction yard, the dust levels are also expected to increase due
to unloading of construction materials.
The generation of fugitive dust by vehicular traffic is a function of
soil properties and vehicular characteristics such as vehicle speed,
weight, number of wheels etc. Dust generation is particularly
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sensitive to soil particle size and can be estimated using the
following equation.
EVT = 5.9 (Sp/12) (Vv/30) (Mv/3)0.7 (Wv/4)0.5 ([365-
Dp]/365)
Where,
EVT = Emission factor (lb/vehicle mile travelled)
Sp = Soil Content of Road Surface Material
Vv = Mean Vehicle Velocity (miles/hour) = 17.75
Mv = Mean Vehicle Mass (tons)
Wv = Mean Number of Wheels = 6
Dp = Number of days per year with at least 0.01 inches of
precipitation=0
With this formula, emissions are calculated for different vehicle
mass and soil content for maximum possible velocity of about 17.75
miles/hour (28.4km/hr). Table 4.3 and Table 4.4 present the
values of emissions per vehicle mile. Even at worst value in the
table (23.22 lb/vehicle mile), translates into 10.55 kg/km. If we
consider it as a line source, its strength works out to be mere 5 g
per minute. This is not expected to have any adverse impact on the
ambient air quality.
Table 4.3: Particulate Emission Rate in Kg per Hour for Different Moisture and Silt Content
Silt content % Moisture content % 10 15 20 25 30 35
10 0.57 1.04 1.60 2.24 0.57 0.57 20 0.21 0.39 0.61 0.85 0.21 0.21 30 0.12 0.22 0.34 0.48 0.12 0.12 40 0.08 0.15 0.23 0.32 0.08 0.08 50 0.06 0.11 0.17 0.24 0.06 0.06 55 0.05 0.10 0.15 0.21 0.05 0.05
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Table 4.4: Emissions in lb per Vehicle Kilometre for Different Soil Percentages and Vehicle Weight
Soil content (%) 2 5 8 11 14 Mean Vehicle Mass (tonnes)
15 2.20 5.50 8.79 12.09 15.39 18 2.50 6.24 9.99 13.74 17.48 21 2.78 6.96 11.13 15.30 19.48 24 3.06 7.64 12.22 16.80 21.39 27 3.32 8.29 13.27 18.25 23.22
Emission from construction machinery
The emissions from construction machinery would contain
particulates, SOx, NOX, CO. However, the quantity of these
pollutants is expected to be extremely low due to low fuel
requirement and use of cleaner fuel like diesel. It is expected that
the machinery will consume merely 20 to 30 L of diesel. The
resultant emissions, therefore, are not expected to affect ambient
air quality.
4.4.2 Functional Phase
During operation phase of project major pollutants expected from
the vehicular movement are carbon monoxide and Oxides of
Nitrogen and SPM.
The concentration of various pollutants in the engine exhaust varies
with the type of engine namely, spark ignition (petrol engine) or
compression ignition (diesel engine) two stroke or four stroke
engines; and also mode of engine operation. Table 4.5 gives the
emission factor of various major pollutants from petrol, diesel and
CNG engines.
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TABLE-4.5: Emission Factors for Different Vehicles
4.5 NOISE ENVIRONMENT
The assessment of the impacts of noise on the surrounding
community depends upon:
i. Characteristics of noise source (instantaneous,
intermittent, or continuous in nature),
ii. Time of day at which noise occurs; and
iii. Location of noise source.
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4.5.1 Construction Phase
Due to the various construction ativities , there will be temporary
noise impacts in the immediate vicinity of the project corridor.The
construction activities will include the excavation for foundations and
grading o f the site and the construction of structures and facilities.
Crushing plant, asphalt production plants, movement of heavy veh
icles , loading , transportation and unloading of construction
materials produces significant noise during construction stage. How
ever, these increased noise levels will prevail only for a short
duration during the preconstruction and construction stage
General noise levels generated on account of from the operation of
construction equipments and machinery are furnished in Table
4.6.
Table 4.6: Noise Levels Generated from Construction
Equipment
Equipment Noise Level at 1 m from source, dB(A)* Air Compressor 111 Back Hoe/Loader 105 Concrete Mixer 109 Concrete Pump 94 Concrete Vibrators 101 Cranes - mobile 105 Dump Truck 107 Generator 75 (as prescribed by CPCB) Hammering 110 Jackhammer 112 Average Noise Level 108
*calculated noise levels referring to the source ColumbiaWorkshop1-ConstructionNoise.pdf
The resultant average noise emission level, as calculated from
information provided in Table 4.6 works out to 108 dB (A) and
considering that all the pertinent equipments are in operation
simultaneously. However, the actual noise levels are expected to
be below the said levels, since simultaneous operation of all the
equipments and machinery is a remote possibility.
Noise Dispersion
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• For the purpose of noise dispersion, it is assumed that all
the noise generating sources from the site as one source.
Hence, total noise from all equipments will be confined to
about 108 dB(A). The dispersion of this noise is computed
by using the following model.
• Mathematical Model for Sound Wave Propagation
• For an approximate estimation of dispersion of noise in the
ambient from the source point, a standard mathematical
model for sound wave propagation is used. The sound
pressure level generated by noise sources decreases with
increasing distance from the source due to wave
divergence. An additional decrease in sound pressure level
with distance from the source is expected due to
atmospheric effect or its interaction with objects in the
transmission path.
• For hemispherical sound wave propagation through
homogenous loss free medium, one can estimate noise
levels at various locations, due to different sources using
model based on first principles, as per the following
equation:
Lp2 = Lp1 - 20 Log (r2 / r1) .....(1)
• Where Lp2 and Lp1 area Sound Pressure Levels (SPLs) at
points located at distances r2 and r1 from the source. The
combined effect of all the sources then can be determined
at various locations by the following equation.
Lp (total)= 10 Log (10(Lp1/10) + 10 (Lp2/10) + 10 (Lp3/10)……) ..…(2)
Where, Lp1, Lp2, Lp3 are noise pressure levels at a point due
to different sources.
Based on the above equations a user-friendly model has been
developed. The details of the model are as follows:
∗ Maximum number of sources is limited to 200;
∗ Noise levels can be predicted at any distance specified
from the source;
∗ Model is designed to take topography for flat terrain;
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∗ Coordinates of the sources in meters;
∗ Maximum and Minimum levels are calculated by the model;
∗ Output of the model in the form of isopleths; and
∗ Environmental attenuation factors and machine corrections
have not been incorporated in the model but corrections
are made for the measured Leq levels.
Input to the Model
The input to the model has been taken as the cumulative noise of
all noise-generating sources. The resulting noise from the
cumulative sources is taken as 108 dB(A).
Coordinates X and Y are taken as input to the model is correlated
with grid size and scale (1:100 m). Thus the center of the project
area is defined as 0,0 coordinates.
Noise Impact Analysis
The isopleths and the noise levels obtained by modeling are
presented in Fig-4.1. It is observed from isopleths that high noise
levels will be confined to work zone areas only. It can be seen that
noise levels get attenuated rapidly with the distance.
The predicted noise levels indicate that the noise contours of 35
dB(A) occurs within the project area only at a distance of about
500-m from the center of the source. Thus, there will not be any
significant increase in the present ambient noise levels..
In summary, it can be stated that the noise impact due to
construction activity shall be relatively significant at the place of
activity itself while the noise impact on community as a whole shall
be insignificant.
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Figure 4.1: Predicted Noise Levels During Construction Phase
-1000 -800 -600 -400 -200 0 200 400 600 800 1000
-1000 -800 -600 -400 -200 0 200 400 600 800 1000
-1000
-800
-600
-400
-200
0
200
400
600
800
1000
-1000
-800
-600
-400
-200
0
200
400
600
800
1000
4.5.2 Functional Phase
During the operation phase of project the maximum resultant noise
levels at the major traffic junction will be around 100 dB (A) with
considering noise due to different types of vehicles and honking are
in operation simultaneously.
For an approximate estimation of dispersion of noise in the ambient
from the Vehicles, a standard mathematical model for sound wave
propagation is used. The details of the same are given in Section
4.5.1
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The noise levels are predicted from the centre of the corridor upto
200m on both sides. The isopleth of the noise levels obtained by
modeling at major traffic junction is presented in Fig-4.2.
It is observed from isopleths that high noise levels (54 dB (A))will
be confined up to 75 m from the centre of corridor. The noise levels
at 200 m from centre of corridor will be around 46 dB(A). It can be
seen that noise levels get attenuated rapidly with the distance.
Hence the impact during the operation phase is not expected to be
felt outside the project boundaries. There would be smooth traffic
flow hence no congestion and hence less noise than predicted
valuses at junctions and intersections
For attenuation of noise levels noise barriers will be provided at all
flyovers or an elevated road which passes through congested
localities.
Figure 4.2: Predicted Noise Levels During Operation Phase
-200.00 -150.00 -100.00 -50.00 0.00 50.00 100.00 150.00 200.00-200.00
-150.00
-100.00
-50.00
0.00
50.00
100.00
150.00
200.00
40.00
45.00
50.00
55.00
60.00
65.00
70.00
75.00
80.00
85.00
90.00
95.00
100.00
Predicted Noise Levels from the Centre of Road
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4.6 IMPACT ON TRAFFIC
There would be increase in vehicular movements on the proposed
BRTS corridors. The 45 ROW allows accommodating the various
types of vehicles along with pedestrian pathways, cycle tracks thus
resulting in lesser obstruction and fast movement of vehicles. This
would lead to the positive impact with respect to the existing
situation and more and more people would opt for mass transit
system.
4.7 IMPACT ON WATER RESOURCES
4.7.1 Construction Phase
Construction activities for the proposed development can have
minor impact on hydrology and ground water quality of the area
incase the construction chemicals leaches into ground. minor impact
on the surface water are expected. Potential impacts on the
hydrology and ground water quality have been discussed with
respect to the following:
• Soil runoff from the site leading to off-site contamination
(particularly during the rainy season).
• Improper disposal of construction debris leading to off-site
contamination of water resources.
• Unaccounted disposal of domestic wastewater from
temporary labour camps.
• Spillage of oil and grease from the vehicles and wastewater
stream generated from on- site activities such as vehicles
washing, workshop etc.
Construction & Development of site
Development of the proposed site could lead to stockpiling and
excavation activity on site, thereby causing erosion of base soil. The
run off from the site may contain high quantity of suspended solids
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(SS). The impact of runoff may not be very significant except during
rainy season.
The impact also envisaged from the construction practices and the
type of material used. Construction waste is likely to create
significant impact. This type of waste would be stock piled and
disposed off properly.
Water logging at certain stretches along the road can be caused due
to various borrowing operations. During rains, these borrow areas
get filled up and re m a ins water logged due to in adequate local
drainage
Construction of Bridge across Pawana river will cause siltation in
river Due to massive engineering works the river waterway may
have to be diverted. The water way will be constructed increasing
velocity downstream. This will increase sediment load with the flow.
The quantum of water required during construction phase is huge.
Water will be sourced from Pawana river.
Site workshop
The repair and maintenance of equipments/vehicles on site would
generate waste containing oil and grease. The wastewater stream
would also be generated from vehicle washing. The impact can be
mitigated to a great extent by installing oil and grease traps.
Labour Colony
During construction phase, sewage shall be generated from labour
colony. High levels of BOD, SS, Nitrogen and E. coli would
characterize the same. Significant water quality impact will occur, if
the sewage is disposed without any prior treatment. Temporary
soak pits and septic tanks shall be constructed on the site during
construction phase to mitigate the impact.
4.7.2 Functional Phase
Contamination of surface & ground water may be possible due to
accidental spillage of oil, grease and diesel from the vehicles during
operation phase of project. Better storm-water drainage network
along side of the route will minimize the waterlogging.
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4.8 Impacts on Land Environment
4.8.1 Land Use & Aesthetics
The proposed project will built on existing road and comes under
PCMC limit. Land required for proposed project is in possession with
PCMC. There is minor change in land use pattern of the area. The
list of structures comes in route of project is given in Chapter III.
Peoples affected due the project will be compensated as per the
provisions of the rules of the PCMC.
Some roadway components, like heavy cuts and fills, vegetation
clearing, large bridges, and interchanges, will create visual impacts
and detract from the natural beauty of the area
4.8.2 Topography & Geology
The proposed activity during the construction phase would involve
excavation work and minor leveling of site. Overall geology or
topography of the region is not expected to change due to
construction of these roads. No additional stresses will be imposed
by the project on these parameters and hence no significant
impacts are expected.
4.8.3 Soil
4.8.3.1Construction Phase
Impact on soil owing to the project construction activity includes soil
erosion, compaction, physical and chemical desegregations. Erosion
of soil may occur due to removal of vegetation and excavation
activity. Site selected for the project has sparse vegetation; hence
impact owing to removal of vegetation would be minimal, however
construction and associated activities would expedite erosion if not
managed properly. Other factors contributing to soil erosion is
increased runoff and decrease in permeability of the soil. Since
proposed site is fairly leveled, excavation is expected to be minimal.
Use of heavy machinery and storage of materials results in
compaction of the soil. Compaction of the soil as well as mixing of
construction material with soil would also lead to reduced infiltration
of water, decrease in permeability and increased runoff. Both
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physical and chemical desegregations of soil would occur during the
construction phase. Physical desegregations would occur due to
excavation of different layers of soil and subsequent mixing of
different layers and would lead to disruption of soil structure.
Chemical desegregations and pollution of soil would be on account
of spillage of oil from vehicles used for transportation of
construction material and from the building material used for
construction purposes.
Several environmental management measures will be implemented
to minimize the soil erosion and other impacts such as removal and
use of topsoil from construction activity for future plantation, etc.
Impact on account of soil erosion is expected to be minimal.
4.8.3.2 Functional Phase
During the operation phase, carefully designed tree plantation and
landscaped areas along sides of the roads will be maintained. No
significant adverse impact is expected on the soils and areas around
the site. The following management measures are proposed:
• Storm water will be used to recharge the aquifer.
• The entire site area will be well paved and thus there will be no
leaching of any substances in case of spills
Hence, no negative impact on soil quality is expected due to
the project activities.
4.9 WASTE DISPOSAL
4.9.1 Construction Phase
During the construction phase, solid waste generated will include
vegetation/biomass from land clearing activities, waste from the
labour camp and construction waste. Construction activities would
generate solid wastes that need to be disposed; these are sand,
concrete, gravel, stone, bricks, plastic, paper, wood, metal, glass
etc. Exact estimation of these construction wastes is not practicable.
Impact from this construction waste may arise owing to the
shortage of dumping sites, increase in transportation and disposal
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cost and environmental deterioration. Potential pollution problems
during construction activities include dumping of construction debris
into or near by low-lying areas. Proposed mitigation measures will
suggest maximum reuse of construction waste on site or removal of
waste from the site and proper disposal, which would reduce
adverse the impact, if any, significantly.
4.9.2 Functional Phase
During operation phase no solid waste is anticipated from the
project activity.
4.10 BIOLOGICAL ENVIRONMENT
The significance of ecological impacts is evaluated based on the criteria:
• Habitat quality
• Species affected
• Size/abundance of habits/organisms affected
• Duration of impacts
• Magnitude of environmental changes
4.10.1 Construction Phase
The potential impacts of project construction on terrestrial ecology include:
Terrestrial • Site development.
• Noise & disturbance.
Aquatic Surface runoff during rains Site Development:
During road construction, the vegetation on the acquired land will
be destroyed, and the local ecosystem changed. In addition, the
destruction and fragmentation effect of the road construction may
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diminish the habitats for some of the animal species, so that there
may not be enough roosting places any more for them to
survive.The development of the proposed site may cause direct
impacts and loss of habitats and their associated flora & fauna. The
list of trees to be cut are presented in Annexure - III
Noise, air pollution & other disturbances:
Air, noise and visual disturbance may be observed during the site
development. The surrounding project site area is devoid of any
major flora and fauna hence negative impacts are not envisaged.
Aquatic ecology
The study area has rivers Mula, Pawana and Indrayani. During
construction phase of this kind of project will be confined to the site
boundaries only. Hence, impacts on aquatic ecology cannot be
expected.
4.10.2 Functional Phase
Potential impacts of this phase on terrestrial ecology include long-
term air and noise pollution and disturbance generated by area
lighting and traffic. However, as mentioned in earlier sections, the
impact due to increased traffic is minimum. Also, the study area
supports common species of fauna & flora. Hence, potential impacts
from these sources are expected to be minimal and can be reduced
considerably adopting adequate mitigation measures.
4.11 SOCIO-ECONOMIC ENVIRONMENT
4.11.1 Job Opportunity
The local people would also get the job opportunities closer to their
places of stay. Expenditure incurred by those employed at the
project will boost local economy. Jobs would be created for
unskilled, semi skilled as well as skilled labour category, for which
local population would be given preference. Thus, the project is
expected to contribute to the over all development of the area.
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4.11.2 Improvement of Infrastructure Facilities
The development of project will also create or improve the
amenities / services like power, road, communication, health,
education, etc. thereby improving the life of local populace.
