NATIONAL HIGHWAYS AUTHORITY OF...

NATIONAL HIGHWAYS AUTHORITY OF INDIA

Rehabilitation and Upgradation of existing 2-

lane to 4-lane of Solapur to Yedshi section of

NH-211 from Km 0.000 to Km 100.000 and

Km 249.000 to Km 255.000 of NH-9 in the

state of Maharashtra

ENVIRONMENTAL IMPACT ASSESSMENT

REPORT

Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000

and from Km 249.000 to Km 255.000 of NH-9 in the state of

Maharashtra

FINAL EIA REPORT

Page 1 of 20

COMPLIANCE TO ADDITIONAL CONDITION OF APPROVED TOR

[F.No.10-72/2012-IA.III]

The proposal for approval of the amended Terms of Reference (TOR) for conducting EIA study of the

project was considered in the 117th EAC meeting held on 18th – 19th October, 2012 (Ref F.No.10-72/2012-IA.III). The TOR was finalized by the MoEF which are to be suitably added in the EIA study. The

conditions stipulated under the TOR for additional studies were suitably incorporated in the EIA study and

report. The compliance status of the conditions stipulated under the approved TOR is presented in the following Table:

The compliance status of the conditions stipulated under the approved TOR is presented in the following

Table:

Sl. No. Additional Conditions As Per Approved

TOR

Compliance Status

(i) Any litigation(s) pending against the proposed

project and/or any directions or orders passed

by any court of law/any statutory authority

against the project is to be detailed out.

No litigation is pending for this project.

(ii) Submit detailed alignment plan, with details

such as nature of terrain (plain, rolling, hilly),

land use pattern, habitation, cropping pattern,

forest area, environmentally sensitive places,

mangroves, notified industrial areas, sand

dunes, sea, river, lake, details of villages,

teshils, districts and states, latitude and

longitude for important locations falling on the

alignment by employing remote sensing

techniques followed by ground truthing and also

through secondary data sources.

Land use / Land cover mapping along with

detailed alignment by remote sensing

techniques has been provided in Chapter 3

and in Annexure 3.4 of Environmental

Impact Assessment Report.

(iii) Describe various alternatives considered,

procedures and criteria adopted for selection of

the final alternative with reasons

The various alternatives considered for of

the alignment alongwith the selection of

final alternative alignment has been

provided in Chapter 5 of Environmental

Impact Assessment Report

(iv) Submit Land use map of the study area to a

scale of 1: 25,000 based on recent satellite

imagery delineating the crop lands (both single

and double crop), agricultural plantations, fallow

lands, waste lands, water bodies, built-up areas,

forest area and other surface features such as

railway tracks, ports, airports, roads, and major

industries etc. and submit a detailed ground

surveyed map on 1:2000 scale showing the

existing features falling within the right of way

namely trees, structures including archaeological

& religious, monuments etc. if any.

Land use / Land cover map in 1:25000

scale based on satellite imagery within 10

km radius on either side of the proposed

alignment indicating different features as

detailed is given as Annexure 3.4 of

Chapter 3 of Environmental Impact

Assessment Report.

(v) If the proposed route is passing through any

hilly area, examine and submit the stability of

The project does not pass through any hilly

area. The entire project alignment is



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TOR

Compliance Status

slopes, if the proposed road is to pass through

cutting or embankment / control of soil erosion

from embankment.

located on plain terrain.

(vi) If the proposed route involves tunneling, the

details of the tunnel and locations of tunneling

with geological structural fraction should be

provided. In case the road passes through a

flood plain of the river, the details of micro

drainage, flood passages and information on

flood periodicity at least of last 50 years in the

area should be examined.

The project does not involve any tunnelling

(vii) The projects is located within 10 km. of the

sanctuary a map duly authenticated by Chief

Wildlife Warden showing these features vis-à-vis

the project location and the recommendations or

comments of the Chief Wildlife Warden thereon

should be furnished at the stage of EC.

The project section of NH-9 from Km

249.00 to Km 255.000 and project section

of NH-211 from Km 0.000 to Km 10.000 fall

within 10 Km radius of Great India Bustard

Wildlife Sanctuary. The entire project

stretch is outside the Sanctuary area and

no acquisition of Sanctuary land is involved.

The actual habitats of GIB and associated

species are in the form of scattered patches

in the entire landscapes, their boundaries

therefore have not been defined. Two

patches of the GIB Sanctuary falls within 10

Km from the proposed alignment are

Dongaon which is about 7.00 km away

from the alignment and second one is

Kondi which is 10.00 km away from the

alignment.

The project section of NH-211 from Km

66.000 to Km 100.000 falls within 10 Km

radius of Yedshi-Ramling Wildlife Sanctuary

but is outside the boundary of this

Sanctuary. No acquisition of Wildlife area is

involved.

The project has been recommended for

approval by the State Wildlife Board. The

comments and recommendations of Chief

Wildlife Warden has been furnished in the

EIA report as Annexure 4.2 and Annexure

4.3 respectively.

(viii) Study regarding the Animal

bypasses/underpasses etc. across the habitation

areas shall be carried out. Adequate cattle

passes for the movement of agriculture material

The Pedestrian/ cattle volume survey has

been conducted at different locations and

based on the survey data provisions have

been given for Animal bypasses /



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TOR

Compliance Status

shall be provided at the stretches passing

through habitation areas.

underpasses. The details of pedestrian /

cattle volume survey data and details of

location of cattle/pedestrian underpass has

been given in Chapter 2 of Environmental

Impact Assessment Report

(ix) If the proposed route is passing through a city/

town, with houses and human habitation on the

either side of the road, the necessity for

provision of bypasses/diversions/under passes

shall be examined and submitted. The proposal

should also indicate the location of wayside

amenities, which should include petrol

station/service centre, rest areas including

public conveyance etc.

The major settlement areas have been

bypassed by providing Bypasses and

realignments. The provision of bypasses is

given in Chapter 2 of Environmental Impact

Assessment Report.

There are proposal of 11 nos. of

pedestrian/cattle underpasses near

habitation areas and 7 No. of

flyovers/vehicular underpasses and 1

vehicular overpass covering all important

junctions.

The proposal also included Bus Bays/bus

shelters at 24 locations 2 truck laybyes and

2 rest areas. For the convenience of local

traffic movement and entry –exist to and

from the proposed highway alignment. A

total length of 45.212 Km of service roads

have been proposed at 20 locations. The

detail locations of these facilities have been

provided in Chapter 2 of the EIA report.

(x) Submit details about measures taken for the

pedestrian safety and construction of

underpasses and foot-over bridges along with

flyovers and interchanges.

A total number of 11 pedestrian/Cattle

underpasses have been proposed at

different settlement area. Apart from this a

number of footpath, guard railings, service

roads, and street lightings etc. will enhance

the safety of Pedestrians.

(xi) Assess whether there is a possibility that the

proposed project will adversely affect road

traffic in the surrounding areas (e.g. by causing

increases in traffic congestion and traffic

accidents).

The construction work will mainly away

from the existing pavement except for the

few bridge sites. Proper traffic management

plan will be ascertained to ensure smooth

plying of traffic. IRC: SP:55-2001will be

followed in providing all the signs,

diversions, and other traffic safety

measures during Construction. Four laning

Manual and IRC: 67-2001 will be followed

for traffic signs and other safety provisions.

(xii) Examine and submit the details of use of fly ash

in the road construction, if the project road is

located within the 100 km from the Thermal

There is no Thermal Power Plat located

within 100 Km from the project road, so the

use of fly ash in the road construction is not



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TOR

Compliance Status

Power Plant. proposed

(xiii) Examine and submit the details of sand quarry,

borrow area and rehabilitation.

The details of Sand Quarry and Borrow

Area are given in section 3.1.4 of Chapter 3

of Environmental Impact Assessment

Report.

The EMP Plan for rehabilitation of the same

is covered in Annexure 10.3 and Annexure

10.4 of Chapter 10 of the EIA Report.

(xiv) Climate and meteorology (max and min

temperature, relative humidity, rainfall,

frequency of tropical cyclone and snow fall); the

nearest IMD meteorological station from which

climatological data have been obtained to be

indicated.

The data has been collected from IMD,

Pune for Osmanabad and Solapur. The

climatic details is presented in section 3.1.5

of Chapter 3 and in Annexure 3.1 of

Environmental Impact Assessment Report.

(xv) The air quality monitoring should be carried out

as per the new notification issued on 16th

November, 2009.

The air quality monitoring has been carried

out as per the new notification issued on

16th November, 2009.

The details of air quality results of the area

are given in section 3.1.7 of Chapter 3 of


(xvi) Identify project activities during construction

and operation phases, which will affect the noise

levels and the potential for increased noise

resulting from this project. Discuss the effect of

noise levels on nearby habitation during the

construction and operational phases of the

proposed highway. Identify noise reduction

measures and traffic management strategies to

be deployed for reducing the negative impact if

any. Prediction of noise levels should be done by

using mathematical modeling at different

representative locations.

Covered in Chapter 4 of Environmental


(xvii) Examine the impact during construction

activities due to generation of fugitive dust from

crusher units, air emissions from hot mix plants

and vehicles used for transportation of materials

and prediction of impact on ambient air quality

using appropriate mathematical model,

description of model, input requirement and

reference of derivation, distribution of major

pollutants and presentation in tabular form for

easy interpretation shall be carried out.

Covered in Chapter 4 of Environmental


The Concessionaire has to identify the sites

for establishing their own Hot mix Plant and

Stone crusher plan and the capacity of the

plants will be decided based on the quantity

of materials required in construction at

different sections. It will be ensured that

the Concessionaire follows the siting criteria

of Hot Mix Plant, Stone Crusher Plant and

Batch mix Plant by in compliance with

Environmental Protection Act, 1986 and as

per conditions stipulated by the respective



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TOR

Compliance Status

state’s Pradesh Pollution Control Board. It

will also be ensured that the Concessionaire

has valid NOC from State Pollution Control

Boards for establishing and operating the

plants and all plants are fitted with

adequate arrangements of emission

control. The emission levels will be strictly

monitored periodically as specified in

Environmental Monitoring Plan to ensure

that the Emissions are within the prescribed

limits.

(xviii) Also examine and submit the details about the

protection to existing habitations from dust,

noise, odour etc. during construction stage.

The Dust control measures have been

discussed in Chapter 4 and the mitigation

measures have also been incorporated in

Environmental Management Plan (Chapter-

10).

(xix) If the proposed route involves cutting of earth,

the details of area to be cut, depth of cut,

locations, soil type, volume and quantity of

earth and other materials to be removed with

location of disposal/dump site along with

necessary permission.

The project does not involve any cutting of

earth.

(xx) If the proposed route is passing through low

lying areas, details of fill materials and initial and

final levels after filling above MSL, should be

examined and submit.

The project does not pass through any low

lying area.

(xxi) Examine and submit the water bodies including

the seasonal ones within the corridor of impacts

along with their status, volumetric capacity,

quality likely impacts on them due to the

project.

There is no ponds/ reservoir located

adjacent to the highway alignment within

proposed ROW. The road is crossed by few

local seasonal streams. The likely impact on

water quality is described in section 4.2.3

and 4.2.4 of Chapter 4 of EIA report

(xxii) Examine and submit details of water quantity

required and source of water including the water

requirement during the construction stage with

supporting data and also classification of ground

water based on the CGWA classifications.

The detail is provided in section 4.2.3.3 of

Chapter 4 of Environmental Impact

Assessment Report.

(xxiii) Examine and submit the details of measures

taken during constructions of bridges across

river/canal/major or minor drains keeping in

view the flooding of the rivers and the life span

of the existing bridges. Provision of speed

breakers, safety signals, service lanes and foot

paths should be examined at appropriate

locations throughout the proposed road to avoid

The provisions for the new bridge

construction have been made after

assessment of the existing structures. The

project involves retaining of 2 major

bridges with repairs and widening. A total

number of 21 minor bridges has been

retained with repairs and widening and 7

new bridges are proposed. The work will be



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TOR

Compliance Status

the accidents. taken up during lean season flow. During

construction, as required provision for

diversion of traffic will be made with proper

signage for road safety. The service roads

covering a total length of 42.515 Km have

been proposed in the project.

The river protection works will be carried

out as per IRC 89:1997 and IRC: SP:87-

2010.

Pedestrian guard rails have been proposed

at different locations covering between the

nearest at grade junction and the bus stop

for the safe movement of the pedestrian

traffic. The safety measures will be

provided in accordance with per IRC 67,

IRC, IRC and IRC:SP: 87-2010, Manual for

Four laning (IRC:SP:84-2010). The detail of

safety measures provided in the project has

been discussed in Chapter-2 and Annexure

10.7.

(xxiv) If there will be any change in the drainage

pattern after the proposed activity, details of

changes shall be examined and submitted.

No such impact is visualized due to project

activity.

(xxv) Rain water harvesting pit should be at least 3 -

5 m. above the highest ground water table.

Provision shall be made for oil and grease

removal from surface runoff.

The Rain Water Harvesting detail is given in

Annexure 10.5 of Environmental Impact

Assessment Report.

There is provision of oil and grease removal

from surface runoff and the detail is

provided in Annexure 10.6 of Environmental


(xxvi) If there is a possibility that the

construction/widening of road will cause impact

such as destruction of forest, poaching,

reductions in wetland areas, if so, examine the

impact and submit details.

There is no forest area located within the

proposed ROW. Two wildlife Sanctuaries

namely Great Indian Bustard Sanctuary and

Yedshi-Ramling Wildlife Sanctuary within 10

Km radius from the project alignment. To

avoid any impact on these two Sanctuary

area mitigation measures have been

proposed in the 4.2.7 of Chapter 4 of

Environmental Impact Assessment Report

and section 10.4 of Chapter 10 of EIA

Report

(xxvii) Submit the details of road safety, signage,

service roads, vehicular under passes, accident

prone zone and the mitigation measures.

A total number of 7 nos. new vehicular

crossings and 11 new Pedestrian/ cattle

Underpasses at different locations, service

roads covering a total length of 45.212



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TOR

Compliance Status

Kms, have been proposed in the project.

The detailed location is given in Chapter-2.

The Four Laning Manual IRC:SP: 84-2009

will be followed for widening & up

gradation of road.

(xxviii) IRC guidelines shall be followed for widening &

up-gradation of road.

IRC guidelines have been followed for

designing of widening & up-gradation of

road.

(xxix) Submit details of social impact assessment due

to the proposed construction of road.

The Social Impact Assessment is enclosed

as Chapter 7 of the EIA report.

(xxx) Examine road design standards, safety

equipment specifications and Management

System training to ensure that design details

take account of safety concerns and submit the

traffic management plan.

All the safety concerns will be taken into

account in detailed design. The same will

be submitted by the Concessionaire during

detail designing. All the specifications and

standards will be followed as per IRC

specifications and Four Laning Manual IRC:

SP: 84-2009 and the same will be strictly

monitored. Crash Barriers, Guard rails,

Service roads, Street lights, mast lights, bus

shelters, truck lay byes, zebra crossings,

safety signs, etc. have been proposed in

the project at different locations. The

detailed locations of these facilities have

been provided in Chapter-2.

(xxxi) Accident data and geographic distribution should

be reviewed and analyzed to predict and identify

trends incase of expansion of the existing

highway and provide Post accident emergency

assistance and medical care to accident victims.

The accidents and road safety provisions

as well as Post accident emergency

assistance and medical care to accident

victims is provided in Chapter 10 in

Environmental Management Plan.

(xxxii) If the proposed project involves any land

reclamation, details to be provided for which

activity land to reclaim and the area of land to

be reclaimed.

Not Applicable as no land reclamation is

applicable.

(xxxiii) Details of the properties, houses, businesses

etc. activities likely to be effected by land

acquisition and their financial loses annually.

The details are provided in Social Impact

Assessment Report.

(xxxiv) Detailed R&R plan with data on the existing

socio-economic status of the population in the

study area and broad plan for resettlement of

the displaced population, site for the

resettlement colony, alternative livelihood

concerns/employment and rehabilitation of the

displaced people, civil and housing amenities

being offered, etc and the schedule of the

implementation of the project specific

The details are provided in Chapter 7.0 of

EIA report



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Compliance Status

(xxxv) Submit details of Corporate Social Responsibility.

Necessary provisions should be made in the

budget.

As part of corporate social responsibility

NHAI regularly undertakes road safety,

HIV/AIDS awareness campaigns, provides

assistance to improve skill for income

generation to project affect persons,

replaces/improves the common property

resources viz. schools, religious structures

etc., affected by the project, and ensures

that the contractors provide all necessary

amenities and facilities for the workers at

the construction camps/work sites and do

not employ child labour. A separate

budgetary provision of has been made

separately for activities under Corporate

Social Responsibility (CSR). The details of

CSR is indicated in section 10.7 of

Environmental Management Plan (Chapter

10.0)

(xxxvi) Estimated cost of the project including

environmental monitoring cost and funding

agencies, whether governmental or on the basis

of BOT etc and provide details of budget

provisions (capital & recurring) for the project

specific R&R Plan.

The estimated cost of the project is Rs.

972.5 Crores. The detail budget provisions

for Environmental Management and

Monitoring are provided in Chapter 10 of


The total cost for Environmental

Management and Monitoring is estimated to

Rs. 9.64 Crores. The recurring cost of

Environmental Monitoring is estimated to

0.16 Crores per annum during construction

stage and Rs. 0.07 Crores per annum

during Operation Stage. The estimated

cost of R&R Plan for the project is Rs 49.03

Crores

(xxxvii) Submit environmental management and

monitoring plan for all phases of the project viz.

construction and operation.

Environmental Management Plan for

preconstruction, construction and operation

phase of the project is given in Table 10.2

of Chapter 10 of Environmental Impact

Assessment Report and Environment

Monitoring Plan is provided in Chapter 6 of


(xxxviii) NHAI shall inform the PCB, public about the

changes of the project component where

already PH conducted. PH to be conducted to

the projects where PH is not yet conducted.

Public Hearing conducted in both the

concern districts, i.e. Solapur and

Osmanabad close to the project location.

The Public Hearings were conducted at the

Multipurpose Hall, DC Office, Solapur on

25th April, 2012 and at the Parimal Mangal



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Compliance Status

Karyalaya, Near Akashwani Kendra,

Naikwadi Nagar, Osmanabad on 15th May,

2012 for the project section of NH-211 in

Osmanabad District.

NHAI has informed Pollution Control Board

regarding the addition of highway section

from Km 85.000 to Km 100.000 in the

project. So a separate Public Hearing was

conducted at Yermala for the remaining

section of 15 Km on 21.12.2013 at Gram

Panchaya Office, Yermala, Taluka: Kollam,

District: Osmanabad as per conditions

stipulated under the amended TOR

approval. The issues raised by public have

been addressed appropriately in

Environmental Management Plan. The

details of the Public Hearing Proceedings is

enclosed in Chapter 8.0 of EIA report.



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Minutes

The Minutes of the 117th Meeting of the Expert Appraisal Committee for Building Construction, Coastal

Regulation Zone, Infrastructure Development and Miscellaneous projects held on 18th - 19th October, 2012,

Scope Complex, Lodhi Road, New Delhi.

1. Opening Remarks of the Chairman. The Chairman welcomed the members to the 116th meeting of the Expert Appraisal Committee.

2. Confirmation of the Minutes of the 116th Meeting of the EAC held on 19th –21st September,

2012 at New Delhi.

Minutes of the 116th Meeting of the EAC held on 19th –21st September, 2012 at New Delhi were confirmed.



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Rehabilitation and Up-gradation of existing 2 lane to 4 lane from

Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state

of Maharashtra

EIA REPORT

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TABLE OF CONTENTS

CHAPTER 1.0 INTRODUCTION ............................................................................................... 1-1

1.1 Purpose of the Report .......................................................................................................... 1-1

1.2 Identification of Project and Project Proponent ...................................................................... 1-1

1.4 Project Road .................................................................................................................................. 1-1

1.4 Environmental Screening of Project Road .............................................................................. 1-2

1.5 Objectives of the Study ........................................................................................................ 1-2

1.6 Scope of the Study ............................................................................................................... 1-2

1.7 Environmental Policies and Legislation ................................................................................... 1-2

1.8 Fly ash Notification ............................................................................................................... 1-6

1.9 Summary of Statutory Clearance Requirement ....................................................................... 1-7

1.10 Structure of the Report......................................................................................................... 1-8

CHAPTER 2.0 PROJECT DESCRIPTION ................................................................................... 2-1

2.1 Introduction......................................................................................................................... 2-1

2.2 Need for the project ............................................................................................................. 2-1

2.3 Project Objective .................................................................................................................. 2-1

2.4 Project Approach for Environmental Studies........................................................................... 2-2

2.5 Project Location ................................................................................................................... 2-2

2.6 Proposed Development......................................................................................................... 2-4

2.7 Existing Scenario and Proposed Plan for Project .................................................................... 2-7

2.7.1 Right of Way (ROW) ............................................................................................................ 2-7

2.7.2 Proposed Carriageway .......................................................................................................... 2-8

2.7.3 Traffic Studies ..................................................................................................................... 2-8

2.7.4 Pedestrian and Cattle Volume Survey .................................................................................. 2-10

2.8 Proposed Improvement ...................................................................................................... 2-11

2.8.1 Bypasses/Realignments ...................................................................................................... 2-11

2.8.2 Service Roads .................................................................................................................... 2-12

2.8.3 Pedestrian and Cattle Underpasses ..................................................................................... 2-13

2.8.4 Flyover / Vehicular Underpasses ......................................................................................... 2-13

2.8.5 Vehicular Overpass ............................................................................................................ 2-13

2.8.6 Bridges .............................................................................................................................. 2-14

2.8.7 Railway Over Bridges (ROB) ............................................................................................... 2-14

2.8.8 Culverts ............................................................................................................................. 2-14

2.8.9 Toll Plazas ......................................................................................................................... 2-15

2.8.10 Facilities and services to the users ...................................................................................... 2-15

2.9 IRC specification to be followed .......................................................................................... 2-17

CHPTER 3.0 DESCRIPTION OF ENVIRONMENT ...................................................................... 3-1

3.1 Physical Resources ............................................................................................................... 3-1

3.1.1 Physiography ....................................................................................................................... 3-1

3.1.2 Geology and Seismicity ......................................................................................................... 3-1

3.1.3 Soils .................................................................................................................................... 3-1

3.1.4 Quarry Sites and Borrow Areas ............................................................................................. 3-5



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3.1.5 Climate ................................................................................................................................ 3-7

3.1.6 Surface Hydrology, Drainage and Ground Water Hydrogeology ............................................... 3-9

3.1.7 Ambient Air Quality ............................................................................................................ 3-12

3.1.8 Water Quality .................................................................................................................... 3-16

3.1.9 Ambient Noise Level ........................................................................................................... 3-23

3.2 Natural Environment .......................................................................................................... 3-24

3.2.1 Forests .............................................................................................................................. 3-24

3.2.2 Forests along the Project Stretch ........................................................................................ 3-24

3.2.3 Ecologically Protected Area ................................................................................................. 3-24

3.2.4 Roadside Plantation ............................................................................................................ 3-27

3.3 Socio-economic Environment .............................................................................................. 3-28

3.3.1 Demographic Profile ........................................................................................................... 3-28

3.3.2 Land use Pattern ................................................................................................................ 3-29

3.3.3 Agriculture Pattern ............................................................................................................. 3-30

3.3.4 Industries .......................................................................................................................... 3-30

3.3.5 Educational Institution/Health Centre .................................................................................. 3-31

CHAPTER 4.0 ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ..... 4-1

4.1 Impacts during Design/ Pre-Constructional Phase .................................................................. 4-2

4.1.1 Impact on Land Resources ................................................................................................... 4-2

4.1.2 Impact on people due to land acquisition and properties ........................................................ 4-3

4.1.3 Impact on other assets ......................................................................................................... 4-4

4.1.4 Land use change .................................................................................................................. 4-4

4.1.5 Religious, Common and Govt. Property affected ..................................................................... 4-4

4.1.6 Impact on Utilities ................................................................................................................ 4-5

4.1.7 Impact on roadside trees ...................................................................................................... 4-5

4.2 Impacts during Construction Phase ....................................................................................... 4-6

4.2.1 Impact on Land Resources ................................................................................................... 4-6

4.2.2 Impact on Soil ..................................................................................................................... 4-8

4.2.3 Impact on Water Resources .................................................................................................. 4-9

4.2.4 Impact on Water Quality ..................................................................................................... 4-10

4.2.5 Impact on Ambient Air Quality ............................................................................................ 4-11

4.2.6 Impacts on Noise Level....................................................................................................... 4-13

4.2.7 Impact on Ecological Resources .......................................................................................... 4-15

4.2.8 Impact on Social Environment ............................................................................................. 4-17

4.2.9 Other Environmental Concerns of Construction Phase ........................................................... 4-18

4.3 Impacts during Operational Phase ....................................................................................... 4-20

4.3.1 Impacts on Water Quality and Resources ............................................................................. 4-21

4.3.2 Impact on Air Quality ......................................................................................................... 4-21

4.3.3 Impact on Noise Quality ..................................................................................................... 4-27

4.3.4 Human Use Values ............................................................................................................. 4-32

4.3.5 Road Safety ....................................................................................................................... 4-33

CHAPTER 5.0 ANALYSIS OF ALTERNATIVES .......................................................................... 5-1

5.1 Introduction ......................................................................................................................... 5-1

5.2 “With” and “Without” Project Scenario ................................................................................... 5-1



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5.3 New Alignment/Realignments/Bypasses ................................................................................. 5-3

5.3.1 Methodology adopted for finalizing the alignments ................................................................. 5-3

5.3.2 Alignment Selection .............................................................................................................. 5-4

CHAPTER 6.0 ENVIRONMENTAL MONITORING PROGRAMME ............................................... 6-1

6.1 Performance Indicators (PIS) ................................................................................................ 6-1

6.2 Selection of Indicators for Monitoring .................................................................................... 6-1

6.3 Monitoring of Performance Indicators .................................................................................... 6-2

6.3.1 Ambient Air Quality (AAQ) Monitoring .................................................................................... 6-2

6.3.2 Ambient Noise Monitoring ..................................................................................................... 6-2

6.3.3 Water Quality ....................................................................................................................... 6-2

6.3.4 Soil Quality .......................................................................................................................... 6-2

6.3.5 Tree Survival Rate ................................................................................................................ 6-2

6.4 Environmental Monitoring Action Plan .................................................................................... 6-3

6.5 Environmental Reporting System ........................................................................................... 6-3

6.6 Environmental Monitoring Cost .............................................................................................. 6-3

CHAPTER 7.0 SOCIAL IMPACT ASSESSMENT AND R & R PLAN ............................................. 7-1

7.1 Methodology ........................................................................................................................ 7-1

7.2 Negative Social Impact ......................................................................................................... 7-1

7.2.1 Impact on Properties ............................................................................................................ 7-1

7.2.2 Affected Persons and Families ............................................................................................... 7-2

7.3 Details of Affected Families ................................................................................................... 7-2

7.4 Land Acquisition ................................................................................................................... 7-2

7.5 Resettlement Action Plan (RAP) and R & R Policy ................................................................... 7-2

7.5.1 National Highway Act, 1956- Provision for Land Acquisition (Amended 1997) ........................... 7-4

7.6 Institutional Framework and Grievance Redressal Mechanism ................................................. 7-7

7.6.1 Resettlement Institution and Framework ............................................................................... 7-7

7.6.2 The Process ......................................................................................................................... 7-7

7.6.3 Roles and Responsibility ....................................................................................................... 7-9

7.6.4 Project Implementation Unit (PIU) ........................................................................................ 7-9

7.6.5 Coordination with other agencies and organizations ............................................................. 7-11

7.6.6 NGO Participation ............................................................................................................... 7-11

7.6.7 Grievance Redress Cell ....................................................................................................... 7-13

7.6.8 Constitution of Grievance Redressal Committee .................................................................... 7-13

7.6.9 Operation Mechanism ......................................................................................................... 7-13

7.6.10 Grievance Redresser Step ................................................................................................... 7-14

7.6.11 Role of NHAI/PIU Headquarters .......................................................................................... 7-15

7.7 Cost and Budget ................................................................................................................ 7-15

7.7.1 Land Value ........................................................................................................................ 7-16

7.7.2 Construction Cost of Buildings ............................................................................................. 7-16

7.7.3 Valuation of Other categories .............................................................................................. 7-16

7.7.4 Commercial Owners ........................................................................................................... 7-16

7.7.5 Residential Owners ............................................................................................................. 7-16

7.7.6 Structure Owners ............................................................................................................... 7-17

7.7.7 Inflation Factor .................................................................................................................. 7-17



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7.7.8 Provision to account for Physical contingencies .................................................................... 7-17

CHAPTER 8.0 PUBLIC CONSULTATION AND PUBLIC HEARING ............................................. 8-1

8.1 Focus Group Discussion (FGD) .............................................................................................. 8-1

8.1.1 Need and Usefulness of Focus Group Discussion (FGD) .......................................................... 8-1

8.1.2 Objectives............................................................................................................................ 8-1

8.1.3 Level of Discussion ............................................................................................................... 8-1

CHAPTER 9.0 PROJECT BENEFITS .......................................................................................... 9-1

9.1 Introduction ......................................................................................................................... 9-1

9.2 Economic Development ........................................................................................................ 9-1

9.3 Employment Opportunity ...................................................................................................... 9-2

9.4 Road Safety ......................................................................................................................... 9-2

9.5 Reduction in Vehicle Operating Cost (VOC) ............................................................................ 9-3

9.6 Environmental Benefits ......................................................................................................... 9-3

9.7 Indirect Benefits ................................................................................................................... 9-3

CHAPTER 10.0 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ............................................ 10-1

10.1 Objectives of the EMP......................................................................................................... 10-1

10.2 Critical Environmental Issues .............................................................................................. 10-1

10.3 EMP Implementation Framework ......................................................................................... 10-2

10.3.1 Key Players for EMP Implementation ................................................................................... 10-2

10.3.2 Responsibilities and Authorities ........................................................................................... 10-3

10.3.3 Responsibilities of Concessionaire’s CPM/GM ........................................................................ 10-3

10.3.4 Responsibilities of Concessionaire’s Project Manager (PM) .................................................... 10-3

10.3.5 Responsibilities of Concessionaire’s Environmental/Safety Engineer ....................................... 10-3

10.3.6 Responsibilities of Contractor’s Project Manager ................................................................... 10-4

10.4 Environmental Management Action Plan .............................................................................. 10-4

10.5 Environmental Training ....................................................................................................... 10-5

10.6 Environmental Budgeting .................................................................................................... 10-5

10.7 Corporate Social Responsibility .......................................................................................... 10-35

CHAPTER 11.0 ENVIRONMENTAL MANAGEMENT PLAN FOR BORROW AREA ..................... 11-1

11.1 General ............................................................................................................................. 11-1

11.2 Anticipated Environmental Impact ....................................................................................... 11-3

11.3 Mining plan of Borrow Area ................................................................................................. 11-3

11.4 Equipment/Machinery Tools ................................................................................................ 11-3

11.5 Extent of Mechanization .................................................................................................... 11-3

11.6 Work Force ........................................................................................................................ 11-3

11.7 Disposal of waste Material ................................................................................................. 11-4

11.8 Blasting ............................................................................................................................. 11-4

11.9 Safety & Security .............................................................................................................. 11-4

11.10 Water and Air Quality Management ..................................................................................... 11-4

11.11 Infrastructure ................................................................................................................... 11-4

11.12 General process of Operation of Borrow area ....................................................................... 11-4

11.13 Borrow area rehabilitation .................................................................................................. 11-6



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CHAPTER-12 SUMMARY AND CONCLUSION ........................................................................ 12-1

12.1 Introduction ....................................................................................................................... 12-1

12.2 Implementing Agency ......................................................................................................... 12-1

12.3 Project Location ................................................................................................................. 12-1

12.4 Project Salient Features ...................................................................................................... 12-2

12.5 Description of Environment ................................................................................................. 12-5

12.6 Anticipated Environmental Impact and Mitigation Measures .................................................. 12-9

12.7 Environmental Monitoring Programme ............................................................................... 12-21

12.8 Analysis of Alternatives ..................................................................................................... 12-21

12.9 Environmental Management Plan ...................................................................................... 12-21

12.10 Conclusion ....................................................................................................................... 12-22

CHAPTER – 13 DISCLOSURES OF CONSULTANTS ENGAGED ............................................... 13-1

13.1 Preamble ........................................................................................................................... 13-1

13.2 Environmental Impact Assessment study - Consultancy firms ................................................ 13-1

13.3 Team of Consultants .......................................................................................................... 13-1



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LIST OF TABLES

CHAPTER-1

Table 1.1: Summary of Relevant Environmental Legislations ............................................................... 1-3

Table 1.2: Summary of Statutory Clearance Requirement of the Project .............................................. 1-7

CHAPTER-2

Table 2.1: Salient Features of the Project .......................................................................................... 2-4

Table 2.2: Homogeneous section for Traffic Survey ............................................................................ 2-8

Table 2.3: AADT Traffic Volume of Solapur Yedshi section of NH-211 .................................................. 2-8

Table 2.4: Growth rates for Realistic Scenario .................................................................................... 2-9

Table 2.5: Projected Traffic of Solapur Yedshi section of NH-211 ...................................................... 2-10

Table 2.6: Four Lane requirements ................................................................................................. 2-10

Table 2.7: Pedestrian cum Cattle volumes at Survey data at different locations.................................. 2-11

Table 2.8: Proposed Bypass / Realignments ..................................................................................... 2-11

Table 2.9: Details of Proposed Service Roads ................................................................................... 2-12

Table 2.10: Proposed Pedestrian / Cattle Underpasses Locations ...................................................... 2-13

Table 2.11: Details of Flyover / Pedestrian Underpasses Locations .................................................... 2-13

Table 2.12: Proposed Toll Plaza Locations ....................................................................................... 2-15

Table 2.13: Detailed Bus Bays / Bus Shelters Locations .................................................................... 2-15

Table 2.14: Truck laybyes Locations ................................................................................................ 2-16

Table 2.15: Detailed of Rest Area Locations ..................................................................................... 2-16

Table 2.16: Details of IRC / MORTH Codes and Guidelines ............................................................... 2-17

CHAPTER-3

Table 3.1: Soil sampling location ....................................................................................................... 3-2

Table 3.2: Soil Quality Analysis along project Corridor ........................................................................ 3-4

Table 3.3: Month wise Meteorological Data ........................................................................................ 3-8

Table 3.4: Water Bodies along the Project corridor ........................................................................... 3-11

Table 3.5: Location of Ambient Air Quality ....................................................................................... 3-12

Table 3.6: Ambient Air Quality along the Project corridor .................................................................. 3-15

Table 3.7: Surface Water Sampling Location .................................................................................... 3-16

Table 3.8: Surface Water Quality .................................................................................................... 3-18

Table 3.9: Ground Water Sampling Location .................................................................................... 3-20

Table 3.10: Ground water Quality ................................................................................................... 3-21

Table 3.11: Ambient Noise Monitoring Location ................................................................................ 3-23

Table 3.12 Summary of Ambient Noise Level ................................................................................... 3-23

Table 3.13: District wise Forest Coverage ....................................................................................... 3-24

Table 3.14: Forest located along project corridor ............................................................................. 3-24

Table 3.15: Area Statistics of different land cover within 15 km radius of project road ........................ 3-30

Table 3.16: Industry establishment along the project road ............................................................... 3-30

Table 3.17: List of Institution/Hospitals along the project road.......................................................... 3-31



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CHAPTER-4

Table 4.1: Material requirements for construction of different project section ...................................... 4-7

Table 4.2: Water Requirement for construction ................................................................................. 4-9

Table 4.3: Typical Noise Levels of Principal Construction Equipment during major construction activity

(Noise Level in dB (A) at 50 Feet) ................................................................................... 4-13

Table 4.4: Homogenous section of Solapur-Yedshi section of NH-211 ................................................ 4-23

Table 4.5: Representative section ................................................................................................... 4-23

Table 4.6: CPCB emission factor (gm/kg) of different category of vehicles ......................................... 4-24

Table 4.7: Meteorological condition used for modelling ..................................................................... 4-25

Table 4.8: Predicted 1 hour average CO concentration ..................................................................... 4-25

Table 4.9: Vehicular Noise emission level for different vehicle type (NEERI)....................................... 4-29

Table 4.10: Vehicular speed and noise emission levels used for modelling ......................................... 4-29

Table 4.11: Homogenous section of Solapur-Yedshi section of NH-211 .............................................. 4-29

Table 4.12: Predicted daytime and night time equivalent noise level along Solar-Yedshi section of NH-211

at different locations and year ........................................................................................ 4-31

CHAPTER-5

Table 5.1: ‘With’ and ‘Without’ Project Scenario ................................................................................. 5-1

Table 5.2: Comparison of Ule Bypass Option ...................................................................................... 5-5

Table 5.3: Comparison of Malumbra Bypass Option ............................................................................ 5-7

Table 5.4: Tuljapur Bypass Deatils .................................................................................................. 5-10

Table 5.5: Comparison of Kawaldara Bypass Option ......................................................................... 5-12

Table 5.6: Comparison of Shingoli Bypass Option ............................................................................. 5-15

Table 5.7: Comparison of Yedshi Bypass Option ............................................................................... 5-18

CHAPTER-6

Table 6.1: Environmental Monitoring Plan .......................................................................................... 6-4

CHAPTER-7

Table 7.1: Details of Affected Properties ............................................................................................ 7-1

Table 7.2: Project Affected Families .................................................................................................. 7-2

Table 7.3: Distribution of Affected Persons ........................................................................................ 7-2

Table 7.4: Distribution of Affected Families ........................................................................................ 7-2

Table 7.5: Average Values of Different Types of Land ...................................................................... 7-17

Table 7.6: R & R Budget ................................................................................................................. 7-18

CHAPTER-8

Table 8.1: Output of Local Level Consultation .................................................................................... 8-2

CHAPTER-10

Table 10.1: Critical Environmental Issues to be addressed ................................................................ 10-2

Table 10.2: Environmental Management Plan .................................................................................. 10-6

Table 10.3: Environmental Mitigation and Monitoring Cost .............................................................. 10-38



of Maharashtra

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viii

CHAPTER-12

Table 12.1: Proposed Bypasses / Realignments / Curve Correction .................................................... 12-1

Table 12.2: Salient Features of the Project ...................................................................................... 12-2

Table 12.3: Anticipated Environmental Impacts due to the Proposed Project and their Mitigation Measures

during Pre-Construction Stage ........................................................................................ 12-9

Table 12.4: Anticipated Environmental Impacts due to the Proposed Project and their Mitigation Measures

during Construction Stage ............................................................................................ 12-12



of Maharashtra

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ix

LIST OF FIGURES

CHAPTER-2

Figure 2.1: Location Map of the Project road .................................................................................... 2-3

CHAPTER-3

Figure 3.1: Soil Sampling Location .................................................................................................... 3-3

Figure 3.2: Location Plan of Quarry and Borrow area ......................................................................... 3-6

Figure 3.3a: Watershed Map of Maharashtra ..................................................................................... 3-8

Figure 3.3b: Hydrogeology Map of Maharashtra ................................................................................. 3-9

Figure 3.4: Air and Noise Sampling Location along the Project Road ................................................ 3-14

Figure 3.5: Surface and Ground Water Sampling Location along the Project Road .............................. 3-17

Figure 3.6: Yedshi Ramling Sanctuary w.r.t. Project Road ................................................................. 3-26

Figure 3.7: GIB Sanctuary w.r.t. Project Road .................................................................................. 3-27

Figure 3.8: Percent distribution of Affected Trees in different Girth Class (cm) along Project Road Section

................................................................................................................................... 3-28

CHAPTER-5

Figure 5.1: Proposed Ule Bypass Options ........................................................................................... 5-6

Figure 5.2: Proposed Mulambra Bypass Options ................................................................................. 5-9

Figure 5.3: Proposed Tuljapur Bypass Options ................................................................................. 5-11

Figure 5.4: Proposed Kawaldara Bypass Options .............................................................................. 5-14

Figure 5.5: Proposed Shingoli Bypass Options .................................................................................. 5-16

Figure 5.6: Proposed Yedshi Bypass Options .................................................................................... 5-19

CHAPTER-7

Figure 7.1: The Organogram of R & R Cell ......................................................................................... 7-9

Figure 7.2: Levels of Grievance Redressal ........................................................................................ 7-16

CHAPTER-11

Figure 11.1: Location Plan of Borrow Area ....................................................................................... 11-2



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x

LIST OF ANNEXURES

CHAPTER-3

ANNEXURE-3.1: Wind roses

ANNEXURE-3.2: Tree Distribution

ANNEXURE 3.3: List of Villages

ANNEXURE 3.4: LULC for Project Road Section

CHAPTER-4

ANNEXURE 4.1: Peak Hour traffic

ANNEXURE 4.2: Comments of Chief Wild Life Warden for Yedshi Ramling Wild Life Sanctuary

ANNEXURE 4.3: Comments of Chief Wild Life Warden for GIB Wild life Sanctuary

CHAPTER-6

ANNEXURE 6.1: National Ambient Air Quality Standards

ANNEXURE 6.2: National Ambient Noise Monitoring Standards

ANNEXURE 6.3: Water Quality Standard as per BIS (Is: 10,500:1991)

ANNEXURE 6.4: Use Based Classification of Surface waters In India

CHAPTER-10

ANNEXURE 10.1: Tree Plantation Strategy

ANNEXURE 10.2: Plant Site Management

ANNEXURE 10.3: Guidelines for Redevelopment of Borrow Areas

ANNEXURE 10.4: Quarry Area Management Plan

ANNEXURE 10.5: Schematic Plan of Rain Water Harvesting Pit

ANNEXURE 10.6: Plan of Oil Interceptor for removal of Oil & Grease from Surface Runoff water

ANNEXURE 10.7: Traffic and Road Safety Plan



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EIA REPORT

xi

LIST OF ABBREVIATIONS

Abbreviation Description

AAQ Ambient Air Quality

BDL Below Detectable Level

BIS Bureau of Indian Standards

CD Cross Drainage

CO Carbon Monoxide

COI Corridor of Impact

CPCB Central Pollution Control Board

DBFO Design, Built Finance and Operate

DPR Detailed Project Report

EAC Environmental Appraisal Committee

EIA Environmental Impact Assessment

EMP Environmental Management Plan

FGD Focus Group Discussion

GoI Government of India

GoM Government of Maharashtra

IC Independent Consultant

IEE Initial Environmental Examination

IMD Indian Meteorological Department

IRC Indian Road Congress

ILO International Labour Organisation

LHS Left hand Side

MoRTH Ministry of Road Transport & Highways

MoEF Ministry of Environment and Forests

MPCB Maharashtra Pollution Control Board

NAAQ National Ambient Air Quality

NH National Highway

NHAI National Highways Authority of India

NHDP National Highways Development Program

NOC No Objection Certificate



of Maharashtra

EIA REPORT

xii

Abbreviation Description

NOx Oxides of Nitrogen

PAP Project Affected Persons

PIU Project Implementation Unit

PM Particulate Matter

PPE Personal Protective Equipments

PPP Public – Private -Partnership

R&R Rehabilitation and Resettlement

RAP Resettlement Action Plan

RHS Right Hand Side

ROW Right of Way

SC Scheduled Caste

SO2 Sulphur Dioxide

SPCB State Pollution Control Board

ST Scheduled Tribe

VEC Valued Environmental Component

VOC Vehicle Operating Cost

Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from Km 0.000 to Km

100.000 and from Km 249.000 to Km 255.000 of NH-9 in the


EIA REPORT

1-1

CHAPTER 1.0

INTRODUCTION

1.1 Purpose of the Report

The environment has a limited carrying capacity and it can only sustain a negative impact up

to a level without further degradation. Several systems, however, temporarily disturb it

leading to a new balance in order to re-establish the equilibrium between human activity and

nature. But sensitive systems are not so resilient to cope up with changes in physical and

natural Environment, thus not only leading to negative impact on them but also, socio-

economic losses may occur. Road projects are meant for improving the quality of life for

people and developing the country’s economy. For all positive impacts of the road projects,

there may be also some significant detrimental impacts on nearby communities and natural

environment. There may be impact on properties of people, their livelihood and other social

components. Similarly there can be direct or indirect impact on flora, fauna, water resources,

land use etc. To account for all these issues, environmental and social impact assessment is

utmost necessary. These concerns for environmental and social issues in road projects have

also become a part of legal requirements and for obtaining financial support. Environmental

considerations are therefore of prime importance in road projects.

1.2 Identification of Project and Project Proponent

The National Highway Authority of India (NHAI) on behalf of Ministry of Road Transport and

Highways (MORTH), Government of India National Highways Authority of India (NHAI) has

been entrusted to implement the development of stretches of NH under NHDP Phase IVB on

BOT Mode / EPC mode. Under Phase IV, the Government is considering widening of

20,000 km of highways that were not part of Phase I, II, or III of NHDP program. Phase IV

will convert existing single lane / sub-standard two lane highways into two lanes with paved

shoulders in four stages, i.e., IVA, IVB, IVC and IVD. 5000 km of roads have been allotted in

each of these stages. The subject project road intends to be developed under NHDP Phase

IVB.

This report pertains to environmental aspects of consultancy related to Detailed Project

Report for Solapur to Yedshi section of National Highway No.211 (NH-211) from 2 lane to 4

lane in the State of Maharashtra from Km 000.000 to Km 100.000 as well as Rehabilitation

and Up-gradation from existing 2 lane to 4 lane from Km 249.000 to Km 255.000 section of

NH-9 in the state of Maharashtra. The Project Proponent is National Highway Authority of

India.

1.3 Project Road

The project has two sections

(i) Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000

(ii) Km 249.000 to Km 255.000 section of NH-9

The project road section of NH-211 starts from Km 0.000 at Solapur and terminates at Km

100.000 near Yedshi in the state of Andhra Pradesh. The entire project section is located in

the state of Maharashtra passing through major locations such as Solapur, Tuljapur,

Osmanabad and Yedshi.




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1-2

The second section starts from Km 249.000 of NH-9 at Solapur and terminates at Km

255.000. The entire project section is located in the state of Maharashtra.

1.4 Environmental Screening of Project Road

The environmental assessment preparation led to identification of potential environmental

hazards and their feasible remedial measures, based on which the environmental mitigation

measures have been prepared.

1.5 Objectives of the Study

The major objective of this study is to establish present environmental condition along the

project corridor through available data / information supported by field studies to evaluate

the impacts on relevant environmental attributes due to the construction & operation of the

proposed project; to recommend adequate mitigation measures to minimize / reduce adverse

impacts and to prepare an Environmental Management Plan (EMP) for timely implementation

of the mitigation measures to make the project environmentally sound and sustainable. An

Environmental Impact Assessment (EIA) study basically includes:

Establishment of the present environmental scenario

Study of the specific activities related to the project

Evaluation of the probable environmental impacts

Recommendations of necessary environmental control measures.

Preparation of Environmental Management Plan

1.6 Scope of the Study

Environmental assessment is a detailed process, which starts from the conception of the

project and continues till the operation phase. The steps for environmental assessment are

therefore different at different phases. The present report details the environmental setting of

the project zone, collects the baseline data and then identifies the anticipated environmental

impact and finally suggests appropriate mitigation measures and mechanism for ensuring

effective implementation of the environmental safeguard measures at different stages of the

project..

1.7 Environmental Policies and Legislation

Table-1.1 presents Environmental regulations and legislations relevant to this project, which

are the responsibility of a number of government agencies.




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1-3

Table 1.1: Summary of Relevant Environmental Legislations

Act/Rule/Notification/

Policy

Year Objectives Responsible Agency

The Environment

(Protection) Act

The Environment

(Protection) Rules

1986

1986

To protect and improve the overall

environment

MoEF; GoI;

Department of Forest,

GoMH; CPCB; MPCB

Environment Impact

Assessment Notification and

amendments made

thereafter.

2006 To provide environmental clearance

to new development activities

following environmental impact

assessment

MoEF; GoI; CPCB;

MPCB

Indian Forest Act

Forest (Conservation) Act

Forest (Conservation) Rules

Forest Conservation Rules

(Notification)

1927

1980

1981

2003

To consolidate the laws related to

forest, the transit of forest produce

and the duty livable on timber and

other forest produce.

Conservation of Forests, Judicious

use of forestland for non-forestry

purposes; and to replenish the loss of

forest cover by Compensatory

Afforestation on degraded forestland

and non-forest land.

Procedure for submission of the

proposals seeking approval for

Central Government for diversion of

forestland to non-forest purposes.

MoEF; Department of

Forest, State Govt.

Wild Life (Protection) Act

The Wild Life (Protection)

Amendment Act

1972

2002

To protect wildlife in general and

National Parks and Sanctuaries in

particulars.

To protect wild animals, birds and

plants with a view to ensure the

ecological and environmental security

of the country.

Chief Conservator of

Wildlife, Wildlife Wing,

Forest Department,

State Govt.

