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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

Rapid EIA Study for proposed BRTS Table of Content

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


Pimpri Chinchwad Muncipal Corporation iv

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


Pimpri Chinchwad Muncipal Corporation v

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


Pimpri Chinchwad Muncipal Corporation vi

ANNEXURE V.......................................................................................................... 148

ANNEXURE VI ........................................................................................................ 160


Pimpri Chinchwad Muncipal Corporation vii

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


Pimpri Chinchwad Muncipal Corporation viii

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

Rapid EIA Study for proposed BRTS Chapter 1

Pimpri Chinchwad Muncipal Corporation 1

CHAPTER 1

INTRODUCTION

1.1 PREAMBLE

Pimpri Chinchwad is one of the most vibrant industrial and urban

settlement in Maharashtra. Its developed industrial sector,

proximity to Pune and the growing IT sector draws a large group of

people and businesses to settle in the city, temporarily or

permanently. This creates a growing demand for urban

infrastructure, especially for urban transport infrastructure and

public transport.

Pimpri Chinchwad Muncipal Corporation (PCMC) has undertaken an

exercise of identifying the service need for urban transport and to

satisfy the identified needs through a well designed and efficient

network of Bus based Rapid Transit System (BRTS). As part of this

exercise, PCMC has profiled the current transportation network and

patterns in the city and has projected them for the future. Based on

these, a Compressive Mobility Plan has been prepared, identifying

the need for Urban Transport solutions along various corridors of

the city

A Bus – based Rapid Transit System (BRTS) has been chosen as the

solution to the public transport service needs of PCMC. For

proposed BRTS PCMC wants to take up two routes for immediate

implementation are:

1. Kalewadi to Dehu-Alandi road, and

2. Nashik Phata to Wakad,

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



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



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



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.

Rapid EIA Study for proposed BRTS chapter 2


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.



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




LMVs Heavy


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.



Table No. 2.2: New Registrations of Vehicles in PCMC


LMVs Heavy


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



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



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



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



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:



• 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



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).



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



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.



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.



• 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


• 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.




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,



The corridors also have other components which are aimed at

improving the traffic conditions on corridors. These include fly-overs

at important junctions, rail-over bridges and bridges over rivers.

Pedestrian under-passes and foot-over bridges have also been

proposed to facilitate pedestrian crossings at crowded locations.

Details of these components have been presented in the report.

2.5.5 Location of Bus Stops

Bus stops have been located on all the trunk corridors at a

distance of 500 to 700 m. The bus stops are mid-block and away

from road junctions. The distance of the nearest bus stop

from any road junction is not more than 250 m. The location of

the bus stop in each corridor and its size is determined by the

ROW of the corridor and the ROW design. Land uses and density

are also aligned similarly with higher FSI around bus stops

2.5.6 Typical Street Sections & Bus Stop Design

The design options of Corridors are primarily based on ROW,

functional character (through traffic) and whether bus lanes are

dedicated or not. The design considerations are as follows

• Efficient movement of buses in the bus lanes

• Safety and comfort of bus passengers while boarding,

alighting and transferring

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

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

• At-grade bus stops placed on the median between bus

lanes and accessed through Foot

• Over-Bridges, Underground bus stops placed under at-grade

carriageway of mixed traffic, accessed directly from

footpath,

• At-grade bus stops placed under elevated carriageway of



mixed traffic, accessed directly from footpath.

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



Figure 2.5: Typical Cross Section of 45 m RoW



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



Figure 2.7: Typical Cross Section at bus stop location



Figure 2.8: Plans at Bus Stop Location



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)



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



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.



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.



Figure 3.1: Climate Conditions of Pune District

PCMC AREA



Figure 3.2: Wind Rose of Study Area, Summer

Calm Winds 65.9%

Wind speed in Km/hr



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



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



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



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



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.



• 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



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



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



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.



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



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.



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



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



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




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.



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




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





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



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





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



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





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.



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



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.



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



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



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



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.



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.



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



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.



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



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



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



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



Figure 3.17: Land Use Map of PCMC Area



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



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.



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



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



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



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



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%.



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




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).



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



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.



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.


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


4. Soils Fuel and material spills

No negative impact

5. Ecology Flora & Fauna

Land use change, cutting of trees coming along the route


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



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



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



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.



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.




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



• 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;



∗ 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.



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


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



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



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


Construction activities for the proposed development can have

minor impact on hydrology and ground water quality of the area

incase the construction chemicals leaches into ground. minor impact

on the surface water are expected. Potential impacts on the

hydrology and ground water quality have been discussed with

respect to the following:

• Soil runoff from the site leading to off-site contamination

(particularly during the rainy season).

• Improper disposal of construction debris leading to off-site

contamination of water resources.

• Unaccounted disposal of domestic wastewater from

temporary labour camps.

• Spillage of oil and grease from the vehicles and wastewater

stream generated from on- site activities such as vehicles

washing, workshop etc.

Construction & Development of site

Development of the proposed site could lead to stockpiling and

excavation activity on site, thereby causing erosion of base soil. The

run off from the site may contain high quantity of suspended solids



(SS). The impact of runoff may not be very significant except during

rainy season.

The impact also envisaged from the construction practices and the

type of material used. Construction waste is likely to create

significant impact. This type of waste would be stock piled and

disposed off properly.

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.


Contamination of surface & ground water may be possible due to

accidental spillage of oil, grease and diesel from the vehicles during

operation phase of project. Better storm-water drainage network

along side of the route will minimize the waterlogging.