4.11.3 Wider Economic Growth
The proposed project will increase the economic activities around
the area, creating avenues for direct/indirect employment in the
post project period. There would be a wider economic impact in
terms of generating opportunities for other business like
transportation, marketing, repair and maintenance tasks, etc.
4.11.4 Transportation
During functional phase, the vehicular movement would mainly
comprise passenger cars and buses, two wheelers, cycles and light
commercial vehicles. The impact would be mitigated by the
suggested measures like better upkeep of vehicles and maintaining
good road network.
4.11.5 Transient Labour Population
Construction activity may lead to influx of construction labours.
Though majority of work force would be recruited locally, labours
with specific skills, may be from outside. However, such labours
would be limited in number. The camp shall be provided with all
basic amenities like water supply, public toilet etc. Therefore no
significant pressure on local infrastructure is envisaged.
4.11.6 Resettlement & Rehabilitation Issues
As the project is planned in PCMC area and the most of the
structures on the route alignment are encroached at few places. The
detailed survey of the encroachments, properties, number of
families affected, their social status has been conducted. The
Rehabilitation Action Plan has been prepared and is available with
PCMC.
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4.12 SUMMARY OF IMPACTS
A summary of likely impacts due to proposed project is depicted in Table 4.7.
Table 4.7: Summary Matrix of Predicted Impacts Due to
Proposed Project
Sr.No Components Activities Predicted impacts Extent of Impacts
CONSTRUCTION PHASE
1. Ambient air quality
-Dust emissions from site preparation, excavation, material handling and other construction activities at Site.
Minor Negative impact inside project premises. No negative impact outside premises of site.
Impacts are temporary during construction phase. Impacts will be confined to short distances, as coarse particles will settle within the short distance from activities.
2. Noise -Noise generated from construction activities and operation of construction equipment
Minor negative impact near noise generation sources inside premises. No significant impact on ambient noise levels outside premises.
Temporary impacts during construction phase. No blasting or other high intensity noise activities envisaged. Baseline noise is within the standards. Contribution of noise will be confined in time and space
3. Water quality -Surface runoff from project site -Oil/fuel and waste spills. -Improper debris disposal -Discharge of sewage from labour camp.
Minimal due to effective mitigation measures.
Impact will be temporary. Local labour will be employed to reduce size of labour camps. No perennial surface water resource adjacent to site. Labour colonies shall be provided potable water for drinking and toilet facility.
4 Land use & aesthetics
-Land development
Permanent positive impact
There will not be change in local land use pattern. The proposed development has also planned for landscaping areas, lawns, and open spaces. This will enhance the visual appeal of the area.
5 Topography & geology
-Existing site is fairly levelled No Significant Impacts Region is flat and hence no impacts on topography. No deposits of minerals on site leading to loss of revenue. Development is planned as per IS standards for earthquake protection.
6. Soils -Construction activity leading to topsoil removal and erosion.
Minor negative impact Site is fairly levelled and will need minimum cutting and filling. Also adequate mitigation measures will reduce the same.
7. Ecology, Flora & fauna
-Habitat disturbance during construction activity
Minor negative impact The site and adjacent areas do not have any significant flora and fauna diversity and density. No endangered species recorded in study area. Development is planned in notified industrial area.
8. Socio-economics
Economy related to commercial real estate
Overall positive impact Ancillary developments in the service sector is expected
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Sr.No Components Activities Predicted impacts Extent of Impacts
development, material supply etc. expected to boom. Resettlement of project affected people
9. Traffic pattern -Haul movement and possibility of traffic congestion outside the site on the bypass on the highway.
Minor negative Impact The impact would be temporary and location specific.
FUNCTIONAL PHASE
1. Ambient air quality
-Particulate and gaseous emissions from vehicle movement
Minor negative impact inside premises with no impact outside.
Limited along side the routes
2. Noise -Noise from vehicle movement
Minor negative impact inside premises. No significant impact at sensitive receptors.
New generation vehicles will be plying on the roads, which generate less noise.
3. Water quality -Oil/fuel and waste spills. -Discharge of sewage. -Discharge of contaminated storm water
No significant adverse impact
No wastewater discharge outside the premises to the nearby water source.
4. Water availability
No impact --
5 Soils - Accidental Fuel and material spills
No negative impact Excavated topsoil from the area will be preserved and reused for horticulture purpose.
6. Ecology, flora & fauna
-Land use change
Minor negative impact --
7. Socio-economy -Increased job opportunity -Project will involve few resettlement of encroachers
-Better social infrastructure
Overall positive impact Socio-economic status of the region will be improved.
8. Traffic pattern Improved roads without any obstruction
Positive Impact -
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CHAPTER 5
ENVIRONMENTAL MANAGEMENT PLAN
5.1 INTRODUCTION
It has been evaluated that the study area will not be adversely
affected significantly and impacts are mainly exposed to be confined
to the proposed corridors. Mitigation measures at the source level
and an overall Management Plan are elicited to improve the
supportive capacity and also to preserve the assimilative capacity of
the receiving bodies. The Management Action Plan aims at
controlling pollution at the source level to the maximum possible
extent with the available and affordable technology followed by
treatment measures.
The Environmental Management Plan (EMP) is a site specific plan
developed to ensure that the project is implemented in an
environmental sustainable manner where all contractors and
subcontractors, including consultants, understand the potential
environmental risks arising from the proposed project and take
appropriate actions. EMP also ensures that the project
implementation is carried out in accordance with the design and by
taking appropriate mitigative actions to reduce adverse
environmental impacts during its life cycle.
Development of site for proposed BRTS routes to a certain extent,
create inevitable impacts mainly during construction phase, but
these are temporary and rather marginal and can be reduced
significantly with the help of effective EMP. The potential
environmental impacts, which need to regulate are mentioned
below:
• Air pollution due to the emission of Particulate Matter and
gaseous pollutants;
• Noise pollution due to various noise generating equipment
as well as vehicular movement;
• Wastewater generation from sanitary/domestic activities;
and
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• Solid waste disposal.
• To ensure better environment in & around the project site
as well as the neighbouring population, an effective EMP is
developed separately for construction and operational
phase.
5.2 AIR ENVIRONMENT
5.2.1 Construction Phase
To mitigate the impact of SPM/dust during the construction phase of
the proposed project, the following measures are recommended:
- A Fugitive dust control.
- Procedural changes to construction activities.
Fugitive Dust Control
Source wise Fugitive dust control measures are tabulated below:
Table 5.1: Fugitive Dust Control Measurers
Source Control Measures Earth moving - For any earth moving which are more than 30m from site
boundary, conduct watering as necessary to prevent visible dust emissions.
Disturbed surface areas
- Apply dust suppression measures frequently to maintain a stabilized surface;
- Areas, which cannot be stabilized, as evidenced by wind driven dust, must have an application of water at least twice per day.
Inactive disturbed surface areas
- Apply dust suppressants in sufficient quantity and frequency to maintain a stabilized surface.
Unpaved roads - Water all roads used for any vehicular traffic at least twice per day of active operations; OR
- Water all roads used for any vehicular traffic once daily and restrict vehicle speed to 20 kmph, which will reduce dust emission.
Open storage piles
- Apply water to at least 80 percent of the surface areas of all open storage piles on a daily basis when there is evidence of wind driven fugitive dust; OR
- Install an enclosure all along the storage piles.
The most cost-effective dust suppressant is water. Water will be
sprinkled with the help of automatic sprinkler systems. The
incoming loads of dusty materials could be covered to avoid
spreading of dust. Besides; loss of material in transport, especially if
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material is transported off-site, can very well be minimised. All the
measures taken for EMP implementation of the project shall
be incorporated in the bid documents.
Procedural Changes in Construction Activities
• Material Production - The transport of materials such as
concrete, asphalt, etc. to construction sites generate significant
amounts of road dust, especially for sites that are relatively far
off from the material manufacturers. Setting up the temporary
portable concrete plants and/or asphalt plants at construction
sites can eliminate haulage of these materials.
• Idling Time Reduction - Construction equipment is generally
left idling while the operators are on break or waiting for the
completion of another task. Emissions from idling equipment
tend to be high, since catalytic converters cool down, thus
reducing the efficiency of hydrocarbon and carbon monoxide
oxidation. Existing idling control technologies, which
automatically shut the engine off after a preset time can reduce
emissions, without intervention of the operators.
• Improved Maintenance - Recognizing that significant emission
reductions can be achieved through regular equipment
maintenance, contractors could be asked to provide
maintenance records for their fleet at regular intervals as a
part of the contract awarded to them.
5.2.2 Functional Phase
To mitigate the impact of pollutants from vehicular traffic during the
operational phase of the site, the following measures are
recommended for implementation:
Vehicle Emission Controls
Vehicles (Cars, Buses, Two-Three wheelers and Light Commercal
Vehicles) to be used should be confirmed to Euro-III norms, which
are in force. Regular maintenance of the vehicle should be
mandatory. Restriction of speed is also helpful in the reducing the
emission rate. Instead of petrol, the fuels like CNG/LPG could be
encouraged.
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5.3 NOISE ENVIRONMENT
5.3.1 Construction Phase
To mitigate the impact of noise from construction equipment, the
following measures are suggested:
• Noise prone activities could be restricted to maximum
possible extent during night.
• Workers employed in high noise areas (75 to 90 db(A)) would
be working in shifts of not more than 8 hrs. Earplugs/muffs,
or other hearing protective devices could be provided to those
working very close to the noise generating machinery.
5.3.2 Functional Phase
To mitigate the impact of noise from Vehicular movement the
following measures are recommended for implementation:
Greenbelt Development:
Greenbelt development will improve the aesthetic of the area and it will also reduce the noise pollution as we will plant the Noise attenuating / breaking species
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Noise Barriers:
A noise barrier (also called a soundwall, sound berm, sound barrier,
or acoustical barrier) is an exterior structure designed to protect
sensitive land uses from noise pollution.
The primary function of noise barriers is to shield receivers from
excessive noise generated by road traffic. While the onus of
mitigating road traffic noise lies with the road projects, noise
barriers are considered the most reasonable noise mitigation
measures available.
Many factors need to be considered in the detailed design of noise
barriers. First of all, barriers must be acoustically adequate. They
must reduce the noise. A proper design of noise barriers would need
due considerations from both acoustic and non-acoustic aspects.
Acoustical design considerations include barrier material, barrier
locations, dimensions and shapes. The detailed design of noise
barrier is given in Annexure V
Noise barriers will be constructed as per the guidelines issued by
Govement of Maharashtra, Urban development department (Circular
No. TPB 4308/4011/CR – 343/08/UD – 11: dated 3rd Dec. 2008) for
reducing Noise Pollution. The detail of circular is given in Annexure
VI.
The tentative locations of noise barriers on both the corridors are
given below.
Noise barrieres location on Kalewadi Phata to Dehu Alandi
Road BRTS Corridor
Sr.
No.
Noise barriers Location Name Length of noise
barriers
1 Pawna River to ROB 500 m
2 ROB to End of Flyover 800m
The noise barrier shall be provided along the corridor which is
passing through the residential area.
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Noise barrieres location on Nashik Phata to Wakad BRTS
Corridor
On either side of Nashik Phata Flyover, habitant area neither
developed nor land will be available for such development. No need
to provide Noise Barrier along Nashik Phata flyover.
5.4 IMPACT ON WATER RESOURCES
5.4.1 Construction Phase
To prevent degradation and maintain the quality of the water,
adequate control measures have been proposed to check the surface
run-off, as well as uncontrolled flow of water into any nearby water
body like small pond, stream, etc. Following management measures
are suggested to protect the water quality during this phase.
• Care should be taken to avoid soil erosion.
• Pit latrines and community toilets with temporary soak pits and
septic tanks should be constructed on the site during
construction phase to prevent the wastewater from entering
into the water bodies.
• To prevent surface and ground water contamination on account
of oil/grease, etc. leak proof containers should be used for
storage and transportation of oil/grease. The floors of
oil/grease handling area should be kept effectively impervious.
Any wash off from the oil/grease handling area or workshop
should be drained through impervious drains and effluent
should be treated appropriately before releasing it.
• Construction activities generate disturbed soil, concrete fines,
oils and other wastes. On-site collection and settling of storm
water, silt fencing for collection of runoff during rainy season,
prohibition of equipment wash downs, toxic releases from the
construction site, etc. are some of the essential measures
which prove helpful in minimising water pollution.
5.4.2 Functional Phase
Very limited use of water for plantation along the BRTS routes.
• Storm Water Management:
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Most of the storm water produced along the BRTS routes will be
channelled to the well laid out storm water network devised
alongside of both the corridors. 5.5 Impacts on Land Environment
5.5.1 Construction Phase
Waste generated from construction activity includes construction
debris, biomass from land clearing activities, waste from the labour
camp, etc. Following section discusses management for each type of
waste. Besides management of topsoil is an important area for which
management measures are required.
Construction Debris:
The main sources of construction debris on proposed corridors are
encroachments on the roads and eisting road.
Construction debris is bulky and heavy and re-utilization and
recycling is an important strategy for management of such waste. As
concrete and masonry constitute the majority of waste generated,
recycling of this waste by conversion to aggregate can offer benefits
of reduced landfill space and reduced extraction of raw material for
new construction activity. This is applicable to proposed site since the
construction is to be completed in a phased manner.
Recycled aggregate could be used for filler application, and as a sub-
base for road construction.
Construction contractors could be asked to remove metal scrap from
structural steel, piping, concrete reinforcement and sheet metal work
from the site. A significant portion of wood scrap can be reused on
site. Recyclable wastes such as plastics, glass fibre insulation, roofing
etc shall be sold to recyclers. PCMC has demarcated the construction
debris landfill site within its municipal limits.
Waste from labour camp & Biomass:
Waste generated from labour camps will mainly comprise the
household domestic waste, which could be collected and composted
on site along with the biomass from the land clearing activities. The
non-compostable and non-recyclable portion of the waste shall be
collected and transported to the nearest identified landfill site.
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Topsoil Management
To minimize disruption of soil and for conservation of topsoil, the
contractor shall take the topsoil out separately and stockpile it.
After the construction activity is over, topsoil shall be utilized for
landscaping activity. Other measures, which would be followed to
prevent soil erosion and contamination include:
• Maximize use of organic fertilizer for landscaping and green
belt development.
• To prevent soil contamination by oil/grease, leak proof
containers could be used for storage and transportation of
oil/grease and wash off from the oil/grease handling area shall
be drained through impervious drains and treated
appropriately before disposal.
• Removal of as little vegetation as possible during the
development, and re-vegetation of bare areas after the project.
• Working in a small area at a point of time (phase wise
construction).
5.5.2 Functional Phase
• Solid waste generation is not anticipated during operation phase.
5.6 BIOLOGICAL ENVIRONMENT
5.6.1 Construction Phase
Cutting, uprooting, coppicing of trees or small trees present in and
around labour camps for cooking, burning or heating purposes will be
prohibited and suitable alternatives for this purpose will be found.
After completion of major construction work, the green belt will be
developed as there will be no or less disturbance in these areas.
5.6.2 Functional Phase
Extensive plantation and landscaping is proposed to mitigate any
impacts during this phase.
• Plantation & Landscaping
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Selection of the plant species to be done on the basis of their
adaptability to the existing geographical conditions and the
vegetation composition of the region. During the development of
the green belt within the project area, emphasis shall be given on
selection of plant species like nitrogen fixing species, species of
ornamental values, species of very fast growth with good canopy
cover etc.
• Green Belt Development Plan
Plantation has to be taken up suitably along both sides of both the
corridors at 10 m center to center distance keeping in view the
landscaping aspects. About 3800 trees will be planted on both the
corridor. The maintenance of the plantation area will also be done
by the PCMC. The cost of plantation is estimated at Rs.3,80,000.
The trees will be planted in consultation with forest and horticulture
department of Maharashtra Goverment.
Selection of plant species for Green belt development
The selection of plant species for the development depends on
various factors such as climate, elevation and soil. The list of plant
species, which can be suitably planted, and having significant
importance are provided in Table-5.2. The plants should exhibit the
following desirable characteristic in order to be selected for
plantation.
i. The species should be fast growing and providing optimum
penetrability.
ii. The species should be wind-firm and deep rooted.
iii. The species should form a dense canopy.
iv. As far as possible, the species should be indigenous and locally
available
v. Species tolerance to air pollutants like SPM, SO2 & NOx should
be preferred.
vi. The species should be permeable to help create air turbulence
and mixing within the belt.
vii. There should be no large gaps for the air to spill through.
viii. Trees with high foliage density, leaves with larger leaf area and
hairy on both the surfaces.
ix. Ability to withstand conditions like inundation and drought.
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x. Soil improving plants (Nitrogen fixing, rapidly decomposable leaf
litter).
xi. Sustainable green cover with minimal maintenance.