National/State Board

for Wildlife

National Forest Policy

National Forest Policy

(Revised)

1952

1988

To maintain ecological stability

through preservation and restoration

of biological diversity

Forest Department,

GoI and State Govt.

The Water (Prevention and

Control of Pollution) Act

1974 To control water pollution by

controlling discharge of pollutants as

per prescribed standards

CPCB; MPCB

The Air (Prevention and

Control of Pollution) Act

1981 To control air pollution by controlling

emission of air pollutants as per

prescribed standards

CPCB; MPCB &

Transport

Department; State

Govt.

Noise Pollution (Regulation

and Control) Rules

The Noise Pollution

(Regulation and Control)

Amendment Rules

2000

2006

To regulate and control noise

producing and generating sources

with the objective of maintaining the

ambient air quality standards in

respect of noise.

CPCB; MPCB &

Transport

Department; State

Govt.

The Motor Vehicle Act

1988

To consolidate and amend the laws

related to motor vehicles.

RTO Office, GoMH




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1-4

Act/Rule/Notification/

Policy

Year Objectives Responsible Agency

Central Motor Vehicle Rules

1989

Licensing of driving of motor

vehicles, registration of motor

vehicles, with emphasis on road

safety standards and pollution control

measures, standards for

transportation of hazardous and

explosive materials

To check vehicular air and noise

pollution.

The Ancient Monuments and

Archaeological Sites and

Remain Act

1958 To provide for the preservation of

ancient and historical monuments

and archeological sites and remains

of national importance and protection

sculptures, carvings and other like

objects.

Archaeological

Department, GoI;

Indian Heritage

Society and Indian

National Trust for Art

and Culture Heritage

(INTACH),

The National Highway Act 1956 For Land Acquisition NHAI; Revenue

Department, GoMH

National Policy of

Resettlement and

Rehabilitation

2007 For payment of compensation and

assistance, different entitlements

payment of compensation and

assistance, resettlement and

rehabilitation of project affected

population due to acquisition of lands

and structures.

PIU NHAI, Competent

Authority (Revenue

Department)

A brief description of relevant laws is given below:

Forest (Conservation) Act, 1980: The Forest (Conservation) Act, 1980 is of particular

significance in case the project corridors require acquisition of forestland outside the RoW of

the road corridors as a result of the rehabilitation work proposed.

In case of Reserved Forest

If the area of forest land to be cleared or diverted exceeds 20 ha., then prior permission of

Central Government is required;

If the forest land is between 5 to 20 ha., then permission form the Regional Office of Chief

Conservator is required;

If the forest land is below or equal to 5 ha., the State Government can give permission; and,

If the canopy area is more than 40% forest, permission to undertake any work is needed

from the Central Government, irrespective of the size of the area.

In case of Protected Forest

MoEF regional office is empowered to accord Forest Clearance for an area up to 5 ha.

Wild Life Protection Act, 1972: It has allowed the government to establish a number of

National Parks and Sanctuaries over the past 25 years, to protect and conserve the flora and

fauna of the State.




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1-5

The Water (Prevention and Control of Pollution) Act, 1974 : It resulted in the

establishment of the Central and State level Pollution Control Boards whose responsibilities

include managing water quality and effluent standards, as well as monitoring water quality,

prosecuting offenders and issuing licenses for construction and operation of any facility. This

will include generation of liquid effluent during construction of road from Civil Engineering

activities or from domestic activities in workers colony. There are specific penalties for

violation, which include imprisonment for responsible officials.

The Air (Prevention and Control of Pollution) Act, 1981: The Act empowers Central

and State Pollution Control Boards for managing air quality and emission standards, as well

as monitoring air quality, prosecuting offenders and issuing licenses for construction and

operation of any facility. There are specific penalties for violation, which include imprisonment

for responsible officials. This Act has notified National Ambient Air Quality Standard for

different regions e.g. Industrial, Residential and Sensitive. Air quality during construction and

operation phases will be guided by this specific act.

Environment (Protection) Act, 1986: This Act was passed as an overall comprehensive

act “for protection and improvement of environment”. According to this Act, the Central

Government has the power to take all such measures as it deems necessary or expedient for

the purpose of protecting and improving the quality of environment and preventing,

controlling and abating environmental pollution. Under this act rules have been specified for

discharge/emission of effluents and different standards for environmental quality. These

include Ambient Noise Standard, Emission from Motor Vehicles, Mass Emission Standard for

Petrol Driven Vehicles, General Effluent Standards etc. especially important for road project.

EIA Notification, 2006: The Environment Impact Assessment (EIA) notification 2006,

Ministry of Environment and Forests, Government of India, came into effect from 14th

September 2006. The EIA Notification, 2006 specifies the various development projects

requiring prior clearance from Ministry of Environment and Forests (MoEF). As per Schedule

of the Notification; the Highway project falls under Physical Infrastructure including

Environmental Services and have been listed under item no. 7(f), including new highways or

expansion of existing highways. The projects and activities under the Notification have been

classified into two categories- Category A and Category B, based on the spatial extent of

potential impacts on human health and natural and man made resources. The highway

projects have also been classified into two categories- Category A and Category B based on

the following conditions:

Category A: New National Highways and expansion of existing National Highway greater

than 30 Km, involving additional RoW greater than 20 m involving land acquisition and

passing through more than one state.

Category B: All State Highway projects and State Highway expansion projects in hilly terrain

(above 1000 m AMSL) and or ecologically sensitive areas.

Moreover any project or activity specified in Category B will be treated as Category A if

located in whole or in part with in 10 km from the boundary of:

i. Protected areas notified under the Wild Life (Protection) Act, 1972,

ii. Critically Polluted areas as notified by Central Pollution Control Board from time to

time,




EIA REPORT

1-6

iii. Eco sensitive areas as notified under section 3 of Environment Protection Act, 1986

such as Mahabaleshwar, Panchangi, Matheran, Pachmarhi, Dahanu, Doon Valley, and

iv. Inter State boundaries and international boundaries.

Provided that the requirement regarding distance of 10 km of the inter-state boundaries can

be reduced or completely done away with by an agreement between the respective States or

U.Ts sharing the common boundary in the case the activity does not fall within 10 kilometers

of the areas mentioned at item (i), (ii) and (iii) above

In the present case, the proposed highway is more than 30 Kms in length, the proposed land

acquisitions is more than 20 m to accommodate proposed ROW of 60 m and also it passes

through interstate boundary. Hence, as per EIA notification 2006, the proposed project falls

under Category A and attracts the conditions of obtaining prior Environmental Clearance from

Ministry of Environment and Forests (MoEF).

1.8 Fly ash Notification

According to the Notification No. S.O. 763(E), dated 14.09.1999 and its amendment

thereafter on 27.08.2003 and notification S.O. 2804(E) dated 3rd November 2009 by Ministry

of Environment and Forests, it is mandatory to use fly ash with in a radius of 100 kilometers

of Thermal Power Plant. No agency, person or organization shall within a radius of 100

kilometer of Thermal Power Plant undertake construction or approve design for construction

of roads of flyover embankments in contravention of the guidelines/ specification issued by

the Indian Road Congress (IRC) as contained in IRC specification No. SP: 56 of 2001. Any

deviation from this direction can only be agreed to a technical reasons if the same is

approved by Chief Engineer (Design) or Engineer-in-chief of the concerned agency or

organization or on production of certificate of “Pond ash not available” from the Thermal

Power Plant(s) located within 100 kilometers of the site construction. This certificate shall be

provided by TPP within two working days from the date of making request for fly ash.

Soil required for top or side cover of embankment of roads or flyovers shall be excavated

from the embankment site and it is not possible to do so, only the minimum quantity of the

soil required for the purpose shall be excavated from soil borrow area. In either case, the

topsoil should be kept or stored separately. Voids created due to soil borrow area shall be

filled up with ash with proper compaction and covered with top soil kept separately as

mentioned above.

No agency, person or organization shall within a radius of 100 kilometers of coal or lignite

based Thermal Power Plant allow reclamation and compaction of low lying areas with soil.

Only pond ash shall be used for compaction. They shall also ensure that such reclamation and

compaction is done in accordance with the bye-laws, regulation and specification laid down

by Authorities.

All agencies undertaking construction of roads or fly over bridges including Ministry of

Shipping Road Transport and Highways (MoSRTH), National Highways Authority of India

(NHAI), Central Public Works Department (CPWD), State Public Works Department and other

State Government Agencies, shall within three months from the 1st day of September 2003

make provision in their documents, schedules of approved materials and rates as well as

technical documents; including those related to soil borrow area or pits.




EIA REPORT

1-7

There is no Thermal Power Plant located within 100 Km radius of the project road, so fly ash

will not use for the project.

1.9 Summary of Statutory Clearance Requirement:

The project requires a number of statutory clearances under different Acts and Rules at

different stage of the project. These are listed in Table 1.2.

Table 1.2: Summary of Statutory Clearance Requirement of the Project

Sl.

No

Type of Clearance Applicability Project Stage Responsibility

1. Environmental Clearance For Prior

Environmental

Clearance for

Highway Project

Pre-Construction PIU, NHAI

2. Forest Clearance for land

diversion

For acquisition of

forest land

Pre Construction PIU-NHAI

3. Tree felling permission For roadside tree

cutting

Pre construction PIU-NHAI

4. Wildlife Clearance Project located

within 10 Km radius

of Wildlife Boundary

Pre Construction PIU-NHAI

5. NOC and consents under

Air & Water Act from SPCB

For Highway Project

Alignment

Pre- Construction PIU-NHAI

6. Consent for Establishment

under Air and Water Act

from SPCB

For siting and

erection of stone

crusher and Hot

Max Plants etc.

Construction Stage

(Prior to erection of

Plants)

The

Concessionaire

7. Consent for Operation

under Ai and Water Act

from SPCB

For operating

construction plant,

crusher, batching

plant, Hot Max Plant

etc.

Construction Stage

(Prior to

commencement of

Operation of Plants)

The

Concessionaire

8. Explosive License from

Chief Controller of

Explosives,

For storing fuel oil,

lubricants, diesel etc.

Construction stage

(Prior to storing fuel,

lubricants and

Diesel, etc.)

The

Concessionaire

9. Permission for storage of

hazardous chemical from

CPCB

Manufacture storage

and Import of

Hazardous Chemical

Construction stage

(Prior to initiation of

any work)

The

Concessionaire

10. Quarry Lease Deed and

Quarry License from State

Department of Mines and

Geology

Quarry operation Construction stage


Quarrying)

The

Concessionaire

11. Permission for extraction

of ground water for use in

road construction activities

from State Ground Water

board

Extraction of ground

water

Construction stage


installation of Bore

wells and abstraction

of water from such

source)

The

Concessionaire




EIA REPORT

1-8

Sl.

No

Type of Clearance Applicability Project Stage Responsibility

12. Permission for use of

water for construction

purpose from irrigation

department

Use of surface water

for construction

Construction stage


abstraction of water

from such source)

The

Concessionaire

13. Labour license from

Labour Commissioner

Office

Engagement of

Labour

Construction stage


any work)

The

Concessionaire

1.10 Structure of the Report

The present Draft Environmental Impact Assessment Report is structured in accordance with

the generic structure as prescribed under Environment Impact Assessment Notification, 2006,

Ministry of Environment and Forests (MoEF) and the content is briefed below:

Chapter 1.0 Introduction: The chapter provides the introduction to the present project,

identification of the project proponent, need of the project and its interventions with statutory

requirements.

Chapter 2.0 Project Description: It provides the details of salient features of the existing

project road, details of the proposed developments – widening proposal, service roads,

details of bridges, culverts, flyover, vehicular/ pedestrian underpasses, bus bays, truck lay

byes, entry and exit locations, rest areas and toll plaza etc.

Chapter 3.0 Description of the Environment: The chapter describes Baseline

Environmental features within the project area in details. It includes detailing of physical

environmental resources viz. (Physiography, Geology and Soils, Quarry Site and Borrow Area,

Climatology details), Ecological and social & cultural resources along the project road corridor

and its area of influence. The data presented in the chapter is collected from primary and

secondary sources.

Chapter 4.0 Anticipated Environmental Impacts & Mitigation Measures: It deals

with details of anticipated environmental impacts (both positive as well as negative) due to

the proposed project and provides mitigation measures for all the identified adverse impacts

during design and construction phase and operation stage of the project.

Chapter 5.0 Analysis of Alternatives: This chapter provides detailed analysis of

alternatives that has been carried out ‘with project’ or ‘without project’ scenario in terms of

potential environmental impacts as well as the alternative analysis of the alignment/bypasses.

Chapter 6.0 Environmental Monitoring Programme: The chapter provides the details

about the Environmental Monitoring Plan in Construction Stage and in Operation Stage. The

monitoring plans details out the performance indicators, monitoring parameters, standards,

frequency, duration, implementation and responsibilities required for monitoring and the cost

of monitoring the parameters.

Chapter 7.0 Social Impact Assessment and R&R Plan: The Chapter provides the

information of Social Impacts due to the proposed project and proposed Resettlement and

Rehabilitation Plan for compensating the losses due to the project.

Chapter 8.0 Public Hearing: Provides details about the project related additional studies

carried out for the project. The details of Public Hearing carried out and the issues raised by

the local people are presented in this chapter.




EIA REPORT

1-9

Chapter 9.0 Project Benefits: This chapter describes Project Benefits from proposed

project and includes local benefits and the wider regional or national level benefits.

Chapter 10.0 Environmental Management Plan (EMP): This chapter comprises a set of

environmental safeguard measures for identifies adverse impacts during different stage of the

project and activities with an objective to offset or reduce adverse environmental impacts to

acceptable levels. The EMP provides action plan of implementation of mitigation measures at

different locations, time frame with responsibility assignments for implementing appropriate

measures at appropriate time for ensuring effectiveness of the proposed safeguard measures.

Adequate budgetary provisions have also been made for implementation and monitoring of

the effectiveness of the suggested measures.

Chapter 11.0: Environmental Management Plan of Borrow Areas: The chapter

provided the details of proposed borrow areas for extracting earth/soil which include location

details, environmental features of the borrow areas, mining plan, borrow area operation and

management plan as well as rehabilitation plan. The document for approvals of the proposed

borrow area is annexed in the chapter.

Chapter 12.0: Summary and Conclusion: The Chapter provides overall summary and

conclusion of the project features and summary of EIA study.

Chapter 13.0: Disclosure of Consultants Engaged: The Chapter provides information of

the Consultants and experts who were involved in the EIA study of the project.




EIA REPORT

2-1

CHPATER 2.0

Project Description

2.1 Introduction

Highways (MORTH), Government of India National Highways Authority of India (NHAI) has

been entrusted to implement the development of stretches of NH under NHDP Phase IVB on

BOT Mode / EPC mode. Under Phase IV, the Government is considering widening of

20,000 km of highways that were not part of Phase I, II, or III of NHDP program. Phase IV

will convert existing single lane / sub-standard two lane highways into two lanes with paved

shoulders in four stages, i.e., IVA, IVB, IVC and IVD. 5000 km of roads have been allotted in

each of these stages. The subject project road intends to be developed under NHDP Phase

IVB.

The present project includes widening and Upgradation of the existing 2-lane highway section

to 4-lane dual carriageway configuration from Solapur to Yedshi section of NH-211 from Km

0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of

Maharashtra.

2.2 Need for the project

Road projects are generally undertaken to improve the economic and social welfare of those

using the road or served by it. Increased road capacity and improved pavements can reduce

travel times and lower the costs of vehicle use. Benefits include increased access to markets,

jobs, education and health services, and reduced transport costs for both freight and

passengers, reduce fuel consumption and exhaust emissions from the vehicle plying on the

road. The project section of NH-211 from of Solapur to Yedshi has already exceeded desired

traffic volume for 2 lane at many locations. The road conditions and geometrics at many

locations are poor causing accident hazards for the road users as well as for the residents

living along the road corridor. Thus it is imperative to enhance the capacity of these road

sections to ensure smooth traffic flow, to minimise the accident hazards and to provide better

road facilities.

2.3 Project Objective

The main objective of the project is to prepare a detailed project report for rehabilitation and

Upgradation of existing 2-lane to 4-lane cross section in a manner which ensures:

Enhanced safety of the traffic, the road users and the people living close to the

highway.

Enhanced operational efficiency of the highway.

Fulfilment of the access needs of the local population.

Minimal adverse impact on the road users and the local population due to construction.

Feasible and constructible options for the project with least cost options.

This Detailed study will be used as a planning tool for integrating objectives of

sustainable development with economic growth and social development to facilitate

decision-making.




EIA REPORT

2-2

2.4 Project Approach for Environmental Studies

The basic approach adopted for conducting the environmental study for the project will

strongly pursue the prevailing institutional and legislative setup of the Government of India

(GoI) and in conformity with NHAI policy on this subject. The main approaches are:

Identification, appraisal and division between positive and negative impacts, direct

and indirect impacts, and instant and long-term impacts likely to result from the

proposed bypass;

Identification of unavoidable or irreversible impacts;

Explanation of the impacts quantitatively, in terms of environmental costs and

benefits, if possible;

Characterization of the extent and quality of available data;

Identification of significant information deficiencies;

Identification as well as estimation of any uncertainties associated with predictions of

impacts;

Identification of un-mitigated negative impacts;

Exploration towards the opportunities for environmental enhancement; and

Identification of feasible and cost effective mitigation measures to minimize negative

impacts and enhance positive impacts by incorporating in the preliminary

engineering design.

2.5 Project Location

The project location is the section of NH-211 from Km 0.000 at Solapur to Km 100.000 near

Yedshi and from Km 249.000 to Km 255.000 of NH-9.

The project highway plan is presented in the Figure 2.1.

Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra

FINAL EIA REPORT

2-3

Figure 2.1: Location Map Project Road

Start Point at Km 0.000

NH-9

End Point at Km 255.000

Start Point at Km 249.000

NH-211

End Point at Km 100.000


100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state

of Maharashtra

EIA REPORT

2-4

2.6 Proposed Development

As stated earlier the proposed project is the part of National Highway Development project

(NHDP) Phase-IV and is to be developed to 4-lane configuration. The project will be executed by

National Highways Authority of India (NHAI). The project road section of NH-211 under the

proposal is from Km 0.000 at Solapur and to Km 100.000 near Yedshi and from Km 249.000 to

Km 255.000 of NH-9 in the State of Maharashtra. Under this project it is proposed to widen and

upgrade the section from 2-lane to 4 standards along with provisions of additional facilities and

services including enhancement of highway safety. The salient features of the proposed project

is summarised in Table 2.1.

Table 2.1: Salient Features of the Project

Sl. No Project Components Details

A. General Information

1. Location of Project The project section of NH-211 is from Km 0.000 at Solapur to Km

100.000 near Yedshi and from Km 249.000 to Km 255.000 of NH-9.

2. Administrative locations Km 0.000 to Km 100.000 section of NH-211

The project section falls under Solapur North and Solpaur South Tehsil of Solapur District and Tuljapur, Osmanabad and Kalamb of

Osmanabad District.

Km 249.000 to Km 255.000 section of NH-9 The project section falls under Solapur North Tehsil of Solapur

district

3. State Maharashtra

4. Terrain Virtually plain to rolling terrain

5. Major Settlement along

the Project Stretch

Solapur, Tuljapur, Osmanabad and Yedshi

6. Rivers/streams/Nallah Nil

7. Forest area Nil

B. Other Salient Features

S. No. Items Solapur-Yedshi section of NH-211

from Km 0.000 to Km 100.000

Km 249.000 to Km 255.000 of

NH-9

Existing Proposed Existing Proposed

1. ROW 30 m 60 m rural and open

area and 50 in urban

area

30 m 60 m rural and

open area and 50

in urban area

2. Carriageway 2 lane

carriageway of

7.0 m without

paved shoulder

4 lane in some

habitation area

The paved carriage

way shall be 8.75 x

2=17.50 m.

2 lane

carriageway of

7.0 m without

paved shoulder

4 lane in the

habitation area

The paved carriage

way shall be 8.75 x

2=17.50 m.

3. Median width Nil 4.5 m Nil 4.5 m

4. Design Speed 40-60 kmph 80/100 kmph 40-60 kmph 80/100 kmph



of Maharashtra

EIA REPORT

2-5


from Km 0.000 to Km 100.000

Km 249.000 to Km 255.000 of

NH-9


5. Major Bridges Solapur

District:

Nil

Osmanabad

District:

2 nos.

Solapur District:

Nil

Osmanabad

District:

Improvement /

Reconstruction /

Widening / Retain: 2

nos.

Solapur

District:

Nil

Solapur District:

Nil

6. Minor Bridge Solapur

District:

6 nos.

Osmanabad

District:

18 nos.

Solapur District:

Improvement /

Reconstruction /


nos.

New Minor Bridge at

Service road: 1 no.

Osmanabad

District:

Improvement /

Reconstruction /

Widening / Retain:

15 nos.

New Minor Bridge at

Realignments: 4 nos.

New Minor Bridge at

Service road: 2 nos.

Solapur

District:

2 nos.

Solapur District:

Improvement /

Reconstruction /

Widening / Retain:

2 nos.

7. Culverts Solapur

District:

29 nos.

Osmanabad

District:

92 nos.

Solapur District:

Improvement /

Reconstruction /

Widening / Retain:

26 nos.

New at Ule

Realignment: 5 nos.

Osmanabad

District:

Improvement /

Reconstruction /

Widening / Retain:

91 nos.

New at Tuljapur

Bypass: 8 nos.

New at Realignment:

1 no.

New at Singole

Solapur

District:

11 nos.

Solapur District:

Improvement /

Reconstruction /

Widening / Retain:

11 nos.

.



of Maharashtra

EIA REPORT

2-6


from Km 0.000 to Km 100.000

Km 249.000 to Km 255.000 of

NH-9


Bypass: 1 no.

New at Yedshi

Bypass: 2 nos.

8. Railway Over

Bridge

Solapur

District:

Nil

Osmanabad

District:

1 no.

Solapur District:

Nil

Osmanabad

District:

Improvement /

Reconstruction /


no.

Solapur

District:

Nil.

Solapur District:

Nil.

9. Vehicular

Underpass/

Flyover

Solapur

District:

Nil

Osmanabad

District:

Nil

Solapur District:

Nil

Osmanabad

District:

7 nos.

Solapur

District:

Nil

Solapur District:

Nil.

10. Cattle/Pedestrian

Underpass

Solapur

District:

Nil

Osmanabad

District:

Nil

Solapur District:

3 nos.

Osmanabad

District:

8 nos.

Solapur

District:

Nil

Solapur District:

Nil

11. Bus bays Nil Solapur District:

4 locations.

Osmanabad

District:

24 locations

Solapur

District:

Nil

Solapur District:

2 locations

12. Truck Laybyes Nil Solapur District:

Nil

Osmanabad

District:

2 locations on either

side of the road

Solapur

District:

Nil

Solapur District:

Nil.

13. Bypass/

Realignment

Solapur

District:

Nil.

Osmanabad

District:

1 no. under

Solapur District:

1 nos.

Osmanabad

District:

8 nos.

Nil Nil



of Maharashtra

EIA REPORT

2-7


from Km 0.000 to Km 100.000

Km 249.000 to Km 255.000 of

NH-9


construction

14. Toll plaza Nil Solapur District:

Nil

Osmanabad

District:

2 nos.

Nil Nil

15. Service lane Solapur

District:

Nil.

Osmanabad

District:

Nil

Solapur District:

6.224 Km

Osmanabad

District:

26.988 Km

Solapur

District:

Nil

Solapur District:

12.000 Km

16. High mast lighting Nil Solapur District:

Nil

Osmanabad

District:

11 locations

Solapur

District:

Nil

Solapur District:

Nil.

17. Street lighting Nil Solapur District:

3.117 Km

Osmanabad

District:

14.459 Km

Solapur

District:

Nil

Solapur District:

6.000 Km

19. Rest Area Nil Solapur District:

Nil.

Osmanabad

District:

2 locations

Solapur

District:

Nil

Solapur District:

Nil.

20. Total Project Cost Rs. 972.5 Crores

2.7 Existing Scenario & proposed Plan for Project

2.7.1 Right of Way (ROW)

The available Right of Way (RoW) for the existing 2 lane road is 30 m in the entire existing

stretch. It is proposed to maintain ROW of 60 m in rural and open areas and 50 m in built-up

areas. For upgradation to 4-lane configuration, there are further requirement of additional land

to make 60m ROW. In the case of proposed bypasses, it is proposed to have 60m RoW.



of Maharashtra

EIA REPORT

2-8

Additional Land Requirement for Widening

A total area of 341.995 Ha (323.995 Ha for Solapur-Yedshi section of NH-211 and 18 Ha. for Km

249.000 to Km 255.000 of NH-9) of land will be required for acquisition to accommodate

proposed widening beyond existing ROW as well as the proposed bypasses / realignments /

curve improvements.

2.7.2 Proposed Carriageway

The proposed carriageway is dual carriageway with median. Each carriageway is having two lane

configurations with paved shoulder on either side of the median

2.7.3 Traffic Studies

To establish the traffic characteristics along the project road, the project road sections have been

divided into 3 homogenous sections for Solapur-Yedshi NH-211 stretch. The list of Homogenous

sections is given in Table 2.2.

The Average Daily Traffic Count was analysed for each section which is presented in Table 2.3.

Table 2.2: Homogenous Section for Traffic Survey

S. No. Description Chainage (Km)

Length (km) From To

HS 1 Solapur-Tuljapur 0 42 42.0

HS 2 Tuljapur-Osmanabad 42 64 22.0

HS 3 Osmanabad-Yedeshi 64 85 21.0

HS 4 Yedshi-Phata 85 114 29.0

Annual Average Daily Traffic (AADT)

The Annual Average Daily Traffic at different location is analyzed as below:

Table 2.3: Annual Average Daily Traffic (AADT) (PCU) on Solapur-Yedshi Section of NH-211

Vehicle Type

Equiv-alency

factor for PCU

Near Tamalwadi

Near Wadagaon

Near Yedshi Terkheba

Km 20+100 Km 52+100 Km 76+500 Km 105+000

Two Wheeler 0.5 1,456 2,208 2,065 2,033

Three Wheeler 1.0 115 532 457 175

Car/Van/Jeep/Tempo 1.0 2,364 1,982 2,269 1,543

Taxi 1.0 45 219 137 178

Mini Bus 1.5 26 19 15 13

School/Company Bus 3.0 10 5 9 46

Bus 3.0 419 311 298 205

LCV 1.5 431 512 400 312

2 Axle Truck 3.0 966 868 937 956

3 Axle Truck 4.5 1,141 1,328 1,523 1,677



of Maharashtra

EIA REPORT

2-9

Vehicle Type

Equiv-alency

factor for PCU

Near Tamalwadi

Near Wadagaon

Near Yedshi Terkheba

Km 20+100 Km 52+100 Km 76+500 Km 105+000

MAV 4.5 83 92 89 208

MAV >6A 4.5 7 2 2 -

HCE/EME 4.5 5 2 - 2

Agricultural Tractor 1.5 9 8 7 34

Agricultural Tractor & Trailor 4.5 18 14 21 48

Non Motorised Vehicles

Animal & Hand drawn

6.0 7 1 34 3

Cycle 0.5 120 7 48 5

Cycle Rickshaw 2.0 - - 3 -

Others - - - -

Toll Exempted Vehicles

Car / Van/Jeep 1.0 12 28 25 1

Ambulance 1.0 8 8 4 2

Bus / Truck 3.0 - - 1 -

Vehicles (Nos.)

Motorised 7,116 8,137 8,260 7,736

Non Motorised 127 8 6 8

Total 7,243 8,144 8,265 7,744

PCU

Motorised 13,810 14,709 15,652 13,574

Non Motorised 113 11 24 27

Total (M+NM) 13,923 14,720 15,676 13,601

PCU Tollable Traffic 12,872 12,998 14,060 12,028

Future growth of the PIA economy

The Delhi-Mumbai Industrial Corridor (DMIC) is proposed to be developed in the vicinity of the

project corridor. The details of the Development of the Industrial Regions and the Industrial

Areas in the Phase I and Phase II are provided in the previous section. Due to these huge

developments, the economy of the area will get galvanised which will reflect in the growth rates

of the economy. In view of the above an additional growth of 1% is considered in the PIA

economy. Since the project DMIC is expected to be implemented from 2015, the impact is

considered for the period afterwards. The growth rates of different types of vehicles for realistic

scenarios are as detailed in Table 2.4.

Table 2.4: Growth rates for the Realistic Scenario

Two

Wheeler

Car/ Jeep/

Van

Mini

Bus Bus LCV

2 Axle

Truck

3 Axle

Truck

MAV up to

6 Axle

MAV >6

Axles

HCM/EME

2012-2015 9.4 8.6 5.8 5.8 6.4 3.2 8.0 8.0 8.0 8.0

2016-2020 9.1 8.4 5.6 5.6 5.6 2.1 6.3 6.3 6.3 6.3

2021-2025 7.0 6.6 4.8 4.8 4.8 1.2 5.4 5.4 5.4 5.4



of Maharashtra

EIA REPORT

2-10

Two Wheeler

Car/ Jeep/ Van

Mini Bus

Bus LCV 2 Axle Truck

3 Axle Truck

MAV up to 6 Axle

MAV >6

Axles HCM/EME

> 2025 5.4 5.5 4.0 4.0 4.0 1.0 4.5 4.5 4.5 4.5

The projected traffic (PCU) for current year and future years are presented in Table 2.5

Table 2.5: Projected Traffic (PCU’s) for Solapur-Yedshi Section of NH-211

Year Near Tamalwadi

Km 20+200

Near Wadagaon

Km 52+100

Near Yedshi

Km 76+500

2010 12,207 12,724 13,390

2014 15,820 16,646 17,518

2015 16,898 17,820 18,753

2020 22,644 24,102 25,331

2025 28,959 31,023 32,583

2030 35,714 38,389 40,317

2035 44,236 47,684 50,078

2039 52,646 56,854 59,712

IRC-64:1990 specifies a design service volume of 15,000 PCUs/day for two lane roads (plain

terrain, low curvature) which can be increased by 15% with the provision of paved shoulders i.e.

17,250 PCUs /day. This refers to a Level Of Service (LOS) of B i.e. 0.5 times the Capacity. It was

also recommended to design the highway for the LOS B only.

Considering the capacity of a 2-Lane facility as 17250 PCU’s, four lane requirement of various

sections are as indicated in Table 2.6.

Table 2.6: Four Lane Requirements

S. No. Section Year in which 4 lanes are required

1 Solapur-Tuljapur section 2016

2 Tuljapur-Osmanabad section 2015

3 Osmanabad-Yedeshi section 2014

2.7.4 Pedestrian and Cattle Volume Survey

Pedestrian and cattle volumes across the road were observed for twelve hours during morning

and evening peak periods at 14 locations on Solapur-Yedshi section. The daily volumes are more

than 1,100 in all the locations and peak hour volumes are also more than 260 in all locations

except two locations (Km 3+000 and Km 62+200) in Solapur-Yedshi section of NH-211.

The pedestrian cum cattle traffic volume details across the locations are presented in Table2.7



of Maharashtra

EIA REPORT

2-11

Table 2.7: Pedestrian cum Cattle Volumes Survey data at different Locations

S. No. Place Pedestrians + Cattle Volumes

Chainage (Km) Daily Flow Peak Flow

1 Hipparag Village 3+00 1,364 181

2 Hogalur village 5+500 1,254 261

3 Hogalur-Extn. 6+200 1,834 296

4 Ullay Village 10+900 1,514 289

5 Tamalwadi 18+100 2,712 424

6 Suratgaon 23+500 1,844 271

7 Mulumbra 28+900 2,164 326

8 Sanghvi 34+500 1,607 383

9 Tuljapur -Naldurg Jn 42+00 4,050 457

10 Tuljapur-Latur Jn. 42+200 5,926 739

11 Wadagaon 54+700 1,346 281

12 Osmanabad bypass 62+200 1,044 166

13 Shingoli 68+800 1,822 359

14 Yedshi 81+500 3,285 604

2.8 Proposed Improvements

2.8.1 Bypasses/Realignments

To avoid the traversing of alignment though congested towns along the Project Road, new

bypasses have been proposed for the following villages/towns to minimize the impact on

structures and persons. Moreover some realignment has also been proposed to avoid built- up

areas, for curve correction, etc. A total number of 2 bypasses have been proposed at Tuljapur

and Yedshi whereas realignments/Curve improvements have been proposed at 7 locations. The

details location of Bypasses/realignments is presented in Table 2.8.

Table 2.8: Proposed bypasses/ Realignment

Name

Existing Chainage (km)

Proposed Chainage (Km) Length (km)

From To From To

Ule Re-alignment 9.700 11.150 9.392 11.022 1.630

Suratgaon Realignment 22.700 23.900 22.760 23.745 0.985

Curve Improvement at

Suratgaon 24.125 24.650 23.995 24.542 0.547

Mulumbra Re-alignment 29.080 30.000 28.980 29.824 0.844

Improvement and widening of Tuljapur Byapss

39.620 44.000 39.430 42.867 3.437

Kawaldara Re-alignment 47.585 48.766 46.450 47.400 0.950

Curve Improvement at 66.825 67.250 65.649 66.473 0.824



of Maharashtra

EIA REPORT

2-12

Name

Existing Chainage (km)

Proposed Chainage (Km) Length (km)

From To From To

Osmanabad

Shingoli Re-alignment 68.105 69.820 67.350 69.145 1.795

Yedshi Bypass 80.500 82.800 79.770 81.900 2.130

Total Length (Km) 13.142

2.8.2 Service Roads

There is no existence of service road in the project road. In order to make the project road

access control and ascertaining the safety of local traffic and people additional servicer roads

have been provided in the following location provided in Table 2.9.

Table 2.9: Details of the Proposed Service Road

Sl No.

Existing Chainage

(Km)

Proposed

Chainage (Km) LHS / RHS

/ Both

Side

LHS

Road

Length

(Km)

RHS

Road

Length

(Km)

Total

Length

(Km) From To From To

A: Solapur-Yedshi section of NH-211

1. 0.000 0.500 0.000 0.500 Both side 0.500 0.500 1.000

2. 2.210 2.870 1.900 2.560 LHS 0.660 - 0.660

3. 2.870 3.662 2.560 3.352 Both Side 0.792 0.792 1.584

4. 5.729 6.467 5.420 6.170 Both Side 0.750 0.750 1.500

5. - 11.156 10.290 11.060 Both Side 0.740 0.740 1.480

6. 17.165 18.320 17.038 18.200 Both Side 1.162 1.162 2.324

7. 34.130 34.856 33.948 34.680 Both Side 0.732 0.732 1.464

8. 37.552 39.146 37.378 38.975 Both Side 1.597 1.597 3.194

9. 39.146 - 38.975 39.700 Both Side 0.725 0.725 1.450

10. - - 39.700 40.270 Both Side 0.570 0.570 1.140

11. - - 40.270 10.460 RHS - 0.190 0.190

12. 51.475 52.145 50.345 51.015 Both Side 0.670 0.670 1.340

13. 54.500 55.420 53.341 54.280 Both Side 0.939 0.939 1.878

14. 57.000 58.100 55.875 56.967 Both Side 1.092 1.092 2.184

15. 59.320 60.665 58.194 59.500 Both Side 1.306 1.306 2.612

16. 62.550 63.415 61.371 62.257 Both Side 0.886 0.886 1.772

17. - 83.330 81.300 82.380 Both Side 1.080 1.080 2.160

18. 88.420 90.000 87.480 88.980 Both Side 1.500 1.500 3.000

19. 97.000 98.140 95.960 97.100 Both Side 1.140 1.140 2.280

TOTAL LENGTH 16.841 16.371 33.212

B: Km 249.000 to Km 255.000 of NH-9

1. 249.000 255.000 249.000 255.000 Both Side 6.000 6.000 12.000

TOTAL LENGTH 6.000 6.000 12.000



of Maharashtra

EIA REPORT

2-13

2.8.3 Pedestrian/Cattle Underpasses

Provision of underpasses at strategic locations within the project stretch is an important

consideration in highway development. The project road traverses through many villages. Safe

crossing facilities should be provided as the project road is designed for 100 Kmph speed and is

designed for partially access controlled. Underpasses are recommended wherever cross traffic is

more and are vital crossing locations. In such locations underpasses are proposed. The proposed

Pedestrian / cattle underpasses are listed in Table 2.10.

Table 2.10: Details of Pedestrian / Cattle Underpass locations

S. No Existing

Chainage

(Km)

Design Chainage

(Km)

Span arrangement

(m)

Minimum

Vertical Clearance

(m)

Total Width*

(m)

Location

Solapur Yedshi Section of NH-211

1 3.183 2.873 1 x 7.0m 4.5 2 x 12.0m Hipparga Village and Engineering

College

2 6.200 5.895 1 x 7.0m 3.5 2 x 12.0m Haglur Village

3 - 10.795 1 x 7.0m 4.5 2 x 12.0m Ule Bypass, School

4 17.300 17.600 1 x 7.0m 3.5 2 x 12.0m Tamalwadi Village

5 - 23.455 1 x 7.0m 3.5 2 x 12.0m Suratgaon village

6 34.594 34.330 1 x 7.0m 3.5 2 x 12.0m Sangavi village

7 51.928 50.800 1 x 7.0m 3.5 2 x 12.0m Ashram School

8 54.700 53.767 1 x 7.0m 3.5 2 x 12.0m Wadgaon Village

9 57.800 56.692 1 x 7.0m 4.5 2 x 12.0m Engineering College, Osmanabad

10 - 67+800 1 x 7.0m 3.5 2 x 12.0m Singoli bypass

11 In addition to above provision is made for one PUP of 7m x 4.5m (including adequate slip road

conforming to schedule D) for which location shall be as directed by IE as per site requirement.

2.8.4 Flyover/ Vehicular Underpasses

The details of Flyover/ Vehicular Underpass (VUP) are provided in Table 2.11.

Table 2.11: Details of Flyover / Vehicular Underpass (VUP)

S. No Existing

Chainage

(Km)

Design Chainage

(Km)

Span arrangement

(m)

Minimum

Vertical

Clearance (m)

Total Width*

(m)

Location


1 39.619 39.440 2 x 20 m 5.5 2 x 12 m Barshi Road Junction, Tuljapur

2 - 40.415 1 x 7.0 m 5.5 1 x 12 m Tuljapur Bypass



of Maharashtra

EIA REPORT

2-14

S. No

Existing

Chainage (Km)

Design

Chainage (Km)

Span

arrangement (m)

Minimum Vertical

Clearance

(m)

Total

Width* (m)

Location

3 60.127 58.968 1 x 20 m 5.5 2 x 12 m Starting of

Osmanabad Bypass

4 63.070 61.900 2 x 20 m 5.5 2 x 12 m Osmanabad

5 82.700 81.802 2 x 20 m 5.5 2 x 12 m Barshi Road

Junction, Yedshi

6 89.450 88.492 1 x 15 m 5.5 2 x 12 m BT Road towards Meru Industry

7 97.400 96.442 15m + 30m +

15m 5.5 2 x 12 m

SH-158, Barshi

Kalam Road

2.8.5 Vehicular Overpass

A Vehicular overpass shall be provided adjacent to existing overpass at design chainage Km

42.187. The existing overpass at this location will be retained on left carriageway. New RHS

Vehicular Overpass is designed as below:

1 x 15m width x 6m height x length matching with the existing cross road.

1.5m wide raised footpath to be provided on LHS of Carriageway with M S Railing.

2.8.6 Bridges

There are 2 nos. existing major bridges and 24 nos. minor bridges in Solapur-Yedshi section of

NH-211. All major bridges and 21 nos. minor bridges will be retaining with repair and widened.

There are proposal of 7 new minor bridges in this section.

Two minor bridges exist from Km 249.000 to Km 255.000 section of NH-9 and both the minor

bridges will be retain with repair and widened.

It is proposed to have all the bridges to cater to 4 lane dual carriageway. The width of bridge is

as per IRC SP 84-2009.

2.8.7 Rail Over Bridge (ROB)

There is a “2-lane Rail-over-Bridges (ROB)” on Solapur Yedshi section of NH-211 which is under

construction on the project highway at Km 79.370 which is on outskirts of Yedshi. One more 2-

Lane ROB is proposed for additional two lane carriageway.

2.8.8 Culverts

There are 121 culverts existing on Solapur-Yedshi section of NH-211 and 11 nos. exist from Km

249.000 to Km 255.000 section of NH-9. Existing 117 nos. of culverts in section of NH-211 and

11 nos. in the section of NH-9 will be retaining with repair and widening. There are proposal of

17 new culverts along the section of NH-211 in the proposed realignments and bypasses. The

maximum number of culverts is for 2 – lane carriageway. The culverts are generally in good

condition. Broken or missing parapet is a general condition observed. Headwalls of some of the

pipe culverts were found cracked. Some pipes were found partly choked. Wing walls were found

damaged at some locations.



of Maharashtra

EIA REPORT

2-15

Most of the existing culverts are having total width ranging from 10 to 12m. All the culverts

which are to be retained are proposed to be winded without opening in the median. The total

width of culvert could be 10.75+ 4.5 +10.75m. In general widening is proposed to match with

the highway cross section at the particular location.

Slab culverts with CRM substructure and foundations are proposed to be replaced with new RCC

box culvert.

The approach slab is proposed for all culverts in case of the fill over culvert is less than 600mm.

the median shall be closed median at culvert location.

Existing pipe culverts with diameter less than 900mm are proposed with new construction with at

least 1200mm pipes. Existing pipe culverts having internal diameter 900mm and above will be

retained and widened to match with total width of highway cross section at that particular

location, with suitable PCC head walls on either side.

2.8.9 Toll Plazas

There is no existing toll plaza along the project corridor. Two numbers of toll plazas has been

proposed along the project corridor of NH-211. The detail locations are provided in Table 2.12.

Table 2.12: Proposed Toll Plaza locations

S. No. Existing

Chainage (Km)

Design Chainage

(Km) Location Toll Lanes

1. 19.450 19.360 After Tamalwadi Village 5+5 Lanes

2. 78.390 77.650 Before Yedshi Village 5+5 Lanes

The toll plaza shall be provided with Stone masonry boundary walls and fencing for adequate

length on all the four sides for the safety and access control.

2.8.10 Facilities and Services to the Users

Bus Bays

The project road is going through different villages/towns between Solapur – Yedshi section.

There is no existing bus bay along the project road. Twelve bus-bays with bus shelters are

proposed along this section. Proposed bus-bays and bus shelters locations are given below in

Table 2.13.

Table 2.13: Details of Bus bay / Bus shelter locations

S. No Village Name Existing Chainage (Km) Proposed Chainage (Km)

A. Solapur-Yedshi Section of NH-211

1 Musta Village 1+065 0+848

2 Hipparga Village 3+115 2+805

3 Haglur Village 6+250 5+945

4 Ule Village - 9+900

5 Tamalawadi Village 18+000 17+900



of Maharashtra

EIA REPORT

2-16

6 Suratgaon Village 23+480 23+267

7 Magar Sanghvi 26+100 LHS: 26+000; RHS: 25+925

8 Malumbra Village 29+400 29+274

9 Sangavi Village 34+680 LHS: 34+490; RHS: 34+500

10 Shindphal Village 38+000 37+826

11 Tuljapur Bypass End 44+000 43+000

12 Kawaldhara 47+535 46+400

13 Wadgaon 51+900 50+766

14 Wadgaon 54+855 53+720

15 Osmanabad 59+700 58+546

16 Shamka Chowk 62+900 61+747

17 Osmanabad Bypass 67+100 65+931

18 Shingoli Village 69+000 68+099

19 At Latur Junction 77+400 76+400

20 Yedshi 80+200 79+460

21 Chorakali Shelgaon LHS: 87+950; RHS: 87+700 LHS: 87+000; RHS: 86+730

22 Malkkapur-Sapnai LHS: 93+620; RHS: 93+400 LHS: 92+585; RHS: 92+340

23 Yermala LHS: 97+600; RHS: 97+350 LHS: 96+595; RHS: 96+300

B. Solapur-Sangareddy Section of NH-9

1 Solapur Urban LHS:249+600; RHS: 249+800 LHS:249+590; RHS: 249+810

Truck Laybyes

Two nos. of truck laybyes are proposed along both the project road section of NH-211. The

details list is provided in Table 2.14.

Table 2.14: Truck laybyes Locations

S. No Existing Chainage (Km) Proposed Chainage (Km)

1. 38.500 38.329

2. 83.600 82.671

Rest Area

There is no rest area exist along the project roads. Rest area is proposed at 2 locations on NH-

211. The locations of rest areas are given below in Table 2.15

Table 2.15: Details of Rest area locations

S. No. Existing Chainage (Km) Proposed Chainage (Km) Side

1. Kawaldhara Realignment 46.800 RHS

2. 53.300 52.200 LHS



of Maharashtra

EIA REPORT

2-17

Street Lighting

The number of urban and habituated area is along the project highway. The street light has been

proposed along the town/ villages for safe movement of traffic on the service road. On Solapur

Yedshi Section of NH-211, street lights have been proposed for a length of 17.576 Km and 6.000

Km for NH-9 section.

High Mast Lighting

Eleven nos. of locations has been selected for high mast lighting along the project section of NH-

211.

Traffic Sign and Pavement Marking

The gantry sign mounted on post indicating the village name and the important road it would

lead to at all exit locations. The position of these signs should meet the requirement of the IRC

67. The pavement marking along the project highway should meet the requirement of the IRC

35. The proper zebra marking has been proposed at the Underpass locations for safe crossing of

the pedestrian traffic. The safety features such as delineators, cat’s eyes, hazard markers and

safety barrier at hazardous locations has been proposed on the project highway.

2.9 IRC SPECIFICATIONS to be Followed

The project will be executed under PPP model under DBFO pattern in which the Concessionaire

will design in accordance with the proposed improvement, Built, Fund and operate the project till

concession period. The IRC specification and guidelines will be followed during design and

construction. The following IRC/ MORTH Codes and guidelines will be applicable in the project.

Table 2.16: Details of IRC/MORTH Codes and guidelines

S. No. Particular

Relevant IRC

Guidelines(Name/ Number)

Remarks

1 Project Highway Design IRC: SP: 84-2009

Manual of Specifications and

Standards for Four

Lanning of Highway through Public

Private Partnership

The project highway has been designed for

the design speed of 100 kmph as per IRC: SP: 84:2009 requirements.

2 Provisions of Underpasses

(Vehicular and Pedestrian)

Vehicular Underpasses: 7 nos. proposed

vehicular underpasses has been proposed in entire road section.

Pedestrian/Cattle Underpasses: 11 nos.

proposed pedestrian/cattle underpasses has been proposed in entire road section.

These underpasses are provided as per site requirement considering the safe movement.

3 Design of Bridges and

culverts

Major bridges: 2 Nos.

Minor bridges: 30 Nos.

Culverts: 145 Nos.

Cross drainage structures are proposed

based on hydraulic study.

4 Traffic Safety provisions such as crash barriers,

railings etc

Crash barriers/Guard Stones: At locations where embankment height is more than 3m

and at sharp curves crash barrier has been



of Maharashtra

EIA REPORT

2-18

S. No. Particular

Relevant IRC

Guidelines(Name/ Number)

Remarks

proposed as per IRC: SP: 84-2009

requirements.

Crash barriers/Railings: At all structures

Others safety devices have been provided as per IRC: SP: 84-2009 requirements

5 Provisions of Flyovers,

RUB, ROB, Grade Separators

ROB/ Flyovers has been provided as per IRC

codes

6 Road Safety Audit details The VUP/PUP has been proposed for safe

movement of vehicles and pedestrian. The

crash barrier and guard rail has been proposed as per IRC guidelines.