4.8 Impacts on Land Environment

4.8.1 Land Use & Aesthetics

The proposed project will built on existing road and comes under

PCMC limit. Land required for proposed project is in possession with

PCMC. There is minor change in land use pattern of the area. The

list of structures comes in route of project is given in Chapter III.

Peoples affected due the project will be compensated as per the

provisions of the rules of the PCMC.

Some roadway components, like heavy cuts and fills, vegetation

clearing, large bridges, and interchanges, will create visual impacts

and detract from the natural beauty of the area

4.8.2 Topography & Geology

The proposed activity during the construction phase would involve

excavation work and minor leveling of site. Overall geology or

topography of the region is not expected to change due to

construction of these roads. No additional stresses will be imposed

by the project on these parameters and hence no significant

impacts are expected.

4.8.3 Soil

4.8.3.1Construction Phase

Impact on soil owing to the project construction activity includes soil

erosion, compaction, physical and chemical desegregations. Erosion

of soil may occur due to removal of vegetation and excavation

activity. Site selected for the project has sparse vegetation; hence

impact owing to removal of vegetation would be minimal, however

construction and associated activities would expedite erosion if not

managed properly. Other factors contributing to soil erosion is

increased runoff and decrease in permeability of the soil. Since

proposed site is fairly leveled, excavation is expected to be minimal.

Use of heavy machinery and storage of materials results in

compaction of the soil. Compaction of the soil as well as mixing of

construction material with soil would also lead to reduced infiltration

of water, decrease in permeability and increased runoff. Both



physical and chemical desegregations of soil would occur during the

construction phase. Physical desegregations would occur due to

excavation of different layers of soil and subsequent mixing of

different layers and would lead to disruption of soil structure.

Chemical desegregations and pollution of soil would be on account

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


During the construction phase, solid waste generated will include

vegetation/biomass from land clearing activities, waste from the

labour camp and construction waste. Construction activities would

generate solid wastes that need to be disposed; these are sand,

concrete, gravel, stone, bricks, plastic, paper, wood, metal, glass

etc. Exact estimation of these construction wastes is not practicable.

Impact from this construction waste may arise owing to the

shortage of dumping sites, increase in transportation and disposal



cost and environmental deterioration. Potential pollution problems

during construction activities include dumping of construction debris

into or near by low-lying areas. Proposed mitigation measures will

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.


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


The potential impacts of project construction on terrestrial ecology include:

Terrestrial • Site development.

• Noise & disturbance.

Aquatic Surface runoff during rains Site Development:

During road construction, the vegetation on the acquired land will

be destroyed, and the local ecosystem changed. In addition, the

destruction and fragmentation effect of the road construction may



diminish the habitats for some of the animal species, so that there

may not be enough roosting places any more for them to

survive.The development of the proposed site may cause direct

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.


Potential impacts of this phase on terrestrial ecology include long-

term air and noise pollution and disturbance generated by area

lighting and traffic. However, as mentioned in earlier sections, the

impact due to increased traffic is minimum. Also, the study area

supports common species of fauna & flora. Hence, potential impacts

from these sources are expected to be minimal and can be reduced

considerably adopting adequate mitigation measures.

4.11 SOCIO-ECONOMIC ENVIRONMENT

4.11.1 Job Opportunity

The local people would also get the job opportunities closer to their

places of stay. Expenditure incurred by those employed at the

project will boost local economy. Jobs would be created for

unskilled, semi skilled as well as skilled labour category, for which

local population would be given preference. Thus, the project is

expected to contribute to the over all development of the area.



4.11.2 Improvement of Infrastructure Facilities

The development of project will also create or improve the

amenities / services like power, road, communication, health,

education, etc. thereby improving the life of local populace.

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.



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



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 -



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



• 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


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



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.


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.



5.3 NOISE ENVIRONMENT


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.


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



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.



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


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.


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

• Storm Water Management:



Most of the storm water produced along the BRTS routes will be

channelled to the well laid out storm water network devised

alongside of both the corridors. 5.5 Impacts on Land Environment


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.



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).


• Solid waste generation is not anticipated during operation phase.

5.6 BIOLOGICAL ENVIRONMENT


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.


Extensive plantation and landscaping is proposed to mitigate any

impacts during this phase.

• Plantation & Landscaping



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.



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



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



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



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



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


•

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



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


•

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


•

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

Rapid EIA Study for proposed BRTS Annexures


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.



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



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



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




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.




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




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



Environmental construction practices will be incorporated in the Bid

doccuments by the PCMC . Environmental Management Cell will look the

implementation of the cell.



ANNEXURE I

PROPOSED ROAD CORRIDOR



ANNEXURE II

PROPOSED ROAD CORRIDOR – NASHIK PHATA TO WAKHAD



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



Sr. No.


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



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



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




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




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



AUTO CLUSTER TO CHAUDHARY NAGAR RIGHT SIDE FROM AUTO CLUSTER


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



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




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




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



KASARWADI RAILWAY STATION TO WAKAD BRIDGE ( EXPRESS HIGHWAY) LEFT SIDE

Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



KASARWADI RAILWAY STATION TO WAKAD BRIDGE ( EXPRESS HIGHWAY) RIGHT SIDE

Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



Sr. No.


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



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



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



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



Tree Plantation



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



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



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



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.



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).



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



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



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



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:



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:



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;



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.



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.



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.



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



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



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.

Environmental Impact Assessment (EIA) Copy BRTS.pdf · environmental impact assessment (eia) for...

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