Table 5.2: Suggested Plant Species - Green Belt Area
Sr. No. Name COMMENT 1 Acacia nilotica Direct Seedling Possible 2 Albizzia sp. Drought Resistant, High Growth Rate 3 Acacia auriculiformis Direct Seedling Possible, High Growth Rate 4 Azadirachta indicata Direct Seedling Possible, Drought Resistant 5 Annona squamosa Drought Resistant, High Growth Rate 6 Bauhinia variegata Drought Resistant, High Growth Rate 7 Cassia festula. Direct Seedling Possible, High Growth Rate 8 Dalbergia sisoo High Growth Rate 9 Erythrina indica High Growth Rate 10 Ficus bengalensis High Growth Rate 11 Ficus religiosa High Growth Rate 12 Grewia sp. High Growth Rate 13 Leuceana leucocephala High Growth Rate 14 Morus indica/alba Drought Resistant 15 Prosopis sp. Direct Seedling Possible, Drought Resistant 16 Tamarindus indica Drought Resistant 17 Terminelia arjuna High Growth Rate 18 Zizyphus sp. Direct Seedling Possible, Drought Resistant,
High Growth Rate
Ornamental trees with spreading branches, shade giving with
colorful flowers for people to relax. (Alstonia scholaris, Saraca
asoca, Ailanthus excelsa, Peltophorum pterocarpum,
Mimusops elengi, Tecoma stans, Cassia fistula, Cassia alata,
Callistemon citrinus, Acalypha hispida, Caesalpinia
pulcherrima, Calliandra haematocephala, Cestrum nocturnum,
Erythrina indica, Murraya paniculata, Plumeria acuminata,
Polyalthia longifolia, Polyalthia pendula, Putranjiva roxburghii,
Tabernaemontana divaricata etc)
5.7 IMPLEMENTATION SCHEDULE OF MITIGATION MEASURES
The mitigation measures suggested above will be implemented so as
to reduce the impact on environment due to the proposed
development of BRTS Route. In order to facilitate easy
implementation of mitigation measures, these are phased out as per
the priority as given in Table 5.3.
TABLE 5.3: Implementation Schedule
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Sr. No.
Recommendations Requirement
1. Air pollution control Measures Before commissioning of respective operations
2. Water Pollution Control Measures
Before commissioning of the operations
3. Noise Control Measures Along with the commissioning of the operations
4. Green Belt Development Tree plantation will be done along the corridor. There are no ecological sensitive areas around proposed road corridors. The development plan of PCMC shows the proposed road alignments. The development of green belt around the roads will certainly improve the ecology, aesthetics of the area.
5.8 Environmental Management System & Monitoring Plan
For the effective implementation of EMP, an Environmental
Management System (EMS) should be established at the site. The
EMS should include the following:
• An environmental management cell.
• Environmental Monitoring.
• Personnel Training.
• Regular Environmental Audits & Corrective Action.
• Documentation – Standard operating procedures
Environmental Management Plans & other records.
5.8.1 Environmental Management Cell
A Cell for Environmental Management within PCMC at the project level, will take the overall responsibility for co-ordination of the actions required for environmental management and mitigation, and for monitoring the progress of the proposed management plans and actions to be taken for the project. The Cell will be headed by a qualified environmental engineer and the other members of the cell that will include an environmental field officers, scientist, chemists and operators. The cell will report to city engineer of PCMC directly for regular compliances.
The EMC will prepare a formal report on environmental management at six-monthly intervals. Reports on any urgent or
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significant issues may be prepared at shorter intervals. Apart from responsibilities listed above, the EMC will have the responsibility of the following:
To implement the environmental management plan,
- To assure regulatory compliance with all relevant rules and
regulations,
- To minimize environmental impacts as by strict adherence
to the EMP,
- To initiate environmental monitoring as per approved
schedule.
- Maintain documentation of good environmental practices
and applicable environmental laws as ready reference.
- Maintain environmental related records.
- Coordination with regulatory agencies, external consultants,
monitoring laboratories.
- All the Environment related aspects will be handled by a
dedicated group and will be responsible for the compliance
to all the issues - To manage post project-monitoring plan as per approved
EIA & EMP.
- To develop & maintain green belt
- To work for continuous & regular improvement in
environmental engineering
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Figure 5.1: Environmental Management Cell
5.8.2 Environmental Monitoring
The purpose of environmental monitoring is to evaluate the
effectiveness of implementation of Environmental Management Plan
(EMP) by periodically monitoring the important environmental
parameters within the impact area, so that any adverse affects are
detected and timely action can be taken.
The PCMC will monitor ambient air quality, noise levels, groundwater
quality and quantity, soil quality and solid wastes in accordance with
an approved monitoring schedule. The monitoring protocol and
location selection will have to be done carefully. A suggested
monitoring protocol, based on the predicted impacts, is given in
Table 5.4.
Environmental Department
Environmental Executive Engineer
Environmental Deputy Engineer
Environmental Junior Engineer
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Table 5.4: Suggested Monitoring Program during Construction Phase
Sr. No
Environmental attribute
No. of Locations
Locations Name Parameters Period and Frequency
1. Ambient Air Quality • Five stations per corridor
• Chinchwad Road – Kalewadi Road Junction
•
Criteria Pollutants: SO2, N0x, SPM, PM10, CO
• 24-hr average sampling except for CO, which will be 8-hr sampling. –
• Twice a week
2. Ambient Noise • Five stations per corridor
• Chinchwad Road – Kalewadi Road Junction
•
dB(A) levels Hourly day and night time Leq levels every quarter during construction phase
3. Water Quality Five Samples per corridor
• Mula River • Bore Well Samples
Drinking water parameters as per IS 10500.
Quarterly
4. Soil quality Five Samples per corridor
Greenbelt area Organic matter, C, H, N, Alkalinity, Acidity, heavy metals and trace metal. Alkalinity, Acidity.
Quarterly
5 Inventory of flora Project monitoring area Once a two year
6 Socio-economic condition of local population
Nearby areas of proposed corridors
Physical Survey Once in two year
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Table 5.4: Suggested Monitoring Program during Operation Phase
Sr. No
Environmental attribute
No. of Locations
Locations Name Parameters Period and Frequency
1. Ambient Air Quality • Three stations per corridor
• Chinchwad Road – Kalewadi Road Junction
•
Criteria Pollutants: SO2, N0x, SPM, PM10, CO
• 24-hr average sampling except for CO, which will be 8-hr sampling. –
• Quarterly
2. Ambient Noise • Five stations per corridor
• Chinchwad Road – Kalewadi Road Junction
•
dB(A) levels • Hourly day and night time Leq levels
• Twice a year 3. Water Quality Four Samples per
corridor • Mula River
Bore Well Sample Drinking water parameters as per IS 10500.
• Twice a year
4. Soil quality Four Samples per corridor
Greenbelt area Organic matter, C, H, N, Alkalinity, Acidity, heavy metals and trace metal. Alkalinity, Acidity.
Twice a year
5 Inventory of flora Project monitoring area Once a year
6 Socio-economic condition of local population
Nearby areas of proposed corridors
Physical Survey Once in two year
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Monitoring will be carried out externally through respective reputed
agencies/laboratory. PCMC will deputs its environmental engineers
for regular checking of monitoring programme in accordance with
the suggested monitoring programme.
5.8.3 Awareness & Training
Training and human resource development is an important link to
achieve sustainable operation of the facility and environmental
management. For successful functioning of the project, relevant
EMP should be communicated both during constructional and
functional phases to all concerned staff and contractors.
5.8.4 Environmental Audits & Corrective Action Plans
To assess whether the implemented EMP is adequate, periodic
environmental audits will be conducted by Environment Cell. These
audits will be followed by Corrective Action Plans (CAP) to correct
various issues identified during the audits.
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Environmentally Responsible Construction Practices
Activity Measures
River/Rail/Road Crossings
• Construction shall be expedited and use of equipment and mainline construction activities within rivers shall be limited to minimum
• River crossings will be constructed as perpendicular to the axis of the river as far as practicable
• All material and structures related to construction shall be cleared from the river and it's vicinity after construction
• The mud and drilling fluids generated during the drilling operations shall be disposed-of in an approved manner
• Spill prevention and control measures shall be taken. No storage of oil or lubricants shall be located near river or drains feeding the rivers.
Top Soil Preservation
• Topsoil shall be segregated during trenching and stacked separately
• Topsoil shall not be used for padding, backfill or trench breakers
• Topsoil shall be stacked on the non-traffic side of the trench
• At the completion of construction, topsoil shall be spread on top of the trench
Trench Dewatering • Hoses used for dewatering shall not touch the trench bottom
• Screens and filters shall be used to avoid pumping of sediments
• Discharge of trench water or other forms of turbid water directly onto exposed soil or into any water body shall be avoided
Backfilling • Excavated and blast rock shall be used as backfill above the layer of padding
• A crown of soil shall be kept to allow for future settling
• Excess or unsuitable material shall be cleared from the site and disposed of at an approved location
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Activity Measures
Restoration • Disturbed land shall be brought back to near original condition as soon as the construction activities are completed.
• Final grading shall be completed as soon as possible
• After the trench is backfilled, rock which cannot be buried or hauled away shall be used for the soil erosion control measures and construction debris and other wastes shall be cleared from the RoU
• RoW shall be graded to pre-construction contours, as practical, with a small crown of soft soil left over the trench to allow for future settlement
• Fences and other facilities cut across during construction shall be repaired
Blasting • Blasting, if required, will be done in a controlled manner.
• Minimal blasting shall be employed in human inhabited areas
• Appropriate warning shall be provided to the local inhabitants by means of signals, barricades, flags, sirens, etc.
• Safe storage and handling practices as stipulated by the governmental authorities, in respect of explosives shall be followed
• Only a licensed and experienced professional shall handle the blasting activity
Hydrostatic Testing • The potential environmental impacts from the withdrawal and discharge of hydrostatic testing water shall be minimized by recycling water during the testing of each stretch, if possible
• Test water shall be disposed of in accordance with the requirements of the regulatory authorities
• Test water shall be discharged back into the water body adopting soil erosion control measures
Special Precautions • Precautionary measures shall be taken at tectonically active areas such as folds and faults, if any, en-route the BRTS.
• Sand, aggregates and other quarry materials
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Activity Measures
should be sourced from local authorised and licensed quarries
• Creation of temporary tracks of trucks shall be avoided to the extent possible. However, in case truck tracks are made, the same shall be reinstated to its near original condition
All the above mentioned construction practices will be incorporated
in the Bid document by the PCMC. Environmenal Management cell
will look the implementation of the same.
Preservation of Environmental Quality
Environmental Component
EMP Measures
Air Environment • Particulate emissions shall be controlled by water sprinkling wherever necessary.
• Operation of temporary Concrete, Asphalt and Hot Mix Plants shall adhere to relevant emission norms of MoEF.
• All vehicles shall have valid PUC certificate. • All DG sets shall meet emission norms. • On-site burning of construction wastes shall
be prohibited • Materials having the potential to create dust
shall not be loaded to a level higher than the side and tail boards, and shall be carried in vehicles fitted with cover lids
• Excavated materials shall be placed in the designated dumping/disposal areas.
• The heights from which materials are dropped shall be limited to 1.5 m. to limit fugitive dust generation
• All motorized vehicles on katcha roads on the site shall be allowed a maximum speed of 15 kilometers per hour.
Noise Environment • Modern “quiet-running” equipment shall be used wherever available.
• Each item of powered machinery used on site shall be properly maintained and serviced so as to minimize noise emissions
• Earmuffs shall be provided to operators of heavy construction equipment
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Environmental Component
EMP Measures
• Stationary equipment shall be located so as to minimize noise impact on the community.
• Equipment and plant shall not be kept idling when not in use.
• Plant and equipment known to emit noise strongly in one direction shall be oriented where possible, in a direction away from noise sensitive receptor
Water Environment • Liquid effluents from construction camps and spoiled/drained lubricant oil washings from construction machinery shall not be discharged to any water body without treatment
• Temporary drainage channels shall be provided to minimize soil erosion.
• Water used in washing and flushing pipelines shall be discharged into storm water drains or natural drains after settling.
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Environmental Component
EMP Measures
Land Environment • All construction equipment and material shall be stored in a neat and orderly manner.
• Any excess excavated material shall be removed from the construction site as soon as possible after the completion of excavation operations.
• If any soil compaction occur outside embankment area within or outside the RoU due to movement/parking of heavy machinery, the top soil shall be ripped lightly prior to leaving the stretch
• Excavated top soil shall be preserved near the trench
• Land shall be reinstated after laying the Roads using the preserved top soil
• Any kind of material resulting from clearing and grading shall not be deposited on temporary or permanent basis in the approach roads, railways, streams, ditches and any other position which may hinder the passage and/or natural water drainage
• Barriers or other structures shall be provided in steep slope areas to prevent the removed material sliding downhill from RoU
• Temporary sanitary facilities shall be provided for workmen by locating the facilities in an inconspicuous place as possible. These facilities shall be maintained in a clean, odour-free condition at all times taking care to avoid soil and groundwater contamination.
• Cutting recently built or resurfaced roads shall be avoided except when this is essential for emergency repair. To facilitate this practice, the authority shall maintain close co-ordination with the agencies regarding their street resurfacing programs.
Biological Environment
• The vegetation shall be cut off at ground level leaving the roots intact to the maximum extent possible. Only stumps and roots directly over the trench would be removed Precautions shall be taken to minimize damage to native plants on the periphery of construction area
• Minimum number of trees shall be cut while building road. Number of trees shall be planted as per the implementing agency
• Removing vegetation outside RoU shall be strictly prohibited
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Environmental Component
EMP Measures
Socio-economic Environment
• Prior information about the project shall be given to locals in the area
• Caution shall be exercised to avoid disturbance to existing infrastructure along the BRTS route, such as telephone and electrical cables, water pipelines etc.
• If the construction activity uncovers subsurface evidence of archaeological significance, the construction activity in the vicinity of the find shall be delayed until the archaeological department evaluates the find.
• Induction of workers from areas outside the region could introduce a potential effect on the local culture, habits and economics. Therefore as far as possible locals shall be employed in construction activities
5.8.5 Budget Provision for EMP
It is necessary to include the environmental cost as a part of the budgetary cost component. It is proposed to take up protective measures like water sprinkling on road during constructions, noise barriers during operation phase, tree plantation.
Adequate budgetary provision will be made by the PCMC for execution of Environmental Management Plan. The details of budget is given Table 5.5. and Annexure IV
Table 5.5: Budget Provision for EMP
Sr. No. Environmental Aspect Total Expendature
1 Air Pollution
• Water Sprinkling 21,90,000
2 Landscaping and Tree Plantation 53,80,000
3 Environmental Monitoring
• Air, Water, Noise, Soil qulaity monitoring
49,18,000
4 Occupational Health & Medical Check up 10,00,000
5 Social Development 50,00,000
5 Total 1,84,88,000
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Environmental construction practices will be incorporated in the Bid
doccuments by the PCMC . Environmental Management Cell will look the
implementation of the cell.