With respect to above, following additional IRC Codes/Guidelines to be used, which are included in IRC:SP:84-2009

S. No. IRC Codes/Guidelines

Title of the Publication Information

1 IRC:5-1998 Standard Specifications and Code

of Practice for Road Bridges, Section I- General Features of

Design (Seventh Revision)

Type design for crash barrier

2 IRC:6-2000 Standard Specifications and Code of Practice for Road Bridges,

Section II- Loads and Stresses

(Fourth Revision)

Design loads and stresses of structures

3 IRC:8-1990 Type design for Highway Kilometre stone (Second Revision)

Design for Highway Kilometre

4 IRC:9-1972 Traffic Census on non-urban roads

(First Revision)

Traffic Census

5 IRC:25-1967 Type Design for boundary Stone Design for boundary Stone

6 IRC:26-1967 Type Design for 200-mteres Stones Design for 200-mteres Stones

7 IRC:35-1997 Code practice for Road markings

(First Revision)

Road markings

8 IRC:37-2001 Guidelines for the design of Flexible

Pavements (Second Revision)

Design of Flexible Pavements

9 IRC:67-2010 Code of Practice for Road Signs

(First Revision)

Road Signs

10 IRC:78-2000 Standard Specifications and Code

of Practice for Road Bridges. Section VII-Foundations and

Substructure (Second Revision)

Bridges



of Maharashtra

EIA REPORT

2-19

S. No. IRC

Codes/Guidelines

Title of the Publication Information

11 IRC:81-1997 Guidelines for Strengthening of

Flexible Road Pavement using

Benkelman Beam Deflection Technique (First Revision)

Pavement Condition survey and

evaluation

12 IRC:89-1997 Guidelines for Design and

Construction of River Training and Control Woks for road bridges

(First Revision)

River Training and Protective

works

13 IRC:103-1998 Guidelines for Pedestrian Facilities Pedestrian facilities for the proposed project road

14 IRC:104-1998 Guidelines for Environmental

Impact Assessment

Carrying out Environmental

Impact Assessment for the proposed project road

15 IRC:108-1996 Guidelines for Traffic prediction on

Rural Highways

Traffic projection

16 IRC:SP:19-2001 Manual for Survey, Investigation and Preparation for road project

(Second Revision)

Soil test and Investigation

17 IRC:SP:21-2009 Guidelines on Landscaping and

Tree Plantation (First Revision)

Landscaping and Avenue

plantation for the proposed project road

18 IRC:SP:42-1994 Guidelines on Road Drainage Drainage System

19 IRC:SP:55-2001 Guideline for safety in Construction

Zone

Traffic Safety

20 IRC:SP:58-2001 Guideline for use of Fly ash in Road

Embankments

Design of Embankments

Rehabilitation and Up-gradation of existing 2 lane to 4 lane

from Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the


EIA REPORT

3-1

CHAPTER 3.0

DESCRIPTION OF ENVIRONMENT

As defined in the scope of works, baseline data on various physical, biological and social

aspects has been collected, analyzed and compiled in order to get the picture of the existing

environment condition in the project area. The data on different environmental components

were collected and collated based on secondary data from authentic sources, ground truthing

followed by actual field surveys. All the data have been collected and collated to identify a

general environmental condition within the project catchment area and major environmental

issues to be taken care off during the design as well project implementation phase. Scope of

this exercise was 15 kilometers on both sides from the centre of the road as per guidelines of

Ministry of Environment and Forests, Government of India. However, the focus of the study

was on the areas within and directly adjacent to the corridor of impact and ROW.

3.1 Physical Resources:

3.1.1 Physiography and Soil:

The geographical extension of the project road section of NH-211 from Solapur to Yedshi is

between 17o 41’ 35” N and 18° 18' 50” N latitude and 75° 54’ 49” E & 75° 57' 52” E

Longitude in the state of Maharashtra. The project road is located over flat to rolling terrain

with mean elevation varying between 534 m to 622 m. The entire area normally shows a

general slope from right to left. The project road intersects a number of rivers, nallas, local

streams and canals.

The project area falls under Seismic Zone –II and Zone-III. Zone-II is the least active zone

whereas the Zone-III is moderately active in nature. A few earthquakes being reported in the

area in past but the intensity remained below rector scale 6-7.

3.1.2 Geology and Seismicity

The geographical formation of the soils prevailing in Solapur district is mainly Deccan Trap of

Volcanic origin and disintegrated rock is locally known as Murum which overlies parent

material. The entire district of Osmanabad is underlain by the Basaltic lava flows of upper

Cretaceous to lower Eocene age. The shallow alluvial formation of recent age also occurs as

narrow stretch.

3.1.3 Soil

The soil types of Solapur district are broadly categorized into three types namely Black,

Coarse Gray and Reddish. The soil of Osmanabad district is basically derived form Deccan

Trap Basalt and the district is broadly classified into three major soil types. Shallow Soils

occur in small patches in western and northwestern parts of the district. These soils are light

brown to dark grey in colour and loamy to clayey loamy in texture. Medium Soils are found in

parts of Bhoom, Kallamb and Osmanabad talukas. They are dark brown to dark grey in

colour. Medium deep Soils occur in patches in Tuljapur taluka. The colour of these soils varies

from dark grey brown to very dark grey. They are clayey in texture.




EIA REPORT

3-2

Soil Quality:

Soil analysis has been carried out for different soil samples collected from different locations

along the project alignment to understand the Soil characteristics along the project road.

Three numbers of soil samples from adjacent agricultural land were collected along Solapur-

Sangareddy Section of NH-211 and one soil sample from Km 249.000 to Km 255.000 of NH-9.

The soil samples were taken from agricultural fields falling within 30 m of existing alignment

during the month of December 2011-January 2012. The soil sampling locations with respect

to the project road has been presented in Table 3.1. The important parameters monitored

were pH, Conductivity, Bulk Density, Soil Porosity, Moisture Retention Capacity, Organic

Matter, Nitrogen, etc. The results of soil quality are furnished in Table 3.2.

Table 3.1: Soil Sampling Locations

S. No. Station Code Location Chainage (Km) Land Use


1. SQ-1 Tuljapur 40.700 Agriculture

2. SQ-2 Osmanabad 60.100 Agriculture

3. SQ-3 Yedshi Bypass 81.000 Agriculture

B. Km 249.000 to Km 255.00 Section of NH-9

1. SQ1 Solapur 249.300 Agriculture

Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-

211 from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of

Maharashtra

EIA REPORT

3-3

Figure 3.1 Soil Sampling Location



Maharashtra

EIA REPORT

3-4

Table 3.2: Soil Quality Analysis along Project corridor

S. No. Parameters Unit

Soil Monitoring Location

Solapur Yedshi section of NH-211 Km 249.000 to Km

255.000 of NH-9

Tuljapur Osmanabad

Bypass Yedshi Solapur

1. pH at 290C (1:5) 7.12 7.44 8.14 8.1

2. Electrical Conductivity at 250C (1:5) µs/cm 0.162 0.166 0.161 158.1

3. Sand % 17.48 16.21 15.67 15.3

4. Silt % 13.17 11.42 8.87 4.53

5. Clay % 69.35 72.37 75.46 80.17

6. Texture Clayee Clayee Clayee Clay

7. Moisture retention capacity % 58.72 58.57 57.55 65

8. Bulk Density g/cc 1.40 1.37 1.47 1.19

9. Porosity % 39.49 44.72 45.69 61.9

10. Organic matter % 0.47 0.56 0.52 0.99

16. Organic carbon % 0.27 0.32 0.30 0.58

11. Nitrogen mg/kg 143 141 137 174.27

12. Potassium mg/kg 33.41 37.88 36.31 35.1

13. Phosphorous mg/kg 51.38

52.33

53.54 12.68

14. Lead mg/kg 8.32 8.67 8.23 4.1

15. Iron mg/kg 18.09 17.94 18.47 4.54




EIA REPORT

3-5

The result shows that the moisture retention capacity of the soil samples at all four locations

is above 50%, which is good from the point of agricultural potential. Soils of the project area

are slightly basic at eight locations varying between 7.12 to 8.14. Most of the crop grows if

the soil pH ranges between 6.0 to 7.5.

Nitrogen, Phosphorous, Potassium values are good at all the locations, with better organic

matter having low sand and balanced iron contents. The Texture of soil at all the locations is

“CLAY “texture proving the soil to be good for fertility and better for agriculture point of

view.

3.1.4 Quarry site and Borrow Areas:

Quarry areas

Road construction requires earth, stones and sand. These raw materials are to be obtained

from surrounding areas, which are suitable from quality point of view The stone materials

including sand and granular ones are needed in large quantities for the pavement

construction. The other area of requirement is concrete structures which call for a good

quality stone.

The potential source for stone aggregates, sand and gravels has been identified which is

depicted in Figure 3.1a. The Metal quarries are hill quarry or flat land quarry and are devoid

of any significant environmental features. Sufficient quantities of metals are available in these

quarries. Earth-Gravels quarries are located either over hillocks or flat barren of unirrigated

agricultural lands. Some vegetations can be seen over these lands but these vegetations are

mainly bushy and no significant species were observed at these borrow sites. The sand

quarries are mainly riverbed sand quarries.

Borrow Areas

The soils to be used, as sub-grade, select sub-grade and shoulder materials need to be

hauled from designated borrow areas. Similar to the identification of suitable quarries,

suitable borrow areas for supply of soil to the new road formation will be identified by

concessionaire during project implementation. Based on the total requirement and availability

of each soil type, estimates of soil quantity to be obtained from each of the borrow areas will

be worked out in accordance with the National Standards, recommended by the Indian Roads

Congress (IRC).

In the selection of the borrow areas, care will be taken to ensure that:

Sufficient quantity of suitable soil is available from the borrow pit;

The borrow areas are as close to the project road as far as possible;

The loss of productive and fertile agricultural soil is minimum; and

There is minimum loss of vegetation.



Maharashtra

EIA REPORT

3-6

Figure 3.2: Location Plan of Quarry and Borrow areas




EIA REPORT

3-7

3.1.5 Climate

The proposed Project Road is passing through two different states; each state is having its

own characteristics climate.

Seasons

Solapur

The climate of Solapur is generally cold and dry, arid to semi-arid, tropical monsoonic type

with low, uncertain and scanty rains. The entire district falls in the rain shadow zone. Three

distinct seasons can be recognized i.e. cold season from December to mid-February which is

followed by the hot season upto May. June to September is the post-Monsoon or NorthWest

Monsoon or the retreating monsoon or the winter rainy season.

Osmanabad

The climate is humid in October and November and dry and cool from mid-November to

January. From February to June the climate is dry and becomes increasingly hot. During

summer the temperature of Osmanabad strict is low compared to other districts of

Marathwada region in Maharashtra.

Temperature

Solapur

The highest maximum temperature recorded at Solapur was 46°C and the lowest minimum

temperature was 4.4°C.The cold season starts by the end of November and December is the

coldest month. Temperature rises steadily and continuously from mid February to May. May is

the hottest month with daily maximum temperature of 40.4°C.

Osmanabad

The maximum temperature experienced in Osmanabad district is 42.1°C and with a lowest

minimum of 8°C.

Humidity

Solapur

The air is highly humid during SouthWest Monsoon (June to September) and mostly dry

during rest of the year. The driest part of the year is the summer season when the humidity

is between 20 to 25% in the afternoons.

Osmanabad

The air is very humid during the south-west monsoon season and mostly dry in the rest of

the year. The driest part of the year is the summer season when the afternoon relative

humidity are less than 25 per cent.




EIA REPORT

3-8

Rainfall

Solapur

The annual average rainfall and rainy days with daily rainfall 2.5mm and above in Solapur

district is 607mm and 37 days respectively. Though annual rainfall is low, it is spread over a

period of 6 months i.e. June to November. September is the highest rainy month with 27%

rainfall.

Osmanabad

The normal annual rainfall over the district varies from 600 mm to about 850 mm. It is

minimum in the western parts of the district around Parand (629 mm) and increases towards

east and reaches a maximum around Qsmanabad (840 mm). The average annual rainfall for

the period 1998-2007 ranges from 546.85 mm (Paranda) to 842.80 mm (Kallab).

The climatological data for last 10 years collected from IMD Pune for Maharashtra Section of

NH-211, for Solapur and Osmanabad Observatory. The monthwise average data for

Temperature, Relative Humidity, Rainfall and Wind Speed is presented in the following Table

3.3.

Table 3.3: Monthwise Meteorological data of Solapur and Osmanabad

Month

Temperature(oC) Rainfall

(mm)

Relative Humidity (%) Av. Wind

Speed

(KMPH) Maximum Minimum

RH Morning

RH Evening

1. MONTHWISE METEOROLOGICAL DATA OF SOLAPUR (1998-2008)

January 31.60 16.30 1.40 61.20 31.60 3.58

February 34.40 18.70 4.20 52.70 27.70 3.84

March 37.80 21.90 9.60 44.40 22.70 3.80

April 40.20 25.20 16.40 50.40 22.30 4.50

May 39.70 25.50 43.20 64.40 29.40 6.00

June 34.60 23.80 87.60 76.50 52.90 6.20

July 32.40 23.20 101.20 79.20 58.40 6.30

August 31.50 22.60 133.80 81.30 61.00 5.78

September 32.10 22.40 168.80 81.70 57.90 4.45

October 33.20 20.90 57.80 46.00 70.40 3.24

November 32.60 18.10 15.10 63.40 36.40 3.42

December 31.50 15.70 0.90 62.10 33.60 3.11

2. MONTHWISE METEOROLOGICAL DATA OF OSMANABAD (1992-2002)

January 30.20 14.70 13.50 64.59 44.24 5.85

February 32.60 16.40 4.30 55.17 38.59 6.80

March 36.40 20.30 4.70 48.23 36.88 6.95




EIA REPORT

3-9

Month

Temperature(oC) Rainfall

(mm)

Relative Humidity (%) Av. Wind

Speed

(KMPH) Maximum Minimum

RH Morning

RH Evening

April 38.60 22.80 16.10 48.35 36.25 7.00

May 39.30 23.60 33.10 58.31 37.25 11.55

June 33.40 21.60 128.50 82.37 65.13 12.55

July 29.80 20.40 150.40 89.25 75.38 13.45

August 29.10 19.90 156.70 90.47 78.27 11.95

September 30.30 19.90 186.90 86.75 73.38 9.25

October 31.00 18.80 106.20 73.20 62.33 6.30

November 30.50 15.70 12.70 64.56 53.25 5.30

December 30.10 13.40 4.40 63.47 46.67 5.20

The month wise wind rose collected from IMD, Pune for Solapur and Osmanabad is presented

in ANNXURE 3.1.

3.1.6 Surface Hydrology, Drainage and Ground Water Hydrology

Solapur district is situated on the south east fringe of Maharashtra State and lies entirely in

the Bhima and Seena basins. Whole of the district is drain either by Bhima river or its

tributaries. The Osmanabd district forms a part of Godavari basin. The Balaghat Plateau

comprises of low-lying hills forming water divide. Many of the tributaries to Godavari river

originate from the Balaghat Plateau. Manjra River is the main river flowing through the

district. Other rivers are Sina, Terna, Bori, Benitura and Banganga. Based on

geomorphological setting and drainage pattern, the district is divided into 41 watersheds. The

riverbasin maps of Maharashtra indicating the project alignment is presented in Figure 3.3a.

The drainage pattern in the project area varies from sub-dendritic to dendritic and some

streams have a sub parallel drainage to the main river.

Geologically the area is covered by Deccan basalt of the continental theoleeitic province of

India. The project area is underlain by the Basaltic lava flows of upper Cretaceous to lower

Eocene age. Ground water in Deccan Trap Basalt occurs under phreatic and semiconfined

conditions. The weathered and fractured trap occurring intopographic lows form the main

aquifer in the project area. In this area three types of aquifer have been identified i.e., (i)

shallow aquifers (having 10 to 20 m. depth) (ii) semi-confined aquifers (20 to 40 m deep.)

and (iii) confined aquifers beyond 40 m. The average 'T' of shallow aquifers varies from 107

to 160 m2/day and of confined aquifers varies from 6 to 90 m2/day. The yield of boreholes

upto 8 liter per second has been observed. The average water table varies between 10 m to

20m below ground level along the project area. As per Central Groundwater Commission

categorization the project area falls under safe to semi-critical zone. There is no notified area

along the project corridor. The map is shown in Figure 3.3b.




EIA REPORT

3-10

Figure 3.3a: Watershed Map of Maharashtra

On Solapur Yedshi section of NH-211 no major river is located except for local streams and

canals. There are 4 water tanks located in the vicinity of the project. The location of such

water bodies and average distance from the project alignment is presented in the Table 3.4:




EIA REPORT

3-11

Figure 3.3b: Hydrogeology Map of Maharashtra

(Source: Central Ground Water Board, Central Zone, Nagpur)

Table 3.4: Water Bodies along the Project Corridor

S.N. Water Body

Location Ch.

(Km)

Location

(RHS/LHS/Both

Side)

Distance from

Project

alignment

Remarks

NH-9 Section

NIL

NH-211 Section

1. Eruke Lake 3.500 LHS 580 m Perennial

2. Water Tank 20.300 RHS 320 m Seasonal

3. Water Tank at

Tamalwadi

26.500 LHS 55 m Seasonal

4. Water Tank 72.200 RHS 420 m Seasonal




EIA REPORT

3-12

Out of these four water bodies only Ekruk Lake is perennial one whereas the rest of the water

tanks are seasonal in nature and store water only during rains. The area of water surface of

this lake is 1877.743 ha and holds 94.86128 million cubic m of water. The water is mainly

used for irrigation purpose, fishing and drinking water supply to Solapur town. The other

water tanks around the project road are seasonal in nature and hold rain water mainly during

rainy season and continue for around 4 months. Due to scanty rainfall for last few years the

water content of these tanks has reduced significantly. Moreover they are shallow in nature

with average depth ranging from 3 to 4 m.

3.1.7 Ambient Air Quality:

To study the baseline ambient air quality scenario within the project corridor the ambient air

quality was measured at five locations along the project road during November, 2011 to

January, 2012. The monitoring stations were selected considering the spatial relationship of

various land uses along the project road, Meteorological condition; The assumed regional

influences on background air quality, the areas where impact would most likely be greatest,

traffic congestion zones and CPCB guidelines.

The ambient air quality monitoring was carried out with a frequency of twice a week for one

month with respect to Particulate Matter (size less than 10µm) or PM10, Particulate Matter

(size less than 2.5 µm) or PM2.5 , Sulphur dioxide (SO2), Oxides of Nitrogen (NOX), Carbon

Monoxide, and Hydrocarbons in accordance with Bureau of Indian Standards (BIS), CPCB

guidelines and MoEF guidelines. Table 3.5 provides the description of locations of ambient

air quality stations.

Table 3.5: Location of Ambient Air Quality

S. No. Station

Code Location

Chainage (Km) Type of Land use


1. AQ-1 Ule Bypass 10.800 Residential/Commercial

2. AQ-2 Mardi Sangavi

Villahe 34.650 Residential/Mixed

3. AQ-3 Osmanabad Bypass

60.200 Residential/Mixed

4. AQ-4 Yedshi 82.100 Residential/Mixed


1. AQ-1 Solapur 249.010 Residential

The measurement techniques employed for carrying out the ambient air quality

measurements are outlined below in brief.

Particulate Matter (size less than 10µm) or PM10 and Particulate Matter (size less

than 2.5 µm) or PM2.5: PM2.5 & PM10 Fine Dust Sampler was deployed for ambient air

quality monitoring during the month of November 2011. The Fine Dust Sampler has been

located at suitable concrete slab roof top in the study area at different locations by collecting




EIA REPORT

3-13

24 hourly samples for twice a week for one month. The concentration of particulate matter

was calculated by gravimetric method.

Sulphur dioxide: To determine the concentration of Sulphur dioxide in ambient air, Modified

West and Gaeke Method as per IS: 5182 Part II was employed. 24 hourly samples for twice a

week for one month were collected in the month of November 2011. SO2 from air was

absorbed in a solution of Potassium Tetrachloromercurate kept in glass impinger by passing

the air through gas sampler attached with the Respirable Dust Sampler. The absorbed SO2

was estimated by colourimetric method using Para-rosaline and formaldehyde to form the

intensely coloured para-rosaniline methylsulphonic acid. The absorption was measured in a

spectrophotometer and compared with calibration curve.

Oxides of Nitrogen (NOx): NOx in ambient air was measured by employing the prescribed

IS: 5182 Part VI (Jacob and Hochheiser modified method). 24 hourly samples for twice a

week for one month were collected in the month of November 2011. Ambient air was

bubbled through Sodium Hydroxide and Sodium Arsenite solution to form stable solution of

Sodium Nitrite. Nirtite ion produced is reacted with phosphoric acid, sulphanilamide and NEDA

reagent to form highly coloured azo dye, the absorbance of which is measured

colourimetrically at 540 nm.

Carbon Monoxide (CO): The concentration of Carbon monoxide in the ambient air was

measured as per IS: 5182 Part X. Ambient air sample was collected in a sealed Glass tube.

Subsequent analysis was done at laboratory using Gas Chromatographic technique.

Hydrocarbons: To determine the concentration of Hydrocarbon in air samples, the

methodology adapted was Gas Chromatography; either using stainless steel canisters or by

directly injecting samples of air into a gas chromatographers.

The results of the Ambient Air Quality measured at different locations are summarized in

Table 3.6.



Maharashtra

EIA REPORT

3-14

Figure 3.4: Air and Noise sampling locations along the Project Road



Maharashtra

EIA REPORT

3-15

Table 3.6: Ambient Air Quality at Different Locations along Project Corridor

S.

No.

Location Chainage

(Km)

Concentration

Level

Concentration

PM10

(g /m3)

PM2.5

(g /m3)

SO2

(g /m3)

NOx

(g /m3)

CO

(mg /m3)

HC

(ppm)


1. Ule Bypass

10.800 Maximum 141.0 83.0 7.6 35.1 1.31 3.1

Minimum 114.0 68.0 5.9 25.6 1.05 2.1

Mean 128.8 77.1 6.7 29.1 1.2 2.4

2. Village Mardi Sangavi

34.650 Maximum 189.0 124.0 8.3 37.2 1.28 3.2

Minimum 124.0 86.0 7.1 31.8 1.09 2.3

Mean 168.8 108.3 7.6 34.8 1.2 2.72

3. Osmanabad Bypass 60.200 Maximum 133.0 76.0 8.1 33.5 1.3 3.4

Minimum 109.0 63.0 5.0 26.2 1.07 2.1

Mean 124.1 68.8 6.4 28.6 1.2 2.55

4. Yedshi Town 82.100 Maximum 183 107 8.1 35.2 1.30 3.0

Minimum 155 84 6.3 27.2 1.19 2.2

Mean 167.0 94.6 7.3 30.4 1.2 2.61


1. Solapur 249.010 Maximum 144.0 71.0 7.9 52.4 1.075 2.458

Minimum 105.0 55.0 5.3 41.9 0.825 0.986

Mean 124.5 63.0 6.6 47.15 0.950 1.722

Standard 100.0 60.0 80.0 80.0 2.0 -

Source: Primary Data collected at site




EIA REPORT

3-16

On the basis of the above Table 3.5, the following observations are made:

Particulate Matter (size less than 10µm) or PM10: The 24 hourly PM10 concentration

exceeded at all the monitored locations as per National Ambient Air Quality Standards i.e. 100

µg/m3. The PM10 of all monitored sites varied between 124.1 µg/m3 to 168.8 µg/m3 in the

project road section. The highest value monitored at Mardi Sangavi village at Km 34.600 of

NH-211 was 168.8 µg/m3.

Particulate Matter (size less than 2.5µm) or PM2.5: The 24 hourly PM2.5 concentration

varied between 63.0 µg/m3 to 108.3 µg/m3 in the project road section. The highest mean

value recorded at Mardi Sangavi village at Km 34.600 of NH-211 was 108.3 µg/m3, which is

higher than National Ambient Air Quality Standards i.e. 60 µg/m3.

The dryness of the areas, semi arid conditions and loose dust particles along the project

corridor caused higher concentration of PM10 and PM2.5.

Sulphur Dioxide (SO2): The SO2 levels were quite low than the National Ambient Air

Quality Standards at all locations i.e. 80 g /m3. The SO2 levels in ambient air varied between

6.4 g /m3 and 7.6 g /m3 in the project road section.

Oxides of Nitrogen (NOx): The highest mean value of NOx recorded at Solapur, Km

249.010 of NH-9 was 47.15 g /m3 while the lowest mean value was recorded as 28.6 g /m3

at Osmanabad Bypass at Km 60.200 of NH-211. All the monitored values are well within the

national Ambient Air Quality Standards.

Carbon Monoxide (CO): The concentrations of CO in the atmosphere were found within

the prescribed limit of 2.0 mg/m3 under National Ambient Air Quality Standards at all the

monitoring locations. The CO concentration in ambient air varied between 1.722 mg/m3 and

2.72 mg/m3.

3.1.8 Water Quality:

Surface Water Quality:

To assess the surface water quality in and around the project area water samples were

collected from Ekruk lake, water tank at Tamalwadi, and water tank at Km 75.600 in Solapur-

Yedshi section of NH-211. Table 3.7 provides the description of the surface water sampling

locations and their sources while the results are presented in Table 3.8.

Table 3.7: Surface Water Sampling Locations

S. No. Station Code Location/Source Chainage (Km)

1. SW-1 Eruke Lake 3.500

2. SW-2 Water Tank at Tamalwadi 26.500

3. SW-3 Water Tank 72.200



Maharashtra

EIA REPORT

3-17

Figure 3.5: Surface and Ground Water Sampling Locations along the Project Road



Maharashtra

EIA REPORT

3-18

Table 3.8: Surface Water Quality of different surface water body along the Project Road

Sl No. Water Quality Parameters Unit

Surface Water Monitoring Locations

Eruke lake

@ Km 3.500

Water Tank at Tamalwadi

@ Km 26.500

Water tank

@ Km 72.200

SW-1 SW-2 SW-3

1. pH 7.80 8.12 8.05

2. Temperature, 0C 24.9 24.8 25.0

3. Turbidity NTU 4 2 6

4. Colour Hazen <5.0 <5.0 <5.0

5. Odour Unobjectionable Unobjectionable Unobjectionable

6. Conductivity at 250C in ms/cm 336 298 381

7. Total Suspended Solid (TSS) mg/L 4 4 6

8. Total Dissolved mg/L 212 188 240

9. Total Hardness (as CaCO3) mg/L 184 128 200

10. Dissolved Oxygen mg/L 5.6 5.8 5.1

11. Biochemical Oxygen Demand (for 3 days at 270 C) mg/L 2 1 2

12. Chemical Oxygen Demand mg/L 7.88 4.01 7.88

13. Chloride as Cl mg/L 15.08 15.08 7.54

14. Sulphate (as SO4) mg/L 9.09 4.39 5.76

15. TKN mg/L ND ND ND

16. Nitrate (as NO3) mg/L 0.54 0.47 0.84

17. Ammonia, mg/L

18. Iron (as Fe) mg/L 0.14 0.11 0.16

19. Cadmium (as Cd) mg/L <0.01 <0.01 <0.01

20. Chromium (as Cr) mg/L <0.01 <0.01 <0.01

21. Copper (as Cu) mg/L <0.01 <0.01 <0.01

22. Mercury (as Hg) mg/L <0.01 <0.01 <0.01

23. Lead (as Pb) mg/L <0.01 <0.01 <0.01

24. Zinc (as Zn) mg/L <0.01 <0.01 <0.01

25. Fluoride (as F mg/L 0.28 0.40 0.48

26. Arsenic mg/L <0.01 <0.01 <0.01

27. Manganese mg/L <0.01 <0.01 <0.01



Maharashtra

EIA REPORT

3-19

Sl No. Water Quality Parameters Unit

Surface Water Monitoring Locations

Eruke lake

@ Km 3.500

Water Tank at Tamalwadi @ Km 26.500

Water tank

@ Km 72.200

SW-1 SW-2 SW-3

28 Magnesium mg/L 19.44 13.61 16.52

29. Phenolic Compounds mg/L <0.001 <0.001 <0.001

30. Borone mg/L 0.10 0.06 0.12

31. Surfactants mg/L <0.01 <0.01 <0.01

32. Phosaphate as PO4 mg/L <0.004 <0.004 <0.004

33. Sodium mg/L 36.2 32.5 46.3

34. Potassium mg/L 2.0 1.8 1.9

35. Calcium mg/L 41.68 28.85 52.90

36. Total Coliform Organism (MPN)/100 ml <2.0 <2.0 <2.0

37. Faecal Coliforms /100 ml Absent Absent Absent





EIA REPORT

3-20

The physico-chemical analysis of water samples was compared with surface water quality

standards as per IS: 2296. The data analysed revealed that general quality of water in all the

locations are good and the water quality conforms to the Criteria C of Surface water quality as

prescribed by the Central Pollution Control Board. All the measured parameters were observed

well within the prescribed limit of water quality standards.

Groundwater Quality:

The water table varies between 6 m to 20 m below ground level in the project area. There are

some ground water resources identified in the project corridor. A number of tube wells, open

wells and hand pumps are located along the project roads within corridor of impact. These are

used for drinking, domestic and commercial purposes. Water samples from Surface water

source and ground water source at different locations were monitored along the project. The

ground water quality survey conducted by the Central Ground Water Board reveal that shallow

aquifer potability of ground water is affected mainly by localised nitrate contamination whereas

deeper aquifer is affected by fluoride contamination around the study areas. However overall

the groundwater quality is good for irrigation purpose.

Keeping in view the importance of ground water, four ground water samples were taken from

hand pumps and bore well to assess the groundwater quality within the project area. Table

3.9 provides the description of the ground water sampling locations and their sources while the

results are presented in Table 3.10.

Table 3.9: Ground Water Sampling Locations

S. No. Station

Code Location/Source Chainage (Km)


1. GW-1 Tuljapur 40.00

2. GW-2 Osmanabad 60.200

3. GW-3 Yedshi 81.000


1. GW1 Solapur, Hand Pump (HP) 249.020

The physico-chemical analysis of water samples was compared with water quality standards as

per BIS (IS:10500:1991). The result shows that the total dissolved solid varies from 142 mg/l

to 2500 mg/l, well within the permissible limits as per drinking water standard (IS-10500),

except bore well at Sadashivpet, which is 2500 mg/l. pH varies from 6.05 to 7.86. The other

parameters are within the drinking water limits.



Maharashtra

EIA REPORT

3-21

Table 3.10: Ground Water Quality at Different Locations along the Project Road

S No.

Water Quality Parameters Unit

Ground Water Sampling Location

Solapur-Yedshi section of NH-211 Km 249.000 to Km

255.000 of NH-9

Tuljapur Osmanabad Yedshi Solapur

1. pH 7.20 7.56 7.45 7.07

2. Temperature, 0C 24.9 24.8 25.0 29

3. Turbidity NTU 12 10 14 1.42

4. Colour Hazen <5.0 <5.0 <5.0 <1.0

5. Odour Unobjectionable Unobjectionable Unobjectionable Unobjectionable

6. Conductivity at 250C in ms/cm 1358 1470 1566 1474

7. Total Suspended Solid (TSS) in mg/L 6 12 10 9.3

8. Total Dissolved Solids in mg/L 856 926 986 1100

9. Total Hardness (as CaCO3) in mg/L 460 424 448 54.88

10. Dissolved Oxygen in mg/L 5.6 6.6 5.2 5.9

11. Biochemical Oxygen Demand (for 3 days at 270 C)

in mg/L 2 1 1 < 2.0

12. Chemical Oxygen Demand in mg/L 7.88 4.01 4.01 4.2

13. Chloride as Cl in mg/L 236.23 229.29 239.71 23.3

14. Sulphate (as SO4) in mg/L 52.36 61.25 58.56 204.95

15. TKN mg/L ND ND ND < 0.3

16. Nitrate (as NO3) in mg/L 0.72 0.89 0.68 4.32

17. Ammonia mg/L <1.0 <1.0 <1.0 < 0.1

18. Iron (as Fe) in mg/L 0.26 0.18 0.20 < 0.05

19. Cadmium (as Cd) in mg/L <0.01 <0.01 <0.01 < 0.002

20. Chromium (as Cr) in mg/L <0.01 <0.01 <0.01 <0.01

21. Copper (as Cu) in mg/L <0.01 <0.01 <0.01 < 0.02

22. Mercury (as Hg) in mg/L <0.01 <0.01 <0.01 <0.001

23. Lead (as Pb) in mg/L <0.01 <0.01 <0.01 <0.005

24. Zinc (as Zn) in mg/L <0.01 <0.01 <0.01 <0.02

25. Fluoride (as F) in mg/L 1.10 1.06 1.16 <0.1

26. Arsenic in mg/L <0.01 <0.01 <0.01 <0.01



Maharashtra

EIA REPORT

3-22

S No.

Water Quality Parameters Unit

Ground Water Sampling Location

Solapur-Yedshi section of NH-211 Km 249.000 to Km

255.000 of NH-9

Tuljapur Osmanabad Yedshi Solapur

27. Manganese as Mn mg/L <0.01 <0.01 <0.01 <0.02

28 Magnesium as Mg mg/L 52.49 46.66 45.69 77.37

29. Phenolic Compounds in mg/L <0.001 <0.001 <0.001 <0.001

30. Boron, as B mg/L 0.16 0.08 0.13 <0.5

31. Surfactants, mg/l <0.01 <0.01 <0.01 <0.02

32. Phosaphate as PO4 in mg/L <0.004 <0.004 <0.004 <0.15

33. Sodium as Na mg/L 186.2 205.3 198.6 80

34. Potassium as K mg/L 3.2 3.5 3.1 2.2

35. Calcium as Ca mg/L 97.79 92.98 104.20 88.99

36. Total Coliform Organism (MPN)/100 ml <2.0 <2.0 <2.0 30

37. Faecal Coliforms / 100 ml Absent Absent Absent Absent



from Solapur to Yedshi section of NH-211 from Km 0.000 to Km

100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra

EIA REPORT

3-23

3.1.9 Ambient Noise Level

The predominant activities along the project road stretch are mainly agricultural and built up

areas. To determine the ambient noise level along the project road six monitoring locations

were identified along the project road considering the equal distribution of project road length

and land use pattern along the project road. The data were collected during the month of

November 2011. The noise levels were monitored continuously for 24 hours with one-hour

interval by using Data Logger Noise Meter. Noise level was measured in the form of Leq, Lday,

Lnight. Table 3.11 provides the description of the ambient noise monitoring locations along with

area/class, while the summary of monitored ambient noise results for LDay and LNight is

presented in Table 3.12.

Table 3.11: Ambient Noise Monitoring Locations along Project corridor

S. No. Location Chainage (Km) Type of Land use


1. Huglur 5.500 Residential/Primary school

2. Tamalwadi 17.800 Residential area

3. Tujapur bypass 40.000 Hospital,sachool,Residetial area

4. Osmanabad 60.100 B.A.M.S College

5. Yedshi bypass 80.900 Residential &Mixed area


1. Solapur 249.010 Residential, commercial and mixed

Table 3.12: Summary of Ambient Noise levels along Project Corridor

S. No. Location Chainage

(Km) Type of Land use

LDay LNight

Obs. 1 Obs. 2 Obs. 1 Obs. 2


1. Huglur 5.500 Residential/Primary

school 60.4 65.1 54.2 56.9

2. Tamalwadi 17.800 Commercial &

Mixed use 65.6 68.3 56.0 57.6

3. Tujapur by pass Rural 72.6 71.3 62.7 66.6

4. Osmanabad 60.100 Residential Mixed

use 68.7 72.1 63.2 64.7

5. Yedeshi by pass 80.900 Residential &

Mixed use 63.4 69.8 58.6 54.5


1. Solapur 249.010

Residential,

commercial and

mixed

72.0 73.7 69.1 70.8

Standard 65.0 55.0

The noise level monitored along the highway along all the major settlement exceeded the

maximum permissible noise level for residential areas but was within the permissible level for




EIA REPORT

3-24

industrial and mixed areas in both the sections. The daytime equivalent noise level varied

between 60.4 Leq dB(A) to 73.7 Leq dB(A) and nighttime equivalent noise level varied between

54.2 Leq dB(A) to 70.8 Leq dB(A). The congested urban builtup area experience high noise

level due to commercial activities of the area and traffic congestion.

3.2 Natural Environment

3.2.1 Forests

The project area is devoid of any significant vegetation of forests. The district wise forest

coverage is very low in the concern districts under which the project stretches fall. Both the

districts have less than 1% per their geographical area under forest. The details are provided in

Table 3.13

Table 3.13: District-wise Forest Coverage (in sq Km)

District/

State

Geographi

cal Area

Very

Dense Forest

Moderately

Dense Forest

Open

Forest

Total % of

Geographical area

Solapur 14895 0 8 39 47 0.32

Osmanabad 7569 0 3 40 43 0.57

Maharashtra 307713 8736 20815 21095 50646 16.46

Source Forest Survey of India Status Report, 2011

3.2.2 Forests along Project Stretch

Generally open shrubs are present apart from the agriculture fields along the project stretch. A

total length of 0.515 Km of project road section encounters forest areas but no land will be

acquired. The forest location along the project stretch is depicted in Table 3.14.

Table 3.14: Forests located along the Project Corridor

Sl. No. Forests Chainage (Km) Length

(Km)

Location with Respect

to Center line From To

1. Reserved Forest 14.000 14.515 0.515 RHS

No significant wild life animals are reported from the site. The faunal population mainly

constituted by domesticated animals like cows, ox, buffalo, goats, sheep, pigs, dogs, etc.

There is no any endangered plant or animal species reported from the project area.

3.2.3 Ecologically Protected Area:

The project does not pass through any National Park, Wildlife Sanctuary or Tiger Reserves.

However the project section falls within 10 Km radius of the boundary of two Wildlife

Sanctuaries, namely Yedshi-Ramling Wildlife Sanctuary and Great Indian Bustard Wild Life

Sanctuary.

Yedshi-Ramling Wildlife Sanctuary:

The proposed Yedshi Bypass section of Solapur-Yedshi falls within 10 Km radius of the

Yedshi-Ramling Wildlife Sanctuary. The Outer north eastern boundary of the Yedshi Ramling

Wildlife Sanctuary is located at a distance of 250 m from proposed Yedshi Bypass in Solapur-

Yedshi section of NH-211. The location map of project section with respect to Yedshi Ramling

Wildlife Sanctuary is enclosed as Figure 3.6. The Yedshi Ramling Wildlife Sanctuary is

located at 18° 18' 59.08" N 75° 55' 2.12" E. The area has dry deciduous forest with stunted




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3-25

tree growth and mainly thorny species. Major tree species are Dhawda, Salai, Babuldhaman,

Apta, Sitaphal, Hiwar, Bor, Khair etc. Shrubs include Karwand, Lantana etc. Also trees like

Arjun, Teak, Sandal, Bel, Dikamals are found. Grasses include shedya, mavvel, Kusali etc.

Chinkara, Hyena, Wolf, Wild bear, Fox, Black duck, Hares, Peacock has major dominance in

number. So far more than 100 species of birds have been recorded. As per discussion with

the Wild life Department it was revealed that the core area of the wildlife Sanctuary is about

5 km away from the project stretch. Moreover urban settlement area has already extended

on the north eastern fringe of the Sanctuary. Due to human interference on this side, no

wildlife is spotted along this area. The project will not encroach upon the wildlife Sanctuary

area, however since the project falls within 10 Km radius of the Wildlife Sanctuary, the

project would require No Objection from Wildlife Board.

Great Indian Bustard Sanctuary:

The Great Indian Bustard Sanctuary is situated in Solapur District. The Great Indian Bustard

Sanctuary was declared in 1979 with an area of 8496.44 sq.kms with an objective to

conserve the critically endangered Great Indian Bustard (Ardeotis nigriceps) which is listed

under Schedule-I species of Wildlife Protection Act, 1972. The wildlife Sanctuary area is

constituted of grassland and open shrubby vegetation. Tree plantation has also been carried

out by the forest department in certain pocket of the forest area. The plant species found in

the sanctuary area are Acacia nilotica trees and Cassia auriculata bushes. Plantation of tree

species have been done predominantly with Gliricidia sepium and Azadirechta indica species.

Prominent grasses are Aristida funiculate, Aristida stocksii, Chrysopogon fulvus, Heteropogon

contortus, Lodhopogon tridentatus, Melanocenchris jacquemontii. Weeds like Hyptis

suaveolens and Lantena camera are also observed within the Sanctuary area.

Most sightings of bustards are seen at pure grassland areas, and no bird is recorded in dense

woodlots. Bustards prefer wide open short grass plains and open scrubland with scattered

trees.Great Indian Bustards mostly prefer open grasslands and farmlands Maharashtra is one

of the six states where the Great Indian Bustards are still seen Four species of bustards have

been given the highest degree of protection by placing them in Schedule I of the Indian

Wildlife (Protection) Act 1972.

Other than Great Indian Bustard, there are the near threatened Painted stork, Darter,

Oriental White Ibis and Pallid Harrier. The Kumbhari reservoir situated in the area adjoining

Gangewadi has breeding colonies of Painted stork, Eurasian Spoon-bill, Little Cormorant and

Oriental White Ibis. The percolation tank inside Gangewadi is a foraging site for these birds

during breeding.

Also, ten species of mammals like wolf, Indian fox, jackal, Black-naped hare, Jungle cat,

blackbuck, antelope, common mongoose, Indian pangolin, wild boar and squirrel have been

found here. In the reptile category, seven species include Fan-throated lizard, common

garden lizard, common skink, common rat snake, Rusell's viper, Indian monitor lizard, have

also been found here. The location of project section with respect to the rationalized wild life

area is presented in Figure 3.7.




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3-26

Figure 3.6: Yedshi Ramling Sanctuary with respect to Project Road




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3-27

Figure 3.7: Rationalization Map of the Great Indian Bustard Wildlife Sanctuary and the

Proposed Project Road

3.2.4 Road Side Plantation:

Mainly single row of tree plantation is observed all along the project road. The predominant

tree species are Babool (Acacia nilotica), Neem (Azadirachta indica), Siris (Albizia lebbeck),

Goldmolar (Delonix regia) and Shisam (Dalbergia sissoo), etc. The tree inventory showed that

a total number of 13315 of variable girth class are located within the proposed ROW. These

trees are likely to be affected will require to be felled due to the proposed project. Effort will

be made to minimise the tree felling by restricting tree felling within the formation width only.




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3-28

The species wise and girth-wise classification of tree species within the proposed ROW is

presented in ANNEXURE 3.2. The roadside trees are moderate in number. In majority of

sections per kilometer trees distribution are less than 130 in numbers including both side of

the existing road.

The girth wise distribution of roadside trees is presented in Figure 3.8. The analysis of

distribution of girth class indicates that majority of affected trees fall under Girth class of

30Cm-60Cm followed by 60cm -90 cm and 90cm-120 cm.

Figure 3.8: Percent distribution of Affected Trees in different Girth Class (cm) along

Project Road Section

3.3 Socio-economic Environment

The Solapur-Yedshi section of NH-211 passes through two districts namely Solapur and

Osmanabad district in Maharashtra. This section traverses 47 villages, out of which 11

villages are in Solapur district and rest 36 villages in Osmanabad district. The road section

from Km 249.000 to Km 255.000 of NH-9 passes through only 1 village. The list of villages

along the project stretch is presented in Annexure - 3.3.

3.3.1 Demographic Profile

Solapur & Osmanabad Districts

Demographic profile has an important bearing on the development process. According to the

2001 census, the total population of Solapur and Osmanabad district were 3849543 and




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3-29

1486586, respectively. As per provisional Census 2011 data the population has increased to

4,315,527 persons in Solapur district and 1,660,311 in Osmanabad district. Both the districts

recorded decadal growth of 11.69 percent in Osmanabad district and 12.10 percent in

Solapur district as compared to district population in the year 2001. Both the districts showed

lower population growth rate than the state’s decadal growth rate of 15.22%. The urban

population constitutes only 16.96% whereas the rural population constitutes 83.04% of

Osmanabad district’s total population as per 2011 census compared to 15.7% urban and

84.3% rural population as per 2001 census. The urban population were recorded to 32.40%

of total population in Solapur district which is higher than 31.8%, recorded in 2001 census.

The number of households as per 2001 Census in Solapur and Osmanabad district is 735092,

2,33033 respectively.

The initial provisional Census 2011 data suggest a population density of 219 persons per Sq

Km in Osmanabad district as compared to 196 persons per sq Km in 2001. The same

recorded to be 290 persons per sq Km in 2011 compared to 258 persons per sq Km of 2001

census for Solapur district. The Sex ratio for both Solapur and Osmanabad districts is 935

and 932 females per 1000 male which is more than the state’s sex ratio 922 as per 2001

census report.

With regards to Sex Ratio in both the concern districts, it lowered in 2011 compared to their

sex ratio in 2001 census which is opposite to the pattern of change in sex ratio of

Maharashtra state which showed increase in sex ratio to 925 females per 1000 male in 2011

compared to the figure of 922 in 2001. The Osmanabad district stood at 920 per 1000 male

compared to 2001 census figure of 932 whereas Solapur district stood at 932 per 1000 male

compared to 2001 census figure of 935. Both the districts showed higher sex ratio in urban

population compared to rural population as per provisional 2011 census data. The sex ratio in

urban population were recorded to 930 females per 1000 male in Osmanabad district

whereas the same was recorded to 966 for Solapur district. The sex ratio in rural population

was recorded to 918 and 916 in Osmanabad and Solapur districts, respectively.

Average literacy rate of Solapur in 2011 were 77.72% compared to 71.25% of 2001. If things

are looked out at gender wise, male and female literacy were 86.35% and 68.55%

respectively. For 2001 census, same figures stood at 81.99% and 59.84% in Solapur District.

The Osmanabad district showed similar pattern of change in literacy rate. The average

literacy rates of Osmanabad in 2011 were 76.33% compared to 69.02% of 2001. The

gender-wise literacy rates in Osmanabad district were 85.31% for male and 66.67% for

female. For 2001 census, same figures stood at 80.42% and 56.89% in Osmanabad District.

3.3.2 Land Use Pattern

Land use and land cover classification within 15 Km radius of the project stretch has been

carried out with the help of multidate remote sensing data from various satellite platforms

to suit the nature of application. The satellite imagery collected from NRSA, Hyderabad to

process and analyse the land use within the study area. In context with deriving the land

cover & land use, multidate remote sensing data was used to classify the different land




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3-30

cover in the study area. In the present case data for 2008, 2009 and 2010 years LISS-III

satellite imagery data was used to generated the land cover classification. The classification

has been performed using unsupervised classification and using the SOI toposheets and

ground truth data obtained from field visits. The landuse map generated by using satellite

image is presented in Annexure 3.4. The result shows that the land use pattern of the

project area is mainly agricultural fallow land followed by waste land, settlements,

commercial and industrial area. The Area Statistics of different land cover within 15 Km

radius of the project stretch is presented in following Table 3.15:

Table 3.15: Area statistics of Different Land Cover within 15 km Radius of the Project Stretch

Sr. No. Land Use Class name Solapur-Yedshi Section of NH-211

Area sq km % of Total

1 Urban 19.57 0.56 %

2 Sub Urban 22.86 0.66 %

3 Villages 24.69 0.71 %

4 Industrial 6.21 0.18 %

5 Waste/Open land 2074.50 59.54 %

6 Double crop 0.00 0.00 %

7 Forest 13.56 0.39 %

8 Agrilcultural fallow 1249.48 35.86 %

9 Water 68.92 1.98 %

10 Seasonal Water 0.72 0.02 %

11 River 3.46 0.10 %

12 Airport 0.21 0.01 % Total Area (Sq Km) 3484.17

3.3.3 Agriculture Pattern

The predominant landuse along the project stretch is agriculture. Both Kharif and Rabi

agriculture is practiced in both the districts. The early monsoon crops are called kharif and

the late monsoon crops as rabi. The kharif season starts in June-July and ends in September-

October. The rabi season opens in November and ends in March. Both the district have more

cultivated land under kharif than rabi crops. The kharif crops grown comprise mainly kharif

millet, groundnut, tur and mung while rabi Crops include the cultivation of wheat, rabi jowar,

gram and linseed. Thus jowar is grown in both the seasons. The major cash crop grown in

the study area is cotton and sugarcane.

3.3.4 Industries

Along the project stretch 3 industrial establishment are located along Solapur-Yedshi section

of NH-211. They are small scale industries. A list of industrial establishment along the project

corridor is presented in Table 3.16

Table 3.16: Industrial establishment along the project corridor

Sl. No. Chainage Industrial Establishment

Solapur-Yedshi Section of NH-211

1 Km 7.900 Cement Pipes Factory




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3-31

Sl. No. Chainage Industrial Establishment

2 Km 16.900 Katare Spinning Mills

3 Km 20.500 Balaji Amines Ltd.

3.3.5 Educational Institutions/ Health Centre

Since the Educational institutions and hospitals constitute sensitive receptor from the

environmental angle it is important to study these features in the project vicinity to include

them in environmental management plan. A list of such features is presented in Table 3.17

Table 3.17: List of Institutions/Hospitals along the Project Corridor

Sl.

No.