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ANNEXURE I
PROPOSED ROAD CORRIDOR
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ANNEXURE II
PROPOSED ROAD CORRIDOR – NASHIK PHATA TO WAKHAD
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ANNEXURE III
TREES ALONG THE ROUTE KALEWADI PHATA TO DEHU-ALANDI ROAD LEFT SIDE FROM KALEWADI PHATA
Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT mtrs
1 Raintree Siemea saman 0.90 7.5 2 Raintree Siemea saman 0.78 6 3 Raintree Siemea saman 0.30 4.5 4 Raintree Siemea saman 0.81 7.5 5 Raintree Siemea saman 0.90 9 6 Raintree Siemea saman 0.90 10.5 7 Raintree Siemea saman 0.96 10.5 8 Raintree Siemea saman 1.20 9 9 Pimpal Ficus religiosa 0.90 9.6 10 Raintree Siemea saman 0.90 10.5 11 Raintree Siemea saman 0.90 9 12 Raintree Siemea saman 0.90 8.7 13 Raintree Siemea saman 0.96 7.5 14 Raintree Siemea saman 0.81 10.5 15 Raintree Siemea saman 0.60 9 16 Vad Ficus bengalnsis 0.45 4.5 17 Raintree Siemea saman 0.66 7.5 18 Raintree Siemea saman 0.72 9 19 Raintree Siemea saman 0.69 10.5 20 Raintree Siemea saman 0.90 9 21 Raintree Siemea saman 0.96 10.5 22 Raintree Siemea saman 0.75 7.5 23 Raintree Siemea saman 0.81 12 24 Umbar Ficus recemosa 0.60 6 25 Raintree Siemea saman 0.81 9 26 Raintree Siemea saman 0.90 7.5 27 Raintree Siemea saman 0.75 9 28 Raintree Siemea saman 1.05 7.5 29 Pimpal Acasia spp. 0.90 7.5 30 Pimpal Acasia spp. 0.90 7.5 31 Raintree Siemea saman 0.90 7.5 32 Raintree Siemea saman 0.90 7.5 33 Vad Ficus bengalnsis 0.60 4.5 34 Raintree Siemea saman 1.05 7.5 35 Raintree Siemea saman 0.75 9 36 Raintree Siemea saman 0.90 10.5 37 Vad Ficus bengalnsis 1.59 12 38 Raintree Siemea saman 1.20 10.5 39 Gulmohar Delonix regia 0.60 7.5 40 Raintree Siemea saman 1.05 10.5 41 Kadunimb Azardiracta indica 0.60 7.5
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT mtrs
42 Ashok Polyantha longifolia 0.30 9 43 Kadunimb Azardiracta indica 0.30 4.5 44 Trunk - 0.45 7.5 45 Mango Mangifera indica 0.60 6 46 Jambul Syzigiums cumini 0.60 7.5 47 Vad Ficus bengalnsis 0.60 7.5 48 Kadunimb Azardiracta indica 0.30 7.5 49 Raintree Siemea saman 0.60 6 50 Vad Ficus bengalnsis 0.69 7.5 51 Vad Ficus bengalnsis 0.60 9 52 Vad Ficus bengalnsis 0.69 7.5 53 Vad Ficus bengalnsis 0.75 7.5 54 Vad Ficus bengalnsis 0.60 4.5 55 Raintree Siemea saman 0.75 7.5 56 Raintree Siemea saman 0.81 4.5 57 Raintree Siemea saman 0.81 4.5 58 Subabhul Leucaena leucocephala 0.39 3 59 Nilgiri Eucalyptus species 0.60 12 60 Suru Casurina equisitifolia 0.45 6 61 Subabhul Leucaena leucocephala 0.54 7.5 62 Kadunimb Azardiracta indica 0.30 6 63 Raintree Siemea saman 0.69 7.5 64 Raintree Siemea saman 0.60 4.5 65 Raintree Siemea saman 0.60 4.5 66 Umbar Ficus recemosa 0.45 4.5 67 Umbar Ficus recemosa 0.60 4.5 68 Subabhul Leucaena leucocephala 0.75 7.5 69 Vad Ficus bengalnsis 0.75 9 70 Mango Mangifera indica 0.36 4.5 71 Kadunimb Azardiracta indica 0.45 7.5 72 Jambul Syzigiums cumini 0.30 4.5 73 Subabhul Leucaena leucocephala 0.30 3 74 Pimpal Ficus religiosa 0.30 3
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RIGHT SIDE FROM KALEWADI PHATA
SR.NO Others
(Specify) COM.NAME BOTANICAL NAME
GIRTH mtrs
HEIGHT mtrs
1 Avenue vad Ficus bengalnsis 0.30 1.5 2 Avenue pimpal Ficus religiosa 0.60 7.5 3 Avenue vad Ficus bengalnsis 0.60 3 4 trunk - 0.78 6 5 trunk - 0.90 7.5 6 Avenue raintree Siemea saman 0.90 6 7 Avenue raintree Siemea saman 0.96 7.5 8 Avenue raintree Siemea saman 0.60 6 9 Avenue raintree Siemea saman 0.90 7.5 10 Avenue raintree Siemea saman 1.05 10.5 11 Avenue raintree Siemea saman 0.90 7.5 12 Avenue raintree Siemea saman 0.90 7.5 13 Avenue raintree Siemea saman 0.60 9 14 Avenue raintree Siemea saman 0.75 7.5 15 Avenue vad Ficus bengalnsis 0.60 4.5 16 Avenue raintree Siemea saman 0.81 7.5 17 Avenue raintree Siemea saman 0.75 4.5 18 Avenue raintree Siemea saman 0.81 7.5 19 Avenue raintree Siemea saman 0.60 6 20 Avenue raintree Siemea saman 0.69 11.4 21 Avenue raintree Siemea saman 0.42 4.5 22 Avenue raintree Siemea saman 0.39 6.6 23 Avenue raintree Siemea saman 0.90 9 24 Avenue raintree Siemea saman 0.75 10.5 25 Avenue umbar Ficus recemosa 1.05 9 26 Avenue raintree Siemea saman 0.60 7.5 27 Avenue vad Ficus bengalnsis 0.30 7.5 28 Avenue raintree Siemea saman 0.45 7.5 29 Avenue vad Ficus bengalnsis 0.45 4.5 30 badam Prunus dulsis 0.30 4.5 31 badam Prunus dulsis 0.30 4.5 32 Avenue raintree Siemea saman 0.75 7.5 33 Avenue vad Ficus bengalnsis 0.51 4.5 34 Avenue vad Ficus bengalnsis 0.54 3 35 Avenue suru Casurina equisitifolia 0.60 4.5 36 Avenue umbar Ficus recemosa 0.30 3
37 Avenue devkapashi Coclospermun inerme 0.69 7.5
38 Avenue babhul Acasia Species 0.60 6
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AUTO CLUSTER TO CHAUDHARY NAGAR RIGHT SIDE FROM AUTO CLUSTER
SR.NO COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT mtrs
1 Apta 0.30 3 2 Bahuniya Bahuniea tomantosa 0.60 3.6 3 Raintree Siemea saman 0.45 4.5 4 Bahuniya Bahuniea tomantosa 0.60 4.5 5 Bahuniya Bahuniea tomantosa 0.30 6 6 Bahuniya Bahuniea tomantosa 0.45 4.5 7 Bahuniya Bahuniea tomantosa 0.30 4.5 8 Bahuniya Bahuniea tomantosa 0.18 3 9 Bahuniya Bahuniea tomantosa 0.90 6 10 Bahuniya Bahuniea tomantosa 0.78 3 11 Limboni 1.20 9 12 Raintree Siemea saman 0.90 7.5 13 Raintree Siemea saman 0.60 6 14 Boganwel 0.30 2.1 15 Tabubea Tabubea rosea 0.90 3 16 Morpankh 0.30 7.5 17 Raintree Siemea saman 0.90 7.5 18 Raintree Siemea saman 0.30 4.5 19 Raintree Siemea saman 0.30 6 20 Raintree Siemea saman 0.30 7.5 21 Pimpal Ficus religiosa 0.60 7.5 22 Kapus 0.30 4.5 23 Babhul Acasia Species 0.30 3 24 Morpankh 0.30 3 25 Morpankh 0.30 3 26 Morpankh 0.30 4.5 27 Morpankh 0.60 6 28 Pheshia 0.60 4.5 29 Bottlebush Acasia spp. 0.60 4.5 30 Pheshia Acasia spp. 0.60 10.5 31 Raintree Siemea saman 1.20 6 32 Bottlebush Callistemom lanciolatus 0.30 3 33 Subabhul Ficus bengalnsis 0.30 9 34 Subabhul Leucaena leucocephala] 0.30 4.5 35 Kadunimb Azardiracta indica 0.30 3 36 Jambhul Syzigium cumini 0.60 4.5 37 Jambhul Syzigium cumini 0.30 4.5 38 Jambhul Syzigium cumini 0.30 6 39 Jambhul Syzigium cumini 0.30 7.5 40 Jambhul Syzigium cumini 0.30 3 41 Pheshia 0.60 3 42 Bottlebush Callistemom lanciolatus 0.30 3 43 Pipani Ficus nana 0.90 10.5
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SR.NO COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT mtrs
44 Pipani Ficus nana 0.30 6 45 Nirgil 0.60 7.5 46 Pipani Ficus nana 0.90 3 47 Apta 0.90 3 48 Nirgil Eucalyptus species 0.90 10.5 49 Nirgil Eucalyptus species 0.60 7.5 50 Nirgil Eucalyptus species 0.90 7.5 51 Yuja 0.90 6 52 Raintree Siemea saman 0.78 7.5 53 Kadunimb Azardiracta indica 0.60 9 54 Raintree Siemea saman 0.90 7.5 55 Raintree Siemea saman 0.30 6 56 Raintree Siemea saman 0.30 7.5 57 Raintree Siemea saman 0.60 7.5 58 Raintree Siemea saman 0.66 7.5 59 Raintree Siemea saman 0.90 7.5 60 Pimpal Ficus religiosa 0.60 6 61 Pimpal Ficus religiosa 0.30 3 62 Pimpal Ficus religiosa 1.20 12 63 Vad Ficus bengalensis 0.30 3 64 Pimpal Ficus religiosa 0.60 7.5 65 Pimpal Ficus religiosa 0.90 9 66 Pimpal Ficus religiosa 1.20 12 67 Pimpal Ficus religiosa 0.90 10.5 68 Pimpal Ficus religiosa 1.20 12 69 Subabhul Leucaena leucocephala] 1.20 12 70 Kadunimb Azardiracta indica 0.60 10.5 71 Subabhul Leucaena leucocephala] 0.60 7.5 72 Nirgil Eucalyptus species 0.60 9 73 Pipani Ficus nana 0.60 12 74 Pimpal Ficus religiosa 0.60 6 75 Raintree Siemea saman 0.90 10.5 76 Raintree Siemea saman 0.90 10.5 77 Raintree Siemea saman 0.60 12 78 Raintree Siemea saman 0.90 9 79 Raintree Siemea saman 0.90 7.5 80 Pimpal Ficus religiosa 1.20 9 81 Pimpal Ficus religiosa 1.20 10.5 82 Pimpal Ficus religiosa 1.38 12 83 Pimpal Ficus religiosa 1.50 10.5 84 Nirgil Eucalyptus species 0.90 12 85 Pimpal Ficus religiosa 1.50 13.5 86 Pimpal Ficus religiosa 1.50 10.5 87 Babhul 0.60 9 88 Babhul 0.90 10.5 89 Raintree Siemea saman 0.60 9 90 Raintree Siemea saman 0.60 7.5 91 Raintree Siemea saman 0.30 4.5
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SR.NO COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT mtrs
92 Raintree Siemea saman 0.90 10.5 93 Raintree Siemea saman 0.30 10.5 94 Subabhul Leucaena leucocephala] 0.78 10.5 95 Raintree Siemea saman 0.69 7.5 96 Nirgil Eucalyptus species 0.60 12 97 Raintree Siemea saman 0.30 7.5 98 Raintree Siemea saman 0.60 9 99 Raintree Siemea saman 0.30 10.5 100 Raintree Siemea saman 0.30 6 101 Raintree Siemea saman 0.30 4.5 102 Babhul 0.30 6 103 Raintree Siemea saman 0.60 7.5 104 Raintree Siemea saman 0.60 12 105 Gulmohar Delonix regia 0.90 6 106 Gulmohar Delonix regia 0.30 7.5 107 Raintree Siemea saman 0.30 3 108 Raintree Siemea saman 0.30 4.5 109 Raintree Siemea saman 0.60 4.5 110 Raintree Siemea saman 0.90 6 111 Pimpal Ficus religiosa 0.90 7.5 112 Pimpal Ficus religiosa 0.90 6 113 Pipani Ficus nana 0.30 4.5 114 Pimpal Ficus religiosa 0.60 7.5 115 Pimpal Ficus religiosa 0.90 9 116 Pimpal Ficus religiosa 0.60 6 117 Pimpal Ficus religiosa 0.90 10.5 118 Pimpal Ficus religiosa 0.90 7.5 119 Pimpal Ficus religiosa 0.90 9 120 Vad Ficus bengalensis 0.60 10.5 121 Pimpal Ficus religiosa 0.90 4.5 122 Pimpal Ficus religiosa 0.90 7.5 123 Pimpal Ficus religiosa 0.90 4.5 124 Pimpal Ficus religiosa 0.90 4.5 125 Pimpal Ficus religiosa 0.60 4.5 126 Pimpal Ficus religiosa 0.90 6 127 Pimpal Ficus religiosa 0.90 7.5 128 Vad Ficus bengalensis 0.60 3 129 Vad Ficus bengalensis 0.30 3 130 Pimpal Ficus religiosa 0.60 4.5 131 Vad Ficus bengalensis 0.30 3 132 Pimpal Ficus religiosa 0.30 4.5 133 Umbar Ficus recemosa 0.30 3 134 Suru Casurina equisitifolia 0.60 12 135 Suru Casurina equisitifolia 0.60 12 136 Bor Zizipus jujube 0.60 4.5 137 Kadunimb Azardiracta indica 0.60 4.5 138 Subabhul Leucaena leucocephala] 0.30 4.5
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AUTO CLUSTER TO CHAUDHARY NAGAR RIGHT SIDE FROM AUTO CLUSTER
SR.NO COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
1 Raintree Siemea saman 1.20 13.5 2 Raintree Siemea saman 0.72 13.5 3 Raintree Siemea saman 0.90 10.5 4 Gulmohar Delonix regia 0.60 6 5 Chinch God Tamarind indica 1.20 9 6 Limboni 0.60 6 7 Limboni 0.90 7.5 8 Keshia 0.45 9 9 Kadunimb Azardiracta indica 0.90 10.5 10 Gulmohar Delonix regia 1.35 12 11 Kadunimb Azardiracta indica 0.60 6 12 Kadunimb Azardiracta indica 0.78 9 13 Kadunimb Azardiracta indica 0.99 7.5 14 Subabhul Leucaena leucocephala 0.30 7.5 15 Limboni 0.78 8.7 16 Kapus Siemea saman 0.30 3 17 Kadunimb Azardiracta indica 0.60 6 18 Subabhul Leucaena leucocephala 0.30 6 19 Kadunimb Azardiracta indica 0.60 6 20 Kadunimb Azardiracta indica 0.60 7.5 21 Umbar Ficus recemosa 0.30 3 22 Kadunimb Azardiracta indica 0.60 7.5 23 Kadunimb Azardiracta indica 0.60 9 24 Kapus Coclospermun inerme 0.30 3 25 Babhul Acasia Species 0.30 3 26 Kadunimb Azardiracta indica 0.30 3 27 Raintree Siemea saman 1.20 7.5 28 Raintree Siemea saman 1.20 7.5 29 Kadunimb Azardiracta indica 0.90 6 30 Vad Ficus bengalensis 1.20 10.5 31 Umbar Ficus recemosa 0.90 9.6 32 Phulora 0.30 7.5 33 Raintree Siemea saman 0.30 3 34 Raintree Siemea saman 0.30 4.5 35 Raintree Siemea saman 0.30 3 36 Raintree Siemea saman 0.30 3.6 37 Nirgil Eucalyptus species 0.30 4.5 38 Nirgil Eucalyptus species 0.30 6 39 Gulmohar Delonix regia 0.30 6 40 Gulmohar Delonix regia 0.48 6 41 Gulmohar Delonix regia 0.30 3 42 Gulmohar Delonix regia 0.30 4.5 43 Gulmohar Delonix regia 0.48 1.5
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44 Gulmohar Delonix regia 0.30 3 45 Gulmohar Delonix regia 0.30 4.5 46 Raintree Siemea saman 0.30 4.5 47 Raintree Siemea saman 0.30 3 48 Gulmohar Delonix regia 0.60 7.5 49 Nirgil Eucalyptus species 0.60 10.5 50 Gulmohar Delonix regia 0.90 9 51 Naral Coccus nulifera 0.90 4.5 52 Naral Coccus nulifera 0.90 6 53 Ashok Polyantha longifolia 0.60 10.5 54 Ashok Polyantha longifolia 0.30 7.5 55 Ashok Polyantha longifolia 0.60 10.5 56 Trunk 0.78 7.5 57 Trunk 0.90 7.5 58 Badam Ficus 0.60 7.5 59 Badam Ficus 0.30 3 60 Mango Mangifera indica 0.30 3 61 Naral Coccus nulifera 0.90 3 62 Umbar Ficus recemosa 0.90 4.5 63 Badam Ficus 0.30 3 64 Raintree Siemea saman 0.60 4.5 65 Badam Ficus 0.60 4.5
AUTOCLUSTER TO RIVER END & PETROL PUMP
SR.NO COM.NAME BOTANICAL NAME GIRTH MTRS
HEIGHT MTRS