Educational

Institutions/Hospitals

Chianage (Km) Location with respect to

Centreline Existing Proposed


1 Govt. School 5.700 5.400 LHS

2 School 34.650 34.500 RHS

3 School 51.850 50.700 RHS

4 School 51.900 50.750 RHS

5 School 50.950 50.800 RHS

6 Engineering College 57.750 56.600 RHS(Outside Proposed ROW)

7 Govt. Polytechnique 59.550 58.400 LHS(Outside Proposed ROW)

8 Engineering College 59.950 58.800 LHS(Outside Proposed ROW)

9. Gyanandyog Mahavidyalaya 95.450 95.500 LHS (Outside the Proposed

ROW)


1 Madarsha 250.750 250.750 LHS

2 Madarsha 252.050 252.050 LHS



EIA REPORT

ANNEXURE 3.1

Morning time Monthwise Wind-Rose at Solapur for period of 1988-2005 (Source IMD, Solapur)



EIA REPORT

Evening time Monthwise Wind-Rose at Solapur for period of 1988-2005 (Source IMD, Solapur)



EIA REPORT

Morning time Monthwise Wind-Rose at Osmanabad for period of 1976-1990 (Source IMD,

Osmanabad)



EIA REPORT

Evening time Monthwise Wind-Rose at Osmanabad for period of 1976-1990 (Source IMD,

Osmanabad)

ANNEXURE 3.2

30-60 60-90 90-120 120-150 150-180 180-210 >210 30-60 60-90 90-120 120-150 150-180 180-210 >210

1 Accacia Accacia siamea 11 0 1 7 2 0 0 0 0 1 0 0 0 0 0

2 Alstonia Alstonia scholaris 32 1 11 4 2 0 0 0 4 5 2 1 0 2 03 Amla Emblica officinalis 21 1 0 1 0 0 0 0 13 3 1 2 0 0 04 Anar Punica Granatum 12 2 0 0 0 0 0 0 3 2 3 1 0 0 15 Arandi 41 5 0 1 0 0 0 0 35 0 0 0 0 0 06 Ashok Polyalthia longifolia 1622 22 5 1 0 0 0 0 567 264 366 319 40 20 187 Babool Accacia nilotica 1489 410 190 596 92 32 35 29 81 13 8 1 1 1 08 Badam Prunus amygdalus 353 93 21 9 0 0 0 2 24 4 9 13 4 14 1609 Bargad Ficus bengalensis 116 10 6 14 5 7 13 59 2 0 0 0 0 0 010 Bel Aegle marmelos 113 1 0 2 0 0 0 0 78 22 8 1 0 1 011 Ber Zizypus jujuba 128 80 15 15 0 2 0 0 14 2 0 0 0 0 012 Cane 8 1 1 0 0 0 0 0 4 0 1 1 0 0 013 Cherry Prunus sps. 11 3 0 0 0 0 0 0 7 0 1 0 0 0 014 Chikko Manilkara zapota 54 23 1 4 0 0 0 0 19 7 0 0 0 0 015 Coconut Cococ nucifera 212 23 27 47 11 2 1 8 23 13 27 18 9 3 016 Eucalyptus Eucalyptus sps. 2435 377 181 120 32 8 4 2 1100 326 163 110 8 2 217 Gulmohar Delonix regia 612 112 49 39 18 6 3 2 152 193 27 6 2 2 118 Gular Ficus glomerata 13 3 2 3 1 0 0 0 3 0 1 0 0 0 019 Imli Tamarindus indica 125 22 10 8 13 50 2 8 5 5 2 0 0 0 020 Jamun Eugenia jambolana 137 17 2 5 3 0 0 3 38 22 18 6 1 4 1821 Jungle Jalebi Pithecellobium dulce 77 38 13 9 2 2 0 0 5 3 2 0 0 0 322 Kachnar Bauhinia purpuria 32 2 0 0 0 0 0 0 21 3 4 2 0 0 023 Kadam Neolamarckia cadamba 3 2 0 0 0 0 0 0 0 1 0 0 0 0 0

24 Kahua 4 1 0 0 0 0 0 0 2 1 0 0 0 0 025 Kaneli 6 1 0 1 0 0 0 0 2 2 0 0 0 0 026 Semal Bobax Ceiba 2 1 0 0 0 0 0 0 0 0 1 0 0 0 0

27 KathalArtocarpus

heterophyllus 13 1 0 0 0 0 0 0 0 4 7 1 0 0 0

28 Khajoor Phoenix dactylifera 129 2 5 1 0 0 0 0 60 45 12 3 1 0 029 Kikar Acacia arabica 70 28 7 5 2 0 1 1 7 9 4 3 1 2 030 Lisodha Cordia dichotoma 48 25 5 4 2 1 0 3 6 1 1 0 0 0 031 Lemon Citrus sps. 84 4 0 0 0 0 0 0 44 11 4 8 1 3 932 Mahua Madhuka indica 8 1 0 1 0 0 0 0 6 0 0 0 0 0 033 Mango Mangifera indica 856 49 15 15 3 2 2 7 482 126 97 30 10 5 1334 Nanduri 13 12 0 0 0 0 0 0 1 0 0 0 0 0 035 Neem Azadirachta indica 607 311 99 66 17 6 8 13 15 11 8 13 5 6 2936 Pakad Ficus infectoria 197 32 16 15 7 7 1 45 55 12 4 1 2 0 037 Palash Butea frondosa 69 23 1 1 0 0 0 0 9 6 7 7 1 3 11

38 Peepal Ficus religiosa 23 11 4 1 2 0 1 1 2 1 0 0 0 0 039 Papaya Carica papaya 5 2 1 0 0 0 0 0 2 0 0 0 0 0 040 Rubber Ficus elastica 11 6 2 1 0 0 0 0 0 0 1 0 1 0 041 Sagwan Tectona grandis 188 95 1 2 0 1 0 0 80 4 4 0 0 0 142 Sarifa Annona squamosa 43 12 2 5 0 1 0 2 16 3 2 0 0 0 0

43 Sehjan Moringa oleifera 100 27 7 3 2 3 0 1 27 20 9 0 1 0 044 Sheesham Dulbergia sissoo 356 153 97 72 22 4 3 4 0 0 1 0 0 0 045 Simal Bambax semal 802 1 1 0 0 0 0 0 392 265 126 13 2 1 146 Sinhora 14 6 5 0 0 0 0 0 0 0 1 2 0 0 047 Siris Albizzia lebbek 2009 509 321 202 23 7 9 9 476 216 126 75 12 10 1448 Supari Areca catechu 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0

13315 2561 1124 1280 261 141 83 199 3882 1626 1059 637 102 79 281

TREES TO BE AFFECTED FROM KM 0.000 TO KM 100.000 OF NH-211 AND KM 249.000 TO KM 255.000 OF NH-9

S. No. Species Common Name Total

TOTAL

Girth size (Cm)

RHS LHS

Girth size (Cm)


and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra

EIA REPORT

ANNEXURE -3.4

LIST OF VILLAGES ALONG SOLAPUR TO YEDSHI SECTION OF NH-211 FROM KM 0.000TO KM 100.000 AND FROM KM 249.000 TO KM 255.000 OF NH-9

FROM KM 0/000 TO 16/400 OF NH-9 (SOLAPUR DISTRICT)

Sl.

No.

District Taluk Police Station Name Of Village

1 1) Solapur (1) Solapur north Solapur Taluka Rural (1) Solapur

(2) Ekrukh

(3) Hipparge

(4) Haglur

(5) Taratgaon

(6) Raleras

(7) Honsal

(2) Solapur South (8) Ule

(9) Ule Wadi

(10) Kasegaon

(11) Gangewadi

FROM KM 16/400 TO 100/000 (OSMANABAD DISTRICT)

Sl. No.

Name of the District

Name of the Taluka Name of the Police Station

Name of the Village

1 Osmanabad (1) Tuljapur

(1) Tamalwadi (1) Tamalwadi

(2) Ganjewadi

(3) Suratgaon

(4) Magar Sanghvi

(5) Sangvi Kati

(6) Pangardarwadi

(7) Malumbra

(8) Masala Kh.

(2) Tuljapur (9) Sangvi Mardi

(10) Sarola

(11) Sindfal

(12) Dhekri

(13) Tuljapur

(14) Bori

(15) Kamtha

(2) Osmanabad

(3) Osmanabad Rural (1) Kawaldhara Tanda

(2) Bavi (Osmanabad)

(3) Palaswadi

(4) Jahagirdar Wadi



EIA REPORT

Sl.

No.

Name of the

District

Name of the Taluka Name of the Police

Station

Name of the Village

(5) Kathla Wadi

(6) Gad Dev Wadi

(7) Gad Deo Dari

(8) Kumal Wadi

(9) Alni

(10) Yedsi

(4) Osmanabad Urban (11) Wadgaon

(12) Shekapur

(13) Gaosud

(14) Raghuchiwadi

(15) Osmanabad

(16) Sanja

(17) Upla

(18) Shingoli

(3) Kalamb (5) Yermala (1) Wadgaon (Jagir)

(2) Chorakhali

(3) Yermala

FROM KM 249/000 TO 255/000 OF NH-9 (SOLAPUR DISTRICT)

Sl. No.

District Taluk Police Station Name of Village

1 Solapur (1) Solapur North (1) Solapur City

(Zodbavi Peth)

(1) Dahitane



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4-1

CHAPTER 4.0

POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION

MEASURES

In this chapter, potential environmental impacts, both bio-physical and socio-economic, are

assessed in terms of the direct and indirect nature of the impact, extent, duration and

significance. The level of assessment of each potential impact was based on the important

environmental issues identified in baseline environmental studies and the proposed

improvement and activities of the project.

The impacts of major infrastructure projects can be divided into two principal categories. First

direct impacts which result from physical presence of the facilities and the way they are

designed, built and operated. Second, indirect impacts, which stem from the construction and

economic activities surrounding construction and the induced development resulting from

improved access. These impacts occur in two main phases- Construction and operation.

Direct environmental impacts are those that are directly caused by road construction or

operation. During construction these impacts primarily occur within the road formation area

or immediately adjacent to it, and at ancillary sites such as quarries and workforce camp.

Direct construction impacts can include the loss of agricultural land damage to ecological

features such as land resources and water bodies, damage to manmade structures and

resettlement. During road operation direct impacts may include a reduction in air and water

quality.

Relatively small potential for negative impacts is generally envisaged for road widening and

upgrading project. Most of these negative environmental effects can be 'design out' at an

early stage through proper engineering designs, which will emphasize the contractors to

follow environmentally friendly construction methodology.

The construction activities will mainly be restricted to the proposed ROW along the entire

stretch except few locations where existing alignment is modified due to environmental or

social negative impacts and the temporary camp sites, quarry and borrow areas which are

the activities associated with the construction and are usually located beyond the right of

way. All the proposed construction activities will follow the current Indian and International

standards for highway engineering design. The potential environmental impacts are studied

as direct, indirect or cumulative effects on various environmental components.

The improvement of road have positive influence by virtue of better connectivity and

accessibility, low vehicle operating cost, quick access to marketing centers, educational and

medical facilities, improvement of way side amenities, enhancement of safety for the road

users as well as the population living in the vicinity of the highway, etc. and thus provide

tremendous opportunities of socio-economic development of the region. Besides these, the

negative environmental impacts due to the road development works can be correlated to the

loss of land and properties, deterioration of environmental quality (air, water, soil and noise)

and ecological degradation during various constructional works as well as during operational



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4-2

phase due to increase in traffic volume, change in land use pattern, landscape deterioration,

etc.

The road improvement project may influence various environmental components at different

stages of the project viz: Pre-constructional phase Constructional phase and Operational

phase. The impacts may be direct or indirect and may be beneficial or adverse with respect

to the environment. The major works associated with the construction phase mainly are site

clearance, Earth work in embankment, excavation, pavement and cross drainage works,

dumping of spoils and waste materials and other construction activities and associated works

like mobilization of constructional equipments, setting up of workforce camps, quarrying,

transportation and storage of materials, etc. These activities have potential impacts on

physical, biological as well as social environment. The impacts may be of short terms and

temporary or long terms and permanent. The likely impacts on various environmental

components have been described as follows:

4.1 IMPACTS DURING DESIGN/ PRE-CONSTRUCTIONAL PHASE

The major impacts during pre-construction and designing phase are related with the land

acquisition, since widening needs land area throughout the corridor. The present ROW is 30

m and acquisition of land will be needed where there is no adequate available ROW or where

there is proposal of correction of geometrics to accommodate the desired widening of the

road upto 4 laning as per specification. In such case loss of productive agricultural land,

private properties and business is anticipated. The major landuse along the project road is

agriculture, so the major share of land acquisition shall be from agriculture land.

4.1.1 Impact on Land Resources

The project involves widening of highway from existing 2 lane to standard 4 lane dual

carriageway configurations which require additional land beyond the existing carriageway.

The project road section of NH-211 between Solapur to Yedshi, two bypasses have been

proposed at Tuljapur and Yedshi having a length of 3.437 Km and 2.130 Km, respectively.

Apart from this at seven places, i.e. Ule, Suratgaon, Mulumbra, Kawaldara, Osmanabad and

Shingoli realignments / curve improvements have been proposed. The total length of thje

bypasses / realignments / curve improvements is 13142 Km. The available ROW at many

sections is not sufficient to accommodate the proposed widening and require additional land

width in those sections.

For widening of Solapur Yedshi section of NH-211 a total area of 323.995 Ha of land and for

Km 249.000 to Km 255.000 of NH-9, a total land of 18 ha. will be required for acquisition to

accommodate proposed widening beyond existing ROW as well as the proposed bypasses

and realignment.



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4-3

4.1.2 Impact on People due to land acquisition and properties

Impact of another issue after land acquisition envisaged during the pre-construction phase is

related to acquisition of various commercial and residential structures and displacement of

people. Such issues are described in details under Resettlement and Rehabilitation Report.

For widening of project road section a total number of 1252 structures (332 structures in

Solapur District and 920 structures in Osmanabad District) would be affected due to proposed

widening, realignment and bypasses either partially or fully. On account of such acquisitions a

total population of 4292 persons will be affected.

High social risk and a high social content characterize the proposed project. Initial studies and

experience indicate three broad categories of social and economic impacts due the proposed

project, which require mitigation measures. These are loss of assets, including lands and

houses; loss of livelihood or income opportunities and collective impacts on groups, such as

loss of common property resources.

Mitigation Measures:

A separate R&R policy has been framed after identified different category of

entitlement and benefits to each category to address the issues pertaining to the

Project Affected People and their rehabilitation & resettlement depending upon the

Entitlement.

The acquisition of land and private properties will be carried out in accordance with

the RAP and entitlement framework for the project.

Early identification of entitlement for Compensation and Advance planning of

Resettlement and Rehabilitation Action Plan to Compensate the Losses.

All the affected people will be compensated as per NPRR, 2007 before

commencement of Construction works and the cost of compensation will be finalized

by the Competent Authority and the Project Proponent will pay the compensation at

all the entitles persons through the Competent Authority.

It will be ensured that all R & R activities including implementation of Environment

Management Plan are completed before the start of work.

PIU has to ascertain that any additional environmental impacts resulting from

acquisition of land are addressed and integrated into the EMP and other relevant

documents.

The NHAI has appointed Competent Authority in each affected districts. The Competent

Authority is from District Revenue Department. The Competent Authority will assess the cost

of the losses and then decides the compensation for each properties and assets as well as



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4-4

identifies the affected persons as per records. The NHAI accordingly will pay the

compensation to the affected persons through the competent authority.

4.1.3 Impacts on Other Assets

In addition to the above details, few hand pumps, wells and water tanks will be affected due

to the proposed widening in both the project sections.

Mitigation Measures

All the affected hand pumps, wells and water tanks will be relocated at suitable locations

before commencement of construction activities.

4.1.4 Landuse Change

In order to accommodate the proposed alignment, some land will be acquired. The proposed

bypasses / realignments / curve improvements on the project sections of NH-211 further

require land acquisition for the designed highway section. This will cause diversion of land to

highway from current use. Acquisitions of some agricultural or some commercial land will be

needed for widening of the road to meet the design specification. As the land acquisition is

very limited along the entire project stretch beyond the existing ROW the severity of diversion

of other land would not be high. The widening section would involve only a small section of

agricultural land and thus the anticipated loss of productive agricultural land is not significant.

4.1.5 Religious, Common and Govt. Property Affected

A total number of 35 structures are likely to be affected due to proposed widening of Solapur-

Yedshi section out of which 13 structures are in Solapur district and rest 22 from Osmanabad

district. There are some Government and Common properties located along the project

stretch which will be affected due to the proposed widening.

Mitigation Measures

Required mitigation measures for land acquisition will be followed for acquisition. The PIU will

ensure that the religious structures are relocated before start of construction of road and the

idols/artifacts are relocated in the new structure before demolishing the structures falling in

Corridor of Impact. The relocation site for all these features will be finalized after discussion

with the user community and accordingly compensatory measures will be taken.

4.1.6 Impact on Utilities

Several types of utilities serving local and regional needs are falling under COI will need to be

relocated from their present position due to the proposed widening alignment. These services

are mainly electric poles, transformers, OFC lines, wells and bore wells and water supply

pipelines which may be required to be relocated at some locations. Such type of impacts due

to the widening of highways is inevitable.



EIA REPORT

4-5


All the utilities will be restored in advance prior to the start of construction works. The

required mitigation measures would be to instruct in advance the relevant owners of these

utilities to shift those before construction starts to avoid disruption of local services. The

Concessionaire will submit the details of such features falling within the alignment and inform

the PIU. It will be judicious for the PIU to assist the owners to get land for new locations.

4.1.7 Impact on Roadside Trees

The present project will have varying levels of impact on the roadside plantations throughout

the entire stretch of the road. This impact is viewed critical due to long duration required for

its reversal and sometimes it is irreversible. Roadside plantations not only provide a healthy

aesthetics to the road users but also provide shade and protect the users from harmful

effects of contaminants by absorbing them through vegetation canopy.

The tree inventory showed that a total number of 13315 trees of varying girth are located

within the proposed ROW. Impacts are likely to be affected due to the project. These trees

are likely to be affected and will require to be felled due to the proposed project. Effort will

be made to minimise the tree felling by restricting tree felling within the formation width only.

The baseline studies showed that there is no any endangered or rare tree species located

within the project area. The predominant tree species are Babool (Acacia nilotica), Neem

(Azadirachta indica), Siris (Albizia lebbeck), Goldmolar (Delonix regia) and Shisam (Dalbergia

sissoo), Teak (Tectona grandis), Jungle Jalebi etc.

Mitigation Measures

Permission of Roadside cutting will be obtained from the line department, i.e. Forest

Department.

All efforts will be made to preserve trees by restricting tree cutting within the

formation width. Special attention will be given for protecting giant trees, and locally

important trees (having cultural importance)

Compensatory plantation will be carried out along the space available within the

proposed ROW in the ratio of at least 3 times as much the trees are proposed to cut

as per Forest (Conservation) Act in consultation with local Forest Department

A general guideline for tree plantation will be followed as per IRC: SP: 21:2009 and

as per Tree Plantation Strategy given in Annexure-10.1

Median plantation has also been proposed. These plantation will not only compensate

the loss but at the same time will enhance the aesthetic along the highway and

enhance the pollution alleviation capacity of the area.

The avenue plantation programme will be promptly adopted to restore and further

enrich the loss of vegetation.



EIA REPORT

4-6

4.2 IMPACTS DURING CONSTRUCTION PHASE:

The construction phase, in general, has adverse influence on all the components of

environment. Most of these impacts are primarily due to negligent practices but are short

lived and reversible in nature. A proper care is essential to minimize the adverse impacts to

the possible extent to facilitate the restoration of the environment and can be discussed

under following sub-heads.

The standard road construction works involve are site clearance, excavation, filling of earth

materials and sub grade materials, laying of bituminous mixtures, handling of hazardous

materials like bitumen, diesel, etc, dumping of unusable debris materials, transportation of

materials from production site to construction site, and other constructional activities and

associated works like mobilization of constructional equipments, setting up of different

construction plants, setting up of workforce camps, quarrying, transportation of materials,

material storage etc. These activities have certain impacts of various magnitudes on different

components of environment. The anticipated impacts due to all these activities have been

described below:

4.2.1 Impact on Land Resources

Clearing and grubbing and excavation of the land within the extent of formation width of the

proposed alignment as well as the proposed bypasses are the primary activity to prepare the

bed for road construction. The excavation activity will lead into generation of excavated

materials which would mainly soil mixed with pebbles and rocks in the project area. Most of

these materials will be re-used as fill materials, aggregates and for construction of retaining

walls. However still about 10 percent of the excavated material will need to be disposed off

due to non-suitability for use in road fill materials. The disposal of debris materials in

haphazard manner will not only hamper the aesthetic look of the area but at the same time

they are potential contaminant for the surrounding land.

Some land would be needed to establish site offices and construction camps, worker/labour

camps. These will require temporary land acquisition for a short period. Substantial amount

of land would also be required for extraction of borrow materials.

For fulfilling the requirement of soil and aggregates certain land acquisition will be required

followed by excavation of that land area. Such type of activity can lead into disfiguration of

topography of the area. Water stagnation in the borrow pit provides ideal breeding sites for

mosquitoes and thereby can spread malaria and dengue if borrow pit is not properly

managed. Pits near settlements can pose health risk.

Table 4.1 indicates the quantity of materials required for construction. From the table it can

be inferred that Substantial amount of land would also be required for extraction of borrow

materials. A total quantity requirement of soil is 27,00,000 cum soil for widening of project

road section. The sand requirement would be 62,950 cum and aggregate requirement will be

37,85,000 cum. For fulfilling of requirement of soil and aggregates certain land acquisition

will be required followed by excavation of materials from that land area. Such type of activity



EIA REPORT

4-7

can lead into disfiguration of topography of the area to minor extent. Water stagnation in the

borrow pit provides ideal breeding sites for mosquitoes and thereby can spread malaria and

dengue if borrow pit is not properly managed . Pits near settlements can pose health risk.

Table 4.1: Material Requirement for Construction for Different Project Sections

Further haphazard cutting near water courses will result into soil erosion and siltation to the

nearby water bodies.


The Construction camps will be located preferably on barren land and sufficiently

away from settlements and water bodies.

The Construction camp will be provided with necessary sanitation arrangements and

basic facilities.

After dismantling of Camp the natural condition of the land will be restored.

No scare will be left unattended after excavation activity.

The Borrow area will be located preferably on barren land or unirrigated land.

The Borrow pits will not be dug within 800 m of town or village settlement or within

ROW

After excavation is over, the borrow area will be suitable rehabilitated either by

backfilling it of by dressing the sides of the borrow pit to create slope consistent to

the adjoining land.

Where pit can be developed as water recharging pond depending upon the terrain of

the area

Proper reclamation of pits will be done

Cut face of the pit will be merged with the slope of the adjoining terrain

Bottom of the pits will be graded towards natural outfalls to prevent water

accumulation

The reclaimed area will be seeded to provide grass coverage.

Quarrying of metal will be done only at licensed quarry and the area will be suitable

rehabilitated after quarrying is over.

The borrow areas and stone quarry site can be operated and managed as per

guidelines provided in Annexure 10. 2 & Annexure 10.3, respectively.

S. No. Type of Material Required Quantity Source

1 Soil 27,00,000 cum Nearby Borrow Areas

2 Sand 62,950 cum Sand Quarry

3 Cement : 50,359 MT Authorised vender at Local level

4 Aggregates: 37,85,000 cum Approved Quarry sites

5 Bitumen 31,357 MT Authorised Venders

6 Steel : 8,200MT Authorised vender at Local level

7 Bricks: 2,00,000 Pcs. Local Venders



EIA REPORT

4-8

4.2.2 Impact on Soil

The site clearance process includes excavation and vegetation clearance which ultimately

induces vegetation loss as well as loss of top soil. Since vegetation clearance shall be

confined to the minimum area required for widening activities beyond the ROW, the area

affected would be very less. The activities associated with the site preparation and excavation

plus movement of vehicles and equipments can disturb the surrounding lands.

Contamination of Soil

Contamination of soil during construction stage is primarily due to construction and allied

activities. The sites where construction vehicles are parked and serviced are likely to be

contaminated because of leakage or spillage of fuel and lubricants. Pollution of soil can also

occur in hot-mix plants from leakage or spillage of asphalt or bitumen. Refuse and solid

waste from labour camps can also contaminate the soil. Contamination of soil during

construction might be a major long-term residual negative impact. Unwarranted disposal of

construction spoil and debris will add to soil contamination. This contamination is likely to be

carried over to water bodies in case of dumping being done near water body locations.

However, by following mitigation measures such as maintenance of vehicles and machines

and fuel refilling is carried out in a confined area can avoid contamination of soil to a great

extend. The provision for oil interception chamber is suggested in EMP for treating the waste

water generated from vehicle washing, refilling and maintenance areas. Fuel storage and

refilling sites should be kept away from cross drainage structures and important water bodies.

All spoils shall be disposed off as desired and the site shall be fully cleaned before handing

over. These measures are expected to minimise the impact on soil contamination.

Compaction of Soil

Compaction of soil may anticipate due to the movement of construction vehicles and heavy

machines. Thus regulation of movement of heavy equipments and vehicles shall be essential

to prevent this.

Mitigation Measure:

The excavation activities and vegetation clearance will strictly be limited to formation

width only.

All the usable excavated materials will be re-used as fill materials and aggregates.

Fill materials for the embankments are to be arranged from places located outside

ROW.

The movement of construction vehicles and equipments will be restricted to only

designated route.

Designated storage site for fill materials and adequate stockpiling to prevent erosion

and runoff related problem.

Construction of temporary berms, sediment basins, slope drains and use of

temporary mulches fabrics or other control measures necessary to control soil erosion

and sedimentation will be done at site



EIA REPORT

4-9

4.2.3 Impact on Water Resources

The proposed widening will result in increase of surface run-off. It will have adverse impact on

ground water recharging if measures are not taken during the design and construction of

longitudinal drainages.

The geological studies of the project area show water table 6-20 m below the surface. As the

depth of the ground water table is very high no adverse impact is anticipated on ground

water. Laying of pavement within the formation width may lead to reduction in the ground

water recharge capacity. But as the area involved in the road construction is very less, the

chances of this influence will be non-significant

The water and soil quality monitoring results revealed no contamination with vehicular

emission. Due to increasing traffic i.e. increasing emission, the adjoining soil and receiving

water bodies may get contaminated with vehicular emission and spillages.

Water Requirement for Construction:

As per assessment water requirement for construction and other purposes during peak period

would be about 460 cum/day. The detailed break up of water requirement is given in Table

4.2

Table 4.2: Water Requirement for Construction

S. No Purpose Water requirement (cum/day)

1 Road making 200

2 Bridge/Curing 50

3 Plant sites/ Dust Suppression 125

4 Drinking 5

5 Domestic & Other uses at Camp sites /

laboratory / construction sites / labour

camps etc.

80

TOTAL 460

The water demands for the construction work may pose severe stress on the public water

supply if the water for construction and allied activities are taken from the same source as the

project area is a water stressed area and water supply sources are limited.

The main source of water for construction and other related activities will be a mixture of

surface water source and ground water source. Most of the rivers and water tanks along the

project corridor are rainfed and contain water for a brief period. Surface water may be used

to meet the water requirement for the project. However groundwater may be used by

installing bore wells at different locations such at camp sites and plant sites. Separate water

supply arrangement for construction and allied works will be made in from ground

water/surface water source away from public water supply source so that there is no interfere

with the normal public water supply. The water for the construction will be taken after taking

prior permission from Competent Authority and comply with all the requirements of State

Ground Water Authority/ Irrigation Department. The Concessionaire will take all the measures

in order to minimize wwastage of water during the construction.



EIA REPORT

4-10

The baseline study indicate that the area along the project falls under safe to subcritical

zones in terms of ground water availability, usage and water balance and recharging capacity.

The estimated water requirement is for the entire project length and the abstraction of water

will not be confined to a single location but will be extended at different locations, therefore

pressure on a single aquifer will not be significant. The overexploited zone will be avoided for

abstraction of water for construction purpose.

The Source of water for construction shall be identified by the Concessionaire depending

upon the location of construction sites, construction camp and plant site locations in

consultation with line department and NHAI and will obtain all necessary statutory permits for

usage of water before start of abstraction of water.

Mitigation Measures

Longitudinal drains of sufficient capacity will be provided on both sides of the road to

accommodate increased run-off.

In urban stretches, the lined drains will be provided with cut in between to facilitate

ground water recharging. The cut will be made of granular coarse material, which will

increase the infiltration rate.

In rural stretches the unlined drains will be connected with ponds. New small ponds will

be dug if necessary. It will help in rainwater harvesting.

Rainwater Harvesting pits will be provided in consultation with Ground Water Boards at

an average interval of 500 m covering the entire project stretch including in new

proposed bypasses depending upon the water table status (The recharge pit can only be

provided at those locations where the water table is greater than 5 m deep) . The

schematic plan of rainwater harvesting is presented in Annexure 10.5. The

Concessionaire will have to collect the information about the water table and then

construct the rainwater harvesting pits which will be approved by the Engineer and PIU-

NHAI. The Concessionaire will submit completion after construction of rainwater

harvesting pits along with their details duly certifies by the Engineer and PIU-NHAI

The Contractor will arrange separate water supply arrangement for construction work and

will not interfere with the normal public water supply.

4.2.4 Impact on Water Quality

No permanent impact is anticipated on water quality due to the project. Construction activity

may temporarily deteriorate surface water quality near the alignment through increase in

turbidity as well as in oil and grease. These impacts are temporary in nature and will be

handled through the proposed mitigation measures:

All water and liquid wastes arising from construction activities will be properly

disposed off and will not be discharged into any water body without adequate

treatment.

Littering or unauthorized discharge will not be permitted.

Permission of the engineer and the concern regulatory authorities will be obtained for

disposal of the waste as the designated disposal point.

The stream course and drain will be kept free from dumping of solid wastes and

earth materials.



EIA REPORT

4-11

The construction materials and debris will be stored away from water bodies or

water ways and only on the designated sites along the construction zones.

4.2.5 Impact on Ambient Air Quality

The air quality parameter is the most common environmental feature, which is being affected

by any road improvement projects at different stages i.e. during constructional as well as

operational phase. The major indicators of Ambient Air Quality relevant to the road project

are the concentration of suspended particulate matters (SPM), Particulate matters of size less

than 10 µ (PM10), particulate matters of size less than 2.5µ (PM2.5), sulphur dioxide (SO2),

nitrogen oxides (NOx), carbon monoxide (CO) in the atmosphere. The majority of the air

pollutants are emitted from the traffic as there is no major activity along the project road

except for few small scale industries. The result of the measurement of these parameters in

the atmosphere along the project road showed that the concentration of these air pollutants

are well below the safe limit as prescribed for the National Ambient Air Quality laid by Ministry

of Environment and Forests, Government of India at all the places.

Significant amount of dust would be generated due to site clearance and excavation

activities, exhaust of mobile and stationary construction equipment, crushing plant, batching

plant, HMP, demolition, embankment and grading activities, transportation of earth materials

and dumping of spoils, which have potential deterioration of air quality during the process.

This can increase the localized concentration of fugitive during construction phase. During

asphalt preparation, operation of hot mixing plants needs burning of fuels that result into

release of significant amount of gaseous pollutants into the atmosphere like oxides of sulfur,

hydrocarbons and particulate matters. These are likely to deteriorate the air quality in general

and also cause occupational exposure in particular. These impacts are, however, temporary

one that will remain only upto the period of clearance and excavation processes. Besides this,

air quality deterioration is also expected at deposits and borrows sites, materials treatment

areas, quarries, access roads and the site where facilities provided for project workers due to

dust generation and gaseous pollutant emission. Additional vehicular emission is expected

during the mobilization of construction equipments, transportation of materials, etc. due to

the increased vehicular number at the project sites but that will be minor in extent as there

will not be significant increase in vehicle numbers.

The improper sanitation at work camps and waste disposal usually lead to odour problem.

Foul odour may also cause during laying of pavement. The abovementioned problems related

to the deterioration of air quality, however, will temporal in nature till the construction period

only. Further, the activities will not be confined to any one place rather, it will progressively

move along the ROW, so prolonged deterioration in air quality will not occur at any one site.

The minor volume of dust generated will cause a short-term localized problem through

settlements.



EIA REPORT

4-12

Mitigation measures:

Generation of Dust

Water will be sprayed during construction phase, in earth handling sites, asphalt

mixing sites and other excavation areas for suppressing fugitive dust.

Water sprinkling and transporting construction materials with tarpaulin coverage

duringthe construction stage.

During the sub-grade construction, sprinkling of water will be carried out on regular

basis during the entire construction period especially in the winter and summer

seasons.

In case fly ash is used, dust emission during its loading and unloading, storage at

open place and handling for road construction shall be suppressed by regular water

sprinkling.

Dust emission from stock piles of excavated material will be controlled either by

covering the stockpiled materials or water spraying over it.

Special attention will be given when working near educational institutions and health

centers and settlement areas.

As soon as construction is over all the surplus earth will be utilized properly all loose

earth will be removed from the site.

Mitigation measures for Plants & Equipments:

The Stone crusher plant, Hot mix plant and Wet Mix Plant will be located sufficiently

away from settlement towards downwind direction and will conform to the siting and

operation requirements under Environmental (Protection) Rules, 1986.

Proper management of all Plant sites having stone crusher unit, Hotmixplants,

Batchmix plant, stockyards.

All the vehicles used during the construction stage to have valid PUC certificate

Provision of effective air pollution control systems in stone crushers, Hotmix Plant,

Batchmix plants such as Dust containment cum suppression system for the

equipment, Construction of wind breaking walls along periphery of plant sites,

construction of the metalled roads within the premises, regular cleaning and wetting

of the ground within the premises, etc.

Gaseous Pollution

All the Construction vehicles and machineries will be regularly maintained to conform

to the emission standards stipulated under Environment (Protection) Rules, 1986.

Asphalt mixing /Stone Crusher plans should be located at list 800 m away from any

habitation or sensitive environmental site and at least 250 m away from highway

towards downwind direction.

All the DG sets will conform to the emission standards as stipulated under

Environment (Protection) Rules, 1986.



EIA REPORT

4-13

The workers working at asphalt mixing and subsequent application of asphalt mix on

road surface will be provided with heat resistant shoes and masks.

4.2.6 Impacts on Ambient Noise Level

Operation of heavy machineries; movement of heavy vehicles, stone crushing aggregate

mixing activities generates high noise increasing the ambient noise level in the surrounding.

The behaviour of truck drivers also plays roles in increasing the noise level by the injudicious

frequent use of blow horns. Especially in the settlement area this can pose a problem.

Workers working near the noise generating equipments and plants are likely to be exposed to

high noise level. The acceptable limits (for 8 hour duration) of the equivalent noise level

exposure during one shift is 90 dB(A). Hence, noise generated due to various activities in the

construction camps may affect health of the workers if they area continuously exposed to high

noise level. For reasons of occupational safety, exposure to impulses or impact noise should not

exceed 140 dB(A) (peak acoustic pressure). Exposure to 10,000 impulses of 120 dB(A) are

permissible in one day. The noise likely to be generated during excavation, loading and

transportation of material will be in the range of 90 to 105 dB (A) and this will occur only

when all the equipment operate together and simultaneously. This is however, is a remote

possibility. The workers in general are likely to be exposed to an equivalent noise level of 80

to 90 dB (A) in an 8-hour shift, for which all statutory precautions should be taken into

consideration. However, careful planning of machinery selection, operations and scheduling

of operations can reduce these levels. A typical Noise generation due to different activities

has been given in the Table 4.3.

Table 4.3: Typical Noise Levels of Principal Construction Equipment during major

construction activity (Noise Level in dB(A) at 50 Feet)

CLEARING

Bulldozer

Front end loader

Dump truck

Jack hammer

Crane with ball

80

72 - 84

83 - 94

81 - 98

75 - 87

EXCAVATION AND EARTH MOVING

Bulldozer

Backhoe

Front end loader

Dump truck

Jack hammer

Scraper

80

72 - 93

72 - 84

83 - 94

81 - 98

80 - 93

STRUCTURE CONSTRUCTION



EIA REPORT

4-14

Crane

Welding generator

Concrete mixer

Concrete pump

Concrete vibrator

Air compressor

Pneumatic tools

Bulldozer

Cement and dump trucks

Front end loader

Dump truck

Paver

75 - 77

71 - 82

74 - 88

81 - 84

76

74 - 87

81 - 98

80

83 - 94

72 - 84

83 - 94

86 - 88

GRAND AND COMPACTING

Grader

Roller

80 -93

73 - 75

PAVING

Paver

Truck

Tamper

86 - 88

83 - 94

74 - 77

LANDSCAPING AND CLEAN UP

Bulldozer

Backhoe

Truck

Front end Loader

Dump Truck

Paver

80

72 - 93

83 - 94

72 - 84

83 - 94

86 - 88

Source: CPCB, Govt. of India

It is evident from the above table that the operation of construction machinery e.g. hot-mixer,

bulldozer, loader, backhoes, concrete mixer, etc will lead to rise in noise level to the range

between 80-95 dB (A). Vehicles carrying construction materials will also act as the noise

sources. The magnitude of impact from noise will depend upon types of equipment to be used,

construction methods and also on work scheduling. However, the noise pollution generated

due to different construction activities is a temporary affair. Each type of activity can

generate different type and levels of noise that continue for a short period during the

operations of those activities.

Implementing proper mitigation measures can reduce a lot of problem associated with noise

pollution due to construction activities.


All noise generating equipments will be installed sufficiently away from settlement areas.

The main stationary noise producing sources such as generator sets shall be provided with

noise shields around them. The noise shields can either be a brick masonry structure or any

other physical barrier which is effective in adequate attenuation of noise levels. A three



EIA REPORT

4-15

meter high enclosure made up of brick and mud with internal plastering of a non-reflecting

surface will be very effective in these regards

The plants and equipment used for construction will strictly conform to CPCB noise

standards.

Vehicles and equipments used will be fitted with silencer and maintained accordingly.

Noise to be monitored as per monitoring plan and if the noise level at any time found to

be higher then immediate measure to reduce noise in that area will be ensured.

Noise standards of industrial enterprises will be strictly enforced to protect construction

workers from severe noise impacts. All the workers working very close to the noise

generating machinery shall be provided Earplugs to avoid any ill impacts on their health.

An awareness programme will be organized for drivers and equipment operators to make

them aware of the consequences of noise and to act properly at site

4.2.7 Impact on Ecological Resources

The baseline study of the biological environmental within the project area did not show any

endangered or significant flora or fauna and within the corridor of impact and there is no

wildlife migration route reported, therefore, any potential direct impact on biological

environmental characteristics such as, loss of rare or endangered species, habitat

fragmentation and wild life migrations is not envisaged. The area is not characterized by any

significant ecosystem so loss of habitat is not there. Moreover, the alignment of proposed

road widening is mostly along the existing road, the potential for habitat fragmentation

negligible. Similarly, since the road improvement is proposed for the already existing one the

extent of impact is minimum. The temporary impact may be in the visual appearance of the

trees and shrubs as construction activity may lead to deposition of dust cover over the leaves

and foliage. This is limited to construction period and gets washed away with the first

monsoon shower.

There is Yedshi Ramling Wildlife Sanctuary situated within 10 km radius of the project section of

Solapur-Yedshi section of NH-211 at from Yedshi. The baseline study has indicated presence of

outer north eastern boundary of the Yedeshi Ramling Wildlife at a distance of 118 m from

proposed Yedshi Bypass in Solapur-Yedeshi project section of NH-211. The location map of

project section with respect to Yedeshi Ramling Wildlife Sanctuary is enclosed in Chapter 3

(Fig No. 3.6). As per discussion with the Wild life Department it was revealed that the core

area of the wildlife Sanctuary is about 5 km away from the project stretch. Moreover urban

settlement area has already extended on the north eastern fringe of the Sanctuary. Due to

human interference on this side, no wildlife is spotted along this area. The project will not

encroach upon the wildlife Sanctuary area either in core or in buffer zone of the wildlife

Sanctuary. No impact on flora and fauna of the sanctuary is anticipated due to the project.

The following mitigation measures will be taken as recommended by wildlife department:

Compensatory Afforestation will be carried out in the ratio of three within 10 Km of the

boundary of protected area.

Crash Barrier will be provided on either side of the project road near the Sanctuary area.



EIA REPORT

4-16

Provision of two underpasses for the safety of Wild Life crossing as recommended.

In addition of Underpass, RCC culvert of minimum height of 2m has been proposed which

will facilitate wild animal crossing.

Provision of the Speed brakers to restrict the speed of the running vehicles near the

Sanctuary as recommended.

Permanent erection of the Sign Posts/signages on both sides of the project road as

recommended.

Provision of 600mm diameter Pipe has been proposed at every 0.5km interval to facilitate

uninterrupted crossing of smaller animals.

Rainwater harvesting has been proposed at every 500m along the project road.

To the extent possible roadside old Banyan and Peepal trees will be saved in the stretch.

The Great Indian Bustard Sanctuary is situated in the Solapur District and the project section

from Km 0.000 to Km 10.000 of NH-211 and Km 249.000 to Km 255.000 of NH-9 falls within

10 km of the boundary of scattered GIB. The entire project stretch is outside the Sanctuary

area and no acquisition of Sanctuary land is involved. The actual habitats of GIB and

associated species are in the form of scattered patches in the entire landscapes, their

boundaries therefore have not been defined. Two patches of the GIB Sanctuary falls within

10 Km from the proposed alignment are Dongaon which is about 7.00 km away from the

alignment and second one is Kondi which is 10.00 km away from the alignment. Around the

project alignment there is urban and village settlements and builtup areas. The wild animals

are not spotted around the project area due to human interferences. The construction

activities will be confined to the existing alignment which is being in use for several years. No

impact is envisaged during construction of the project section in this area. However proper

attention would be required for allied activities to avoid any adverse impact on Wildlife

Sanctuary impact. The location map of project section with respect to GIB Wildlife Sanctuary

is enclosed in Chapter 3 (Fig No. 3.7).

During Construction it shall be ensured that the Contractor shall abide by all the rules and

regulations pertaining to Forest Protection as well as Wild life Protection. Strict monitoring will

be done to ensure that there is no trespassing within the boundary of Wildlife Sanctuary or

illegal poaching and cutting of trees from forest. No labour camp or plant site will be

established within 10 Km radius of the wildlife Sanctuary and siting criteria for establishing

the construction plants as per CPCB and MPCB norms will be strictly followed. The work will

be carried out only during day time in the proposed Yedshi bypass. Adequate measures will

be taken to control dust generation during works along the Wildlife sanctuary area. By

application of these measures there will not be any impact on wildlife Sanctuary area due to

construction works. No borrow area or quarry will be operated in the vicinity of Wildlife

Sanctuary or Forest area.



EIA REPORT

4-17

4.2.8 Impact on Social Environment

Impairment of access to the properties

During construction of road, cross water and side drain temporary blockage of access or

interference with the access to the properties located along the right of way may occur,

causing inconvenience to the road users and enhances the accident risk if not managed

properly. Such impact can be avoided through proper planning of works and good

engineering practices. Safe and convenient passage for vehicles, pedestrians and livestock to

and from roadsides and property accesses connecting the project road shall be ensured by

providing temporary access. Adequate signage and barricades shall be raised at the expected

bottlenecks for safe movement of people. The Concessionaire shall provide early information

to the affected people. On completion of the works, all-temporary obstructions to access shall

be cleared away, all rubbish and piles of debris that obstruct access should be cleared.

Aesthetics

Disturbance of landscape aesthetics due to excavation of borrow pits, extensive quarrying,

disposal site of spoils, is expected during the constructional phase. However, it is only

temporary one and it can be restored with proper management plans within a short period

such as roadside plantation, etc. During operational phase this will be enhanced with the

activities associated with the maintenance of landscape such as plantation programme, by

providing road side amenities, parks etc.


The site will be cleaned immediately after the construction activity is over.

The debris materials will be disposed off only at identified area for disposal and proper

leveling will be done after disposing the materials and shall be covered with top soil and

some plantation will be done at the disposal site

The borrow area will be rehabilitated as per site condition. It can either be developed as

ponds, backfilled and leveled matching with the surrounding terrain.

Public Health and Safety

Health and safety are of major concern during the construction as well as operational phases.

The impact on health and safety can be envisaged for both workers at site and road users as

well as inhabitants of nearby areas.

Emission of gaseous pollutants and dusts are major result of various processes like material

treatment, operation of hot mix plant, stone crushing, and asphalt preparation. This emission

effect is only for short term till the construction work is over but the effect may be significant

from the point of view that the workers are directly exposed to these emissions. Apart from

this, safety risks to road workers, primarily in the areas of storage and handling of dangerous

materials, and in operation of heavy machinery close to traffic, slopes, power line and water

courses, are also involved during the construction works.



EIA REPORT

4-18

The dust and gaseous pollutant generation within the congested area during the construction

works will adversely affect the health of people residing in the close proximity of the road.

Excavation of borrow pits on both the sides of roads within and outside the existing ROW can

create unhealthy aesthetics and also enhance the risk of malaria. These areas provide ideal

breeding zones for flies and insects. Stagnancy of water in borrow pits located nearby

settlements during rains may enhance the possibility of spreading of diseases. The vehicles

and equipment operation increase the chances of collision with vehicles, pedestrians and

livestock. The poor sanitation and poorly manages dispose off the waste may cause increase

in communicable diseases.


The plants and equipments will be installed sufficiently away from the settlement.

All the construction equipments and vehicles will conform with the emission standards

stipulated by the CPCB.

Safe working techniques will be followed up and all the workers will be trained

All the workers will be provided with proper personal safety equipments at construction

as well as plant site

Proper caution signage, barricading, delineators etc. will be installed at Construction

zone and temporary diversions

Proper traffic management will be ensured at the Construction zone as per IRC.

An Emergency Response system in case of any incidence will be developed and

implemented

Periodical health check facility will be provided at camp sites.

4.2.9 Other Environmental Concerns of Construction Phase:

Various other environmental impacts during construction stage include:

Diversion of Traffic

Short term impact associated with the project will be traffic diversion and management during

construction phase. Construction activities will cause hindrance to the existing traffic flow.

There is possibility of accident hazards during construction phase of the widening project.

There will be requirement for diversion of existing traffic at various construction sites during

construction phase. It needs to be mentioned that though there are no direct impacts on the

natural environment due to disruption/diversion of such services, but diversion can also lead

to adverse impacts if not planned properly. Rapid restoration of diverted services can help in

minimizing the severity of impacts arising out due to diversions of existing services.



EIA REPORT

4-19


Proper preventive measures will be taken during the construction activities at the

construction sites

Reduce speed through construction zones.

Construction of bridges/culverts will be carried out prior to construction of new

carriageway at the first stage.

Strengthening/raising of existing two lanes will be done only after the completion of the

first stage.

Proper warning signs will be displayed at construction sites.

Equipment Servicing and Fuelling

On large road projects, thousands of liters of diesel and many other petroleum products are

transported and used throughout the work site every day. Construction equipment generates

large amount of waste oil, and its proper handling is critical, since improper storage and

leakage can result in the contamination of land and water bodies. Even the spillage can affect

surface water bodies by the road sector project.


The vehicle and equipment service centers will be established away from any water

body or agricultural land.

Proper bunding with appropriate Containment will be provided at the equipment and

vehicle servicing centers. The spent wash from the service center will be put in

separate soak pits and sand pits

All the fuel and chemical storage will be sited on an impervious base within an

embankment and secured by fencing. The storage area will be located away from

water course or wetland.

Construction Camps

Workers’ Camp

Construction workers are a very neglected group in the country. Unless the workers are

provided proper amenities to live at the construction site the environmental issues of road

construction cannot be properly met. Apart from labour camps, separate construction Camps

also established where various plants and equipments as well as offices and residential units

for technical and non technical staff are located and often labour camps are also provided in

the same premises. Location of the Construction camp also has certain impacts on

surrounding environment if not properly managed.

At labour and construction camps lot of wastes are generated. These wastes are refuge from

the plants, and equipments, waste water and other domestic waste. These wastes are solid

as well as liquid waste mainly refuse water and kitchen waste. The disposal of such waste

material to the surrounding land can potentially damage the land and would generate health



EIA REPORT

4-20

risk to not only surrounding area but within the premises itself. Improper drainages system

within the premises also creates insanitation condition thereby enhancing health risk.


The Construction/labour camps will be established only on area approved by Supervision

Consultant.

The worker’s/labour camp will be located away from water bodies, schools and residential

areas. The camp will be constructed with proper accommodation facilities.

The workers camp will be provided with drinking water supply system so that local water

sources are not disturbed.

The camp should be provided with fuel for cooking like kerosene and /or LPG to avoid

any cutting of trees for fuel wood.

All camps will be provided with proper sanitation facilities, separate toilets and bathrooms

for female and male workers, septic tanks with soak pits of sufficient size, dust bins etc.

Waste water from domestic uses and solid wastes will be disposed of without violating

environmental norms. The measures will be site specific.

The labour camps will be provided with crèche, first aid facilities, etc as required under

Factory Act.

After completion of construction, the contractor will dismantle the camp and restore it to

the original condition of the area before handing over the site to the land owner.

Disruption of Services:

Local services, including water supply lines, irrigation line, drainage, ditches, streets are

commonly cut during road earthworks. These activities are required by the local people for

crop production, drinking water supply and access, and have the potential to damage road

work too. These services are often either inadequately reconnected or not reins ted at all.


The Contractor will arrange their own source to cater for their water requirement for

construction and other activities and will not interfere with the local water supply

system

All irrigation canals, water supply lines and stand pipes, drainage and streets will be

maintained during construction or if necessary, temporary services shall be arranged of

the owner/ user’s permission for temporary cessation will be gained.

All the Services will be progressively reinstalled as soon as road excavation has been

completed.

4.3 IMPACTS DURING OPERATIONAL PHASE

During operation stage, the main sources of environmental impacts are the increased traffic

volume and speeds and better access to forest lands. The increase in traffic volume and

speed may enhance the safety risk especially in the rural area. The better access to the forest

area can stimulate the human interference in these areas. No sudden change in the traffic



EIA REPORT

4-21

volume is expected due to this road as the road is already existing one and opened for public

traffic. The project also provides the opportunities of the restoration of vegetation around the

vicinity of the worksite and roads by implementing the compensatory plantation programme,

which will not only enhance the aesthetic view but can also help in reclamation of soil. During

operational phase this will be enhanced with the activities associated with the maintenance of

landscape such as plantation programme, by providing roadside amenities, parks etc.