1 Raintree Siemea saman 0.30 7.5 2 Pimpal Acasia spp. 1.20 10.5 3 Vad Ficus bengalnsis 4.50 10.5 4 Kadunimb Azardiracta indica 0.60 10.5 5 Kadunimb Azardiracta indica 0.60 6 6 Kadunimb Azardiracta indica 0.69 7.5 7 Kadunimb Azardiracta indica 0.60 9 8 Kadunimb Azardiracta indica 0.69 10.5 9 Vad Ficus bengalnsis 1.80 12 10 Kadunimb Azardiracta indica 0.60 10.5 11 Kadunimb Azardiracta indica 0.90 12 12 Kadunimb Azardiracta indica 0.60 9 13 Pimpal Acasia spp. 0.30 7.5 14 Trunk - 0.30 6 15 Mango Mangifera indica 0.60 7.5 16 Mango Mangifera indica 0.90 9 17 Mango Mangifera indica 0.60 7.5 18 Mango Mangifera indica 0.60 9 19 Mango Mangifera indica 0.90 10.5 20 Vad Ficus bengalnsis 0.60 6 21 Suru Casurina equisitifolia 1.80 3 22 Kadunimb Azardiracta indica 0.30 7.5 23 Subabhul Leucaena leucocephala 0.48 10.5
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SR.NO COM.NAME BOTANICAL NAME GIRTH MTRS
HEIGHT MTRS
24 Pimpal Acasia spp. 0.30 4.5 25 Subabhul Leucaena leucocephala 0.30 7.5 26 Kadunimb Azardiracta indica 0.60 6 27 Vad Ficus bengalnsis 0.45 4.5 28 Kadunimb Azardiracta indica 0.48 7.5 29 Kadunimb Azardiracta indica 0.60 10.5 30 Subabhul Leucaena leucocephala 0.48 12 31 Kadunimb Azardiracta indica 0.30 7.5 32 Subabhul Leucaena leucocephala 0.30 6 33 Subabhul Leucaena leucocephala 0.30 7.5 34 Pimpal Acasia spp. 0.60 9 35 Subabhul Leucaena leucocephala 0.30 7.5 36 Kadunimb Azardiracta indica 0.30 10.5 37 Subabhul Leucaena leucocephala 0.30 10.5 38 Suru Casurina equisitifolia 0.30 7.5 39 Suru Casurina equisitifolia 0.30 10.5 40 Trunk - 0.60 7.5 41 Subabhul Leucaena leucocephala 0.69 4.5 42 Subabhul Leucaena leucocephala 0.78 10.5 43 Subabhul Leucaena leucocephala 0.81 12 44 Bottle Bush Bahunea Tomantosa 0.90 13.5 45 Subabhul Leucaena leucocephala 0.78 7.5 46 Gulmohar Delonix regia 0.69 12 47 Gulmohar Delonix regia 0.90 13.5 48 Kadunimb Azardiracta indica 0.30 12 49 Saphpharni 0.48 4.5 50 Pimpal Acasia spp. 0.30 4.5 51 Vad Ficus bengalnsis 0.30 4.5 52 Babhul Ficus bengalnsis 0.90 7.5 53 Raintree Siemea saman 0.60 10.5 54 Kadunimb Azardiracta indica 0.60 7.5 55 Gulmohar Delonix regia 0.30 7.5 56 Kadunimb Azardiracta indica 0.48 7.5 57 Kadunimb Azardiracta indica 0.69 58 Kadunimb Azardiracta indica 0.69 59 Kadunimb Azardiracta indica 0.72 60 Gulmohar Delonix regia 0.36 61 Gulmohar Delonix regia 0.30 62 Gulmohar Delonix regia 0.60 63 Kadunimb Azardiracta indica 0.60 64 Kadunimb Azardiracta indica 0.78 65 Kadunimb Azardiracta indica 0.66 66 Kadunimb Azardiracta indica 0.60 67 Jambhul Syzigiums cumini 1.02 68 Mango Mangifera indica 0.90 69 Kadunimb Azardiracta indica 0.60 70 Chinch Tamerind indica 0.60 71 Mango Mangifera indica 0.90
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SR.NO COM.NAME BOTANICAL NAME GIRTH MTRS
HEIGHT MTRS
72 Mango Mangifera indica 1.20 73 Karanj Terminalia katappa 0.30 74 Kadunimb Azardiracta indica 0.30 75 Raintree Siemea saman 1.20 76 Mango Mangifera indica 1.08 77 Mango Mangifera indica 0.81 78 Karanj Terminalia katappa 0.60 79 Karanj Terminalia katappa 0.60 80 Karanj Terminalia katappa 0.69 81 Karanj Terminalia katappa 0.81 82 Mango Mangifera indica 0.90 83 Mango Mangifera indica 0.90 84 Subabhul Leucaena leucocephala 0.30
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KASARWADI RAILWAY STATION TO WAKAD BRIDGE ( EXPRESS HIGHWAY) LEFT SIDE
Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
1 Mango Mangifera indica 0.06 8 2 Mango Mangifera indica 0.06 8 3 Saovagaa Maringa Potrygosperna 0.06 7 4 Kadunimb Azadirachta indica 0.09 9 5 Mango Mangifera indica 0.06 8 6 Mango Mangifera indica 0.09 9 7 Saovagaa Maringa Potrygosperna 0.06 7 8 Mango Mangifera indica 1.3 9 9 Kadunimb Azadirachta indica 1.0 9 10 icaMca Tamarindus indica 0.09 9 11 Subabhul Leucaena leucocephata 0.07 9 12 Ivalaayati icamca Pithe colohium duse 0.03 7 13 Kadunimb Azadirachta indica 0.09 9 14 Mango Mangifera indica 1.0 9 15 Subabhul Leucaena leucocephata 0.06 8 16 Mango Mangifera indica 1.2 9 17 Katori baabaul Accia Niltica 1.2 8 18 kaiSad Cassia Sayania 0.03 4 19 Saovagaa Maringa Potrygosperna 0.06 8 20 Ronat/I Samanea Saman 1.5 10 21 Vad Ficus Begalensis 2.6 11 22 Pimpal Ficus Religiosa 2.1 11 23 Mango Mangifera indica 1.5 10 24 Mango Mangifera indica 1.2 9 25 Saaga Tectona grandisa 0.06 7 26 Saaga Tectona grandisa 0.05 6 27 Saaga Tectona grandisa 0.05 6 28 Subabhul Leucaena leucocephata 0.09 8 29 Subabhul Leucaena leucocephata 0.09 8 30 Krmja Pongamia Pinata 0.45 3 31 Subabhul Leucaena leucocephata 0.09 8 32 Ihvar Acacia Leucophloea 0.45 8 33 Ivalaayati icamca Pithecolobium Oluse 0.03 7 34 Katori baabaul Accacia Nilotica 0.03 7 35 Baaor Ziztogas nayrutuaba 0.03 3 36 Rbar Ficus 0.09 8 37 Gaulamaaohr Delonix regia 0.09 9 38 Kadunimb Azarachata Indica 0.48 8 39 Jaambaul Syzygium jambelanum 1.5 12 40 Mango Mangifera indica 0.06 9 41 Mango Mangifera indica 0.06 9 42 Ipmpnai- Ficus 1.5 9 43 Krmja Pongamia Pinnata 0.09 9 44 Krmja Pongamia Pinnata 0.06 3 45 Krmja Pongamia Pinnata 0.41 3
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
46 Krmja Pongamia Pinnata 0.38 3 47 Krmja Pongamia Pinnata 0.34 3 48 Krmja Pongamia Pinnata 0.39 3 49 Krmja Pongamia Pinnata 0.48 3 50 Krmja Pongamia Pinnata 0.36 3 51 Krmja Pongamia Pinnata 0.39 3 52 Krmja Pongamia Pinnata 0.42 3 53 Krmja Pongamia Pinnata 0.35 3 54 Krmja Pongamia Pinnata 0.05 3 55 Krmja Pongamia Pinnata 0.38 3 56 Mbamr Ficus Glomerath 0.06 3 57 Kduilamba Azadirachta indica 0.35 3 58 Ihvar Acacia Teucaphloea 0.67 3 59 Inargaudi Shurbs 0.73 3 60 Inargaudi Shurbs 0.58 3 61 Bakina kadunimb Melia Azederach 0.05 3 62 Jaambaul Syzygiurm Jambolnum 0.38 4 63 Jaambaul Syzygiurm Jambolnum 0.34 4 64 Mango Mangifera indica 0.45 3 65 Mango Mangifera indica 0.44 3 66 Mango Mangifera indica 0.33 3 67 Kduilamba Azarachata indica 0.03 3 68 Po 0.27 2 69 Naarl Coconut Tree 1.05 10 70 Mango Mangifera indica 0.40 5 71 Mango Mangifera indica 0.06 4 72 Mango Mangifera indica 0.05 4 73 Bakana Media azederach 0.05 3 74 Bakana Media azederach 0.40 3 75 Ivalaayati icamca Pithecolobium 0.61 5 76 Po 0.56 3 77 Fnasa Artocar pusintegritidia 0.27 3 78 Inalaigari Eucalyptus 0.05 7 79 Inalaigari Eucalyptus 0.09 7 80 Inalaigari Eucalyptus 0.64 8 81 Inalaigari Eucalyptus 0.65 8 82 Naarl Coconut 1.10 6 83 Sayaa Cassia Semia 0.05 5 84 Sayaa Cassia Semia 0.54 7 85 Katori baabaul Acacia Nilotica 0.09 7 86 Baaor Zyzyphas mauritiona 0.06 5 87 Isasama 0.89 7 88 Kduilamba Azarachata indica 0.56 7 89 Sau Casuarinaequisetitdia 0.07 4 90 Badama Terminalia Catuppa 0.40 7 91 Naarl Coconut 0.07 5 92 Naarl Coconut 1.29 3 93 Naarl Coconut 1.05 7
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
94 Naarl Coconut 1.05 8 95 Naarl Coconut 1.05 8 96 Kadunimb Azarachata Indica 0.46 7 97 Kadunimb Azarachata Indica 0.05 7 98 Kadunimb Azarachata Indica 0.65 7 99 Mango Mangifera indica 0.40 3
100 Spqaaodiyaa Spathdia campanulata 1.48 9 101 Spqaaodiyaa Spathdia campanulata 1.09 8 102 Spqaaodiyaa Spathdia campanulata 0.95 6 103 Spqaaodiyaa Spathdia campanulata 0.84 6 104 Spqaaodiyaa Spathdia campanulata 1.05 7 105 Spqaaodiyaa Spathdia campanulata 0.43 5 106 Spqaaodiyaa Spathdia campanulata 0.09 6 107 Spqaaodiyaa Spathdia campanulata 1.42 6 108 Spqaaodiyaa Spathdia campanulata 1.14 6 109 Spqaaodiyaa Spathdia campanulata 1.5 6 110 Ra. Baabal Acacia nilotica 1.04 7 111 Gaulamaaohr Delonix regia 1.10 7 112 Polaafaorma Peltophorum 1.0 7 113 Polaafaorma Peltophorum 0.09 6 114 Polaafaorma Peltophorum 0.80 6 115 Polaafaorma Peltophorum 0.75 6 116 Polaafaorma Peltophorum 0.80 6 117 Polaafaorma Peltophorum 0.06 7 118 Polaafaorma Peltophorum 0.06 5 119 Polaafaorma Peltophorum 0.06 5 120 Saovagaa Maringa Potrygosperna 0.40 5 121 Sayaa saoimayaa Cassia Semia 0.35 3 122 Sayaa saoimayaa Cassia Semia 0.35 3 123 Sayaa saoimayaa Cassia Semia 0.35 3 124 Sayaa saoimayaa Cassia Semia 0.35 3 125 Sayaa saoimayaa Cassia Semia 0.40 2 126 Sayaa saoimayaa Cassia Semia 0.35 2 127 Sayaa saoimayaa Cassia Semia 0.35 3 128 Sayaa saoimayaa Cassia Semia 0.35 3 129 Sayaa saoimayaa Cassia Semia 0.05 3 130 Sayaa saoimayaa Cassia Semia 0.05 3 131 Sayaa saoimayaa Cassia Semia 0.05 3 132 Sayaa saoimayaa Cassia Semia 0.05 3 133 Sayaa saoimayaa Cassia Semia 0.45 3 134 Sayaa saoimayaa Cassia Semia 0.45 3 135 Sayaa saoimayaa Cassia Semia 0.45 3 136 Sayaa saoimayaa Cassia Semia 0.45 3 137 Sayaa saoimayaa Cassia Semia 0.03 2 138 Sayaa saoimayaa Cassia Semia 0.03 2 139 Sayaa saoimayaa Cassia Semia 0.03 2 140 Sayaa saoimayaa Cassia Semia 0.03 2 141 Sayaa saoimayaa Cassia Semia 0.03 2
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
142 Sayaa saoimayaa Cassia Semia 0.45 3 143 Sayaa saoimayaa Cassia Semia 0.45 3 144 Sayaa saoimayaa Cassia Semia 0.45 3 145 Sayaa saoimayaa Cassia Semia 0.45 3 146 Sayaa saoimayaa Cassia Semia 0.45 3 147 Sayaa saoimayaa Cassia Semia 0.45 3 148 Sayaa saoimayaa Cassia Semia 0.45 3 149 Sayaa saoimayaa Cassia Semia 0.05 3 150 Sayaa saoimayaa Cassia Semia 0.05 3 151 Sayaa saoimayaa Cassia Semia 0.05 3 152 Sayaa saoimayaa Cassia Semia 0.05 3 153 Sayaa saoimayaa Cassia Semia 0.05 3 154 Sayaa saoimayaa Cassia Semia 0.05 3 155 Sayaa saoimayaa Cassia Semia 0.05 3 156 Sayaa saoimayaa Cassia Semia 0.55 3 157 Sayaa saoimayaa Cassia Semia 0.55 3 158 Sayaa saoimayaa Cassia Semia 0.55 3 159 Sayaa saoimayaa Cassia Semia 0.55 3 160 Sayaa saoimayaa Cassia Semia 0.55 3 161 Sayaa saoimayaa Cassia Semia 0.06 3 162 Sayaa saoimayaa Cassia Semia 0.06 3 163 Sayaa saoimayaa Cassia Semia 0.06 2 164 Sayaa saoimayaa Cassia Semia 0.40 2 165 Sayaa saoimayaa Cassia Semia 0.45 2 166 Sayaa saoimayaa Cassia Semia 0.40 2 167 Sayaa saoimayaa Cassia Semia 0.40 2 168 Sayaa saoimayaa Cassia Semia 0.45 3 169 Sayaa saoimayaa Cassia Semia 0.45 3 170 Sayaa saoimayaa Cassia Semia 0.03 2 171 Sayaa saoimayaa Cassia Semia 0.03 2 172 Sayaa saoimayaa Cassia Semia 0.35 2 173 Sayaa saoimayaa Cassia Semia 0.35 2 174 Sayaa saoimayaa Cassia Semia 0.35 2 175 Sayaa saoimayaa Cassia Semia 0.35 2 176 Sayaa saoimayaa Cassia Semia 0.06 2 177 Sayaa saoimayaa Cassia Semia 0.06 3 178 Sayaa saoimayaa Cassia Semia 0.06 3 179 Sayaa saoimayaa Cassia Semia 0.06 3 180 Sayaa saoimayaa Cassia Semia 0.06 3 181 Sayaa saoimayaa Cassia Semia 0.55 2 182 Sayaa saoimayaa Cassia Semia 0.55 2 183 Sayaa saoimayaa Cassia Semia 0.55 2 184 Sayaa saoimayaa Cassia Semia 0.55 2 185 Sayaa saoimayaa Cassia Semia 0.40 2 186 Sayaa saoimayaa Cassia Semia 0.40 2 187 Isasau Dalbergia sissoo 0.27 3 188 Isasau Dalbergia sissoo 0.27 3 189 Isasau Dalbergia sissoo 0.03 4
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
190 Isasau Dalbergia sissoo 0.03 4 191 Isasau Dalbergia sissoo 0.03 4 192 Isasau Dalbergia sissoo 0.25 3 193 Isasau Dalbergia sissoo 0.25 3 194 Isasau Dalbergia sissoo 0.25 3 195 Isasau Dalbergia sissoo 0.03 4 196 Isasau Dalbergia sissoo 0.03 4 197 Isasau Dalbergia sissoo 0.35 4 198 Isasau Dalbergia sissoo 0.35 4 199 Isasau Dalbergia sissoo 0.25 3 200 Isasau Dalbergia sissoo 0.25 3 201 Isasau Dalbergia sissoo 0.03 3 202 Isasau Dalbergia sissoo 0.03 3 203 Isasau Dalbergia sissoo 0.35 3 204 Isasau Dalbergia sissoo 0.03 3 205 Isasau Dalbergia sissoo 0.25 3 206 Isasau Dalbergia sissoo 0.27 2 207 Isasau Dalbergia sissoo 0.27 2 208 Isasau Dalbergia sissoo 0.27 2 209 Isasau Dalbergia sissoo 0.40 4 210 Isasau Dalbergia sissoo 0.40 4 211 Isasau Dalbergia sissoo 0.35 4 212 Isasau Dalbergia sissoo 0.35 4 213 Isasau Dalbergia sissoo 0.03 3 214 Isasau Dalbergia sissoo 0.03 3 215 Isasau Dalbergia sissoo 0.25 3 216 Isasau Dalbergia sissoo 0.25 2 217 Isasau Dalbergia sissoo 0.25 2 218 Isasau Dalbergia sissoo 0.03 4 219 Isasau Dalbergia sissoo 0.03 5 220 Isasau Dalbergia sissoo 0.27 4 221 Isasau Dalbergia sissoo 0.27 5 222 Isasau Dalbergia sissoo 0.03 5 223 Isasau Dalbergia sissoo 0.27 4 224 Isasau Dalbergia sissoo 0.25 4 225 Isasau Dalbergia sissoo 0.25 4 226 Isasau Dalbergia sissoo 0.03 4 227 Isasau Dalbergia sissoo 0.25 5 228 Isasau Dalbergia sissoo 0.25 5 229 Isasau Dalbergia sissoo 0.03 5 230 Isasau Dalbergia sissoo 0.03 5 231 Isasau Dalbergia sissoo 0.03 5 232 Isasau Dalbergia sissoo 0.25 4 233 Isasau Dalbergia sissoo 0.25 4 234 Isasau Dalbergia sissoo 0.27 4 235 Isasau Dalbergia sissoo 0.03 4 236 Isasau Dalbergia sissoo 0.03 4 237 Isasau Dalbergia sissoo 0.27 4
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