During the operational phase when the plantation works will be adequately implemented will

enhance the aesthetic as well as hygienic environment thereby reducing the chances of

diseases due to vehicular emission. Widening will ensure smooth plying of the vehicles and

also will help in reducing the congested zone and thus will reduce the emission rate of

vehicles. Various impacts during operation phase are discussed below:

4.3.1 Impacts on Water Quality and Resources

During the operation phase, the possibility of degradation of water quality is very remote.

The impact on the surface water quality during operation can be expected due to accidental

spillage. However the probability of such accidents are minimal since enhancement of road

safety measures such as improvement of curves and widening of the roads and other

pedestrian facilities are taken care of in the design stage.

4.3.2 Impact on Air Quality

The baseline data shows that the major air pollutants are well within permissible limit at all

monitoring locations except for fine dusts in terms of PM10 and PM2.5. The dry condition and

exposed area, earthen shoulders along the highway sections is the main reason behing the

high concentration of PM10 and PM2.5 in the ambient air. Improvement in road surface

condition such as roughness, pot, patch, congestion, etc., improvement of curves and

junctions, provisions of organized parkings, segregation of local traffic and through traffic will

ensure the smooth traffic flow and reduce idling time of engines thus will reduce the emission

rate of vehicles and also the vehicle maintenance cost thereby reducing the magnitude of air

quality degradation. Further, roadside avenue plantation with pollution abating tree species

will also help in reducing the ambient pollution levels. Moreover, widened road will provide

more space for dispersion and thereby the concentration of pollutants will be diluted faster.

Thus the net air quality impact following construction of new road is anticipated to be

beneficial. The project will not stimulate the traffic flow significantly as this road is already in

use. The traffic will however rise with the current growth rate and the number of vehicles

plying over will certainly be increased whether the project will come or not. Although the

emission rate per vehicle will reduce as stated earlier, but the total emission can increase in

future with the increase in traffic.

Prediction of Carbon Monoxide (CO) Concentration along the Project Highway

Carbon monoxide (CO) is an odorless, colorless, poisonous gas whose primary source is

motor vehicle emissions. Carbon Monoxide is chemically inert under normal conditions and

has an estimated atmospheric mean life of about two and half months. CO is emitted by



EIA REPORT

4-22

incomplete burning of fossil fuel. Concentrations of this gas are highest near the road.

Because meteorological conditions are a significant factor affecting the development of high

levels of CO, CO is primarily a winter period pollution problem, when periods of light winds or

calm conditions combine with the formation of ground level temperature inversions; typically

from the evening through the early morning period. The National Ambient Air Quality

Standard (CPCB) prescribes standard limit for CO in the ambient air as 2 mg/m3 and 4 mg/m3

on 8-hr and 1-hr average respectively. At higher concentrations, i.e., above 5 mg/m3 it can

seriously affect human aerobic metabolism, owing to its high affinity for haemoglobin and

thus would affect the central nervous system, impairing a person’s time-interval

discrimination and brightness discrimination and over 10 mg/m3, concentration would result

in cardiac, pulmonary functional changes / failure leading to death.

As CO is produced in greatest quantities from vehicle combustion and does not readily

disperse into the atmosphere in comparison, hence, CO is considered as critical pollutant.

For the purpose of future prediction of CO concentration in the ambient air along the project

road, the Project section of NH-211 (Solapur-Yedshi Section) was divided into two

homogenous section, i.e. Solapur-Tuljapur section and Tuljapur-Yedshi section.

The prediction of CO concentration has been made for 30 years including 2013, 2018, 2023,

2028, 2033, 2038 and 2043 AD by using CALINE 4 dispersion model as recommended by

MoEF. CALINE4 is the last in a series of line source air quality models developed by the

California Department of Transportation (Caltrans). It is based on the Gaussian diffusion

equation and employs a mixing zone concept to characterize pollutant dispersion over the

roadway. The purpose of the model is to assess air quality impacts near transportation

facilities. Given source strength, meteorology and site geometry, CALINE4 can predict

pollutant concentrations for receptors located within 500 meters of the roadway. It also has

special options for modeling air quality near intersections, street canyons and parking

facilities.

CALINE-4 model can be run for Standard and Worst case conditions to predict the increment

in pollutants concentration due to the proposed activity.

Standard Run – The model calculates average CO concentrations at the receptors. The

user must input a prevailing wind direction in meteorology data.

Worst-Case Run – Calculates average CO concentrations at the receptors. The model

selects the wind angles that produce the highest CO concentrations at each of the

receptors.

For the present project, the model was used to predict CO concentration for worst case

conditions i.e. the maximum pollution levels at receptors due to proposed development.

The line source model CALINE4 is executed under the worst-case wind angle with other

meteorological parameters for the conservative impact assessment.

The CALINE4 model uses the existing and projected traffic volumes on the road section to

predict the pollutant concentration. In 1-hour worst case run scenario, the model uses hourly

traffic data to predict 1-hour average concentration values of the pollutant in PPM. Traffic

data is also used to calculate a weighted composite emission factor for all class of vehicles

plying on the road.



EIA REPORT

4-23

For present project, Annual Average Daily Traffic (AADT) volumes were estimated for design

period of the project road sections up to year 2043, with year 2010 taken as base year. The

Solapur-Yedeshi section (NH211) were divided into three homogenous sections. The details of

these homogenous road sections are given below in Table 4.4. The Annual Average Daily

Traffic (AADT) was projected for all of the above homogenous sections for years between

2010 and 2043.

Table 4.4: Homogenous sections of Solapur-Yedshi section of NH 211

S. No. Description Existing Chainage

From To

HS 1 Solapur-Tuljapur 0+000 42+000

HS 2 Tuljapur-Osmanabad 42+000 64+000

HS 3 Osmanabad-Yedeshi 64+000 85+000

Peak traffic on different homogenous sections occurred during different hours of the day. The

peak hour traffic volume for different homogenous section ranges from 5.57% to 7.80% of

the AADT. In order to predict the worst case concentration levels of CO due to traffic, the

peak hour traffic volumes for all homogenous sections was taken as 10% of the AADT. The

peak hour traffic calculated for different homogenous sections is presented in Annexure 4.1.

a. Road Geometry

In the CALINE-4 model the length of a road section is divided into various links. The division

of a road sections into links has to be done in such way, so that the link can be fairly

considered as straight stretch of road having homogenous geometry with uniform width,

height and traffic volume. The coordinates of end points of links specify the location of the

links in the model. The model uses Gaussian dispersion parameters (σy and σz) that are fairly

accurate up to 10 Km distance. The maximum numbers of link in each road section are 20.

As all the homogenous sections of NH-211 are more than 10 kms in length, representative

sections for each homogenous section were selected and used for dispersion modeling of

pollutant due to these roads. The details of representative sections considered for NH-211 are

presented in Table 4.5

Table 4.5: Representative Sections

S. No. Homogenous

Section

Representative

Section From To

Elevation

(AMSL, m)

Solapur-Yedhsi Section of National Highway - 211

HS 1 Solapur-Tuljapur RS1 31.300 35.400 550

HS 2 Tuljapur-Osmanabad RS2 57.800 64.400 650

HS 3 Osmanabad-Yedeshi RS3 80.000 84.000 680

The existing road is a 2 lane carriageway of width 7.0 m without paved shoulder. The road is

proposed to be widened to 4-lane dual carriageway configuration with paved shoulders. The

paved carriageway will be 8.75 m on each side of the median. The median width will be 4.5



EIA REPORT

4-24

m, thus total width of road including 4.5 m median will be 22 m. The mixing zone width in

CALINE4 is taken equal to 28 m (Paved road width including median + 3m one either side).

All representative sections are assumed to be at grade.

b. Surface Roughness Length

The surface roughness length is the height at which the mean horizontal wind speed

approaches zero and is related to the roughness characteristics of the terrain. It is not equal

to the physical dimensions of the obstacles to the wind flow, but is generally proportional to

them. This parameter is important as it is a measure of the amount of local air turbulence

that affects the spread of the plume. Surface roughness length equal to 10 cm is used, which

corresponds to rural setting along the representative sections of project road.

c. Weighted Emission Factor

Aerodynamic roughness coefficient of the traffic homogeneous sections and their existing &

proposed width along which air quality impact assessment is carried out and the emission

standards for different category of vehicle employed for the impact analysis has been

followed based on emission factors specified by the Central Pollution Control Board (CPCB)

for calculation of weighted emission factors. These emission factors have been expressed for

various pollutants and vehicle types, year of manufacturing and type of fuel used (petrol or

diesel). The improvement in engine technology, resulting in reduced emission factors are

reflected in these standard emission factors. Since, there is only one input requirement for

total no. of vehicles in the CALINE 4 model, whereas, there are different categories of

vehicles (viz. 2/3 wheelers, cars, LCVs and HCVs) with different manufacturing year and fuel

type, it is essential that a single value representing the equivalent emission factors for all the

vehicles is calculated. Thus, Weighted Emission Factor expressed in g/mile has been

calculated for the present study. The CPCB Emission Factors used are given in Table 4.6.

The calculated weighted emission factors for projected traffic volumes for different years are

presented in Annexure 4.1.

Table 4.6: CPCB Emission Factor (gm/km) for different Category of Vehicles

Year 2 Wheelers

3 Wheelers Passenger Cars

LCVs HCVs 2-Stroke 4-Stroke Petrol Diesel

1991-1995 6.5 3 14.00 9.8 7.3 8.7 5.5

1996-2000 4 2.5 8.60 3.9 1.2 6.9 4.5

2001-2005 2.2 2.2 4.30 1.98 0.9 5.1 3.6

2005-2010 1.4 1.4 2.45 1.39 0.58 0.72 3.2

d. Receptors – Link Receptors

Link receptors were set up at two or three locations on the representative road sections,

based on the length of the section and number of links. Link receptors are used for prediction

of concentration pollutant at different horizontal distances from project road. At each location



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4-25

the distance of link receptors from the centerline of the road were 15 m, 30 m, 45 m, 60 m,

90 m, 120 m, 150 m and 200 m on both sides of the road.

e. Meteorological Data

The climatologically data for last 10 years collected from IMD Pune for Maharashtra Section

of NH-211, for Solapur and Osmanabad Observatory. The available data for Solapur and

Osmanabad are for the period of 1992-2002, and 1998-2008 respectively. For prediction of

worst case concentration of pollutants, the model was run using winter season meteorological

data, which represents worst conditions for pollution dispersion. Various meteorological

parameters used for modeling at different representative sections are given in Table 4.7.

Table 4.7: Meteorological conditions used for modeling

Representative

Section

Met

Observatory

Mean Wind

Speed

(m/s)

Mean Temp.

(°C)

Mixing Height

(m)

Pasquill Stability

Class

RS1 Solapur 3.11 23.60 1125 C

RS2 Osmanabad 5.20 21.75 1000 D

RS3 Osmanabad 5.20 21.75 875 D

RS4 Solapur 3.11 23.60 1350 C

RS5 Solapur 3.11 23.60 875 C

RS6 Solapur 3.11 23.60 1125 C

The model calculates the worst case wind angle itself to predict the concentration of

pollutants art receptor points. The wind direction standard deviation is used to know the

flexibility of wind direction and is important input parameters in worst case run condition. The

higher value of wind direction standard deviation helps in dispersion of pollutants and hence

reduces the pollution level. For prediction of pollutant concentration in worst conditions, the

wind direction standard deviation is assumed 10° for all representative sections.

f. Predicted Pollution Levels

The predicted concentration of CO at different locations along the project alignment at a

distance of 30 m from central line on either side of the highway has been estimated with

respect to different representative sections and receptors. The predicted concentration of CO

during next 30 years upto 2043 considering the baseline concentration of CO for the base

year 2011 is presented in the Table 4.8.

Table 4.8: Predicted 1-Hour Average CO Concentrations

Receptor Location

Year Mardi Sangavi Village

(Km 34.650)

Osmanabad Bypass (Km 60.200)

Yedshi Town (Km 82.100)

RHS LHS RHS LHS RHS LHS

Receptor

Location-1

2013 1.32 1.32 1.20 1.20 1.20 1.20

2018 1.43 1.43 1.20 1.32 1.20 1.32

2023 1.43 1.55 1.32 1.43 1.32 1.43

2028 1.55 1.66 1.43 1.43 1.32 1.43



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4-26

Receptor

Location

Year Mardi Sangavi

Village

(Km 34.650)

Osmanabad Bypass

(Km 60.200)

Yedshi Town

(Km 82.100)

RHS LHS RHS LHS RHS LHS

2033 1.66 1.77 1.43 1.55 1.43 1.55

2038 1.77 1.89 1.55 1.66 1.43 1.66

2043 2.00 2.12 1.66 1.77 1.55 1.77

Receptor

Location-2

2013 1.20 1.20 1.20 1.20 1.20 1.20

2018 1.32 1.32 1.32 1.20 1.32 1.32

2023 1.43 1.43 1.43 1.32 1.43 1.43

2028 1.55 1.43 1.43 1.43 1.43 1.43

2033 1.55 1.55 1.55 1.43 1.55 1.55

2038 1.66 1.66 1.55 1.55 1.66 1.66

2043 1.89 1.77 1.66 1.66 1.77 1.77

Receptor Location-3

2013 1.20 1.20 1.20 1.20 1.20 1.20

2018 1.32 1.32 1.32 1.20 1.20 1.32

2023 1.43 1.43 1.43 1.32 1.20 1.43

2028 1.43 1.43 1.43 1.43 1.32 1.55

2033 1.55 1.55 1.55 1.43 1.43 1.55

2038 1.66 1.66 1.55 1.55 1.43 1.66

2043 1.77 1.77 1.66 1.66 1.55 1.77

NAAQ Standard for CO (1 hour),

mgm-3 4.0

From the model run for all the representative road sections of the project road, it is concluded that –

1. The predicted worst case concentration levels of CO for all the years are inside the prescribed NAAQ standard for CO (1-hour) at all the representative section upto the year

2043. Based on model results, it can be safely concluded that under standard

meteorological conditions, the actual concentration levels of CO in future year will be inside the prescribed standards.

2. The concentration levels of pollutant at a distance of 30 m from Central line on either side, considering the receptors located on the edge of the proposed ROW, the

concentration levels are below the NAAQM standard. The maximum concentration of CO

is predicted at Mardi Sangvi of Solapur-Yedshi Section of NH-211 which are lower than the prescribed hourly limit of 4 mg/m3 for CO concentration. Beyond 50 m the impact of

pollution is insignificant.

3. There would be manifold increase in the traffic volumes on the project road section

between year 2013 and 2043 which will definitely impact the surrounding areas in terms of pollution load; however, with advances in the vehicular and fuel technologies and

stringent norms for emission factors of vehicle, it is expected that pollution levels will be

constrained.

Thus the 1-hr average predicted incremental CO concentration will not be significant even

during the operation year 2043 and the resultant concentration will be expected to remain

within the National Ambient Air Quality Standards (NAAQS). Based on the CALINE4 analyses,

project-related traffic is not anticipated to exceed at the study location and would not be

significantly adversely affected by CO emissions generated by operation of the proposed

project. Thus, localized air quality impacts related to vehicular source emissions would

therefore be less significant for the proposed project. Based on the CO modelling results

under worst case scenario, it may be inferred that the impact due to NOx and SO2 will also be



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4-27

minimal due to proposed project. The widening will ensure smooth plying of traffic over the

road will actually reduce the emission level. Plantation along the highway on either side and

over the median will be provided throughout the project length which will act as sink for the

pollutants and will help in further reducing the impact on ambient air pollution level due to

traffic. Moreover, with the adoption of the better vehicle technology and cleaner fuel, the

impact on ambient air environment will be reduced.

Mitigation Measures

During the initial years after the implementation of the project, the air quality of the study

area will improve due to increased traffic speed all along the project road. For congested

areas a single row of plantation will be provided on both sides of the road to act as a sink for

pollutants. Special care will be taken to avoid the location of truck parking and bus bays in

congested areas. Further technical improvement in form of superior engine design in order to

meet the stringent Government regulations will also reduce emissions in the years to come.

4.3.3 Impact on Noise Quality

Noise level is a matter of concern. Interrupted movement of heavy and light vehicles at high

speeds and movement in upward direction increase ambient noise levels along the roadway.

Noise produced by vehicles using the road can be attributed to the engine, vibration, friction

between tyres and the road, and horns. Increased levels of noise depend upon volume of

traffic, road condition, vehicle condition, vehicle speed, congestion of traffic and the distance

of the receptor (home, store etc.) from the source. The friction caused due to contact

between tires and pavement increases the traffic noise. The proposed work includes

smoothening of pavement, reduction of gradient and curves at several places that will reduce

the overall noise level.

Prediction of Noise Pollution Level along project Road

Noise pollution modelling is used to predict the future noise pollution levels due to the project

activities, which, in case of highway projects is the running of vehicles on the road. Noise is

produced from movement of vehicle on the road, running engine and from various moving

parts of the vehicle. Thousands of vehicles plying on roads produce continuous noise

pollution which has severe impacts on the communities residing close to the roads. Excessive

noise may impacts individuals in terms of loss of hearing ability, mental stress etc.

In order to assess the likely impacts of noise pollution due to the proposed widening of

sections of NH – 211 and NH – 9, noise pollution modelling was carried out to predict

expected noise levels due to projected traffic volumes on the improved road. The FHWA

Traffic Noise Model was used to predict the noise pollution levels for design years 2013,

2018, 2023, 2028, 2033, 2038 and 2043.

The Federal Highway Administration Traffic Noise Model computes a predicted noise level

through a series of adjustments to a reference sound level. In the TNM, the reference level is

the Vehicle Noise Emission Level, which refers to the maximum sound level emitted by a

vehicle passing by at a reference distance of 15 meters (50 feet). Adjustments are then



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4-28

made to the emission level to account for traffic flow, distance, and shielding. The general

equation relating all the above factors is given below.

Where, ELi represents the vehicle noise emission level for the ith vehicle type,

Atraffic(i) represents the adjustment for traffic flow, vehicle volume and speed for the ith vehicle type,

Ad represents the adjustment for distance between the roadway and receiver and for the length of the roadway, and

As represents the adjustment for all shielding and ground effects between the roadway and

the receiver

Noise Prediction Modeling for Project Roads

The noise model used for prediction of noise pollution due to highway traffic is based upon

calculating hourly Leq for all categories of vehicles separately and then adding these logarithmically to obtain the day and night time Leq values.

Where, Leq (hi) Equivalent noise level at the hour (hi) for vehicle type (i)

Loei Reference means energy level for (ith) vehicle type Ni Number of vehicles of (ith) class passing in time (T)

Si Average Speed of vehicles of (ith) class (kmph)

T Time duration corresponding to Ni, 1 hour D Perpendicular distance in (m) from centreline of the traffic lane to observer

Factor relating to absorption characteristics of the ground cover between

roadway and observer (to be conservative, this is taken as 0 in actual modelling, but considered qualitatively in the final analysis)

S Shielding factor for barrier (to be conservative, this is taken as O in actual

modelling, but considered qualitatively in the final analysis)

Model Setup

Vehicle Noise Emission Level and Vehicle Speed

The vehicular noise emission levels vary significantly with vehicle speed. It is therefore

necessary that speed dependency of noise emissions for various categories of vehicles is

taken into account while using the model for noise prediction due to the roadway. In the present study the speed - noise relations presented by National Environmental Engineering

Research Institute (NEERI) in their report on Environmental and Social Assessment Delhi - NOIDA Bridge Project are used. The A-weighted vehicular noise emission levels as a function

of speed for Cars, Trucks & Buses and 2/3 Wheelers are presented in Table 4.9.

Leq(hi) = Loei + 10 log [Ni/(Si T)] +10 log [(15/D)^(1+alpha)] -13 + S

Leq (h,total) = 10log[ ∑{10^(Leq(hi)/10)}]



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Table 4.9: Vehicular Noise Emission Levels for different vehicle type (NEERI)

Speed (kmph) Cars

dB (A)

Trucks & Buses

dB (A)

2/3 Wheelers

dB (A)

30 56.0 73.0 58.0

40 59.0 76.0 61.0

50 63.0 80.0 66.0

60 68.0 81.0 68.0

70 68.0 81.5 70.0

80 70.0 82.0 72.0

90 72.0 83.0 74.0

100 74.0 83.5 76.0

For prediction of noise pollution for project road sections, the vehicular speed and vehicular

emission levels used for different class of vehicles is given Table 4.10.

Table 4.10: Vehicular speed and noise emission levels used for modelling

Vehicle Type Cars Trucks and Buses 2/3 Wheelers

Vehicular Speed 80 km/hr 70 km/hr 60 km/hr

Vehicular Noise Emission

Levels

70.0 dB(A) 81.5 dB(A) 68.0 dB(A)

Traffic Data

Hourly traffic data is used to predict noise levels Leq (1-hour) produced from different class

of vehicles at different distances from the highway section. The predicted levels for each class of vehicle are then combined to calculate the combined predicted value of noise at different

distance from the road.

The Solapur - Yedshi section (NH-211) is divided into three homogenous sections based on

traffic volume count in each section. The details of these homogenous road sections are

given below in Table 4.11.

Table 4.11: Homogenous sections of Solapur-Yedashi section of NH 211

S. No. Description Existing Chainage

From To

HS 1 Solapur-Tuljapur 0+000 42+000

HS 2 Tuljapur-Osmanabad 42+000 64+000

HS 3 Osmanabad-Yedeshi 64+000 85+000

For the present study, hourly traffic volumes for different class of vehicles were estimated for

above homogeneous sections for design period up to year 2043, with year 2010 taken as

base year.

Receptor Locations

The model predicts hourly equivalent noise levels (Leq) at various receptor points along the

road. Receptor points were fixed at distances 15m, 30m, 45m, 60m, 90m, 120m, 150m,



EIA REPORT

4-30

200m, 250m, 300m, 400m and 500m in perpendicular direction from the project road

sections.

Assumptions used for Modeling

No significant change in the vehicle characteristics is anticipated during the design period of

the project; Project road sections are considered as straight sections (for each homogeneous) with zero

gradient; The traffic along the road sections is assumed to flow simultaneously in both the lanes and in

both directions;

There are no major grade differences in the project area. All the receptors are located at same ground level as the road section;

No significant effect of grade on the noise level is anticipated; The predictions are made assuming zero shielding effect or attenuation of noise due to

absorption by earths and / or reflection due to tree zones, building lines or any other barrier;

Noise from other sources apart from the highway is not being accounted for in the modeling; and

The receptors are considered to be independent of the noise emitted from the adjacent stretches

Predicted Noise Levels:

The variation of predicted day time (Lday) and night time (Lnight) noise levels with distance

(from centreline) for different projection years is presented in Table 4.12.

Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of

Maharashtra

EIA REPORT

4-31

Table 4.12: Predicted Daytime and Night time Equivalent Noise Level along Solapur-Yedshi Section of NH-211 at Different Locations

and Years

Homogenous Section

LDay dB(A) at different distance LNight dB(A) at different

Year Right Hand Side from Centre line

Ce

nte

rlin

e

Left Hand Side from Centre line Right Hand Side from Centre line

Ce

nte

rlin

e

from Centre line Left Hand Side

150 m

120 m

90 m

60 m

45 m

30 m

150 m

120 m

90 m

60 m

45 m

30 m

150 m

120 m

90 m

60 m

45 m

30 m

150 m

120 m

90 m

60 m

45 m

30 m

HS-1

2013 53.8 55.9 58.5 61.9 64.3 67.1 67.2 64.3 61.9 58.5 56 53.9 50.7 52.8 55.3 58.7 61.1 64 64.1 61.1 58.7 55.3 52.8 50.7

2018 55.3 57.4 60 63.4 65.8 68.6 68.7 65.8 63.4 60 57.5 55.4 52.2 54.3 56.8 60.2 62.6 65.5 65.6 62.6 60.2 56.8 54.3 52.2

2023 56.7 58.8 61.3 64.8 67.2 70 70.1 67.2 64.8 61.4 58.8 56.8 53.5 55.6 58.1 61.5 63.9 66.8 66.9 63.9 61.5 58.1 55.6 53.5

2028 58 60.1 62.6 66.1 68.4 71.3 71.4 68.4 66.1 62.6 60.1 58 54.7 56.8 59.3 62.8 65.1 68 68.1 65.1 62.8 59.4 56.8 54.7

2033 59.3 61.3 63.9 67.3 69.7 72.5 72.6 69.7 67.3 63.9 61.4 59.3 55.9 57.9 60.5 63.9 66.3 69.2 69.2 66.3 63.9 60.5 58 55.9

2038 60.6 62.7 65.2 68.7 71 73.9 74 71.1 68.7 65.2 62.7 60.6 57.1 59.2 61.7 65.1 67.5 70.4 70.5 67.5 65.2 61.7 59.2 57.1

2043 61.9 64 66.6 70.1 72.4 75.2 75.3 72.4 70.1 66.6 64.1 62 58.3 60.4 62.9 66.4 68.7 71.6 71.7 68.7 66.4 63 60.4 58.4

HS-2

2013 54.6 56.6 59.2 62.6 65 67.8 C

en

terl

ine

67.9 65 62.7 59.2 56.7 54.6 51.2 53.2 55.8 59.2 61.5 64.4

Ce

nte

rlin

e

64.5 61.6 59.2 55.8 53.3 51.2

2018 56.3 58.4 60.9 64.4 66.7 69.5 69.6 66.7 64.4 60.9 58.4 56.3 52.6 54.7 57.2 60.6 63 65.9 65.9 63 60.6 57.2 54.7 52.6

2023 57.9 60 62.5 66 68.3 71.1 71.2 68.3 66 62.6 60 57.9 53.9 55.9 58.5 61.9 64.3 67.1 67.2 64.3 61.9 58.5 56 53.9

2028 59.4 61.5 64 67.5 69.8 72.6 72.7 69.8 67.5 64.1 61.5 59.4 55 57.1 59.6 63 65.4 68.3 68.4 65.4 63.1 59.6 57.1 55.1

2033 60.9 62.9 65.5 68.9 71.3 74.1 74.2 71.3 68.9 65.5 63 60.9 56.2 58.2 60.7 64.2 66.5 69.4 69.5 66.5 64.2 60.8 58.3 56.2

2038 62.4 64.4 67 70.4 72.8 75.6 75.6 72.8 70.4 67 64.5 62.4 57.3 59.4 61.9 65.3 67.7 70.6 70.7 67.7 65.3 61.9 59.4 57.3

2043 63.9 65.9 68.5 71.9 74.3 77 77.1 74.3 71.9 68.5 66 63.9 58.5 60.6 63.1 66.5 68.9 71.8 71.8 68.9 66.5 63.1 60.6 58.5

HS-3

2013 55 57.1 59.6 63.1 65.4 68.3

Ce

nte

rlin

e

68.3 65.5 63.1 59.7 57.1 55 51.1 53.2 55.7 59.1 61.5 64.4

Ce

nte

rlin

e

64.5 61.5 59.1 55.7 53.2 51.1

2018 56.6 58.7 61.3 64.7 67.1 69.9 70 67.1 64.7 61.3 58.8 56.7 52.4 54.5 57 60.5 62.8 65.7 65.8 62.8 60.5 57.1 54.5 52.5

2023 58.2 60.3 62.8 66.3 68.6 71.4 71.5 68.6 66.3 62.9 60.3 58.2 53.7 55.8 58.3 61.7 64.1 67 67.1 64.1 61.7 58.3 55.8 53.8

2028 59.6 61.7 64.2 67.7 70 72.8 72.9 70.1 67.7 64.3 61.7 59.6 54.8 56.9 59.4 62.8 65.2 68.1 68.2 65.2 62.8 59.4 56.9 54.9

2033 61 63.1 65.6 69.1 71.5 74.2 74.3 71.5 69.1 65.7 63.1 61.1 55.9 58 60.5 63.9 66.3 69.2 69.3 66.3 63.9 60.5 58 56

2038 62.5 64.5 67.1 70.6 72.9 75.7 75.8 72.9 70.6 67.1 64.6 62.5 57.1 59.1 61.6 65 67.4 70.3 70.4 67.4 65.1 61.7 59.1 57.1

2043 63.9 66 68.6 72 74.4 77.1 77.2 74.4 72 68.6 66 64 58.2 60.2 62.8 66.2 68.5 71.4 71.5 68.6 66.2 62.8 60.3 58.2



EIA REPORT

4-32

The predicted noise levels along the project road sections of NH – 211 is significantly higher

than prescribed noise levels for all categories of land use.. However, as the shielding effects of ground and other features like tree zones, building lines, noise barriers etc. are not

considered during modeling, the actual values may be significantly lower.

It is observed that the noise levels decreases by 3 db (A) as we double the distance from the

road. Hence, noise levels for farther distances (>500m) can be calculated using the same fact and interpolation techniques.

The proposed RoW for the project road sections is 60 m in open areas and 50 m in urban areas. The highest noise levels are observed at 30m distance from the centerline of the road,

which is at the edge of the proposed RoW width of proposed road sections. This entails that the maximum noise levels would be observed within the proposed road boundary. The

maximum noise levels will be experienced at 30 m distance from the centreline ranging from

75.2 Ldb(A) to 77.2 Ldb(A) during daytime whereas from 71.4 Ldb(A) to 71. Ldb(A) during night time in Solapur-Yedshi section of NH-211. At 60m distance, the noise levels may further

decease by 3 dB(A).

For all homogeneous sections, the noise levels predicted at distance greater than 200m (year

2043) are within the prescribed norms for industrial areas. This distance is less for prior years. However, as these noise levels are due to highway traffic only, the actual noise levels

may be higher than the predicted values.

For all homogeneous sections, the noise levels predicted (year 2043) even up to 500 m are outside the prescribed norms for commercial areas. In 2013, the noise levels after 120 m

from road are inside the prescribed Lday limits for commercial areas; however the Lnight

levels are outside the prescribed limits for commercial areas but lower than the industrial areas.

For all homogeneous section, during all prediction years, the noise levels are higher the

prescribed norms for residential areas and silence zone.

The predictions are made assuming zero shielding effect or zero attenuation of noise due to

absorption by earths and / or reflection due to tree zones, building lines or any other barrier. But in actual scenario with the Avenue plantation, upcoming buiiltupa areas lime provision of

noise barriers and ground absorption the noise level along the highway is expected to reduce

the impacts on the immediate influence area of the project road.


The avenue plantation along the highway within the ROW will act as a vegetative noise

barrier, which will absorb the noise level from the highway traffic. The congested settlement

areas have been avoided by providing bypasses which will minimise the direct impact on the

population. Further noise barrier is recommended along the sensitive locations to minimise

the impact of noise pollution. Being a DBFO project, the Concessionaire will identify suitable

noise barrier depending upon the availability of space wherever it is feasible.

4.3.4 Human Use Values

Both land use and aesthetics are in fact, likely to improve due to afforestation and proper

landscaping. Proper engineering design like raising of embankment, provision of sufficient

number of culverts will ensure the reduction of the chances frequent road damages due to

water logging and runoff water during rains and landslide. The provision of parking space,



EIA REPORT

4-33

way side amenities, rest area, toilets and drinking water will also help in smooth and

comfortable flow of traffic and better acceptability of the project by the community.

4.3.5 Road Safety

The project road section is presently 2-lane and frequent accidents have been recorded due to

dense traffic flow, high traffic growth over these highway sections, intermingling of local and

highway traffic, obstruction to the highway traffic, lack of organised bus stops at several

locations, haphazard parking of trucks, buses and other vehicles over roads due to absence of

bus bays/truck lay byes, Uncontrolled pedestrian or cattle movement across the highway, etc.

The situation is worse in rural areas where even cattle herded on the road, there is no proper

traffic lighting system and advance warning and informative signboards.

With the provision of service roads, systematic pedestrian and cattle crossings, traffic lighting

system, bus shelters, wayside amenities which have been integrated with the project, the

safety of road users as well as local public will definitely be enhanced to a great extent. The

general objectives are for the concessionaire to make the main highway alignment and the

service roads as safe as possible for all users. The concessionaire shall follow all relevant IRC

Guidelines and codes of IRC & MoRTH on road safety, especially The Manual for Safety in Road

Design (A guide for Highway Engineers) prepared in September 1998 for MOST.

A formalized safety audit procedure must be followed by the concessionaire during the detailed

design and during the Construction and post construction periods.

From the above discussions it can be clear that the project does not conflicts with any

significant issues except for acquisition of land and properties, partial acquisition of water

Tanks/ Ponds and roadside tree cutting. These issues can be successfully resolved/mitigate

through proper planning and management. The adverse impacts envisaged due to the project

during construction stage are mostly increase in air pollution levels, dust generations,

interference with traffic movement due to diversions but are localised of short duration during

the construction period and are manageable with proper Mitigation Plan. The project, on the

other hand, shall yield positive impacts by virtue of better accessibility, better safety for road

users and local population, more economic opportunity, better health and education facility,

etc.

From the above discussions it can be clear that the project does not conflicts with any

significant issues except for acquisition of land and properties, diversion of reserved forest

land during preconstruction stage and during the construction period. These issues can be

successfully resolved/mitigate through proper planning and management. The adverse impacts

envisaged due to the project are mostly localised one and are of short duration during the

construction period and are manageable with proper Mitigation Plan. The project, on the other

hand, shall yield positive impacts by virtue of better accessibility, better safety for road users

and local population, more economic opportunity, better health and education facility, etc.



EIA REPORT

Annexure 4.1

Solapur- Yedshi Section of NH– 211

Representative

Section Year

Peak Hour Traffic Volume

(vehicles/hour)

Weighted Emission Factor

(gram/mile)

RS 1

2010 562 4.5

2013 1044 4.9

2018 1595 4.9

2023 2255 4.9

2028 3064 4.8

2033 4107 4.8

2038 5510 4.8

2043 7992 4.8

RS 2

2010 544 4.5

2013 1023 5.0

2018 1568 5.0

2023 2219 5.0

2028 3016 4.9

2033 4042 4.9

2038 5422 4.8

2043 7282 4.8

RS 3

2010 580 4.5

2013 1101 5.0

2018 1685 5.0

2023 2388 4.9

2028 3248 4.9

2033 4355 4.9

2038 5848 4.8

2043 7860 4.8



EIA REPORT

5-1

CHAPTER 5.0

ANALYSIS OF ALTERNATIVES

5.1 Introduction

The present project includes widening and Upgradation of the existing 2-lane highway section

to 4-lane dual carriageway configuration from Solapur to Yedshi section of NH-211 from Km

0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of

Maharashtra. The analysis of alternatives has been carried out ‘with project’ and ‘without

project’ scenarios in terms of potential environmental impacts. The existing road section

passes through 48 villages. In Solapur district 12 villages are affected whereas in Osmanabad

district 36 villages are affected due to the project. The existing ROW is 30 m. The existing

Row in this section is also 30 m. The proposed ROW is 60 m in rural areas and open areas

and 50m in urban areas. The present alignment has been followed for widening and

concentric widening has been proposed thereby reducing the quantum of additional land

take. For accommodating 4 laning configurations with proposed ROW, land acquisition is

required in all the stretches. A number of bypasses have been proposed in the project to

avoid large scale displacement of people and to reduce traffic congestion. Thus the major

settlement along has been avoided. Since the alignment is to follow the existing highway

section hence there is no other alternative design except for bypasses. Therefore the analysis

of alternative has been carried out ‘with project’ and ‘without project’ scenarios for the only

one possible alternative i.e. to follow the existing alignment only.

For Solapur-Yedshi section a total area of 323.995 Ha of land and for Km 249.000 to Km

255.000 of NH-9, a total area of 18 ha. of land will be required for acquisition to

accommodate proposed widening beyond existing ROW as well as the proposed bypasses

which is inevitable.

5.2 “With” and “Without” Project Scenario

The proposed development of project road section in the State of Maharashtra will not only

help in development of surrounding area but will also provide smooth movement of traffic

and linking with other roads of the country. Keeping in view, the site conditions and the

scope of development of the area, the ‘With’ and ‘Without’ project scenarios has been

compared for the lone existing alignment and is represented in Table 5.1.

Table 5.1: ‘With’ and ‘Without’ Project Scenario

With Project Without Project

Positive Impacts Negative Impacts Positive Impacts Negative Impacts

The improvement of road surface

and bottlenecks will improve,

thus reduce the traffic congestion

and reduction in wastage of fuel.

Flourish in trade and commerce

Providing better level of service in

terms of improved riding quality

and smooth traffic flow.

About 341.995 Ha

of additional land

shall be acquired

for project road

section

Increase of traffic

will lead to air and

noise pollution.

No acquisition of

land or

properties and

hence no

displacement of

families.

No felling of

existing trees

Travel time and

fuel consumption

level will be more

due to

bottlenecks

Increase in dust

pollution and

vehicular emission



EIA REPORT

5-2

With Project Without Project

Positive Impacts Negative Impacts Positive Impacts Negative Impacts

Reduction in accident rate

Access to new employment

opportunities

Employment of local workers for

the execution of project

Better access to health care and

other social services

Improved quality of life of the

local people

Better way side amenities and

other facilities like bus

bays/shelters, truck lay byes and

service roads

Increase of aesthetics and

environmental condition due to

Avenue Plantation along the

project road

Adequate Underpasses, flyovers

for cross over

Provision of systematic utility

duct will enhance the road

aesthetics as well as reduction in

frequent damage of road due to

repairing/ up gradation of

utilities.

Increase in groundwater

recharge due to proposed rain

water harvesting structures.

Removal of trees

and vegetation due

to widening and

upgradation

Minor changes in

land use pattern

along the project

area.

Short term Increase

in dust pollution

and noise pollution

during construction

period.

Public Safety and

Inconvenience due

to construction

activities till

construction period.

Partial filling of

Ponds/Water Tanks

falling within the

proposed ROW

Inconvenience due

to relocation of

public utilities

and vegetation The accident rate

will increase

Road Safety is

presently most

important concern

of the people

living along the

highway due to

congested traffic

movement and

sharp curves at

several location

Further

deterioration of

project road.

With the above comparison it can be concluded that “With” project scenario,

positive/beneficial impacts will greatly enhance social & economic development of the region

and improve the environment, when compared to the “Without” project scenario, which may

further deteriorate the existing environment and quality of life. Hence the “With” project

scenario with some reversible impacts is an acceptable option rather than “Without” project

scenario. The implementation of the project therefore will definitely be advantageous to

improve the environmental quality of the sub-region besides to achieve an all round

development of the economy and progress of the region.

There is little increase in the pollution levels during construction. Dust and particulate matter

during construction will affect the air quality on a short-term basis but will be temporary in

nature. The safety of road users as well as surrounding population will enhance to great

extent due to the project with provisions of service lane, pedestrian crossings, cattle

crossings, traffic lights, truck lay byes, bus shelters, etc which are adequate in the present

scenario.



EIA REPORT

5-3

5.3 New Alignment/Realignment/Bypasses

New alignment/alternative bypass alignments have been proposed keeping in view the

following objectives: 1. There is no funeral ground, mosque, temple or any religious places and water bodies

coming in the way of the proposed alignment of the bypass.

2. Should avoid marshy ground, steep terrain, unsuitable hill features and areas subject

to severe climatic conditions, flooding and inundation

3. The length should be as short as possible

4. It should have minimum impact on the existing public utilities and settlements

5. It should not disturb the existing drainage system

6. The alignment should be devoid of sharp curves and it should have better shape.

7. The alignment should be located away from the existing built up area and should not

conflict with future planned development

8. It should connect important villages and towns

9. Traffic capacity and safety should be optimized

10. The alignment should preserve environmental and maintain ecological balance.

5.3.1 Methodology adopted for finalizing the alignments

Satellite Imaginaries, Topographical maps of Survey of India were studied to understand the

terrain, water bodies, forest areas and any major channel etc. at macro level on both sides of

stretches to be bypassed. Besides, thematic maps relative to soils, land capability, drainage,

relief etc. were also scanned to have better appreciation of these factors. Reinforced with the

generalized information from maps, site visits were made to study the details at micro level.

Site visits included thorough inspections of areas on both sides of urban stretches covering

the study of terrain, land uses, environmental sensitive features and developmental activities.

The coordinates of the features were taken as control points by hand held GPS instrument.

This exercise enabled the Consultants to identify the potential alignments for bypass

alternatives. These were marked on maps prepared on the basis of Satellite Imaginaries,

topographical maps and village maps. This was followed by another site visit by

multidisciplinary team consisting of Highway Engineer, Social Expert, Geotechnical Engineer

and Environmental Expert to verify the feasibility of these alternative alignments and to

record impacts on natural environment (water bodies/wet lands, rivers/water crossings,

forests etc.), social environment (agricultural land, intensity of development, resettlement

problems etc.), cultural environment (archeological properties, temples/shrines, mosques,

funeral ground etc). This process was repeated and refinements made in alternative

alignments.

Detailed information such as land use, type of soil, rock cutting, no. of trees, irrigation wells,

`utilities, stream crossings, structures, road crossings, details of pond etc. were collected

Preliminary discussions with local administration and local public were conducted to gather

more details on probable alignment options. Detailed topographical survey of bypass

alignments approved by the client shall be carried out in the next phase of the project. It is

quite likely that some adjustment in the approved alignment might be necessitated due to

site conditions during detailed topographical survey and design.



EIA REPORT

5-4

Frequently, new bypasses get engulfed with local activities resulting in a drastic reduction in

the level of service for traffic. Therefore care was taken to ensure that sufficient room was

left for expansion of the town in order to minimise the potential for future encroachments. In

this connection it may, however, be pointed that the bypass itself is a potential for

developmental activity. Easy access encourages fast roadside development and

encroachments for commercial activity in the form of eating places, repair shops etc.

Provision of service roads / Wire fencing along the bypass and strict enforcement of access

control will be needed to ensure an adequate level of service.

5.3.2 Alignment Selection

Alignment selection was carried out on the basis of evaluation of various alternatives for each

bypass. The improvement of the existing alignment was included as an alternative. Both

qualitatively and quantitatively evaluation has been done for various factors influencing the

selection process. These factors can be broadly grouped under main heads such as

geometrics, cost, economic benefits and social and environmental impacts. The qualitative

evaluation rates the alternative as less desirable, desirable, more desirable and most

desirable against each factor.

5.4 Alternate analysis of Realignments and Bypasses

Ule Re-alignment

The road passes though the thickly developed areas of Ule Village and the road geometry is

also very poor near this village. There are some religious structures also present very close to

the road in the village area. The existing ROW at this section is 30m. The widening of the existing 2 lane to 4-laning with service road would involve significant land acquisition and

demolition of existing properties along the highway.

The detailed reconnaissance surveys for

alternative alignments for Ule Bypass were

conducted. The personnel have visited the site to verify the secondary information and to

assess the existing condition of the project road in terms of future traffic, provision of

horizontal and vertical alignment, materials and quarry, Structures (Bridges and Culverts),

social and environmental issues & safety

issues and all site constraints for the project proposal.

Three different options for the Ule bypass were considered and the two options are

described below.

Option: 1 Option-1 is proposed on the Eastern side of existing NH-211. The proposed alignment takes

off from the existing NH-211 at km 9/380 and passes through green fields to avoid built-up

areas, hilly area and to bypasses the Ule Village and merges with the existing NH-211 at Km. 11/030. The total length of alignment under this option is 1.650 Kms. Overall the Horizontal

alignment can be designed for good geometry. In general, the terrain can be classified as plain terrain. The general ground elevation varies along the proposed alignment from 10m to

15m.The proposed alignment crosses 2 minor roads and one stream. Care has to be taken to



EIA REPORT

5-5

avoid the religious structure and private property buildings, Utilities and Forest area while

finalizing the alignment.

Option: 2 Option-2 is proposed on the Western side of existing NH-211. The proposed alignment takes

off from the existing NH-211 at km 9/380 and passes through green fields to avoid built-up

areas, hilly area and to bypasses the Ule town and merges with the existing NH-9 at Km. 11/770. The total length of alignment under this option is 2.39 kms. Overall the Horizontal

alignment can be designed for good geometry. In general, the terrain can be classified as plain terrain. The general ground elevation varies along the proposed alignment from 5m to

10m. The proposed alignment crosses 2 minor roads and one stream. Care has to be taken to

avoid the religious structure and private property buildings while finalizing the alignment.

Option: 3

In addition to the above two options, option three is Proposed for following the existing road

centre line of NH-211. In this option minor Built up area is affected. Design Speed also restricted to 80 Kmph.

The details of bypass options are given below:

Table 5.2: Comparison of ULE Bypass options

Description Option 1 Option 2 Option 3

(Concentric)

General Eastern Side of NH 211

Length 1.650 km

Western Side of NH 211

Length 2.390 km

Length 1.9 km

Alignment Start on NH-211

9+380 9+380 10+380

Alignment End on

NH-211 11+030 11+770 11+000

Terrain Plain Plain Plain

Land Use Agricultural Agricultural Agricultural

Built up Areas Nil Nil 2

No of structures

affected Nil 2

15 (Small sheds &

Buildings)

Horizontal

Alignment

Designed for Good

Geometry

Designed for Fairly Good

Geometry

Designed for Fair

Geometry

Vertical Profile Designed for Good

Geometry Designed for Fairly Good

Geometry Designed for Fair

Geometry

Forest Area Nil Nil Nil

Submergence Area Nil Nil Nil

Major Junctions Nil

Nil

Nil

Minor Junctions 2

Village roads 2

Village roads 2

Village roads

Interchange Nil Nil Nil

Flyovers,

Underpasses Nil Nil Nil

Major and minor streams Crossing

1 1 1

Canal crossings Nil Nil Nil

Rail Over Bridge

(ROB) Nil Nil Nil



EIA REPORT

5-6


(Concentric)

Bus bays Nil Nil Nil

Right of Way

(ROW) 60m 60m 60m

Utilities along the

Project Highway Nil Nil Nil

Religious Structure & Buildings

Nil Nil Nil

Approx Cost for 4

lane Bypass 19.8 crores 28.68 Crores 22.8 crores

Remarks Approved Not Recommended Recommended

Figure 5.1: Proposed Ule Bypass Options

A joint site visit has been made with the Project Director, PIU Solapur to explain the different

bypass options for Ule. The option 1 has been finalized and approved by CGM & PD during

presentation and NHAI observation letters NHAI/PIU/SLP/NHDPIVB/Pkg-7 (Gr.B)/14011/10/1/319 dated 31.08.10 and NHAI/RO/MAH/2010/412 dated 14.09.10 for

further studies, accordingly the alignment has been designed.

Malumbra Re-alignment

The existing road passes through the thickly developed Malumbra Village. The road geometry near the exist closer to the road. The existing ROW at this location 20m. The widening of the

existing 2 lane to 4-lane with service road would involve significant land acquisition and demolition of existing properties along the highway.



EIA REPORT

5-7

The detailed reconnaissance surveys for

alternative alignments for Malumbra Bypass were

conducted. The personnel have visited the site to verify the secondary information and to assess

the existing condition of the project road in terms of future traffic, provision of horizontal and

vertical alignment, materials and quarry, Structures (Bridges and Culverts), social and

environmental issues & safety issues and all site

constraints for the project proposal. Two different options to bypass the existing road

were studied and the two options are described as below.

Option: 1

Option-1 is proposed on the Eastern side of existing NH-211. The proposed alignment takes off from the existing NH-211 at km 29/000 and passes through green field to avoiding built-

up areas, hilly area and to bypasses the Malumra Village and merges with the existing NH-

211 at Km. 29/850. The total length of alignment under this option is 0.850 Kms. Overall the Horizontal alignment can be designed for fairly good geometry. In general, the terrain can be

classified as plain terrain. The general ground elevation varies along the proposed alignment from 5m to 10m along the proposed route. ie, The general ground elevation varies along the

proposed alignment at start of Bypass is 514m and end of the Bypass the Elevation changed

to 521m. above Mean Sea Level. The proposed alignment crosses 3 minor roads and stream at 1 location. Care has to be taken to avoid the religious structure, private property buildings,

Utilities and Forest area while finalizing the alignment

Option: 2

Option-2 is proposed on the Western side of existing NH-211. The proposed alignment takes

off from the existing NH-211 at km 28/500 and passes through green fields to avoid built-up areas, hilly area and Malumbra Village and merges with the existing NH-211 at Km. 30/100.

The total length of alignment under this option is 1.6 Kms. Overall the Horizontal alignment

can be designed for good geometry. In general, the terrain can be classified as plain terrain. The general ground elevation varies along the proposed alignment from 4m to 6m. The

proposed alignment crosses 1 minor road and at 2 streams. Care has to be taken to avoid the religious structures, private property buildings, Utilities and Forest area while finalizing the

alignment

A joint site visit has been made with the Project Director, PIU Solapur to explain the different bypass options for Malumbra. The option 1 has been finalized and approved by CGM & PD

during presentation and NHAI observation letters NHAI/PIU/SLP/NHDPIVB/Pkg-7 (Gr.B)/14011/10/1/319 dated 31.08.10 and NHAI/RO/MAH/2010/412 dated 14.09.10 for


The comparative statement for those 2 options is given below. The comparative statement

for those 2 options is given below.

Table 5.3: Comparison of Malumbra Bypass options

Description Option 1 Option 2

General Eastern Side of NH 211 Length 0.85 km

Western Side of NH 211 Length 1.6 km

Alignment Start on NH 211 29+000 28+500

Alignment End on NH 211 29+850 30+100

Terrain Plain Plain

Land Use Agricultural Agricultural



EIA REPORT

5-8


Built up Areas Nil Nil

No of structures affected Nil Nil

Horizontal Alignment Designed for Good Geometry Designed for Fairly Good

Geometry

Vertical Profile Designed for Good Geometry Designed for Fairly Good

Geometry

Forest Area Nil Nil

Submergence Area Nil Nil

Major Junctions Nil Nil

Minor Junctions 3 1

Interchange Nil Nil

Flyovers, Underpasses Nil Nil

Major & Minor streams Crossing

1 2

Canal crossings Nil Nil

Rail Over Bridge (ROB) Nil Nil

Bus bays Nil Nil

Right of Way (ROW) 60m 60m

Utilities along the Project Highway

Nil Nil

Religious Structure & Buildings Nil Nil

Remarks approved Not Recommended

Cost 9.5 crores 14.5 Crores



EIA REPORT

5-9

Figure 5.2: Proposed Malumbra Bypass Options

After discussion during presentation on DFSR The option 1 has been finalized and approved by the CGM & the PD during presentation and NHAI observation letters

NHAI/PIU/SLP/NHDPIVB/Pkg-7(Gr.B)/14011/10/1/319 dated 31.08.10 and NHAI/RO/MAH/2010/413 dated 14.09.10 for further studies, accordingly the alignment has

been designed.

Tuljapur bypass

The existing road passes through the developed areas of Tuljapur town, the road

geometry near Tuljapur town is very poor and

the terrain is also hilly. This caused problem to the through traffic. Due to the congested traffic

flow conditions, freight movement in this section is very difficult. The geometric condition

of existing NH is also very poor at this section

with urban development on either side of the road which makes it very difficult to widen this

road with proper standards as specified in IRC-SP 84. The existing ROW at this section is

<30m. The widening of the existing 2 lane to 4-lane with service road would involve

significant land acquisition and demolition of

existing properties along the highway.



EIA REPORT

5-10

Tuljapur Bypass construction is going on western side of the town. The detailed

reconnaissance surveys of alternative alignments for Tuljapur Bypass were conducted. The

personnel have visited the site to verify the secondary information and to assess the existing condition of the project road in terms of future traffic, provision of horizontal and vertical

alignment, materials and quarry, Structures (Bridges and Culverts), social and environmental issues & safety issues and all site constraints for the project proposal.

The detail of the bypass is given below:

Table 5.4: Tuljapur Bypass Details

Description Option 1

General Western Side of NH 211 Length 4.350 km

Alignment Start on NH 211 39+650

Alignment End on NH 211 44+000

Terrain Hilly

Land Use Barren

Built up Areas Nil

No of structures affected Nil

Horizontal Alignment Can be designed for Fairly Good Geometry

Vertical Profile Can be designed for Fairly Good Geometry

Forest Area Nil

Submergence Area Nil

Major Junctions Nil

Minor Junctions 1

Interchange Nil

Flyovers, Underpasses Nil

Major and minor streams Crossing 1

Canal crossings Nil

Rail Over Bridge (ROB) Nil

Bus bays Nil

Right of Way (ROW) 60m

Utilities along the Project Highway Nil

Religious Structure & Buildings Nil

Approx Cost for 4 lane Bypass 58.5 crores

Remarks Recommended and Approved by NHAI


bypass options for Tuljapur. The option 1 has been finalized and approved by CGM & PD during presentation and NHAI observation letters NHAI/PIU/SLP/NHDPIVB/Pkg-7

(Gr.B)/14011/10/1/319 dated 31.08.10 and NHAI/RO/MAH/2010/412 dated 14.09.10 for further studies, accordingly the alignment has been designed.



EIA REPORT

5-11

Figure 5.3: Proposed Tuljapur Bypass

Kawaldara Bypass (Ghat section)

The existing road geometry is very poor and it passes through hilly area. The

existing ROW at this section is 20m. The widening of the existing 2 lane to 4-laning

with service road would involve significant land acquisition and hill cutting along the

highway. The detailed for reconnaissance

surveys alternative alignments for Kawaldara Bypass were conducted. The

personnel have visited the site to verify the secondary information and to assess the

existing condition of the project road in

terms of future traffic, provision of horizontal and vertical alignment, materials

and quarry, Structures (Bridges and Culverts), social and environmental issues & safety issues and all site constraints for the

project proposal. Two different options to bypass the existing road were studied and the two options are

described as below.

Option: 1

Option-1 is proposed on the Eastern side of existing NH-211. The proposed alignment takes off from the existing NH-211 at km 46/660 and passes through built-up area, hilly area.



EIA REPORT

5-12

Merges with the existing NH-211 at Km. 47/460. The total length of alignment under this

option is 0.9 Kms. In general, the terrain can be classified as Hilly terrain. The general ground

elevation varies along the proposed alignment from 0m to 5m along the proposed route. The proposed alignment crosses stream at two locations. Care has been taken to avoid the

religious structure, private property buildings, Utilities and Forest area while finalizing the alignment. Basically it is an improvement of existing road.

Option: 2

Option-2 is proposed on the Western side of existing NH-211. The proposed alignment takes off from the existing NH-211 at km 46/660 and passes through built-up area, hilly area.

Merges with the existing NH-211 at Km. 47/460. The total length of alignment under this

option is 0.8 Kms. In general, the terrain can be classified as Hilly terrain. The general ground elevation varies along the proposed alignment from 0m to 5m along the proposed route. The

proposed alignment crosses stream at two locations. Care has been taken to avoid the religious structure, private property buildings, Utilities and Forest area while finalizing the

alignment.

Option: 3

Option-1 is proposed on the Western side of existing NH-211. The proposed alignment takes

off from the existing NH-211 at km 46/450 and passes through green field to avoid sharp

curves and to bypass the Kawaldara built up area and merges with the existing NH-211 at Km. 47/670. The total length of alignment under this option is 1.22 Kms. Overall the

Horizontal alignment can be designed for good geometry. In general, the terrain can be classified as Hilly terrain. The general ground elevation varies along the proposed alignment

from 5m to 15m along the proposed route. The proposed alignment crosses 1 stream location. Care has been taken to avoid the religious structure, private property buildings,

Utilities and Forest area while finalizing the alignment. The comparative statement for all

these 3 options is given below:

Table 5.5: Comparison of Kawaldara Bypass Options


(Realignment) Option 3


Length 0.99 km


Length 0.8 km


Length 1.22 km

Alignment Start on NH 211

46+550 46+660 46+450

Alignment End on

NH 211 47+540 47+460 47+670

Terrain Hilly Hilly Hilly

Land Use Hilly Valley Agricultural & Valley

Built up Areas Yes yes Nil

No of structures affected

10 4 Nil

Horizontal

Alignment

Designed for Good

Geometry

Designed for Good

Geometry

Designed for Good

Geometry

Vertical Profile Designed for Good

Geometry

Designed for Good

Geometry

Designed for Good

Geometry


Submergence Area Nil 1 Nil

Major Junctions 1 Nil 1

Minor Junctions Nil Nil Nil



EIA REPORT

5-13


bypass options for Kawaldara. The option 1 has been finalized and approved by CGM & PD during presentation and NHAI observation letters NHAI/PIU/SLP/NHDPIVB/Pkg-7

(Gr.B)/14011/10/1/319 dated 31.08.10 and NHAI/RO/MAH/2010/412 dated 14.09.10 for further studies, accordingly the alignment has been designed.


Flyovers,

Underpasses Nil Nil Nil

Major and minor

streams Crossing Nil 1 1


Rail Over Bridge

(ROB) Nil Nil Nil


Right of Way (ROW)

60m 60m 60m

Utilities along the

Project Highway Nil Nil Nil

Religious Structure

& Buildings Nil Nil Nil

Approx Cost for 4 lane Bypass

10.4 crores 9.6 crores 14.64 crores

Remarks Hill cutting is required (for

150m length & 5depth)

Hill cutting is required(for

200m length & 5 to 8m depth)

150 m Length Bridge

required and valley depth is about 15 m.



EIA REPORT

5-14

Figure 5.4: Proposed Kawaldara Bypass

Shingoli Bypass

The existing road geometry is very poor and it passes through thickly developed areas of

Shingoli Village including Grave Yard. The existing ROW at this section is 25m. The widening of the existing 2 lane to 4-lane with service road would involve significant land acquisition

and demolition of existing properties along the highway.

The detailed reconnaissance surveys for alternative alignments for Shingoli Bypass were conducted. The personnel have visited the site to verify the secondary information and to

assess the existing condition of the project road in terms of future traffic, provision of horizontal and vertical alignment, materials and quarry, Structures (Bridges and Culverts),

social and environmental issues & safety issues and all site constraints for the project proposal.

Two different options to bypass the existing road were studied and the two options are

described as below.

Option: 1

Option-1 is proposed on the Eastern side of existing NH-211. The proposed alignment takes

off from the existing NH-211 at km 67+350 and passes through green field to avoid built-up areas, hilly area and to bypass the Shingoli Village and merges with the existing NH-211 at



EIA REPORT

5-15

Km 69+100. The total length of alignment under this option is 1.750 Kms. Overall the

Horizontal alignment can be designed for good geometry. In general, the terrain can be

classified as plain terrain. The general ground elevation varies along the proposed alignment from 25m to 30m The proposed alignment does not cross any major and minor roads and it

crosses streams at two locations. Care has been taken to avoid the religious structure, private property buildings, Utilities and Forest area while finalizing the alignment

Option: 2

Option-2 is proposed on the Eastern side of existing NH-211. The proposed alignment takes off from the existing NH-211 at km 67+350 and passes through green field to avoid built-up

areas, hilly area and to bypass the Shingoli Village and merges with the existing NH-211 at

Km. 69+500. The total length of alignment under this option is 2.150 Kms. Overall the Horizontal alignment can be designed for good geometry. In general, the terrain can be

classified as plain terrain. The general ground elevation varies along the proposed alignment from 25m to 30m The proposed alignment crosses one minor road and crosses the streams

at three locations. Care has been taken to avoid the religious structure, private property buildings, Utilities and Forest area while finalizing the alignment

The comparative statement for all these 2 options are given below

Table 5.6: Comparison of Shingoli Bypass Options



Length 1.750 km Western Side of NH 211

Length 2.150 km


67+350 67+350

Alignment End on NH 211 69+100 69+500

Terrain Plain Plain

Land Use Agricultural Agricultural

Built up Areas Nil 1

No of structures affected Nil Nil

Horizontal Alignment Can be designed for Fairly Good

Geometry

Can be designed for Fairly Good

Geometry

Vertical Profile Can be designed for Fairly Good

Geometry

Can be designed for Fairly Good

Geometry

Forest Area Nil Nil

Submergence Area 1 Nil

Major Junctions Nil Nil

Minor Junctions Nil 1

Interchange Nil Nil

Flyovers, Underpasses Nil Nil


2 3

Canal crossings Nil Nil

Rail Over Bridge (ROB) Nil Nil

Bus bays Nil Nil

Right of Way (ROW) 60m 60m


Nil Nil

Religious Structure &

Buildings Nil Nil

Approx Cost for 4 lane 18 crores 25.8 Crores



EIA REPORT

5-16


Bypass

Remarks Approved Not Recommended

Figure 5.5: Proposed Shingoli Bypass Options


bypass options for Shingoli. The option 1 has been finalized and approved by CGM & PD

during presentation and NHAI observation letters NHAI/PIU/SLP/NHDPIVB/Pkg-7 (Gr.B)/14011/10/1/319 dated 31.08.10 and NHAI/RO/MAH/2010/412 dated 14.09.10 for


Yedshi Bypass

The section of NH-211 forming part of the project corridor passes through Yedshi

town. The town limits start at km 79+760 and after crossing the ROB, road is at

right angle bend with very poor visibility

and substandard radius. The terminating point of town limits is at Km 82+860 near

Essar Petrol Pump. Traffic flowing between this route necessarily has to pass through

thickly developed areas of Yedshi town.

Due to the congested traffic flow conditions, Freight movement in this

section is very difficult. The geometric condition of existing NH is very poor at this

section with urban development on either



EIA REPORT

5-17

side of road which makes it very difficult to widen this road with proper standard as specified

in IRC. This necessitates the identification of bypass to the existing NH 211 at Yedshi

location. The main findings of the bypass proposals are summarized as under:

Option: 1

Option-1 was proposed on the Western side of existing NH-211. The bypass alignment starts

at km 79+760, passes through Greenfields and bypasses Yedshi town, sub-urban development at North-west of the town and ends at km 81+850. The total length of

alignment under this option is 2.090 Km. In general, the terrain can be classified as plain terrain.The general ground elevation varies

along the proposed alignment from 8 to 10m. The bypass mainly passes through agricultural

land on both sides. the proposed bypass alignment generally avoids built-up areas. Overall the Horizontal alignment can be designed for good Geometry.

The typical cross section for the proposed bypass comprises of 4 lane divided carriageway with 4.5m median. Land Acquisition can be done quickly without any administrative

difficulties as the bypass passing through green field areas. Freight traffic is creating congestion in Yedshi town, which can be avoided under this option and travel time will also

reduce. It does not pass through any forest areas.

No major utilities exist along the alignment.

Option-2

Option-2 was proposed on the Westren side of existing NH-211. The bypass alignment starts

at km 79+660, passes through between one side close to the Built-up area and another side passes through Greenfields. and ends at km 81+600. The total length of alignment under this

option is 1.940 Km. In general, the terrain can be classified as plain terrain. The general ground elevation varies

along the proposed alignment from 3 to 5m. The proposed bypass alignment generally avoids

built-up areas. Overall the Horizontal alignment can be designed for good Geometry. The typical cross section for the proposed bypass comprises of 4 lane divided carriageway

with 4.5m median. Land Acquisition can be difficult compared to the option-I, because it passes through small Built up on one side and another side passing through green fields.

Freight traffic is creating congestion in Yedshi town, which can be avoided under this option

and travel time will reduce. It does not pass through any forest areas.

No major utilities exist along the alignment

Option-3

Option-3 is proposed on the west side of existing NH-211. The proposed alignment takes off from the existing NH-211 at km 79+000, after ROB and it passes through green field in the

North-west direction avoiding built-up areas. The Proposed alignment is crossing one major Junction, two minor junctions and stream at one location. The total length of alignment under

this option is 4.5 km which is 600m west of existing road. Overall the Horizontal alignment

can be designed for good geometry. In general, the terrain can be classified as plane terrain with general ground elevation varies along the proposed alignment is about 4m to 6m. 2

structures have been affected due to this alignment. Care has been taken to avoid the religious structure and private property buildings while finalizing the alignment. The typical

cross section for the proposed bypass comprises of 4 lane divided carriageway with 4.5m

median. Land Acquisition can be done at a quickly without any administrative difficulties as the

proposed alignment is mostly passing through green fields.


bypass options for Yedshi. The option 1 has been finalized and approved by CGM & PD during presentation and NHAI observation letters NHAI/PIU/SLP/NHDPIVB/Pkg-7

(Gr.B)/14011/10/1/319 dated 31.08.10 and NHAI/RO/MAH/2010/412 dated 14.09.10 for




EIA REPORT

5-18

The comparative statement for all these 3 options are given below

Table 5.7: Comparison of Yedshi Bypass Options


General Western Side of NH 211



Length 3.86 km


79+760 79+660 79+000

Alignment End on NH 211

81+850 81+600 82+860

Terrain Plain Plain Plain

Land Use Agricultural Agricultural Agricultural

Built up Areas 1 1 Nil

No of structures affected 2 6 2

Horizontal Alignment Designed for Good Geometry Designed for Fair Geometry Designed for Good Geometry

Vertical Profile Designed for Good Geometry Designed for Good Geometry Designed for Good Geometry


Submergence Area 1 Nil 1

Major Junctions 1

SH-7 Nil

1 SH-7

Minor Junctions 2 2 2


Flyovers, Underpasses Nil Nil Nil


1 1 1


Rail Over Bridge (ROB) Nil Nil Nil


Right of Way (ROW) 60m 60m 60m


Nil Nil Nil

Religious Structure & Buildings

Nil Nil Nil

Approx Cost for 4 lane Bypass

22.08 Crores 23.28 Crores

46.32 Crores

Remarks Approved Not Recommended Not Recommended



EIA REPORT

5-19

Figure 5.6: Proposed Yedshi Bypass Options




EIA REPORT

6-1

CHAPTER 6.0

ENVIRONMENTAL MONITORING PROGRAMME

Environmental monitoring provides an essential tool to make necessary recommendations and

adopt suitable control strategies so that menace of rising environmental pollution could be

minimized and a relief be extended to the people including labours in case of any damage

caused under occupational health hazards. The monitoring is necessary for the following

reasons:

To see what impacts have occurred

To evaluate the performance of mitigation measures proposed in the EMP

To ensure that the conditions of approval are adhered to;

To suggest improvements in management plan, if required

To see that benefits expected from the EA are achieved as the project proceeds.

To satisfy the legal and community obligations.

6.1 Performance Indicators (PIS)

The physical, biological and social components, which are significant in affecting the

environment at critical locations, have been suggested as Performance Indicators. The following

specific environmental parameters can be qualitatively measured and compared over a period of

time and therefore selected as Performance Indicators for monitoring due to their regulatory

importance and the availability of standardized procedures and relevant expertise.

Soil contamination & Erosion indices

Air quality

Water quality

Noise levels around sensitive locations.

Replantation success / survival rate

Restoration of borrow pits

Sedimentation rate in the downstream where ponds/tanks & Reservoirs are located in

close vicinity

6.2 Selection of Indicators for Monitoring

The environmental parameters that may be qualitatively and quantitatively measured and

compared over a period of time, due to their importance and the availability of standardized

procedures and expertise, have been selected as Performance Indicators (PIs).

Ambient Air Quality

Noise levels

Water Quality

Soil Quality

Flora




EIA REPORT

6-2

6.3 Monitoring of Performance Indicators

6.3.1 Ambient Air Quality (AAQ) Monitoring

Ambient air quality parameters which are recommended for monitoring of widening and

strengthening of highway projects are Particulate Matter (Size less than 10m or PM10 g /m3),

Particulate Matter (Size less than 2.5m or PM2.5 g/m3), Sulphur Dioxide (SO2), Oxides of

Nitrogen (NOx) and Carbon Monoxide (CO). These parameters are to be monitored at selected

locations such as plant and machinery sites, crusher sites, excavation works, etc. starting from

the commencement of construction activity. Data should be generated once in a season at the

selected monitoring locations in accordance with National Ambient Air Quality (NAAQ)

Standards 2009 (Annexure-6.1).

6.3.2 Ambient Noise Monitoring

The measurement for monitoring the noise levels to be carried out at sensitive locations and at

construction sites along the project road in accordance to the Ambient Noise Standards

formulated by Central Pollution Control Board (CPCB) (Annexure 6.2). Sound pressure level

would be monitored on twenty-four hour basis. Noise shall be recorded at “A” weighted

frequency using digitized noise monitoring instrument.

6.3.3 Water Quality

Water quality of local water resources that is used by local community shall be monitored. The

physical and chemical parameters recommended for analysis of water quality relevant to road

project are pH, total solids, total suspended solids, total dissolved solids, COD, BOD, DO, Oil

and Grease, Chloride, Iron, etc. The monitoring of the water quality will be carried out at all

locations identified along the project road during construction and operation phase. Monitoring

parameters will be as per IS-10500 (Annexure-6.3) for ground water quality and for surface

water quality as per CPCB Guidelines for used based surface water classification (Annexure-

6.4).

6.3.4 Soil Quality

The soil quality of the surround fields close to the construction site and plant site will be

monitored to understand the impact of soil quality. The physic-chemical parameters

recommended for analysis are physical Parameter: Texture, Grain Size, Gravel, Sand, Silt, Clay;

Chemical Parameter: pH, Conductivity, Calcium, Magnesium, Sodium, Nitrogen, Absorption

Ratio.

6.3.5 Tree Survival Rate

Roadside plantation of trees and their management will be an important environmental activity

for the management group. These activities will include selection of plant, development of

nurseries, protection of plant, interaction with roadside communities for plantation

management and their maintenance, etc.

The widening and up gradation of the project requires felling of roadside trees. This lost will be

compensated by compensatory afforestation. The compensatory afforestation will be done as

per Forest (Conservation) Act and policy of Andhra Pradesh Forest Department.

To ensure the proper maintenance and monitoring of the compensatory afforestation, a regular

maintenance and monitoring of the survival rate of the planted trees is being proposed up to a




EIA REPORT

6-3

period of 5 years from the operation of the project. This will be monitored by implementing

agency with the help of Forest Department.

6.4 Environmental Monitoring Action Plan

The monitoring action plan covering various performance indicators, frequency and institutional

arrangements of the project in the construction and operation stages is given in Table 6.1.

6.5 Environmental Reporting System

Monitoring and evaluation are important activities in implementation of all projects. Monitoring

involves periodic checking to ascertain whether activities are going according to the plans. It

provides the necessary feedback for project management to keep the programme on schedule.

The reporting system will operate linearly with the Concessionaire, who will report to

Independent Consultant/Engineer (IC/IE), who will in turn report to the Project

Implementation Unit (PIU). All reporting by the Concessionaire and Independent Consultant

shall be on monthly/quarterly/annual basis. The PIU shall be responsible for preparing targets

for each of identified EMP activities.

The compliance monitoring and the progress reports on environmental components may be

clubbed together and submitted to the PIU regularly during the implementation period. The

operation stage monitoring reports may be annual or biennial provided the project

Environmental Completion Report shows that the implementation was satisfactory. Otherwise,

the operation stage monitoring reports will have to be prepared as specified in the said project

Environmental Completion Report.

6.6 Environmental Monitoring Cost

A separate budgetary provision has been made for implementation of Environmental

Monitoring Plan. The environmental monitoring cost is estimated on the basis of the length and

existing environmental scenario of the project road. A budget allocation of Rs. 84.12 lakhs for

project section has been made against environmental monitoring during construction and

operation stages. The details are provided in Table 10.3 in the Chapter Environmental

Management Plan.

Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211

from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra

EIA REPORT

6-4

Table 6.1: Environmental Monitoring Plan

En

vir

on

me

nt

Co

mp

on

en

t

Pro

ject

Sta

ge

Regular Monitoring Parameters Institutional Responsibilities

Parameters Standards Locations Frequency Duration Action Plan in

case criteria

exceeds

Implementation Supervision

Air

Co

nstr

ucti

on

PM10 g /m3, PM2.5

g/m3, SO2, NOx,

CO

National

Ambient Air

Quality

Standard

(CPCB, 18th

Nov, 2009)

Plant site, HMP and

Stone Crusher

Twice a month

for 3 years

Continuous 24

hours

Check and

modify control

device like bag

filter/cyclones of

hot mix plant

Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

PM10 g /m3, PM2.5

g /m3, SO2, NOx,

CO

Along the project

road at locations of

baseline monitoring

in consultation with

IC

Once in a season

excluding the

monsoon for 3

years

Continuous 24

hours

- Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

Op

era

tio

n PM10 g /m3, PM2.5

g /m3, SO2, NOx,

CO

Along the project

road at locations of

baseline monitoring

in consultation with

IC

Thrice a year for

5 year

Continuous 24

hours

- Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

Su

rfa

ce

Wa

ter

Qu

ali

ty

Co

nstr

ucti

on

pH, temperature,

DO, BOD, COD, Oil

& Grease, Total

Suspended Solid,

turbidity, Total

Hardness, Chlorine,

Iron, Total

Coliform.

Surface Water

Quality

Standard as

per used based

classification

for Surface

Water as per

CPCB

At identified

locations

Once in a season

excluding the

monsoon for 3

years

Grab Sampling Check and

modify petrol

interceptors, silt

fencing devices

Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI



EIA REPORT

6-5

Op

era

tio

n

pH, temperature,

DO, BOD, COD, Oil

& Grease, Total

Suspended Solid,

turbidity, Total

Hardness, Chlorine,

Iron, Total Coliform

Guidelines.

(Ref IS:

10500, 1991)

At identified

locations

Once in a season

excluding the

monsoon for 5

years


modify petrol

interceptors, silt

fencing devices

Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

Gro

un

d W

ate

r Q

ua

lity

Co

nstr

ucti

on

pH, Temperature,

TSS, Total

hardness,

Suspended Solid,

Chlorine, Iron,

Sulphate, Nitrate

Ground Water

Quality

Standard as

per IS:

10500, 1991

Plant Construction

site

Once in a month

for 3 years

excluding

monsoon period


modify petrol

interceptors, silt

fencing devices

Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

Op

era

tio

n

pH, Temperature,

TSS, Total

hardness,

Suspended Solid,

Chlorine, Iron,

Sulphate, Nitrate

At identified

locations

Once in a season

excluding

monsoon for 5

year


modify petrol

interceptors, silt

fencing devices

Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

No

ise

Le

ve

l

Co

nstr

ucti

on

Leq dB (A) (Day

and Night)

Average and Peak

values

Ambient Noise

Standard

(CPCB, 2000)

At equipment yards

and locations as

identified by IC

Once in a season

excluding

monsoon for 3

years

Readings to be

taken at 60

seconds interval

for every hour

and then Leq

are to be

obtained for Day

time and Night

time

Check and

modify

equipment and

devices used to

protect noise

level

Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI



EIA REPORT

6-6

Op

era

tio

n

Leq dB (A) (Day

and Night)

Average and Peak

values

Locations as

identified by IC

Once in a season

excluding

monsoon for 5

year

Readings to be

taken at 60

seconds interval

for every hour

and then Leq

are to be

obtained for Day

time and Night

time

- Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

So

il

Co

nstr

ucti

on

Physical

Parameter:

Texture, Grain

Size, Gravel, Sand,

Silt, Clay; Chemical

Parameter: pH,

Conductivity,

Calcium,

Magnesium,

Sodium, Nitrogen,

Absorption Ratio

- Near Construction

sites along the road

as identified by the

IC

Once in a season

excluding the

monsoon for 3

years

- - Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI

Op

era

tio

n

Physical

Parameter:

Texture, Grain

Size, Gravel, Sand,

Silt, Clay; Chemical

Parameter: pH,

Conductivity,

Calcium,

Magnesium,

Sodium, Nitrogen,

Absorption Ratio

Once in a season

excluding the

monsoon for 5

year

5Years - Concessionaire

through approved

monitoring agency

IC/IE & PIU-

NHAI



EIA REPORT

6-7

Tre

e P

lan

tati

on

/G

ree

nb

elt

De

ve

lop

me

nt

Co

nstr

ucti

on

Tree Survival rate 90% Tree

Survival Rate

Throughout the

Project in

substantially

completed section

Once in a month 1 Years Replacement of

Dead tree with

healthy saplings

of same species,

repairing of tree

guards, fencing

etc.

Concessionaire IC/IE, PIU

NHAI O

pe

rati

on

Tree Survival rate 90% Tree

Survival Rate

Throughout the

Project stretch

Once in three

months

5 years Replacement of

Dead tree with

healthy saplings

of same species


NHAI

Wa

ter

Bo

die

s

Co

nstr

ucti

on

Turbidity in Storm

water

Silt load in ponds

As specified by

the engineer

Water quality

standards

At the drains,

Ponds, water

reservoir and tanks

construction

site/along the ROW

Pre-monsoon

and post

monsoon

seasons for 3

years

3 years Inspection and

modification of

silt fencing/ any

leakage of drains

to these surface

water bodies


NHAI

Op

era

tio

n

Turbidity in Storm

water

Silt load in ponds

As specified by

the engineer /

Water quality

standards

At major water

bodies (Pond,

Tanks, Reservoirs

within the Proposed

ROW and those

located at

immediate vicinity

of the Proposed

ROW.

5 Year

before onset of

monsoon

5 Years Check and repair

catch drains,

storm water

drains and silt

trap

Concessionaire IC/IE till

defect

liability

period, PIU

NHAI




EIA REPORT

ANNEXURE – 6.1

NATIONAL AMBIENT AIR QUALITY STANDARDS

Sl.

No.

Pollutant Time

Weighted Average

Concentration in Ambient Air

Industrial, Residential,

Rural and

Other Area

Ecologically Sensitive Area

(notified by

Central Government)

Method of Measurement

(1) Sulphur

Dioxide (SO2) µg/m3

Annual* 50 20 Improved West and

Geake Method Ultraviolet Fluorescence

24 hours** 80 80

(2) Oxides of Nitrogen

(NOx)

µg/m3

Annual* 40 30 Jacob & Hochheiser Modified

(Na-Arsenite) Method

Chemiluminescence

24 hours** 80 80 Gas Phase

Chemiluminescence

(3) Particulate Matter (Size

less than 10

µm) or PM10 µg/m3

Annual* 60 60 Gravimetric TOEM

Beta attenuation 24 hours** 100 100

(4) Particulate Matter (Size

less than 2.5

µm) or PM2.5 µg/m3

Annual* 40 40 Gravimetric TOEM

Beta attenuation 24 hours** 60 60

(5) Ozone (O3) µg/m3

8 hours** 100 100 UV Photometric Chemiluminescence

Chemical Method 1 hour** 180 180

(6) Lead (Pb) µg/m3

Annual* 0.5 0.5 ASS/ ICP Method after sampling on EPM 2000

or equivalent Filter paper

ED – XRF using Teflon

filter

24 hours** 1.0 1.0

(7) Carbon Monoxide

(CO) mg/m3

8 hours** 02 02

Non Dispersive Infra Red (NDIR)

Spectroscopy

1 hour** 04 04

(8) Ammonia

(NH3) µg/m3

Annual* 100 100 Chemiluminescence

Indophenol blue method 24 hours** 400 400

(9) Benzene

(C6H6) µg/m3

Annual* 05 05 Gas Chromatography

based continuous analyzer

Adsorption and Desorption followed by

GC analysis




EIA REPORT

Sl. No.

Pollutant Time Weighted

Average

Concentration in Ambient Air

Industrial,

Residential,

Rural and Other Area

Ecologically

Sensitive Area

(notified by Central

Government)

Method of

Measurement

(10) Benzo (a) pyrene (BaP)

– Particulate phase only,

ng/m3

Annual* 01 01 Solvent extraction followed by HPLC/GC

analysis

(11) Arsenic (As) ng/m3

Annual* 06 06 AAS/ICP method after sampling on EPM 2000

or equivalent filter paper

(12) Nickel (Ni) ng/m3

Annual* 20 20 AAS/ICP method after sampling on EPM 2000

or equivalent filter paper

*Annual Arithmetic mean of minimum 104 measurements in a year at a particular site taken twice a

week 24 hourly at uniform interval.

**24 hourly or 08 hourly or 01 hourly monitored values, as applicable, shall be complied with 98% of the time in a year. 2% of the time, they may exceed the limits but not on two consecutive days of

monitoring.

Source: National Ambient Air Quality Standards, Central Pollution Control Board Notification No. 29016/20/90/PCI-I dated 18 November, 2009



of Maharashtra

EIA REPORT

ANNEXURE – 6.2

NATIONAL AMBIENT NOISE MONITORING STANDARDS

Area/Class Noise Level (Leq dB (A))*

Day Time Night Time

Industrial 75 70

Commercial/Mixed 65 55

Residential/Rural 55 45

Sensitive 50 40

Note-:

1. Day time shall mean from 6 a.m. to 10 p.m.

2. Night time shall mean from 10 p.m. to 6 a.m.

3. Silence Zone is an area comprising not less than 100 meters around hospitals, education institutions, courts, religious places or any other area, which is declared as such by Competent Authority.

4. Mixed categories of areas may be declared as one of the four above-mentioned categories by the Competent Authority.

*dB(A) Leq denotes the time weighted average of the level of decibels on scale A which is related to Human Beings

A “decibel” is the unit in which noise is measured

“A” in dB(A) Leq, denotes the frequency weighted in the measurement of the noise corresponds to frequency response characteristics of the human ear.

Leq: It is an energy means of the noise level over a specified period.




EIA REPORT

ANNEXURE – 6.3

WATER QUALITY STANDARD AS PER BIS (IS: 10500:1991)

S. No.

Parameters Desirable Limit

Max. Permissible

Limits in the absence of alternate source

Essential Characteristics:

1. Colour 5 25

2. Odour Unobjectionable Unobjectionable

3. Taste Agreeable Agreeable

4. Turbidity, NTU 5 10

5. pH Value 6.5 to 8.5 No relaxation

6. Total Hardness (as CaCO3), mg/l 300 600

7. Iron as Fe, mg/l 0.3 1.0

8. Chloride as Cl, mg/l 250 1000

9. Residual free Chlorine, mg/l 0.2 -

Desirable Characteristics

10. Dissolved Solids, mg/l 500 2000

11. Calcium as Ca, mg/l 75 200

12. Copper as Cu, mg/l 0.05 1.5

13. Manganese as Mn, mg/l 0.10 0.3

14. Sulphate as SO4, mg/l 200 400

15. Nitrate as NO3, mg/l 45 100

16. Fluoride as F, mg/l 1.0 1.5

17. Phenolic Compounds as C6H5OH, mg/l 0.001 0.002

18. Mercury as Hg, mg/l 0.001 No relaxation

19. Cadmium as Cd, mg/l 0.01 No relaxation

20. Selenium as Se, mg/l 0.01 No relaxation

21. Arsenic as As, mg/l 0.05 No relaxation

22. Cyanide as CN, mg/l 0.05 No relaxation

23. Lead as Pb, mg/l 0.05 No relaxation

24. Zinc as Zn, mg/l 5.0 15.0

25. Anionic detergent as MBAS, mg/l 0.2 1.0

26. Chromium as Cr6+, mg/l 0.05 No relaxation

27. Polynuclear aromatic hydro carbon as PAH, g/l - -

28. Mineral Oil, mg/l 0.01 0.03




EIA REPORT

S.

No. Parameters Desirable Limit

Max. Permissible Limits in the absence

of alternate source

29. Pesticide, mg/l Absent 0.001

30.

Radioactive materials:

i. Alpha Emitters, Bq/l

ii. Beta Emitters, Bq/l

-

-

0.1

1.0

31. Alkalinity, mg/l 200 600

32. Aluminum as Al, mg/l 0.03 0.2

33. Boron, mg/l 1.0 5.0




EIA REPORT

ANNEXURE – 6.4

USE BASED CLASSIFICATION OF SURFACE WATERS IN INDIA

Source: Guidelines for Water Quality Management – CPCB 2008.

Designated-Best-Use Class of

water Criteria

Drinking Water Source without

conventional treatment but after disinfections

A

i. Total Coliforms Organism MPN/100ml shall be

50 or less

ii. pH between 6.5 and 8.5

iii. Dissolved Oxygen 6mg/l or more

iv. Biochemical Oxygen Demand 5 days 20oC 2mg/l or less

Outdoor bathing (Organized)

B

i. Total Coliforms Organism MPN/100ml shall be

500 or less

ii. pH between 6.5 and 8.5


iv. Biochemical Oxygen Demand 5 days 20oC

3mg/l or less

Drinking water source after conventional treatment and

disinfections

C

i. Total Coliforms Organism MPN/100ml shall be 5000 or less

ii. pH between 6 to 9


iv. Biochemical Oxygen Demand 5 days 20oC

3mg/l or less

Propagation of Wild life and Fisheries

D

i. pH between 6.5 to 8.5

ii. Dissolved Oxygen 4mg/l or more

iii. Free Ammonia (as N) 1.2 mg/l or less

Irrigation, Industrial Cooling,

Controlled Waste disposal

E

i. pH between 6.0 to 8.5

ii. Electrical Conductivity at 25oC micro mhos/cm Max.2250

iii. Sodium absorption Ratio Max. 26

iv. Boron Max. 2mg/l



EIA REPORT

7-1

CHAPTER 7.0

SOCIAL IMPACT ASSESSMENT AND R & R PLAN

This Chapter describes the Social Impact Assessment of the project road and one the basis of this

the Rehabilitation and Resettlement Action Plan (RAP) has been prepared.

7.1 METHODOLOGY

The action plan is based on the primary and secondary data sources. Secondary data source

include Gazetteer of project districts, maps and District Census Handbook, 2001. A questionnaire

was used to conduct census and socio-economic survey.

This Resettlement Action Plan (RAP) report has been prepared as per the National Policy on the

Resettlement and Rehabilitation of Project Affected Families - 2007 (NPRR – 2007) and is based

on data collected from field survey. The primary purpose for preparing Resettlement Action Plan

(RAP) is to assess the socio-economic condition of the Project Affected Persons (PAPs) in order to

minimise and provide mitigative measures. Since the displacement is indispensable, rehabilitation

shall be done in such a manner so that the standard of living of PAPs is restored. Special

attention will be paid to the vulnerable groups. RAP has provisions to ensure that PAPs are

compensated at replacement value for the assets lost and to enable them to regain or improve

their socio-economic status enjoyed prior to the project. The RAP is a live document and will be

updated as and when necessary. Implementation of the RAP will be done on data so modified.

7.2 NEGATIVE SOCIAL IMPACT

7.2.1 Impact on properties

The project road section will affect 1252 properties. The typological details of the affected

structures are given in Table 7.1.

Table 7.1: Details of affected properties

S. No. Typology Solapur Yedshi Section of NH-211

Grand Total Solapur District Osmanabad District

1 Residential 173 273 446

2 Commercial 77 378 455

3 Religious 13 22 35

4 Residential + Commercial

4 28 32

5 Baddi 8 55 63

6 Others 47 174 221

TOTAL 322 930 1252



EIA REPORT

7-2

7.2.2 Affected person and families

The widening and strengthening of the project road is likely to affect quite substantial number of

persons and properties. In total 1277 families shall be affected from the project. Table 7.2

provides information on category wise number of affected persons.

Affected persons/families are generally divided into three categories namely,

acquisition/titleholder, encroacher and squatter. In addition, there is another category of

affected/displaced, called illegal, user of ROW (mobile/ambulatory vendors and kiosk owner).

Table 7.3 gives a category-wise break-up of the number of affected families, losing residential,

commercial or residential-cum-commercial structures and those who are kiosks owners.

Table 7.2: Project Affected Families

Categories Solapur- Yedeshi Section of NH-211

Residential structure 447

Commercial structure 419

Residential cum commercial structure

32

Boundary Wall 316

Kiosk (Baddi) owner 63

Total 1277

Table 7.3: Distribution of Affected Persons

Categories Solapur- Yedshi

section of NH-211

Title Holder 3402

Encroacher 637

Squatter 253

Total 4292

7.3 DETAILS OF AFFECTED FAMILIES

Details of affected families as per ownership of the property are given in Table 7.4.

Table 7.4: Distribution of Affected Families

Categories Solapur- Yedeshi Section of NH-211

Title Holder 1026

Encroacher 162

Squatter 89

Total 1277

7.4 LAND AQUISITION

A total area of 341.995 Ha (323.995 Ha for Solapur-Yedshi section of NH-211 and 18 ha. for Km

249.000 to Km 255.000 section of NH-9) of land will be required for acquisition to accommodate

proposed widening beyond existing ROW as well as the proposed bypasses / realignments / curve

improvements.



EIA REPORT

7-3

7.5 RESETTLEMENT ACTION PLAN (RAP) AND R&R POLICY:

The Resettlement Action Plan (RAP) for 4 laning of Solapur – Yedeshi section of NH-211 and from

Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra has been prepared on the basis

of the National Policy on the Resettlement and Rehabilitation of Project Affected Families - 2007

(NPRR-2007). The principle of the R & R policy is the guiding philosophy to provide a

developmental approach to resettle and rehabilitate the people affected by the project. In

particular:

Wherever possible displacement will be reduced or avoided altogether by sensitive design

of civil works (e.g. alternative designs or modifications to the design).

Where displacement is unavoidable, those displaced will have their living standards

improved.

They will be located as a single unit among the peer groups or will be assisted to

integrate into their new community. Particular attention will be paid to the needs of the

most vulnerable groups to be resettled.

PAPs will be compensated, at replacement cost for assets lost. Adequate social and

physical infrastructure will be provided.

PAPs and the host communities will be encouraged to participate in the design and the

implementation of RAP.

The RAP delivers a comprehensive package of compensation and assistance to entitled persons,

families, and groups suffering losses as a result of the project. It provides mitigation for:

Loss of assets, including land and house or work place

Loss of livelihood or income opportunities and

Collective impacts on groups, such as loss of community assets, common property

resources and others.

The eligible families for support have been defined in the R & R policy. Accordingly, following

definitions are important:

DEFINITIONS

Cut Off Date : I) In case of land acquisition affecting the legal title-holders, the cut off date would be the date of issuing

the notice u/s 3 (1) of NH Act.

ii) For the non-title holders cut off date would be the date of Census Survey, which is 26.06.2011.

Project Affected Persons : Person who is affected in respect of his/her land including homestead land and structure thereon, trade

and occupation due to construction of the project.

Project Displaced Person* : A person who is compelled to change his /her land

including homestead land and structure thereon, trade and occupation due to construction of the project.

Project Affected Family : A family with respect to the project shall mean husband,

Wife and minor children

a) every son irrespective of his marital status above the ago of 18 years



EIA REPORT

7-4

b) every unmarried daughter above the age of 18 years

c) divorced, widowed, abandoned separated of single

unwed mother living separately d) disabled people above the age of 18.

e) orphan and the aged above the age of 58.

Eligible /Entitled Person : Those losing either 10% or more of their land holding or

any other immovable property will be entitled for rehabilitation assistance.

Encroacher : A person who has trespassed government/private/

community Land adjacent to his or her land or asset to which he/she is not entitled and who derives his/her

livelihood and housing there from prior to the cut off

date.

Landless/Agriculture Labour : A squatter is a person who has settled on publicly owned land for housing or livelihood without permission or who

has been occupying publicly owned building without

authority prior to the cut off date. Below Poverty Line : A household whose annual income from all sources is

less than the designated sum as fixed by the Planning Commission, Government of India, will be considered to

be below poverty line (BPL).

Vulnerable Person : The vulnerable group may include but not be limited to

the following: a. those people falling under Below Poverty Line

category and earning up to 25% above the poverty level;

b. Member of Scheduled Caste/Tribe community/ Other

backward community; c. Women Headed households;

d. Disabled and aged;

7.5.1 THE NATIONAL HIGHWAY ACT 1956 - Provisions for land Acquisition (Amended, 1997)

Sec 3: Definitions

"Competent Authority" means any person or authority authorized by the Central Government by

notification in the official Gazette to perform the functions of the Competent Authority for such

area as may be specified in the notification.

"Land" includes benefits to arise out of land and things attached to the earth or permanently

fastened to anything attached to the earth.

Sec 3(A): Power to Acquire Land

The Central Government by notification is the official gazette, declare its intention to acquire any

land, for a public purpose, for the building, maintenance, management or operation of a national

highway or part thereof.

Such notification shall give a brief description of the land and be published by the Competent

Authority in two local newspapers one of which will be in a vernacular language.



EIA REPORT

7-5

Sec 3(B): Power to Enter for Survey

On the issue of above notification, it shall be lawful for any person, authorized by the Central

Government in this behalf to

(a) Make any inspection, survey, measurement, valuation or enquiry

(b) Take levels

(c) Dig or bore into sub-soil

(d) Set out boundaries and intended lines of work

(e) Mark such levels, boundaries and lines by placing marks and cutting trenches; or do such

other acts, or things as may be laid down by rules made in this behalf by that Government.

Sec3(C): Hearing of Objections

Any person interested in the land may within 21 days from the date of publication of the

notification, submit objection to the use of the land for the purpose mentioned therein to the

Competent Authority in writing and shall set out the grounds thereof.

The Competent Authority shall give the objector an opportunity of being heard, either in person

or by a legal practitioner, and may, after hearing all such objections and making further inquiry, if

any, by order either allow or disallow the objections. Such order shall be final.

Sec 3(D): Declaration of Acquisition

On completion of the procedure prescribed under Section 3(C}, the Central Government on ,

receipt of the report from the Competent Authority, shall declare, by notification in the official

Gazette, that the land should be acquired for the purpose, where after the land shall rest

absolutely in the Central Government free from all encumbrances. Such declaration made by the

Central Government shall not be called in question in any court or by any other authority.

Where in respect of any land, a notification has been published under Section 3A for its

acquisition but no declaration under Section 3D has been published within a period of one years

(excluding the period of stay granted by an order of a court for any action or proceedings) from

the date of publication of that notification, the said notification shall cease to have any effect.

Sec 3(E): Power to Take Possession

Where any land has vested in the Central Government under Section 3D, and the amount

determined by the Competent Authority under Section 3G with respect to such land has been

deposited under Section 3H, with the Competent Authority by the Central Government the

Competent Authority may by notice in writing direct the owner as well as any other person who

may be in possession of such land to surrender or deliver possession thereof to the Competent

Authority or any person daily authorized by it in this behalf within 60 days of the service of notice.

If any person refuses or fails to comply with any direction herein above the Competent Authority

shall get the surrender of the land enforced by the Commissioner of Police (for land falling within

metropolitan area) or the Collector of a District (for land in other areas) .

Sec 3(F): Right to Enter into the land, where land has been Vested in the Central

Government

It shall be lawful for any person authorized by the Central Government in this behalf, to enter and



EIA REPORT

7-6

do other act necessary upon the land for carrying out the building, maintenance, management or

operation of a National Highway or a part thereof, or any other work connected therewith.

Sec 3(G): Determination of Amount Payable as Compensation

Where any land is acquired under this Act, compensation shall be paid as determined by the

Competent Authority, as per the following procedure:

(1) Publishing public notice in two local newspapers, one in vernacular language: inviting claims from all persons interested in the land to be acquired

(2) Public notice shall state the particulars of the land and shall require all persons interested in

the land to appear in person or by an agent or by a legal practitioner before the Competent Authority, at a time and place and to state the nature of their respective interest in such land

(3) In the amount determined by the Competent Authority is not acceptable to either of the

parties, the amount shall, on an application by either of the parties, be determined by the

arbitrator to be appointed by the Central Government

(4) The provisions of the Arbitration and Conciliation Act (1996) shall apply to every arbitration

under this Act

While determining the amount payable as compensation, the Competent Authority or the

arbitrator shall take into consideration -

(a) The market value of the land on the date of publication of the notification under Section 3A.

(b) The damage (if any) sustained by the person interested at the time of taking possession of

the land, by reason of the severing of such land from other land

(c) The damage (if any) sustained by the person interested at the time of taking possession of

the land, by reason of the acquisition injuriously affecting his other immovable properly in any

manner, or his earnings

(d) If in consequences of the acquisition of the land, the person interested is compelled to

change his residence or place of business, the reasonable expenses, if any, incidental to such

change

Where the right of user or any right in the nature of an easement on, any land is acquired under

this Act, the owner and any other person whose right of enjoyment in that land has been affected

shall be paid an amount calculated at 10% of the amount determined for that land.

Sec 3(H): Deposit and Payment of Amount

The amount determined under Section 3G shall be deposited by the Central Government in such

manner as may be laid down by rules made in this behalf by that Government with the

Competent Authority before taking possession of the land. The Competent Authority shall on

behalf of the Central Government pay the amount to the person or persons entitled thereto. If

any dispute arises as to the apportionment of the amount or any part thereof or to any person to

whom the same or any part thereof is payable, the Competent Authority shall refer the dispute to

the decision of the principal civil court of original jurisdiction within the limits of whose jurisdiction

the land is situated. Where the amount determined under Section 3G by the arbitrator is. in

excess of the amount-determined by the Competent Authority, the arbitrator .may award interest

at 9% per annum on such excess amount from the date of taking, possession under Section 3D

till the date of actual deposit thereof.



EIA REPORT

7-7

Sec 3(1): Competent Authority to have Certain Powers of Civil Court

The Competent Authority shall have for the purpose of this Act, all the powers of a civil court

while trying a suit under the Code of Civil Procedure, 1908, in respect of the following matters,

viz.

(a) summoning and enforcing the attendance of any person and examining him on oath,

(b) requiring the discovery and production of any document,

(c) reception of evidence on affidavits,

(d) requisitioning any public record from any court or office,

(e) issuing commission for examination of witnesses

Sec 3(J): Land Acquisition Act 1 of 1894 Not to Apply

Nothing in the Land Acquisition Act; 1894 shall apply to an acquisition under this Act.

7.6 INSTITUTIONAL FRAMEWORK AND GRIEVANCE REDRESSAL MECHANISM

Institutions for planning & implementation of RP vary substantially in terms of their respective

roles & capacity. Timely establishment & involvement of appropriate R&R institutions would

significantly facilitate achievement of objectives of the R&R programme. The main R&R

institution would include:

- NHAI

- Local Administration

- Line departments

- NGO

- DLC/GRC

- Training Institutions

- M&E Agency

7.6.1 Resettlement Institutions and Framework

NHAI has an Environmental and Social Development Unit (ESDU) at the corporate level. The

ESDU at apex level has overall responsibility for policy guidance, coordination and planning,

internal monitoring and overall reporting. The ESDU headed by General Manager (GM)

(Environment), has one Deputy General Manager (DGM) (Environment) and one R&R Manager.