238 Isasau Dalbergia sissoo 0.25 3 239 Isasau Dalbergia sissoo 0.25 3 240 Isasau Dalbergia sissoo 0.40 5 241 Isasau Dalbergia sissoo 0.35 5 242 Isasau Dalbergia sissoo 0.40 5 243 Isasau Dalbergia sissoo 0.40 5 244 Isasau Dalbergia sissoo 0.25 4 245 Isasau Dalbergia sissoo 0.03 4 246 Isasau Dalbergia sissoo 0.03 4 247 Isasau Dalbergia sissoo 0.25 4 248 Isasau Dalbergia sissoo 0.25 4 249 Postaofaormma Peltophoram ferrugineum 0.51 5 250 Kadunimb Azarachata Indica 0.06 7 251 Inalaigariu Eucalyptus 1.02 8 252 Gaulamaaohr Delonix regia 1.07 9 253 Baabaul Acasia Nilotica 0.07 7 254 Gaulamaaohr Delonix regia 0.05 7 255 Baabaul Acasia Nilotica 1.0 8 256 Baabaul Acasia Nilotica 0.80 7 257 Gaulamaaohr Delonix regia 0.65 7 258 Naarl Coconut Tree 0.65 8 259 Naarl Coconut Tree 0.06 8 260 Naarl Coconut Tree 0.07 8 261 Naarl Coconut Tree 0.07 8 262 Gaulamaaohr Delonix regia 1.18 9 263 Gaulamaaohr Delonix regia 1.0 8 264 Gaulamaaohr Delonix regia 0.09 8 265 Gaulamaaohr Delonix regia 0.80 8 266 Naarl Coconut Tree 0.09 8 267 Naarl Coconut Tree 0.80 8 268 Naarl Coconut Tree 0.09 8 269 Naarl Coconut Tree 0.80 8 270 Naarl Coconut Tree 0.09 8 271 Naarl Coconut Tree 0.80 8 272 Naarl Coconut Tree 0.09 8 273 Naarl Coconut Tree 0.80 8 274 Mango Mangifera indica 0.65 7 275 Mango Mangifera indica 0.07 7 276 Baatbasa Callustemon Vimanelis 0.65 6 277 Baatbasa Callustemon Vimanelis 0.06 6 278 Baatbasa Callustemon Vimanelis 0.55 6 279 Saupaari pama Palum spp 1.5 13 280 Baabaul Acasia Nilotica 1.01 8 281 Baabaul Acasia Nilotica 1.5 9 282 Baabaul Acasia Nilotica 1.02 7 283 Baabaul Acasia Nilotica 1.5 8 284 Baabaul Acasia Nilotica 1.65 9 285 Baabaul Acasia Nilotica 1.05 7
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
286 Gaulamaaohr Delonix regia 1.5 8 287 Caori Malberica 0.40 8 288 Gaulamaaohr Delonix regia 0.95 8 289 Asaaok Polyalthia longifolia 0.65 8 290 Jaabauml Syzygim jambolanum 0.05 8 291 Rbar Ficus spp. 0.07 8 292 Rbar Ficus spp. 0.65 8 293 Baambaul Acasia Nilotica 1.3 9 294 Caori Malberica 0.40 5 295 Caori Malberica 0.40 5 296 Gaulamaaohr Delonix regia 0.65 6 297 Gaulamaaohr Delonix regia 0.75 7 298 Baabaul Acasia Nilotica 1.18 8 299 Baabaul Acasia Nilotica 1.2 8 300 Baabaul Acasia Nilotica 1.2 8 301 Kadunimb Azarachata Indica 1.18 9 302 Poltaofaorma Polphoram ferrugineum 1.5 9 303 Ronati Samanea saman 2.07 12 304 Baabaul Acasia Nilotica 1.25 9 305 Subabhul Leucaena leucocephasa 1.25 8 306 Naarl Coconut 1.5 9 307 Naarl Coconut 1.55 9 308 Naarl Coconut 1.5 9 309 Naarl Coconut 1.06 9 310 Badama jamgai Terminalia cattapa 0.65 8 311 Sau Casurina equisitifolia 0.35 8 312 Sau Casurina equisitifolia 0.39 8 313 Sau Casurina equisitifolia 0.40 8 314 Sau Casurina equisitifolia 0.36 8 315 Sau Casurina equisitifolia 0.37 8 316 Sau Casurina equisitifolia 0.35 8 317 Sau Casurina equisitifolia 0.39 8 318 Sau Casurina equisitifolia 0.38 8 319 Sau Casurina equisitifolia 0.35 8 320 Sau Casurina equisitifolia 0.35 8 321 Sau Casurina equisitifolia 0.39 8 322 Asaaok Polyalthia longifolia 0.40 8 323 Asaaok Polyalthia longifolia 0.05 8 324 Jaabauml Syzygim jambolanum 0.07 7 325 Kadunimb Azarachata Indica 0.05 8 326 Baabaul Acasia Nilotica 1.0 8 327 Baabaul Acasia Nilotica 1.07 8 328 Gaulamaaohr Delonix regia 1.07 7 329 Inalaigari Ecalyptus 1.5 8 330 Mbar Ficus glomirata 1.07 9 331 Sau Casurina equisitifolia 0.65 9 332 Asaaok Polyalthia longifolia 0.05 8 333 Asaaok Polyalthia longifolia 0.06 8
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COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
334 Badama Termina liacaittapa 0.06 7 335 Badama Termina liacaittapa 0.06 7 336 Badama Termina liacaittapa 0.05 6 337 Badama Termina liacaittapa 0.40 6 338 Badama Termina liacaittapa 0.65 7 339 Kduilamba Azarachata indica 0.80 7
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KASARWADI RAILWAY STATION TO WAKAD BRIDGE ( EXPRESS HIGHWAY) RIGHT SIDE
Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
1 Isasau Dalbergia Sisoo 0.90 8 2 Baabaul Acacia Nilotica 0.60 6 3 Baabaul Acacia Nilotica 0.60 6 4 Baabaul Acacia Nilotica 0.90 6 5 Ivalaayati icamca Pithe colohium duLce 0.30 5 6 Ramafl Anona Carpus 0.60 6 7 Asaaok Polylthia longifolia 0.60 5 8 Badama jamgalai Terminalia Catappa 0.60 6 9 Naarl Coconut 0.90 5 10 Aambaa Mangifera indica 0.90 6 11 Asaaok Polylthia longifolia 0.60 6 12 Badama jamgalai Terminalia Catappa 0.60 7 13 Asaaok Polylthia longifolia 0.60 7 14 Aambaa Mangifera indica 0.60 6 15 Isalvhr Aaok Grevillea robusta 0.80 7 16 Asaaok Polylthia longifolia 0.45 7 17 Badama jamgalai Terminalia Catappa 0.60 8 18 Badama jamgalai Terminalia Catappa 0.60 5 19 Jaambaul Syzygium jambelanum 1.20 8 20 Kduilamba Azadirachta indica 0.60 8 21 Ipmpl Ficus Religiosa 1.05 8 22 Baabaul Acacia Nilotica 0.45 5 23 Asaaok Polylthia longifolia 0.15 3 24 Asaaok Polylthia longifolia 0.15 3 25 Asaaok Polylthia longifolia 0.15 3 26 Asaaok Polylthia longifolia 0.30 4 27 Asaaok Polylthia longifolia 0.30 5 28 Aambaa Mangifera indica 0.15 2 29 Jaambaul Syzygium jambelanum 0.15 3 30 Naarl Coconut 0.60 4
31 Baatla bara Svaagat varxa
Callistemen Vamanelis 0.40 4
32 Icaku Acros sappota 0.0.50 2 33 Kdmva Antho cephalus cadamica 0.0.55 6 34 Bakana inama Melia azele rach 0.0.50 8 35 Bakana inama Melia azele rach 0.0.55 8 36 Po Malderica 0.30 3 37 Bakana inama Melia azele rach 0.0.50 3 38 Po Malderica 0.40 3 39 Po Malderica 0.20 2 40 Bakana inama Melia azele rach 0.40 3 41 Bakana inama Melia azele rach 0.50 8 42 Badama Terminalia catappa 0.25 3 43 Bahava amalatasa Cassia Fistula 0.50 3 44 Ipmpl Ficus teliaiosa 0.40 3
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
45 Baaor Zizyphus mauritiara 0.65 8 46 Baaor Zizyphus mauritiara 0.45 3 47 Ivalaayati icamca Pithecolobium duke 0.45 3 48 ]mbamr Ficus Glomerath 0.80 8 49 Naarl Coconut 1.10 8 50 Aambaa Mangifera indica 0.60 8 51 Icaku Acros sappota 0.30 3 52 Saovagaa Maringa Potrygosperna 1.20 8 53 Isasau Dalhergia Sisoo 0.90 8 54 Ramafl Anona Carpus 0.45 3 55 Isatafl Anona saluamosa 0.25 2 56 Inalaigari Eucly ptus 1.00 8 57 Inama Azadirachta indica 0.55 8 58 Kdipta Murraya exotica 0.30 3 59 Inama Azadirachta indica 0.30 3 60 Inalaigari Eucly ptus 1.10 8 61 Inalaigari Eucly ptus 0.85 8 62 Katori baabaul Acacinilotica 1.10 8 63 Kaisad Cassia Semia 0.30 2 64 Kaisad Cassia Semia 0.30 2 65 Kaisad Cassia Semia 0.35 3 66 Kaisad Cassia Semia 0.30 3 67 Kaisad Cassia Semia 0.30 2 68 Kaisad Cassia Semia 0.30 2 69 Kaisad Cassia Semia 0.25 2 70 Kaisad Cassia Semia 0.25 2 71 Kaisad Cassia Semia 0.25 3 72 Kaisad Cassia Semia 0.25 2 73 Kaisad Cassia Semia 0.30 2 74 Kaisad Cassia Semia 0.30 3 75 Kaisad Cassia Semia 0.30 3 76 Kaisad Cassia Semia 0.32 3 77 Kaisad Cassia Semia 0.25 3 78 Kaisad Cassia Semia 0.32 2 79 Kaisad Cassia Semia 0.35 2 80 Kaisad Cassia Semia 0.35 2 81 Kaisad Cassia Semia 0.30 2 82 Kaisad Cassia Semia 0.30 3 83 Kaisad Cassia Semia 0.30 3 84 Kaisad Cassia Semia 0.30 3 85 Kaisad Cassia Semia 0.30 2 86 Kaisad Cassia Semia 0.35 2 87 Kaisad Cassia Semia 0.30 2 88 Kaisad Cassia Semia 0.30 2 89 Kaisad Cassia Semia 0.30 2 90 Jaambaul Syzygium jambelanum 0.44 8 91 Inama Azarachata Indica 0.90 8 92 Inama Azarachata Indica 0.80 8
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
93 Saubaabaul Leacaema Leucocephata 1.00 8 94 Saaga Tectona grandis 1.10 8 95 Saubaabaul Leacaema Leucocephata 0.40 5 96 Saubaabaul Leacaema Leucocephata 0.30 3 97 Saubaabaul Leacaema Leucocephata 0.25 3 98 Saubaabaul Leacaema Leucocephata 0.30 3 99 Saubaabaul Leacaema Leucocephata 0.35 3
100 Caori 0.35 3 101 Baaor Zizyphus mauritiara 0.70 4 102 Baaor Zizyphus mauritiara 0.80 4 103 Baabaul Acacia Nilotica 0.80 6 104 Baabaul Acacia Nilotica 0.90 7 105 Baabaul Acacia Nilotica 1.00 8 106 Baabaul Acacia Nilotica 1.50 9 107 Baabaul Acacia Nilotica 1.30 9 108 Glaoriisadiyaa Gigricidia maculata 1.20 9 109 Pamgaara Erythrina indica 1.20 9 110 Saubaabaul Leacaema Leucocephata 0.45 8 111 Saaqai icamca Tamarindus indica 0.45 5 112 Saaqai icamca Tamarindus indica 0.60 5 113 Kduilamba Azadirachta indica 0.35 7 114 Inalaigari Eucly ptus 0.35 8 115 Inalaigari Eucly ptus 0.40 8 116 Baabaul Acacia Nilotica 0.35 5 117 Baabaul Acacia Nilotica 0.55 6 118 Baabaul Acacia Nilotica 1.00 9 119 Baabaul Acacia Nilotica 0.90 8 120 Baabaul Acacia Nilotica 1.20 9 121 Baabaul Acacia Nilotica 0.70 8 122 Baabaul Acacia Nilotica 0.85 9 123 Baabaul Acacia Nilotica 0.75 7 124 Baabaul Acacia Nilotica 0.80 9 125 Aambaa Mangifera indica 0.60 8 126 Aambaa Mangifera indica 0.70 9 127 Aambaa Mangifera indica 0.80 9 128 Aambaa Mangifera indica 1.20 10 129 Aambaa Mangifera indica 0.85 9 130 Aambaa Mangifera indica 0.90 9 131 Aambaa Mangifera indica 0.80 9 132 Aambaa Mangifera indica 0.65 7 133 Aambaa Mangifera indica 0.90 9 134 Aambaa Mangifera indica 0.95 9 135 Aambaa Mangifera indica 0.85 9 136 Aambaa Mangifera indica 0.90 9 137 Aambaa Mangifera indica 0.95 9 138 Kmrja Pongamia phata 0.80 5 139 Kmrja Pongamia phata 0.85 5 140 Aambaa Mangifera indica 0.95 8
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
141 Aambaa Mangifera indica 0.90 8 142 Aambaa Mangifera indica 0.95 8 143 Aambaa Mangifera indica 1.00 9 144 Aambaa Mangifera indica 0.95 8 145 Jaambaul Syzygium jambelanum 1.00 8 146 Jaambaul Syzygium jambelanum 10.25 9 147 Jaambaul Syzygium jambelanum 10.35 9 148 Isasau Dalhergia Sisoo 0.60 5 149 Ipmpl Ficusreligiosa 0.50 8 150 Bakana inama Melia azederach 0.35 6 151 Jaambaul Syzygium jambelanum 0.35 5 152 Jaambaul Syzygium jambelanum 0.40 2 153 Asaaok Polylthia longifolia 0.55 3 154 Naarl Coconut 0.90 3 155 Inama Azarachata Indica 0.45 5 156 Sau Casuarona Equisotitolia 0.25 8 157 Sau Casuarona Equisotitolia 0.25 8 158 Sau Casuarona Equisotitolia 0.25 9 159 Sau Casuarona Equisotitolia 0.30 9 160 Sau Casuarona Equisotitolia 0.35 9 161 Sau Casuarona Equisotitolia 0.30 8 162 Sau Casuarona Equisotitolia 0.30 8 163 Sau Casuarona Equisotitolia 0.30 8 164 Sau Casuarona Equisotitolia 0.30 8 165 Sau Casuarona Equisotitolia 0.35 7 166 Sau Casuarona Equisotitolia 0.35 7 167 Sau Casuarona Equisotitolia 0.35 8 168 Sau Casuarona Equisotitolia 0.35 8 169 Sau Casuarona Equisotitolia 0.35 8 170 Sau Casuarona Equisotitolia 0.35 9 171 Sau Casuarona Equisotitolia 0.30 9 172 Sau Casuarona Equisotitolia 0.30 8 173 Sau Casuarona Equisotitolia 0.30 8 174 Sau Casuarona Equisotitolia 0.30 8 175 Sau Casuarona Equisotitolia 0.30 9 176 Sau Casuarona Equisotitolia 0.30 9 177 Sau Casuarona Equisotitolia 0.30 9 178 Sau Casuarona Equisotitolia 0.30 9 179 Kdu inama Azaduracgta Indica 0.30 3 180 Kdu inama Azaduracgta Indica 0.30 3 181 Kdu inama Azaduracgta Indica 0.60 9 182 Kdu inama Azaduracgta Indica 0.60 9 183 Kdu inama Azaduracgta Indica 0.50 8 184 Kdu inama Azaduracgta Indica 0.50 7 185 Kdu inama Azaduracgta Indica 0.60 6 186 Kdu inama Azaduracgta Indica 0.60 7 187 Kdu inama Azaduracgta Indica 0.40 4 188 Po Psidium Guava 0.30 2
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COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
189 Po Psidium Guava 0.30 2 190 Po Psidium Guava 0.35 2 191 Po Psidium Guava 0.30 3 192 Po Psidium Guava 0.40 2 193 Po Psidium Guava 0.40 3 194 Po Psidium Guava 0.30 3 195 Inalaigari Fucalyptus 0.65 12 196 Inalaigari Fucalyptus 0.70 13 197 Inalaigari Fucalyptus 0.70 12 198 Inalaigari Fucalyptus 0.65 12 199 Inalaigari Fucalyptus 0.80 12 200 Inalaigari Fucalyptus 0.70 13 201 Inalaigari Fucalyptus 0.80 13 202 Inalaigari Fucalyptus 0.80 13 203 Inalaigari Fucalyptus 0.80 10 204 Inalaigari Fucalyptus 0.90 13 205 Inalaigari Fucalyptus 1.00 13 206 Inalaigari Fucalyptus 1.30 13 207 Ipcakari Spathadia canpanulated 0.40 8 208 Ipcakari Spathadia canpanulated 0.40 9 209 Ipcakari Spathadia canpanulated 0.55 8 210 Ipcakari Spathadia canpanulated 1.50 8 211 Ipcakari Spathadia canpanulated 0.55 8 212 Ipcakari Spathadia canpanulated 0.40 9 213 Ipcakari Spathadia canpanulated 0.60 8 214 Ipcakari Spathadia canpanulated 0.80 8 215 Ipcakari Spathadia canpanulated 1.20 8 216 Ipcakari Spathadia canpanulated 0.90 9 217 Ipcakari Spathadia canpanulated 10.25 9 218 Ipcakari Spathadia canpanulated 0.40 7 219 Ipcakari Spathadia canpanulated 0.40 7 220 Ipcakari Spathadia canpanulated 0.50 7 221 Ipcakari Spathadia canpanulated 0.80 8 222 Ipcakari Spathadia canpanulated 1.20 8 223 Ipcakari Spathadia canpanulated 0.90 8 224 Ipcakari Spathadia canpanulated 0.80 8 225 Ipcakari Spathadia canpanulated 0.40 7 226 Ipcakari Spathadia canpanulated 0.40 7 227 Ipcakari Spathadia canpanulated 0.40 7 228 Naarl Coconut Tree 1.00 8 229 Naarl Coconut Tree 1.00 8 230 Naarl Coconut Tree 1.10 8 231 Naarl Coconut Tree 1.10 8 232 Naarl Coconut Tree 1.00 8 233 Naarl Coconut Tree 1.00 8 234 Aambaa Mangifera indica 0.70 4 235 Aambaa Mangifera indica 0.70 4 236 Aambaa Mangifera indica 0.75 5
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
237 Aambaa Mangifera indica 0.70 4 238 Tabavarxa Peltophorum Ferrugineum 0.30 4 239 Tabavarxa Peltophorum Ferrugineum 0.30 5 240 Tabavarxa Peltophorum Ferrugineum 0.35 4 241 Tabavarxa Peltophorum Ferrugineum 0.35 4 242 Tabavarxa Peltophorum Ferrugineum 0.30 4 243 Tabavarxa Peltophorum Ferrugineum 0.35 4 244 Tabavarxa Peltophorum Ferrugineum 0.35 4 245 Tabavarxa Peltophorum Ferrugineum 0.30 4 246 ]mbamr Ficus Glomerata 0.60 8 247 Katori baabaul Acacia hilotica 0.60 7 248 Inalaigari Eucaly plus 0.45 8 249 Ronati Saumanea sahtan 0.65 7 250 Mbar Ficus glomirata 0.70 7 251 Mbar Ficus glomirata 0.70 7 252 Caori Malberica 0.40 6 253 Caori Malberica 0.40 6 254 Caori Malberica 0.50 6 255 Caori Malberica 0.60 7 256 Caori Malberica 0.50 6 257 Caori Malberica 0.40 6 258 Caori Malberica 0.40 6 259 Caori Malberica 0.40 6 260 Caori Malberica 0.60 6 261 Caori Malberica 0.60 7 262 Mbar Ficus glomirata 0.30 6 263 Mbar Ficus glomirata 0.70 8 264 Saubaabaul Leucaena leucocephasa 0.50 7 265 Baabaul Acasia Nilotica 1.00 8 266 Saavar Salnealia male 0.35 7 267 Baaor Zizytus Maurittana 0.30 6 268 Gaulamaaohr Delonix regia 0.60 8 269 Kmrja Pongamia Pinata 0.45 7 270 Kmrja Pongamia Pinata 1.00 8 271 Kmrja Pongamia Pinata 0.50 7 272 Kmrja Pongamia Pinata 0.45 7 273 Kmrja Pongamia Pinata 0.60 7 274 Baabaul Acasia Nilotica 0.60 6 275 Baabaul Acasia Nilotica 0.60 6 276 Gaulamaaohr Delonix regia 0.70 8 277 Gaulamaaohr Delonix regia 0.80 8 278 Gaulamaaohr Delonix regia 0.80 8 279 Ronati Samanaea Saman 0.95 8 280 Tbaaoibayaa Tabebuia Argentea 0.35 8 281 Caafa Plumeria Alpa 0.30 2 282 Ipcakari Spathadia canpanulated 0.35 7 283 Baabaul Acasia Nilotica 1.10 9 284 Kdu inama Azaduracgta Indica 0.60 9
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
285 Kdu inama Azaduracgta Indica 0.60 9 286 Saubaabaul Leucaena leucocephasa 0.40 7 287 Ivalaayati icamca Pithecolobium duke 0.40 7 288 Baabaul Acasia Nilotica 0.30 6 289 Jaabauml Syzygim jambolanum 0.60 7 290 Kvat Feronia limonia 0.70 5 291 Baomda Thespesia Poeulnea 0.70 6 292 Kdu inama Azaduracgta Indica 1.00 9 293 Kdu inama Azaduracgta Indica 0.60 7 294 Kdu inama Azaduracgta Indica 0.70 6 295 Kdu inama Azaduracgta Indica 0.30 6 296 Kdu inama Azaduracgta Indica 0.30 6 297 Kdu inama Azaduracgta Indica 0.30 7 298 Kdu inama Azaduracgta Indica 0.40 7 299 Aambaa Mangifera indica 0.45 6 300 Naarl Coconut Tree 0.60 7 301 Badama Termina liacaittapa 0.30 6 302 Badama Termina liacaittapa 0.40 6 303 Aambaa Mangifera indica 0.30 6 304 Aambaa Mangifera indica 0.35 7 305 Gaulamaaohr Delonix regia 1.00 9 306 Gaulamaaohr Delonix regia 1.50 8 307 Gaulamaaohr Delonix regia 1.20 8 308 Gaulamaaohr Delonix regia 1.50 8 309 Gaulamaaohr Delonix regia 1.20 9 310 Gaulamaaohr Delonix regia 1.00 9 311 Gaulamaaohr Delonix regia 1.20 8 312 Gaulamaaohr Delonix regia 1.10 9 313 Gaulamaaohr Delonix regia 1.00 8 314 Gaulamaaohr Delonix regia 0.80 8 315 Gaulamaaohr Delonix regia 0.90 8 316 Gaulamaaohr Delonix regia 1.00 9 317 Gaulamaaohr Delonix regia 0.60 7 318 Gaulamaaohr Delonix regia 0.80 7 319 Gaulamaaohr Delonix regia 0.60 7 320 Gaulamaaohr Delonix regia 0.70 8 321 Gaulamaaohr Delonix regia 0.70 8 322 Gaulamaaohr Delonix regia 0.80 8 323 Gaulamaaohr Delonix regia 0.60 8 324 Gaulamaaohr Delonix regia 1.20 9 325 Gaulamaaohr Delonix regia 0.60 8 326 Gaulamaaohr Delonix regia 1.00 8 327 Gaulamaaohr Delonix regia 0.70 9 328 Gaulamaaohr Delonix regia 1.00 9 329 Gaulamaaohr Delonix regia 0.90 9 330 Gaulamaaohr Delonix regia 1.00 8 331 Gaulamaaohr Delonix regia 1.00 8 332 Gaulamaaohr Delonix regia 0.90 8
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
333 Gaulamaaohr Delonix regia 1.00 10 334 Gaulamaaohr Delonix regia 1.00 10 335 Gaulamaaohr Delonix regia 0.80 8 336 Gaulamaaohr Delonix regia 0.90 9 337 Gaulamaaohr Delonix regia 0.60 8 338 Gaulamaaohr Delonix regia 0.70 9 339 Gaulamaaohr Delonix regia 1.00 10 340 Gaulamaaohr Delonix regia 0.60 8 341 Gaulamaaohr Delonix regia 1.20 10 342 Gaulamaaohr Delonix regia 0.60 8 343 Gaulamaaohr Delonix regia 0.60 8 344 Gaulamaaohr Delonix regia 0.70 9 345 Gaulamaaohr Delonix regia 0.70 9 346 Gaulamaaohr Delonix regia 0.40 7 347 Gaulamaaohr Delonix regia 1.00 9 348 Gaulamaaohr Delonix regia 1.00 7 349 Gaulamaaohr Delonix regia 105 8 350 Kdu inama Azaduracgta Indica 0.60 5 351 Kdu inama Azaduracgta Indica 1.00 7 352 Kdu inama Azaduracgta Indica 0.90 8 353 Kdu inama Azaduracgta Indica 0.80 7 354 Kdu inama Azaduracgta Indica 0.60 7 355 Kdu inama Azaduracgta Indica 0.60 7 356 Kdu inama Azaduracgta Indica 0.70 6 357 Kdu inama Azaduracgta Indica 0.70 7 358 Kdu inama Azaduracgta Indica 0.60 5 359 Kdu inama Azaduracgta Indica 0.70 6 360 Kdu inama Azaduracgta Indica 0.75 6 361 Kdu inama Azaduracgta Indica 0.90 5 362 Kdu inama Azaduracgta Indica 1.00 7 363 Kdu inama Azaduracgta Indica 0.90 7 364 Kdu inama Azaduracgta Indica 0.90 6 365 Kdu inama Azaduracgta Indica 1.00 6 366 Kdu inama Azaduracgta Indica 0.70 7 367 Kdu inama Azaduracgta Indica 0.70 6 368 Kdu inama Azaduracgta Indica 0.80 6 369 Kdu inama Azaduracgta Indica 1.00 7 370 Kdu inama Azaduracgta Indica 1.00 7 371 Kdu inama Azaduracgta Indica 0.40 6 372 Kdu inama Azaduracgta Indica 0.70 6 373 Kdu inama Azaduracgta Indica 0.70 7 374 Kdu inama Azaduracgta Indica 0.80 7 375 Kdu inama Azaduracgta Indica 0.50 5 376 Kdu inama Azaduracgta Indica 0.60 5 377 Kdu inama Azaduracgta Indica 0.70 8 378 Caori Malberica 0.60 6 379 Caori Malberica 0.30 7 380 Inalaigari Eucaly plus 1.00 10
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
381 Baabaul Acasia Nilotica 1.20 10 382 Baabaul Acasia Nilotica 0.90 8 383 Baabaul Acasia Nilotica 1.00 8 384 Baabaul Acasia Nilotica 0.40 6 385 Baabaul Acasia Nilotica 0.40 7 386 Baabaul Acasia Nilotica 0.60 6 387 Baabaul Acasia Nilotica 0.65 5 388 Baabaul Acasia Nilotica 1.20 8 389 Baabaul Acasia Nilotica 0.60 6 390 Baabaul Acasia Nilotica 0.70 6 391 Baabaul Acasia Nilotica 1.10 7 392 Baabaul Acasia Nilotica 0.60 6 393 Baabaul Acasia Nilotica 0.70 7 394 Baabaul Acasia Nilotica 1.00 6 395 Baabaul Acasia Nilotica 0.60 5 396 Sau Casuarona Equisotitolia 0.30 7 397 Sau Casuarona Equisotitolia 0.40 6 398 Sau Casuarona Equisotitolia 0.60 7 399 Sau Casuarona Equisotitolia 0.40 7 400 Sau Casuarona Equisotitolia 0.60 6 401 Sau Casuarona Equisotitolia 0.40 7 402 Sau Casuarona Equisotitolia 0.40 7 403 Sau Casuarona Equisotitolia 0.60 7 404 Sau Casuarona Equisotitolia 0.70 7 405 Sau Casuarona Equisotitolia 0.60 7 406 Sau Casuarona Equisotitolia 0.50 6 407 Sau Casuarona Equisotitolia 0.60 6 408 Sau Casuarona Equisotitolia 0.60 6 409 Sau Casuarona Equisotitolia 0.60 6 410 Sau Casuarona Equisotitolia 0.60 6 411 Sau Casuarona Equisotitolia 0.70 7 412 Sau Casuarona Equisotitolia 0.70 7 413 Sau Casuarona Equisotitolia 0.70 7 414 Sau Casuarona Equisotitolia 0.60 6 415 Sau Casuarona Equisotitolia 0.60 6 416 Sau Casuarona Equisotitolia 0.60 6 417 Isa aaok Crevilte arobuota 0.25 7 418 Isa aaok Crevilte arobuota 0.25 6 419 Isa aaok Crevilte arobuota 0.30 5 420 Isa aaok Crevilte arobuota 0.30 6 421 Isa aaok Crevilte arobuota 0.40 6 422 Isa aaok Crevilte arobuota 0.40 6 423 Isa aaok Crevilte arobuota 0.40 6 424 Isa aaok Crevilte arobuota 0.40 7 425 Isa aaok Crevilte arobuota 0.30 6 426 Isa aaok Crevilte arobuota 0.35 6 427 Isa aaok Crevilte arobuota 0.40 6 428 Isa aaok Crevilte arobuota 0.40 5
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Sr. No.
COM.NAME BOTANICAL NAME GIRTH mtrs
HEIGHT Mtrs
429 Isa aaok Crevilte arobuota 0.30 6 430 Isa aaok Crevilte arobuota 0.25 5 431 Isa aaok Crevilte arobuota 0.25 5 432 Isa aaok Crevilte arobuota 0.35 5 433 Isa aaok Crevilte arobuota 0.40 6 434 Isa aaok Crevilte arobuota 0.40 6 435 saubaabaul Leucaena leucocephasa 1.00 10 436 saubaabaul Leucaena leucocephasa 0.60 5 437 saubaabaul Leucaena leucocephasa 0.60 5 438 saubaabaul Leucaena leucocephasa 0.70 6 439 saubaabaul Leucaena leucocephasa 0.40 5 440 saubaabaul Leucaena leucocephasa 0.60 6 441 Saubaabaul Leucaena leucocephasa 0.60 7 442 Saubaabaul Leucaena leucocephasa 0.40 7 443 Saubaabaul Leucaena leucocephasa 0.40 7 444 Aambaa Mangifera indica 0.40 5 445 Badama Termina liacaittapa 0.85 9 446 Saovagaa Moringa pteragosperma 0.60 8 447 Ipmpl Ficus religiosa 0.60 9 448 Saovagaa Moringa pteragosperma 0.60 8 449 Saovagaa Moringa pteragosperma 0.65 8 450 Saovagaa Moringa pteragosperma 0.65 8 451 Po$ Psidium Guava 0.60 3 452 Ronati Samanaea Saman 1.20 9 453 Jaabauml Syzygim jambolanum 0.30 4 454 Aambaa Mangifera indica 0.40 2 455 Aambaa Mangifera indica 0.60 4 456 Aambaa Mangifera indica 0.20 2 457 Badama Termina liacaittapa 0.45 3 458 ]mbamr Ficus Glomerath 0.65 4 459 ]mbamr Ficus Glomerath 0.45 3 460 Asaaok Polylthia longifolia 0.40 3 461 Asaaok Polylthia longifolia 0.50 8 462 Asaaok Polylthia longifolia 10 3 463 Asaaok Polylthia longifolia 0.40 7 464 Asaaok Polylthia longifolia 1.00 3 465 Asaaok Polylthia longifolia 0.20 7 466 Asaaok Polylthia longifolia 0.40 5 467 Jaabauml Syzygim jambolanum 0.60 8 468 Baabaul Acasia Nilotica 0.55 8 469 Baabaul Acasia Nilotica 0.60 7 470 Inalaigari Eucaly plus 0.55 10 471 Inalaigari Eucaly plus 105 15 472 Vad Ficus bengalensis 0.35 5
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NEW PLANTATION DETAILS ON BOTH CORRIDORS
Sr.No. Description Kalewadi To Dehu Alandi Road
Nashik Phata To Wakad Road
Existing Tree Data Details
1 Total Number of Trees affected In Corridor 544 811
2 Number of Trees to be Cut out of Total 398 661
3 Number of Trees Can be replanted out of Total 146 150
New Plantation on corridor
Place For Plantation in New Crosssection
1) Between BRT Lane and Motor Vehicle Lane - 1m Divider On Both Sides
2) Between Motor Vehicle Lane & Cycle Track - 1.50 m On Both Sides
3) Between Cycle Track & Pedestrian Path - 1.00 m On Both Sides
Number of trees proposed to be planted on both the corridors 3800 Nos
Shrubs & Lawn can be Planted In 1.00 M divider portion
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ANNEXURE IV
BUDGETORY PROVISIONS FOR EMP
Environmental Monitoring
Sr. No. Environmental Aspect
No of Sampling Locations
Sampling Period
No of days
No of Samples
Rate per
Sample
Total Amount
Construction Phase
1 Air Environment 10 Twice a Week
104 1040 3000 4120000
2 Noise Environment
10 hourly
monitoring 104 24960 50 1248000
3 Water Environment
10 Quarterly 4 40 3500 140000
4 Soil Samples 10 Quarterly 4 40 4000 160000
5 Inventry of Flora Both the corridors
1 50000 50000
6 Socieoeconomic condition of local area
1 200000 200000
Total 4918000
Sr. No. Environmental Aspect
No of Sampling Locations
Sampling Period
No of days
No of Samples
Rate per
Sample
Total Amount
Operation Phase 1 Air Environment 10 Quarterly 40 400 3000 1200000
2 Noise Environment
10 hourly
monitoring 4 960 50 48000
3 Water Environment
8 Twice a
year 2 16 3500 56000
4 Soil Samples 8 Twice a
year 2 16 4000 64000
5 Inventry of Flora Both the corridors
1 50000 50000
6 Socieoeconomic condition of local area
1 200000 200000
1618000
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Tree Plantation
Sr. No. Environmental Aspect
No of Sampling Locations
Sampling Period
Rate per
Sample
Total Amount
1 Tree Plantation 3800 Once 100 380000
2 Landscaping on both the corridors Once 5000000 5000000
Total 5380000
Air Environment
Sr. No. Environmental Aspect
No of Sampling Locations
Sampling Period
NO of days
No of samples
Rate per
Sample
Total Amount
1 Air Environmnet
3 ( one tanker per corridor)
Per day 365 1095 2000 2190000
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ANNEXURE V
Design of Noise Barrier
Design Considerations
The primary function of noise barriers is to shield receivers from excessive
noise generated by road traffic. While the onus of mitigating road traffic
noise lies with the road projects, noise barriers are considered the most
reasonable noise mitigation measures available.