An Independent Monitoring and Evaluation Agency would be appointed which will work in close

association with ESDU/PIU. Two NGOs would be selected to work in close association with the

Project Implementation Unit for smooth functioning of RP implementation, R& R, providing

livelihood solutions, training/ up gradation of skills and providing preventive measures for

HIV/AIDS etc.

7.6.2 The Process

NHAI will initiate the following activities to commence and implement the RP:

Establish PIU and field office

Selection of NGO with proven track records for the smooth implementation of R&R

activities as stated;

Orientation and awareness seminars for project implementation Unit (PIU).

Appointment of external monitoring and evaluation consultants.



EIA REPORT

7-8

Effective RP implementation will require institutional relationships & responsibilities, rapid

organizational development & collaborative efforts by NHAI, state govt. & partnering NGO. The

ESDU will establish operational links within NHAI (for e.g. finance for release of money on

approval of micro plan) & with other agencies of govt. involved in project induced settlement. It

will provide means & mechanism for coordinating the delivery of the compensation & assistance

entitled to those who will suffer loss. On behalf of NHAI, ESDU will assure the responsibility for

representing the social impact & resettlement component of the project. The ESDU will also be

responsible for disseminating the information to the public & providing additional opportunities for

public comment.

The ESDU at the apex level will have overall responsibility for policy guidance, coordination, and

contingency planning, monitoring and overall reporting during RP implementation. .

The Organogram for the R&R cell is given in Figure 7.1:



EIA REPORT

7-9

Member

Project Director PIU

Chief General Manager

General Manager ESDU

District R & R Officer NGO

District level Committee

Independent M &E Agency

Grievance Redressal Committee

Affected Persons (PAPs)

Manager (R&R)

Manager (Environment.)

Figure 7.1: The Organogram for R&R Cell

7.6.3 Roles and Responsibilities

The role and responsibilities of the various offices in R&R implementation is presented below:

At Corporate Level

The Chief General Manager (CGM)

In-charge of overall project activities;

Participate in the State Level Committees to facilitate land acquisition, preconstruction activities

and implementation of R&R activities.



EIA REPORT

7-10

ESDU-General Manager shall

Co-ordinate the implementation of R&R activities with corporate and field staff;

Appoint NGO for R&R implementation and M&E consultants for monitoring and

evaluation;

Plan and conduct training programs for staff capacity building as well as capacity of field

level NGOs and partner agencies;

Review the micro plans prepared by the NGO;

Review monthly progress report;

Monitor the progress on R&R and land acquisition;

Advice PIU/NGO/M&E Agency on policy related issues during implementation; and

Ensure early release of money to PIUs for R&R activities.

7.6.4 Project Implementation Unit (PIU)

This unit will coordinate the process for land acquisition. Relocation and rehabilitation,

distribution of project provided assistance and PAPs access to government programs. Three NGO

would be selected who would be working in close association with the Project Implementation

Unit.

RP Implementation Field Offices and Tasks

The PD-PIU will be responsible to carry the following task concerning resettlement of the

project:

Overall responsibility of Implementation of R&R activities of RP;

Responsible for land acquisition and R&R activities in the field;

Ensure availability of budget for R&R activities;

Liaison with district administration for support foreland acquisition and implementation of

R&R; and

Participate in the district level committees.

District Resettlement and Rehabilitation Officer (DRRO)

Co-ordinate with district administration and NGO for land acquisition and R&R;

Translation of R&R policy in local language;

Prepare pamphlets of the policy;

Printing of the policy and identity cards for the PAPs;

Ensure the development of resettlement sites, wherever required;

Participate in the allotment of residential, commercial and agricultural plots;

Liaison with district administration for dovetailing government’s income generating and

developmental programs for the PAPs;

Ensure the inclusion of those PAPs who may have not been covered during the census

survey; facilitate the opening of joint accounts in local banks to transfer assistance for

R&R for PAFs, and organize the disbursement of cheques for assistance in the affected

area in public;

Monitor physical and financial progress on land acquisition and R&R activities;

Participate in regular meetings;

Organize Bi-monthly meetings with the NGO to review the progress on R&R; and

Review micro plan & monthly reports submitted by NGO.



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7-11

NGO will be principally responsible for the day-to-day implementation work.

Survey and verification of the PAFs;

Verification of land records followed by verification on the spot related to identified plots

and owners;

Develop rapport with the PAPs;

Photograph of each PAP for ID cards;

Assist to issue identity cards to the PAFs;

Co-ordinate with the DRO to implement R&R activities;

Conduct market feasibility study;

Valuation of properties/assets for finalization of replacement value;

Participate with the DRO to undertake public information campaign at the

commencement of the projects;

Distribute the pamphlets of R&R policy to the PAPs;

Assist the PAPs in receiving the compensation;

Facilitate the process of arranging loans for DPs

Facilitate the opening of joint accounts

Generate awareness about the alternate economic livelihood and enable the PAFs to

make informed choice;

Prepare micro-plans for R&R;

Enable the PAFs to identify the alternate sites for agriculture, residential and commercial

plots;

Participate in the consultation on allotment of shops and residential plots;

Ensure the PAPs have received their entitlements;

Ensure the preparation of rehabilitation sites;

Participate in the meetings organized by the PIU;

Submit monthly progress reports;

Identify training needs and institutions for the PAPs for income generating activities;

Participate in the disbursement of cheques for the assistance at public places;

Coordinate the training programs of the PAPs for income generating activities;

Coordinate the meeting of District Level Committees;

Accompany EP to GRC;

Awareness campaigns for highway related diseases; and

Ensure the AP judiciously uses compensation and R&R assistance.

District Level Committee (DLC)

RP will be implemented through District Level Committees that will be established in each district

i.e. Solapur and Osmanabad. The committee would include District Magistrate or his

representative, District Land Acquisition Officer, Pradhans of Panchayat Samities, representative

of affected villages including women, representative of revenue department, line departments,

PWD, people’s representatives, NGO and representatives of affected population. The formation of

DLCs would be facilitated by NGOs. . The functions of the DLC will be as follows: (i) to meet

regularly to review the progress of land acquisition/ R&R; (ii) approval of the micro-plan on the

basis of methodology defined in the RP; and (iii) facilitate the implementation of the RP programs

in the project-affected area.

The DLC would also: (i) meet regularly at pre-decided dated specifically for grievance redressing

purpose; (ii) help in amicable settlement of disputes at community level; (iii) carry forward the



EIA REPORT

7-12

ones which are not reconciled to the Grievance Redressal Committee (iv) coordination with local

govt. authorities & field offices.

7.6.5 Coordination with Other Agencies and Organizations

R&R Cell will establish networking relationships with line departments and other govt. & non-govt.

organizations. The Revenue Department has an influencing role in Land Acquisition proceedings,

and initiation of resettlement process. Unless the compensation process is prompt and efficient,

implementation process will get delayed. R&R Cell will coordinate with the Project Land

Acquisition Officer to expedite the land acquisition process.

Income restoration will be sole responsibility of the Project Authority. NGO will facilitate linkages

to be established with the agencies implementing centrally sponsored poverty alleviation

programs to restore the income of PAPs.

Restoration of community assets such as hand pumps , borewells will require help from PHED.

NHAI will extensively work on developing lateral linkages for mobilization of resources to benefit

the PAPs and to achieve the desired results expected from implementation of RP.

The Revenue Department is responsible for providing land records, acquiring land and other

properties and handing them over to the proper authorities. The District Rural Development

Agency (DRDA) will extend the IRDP and other developmental schemes to include the PAPs. The

representative of these departments/agencies will be in contact with the R&R Cell, which will

facilitate the integration of the various agencies, involved in the R&R process.

7.6.6 NGO Participation

Need for NGO: Involuntary resettlement is a sensitive issue and experience in R&R matters will

be required by the PIU, R&R Cell. A good rapport with the affected community will facilitate a

satisfactory R&R of the PAPs and minimize disturbance particularly physical and economic. To

overcome this deficiency, experience and well-qualified NGO in this field will be engaged to assist

the NHAI in the implementation of the RP. Three NGOs will be hired, two for RP implementation

and one for HIV/AIDS, women trafficking etc. The third NGO should have core competence in

addressing social issues such as HIV/AIDS; child labour, women empowerment, anti- trafficking

and other right based issues.

The NGO, in this sense, will have to ensure that the due entitlements flow to the PAPs in the

most effective and transparent manner. The success of the NGO inputs will largely depend on

their liaison with the PAPs and other concerned government agencies. Other involved agencies

are expected to collaborate with Project, based on instructions from the NHAI, in accordance with

the policy framework and the RP. These arrangements have to be made during the first month of

Project implementation in order to set up the various committees and implementation

mechanisms required for the project.

Role of NGO: The role of NGO would be of a facilitator. The NGO will work as a link between the

PIU - R&R Cell and the affected community. They will educate the PAPs on the need to

implement the Project, on aspects relating to LA and R&R measures and ensures proper

utilization of various compensations extended to the PAPs under the R&R entitlement package.

After the approval of the microplans, the NGO will issue identity cards to the entitled persons.

NGO Consultancy will be to facilitate the resettlement process. Its broad objectives will be to:

Build rapport with PAPs & PIU



EIA REPORT

7-13

Educate PAPs on their rights, entitlements, and obligations under the RAP;

Ensuring that PAPs receive their full entitlements;

Where options are available, the NGO shall provide advice to PAPs on relative benefits of

each option;

Assist PAPs on grievance redressal through the established system;

Collect data as required to help PIU to monitor and assess progress;

Briefly, its activities will be to:

Develop rapport between the PAPs and the NHAI;

Develop project level plans for R&R in consultation with the PAPs and communicate same

to NHAI;

Explain to the PAPs about the options available for their land and properties acquired for

the Project;

Assist the PAPs to identify suitable land for agricultural purposes;

Assist NHAI in making arrangements for the smooth relocation of the PAPs;

Ensure proper utilization by the PAPs of various compensations available under the R&R

package;

Assist the PAPs in getting benefits from various government development programs;

Help the PAPs in the redressal of their grievances at the Grievance Redressal Committee;

Train the PAPs, if necessary, in acquiring literacy and income-generation related

schemes;

Provide appropriate field staff; and

Any other responsibility that may be assigned by the NHAI for the welfare of the affected

communities.

In assisting the PAPs to choose among different options available to them, analysis must first be

made of likely benefits and potential risks for each of the options. Conducting this analysis is the

responsibility of the NHAI, in collaboration with the agencies (government or NGO) engaged in

implementing the various activities. Following such an analysis, the risks and benefits shall be

explained to the PAPs and sufficient time given to them to make an informed choice.

In choosing between different options, whether it is cash compensation or various rehabilitation

schemes, the NHAI shall make use of the baseline socio-economic survey data, and ensure that

those PAPs considered vulnerable are encouraged to choose the options entailing the lowest risk.

As a general principle for the RP, individual PAPs will be monitored to ensure that are able to

regain or improve their former socio-economic status and quality of life. If it becomes clear that

the assistance given under the Project is insufficient to obtain this goal within the life of the

resettlement program, then consideration should be given to whether additional assistance or

support towards different activities need be given.

In order to carry out such tasks, the employees of the NGO are to be stationed in the project

area. Besides contacting the PAPs on an individual basis to regularly update the baseline

information group meetings and village-level meetings will be conducted by the NGO on a regular

basis. The frequencies of such meetings will depend on the requirements of the PAPs but should

occur at least once a month. The NGO will have to encourage participation of individual PAPs in

such meeting by discussing their problems regarding LA, R&R and other aspects relating to their

socio-economic lives. Such participation will make it easier to find a solution acceptable to all

involved.



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7-14

7.6.7 Grievance Redress Cell

There is a need for an efficient grievance redressal mechanism, which will assist the PAPs in

resolving queries and complaints. Any disputes will be addressed through the grievance redressal

mechanism.

Formation of Grievance Redressal Cell (GRC) is most important for grievance redressal and it is

anticipated that most, if not all grievance, are settled by the GRC. Detailed investigation will be

undertaken which may involve field investigation with the concerned PAPs. The GRCs are

expected to resolve the grievances of the eligible persons within a stipulated time. The decision of

the GRCs is binding, unless vacated by court of law.

The GRCs will continue to function, for the benefit of the PAPs, during the entire life of the

project including the defects liability periods. The response time prescribed for the GRCs is 15

days. The GRC will meet once in a fortnight to expedite redressal of grievances.

People are not debarred from moving to the court for issues including those related to R&R

Entitlement. However, it is expected that the GRCs will play a very crucial role in redressing

grievances of the PAPs, and will help the implementation of the project as scheduled.

7.6.8 Constitution of Grievance Redressal Committee (GRC)

The committee will comprise of representatives of local NGOs; public representatives (viz.,

Member of Parliament, Member of Legislative Assembly, etc) from respective district;

representative of women group, squatters and vulnerable PAFs; line department and affected

persons especially women as well as the representative of respective district administration.

Minimum participation of women in GRC will be 33%. At least two persons from each group will

be there in the GRC. The functions of the GRC will be:

To provide support for the PAPs on problems arising out of Land/ Property acquisition;

To record the grievances of the PAPs, categorizes and prioritize and solve them within a

month;

To inform PIU of serious cases within an appropriate time frame; and

To report to the aggrieved parties about the development regarding their grievance and

decision of PIU.

7.6.9 Operational Mechanism

It is proposed that GRC will meet regularly (at least once in 15 days) on a pre-fixed date

(preferably on first 7th day of the month). The committee will look into the grievances of the

people and will assign the responsibilities to implement the decisions of the committee. The

committee will deliver its decision within a month of the case registration.

The mechanism will be based on existing laws. The Grievance Redressal Cell (GRC) will be set up

at each district. Grievance not resolved amicably at the district level will be routed through NGO

to the GRC. Arbitrator may also be appointed for unresolved cases. Arbitrator will be selected by

PIU. Minimum litigation will be the prime effort and going to judiciary will be avoided as far as

possible.

The various queries, complaints and problems that are likely to be generated among the PAPs will

primarily relate to disputes of ownership of assets, identification of legal heirs of deceased

property owner and other non-land related issues.



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7-15

The PIU and office of NHAI will act as Public Information Centers, which will be in possession of

all documents relating to the Project including compensation packages and grievance redressal

procedures, and will provide any information regarding compensation and grievance redressal.

Through public consultations, the PAPs will be informed that they have a right to grievance

redressal. The PAPs can call upon the support of NGO to assist them in presenting their

grievances or queries to the GRC. The NGO will act as an in-built grievance redressal body.

7.6.10 Grievance Redresser Steps

The successive grievance redressal stages are illustrated in the flow chart Figure-7.2

District Level Committees: The first stage will be District level Committees (DLCs) and the NGOs.

The PAPs will be encouraged to be part of DLCs composed of:

Representatives of affected persons;

Panchayat members of the affected villages; and

NGO field worker

33% participation of women from affected families and full participation of women from the

women headed households will also be encouraged.

The DLCs and the NGOs will meet at regular intervals as decided by the community, specifically

for grievance redressing purposes at a pre-decided date, time and place. The PAPs can be

formally present in these meetings and discuss their queries and grievances. At the community

level, the committee will have the power to resolve matters either by providing information or

agreeing on a follow-up action. It may also reject some grievances for not being legitimate.

However, it will have to explain to the AP the premise for not recording the grievance. Legitimate

grievances, which the DLC is unable to resolve, will be taken to the GRC, which will then take the

necessary action after reviewing the findings of a thorough investigation. The DLC will maintain a

register of all queries and grievances, and the subsequent action taken.

The PAPs will present their grievance, concerning compensation for structures / land and R&R

assistance to the DLC/NGO. The DLC and NGO will examine the grievance, and where required

will review with DRO/CA and will do utmost to reach an amicable settlement to the satisfaction of

the PAPs.



EIA REPORT

7-16

Figure 7.2: Levels of Grievance Redressal

DLC / NGO

Competent Authority

Redressed Redressed

GRC GRC Redressed Redressed

NHAI / PIU, HQ

NHAI / PIU, HQ

Redressed Redressed

Arbitration Arbitration Redressed

Redressed

PAPs

Grievances

Structures Land Acquisition

Not Redressed Not Redressed

Not Redressed

Not Redressed

Not Redressed

Not Redressed

Not Redressed

Not Redressed

Judiciary Judiciary

Figure 7.2: Levels of Grievance Redressal

7.6.11 Role of NHAI/PIU Headquarters

The PAPs, who would not be satisfied with the decision of the GRC, will have the right to take the

grievance to the NHAI/PIU Head Office for its redressal. Failing the redressal of grievance at

NHAI/PIU, the PAPs will take the case to Arbitration. The Arbitrator(s) will be independent but

appointed by NHAI. Taking grievances to arbitration and Judiciary will be avoided as far possible

and the NGO will make utmost efforts at reconciliation at the GRC level.

7.7 COST AND BUDGET

The implementation of RAP entails expenditure, which is a part of the overall project cost. The

R&R budget, gives an overview of the estimated costs of the RAP and provides a cost-wise, item-



EIA REPORT

7-17

wise budget estimate for the entire package of resettlement implementation, including land and

asset acquisition, compensation, assistance, administrative expense, monitoring and evaluation

and contingencies. Values for compensation amounts and other support mechanism will be

adjusted, based on annual inflation factor.

The project promoter will bear the cost through PIU. Costs related to land acquisition and transfer

of title to property from private individuals will be paid by PIU to the State/NHAI.

While preparing the budget, the R&R team laid special emphasis on arriving at an estimate of the

market value of the land that is being required. For this, the R&R team collected information

about the land prices from multiple sources. As people affected by the project generally have a

tendency to quote an inflated price for their land, the R&R team verified price data from a cross-

section of the PAPs, revenue officials in the concerned district and even non-PAPs in each

kilometer stretch. Market value surveys were also conducted. The resettlement budget,

particularly, the compensation and assistance payment components for land and non-land assets,

has been computed on this basis.

7.7.1 Land Value

Table 7.5 below shows the average values of land arrived at through Market Value Surveys, in

consultation with Revenue Department Officials.

Table 7.5: Average Values of Different Types of Land

Land Category Value per Sq. Meter (in Rs.)

Residential Rs.2500

Commercial Rs.2500

Agriculture Rs.92

7.7.2 Construction Cost of Buildings

Construction costs have been taken as Rs. 3500 per square metre for permanent buildings.

7.7.3 Valuation for other categories

The project road stretch has predominantly agricultural fields and few commercial and residential

establishments.

7.7.4 Commercial owners

For commercial owners, payment would include:

i) Cost of land

ii) Construction cost of the permanent structure

In case of commercial owners who have tenants, the rental income for a period of one year

would be given.

Similarly commercial tenants would receive a transition cost which is 6 months reported income

and one and half times the rental value for a period of one year, plus a shifting cost of Rs 2000.

7.7.5 Residential owners

For commercial owners, the amount would be:



EIA REPORT

7-18

i) Cost of land

ii) Construction cost of the permanent structure

7.7.6 Structure Owners

Structure Owners would be provided one time grant @ Rs20,000 each.

7.7.7 The Inflation Factor

A provision has been kept in the budget to account for inflation. A value of 5% of the total cost

has been set aside for such price contingencies.

7.7.8 Provisions to account for physical contingencies

10% of the total cost has been set aside for physical contingencies. Such type of contingencies

may arise as a result of time overrun of the project or due to various other unforeseen

circumstances. Table 7.6 shows the estimated budget for Resettlement and Rehabilitation. The

estimated cost for Resettlement and rehabilitation plan for project road section is Rs. 49.04

Crores.

Table 7.6: R&R Budget

S. No. Particulars Amount (Rs.)

1 Compensation for structure 8087500

2 Construction cost 161750000

3 Compensation for land including 30% as solatium 282400000

4 Assistance @ Rs.20000 per PAF as per National

Policy on Resettlement & Rehabilitation 13160000

5 Support for implementation of RAP (lump sum) 15000000

6 M & E consultant (lump sum) 10000000

GRAND TOTAL 490397500



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8-1

CHAPTER 8.0

PUBLIC HEARING

The Public hearing for the project were conducted in accordance with the EIA Notification, 2006 as

per requirements of approved Terms of Reference of EIA study by the Ministry of Environment and

Forests. The Public Hearing was conducted in both the project districts, i.e. Solapur and

Osmanabad through which the project is passing. All the Public Hearing meetings were conducted

in the vicinity of project location. The Public Hearing was organized by the Maharashtra Pollution

Control Board and the dates for the same were finalized by the State Pollution Control Board in

consultation with the respective District Collectors. The dates and venue of the Public Hearing is

presented in Table 8.1.

Table 8.1: Date and venue of Public Hearing for the Project

Sl.

No.

District Date Venue Remarks

1 Solapur 24.04.2012 Multipurpose Hall, DC Office, Solapur Public Hearing was conducted

for the project section in

Osmanabad District upto Km

85.000

2 Osmanabad 15.05.2012 The Parimal Mangal Karyalaya, Near

Akashwani Kendra, Naikwadi Nagar,

Osmanabad

Public Hearing was conducted

for the project section in

Osmanabad District upto Km

85.000

3 Osmanabad 21.12.2013 Panchayat Bhawan, Yermala At this venue Public Hearing

was conducted for the

additional section of NH-211

from Km 85 to Km 100.00 in

compliance to the condition of

approval of amended TOR

The minutes of the Public Hearing Proceedings and video recording in CD were forwarded to the

Regional Officer (HQ), Mumbai by Sub-Regional Officer, Solapur vide letter no-SRSOL/TB/3034,

dated 17th May, 2012. For Osmanabad Sub-Regional Officer, MPC Board, Latur forwarded the

proceedings with enclosures vide letter no- MPCB/SRO-L/626, dated 23rd July, 2012. The

Maharashtra Pollution Control Board, Mumbai has forwarded the proceedings of Public Hearing

conducted for Solapur District to Ministry of Environment and Forests vide their letter no. BO/RO

(HQ)/TB/B-3442 dated 2.6.2012 (copy of letter enclosed). The approved minutes of the Public

Hearing Proceedings for the left section of the project stretch from Km 85.000 to Km 100.000



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EIA REPORT

8-2

The issues raised in Public Hearing and their incorporation in the project is summarized in Table

8.2.

Table 8.2: Issues Raised in Public Hearing and Project Provisions

S. No.

District Issues Raised Incorporation in Project Design

1 Solapur Dust and Air Pollution Level

during construction stage of

the project road

Water sprinkling will be done at all

construction and plant site to reduce the dust

pollution. Vehicle will be covered during

transportation of construction materials.

Pollution under control (PUC) certificates will

be checked for all construction vehicle used for

the project. Also a green belt will be provided

around the project road to reduce the pollution

level. All the above measures are incorporated

in EMP.

Safety measures and

accident care measures

Adequate number of bus bays and bus

shelters, Pedestrian underpasses, service road,

bypasses, guard rails and crash barriers,

Highway lighting, etc. have been incorporated

in the project design the details of which is

given in Project Description. Also, the

Concessionaire will deploy dedicated

ambulances, recovery crane, patrol vehicles

and other medical aid facilities during the

operation and maintenance period as per 4

Laning Manual IRC SP 84: 2009

Pedestrian Underpass for

safety of school children at

Ule village in the project

section of NH-211.

Pedestrian underpass is considered in project

design along the project road.

Compensation against land

acquisition

Amount of compensation will be decided as

per market rate and provision of NH Act, 1956.

2 Osmanabad Proposed bypass along the

project road

The required numbers of bypasses are

proposed along the project road.

Vehicular & Pedestrian

Underpass, Service road

along the project road

Vehicular & pedestrian underpass and service

road are proposed along the project road.

Wayside amenities along the

project road

Wayside amenities such as restaurant, petrol

pump, etc. are proposed along the project

section.

Compensation for land and

tree due to proposed project

Valuation of tree and land will be done as per

market rate.

Tree cutting along the

project road

About 13,315 bushes and trees will be cut due

to proposed project and plantation in the ratio

1:3 will be done along the project road. NHAI

has already advised for development of

nursery wherever the water bodies are



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EIA REPORT

8-3

S. No.


available along the project road and during

construction stage, the trees having the height

of 4 to 5 ft will be planted on road side.

Facilities along the project

road

The proposed facilities along the project road

are Traffic Air Posts, Medical Air Posts,

Vehicular Rescue Posts, Telecom System,

Operation & Maintenance Centre, Roadside

Furniture, Beautification of Junction (Chowk),

Zebra Crossing and Highway Traffic

Management System etc.

Rainwater harvesting along

the project road

Rainwater harvesting at a distance of every

500 meters has been proposed along the

project road.

Dust problem from road side Dust problem during construction stage will be

minimized and the same is covered in

Environmental Management Plan (EMP) of the

project road.

Rehabilitation of Project

Affected Persons

A separate Rehabilitation and Resettlement

plan is made for the project and rehabilitation

of project affected person will be done based

on the same.

Noise level due to

construction activity

Appropriate noise barrier along sensitive

locations such as school, college & hospital

have been proposed in Environmental

Management Plan (EMP) of the project road.

3 Yermala,

Osmanabad

Provision of crossings for

small village roads and paths

in this 15 Km section.

For the safety of the road users as well as

safety of the roadside residents 11 nos. of

minor junction have been consider for

improvement within this 15 km length stretch.

Apart from these, 2 VUP have also been

proposed. There are provisions zebra crossing

and light beacon for ensuring the safe crossing

of local traffic and pedestrians. Adding

additional number of road crossing will

compromise with safety of local non-motorized

traffic and pedestrians. With the present

provision, there will be almost 1 crossing per

Km

Type of trees to be planted

and the land where the tree

will be planted

The plantation scheme has been developed for

the project in accordance with the IRC

specification within the available width of the

proposed ROW beyond formation width. The

major species are Neem, Siris, Babool,

Sheesham, Gulmohar, Amaltas, which are

suitable for this 15 Km area and higher



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EIA REPORT

8-4

S. No.


capacity for absorption of pollutants are

proposed for plantation. The median will be

planted by variety of bushes such as

Bouganvillea, Kaner and Impopia.

Controlling of dust and noise

pollution along the boundary

of Junior College

(Gyanodyog Mahavidyalay)

located at Yermala.

Concrete and vegetative nosie barriers will be

provided along the sensitive receptor. This will

also be provided along this Junior College

(Gyanodyog Mahavidyalay) located near

Yermala. The dust problem during the

construction will be suppressed by application

of periodical water sprinkling over the exposed

soil surface. Moreover for controlling of noise,

no DG sets will be installed near the college.

During the operation stage of the project, tree

planation in multiple rows near the college and

noise barrier will minimize the air and noise

pollution.

Type of provision made in

the project for ensuring

uninterrupted irrigation in

the agricultural field which

will get divided due to

project alignment.

For this purpose there will be provision of

utility crossing at every 500 m interval with

600 m pipe through which the irrigation pipe

can pass comfortably and can be used for

laying the irrigation pipes from one side to

another side of the agricultural field.

Measures for managing the

traffic during the Mela, in

Yermala town beyond

Highway, which are

organized every year in the

month of May.

Service roads have been provide in this

sections, which will be used by such traffic

during the Mela period. It will be responsibility

of the district authority to control the traffic

within the town area beyond Highway section.

Development of

Environmental Grievance

Redressal mechanism.

The Grievance Redressal mechanism has been

prepared and incorporated in Environment

Management Plan of the project.

Provision for displaying the

air pollutants in the Major

habitation area.

This provision has been considered in the

Study Report. The results of periodical

monitoring of Pollution level during

construction stage will be displayed at major

locations. This has been incorporated in the

EMP of EIA Report.

The details are provided in the separate Annexures.



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EIA REPORT

9-1

CHAPTER 9.0

PROJECT BENEFITS

9.1 Introduction

Highways have varied embedded connotations, like the backbone of modern economy, the

philosophy of life signifying the ‘voyage unremitting’ from birth till death, the history of mankind

and its endeavor, the passion for speed and dart non-episodically etc. Highways project promote

access to markets, materials and opportunities by facilitating movement of persons and goods and

improve earning and thereby level of living. This in turn enhances the demand for transport. The

two-way interaction works through a host of inter-sectoral forward and backward linkages effects

and dynamics externalities tends to relocate industries, services and labours thus help to shape

the economic geography of the region.

The ultimate aim of the development activities in the proposed widening project from Km 0.000 at

Solapur to Km 100.000, near Yedshi of NH-211 in the state of Maharashtra and from Km 249.000

to Km 255.000 of NH-9 in the state of Maharashtra is to promote societal welfare in these areas.

The National Highway Authority of India (NHAI) has been entrusted to implement the

development of stretches of NH under NHDP Phase IVB on BOT Mode / EPC mode by the Ministry

of Road Transport and Highways (MOR&TH), Government of India. Under Phase IV, the

Government is considering widening of 20,000 km of highways that were not part of Phase I, II,

or III of NHDP program. Phase IV will convert existing single lane / sub-standard two lane

highways into two lanes with paved shoulders in four stages, i.e., IVA, IVB, IVC and IVD. 5000 km

of roads have been allotted in each of these stages. The subject project road falls under NHDP

phase IV B for development.

The developments due to this project play a significant role in changing the socio-economic

condition of the living of people of a region through dynamic externalities that such development

often generates. This would in turn lead to changes in the level of well being and human

development, through their benefit in consumption level, education attainment, health status, etc.

9.2 Economic Development

The proposed widening project road section will provide better connectivity between Mumbai to

southern Maharashtra and between major commercial, industrial and corporate centres of

Maharashtra, Karnataka and Andhra Pradesh. This can contribute economic development by

encouraging attraction of business to site equipped with good access and by improving the travel

efficiencies of the existing business and to start new avenues. This also helps in developing the

following:

Development of new Industries

Development of new Educational Institutions and Hospitals/Health Centers

Development of Real Estates

Development of Infrastructure projects

Development of IT parks



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EIA REPORT

9-2

9.3 Employment Opportunity

Highway Development project requires large number of local people during construction stage.

The proposed widening project road section would large number of people from nearby villages

during construction stage of the project. Thus there will be increase in employment opportunity

for the project area directly and indirectly.

9.4 Road Safety

Presently the existing 2 lane roads have already surpassed the traffic volume capacity at many

locations due to which there is frequent traffic jams and accidents over these project stretches. It

is proposed to provide standard four-lane dual carriageway configuration to ease traffic flow and

also to enhance the safety aspect of the highway. There will be segregation of local traffic from

those of through traffic by providing service road in all the major settlement area, systematically

located and designed bus bays and truck lay byes, improvement of sharp curves, etc. The main

objective of the proposed project is to ensure:

Enhanced safety of the traffic, the road users and the people living close to the highway.

Enhanced operational efficiency of the highway.

Fulfillment of the access needs of the local population.

Minimal adverse impact on the road users and the local population due to construction.

Feasible and constructible options for the project with least cost options.

To meet the project objective following provisions have been included in the proposed project:

Widening & Rehabilitation: Up-gradation of road section to 4-lane divided carriageway

facility for a length of rehabilitation of existing 2-lane carriageway number of bypasses on

both the project sections..

Service Roads: 7m service roads on both sides of the project highway.

Bridges & CD works: Improvement and widening of 2 nos. Major Bridges, 30 nos. Minor

Bridges and 145 nos. of Culverts.

ROB & Grade Separated Structures and Pedestrian & Cattle Underpasses: There is

only one ROB, 7 nos. Vehicular Underpasses/Flyovers and 11 nos. of Cattle/Pedestrian

Underpasses.

Intersections:

Improvement of several minor intersections and local accesses.

Entry/Exit facility

The entry/ exit facility has been proposed for safe merging/exit of through traffic and the

slow/local traffic

Lay Bays and Amenities: 25 new bus bays with shelter 2 nos. of truck lay bays, 2 nos. of

toll plazas and 2 nos. of rest areas.

Others: comprehensive Highway Traffic Management System, User Facilities, Roadside

Furniture and safety features, lighting. Street lights at all the settlement areas, additional

guard railings and crash barriers, traffic signboards,

With the provisions of the above features, the road safety will definitely be enhanced to a great

extent, thereby minimizing the vulnerability of the area to accident hazards.



Maharashtra

EIA REPORT

9-3

9.5 Reduction in Vehicle Operating Cost (VOC)

Vehicle Operating Cost (VOC) will be reduced when a road is improved. Fuel consumption, wear

and tear of tyres, suspension will be benefited when a geometric of the road is improved. VOC

consist of the following components:

Fuel consumption

Lubricating oil consumption

Spare part consumption

Tyre consumption

Vehicle depreciation

9.6 Environmental Benefits

The proposed widening project will ensure the smooth flow of traffic, which reduces the emissions

and noise level. Apart from these, plantation will be done throughout the project road, which will

increase the aesthetic of the project road. All the bus bays will be provided with proper toilet and

drinking water facilities for the people who will be using the local communications. Rest areas with

various facilities are proposed for the highway users.

9.7 Indirect Benefits

In addition to the direct benefits, there are number of indirect benefit attributed to Highway

project. Lowering transportation cost for users and improving access to goods and services

enables new and increased economic and social activity. The indirect benefits include changes in

land use and development, changes in decision on residential area or colonies where land are less

expensive or more desirable, changes in development of business in order to take advantage of

improved speed and reliability in the transportation system. These benefits hence lead to increase

property values, increased productivity, employment and economic growth.

The indirect benefit of the proposed widening of 2-lane to 4 -lane of project road section would

work through the dynamic developmental externalities generated through the forward and

backward linkages. The better connectivity on NH-211 and NH-9 will increase the business, which

will reflect in the changes in the pattern of economic activities, income generation, price evolution,

and employment condition. There will be also increase in greater accessibility to job market,

health and educational facilities.


Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000


Maharashtra

EIA REPORT

10-1

CHAPTER 10.0

ENVIRONMENTAL MANAGEMENT PLAN (EMP)

The Environmental Management Plan (EMP) consists of the set of mitigation, monitoring and

institutional measures to be taken during the design, construction and operation stages of the

project to eliminate adverse environmental impacts, to offset them, or to reduce them to

acceptable levels. The plan also includes the actions needed for the implementation of these

measures.

The major components of the Environmental Management Plan are

Mitigation of potentially adverse impacts

Monitoring during project implementation and operation

Institutional Capacity Building and Training

Implementation Schedule and Environmental Cost Estimates

Integration of EMP with Project planning, design, construction and operation.

10.1 Objectives of the EMP

The main aim of the Environmental Management Plan is to ensure that the various adverse

impacts are mitigated and the positive impacts are enhanced. The objectives of the EMP at various

stages of the project planning and implementation are as follows:

Design Stage

To have minimum impact on road side trees, forestation and ground cover

To keep land acquisition and building demolition at a minimum

To provide maximum safety to the highway users and road side communities as well as

segregation of local and slow moving traffic in the congested areas

To develop a design that incorporates environmental safeguards and

To provide mitigation measures to all expected environmental degradation

Construction Stage

To prevent and reduce the negative environmental impacts of the project by implementable

mitigation measures, to be carried out by the Contractor.

To ensure that the provisions of the EMP are strictly followed and implemented by

strengthening implementation arrangements.

Operation Stage

To prevent deterioration of environment components of air, water, soil, noise etc.

To improve the safety of the highway users and road side communities

10.2 Critical Environmental Issues

The critical environmental components along the project corridor were identified on the basis of

the assessment of the potential impacts. These issues need to be addressed carefully in the




Maharashtra

EIA REPORT

10-2

Environmental Management Plan. The most critical issues identified at various locations along the

project corridor are described in the following Table 10.1:

Table: 10.1: Critical Environmental Issues to be addressed

Critical Environmental Issues Location

1 Land acquisition Throughout the corridor

2 Resettlement and Rehabilitation Issue Throughout the project stretch in built-up sections

3 Removal of trees Throughout the project stretch

4 Yedshi-Ramling Wildlife Sanctuary Along proposed Yedshi Bypass in Solapur-Yedshi

Section of NH-211

5 GIB Wildlife Sanctuary Along Km 0.000 to Km 10.000 of NH-211 and Km

249.000 to Km 253.000 of NH-9

6 Water resources Ponds & reservoir Location within Proposed ROW

7 Ambient Air Quality Throughout the corridor

8 Traffic Safety More pronounced in major settlements

10.3 EMP Implementation Framework

10.3.1 Key Players of EMP Implementation

The EMP implementation structure, following key players are involved in EMP implementation

during construction stage:

Project Implementation Unit (PIU, NHAI)

Concessionaire’s Supervision Team

Independent Consultants/Engineer (IC/IE) engaged by NHAI

EPC Contractors

The General Manager of Concessionaire with the assistance of Project Manager of Contractor and

supporting Environmental / Safety Engineer shall be responsible for ensuring compliance of

safeguard measures through Contractors under the supervision of concessionaire and will be

reporting to the regulatory bodies and competent authority for certifying that relevant

environmental safeguard measures have been complied with during project implementation.

Concessionaire shall coordinate with Contractors for complying the requirements of various

environmental safeguard measures through supervision, monitoring and reporting on the same.

The General Manager, Project Manager of concessionaire, Environmental / Safety Engineers of

Contractor and their Field Representatives shall be responsible for discharging the duties of

supervising EMP compliance.

10.3.2 Responsibilities and Authorities

This sub-section has defined the responsibilities and authorities of each of the person of

Concessionaire who are involved in supervision, monitoring and reporting of EMP compliance. The

responsibilities of Contractors personal who shall be involved in EMP compliance under the

contractual obligations have also been delineated for providing guidance and to facilitate in

implementing environmental safeguard measures in proper and acceptable way within the time

frame.




Maharashtra

EIA REPORT

10-3

10.3.3 Responsibilities of Concessionaire’s Chief Project Manager / General Manager

(CPM/GM)

Concessionaire’s Chief project Manager / General Manager shall be responsible for providing over

all guidance and ensure that responsibilities are complied with. He shall coordinate / discuss with

NHAI, PIU /(IC/IE) on matters requiring their intervention. He shall address the issues of any

dispute related to environmental safeguard measures.

10.3.4 Responsibilities of Concessionaire’s Project Manager (PM)

The Project Manager shall be responsible for:

Seeing that those items shown as the responsibility of concessionaire’s and EPC Contractor are

complied with. In addition, he, through the Environmental / Safety Engineers, shall ensure that

EPC Contractor complies with requirements of the Govt. of India / State Govt. Departments/

Authorities including MoEF / SPCB / Forest Department.

Directing Contractors to comply with those recommendations, on matters related to

environment and safety and that he considers to be within the Contractor’s contractual

obligations.

Consult with NHAI / Independent Consultants for their comment / Feedback in case of repeated

non – compliance by the Contractor and inform the same to Chief Project Manager / General

Manager.

Certifying completed road works and environmental monitoring and enhancement measure

after satisfactory complying with the Technical Specification and the EMP.

Reviewing the Contractor’s monthly / quarterly report on environmental supervision, monitoring

and control.

10.3.5 Responsibilities of Concessionaire’s Environmental / Safety Engineer

The Concessionaire’s Environmental / Safety Engineers (EEs) shall provide guidance to the

Contractor’s Field Representatives (FRs), for compliance of each of the activities as per the EMP.

He shall be responsible for record keeping, providing instructions to the field representatives

corrective actions, ensuring compliance of various statutory and legislative requirements and

reporting to General Manager / Project Manager for submitting reports to the Independent

Consultants/Engineer (IC/IE). He shall maintain coordination with the contractor and General

Manager / Project Manager for successful compliance with the environmental safeguard measure.

He shall be working under the overall guidance of the General Manager and Project Manager on

environmental aspect.

10.3.6 Responsibilities of Contractor’s Project Manager

The responsibilities of Contractors Project Manager under the contractual obligations for EMP

implementation has been delineated for providing guidance and ensuring fulfillment of

requirements of Construction Agreement. Under the contractual obligations, the Project Manager

(PM) is responsible for:

Preparing EMP implementation plan in consonance with the various construction activities as

per the Work Program.




Maharashtra

EIA REPORT

10-4

Ensuring compliance with the statutory / regulatory requirements for sitting and operating

plants and equipment i.e. obtaining permits / license / consent in time.

Ensuring compliance with safeguard measure stipulates in the Contract Document and EMP.

Maintaining record on EMP compliance at site office and producing the same, as may be

required during the inspection of representative/s of Concessionaire, Independent Consultant /

NHAI, MoEF and SPCB.

Submit information / documents on environment and safety requirements at least 48 hours in

advance before opening up any site.

Submit monthly/ quarterly pollution monitoring report.

Complying with Non-conformance, taking corrective action/s directed by General Manager /

Project Manager and submits compliance report for inspection.

Overseeing the activities of his Environmental and Safety Engineer. Ensuring representation

during periodic joint inspections.

Submission of Monthly Summary Report to the General Manager on all matters related to

environment and safety.

10.4 Environmental Management Action Plan

This section describes the Environmental Management Action Plan for the proposed project during

different stages of project. The Environmental mitigation measures have been incorporated at all

the stages of the project right from Designing phase to Construction and Operational Phase. All

care has been taken to have minimum impact on trees and ground cover, to keep impacts on

people at a minimum, to keep land acquisition at a minimum, to provide maximum safety to the

Highway users and to provide mitigation measures to all expected environmental degradation

during design stage itself. Further to this the Management Plan has been formulated for

implementation of environmental mitigation measures to be carried out by the Concessionaire and

to ensure that the provisions of the EMP are strictly followed and implemented by strengthening

implementation arrangements to prevent and minimize the adverse environmental impacts during

Construction phase of the project. EMP has also addressed certain environmental measures to be

taken to prevent further deterioration of environment components and to improve the safety of

the Highway users and roadside communities during Operational Stage of the Project.

Appropriate measures have also been identified for action during various stages of the project, viz,

Design and Pre Construction, Construction and Operational phases. The measures identified for all

three phases, are tabulated in Table 10.4 which describes the nature of the potential

environmental impact, the measures, which have or will be taken, the timeframe in which they are

taken, the implementing agency and responsible organization.

10.5 Environmental Training

The Project Implementation Unit (PIU) & the EO, in addition to implementing and monitoring

different environmental attributes, will also be actively involved in imparting training and raising

environmental awareness level of Construction Engineers/Contractors and the other staff

members/workers so as to enable them to take the environmental aspects into consideration as

and when required. In the long term, the PIU can impart additional and specialized training in the




Maharashtra

EIA REPORT

10-5

environmental management of the road system. A budgetary provision of Rs. 2.5 Lakh has been

made for imparting Environmental Training.

10.6 Environment Grievance Redressal Mechanism

In order to deal with various complaints of local people on environmental issues arise due to the

construction activities, it is important to establish Environmental Grievance Redressal Mechanism

by the NHAI. The Environmental Grievance Redressal mechanism will have two components:

1. Constitution of Environmental Management Cell

2. Environmental Grievance Redressal Process

10.6.1 Environmental Grievance Redressal Cell:

A Grievance Redressal Mechanism cell will be formed and the details will be shared to all concern

stakeholders by NHAI. The EGRC will have following some of the elements of the grievances

redressal process include:

(i) At PIU HQ Level:

The PIU is headed by Project Director. The Project Director will be head of the Environmental Cell.

The NHAI, PIU will nominate one Environmental Nodal Officer who will be responsible for

collecting the compliant details from IE or can directly receive the complaints from Public on

Environmental issues and act for resolving the environmental grievance of public.

(ii) At Field Level:

The NHAI will appoint Independent Engineer (IE) which will act as Engineer of the project. The

Independent Engineer will be headed by the Team Leader who will be Engineer’s representative.

The IE will have one Environmental Expert who will be responsible for overseeing the

Environmental Compliances at site.

The Concessionaire will be the executing Agency headed by Project Manager. The Project Manager

will nominate his Environmental Health and Safety Officer who will be directly responsible for

implementing the environmental safeguards at site.

So the Environmental Cell will have following representatives:

A. At PIU Level:

(i) Project Director, PIU, NHAI (ii) Environmental Nodal Officer/Technical Manager, PIU, NHAI

B. At Field Level:

a. Independent Engineer (i) Team Leader, Independent Engineer

(ii) Environmental Expert, Independent Engineer (iii)

b. Concessionaire

(i) Project Manager (ii) Resident Engineer

(iii) Environmental Officer




Maharashtra

EIA REPORT

10-6

10.6.2 Environmental Grievance Redressal Procedure

The Environmental Grievance Redressal Cell will display roles and responsibilities of

Contractor, IE and PIU.

The phone numbers and communication addresses will be displayed at various locations

near construction sites

A complain register will be kept at the concessionaire and IE Office. Complaint boxes will

be placed at Panchayat level to receive the complaints.

Cell will respond to the concerns and grievances received

Effective environmental grievance redressal mechanism gives an opportunity to the organization to

implement a set of specific measures to ensure good governance accountability and transparency

in managing and mitigation of environmental issue. This consists of defining the process for

recording/receiving complaints and their redressal in respect of environmental matters. The

Environmental Grievance Redressal Cell will define the procedure during execution of the project

alongwith roles and responsibilities at each level and timeframe for redressing the complaints. The

record is required to be maintained for collection and status of grievance redressal. Sample

formate may be used for the same:

Table 10.2: Format for Grievance Redressal Mechanism Register :-

Sl. No.

Name of the Complainant

Unique complaint number

Address &

Contact No.

Summary of the

Complaint

Forwarded to whom

Whether grievance redressed

or not

If yes, Summary

of disposal

If rejected,

give reasons

If not attended reasons

Table 10.3: Monthly status Report on Environmental Grievance Redressal :-

Sl. No.

Name of the

unit

No. of pending

complaints at the end

of previous month

No. of complaint received during

the month

Action initiated during

the month

Completed during the

month

No. of complaints pending at

end of month

No. of grievance

redressed

No. of dismissal

Total Remarks

10.7 Environmental Budgeting

The environmental budget for the various environmental mitigation measures and monitoring

proposed in the EMP are given presented in Table 10.5. Some of the provisions of budget for

environmental protection measures are the part of engineering cost and Resettlement and

Rehabilitation Cost and hence they have not been included here. The protection cost as per the

Wildlife Department will be deposited to the concern Wildlife Department before commencement

of any construction works in the Wildlife Sanctuary stretch.


from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra EIA REPORT

10-7

Table 10.4 Environnemental Management Plan

Environmental

issue/

component

Mitigation Measures Location Timeframe

Institutional responsibility


A. PRE-CONSTRUCTION STAGE

PC.1.1 Land

and Properties

Loss

Land acquisition will be marginal. The acquisition of land and

private properties will be carried out in accordance with the RAP

and entitlement framework for the project.

Early identification of entitlement for Compensation and Advance

planning of Resettlement and Rehabilitation Action Plan to

Compensate the Losses.

All the affected people will be compensated as per NPRR, 2007

before commencement of Construction works and the cost of

compensation will be finalized by the Competent Authority and the

Project Proponent will pay the compensation at all the entitles

persons through the Competent Authority.

It will be ensured that all R & R activities including implementation

of Environment Management Plan are completed before the start of

work.

PIU has to ascertain that any additional environmental impacts

resulting from acquisition of land are addressed and integrated into

the EMP and other relevant documents.

Throughout

Corridor

Pre-Construction

Stage

PIU

Revenue Dept.

NGOs

Collaborating

Agencies

PIU-NHAI



10-8

Environmental

issue/

component




PC.1.2

Roadside Trees

Cutting

The statutory permission for tree felling will be obtained prior to

cutting of trees.

All efforts will be made to preserve trees by restricting tree cutting

within the formation width. Special attention will be given for

protecting giant trees, and locally important trees (having cultural

importance).

The tree plantation will be carried out the ratio of 1:3 within the

proposed ROW along the project highway as compensatory plantation by following NHAI Plantation Strategy and Guidelines for

Landscaping and Tree Plantation IRC:SP:21-2009.

A general compensatory plantation scheme is presented in

ANNEXURE 10.1

Through the Project

Stretch

Pre-Construction

Stage

Concessionaire &

PIU-NHAI

PIU-NHAI

PC.1.3

Relocation of

Community

Utilities and

Common

Property

Resources

All community utilities and properties i.e., water supply lines, hand

pumps will be relocated before start of construction.

The PIU will relocate these properties in consultation and written

agreement with the agency/ owner/community.

Environmental considerations with suitable/required actions

including health and hygiene aspects will be kept in mind while

relocating all community utilities and resources.

Throughout

Corridor wherever

these features are

located

Pre-Construction

Stage

PIU, NHAI, NGOs

and R&R unit

PIU-NHAI,

Line

Department



10-9

Environmental

issue/

component




PC.1.4

Relocation of

Religious/Cult

ural Properties

Alignment selected to minimize loss of cultural property. Public

consultation carried out for obtaining opinion for shifting of

religious structures. Relocation of religious structures will be

ensured. The relocation site will be decided with the consultation

with local population and the related community users.

Preference of the local community using the structure will be

addressed during relocation/ renovation of such affected features.