Many factors need to be considered in the detailed design of noise
barriers. First of all, barriers must be acoustically adequate. They must
reduce the noise. A proper design of noise barriers would need due
considerations from both acoustic and non-acoustic aspects. Acoustical
design considerations include barrier material, barrier locations,
dimensions and shapes. However, they are not the only requirements
leading to proper design of noise barriers.
A second set of design considerations, collectively labeled as non-
acoustical design considerations, is equally important. As is often the
case, the solution of one problem (in this case noise), may cause other
problems such as unsafe conditions, visual blight, maintenance
difficulties, lack of maintenance access due to improper barrier design and
air pollution in the case of full enclosures or deck over. With proper
attention to maintainability, structural integrity, safety, aesthetics, and
other non-acoustical factors, these potential negative effects of noise
barriers can be reduced, avoided, or even reversed.
Acoustical Design Considerations
The material, location, dimensions, and shapes of noise barriers can affect
the acoustical performance.
Figure 1 is a simplified sketch showing what happens to road traffic noise
when a noise barrier is placed between the source (vehicle) and receiver.
The original straight line path from the source to the receiver is now
interrupted by the noise barrier. Depending on the noise barrier material
and surface treatment, a portion of the original noise energy is reflected
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or scattered back towards the source. Other portions are absorbed by the
material of the noise barrier, transmitted through the noise barrier, or
diffracted at the top edge of the noise barrier.
The transmitted noise, however, continues on to the receiver with a "loss"
of acoustical energy (acoustical energy redirected and some converted
into heat). The common logarithm of energy ratios of the noise in front of
the barrier and behind the barrier, expressed in decibels (dB), is called
the Transmission Loss (TL). The TL of a barrier depends on the barrier
material (mainly its weight), and the frequency spectrum of the noise
source.
Figure 1 Alteration of Noise Paths by a Noise Barrier
The transmitted noise is not the only noise from the source reaching the
receiver. The straight line noise path from the source to the top of the
barrier, originally destined in the direction of A without the barrier, now is
diffracted downward towards the receiver (Figure 2) This process also
results in a "loss"of acoustical energy.
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Figure 2: Barrier Diffraction
The receiver is thus exposed to the transmitted and diffracted noise.
Whereas the transmitted noise only depends on barrier material
properties, the diffracted noise depends on the location, shape, and
dimensions of the barriers.
Where there are noise sensitive receivers on the opposite side of the
road, absorptive type noise barriers, either alone or in combination with
reflective type, could be used to avoid causing reflection of noise to these
receivers. The same may also be required for barriers along the medium
barrier in the case of a dual carriageway. In case where this is required,
the lower portion of at least 2 to 3 meters should be of absorptive
materials.
Sometimes enclosures may be required. If the enclosure is extended to
cover the footway(s) as well, attention should be paid to the
reverberation noise inside the enclosure. To reduce the noise disturbance
on the pedestrians, it is recommended to limit the reverberation time
inside the enclosure. Though there is no specific noise level standard
applicable here, the general guideline to address reverberation noise is to
specify the reverberation time at 500 Hertz to no more than 2 seconds.
Transmission Loss of Various Barrier Materials
All materials permit sound energy to pass through, although in varying
degrees depending on the material and the frequency of sound. The
attenuation of sound passing through a material is referred to as
Transmission Loss (TL).
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For a barrier to be fully effective the amount of sound energy passing
through it must be significantly less than that passing over the top (or
around the edge). When noise levels of two sources LA and LB are added,
a difference between them larger than 10 dB adds less than 0.5 dB to the
higher level.
For example: LA = 70 dB LB = 60 dB
LA+B = 10 x log10 [log10-1(70/10) + log10
-1(60/10)] = 70.4 dB
Thus, if the portion of sound transmitted through the barrier is 10 dB
lower than that which goes over the barrier, the overall sound received is
essentially determined by the energy travelling over the barrier.
For acoustical purposes, any material may be used for a barrier between
a noise source and a noise receiver as long as it has a TL of at least 10
dB(A) greater than the desired noise reduction. This ensures that the only
noise path to be considered in the acoustical design of a noise barrier is
the diffracted noise path, i.e. the path over (or around) the barrier.
For example, if a noise barrier is designed to reduce the noise level at a
receiver by 8 dB(A), the TL of the barrier must be at least 18 dB(A). The
transmitted noise may then be ignored, because the diffracted noise is at
least 10 dB(A) greater and hence the noise propagation path must be
over the barrier.
Table 1 gives approximate TL values for some common materials, tested
for typical A-weighted traffic noise frequency spectra. They may be used
as a rough guide in acoustical design of noise barriers. For accurate
values, consult material test reports prepared by accredited laboratories
Table 1
Material Thickness
mm
Surface Density kg/m2
Transmission Loss * (TL)
dB
Polycarbonate 8-12 10-14 30-33
Acrylic [Poly-Methyl-Meta- Acrylate (PMMA)]
15 18 32
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Concrete Block 200x200x400 light weight
200 151 34
Dense concrete 100 244 40
Light concrete 150 244 39
Light concrete 100 161 36
Brick 150 288 40
Steel, 18 ga 1.27 9.8 25
Steel, 20 ga 0.95 7.3 22
Steel, 22 ga 0.79 6.1 20
Steel, 24 ga 0.64 4.9 18
Aluminium Sheet 1.59 4.4 23
Aluminium Sheet 3.18 8.8 25
Aluminium Sheet 6.35 17.1 27
Wood 25 18 21
Plywood 13 8.3 20
Plywood 25 16.1 23
Absorptive panels with polyester film backed by metal sheet
50-125 20-30 30-47
* Values assuming no openings or gaps in the barriers
In terms of noise reduction, the maximum value that can be achieved
theoretically is 20 dB(A) for thin screens (walls) and 23 dB(A) for berms.
A material that has a TL of 33 dB(A) or greater would therefore always be
adequate for a noise barrier in any situation.
Choice of Material
In general, roadside noise barriers could be divided into the following
categories:-
• Reflective type - transparent and non-transparent
• Absorptive type - sound absorbent materials and possible finishes of
absorptive panels
• Earth landscaped mound and retaining structures
• Mixed type - a combination of the above types
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One of the key features in all structures is the material ultimately chosen.
Despite the above categorization, the materials could largely be
categorized as reflective and absorptive. In general the following material
could be used :
• Steel (painted, galvanized, stainless)
• Aluminium
• Polycarbonate or acrylic sheets
• Concrete, brick or glass fibre reinforced concrete (GRC)
• Proprietary-made acoustic panels
• Landscaped earth berm
An acoustic panel is typically made up of a perforated cover sheet
enclosing noise absorptive material (mineral wool or fiberglass inside and
wrapped up with polyester film). An absorptive GRC noise barrier relies on
noise absorptive material inside the GRC surface grill for noise absorption.
Each of these materials will have its special advantages and
disadvantages and it is dependent upon the nature and requirement of a
specific project to determine the suitability. As a general rule, the
following should be noted :
• Except for absorptive GRC composites, acoustic panels and earth
berms, all other materials to various degree reflect sound (i.e.
reflective) to premises on the opposite side of the receiver to be
protected;
• Metallic and transparent material can produce "glare" effects at
certain incident angles;
• The appropriate surface treatment of polycarbonate must be chosen
to avoid weathering, ultra-violet attack and consequent loss of
transparency; and
• Non-transparent materials such as steel, aluminium and concrete
normally require greater efforts in surface treatment to soften the
visual impact.
Noise Barriers Working:
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Noise barriers reduce the sound which enters a community from a busy
highway either by absorbing the sound, transmitting it, reflecting it back
across the highway, or forcing it to take a longer path over and around
the barrier. A noise barrier must be tall enough and long enough to block
the view of a highway from the area that is to be protected, the
"receiver." Noise barriers provide very little benefit for homes on a hillside
overlooking a highway or for buildings which rise above the barrier. A
noise barrier can achieve a 5 dB noise level reduction, when it is tall
enough to break the line-of-sight from the highway to the home or
receiver. After it breaks the line-of-sight, it can achieve approximately
1.5dB of additional noise level reduction for each meter of barrier height.
Barrier Material:
The design of and the materials used in noise barriers shall be selected to
ensure that factors such as aging/corrosion resistance, stone impact
resistance, colour resistance and fire resistance etc. can satisfy the
requirements specified in noise barrier standard
Concrete:
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Concrete is used in various ways in the construction of noise barriers.
Precast planks slotted into H shaped uprights provide a rapid means of
construction and can be easily repaired. One form of proprietary concrete
noise barrier is constructed from linked precast panels set at varying
angles so as to obviate the need for separate post supports. Concrete
noise barriers benefit from low-maintenance, but prefabricated noise
barriers are relatively expensive. Special designed surface features can
be beneficially employed to reflect sound at a desired angle, away from
noise sensitive receivers. On a highway contract involving other concrete
structures it may be economical to use in-situ concrete to construct noise
barriers.
Metel:
Metal noise barriers can be painted or coated in a wide range of colours.
Steel is commonly used for supports. Sheet metal can be formed into
lightweight hollow sections, which may contain fibre board or mineral
wool absorbent materials. A number of profiled barrier systems,
comprising horizontal panels spanning between galvanized steel posts,
are commercially available. The metal sheeting on one side may be
perforated to allow noise to interact with absorbent material within, and
the corrugated profile provides structural rigidity. Aluminium is often
used in proprietary systems because of its high strength to weight ratio;
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large panels may be easily erected with fewer supports (up to 5-meter
spans).
Metal Noise Barrier
Metal Noise Barrier
Transparent Material:
Transparent materials allow light to properties or areas which would
otherwise be placed in the shadow of the barriers. At the top of a noise
barrier, transparency (i.e. by using transparent panels) will reduce the
visual impact of tall noise barriers and tinted material may enhance the
appearance. “Windows” (i.e. incorporation of transparent panels at eye
level of the noise barrier) may allow road users to orientate themselves
by providing views of the surrounding area. Potential problems with birds
flying into transparent barriers may be reduced by either using tinted
material or by superimposing a pattern of thin opaque stripes.
Transparent materials are noise reflecting and their use might therefore
be restricted where reverberation would cause problems. Transparent
panels may need to be protected from impact by errant vehicles.
Consideration should also be given to the use of laminates, toughened
glass, embedded mesh or other systems in order to control the spread of
fragments in the event of damage.
Maintenance requirements and expected life need to be considered when
the use of transparent materials is proposed.
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Transparent Noise Barrier
Plastic:
Apart from their use in transparent panels, plastics have also been used
in absorbent panels and for supporting planted systems. Plastics may be
coloured as required, but colour may bleach in strong sunlight.
Susceptibility to bleaching can be tested in a weatherrometer. Plastics
are prone to damage from fire and vandalism and some, e.g.
polyethylene, become brittle after prolonged exposure to sunlight.
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Recycled Material:
An increasing number of products are available which claim to be
“environmentally friendly” by incorporating various recycled materials in
their manufacture. Examples are: recycled plastics in supporting
structures, waste materials from industrial processes in absorbers,
sections of old tyres as planters, domestic waste transformed into
compost.
Sound Absorbent Materials:
Acoustic requirements should be specified for the whole noise barrier
structure (including panels and supporting structure) and allowance
should be made for a proportion of reflective supporting elements.
Sound absorbent material may be fixed to a backing structure such as a
framework of timber or steel, or the surface of a solid wall. Sound
absorbent panels are often based on noise absorbent products developed
for use in industrial environments and may be available in a range of
colours. The aesthetic aspects including shape, colour and surface
texture should be considered.
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Earth Berms and Retaining Structures
If a road construction contract would otherwise have surplus material,
landscaped berms can be provided at negligible cost; at the same time
the inevitable impact on the surrounding area of hauling the surplus
material off site can be avoided. The design of berms should be
compatible with the local landscape character and topography. The
surplus material may only be suitable for gentle slopes and large
quantities may be needed to achieve a significant amount of screening.
Where insufficient land is available to construct earth berms high enough
with natural slopes, geotextile reinforcement may be used to steepen
slopes, but at the risk of being visually incompatible. Alternatively,
retaining methods such as reinforced and anchored earth construction,
gabions, concrete or timber cribs, and other proprietary support systems
may be used to support the traffic face with advantage.
Brick Noise Barrier
Wooden Noise Barrier
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ANNEXURE VI
Guidelines For Noise Barriers
Noise barriers will be constructed as per the guidelines issued by
Govement of Maharashtra, Urban development department (Circular No.
TPB 4308/4011/CR – 343/08/UD – 11: dated 3rd Dec. 2008) for reducing
Noise Pollution
Following guidelines will be followed in designing, errection and selection
of Noise barriers
• The roadside noise barrier shall be provided if the flyovers or
elevated roads and elevated rail networks passes through
congested localities and the distance between opening in the
building and parapet of such traffic works is less that 30 m
• Noise barriers will need to be considered from both acoustic and
non acoustic aspects. The acoustic design aspects include barrier
acoustic aspects include aspects such as structural integrity, safety,
aesthetics and reduction of potential negative effects of noise
barriers.
• Noise barriers should be such that it will shield receives from the
noise generated by road traffic in excess of acceptable noise level of
60 db for roads with two or more lanes fronting on residential area,
65db for roads fronting on areas o mixed uses and 70 db for arterial
and trunk roads. However, for arterial and trunk roads, the noise
barriers should be capable of traffic in excess of acceptable noise
level of 70db, regardless of the land use neither side of the road.
• The noise barriers may be in the form of vertical and crank top
barriers, semi-enclosures, full enclosures and deck over.
• A material that has a Transmission Loss (TL) of 33 db or greater
shall be provided. Similarly the material surface density shall be less
than 10 Kg/m2
• In the design of noise barriers, sound| “leaks” due to holes, slits,
cracks or gaps through or beneath a noise barrier shall be avoided.
Therefore to avoid reduction in acoustic performance or noise
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barriers, recess should be formed along the barrier to accommodate
the street furniture as far as possible.
• In general the following materials could be used:-
• Steel
• Aluminum
• Polycarbonate or acrylic sheets
• Concrete, brick or glass fiber reinforced concrete
• Proprietary made acoustic panels
• Noise barriers shall not be closer than 4.5 m. from carriage way to
protect it from the impact of errant vehicles. If the space is limited
say less than 1.5 m intentioned corrugated beam barriers or
concrete profile barrier can be integrated with the noise barrier.
• The material used shall have adequate fire resistance and a length
of at 4 m made of non combustible elements shall be insisted in
every 100mt of noise barriers. Emergency access/ exist points are
also required to assist evacuation.
• If barriers shall not affect aesthetical perfection of both road users
and residents. It should be properly blend into the local
environment. It should be uniform and avoid glare and flider
effects.
• The barriers shall not affect aesthetical perception of both road
users and residents. It should be properly blend into the local
environment. It should also integrate and coordinated with the
street furniture.
• As far as possible the tall sound barriers shall be avoided. Generally
the height of barriers shall not be more that 3 m cantilever barriers
may be built instead of very tall barrier.
• Noise barriers should be designed so that they require minimal
maintenance other that cleaning. Proper access should be provided
for future maintenance.
• Adequate ventilation shall be provided for barrier structure.
• Noise barriers should form an integral part of road design.