Throughout

Corridor wherever

these features are

located

Pre-Construction

Stage

PIU, NHAI, NGOs

and R&R unit

PIU, NHAI

PC-1.5

Arrangements

for temporary

land for

Establishing

Camps/Plants/

Temporary

diversions, etc.

The Concessionaire as per prevalent rules will carry out

negotiations with the landowners for obtaining their consent for

temporary use of lands for workers camp, construction sites/hot

mix plants/traffic detours etc.

The Concessionaire will submit the legal agreement/ written

Consent letter from the owner of the land for using fir specific

purpose along with its rehabilitation plan as agreed by the owner.

The Concessionaire will ensure that the site is properly restored to

the satisfaction of the land owner prior to handling over to the

owner and shall submit satisfactory certificate from the Land

Owner.

At temporary camp

site, temporary

diversion and plant

sites

Pre-Construction

Stage and Post

utilization of the

land

Concessionaire IC/IE; PIU-

NHAI



10-10

Environmental

issue/

component




PC. 1.6

Establishment

of

Construction/

Workers Camp

The locations of construction camp to be identified by the

Concessionaire. Construction camps will not be proposed within

500 m from the nearest settlements to avoid conflicts and stress

over the infrastructure facilities with the local community. Location

for stockyards for construction materials will be identified at least

1000m from water sources / and 10 Km from Wildlife Sanctuary

boundary.

The concessionaire will submit the legal agreement/ written

Consent letter from the owner of the land for using fir specific

purpose along with its rehabilitation plan as agreed by the owner.

The Camp site will be provided with all the necessary facilities as

per norms.

At temporary camp

site, temporary

diversion and plant

sites

Pre-Contruction

Stage and Post

utilization of the

land


NHAI



10-11

Environmental

issue/

component




PC 1.7

Establishment

of Stone

crushers, hot-

mix plants,

WMM Plant,

Concrete

Batching

plants etc.

Stone crushers, Hot mix plants: WMM Plants and Concrete Batching

plants will be sited sufficiently away from settlements, forest area,

wildlife sanctuary area and agricultural operations and any

commercial establishments. Such plants will be located at least

800m away from the boundary of the nearest village/settlement

preferably in the predominant downwind side.

The Concessionaire shall submit a detailed layout plan for all such

sites and approval of the Environmental Expert of Independent

Consultant/Engineer (IC/IE) shall be necessary prior to their

establishment.

All plants will be fitted with adequate dust suppression and

emission control equipments and facilities.

No Stone crusher plant, hotmix plant, WMM and batching plants

shall be operational without obtaining NOC from Maharashtra

Pollution Control Board under Air and Water Act.

Specifications of crushers and hot mix plants will comply with the

requirements of the relevant current emission control legislations

and Consent/NOC for all such plants shall be obtained from the

State Pollution Control Board.

The Concessionaire shall not operate the plants till the required

legal clearance are obtained and submitted.

A general guideline given in ANNEXURE-10.2 may be followed for

establishing the plants sites, operation and pollution control

measures to be adopted at site.

Plant Site Pre-Construction

Stage


NHAI



10-12

Environmental

issue/

component




PC.1.8

Borrow Area Finalizing borrow areas for borrowing earth and all logistic

arrangements are well as compliance to environmental

requirements and permission, as applicable, will be the sole

responsibility of the Concessionaire.

The Concessionaire will not start borrowing earth from select

borrow area until the formal agreement is signed between the land

owner and the Concessionaire and a copy is submitted to the IC

and the PIU.

No earth will be borrowed from within the RoW.

Non-productive, barren lands, raised lands, river beds, waste lands

are recommended for borrowing earth.

The unpaved surfaces used for the haulage of borrow materials will

be maintained properly

To avoid any embankment slippages, the borrow areas will not be

dug continuously, and the size and shape of borrow pits will be

decided by the Engineer

Borrow pits will be redeveloped

A general guideline for Borrow area operation and rehabilitation

given in ANNEXURE 10.3 may be followed

Identified Borrow

area

Pre-Construction

and Construction

Stage

Concessionaire IC/IE, PIU-

NHAI



10-13

Environmental

issue/

component




PC.1.9

Quarry Area The quarry material will be obtained from licensed sites only, which

operate with proper environmental clearances, including clearances

under the Air Act or if Concessionaire wants to open a new Quarry.

In case the Concessionaire decides to use quarries other than

recommended by Consultants, then it will be selected based on the

suitability of the materials and shall take all the requisite license

from Dept. of Mines and Geology.

The quarry operations will be undertaken within the rules and

regulations in force. All safety and environmental concerns will be

addresses adequately during quarry operations and transportation

of materials as per prevailing rules.

Only controlled blasting shall be carried out, if necessary for

extraction of stone materials in strict compliance with the statutory

norms and specification

The restoration of Quarry will be done as per the conditions of the

owner before handing over the site back to the owner.

Quarry sites

recommended

During

construction

Concessionaire IC/IE,

PIU,NHAI



10-14

Environmental

issue/

component




B. CONSTRUCTION STAGE

C.1. Impact on Land and Soil

C.1.1. Soil

Erosion High embankments will be provided with chutes and drains to

minimize soil erosion

Stone pitching and retaining walls will be made at high

embankments in critical areas

Turfing of low embankments and plantation of grasses and shrubs

will be done in slope stabilisation

In borrow pits, the depth of the pit will be regulated that the sides

of the excavation will have a slope not steeper than 1: 2, from the

edge of the final section of bank.

Soil erosion checking measures as the formation of sediment

basins, slope drains, etc, will be carried out.

At all embankment

locations, bridge

locations and

borrow pits

During

construction


PIU,NHAI

C.1.2. Loss of

topsoil Agricultural areas will be avoided for borrowing of materials, unless

requested by the land owner.

The topsoil from all areas of cutting and all areas to be

permanently covered will be stripped to a specified depth of 150

mm and stored in stockpiles of height not exceeding 2m.

The stored topsoil will be spread back to maintain the soil physico-

chemical and biological activity. The preserved top soil will be used

for restoration of sites, in landscaping and avenue plantation

Throughout project

corridor

During

construction


PIU,NHAI



10-15

Environmental

issue/

component




C.1.3.

Compaction of

soil

Construction vehicles, machinery and equipment will move, or be

stationed in the designated area, to avoid compaction of soil.

If operating from temporarily hired land, it will be ensured that the

topsoil for agriculture remains preserved & not destroyed by

storage, material handling or any other construction related

activities.

Throughout Project

Corridor

During

construction


PIU,NHAI

C.1.4.

Contamination

of land from

fuel and

lubricants

Impervious platform and oil and grease trap for collection of

spillage from construction equipment vehicle maintenance platform

will be appropriately provided at construction camp, servicing area

and liquid fuel and lubes at storage areas.

Construction Camp,

Vehicle and

Equipment

Servicing Centre

and Construction

site

During

Construction

Concessionaire IC/IE and PIU,

NHAI

C.1.5.

Contamination

of land from

construction

wastes and

spoils

All spoils will be disposed off as desired and the site will be fully

cleaned before handing over. The non-usable bitumen spoils will be

disposed off in a deep trench providing clay lining at the bottom

and filled with soil at the top (for at least 0.5m)

All construction

sites, borrow pits

camps Throughout

Project Corridor

During

construction


PIU,NHAI

C. 2. Impact on Water Resources



10-16

Environmental

issue/

component




C.2.1. Drainage

and run-off The Concessionaire will always clear all the cross drainage

structures and natural drainage before onset of monsoon in order

to keep all drainage unblocked Earth, stones, wastes and spoils will

be properly disposed off, to avoid blockage of any drainage

channel.

All necessary precautions will be taken to construct temporary or

permanent devices to prevent inundation or ponding.

At locations of CD

structures

During

construction


PIU,NHAI

C.2.2

Rainwater

Harvesting &

Removal of Oil

& Grease from

Runoff water

The Concessionaire will construct Rain water harvesting pits at an

average distance of 500 m which will be connected with

longitudinal drains

The pits should be at least 5 m above the highest ground water

table.

The Concessionaire shall submit a detailed layout plan for all such

sites in consultation with Central Ground Water Board and approval

of the Engineer (IC) shall be necessary prior to their establishment.

The schematic diagram of Rain water harvesting pit is presented as

Annexure 10.5.

The Concessionaire will provide oil receptors connected with

longitudinal drains in a manner that can regulate the runoff water

as well as extract the oil and grease from the runoff water before

entering the rainwater harvesting pits or nearby water bodies or

agriculture fields. A typical schematic plan may be followed for

construction oil receptors at strategic locations as per Annexure

10.6

Throughout the

stretch

Construction

Stage

Concessionaire in

consultation with

Ground Water

Board

IC/IE, PIU-

NHAI



10-17

Environmental

issue/

component




C.2.3.

Contamination

of water from

construction

and allied

activities

All necessary precautions will be taken to construct temporary or

permanent devices to prevent water pollution due to increased

siltation and turbidity.

The Concessionaire will take all precautionary measures to prevent

the wastewater generated during construction from entering into

canals, water bodies or the irrigation system and avoid construction

works close to canals or water bodies during monsoon.

All wastes arising from the project will be disposed off, as per SPCB

norms, so as not to block the flow of water.

No construction materials/ spoils will be stored along the water

bodies and adequate provision will be made for preventing spillage

of materials into these water bodies.

Wastes must be collected, stored and taken to approved disposal

site.

Water quality to be monitored periodically as per Environmental

Monitoring Plan.

Throughout Project

Corridor where the

Water Bodies

located

During

construction and

after


PIU,NHAI



10-18

Environmental

issue/

component




C.2.4.

Contamination

of water from

fuel and

lubricants

The Concessionaire will ensure that all construction vehicle parking

location, fuels/lubricants storage sites, vehicles, machinery and

equipment maintenance sites are located at least 100m away from

any water body. The Concessionaire will also ensure that spillage

of fuels and lubricants do not contaminate the ground.

The slopes of embankment leading to water bodies will be modified

and re chanelised so that contaminants do not enter the water

body.

Oil and grease traps will be provided at fuelling locations, to

prevent contamination of water.

The Concessionaire will arrange for collection, strong and disposal

of oily wastes to the pre-identified disposal sites (list to be

submitted to IC/IE and PIU) and approved by the Environmental

Expert. All spills and collected petroleum products will be disposed

off in accordance with statutory guidelines.

Throughout Project

Corridor and at all

locations of water

bodies

During

construction


PIU,NHAI

C.2.5.

Sanitation and

waste disposal

in construction

camps

Garbage tanks and sanitation facilities will be provided at camps.

The construction camps will be located away from water sources.

Efforts will be made to provide good sanitary conditions at camp to

avoid epidemics.

The workplace will have proper medical approval by local medical,

health or municipal authorities.

At Construction

camp locations,

wherever located

along the Project

corridor

During

construction


PIU,NHAI



10-19

Environmental

issue/

component




C.2.6. Use of

water for

construction

The Concessionaire will use ground water/surface water as a

source of water for the construction after taking prior permission

from Competent Authority.

The Concessionaire will provide a list of locations and type of

sources from where water for construction will be used.

To avoid disruption/disturbance to other water users, the

Concessionaire will extract water from fixed locations. The

Concessionaire will not be allowed to pump water from any

irrigation canal and surface water bodies used by the community.

The Concessionaire is required to comply with the requirements of

the State Ground Water Department and seek its approval for

doing so and submit copies of the permission to Environmental

Expert of IC and PIU.

Wastage of water during the construction will be minimized.

Throughout Project

Corridor

During

construction


PIU,NHAI

C.2.7

Community

water Source

Damage to any community water source such as wells, tube-wells,

water supply pipelines etc., due to construction activities in a

particular area, will be replaced immediately by the Concessionaire

at their own cost.

Throughout the

Stretch

During

construction

Concessionaire IC/SC,

PIU,NHAI

C.3. Impact on Air Environment



10-20

Environmental

issue/

component




C.3.1. Emission

from

construction

vehicles and

machinery

All vehicles, equipment and machinery used for construction will be

regularly maintained to ensure that the pollution emission levels

conform to the SPCB norms.

The asphalt plants, crushers and the batching plants will be sited at

least 800 m in the downwind direction from the nearest human

settlement (Boundary of town/village), at least 1 km in the

downwind direction from forest area/ sanctuary area

Vehicles transporting earth materials will be covered

Mixing equipment will be well sealed and equipped as per PCB

norms.

Throughout Project

Corridor at

construction sites,

hot mix plant,

concrete batching

plant

During

construction and

after


PIU,NHAI

C.3.2

Emission from

Construction

Vehicles,

Equipment and

Machineries

Concessionaire will ensure that all vehicles, equipment and

machinery used for construction are regularly maintained and

confirm that pollution emission levels comply with the relevant

requirements of SPCB.

The Concessionaire will submit PUC certificates for all vehicles/

equipment/machinery used for the project. Monitoring results will

also be submitted to ‘PIU’ through the ‘Engineer’.

Periodical monitoring of fine Particulate Matters (PM10 and PM2.5)

will be carrier out as per Environmental Monitoring Plan.

Workers at mixing sites will be provided with good quality personal

protective equipments (PPE) reduce the chances of ill effect of

dust.

Throughout Project

Corridor at

construction sites,

hot mix plant,

concrete batching

plant and the

equipments and

vehicles at sites

During

construction


PIU,NHAI



10-21

Environmental

issue/

component




C.3.3 Dust

Pollution The Concessionaire will take every precaution to control dust

nuisance at all the construction zones and allied sites where works

are under progress.

Every equipments and machinery will be fitted with dust

suppression devices such as water sprinklers, dust bags, cyclone

etc. As appropriate.

The Concessionaire will provide necessary certificates to confirm

that all crushers used in construction conform to relevant dust

emission control legislation.

At all the construction zones and unpaved lead lead roads, earthen

temporary diversions and plant premises periodical water sprinkling

will be carried out to suppress dust.

Transportation of loose earth, sand will be done in covered

vehicles.

All equipments and machineries will be maintained properly.

Periodical monitoring of fine Particulate Matters (PM10 and PM2.5)

will be carried out as per Environmental Monitoring Plan.

Workers at mixing sites will wear masks to reduce the chances of

exposure to fugitive dusts.

Throughout the

Construction zones,

plant sites, borrow

area/quarry sites,

camp site

During

construction

Concessionaire

Concessionaire

through Approved

Monitoring

Agency

IC/IE,

PIU,NHAI



10-22

Environmental

issue/

component




C.4. Impact on Noise Pollution

C.4.1. Noise

from vehicles,

asphalt plants

and

equipments

The Concessionaire will confirm the following:

All plants and equipments used in construction shall strictly

conform to the MoEF/CPCB/KPCB/APPCB noise standards.

All vehicles and equipment used in construction will be fitted with

exhaust silencers.

Servicing of all construction vehicles and machinery will be done for

exhaust silences and will be checked and if found defective will be

replaced.

All the construction sites within 150m of the nearest habitation,

noisy construction work such as crushing, concrete mixing will be

stopped during the night time between 10.00 pm to 6.00 am.

No noisy construction activities will be permitted around

educational institutions/health centers (silence zones) up to a

distance of 100 m from the sensitive receptors.

Monitoring shall be carried out at the construction sites as per the

monitoring schedule and results will be submitted to IC and PIU.

Environmental Expert will be required to inspect regularly to ensure

the compliance of EMP.

Throughout Project

Corridor and at all

construction sites,

hot mix plant

concrete batching

plants

During the

construction, till

the closure of

such sites


PIU,NHAI

C.5. Impact on Flora



10-23

Environmental

issue/

component




C.5.1. Loss or

damage to

vegetation

Vegetation will be removed from the construction zone before

commencement of construction. All works will be carried out such

that the damage or disruption to flora other that those identified

for cutting is minimum.

Only ground cover/shrubs that impinge directly on the permanent

works or necessary temporary works will be removed with prior

approval from the Environmental Expert.

The Concessionaire, under any circumstances will not cut or

damage trees.

Trees identified under the project will be cut only after receiving

clearance from the Forest Department and after the receipt of

written permission from PIU.

Vegetation only with girth of over 30 cm measured at a height of

1.0 m above the ground will be considered as trees and shall be

compensated.

Throughout Project

Corridor

Just after

completion of

construction

activities


PIU,NHAI

C.5.2.

Compaction of

vegetation

Construction vehicles, machinery and equipment will move or be

stationed in the designated area only (RoW or CoI, as applicable),

to prevent compaction of vegetation outside the RoW.

While operating on temporarily acquired land for traffic detours,

storage, material handling or any other construction related or

incidental activities, it will be ensured that the trampling of soil and

damage to naturally occurring herbs and grasses will be avoided.

Throughout Project

Corridor

Just before

commencement

of construction


PIU,NHAI

C.6. Impact on Fauna



10-24

Environmental

issue/

component




C.6.1. Loss,

damage or

disruption to

fauna

Construction workers will be directed not to disrupt or damage the

fauna.

State rules for hunting (wild life protection) will be adhered and

rules for Bird catching (wild life protection) will be adhered

Construction vehicles will run along specified access to avoid

accidents to cattle.

Throughout Project

Corridor

During

construction


PIU,NHAI



10-25

Environmental

issue/

component




C6.2 :

Protection of

Wild life

Habitat and

other

development

activities for

Wildlife

Sanctuary area

No Camp site, plant site, borrow area, quarry sites, stockyards,

disposal sites or any other sites having potential risk of impacts on

forest and Wildlife Sanctuary, will be sited in the forest of wildlife

sanctuary area. A minimum distance of 1 km from the boundary of

forests and Wildlife Sanctuary to be maintained for siting these

establishments.

Chain link Fencing/Crash Barrier will be provided on either side of

the project road near the Sanctuary area.

Provision of two underpasses in the project stretch along the

Yedshi-Ramling Wildlife Sanctuary for the safety of Wild Life

crossing as recommended.

In addition of Underpass, RCC culvert of minimum height of 2m has

to be provided to facilitate wild animal crossing.

Provision of the Speed brakers to restrict the speed of the running

vehicles near the Sanctuary as recommended by Chief Wildlife

Warden

Permanent erection of the Sign Posts/signage on both sides of the

project road as recommended by the Chief Wildlife Warden

Provision of 600mm dia Pipe at every 0.5km interval to facilitate

uninterrupted crossing of smaller animals.

Rainwater harvesting pits at every 500m along the project road

along the Wildlife Sanctuary.

From Km 66.000 to

Km 100.000 section

of NH-211 (Yedshi-

Ramling Wildlife

Sanctuary)

From Km 0.000 to

Km 10.000 of NH-

211 and Km

249.000 to Km

255.000 of NH-9

(Great Indian

Bustard Sanctuary)

During

Construction


PIU,NHAI and

Wildlife

Department

C.7. Safety And Accident Risks



10-26

Environmental

issue/

component




C.7.1. Accident

risks from

construction

activities

To ensure safe construction in the temporary accesses during

construction, lighting devices and safety sign boards will be

installed.

Traffic rules and regulations will be strictly adhered to.

At blasting sites, the blasting time, signal and guarding will be

regulated. Prior to blasting the site will be thoroughly inspected.

Blasting will not be carried out during rush hours

Safety of workers undertaking various operations during

construction will be ensured by providing helmets, masks, safety

goggles, etc

The electrical equipment will be checked regularly

At every camp site, a readily available first aid unit including an

adequate supply of dressing materials, a mode of transport

(ambulance), para medical staff and an attending doctor will be

provided.

Road safety education will be imparted to drivers running

construction vehicles. In case of negligent driving, suitable action

will be taken.

Adequate signage, barriers and persons with flags during

construction to control the traffic will be provided.

Communications through newspaper/announcements/radio/TV

about the time frame of the project and the activities causing

disruptions on road access and the temporary arrangement made

to give relief to the public will be undertaken.

Throughout Project

Corridor

During

construction


PIU,NHAI



10-27

Environmental

issue/

component




C.7.2

Occupational

Health &

Safety of

Workers

The Concessionaire will provide adequate good quality Personal

Protective Equipments (PPE) to all the workers working at

construction zones and Plant sites and will ensure that these PPEs

are used by workers at all time during works.

Adequate drainage, sanitation and waste disposal will be provided

at workplaces.

Proper drainage will be maintained around sites to avoid water

logging leading to various diseases

Adequate sanitation and waste disposal facilities will be provided at

construction camps by means of septic tanks, soakage pits etc.

A health care system will be maintained at construction camp for

routine check up of workers and avoidance of spread of any

communicable disease

Readily available First Aid kit bearing all necessary first aid items

will be proved at all the work sites and should be regularly

maintained.

Workers Camp Site

and Construction

Zones

During

construction

Concessionaire IC/IE, PIU,

NHAI



10-28

Environmental

issue/

component




C.7.3

Accessibility The Concessionaire will all time provide safe and convenient

passage for vehicles, pedestrians and livestock to and from

roadsides and property access as connecting the project road. The

Concessionaire will also ensure that the existing accesses are not

blocked without providing adequate provisions and to the prior

satisfaction of Engineer.

The Concessionaire will take care that the cross roads are

constructed in such a sequence so that traffic movement on any

given area does not get affected.

At all Construction

Zones Along

settlement

stretches and at

major intersections

During

construction

Concessionaire IC/IE, PIU -

NHAI



10-29

C.7.4 Planning

for Traffic

diversion

Detailed Traffic Control Plans will be prepared and submitted to the

Engineer and PIU-NHAI for approval, five days prior to

commencement of works on any section of road. The traffic control

plans shall contain details of temporary diversions, traffic safety

arrangements for construction under traffic, details of traffic

arrangement after cessation hazardous materials and arrangement

of flagmen. A general guideline as given in ANNEXURE 10.7 will be

followed by the Concessionnair for managing the traffic during

construction and for ensuring public safety

The Concessionaire will provide specific measures for safety of

pedestrians and workers at night as a part of traffic control plans.

The Concessionaire will ensure that the diversion/detour is always

maintained in running condition, particularly during the monsoon to

avoid disruption to traffic flow. The Concessionaire will also inform

local community of changes to traffic routes, conditions and

pedestrian access arrangements with assistance from IC/IE and

PIU.

All the Construction

Zones

During

Construction


NHAI

C.8. Impact Cultural Properties

C.8.1. Damage

or loss of

cultural

properties

Relocation of adversely impacted cultural properties

If any valuable or invaluable articles such as fabrics, coins,

artefacts, structures, or other archaeological relics are discovered,

the excavation will be stopped and Archaeology Department, A.P.

will be intimated.

Construction camps blasting sites and all allied construction

activities will be located at least 500 m away from the cultural

property

Throughout Project

Corridor at all

locations of Cultural

Properties

Before

construction

starts

During

construction

Concessionaire

and Archaeology

Department A..P.

IC/IE,

PIU,NHAI



10-30

C.9 Camp Site Management

C.9.1 Labour

Camp facility Contractor will follow all relevant provisions of the Factories Act,

1948 and the Building and the other Construction Workers

(Regulation of Employment and Conditions of Service)

Act, 1996 for construction and maintenance of labour camp.

The location, layout and basic facility provision of each labour

camp will be submitted to the Engineer and PIU prior to their

construction.

The construction will commence only upon the written approval of

the Engineer.

The contractor will maintain necessary living accommodation and

ancillary facilities in Functional and hygienic manner and as

approved by the Engineer.

Periodical medical checkup will be ensured for all the workers.

Camp Site Construction

Stage

Concessionaire IC./IE PIU-

NHAI



10-31

C.9.2

Potable Water The Concessionaire will provide potable water facilities within the

precincts of every workplace in an accessible place.

The Concessionaire will also guarantee the following:

Supply of sufficient quantity of potable water (as per IS) in every

workplace/labour camp at suitable and easily accessible places and

regular maintenance of such facilities.

If any water storage tank is provided, the bottom of the tank will

be kept at least 1mt. above from the surrounding ground level.

If water is drawn from any existing well, which is within 30mt.

proximity of any toilet, drain or other source of pollution, the well

will be disinfected before water is used for drinking.

All such wells will be entirely covered and provided with a trap

door, which will be dust proof and waterproof.

A reliable pump will be fitted to each covered well. The trap door

will be kept locked and opened only for cleaning or inspection,

which will be done at least once in a month.

Camp site and work

zones

Construction

Stage

Concessionaire IC/IE, PIU-

NHAI



10-32

C.9.3

Sanitation and

Sewage

system

The Concessionaire will ensure that-

The sewage system for the camp will be designed, built and

operated in such a fashion that it should not pollute the ground

water or nearby surface water.

Separate toilets/bathrooms, will be arranged for men and women

Adequate water supply is to be provided in all toilets and urinals

All toilets in workplaces are with dry-earth system (receptacles)

which are to be cleaned and kept in a strict sanitary condition

Night soil (human excreta) is to be disposed off by putting layer of

it at the bottom of a permanent tank prepared for the purpose and

covered with 15cm, layer of waste or refuse and then covered with

a layer of earth for a fortnight.

Camp Site Construction

Stage

Concessionaire IC/IE PIU-

NHAI

C.9.4 Waste

disposal The Concessionaire will provide segregated garbage bins in the

camps and ensure that these are regularly emptied and disposed

off in a hygienic manner as per the Comprehensive Solid Waste

Management Plan approved by the Environmental Expert of IC/IE.

Unless otherwise arranged by local municipal authority,

arrangements for disposal of night soils (human excreta) suitably

approved by the local municipal authority or as directed by the

Engineer, will be arranged by the Concessionaire.

Camp site Construction

Stage

Concessionaire IC/IE PIU -

NHAI

C.10 Monitoring of Pollution



10-33

C.10.1

Monitoring of

Air, Water &

Noise Quality

Pollution

Monitoring

The periodic monitoring of the ambient air quality, noise level,

water (both ground and surface water) quality, soil

pollution/contamination in the selected locations as suggested in

environmental monitoring plan will be the responsibility of

Concessionaire.

PIU will appoint MOEF/MPCB/KPCB/APPCB approved pollution

monitoring agency for this purpose.

The test results on periodical air, water, noise and soil pollution

level at different locations will be displayed at Construction camp

site and major habitation area for local public.

As per

Environmental

Monitoring Plan

(Construction Zones

and Plant/Camp

Sites)

On project section

near Solapur, Ule,

Tuljapur,

Tamalwadi

Osmanabad, Yedshi

& Yermala

During

Construction

During

Construction

Concessionaire

through approved

laboratory

Concessionaire

IC/IE, PIU –

NHAI

IC/IE, PIU

NHAI

C,11 Site Restoration and Rehabilitation



10-34

C.11.1

Clean-up

Operations,

Restoration

and

Rehabilitation

Contractor will prepare site restoration plans, which will be

approved by the Engineer.

The cleanup and restoration operations are to be implemented by

the Concessionaire prior to demobilization.

The contractor will clear all the debris material at site, temporary

structures; dispose all garbage, night soils and POL waste as per

Comprehensive Waste Management Plan and as approved by the

Engineer (IC/IE).

All disposal pits or trenches will be filled in and effectively sealed

off. Residual topsoil, if

any will be distributed on adjoining/ proximate barren land or areas

identified by the IE/IC in

a layer of thickness of 75 mm-l50 mm.

All construction zones including river-beds, culverts, road-side

areas, camps, hot mix plant

sites, crushers, batching plant sites and any other area

used/affected by the project will be

left clean and tidy, at the contractor's expense, to the entire

satisfaction of the Engineer (IC/IE).

Construction zones,

Camp and other

allied sites

After Completion

of Construction

and before

demobilization of

Construction

Team


NHAI

C. OPERATION STAGE



10-35

O-1 Monitoring

of Operation

Performance

The PIU will monitor the operational performance of the various

mitigation/enhancement measures carried out as a part of the

project.

The indicators selected for monitoring include the survival rate of

trees; utility of enhancement provision for relocated utilities, hand

pumps and other relocated structures if any; status of rehabilitation

of borrow areas; and noise barriers, which are proposed at

different locations.

Throughout the

project Stretch

Operation stage/ Concessionaire IC/IE, PIU -

NHAI

O-2

Maintenance of

Drainage

PIU will ensure that all drains (side drains, cross drains etc.) are

periodically cleared especially before monsoon season to facilitate

the quick passage of rainwater and avoid flooding.

PIU will ensure that all the sediment and oil and grease traps set

up at the water bodies are cleared once in every three months.

Throughout the

project Stretch

Operation stage/ Concessionaire IC/IE, PIU -

NHAI

O-3 Pollution

Monitoring The periodic monitoring of the ambient air quality, noise level,

water (both ground and surface water) quality, soil

pollution/contamination in the selected locations as suggested in

environmental monitoring plan will be the responsibility of

Concessionaire.

PIU will appoint MOEF/MPCB/KPCB/APPCB approved pollution

monitoring agency/Laboratory for this purpose.

As per

Environmental

Monitoring Plan

Operation stage/ Concessionaire

through approved

laboratory

IC/IE, PIU -

NHAI

O-4

Contamination

of Surface

Water due to

Traffic

Movement &

Accidents

Contingency Plans will be developed for cleanup of oil spills, fuel

and toxic chemicals.

Throughout the

project stretch

Operation stage/ Concessionaire

PIU, NHAI

PIU, NHAI



10-36

O.5 Noise

Pollution Noise pollution will be monitored as per monitoring plan at

different zones.

Noise attenuating Tree Species to be planted along the road

Noise control programs are to be enforced strictly. Monitoring the

effectiveness of the pollution attenuation barriers, if there is any,

will be taken up.

Specially inhabitant

location

Operation stage Concessionaire

through approved

laboratory

PIU

O.6

Accident

Hazard and

Safety

Provision of elaborate system of sign boards and road markings

along the whole stretch

Provision of suitable lighting arrangement at required locations

Development of Emergency Response and Contingency Plan for

accidents

Regular highway patrolling.

A general guidelines as per IRC specifications and ANNEXURE 10.7

will be followed for ensuring proper traffic safety and post accident

responses.

Thought the project

stretch

Operation Stage Concessionaire,

PIU-NHAI

PIU-NHAI




Maharashtra

EIA REPORT

10-37

10.8 Corporate Social Responsibility

Corporate social responsibility (CSR) is a form of corporate self-regulation integrated into a

business model. CSR policy functions as a built-in, self-regulating mechanism whereby

business monitors and ensures its active compliance with the spirit of the law, ethical

standards, and international norms. The Corporate Social Responsibility is a proactive process

to sustainable development approaches. It demands that businesses manage the economic,

social and environmental impacts of their operations to maximise the benefits and minimise

the downsides The goal of CSR is to embrace responsibility for the organisation’s actions and

encourage a positive impact through its activities on the environment, consumers,

employees, communities, stakeholders and all other members of the public sphere. Key CSR

issues include governance, environmental management, stakeholder engagement, labour

standards, employee and community relations, social equity, responsible sourcing and human

rights.

Furthermore, CSR-focused development activities would proactively promote the public

interest (PI) by encouraging community growth and development, and voluntarily eliminating

practices that harm the public sphere, regardless of legality. CSR is the deliberate inclusion of

PI into corporate decision-making that is the core business of the company or firm, and the

honoring of a triple bottom line: people, planet, profit. CSR describes an organization’s

commitment to be accountable to its stakeholders.

The responsibility for implementation of CSR will lie with the NHAI. The following activities

may be considered under Corporate Social Responsibility.

Avenue Plantation:

Avenue plantation may be taken up in the affected villages under CSR programme. The trees

have multiple benefits to the society and environment. There are various reasons for which

the plantation services hold high importance.

Trees clean the air: Trees help cleanse the air by intercepting airborne particles,

reducing heat, and absorbing pollutants such as carbon monoxide, sulphur dioxide,

and nitrogen dioxide.

Trees are Effective Sound Barriers: Trees, planted at strategic points in a

neighborhood or around your house, can mitigate major noises from crowded roads,

railway stations and airports.

Trees Produce Oxygen: A mature leafy tree, in a few months, produces as much

oxygen as that required by 10 people for one year.

Trees become dustbins for harmful gases: a tree absorbs and locks away

carbon dioxide, and other harmful gases which warm the environment. An urban

forest is a carbon storage area that can lock up as much carbon.

Trees Shade and Cool: Shade from trees reduces the need for fan, coolers and air

conditioning in summer.

Trees Fight Soil Erosion: Trees fight soil erosion, conserve rainwater, and reduce

water runoff and sediment deposit after storms.

http://en.wikipedia.org/wiki/Corporate

http://en.wikipedia.org/wiki/Self-policing

http://en.wikipedia.org/wiki/Business_model

http://en.wikipedia.org/wiki/Norm_(sociology)




Maharashtra

EIA REPORT

10-38

Trees help in lowering the dust levels and pollution levels in the cities.

Trees decrease respiratory problems: Children staying in areas and localities

with trees have much less breathing problems that children staying in localities which

have no trees.

There are number of tree species having high economic values such as fruit bearing

trees, Timber yielding trees, species having medicinal values, etc.

The tree provides shelter for a number of animals especially birds.

The local population can be encouraged to participate in plantation programme. The plant

saplings may be distributed to the villagers of affected villages for plantation and

management of trees. The local body may be consulted for the land area for plantations.

Suitable species in consultation with the people can be identified for plantation.

Road Safety Awareness Campaign:

The human and economic damage caused by road crashes is largely preventable. Lack of

knowledge and awareness regarding road traffic rules and regulations, violation of traffic

rules, driver behavior, etc. are the main reasons for majority of accidents. Drivers, for

instance, are often not conscious of the inherent risks of high travel speeds, and overcrowded

passenger buses. This problem can be mitigated with public awareness campaigns, improved

driver training and testing.

Road user error is believed to be a factor for 95 percent of all road accidents, improving road

user behavior should always be priority. With the ability to educate and influence the general

public, road safety publicity is needed in order to:

Create awareness of road accident threats and vulnerability of certain road users,

including children;

Educate road users as to what constitutes road user behavior;

Change attitudes and beliefs to more positive road safety approach; and

Inform road users of change in traffic regulations or operating conditions

The NHAI can organize periodical Road Safety Awareness programmes for the road users and

local populations living adjacent to the highways.

Health Awareness Programmes

NHAI recently acknowledged HIV/AIDS as a corporate social responsibility and has taken the

lead in association with the WB, ADB & NGOs on HIV/AIDS awareness programs to truckers

and migrant workers. NHAI launched an awareness program called "Pathik Mela" on two

national highways. In the similar fashion the NHAI can cover this project under the

programme of CSR. The target people may be truck drivers, commercial sex workers and the

communities surrounding the truckers. Such programme can be organized from time to time

at different locations along the project section.

Budgetary Provision under CSR: A separate budgetary provision of Rs. 2.0 Crore has

been made for carrying out various CSR programmes in the project.



Maharashtra

EIA REPORT

10-39

Table 10.5: Environmental Mitigation and Monitoring Cost

Component Item Unit Quantity Rate (Rs.) Amount (Lakh Rs.)

A. ENVIRONMENTAL MITIGATION COST:

Pre-Construction Stage

Common Property Resource (CPR)

Shifting of Common Property Resource (CPR)

No. Part of R&R Cost -

Utilities Shifting Shifting of utilities such as Electric Poles, Cables, Telephone lines, Water pipes, etc.

No. Part of Engineering Cost

-

Project Affected Person (PAFs) Compensation to PAFs No. Part of R&R Cost -

Construction Stage

Flora Clearing of Roadside Plantation Km 106.000 Km

Part of Engineering Cost

-

Compensatory afforestation (Minimum of 3 trees planted for every tree cut) including tree guards

No. Affected trees: 13315 Trees to be planted: 39945

1250 499.31

Landscaping / Plantation in the median

Km 106.00 Km Part of engineering Cost

-

Slope /Embankment protection Turfing of embankment with grasses and herbs

Part of Engineering costs -

Borrow areas Redevelopment of borrow areas by tree plantation and fisheries

m2 Part of Engineering Cost - -

Water Resources Relocation of hand pumps No. Part of R&R Cost - -

Rain Water Harvesting Structure Rain Water Harvesting Structure at every 500 meter intervals along the project road

No 212 nos. 50,000 106.000

Environmental issues at construction sites

Sanitation Arrangement at Camp Lump sum

106 Km Lump Sum 20.00

Dust Suppression Measures Km Lump Sum 50.00

Silt Fencing near rivers No. 5 locations 30000 1.50



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EIA REPORT

10-40

Component Item Unit Quantity Rate (Rs.) Amount (Lakh Rs.)

Oil interceptors No. 5 locations 25000 1.25

Environmental Training Lump sum


Corporate Social Responsibility Lump sum


Environmental Enhancements Provision of Noise Barrier along

Sensitive receptors

Running

m

600m Part of Engineering

Cost

-

Protection Measures for Wildlife Sanctuary

Safety requirements in the form of

Chain link Fencing/Crash Barrier, RCC

Culverts, Speed Breakers, Signages,

Hume pipes, etc.

In Compliance to the Conditions

of Wildlife Board

Part of Engineering

Cost

Total Amount in Lakh (Rs) 880.56

B. ENVIRONMENTAL MONITORING COST:

Environmental Monitoring Cost at Construction stage

Component Item Unit Quantity Rate Per Sample (Rs.)

Recurring Cost (Amount per Annum in Lakh Rupees)

Total cost During 3 Year Construction Period (Lakh

Rupees)

Ambient Air Quality

Ambient Air Quality at Plant site, HMP and Stone Crusher (PM10, PM2.5, SO2, NOx, CO) - Twice a Month for 3 Years at 3 locations

No 3 LocationsX2X12 =24 Per Year= 72

in 3 years 10,000 7.200 21.60

Ambient Air Quality along the project road at locations of baseline monitoring in consultation with IC (PM10, PM2.5, SO2, NOx, CO) -Once in 3 months excluding the monsoon for 3 Years at 3 locations

No 3 LocationsX3 = 9

Per Year (27 in 3 Years)

10,000 0.900 2.70



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EIA REPORT

10-41



Total cost During 3 Year Construction Period (Lakh

Rupees)

Surface Water Quality

Surface Water Quality at identified locations (pH, temperature, DO, BOD, COD, Oil & Grease, Total Suspended Solid, Turbidity, Total Hardness, Chlorine, Iron, Total Coli form) -Once in 3 months excluding the Monsoon for 3 Years at 6 locations

No 6 locations x 3 =

18 Per Year (54 in 3 years)

8,000 1.44 4.32

Ground Water Quality

Ground Water Quality at Plant Construction site (pH, Temperature, TSS, Total hardness, Suspended Solid, Chlorine, Iron, Sulphate, Nitrate)-Once in 3 months excluding the Monsoon for 3 Years at 6 locations



8,000 1.44 4.32

Noise Level Ambient Noise Quality at equipment yards and locations as identified by IC (Leq Day and Night in dB (A))-Once in 3 months excluding the monsoon for 3 Years at 6 locations



4,000 0.72 2.16

Soil Quality

Soil Quality near Construction sites along the road as identified by the IC (Texture, Grain Size, Gravel, Sand, Silt, Clay, pH, Conductivity, Calcium, Magnesium, Sodium, Nitrogen, Absorption Ratio)-Once in 3 months excluding the monsoon for 3 Years at 6 locations



8,000 1.44 4.32

Tree Plantation/Greenbelt Development

Tree Survival rate throughout the Project in substantially completed section-Once in a month for 1 Year

Lump Sum

2.50 7.50

Water Bodies Turbidity in Storm water & Silt load in ponds as specified by the Engineer at major water bodies-Pre-monsoon and Post monsoon for 3 Years

Lump Sum

1.00 3.00

Total Environmental Monitoring Cost During Construction Stage (3 years) 16.64 44.92



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EIA REPORT

10-42

Environmental Monitoring Cost at Operation stage



Total cost During 5 Year of Operational Period (Lakh

Rupees)

(i) Operation Stage

Ambient Air Quality Ambient Air Quality along the project road at locations of baseline monitoring in consultation with IC (PM10, PM2.5, SO2, NOx, CO)-Once in 3 months in a Year for 5 Year at 6 locations

No 6 Locations X3= 18 per Year 18X5 =90 for 5 Years

10,000 1.80 9.0

Surface Water Quality

Surface Water Quality at identified locations (pH, Temperature, DO, BOD, COD, Oil & Grease, Total Suspended Solid, Turbidity, Total Hardness, Chlorine, Iron, Total Coli form)-Once in 3 months excluding the monsoon for 5 Years at 6 locations

No

6 Locations X3= 18 per Year 18X5 =90 for 5 Years

8,000 1.44 7.2

Ground Water Quality

Ground Water Quality at identified locations (pH, Temperature, TSS, Total hardness, Suspended Solid, Chlorine, Iron, Sulphate, Nitrate) - Once in 3 months excluding the monsoon for 5 Years at 6 locations

No


8,000 1.44 7.2

Noise Level Ambient Noise Quality at Locations as identified by IC (Leq Day and Night in dB (A))- Once in 3 months excluding the monsoon for 5 Years at 6 locations

No 6 Locations X3= 18 per Year 18X5 =90 for 5 Years

4,000 0.72 3.6

Soil Quality

Soil Quality at Locations as identified by IC (Texture, Grain Size, Gravel, Sand, Silt, Clay, pH, Conductivity, Calcium, Magnesium, Sodium, Nitrogen, Absorption Ratio)- Once in 3 months excluding the monsoon for 5 Years at 6 locations

No


8,000 1.44 7.2

Tree Plantation / Greenbelt Development

Tree Survival rate throughout the Project-Once in three months for 5 Years

Lump sum

1.00 5.00

Total Monitoring Cost During Operation Stage for 5 Years 7.84 39.20

C. Grand Total (Environmental Mitigation Cost + Environmental Monitoring Costs for Construction Stage (3 Years) and Operation Stage (5 Years ) + Corporate Social Responsibility

964.68



Maharashtra

EIA REPORT

ANNEXURE-10.1

TREE PLANTATION STRATEGY

The sustainable economic development depends on the rational use of environmental resources and

minimizing, to the extent possible, adverse environmental impacts through improved project selection

and more responsible project planning and design. Under this strategy the development must be

environmentally sound in the broadest sense. In highway development, environmental planning is

concerned with good blending of improvements of physical, social, and economic parameters. It

involves not only the environmental (land, water, and air) but is also concerned with integration to

local, regional and national socio-economic development.

Road development can have wide ranging environmental impacts. This is because roads extend over

long distance and by promoting rapid communication they can catalyze dramatic changes in land use

patterns. Soil degradation, loss of top soil and reduction of the productive capacity of the soil covered

by the road, which is significantly reduced further as a result of compaction with heavy machinery

during construction, is one of the most immediate effects. Landscape and aesthetic distortions due to

road development leads to modifications in the regional landscape and changes in the natural relief

and morphology of the, vegetation, inclusive of avenue trees and recreational areas. But these

impacts can often be significantly reduced through environmentally-sound construction and operation

management practices. Careful consideration and assessment of the surrounding environment in road

construction and improvement will reduce disruption costs and harmful effects while increasing usage

and benefits. Therefore a proper landscape plan should be made which will protect the road from soil

erosion, sinking and also to maintain the aesthetic beauty. It will also reduce land, water, air and

noise pollutions as well.

Aim and Objective of Tree Plantation:-

To create green belt and avenues for meeting aesthetic recreational needs to the people.

To beautify the areas for scenic beauty.

To reduce the surface run-off discharge and checking soil erosion along the embankments.

To reduce the encroachment of road reserve areas.

To reduce temperature and increase humidity.

To reduce noise pollution to the neighboring household population.

To reduce the impacts of air pollution and dust as trees and shrubs are known to be natural sink

for air pollutants.

To provide much needed shade on glaring hot roads during summer.

Moderating the effect of wind and incoming radiation.

To define the ROW especially highlight sharp horizontal curves during night.

To promote road development as eco friendly activity.

Tree Plantation Strategy

Plantation is one of the most important constituents of soft landscaping. Trees, shrubs and climbers

have been used to enhance the soft natural ambience against harsh elements in most of the

enhancement schemes. The planting species are decided based on the physical growth characteristics

of trees, like form and shape, foliage pattern, growth rate, branching pattern, soil characteristics etc.

While selecting the species of trees for landscaping a great care should be taken to choose the



Maharashtra

EIA REPORT

species, which already exist on the project corridor. The tree plantation will be carried out in

accordance with the IRC: SP: 21:2009 guidelines and specifications.

Plantation Pattern

Depending on the availability of the ROW, plantation pattern is worked out as follows:-

1. The first row along the highway to be planted with small to medium sized ornamental trees.

2. Subsequent rows depending on the availability of land will comprise of ornamental or shade

bearing species of more height than those in the first row. Since the proposed Highway section is

passing through the rural sections, the last row will always be of shade bearing tall trees. Five

rows of trees are proposed to be planted on either side.

3. Planting of shrubs in the median.

4. Planting of herbaceous species as ground cover in the median, special landscapes on

embankment slopes.

5. Turfing with grasses in the median and embankment slopes.

6. The last row to be planted with tall shade bearing trees for better road safety and for enhancing

aesthetics.

Tree Plantation along the Highway Section

1st Row

The first row of plantation along the highway section should be worked out by ornamental species.

Since the proposed highway section is passing through the rural areas, the following species are

recommended for the 1st row of avenue plantation.

Table A-4.1: Species recommended for 1st row plantation

S.No Botanical Name Local Name

1 Cassia fistula Amaltas

2 Terminalia arjuna Arjun

3 Delonix regia Gulmohar

4 Bauhinia sps Kachnar

5 Cassia nodusa Cassia

2nd Row

The 2nd row of plantation along the Project stretch should be worked out by ornamental species of

more height i.e. medium height trees, than the first row. The following species are recommended:-

Table A4.2: Species recommended for subsequent row plantation


1 Melia azadiracta Bakain

2 Pongamia pinnata Kanji

3 Gravillea robusta Silver Oak

4 Albizzia lebbek Kala siris

5 Dalbergia sissoo Shisham

Subsequent Rows

The subsequent rows of plantation along the Highway section have been worked out. The tall shade

trees like Peepal, Neem, Mango, Shisham etc have high crown and secure better visibility. They have

a long gestation period and has rapid growth and capacity to resist disease and pests attack are

therefore ideal. These shaded trees should be planted at a spacing of 12m C/C.



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EIA REPORT

The tree species recommended as shade plants for roadside avenues are given the following table:-

Table A4.3: Species recommended for Subsequent rows


1 Ficus religiosa Peepal

2 Ficus infectoria Paker

3 Madhuca indica Mahua

4 Dalbergia Sissoo Shisham

5 Azadirachta indica Neem

6 Mangifera indica Mango

7 Tamarindus indica Imli

8 Syzynium cuminij Jamun

Shrub plantation for Median

The species to be planted in median would be of low or medium height with ornamental value to

enhance the visual experience of the road corridor. It will also act as a screen to prevent glare from

the incoming vehicles. Depending on the width of the median, which is 6.0 m, two rows of flowering

shrubs will be provided. Some herbaceous species may also be planted as a ground cover on the

median.

Table A4.4: Species recommended for Median


1 Thaventia nerifolia Kaner

2 Bouganvillea sps. Bouganvillea

3 Ipomia

Plantation along the Embankments

On the embankment slopes, some herbaceous species followed by grasses turf will be provided. The

species proposed for the purpose of turfing are Cynodon dactylon, Cythocline perpurea, Solanum

Nigrum, Alternanthera, Chlorophytum, Eupatorium, Wedelia, Duranta, Portulacca, Ipomea, Pelia

Cadrii, Asparagus, Opheopogon grass etc.

Technical specifications for planting along the Highway section are as follows:

1. Ornamental plants except last row

Distance from embankment : 1.0m away from the toe of the embankment

Spacing between plant to plant : 3m

Spacing between rows : 3m

Size of the pits : 60x60x60 cms

For alkaline soils : By auger

Water logged areas : mounds with height varying depending on

the water level

Species recommended : Listed in Table A4.1 and Table A4.2.

No of plants per Km : 333

Height of plant : 1.5 to 2m

2. Shaded plants (Last row)

Distance from the preceding row : 3.0m

Spacing between plant to plant : 12m

Size of the pits

Normal size : 60x60x60 cms

For alkaline soils : By auger

Water logged areas : mounds



Maharashtra

EIA REPORT

Species recommended : Listed in Table A4.3

No of plants per Km : 84

Height of plant : more than 2m

In localities where a really bad patch of USAR occurs recommendations are to be strictly followed for

better survival of plants. Deep pits to be dug and soil amender Gypsum 1 Kg to 3 kg with 2 kg

compost and sand are to be filled before planting the plants.

For multiple row plantations, five strand barbed wire fencing, with cross strands, stretched on angle

iron poles fixed at a distance of 4 meters from one another are to be provided as per

recommendations. Live fencing/ bamboo fencing/ thorn fencing may also be used where protection

can be ensured through these.

3. Shrubs (For Median/ Embankment)

The surface is to be prepared adequately for shrubs planting or grass sowing. The grasses and

shrub planting is done to provide a strong surface cover but needs a well-prepared surface. All

masses of loose debris will be removed.

Size of the pits for planting shrubs : 45x45x45 cms

Species recommended : Listed in Table A4.4

No of plants per Km : 666 (For two rows in the median)

Use of compost and manure : 1/3 of volume of

pit mixed with soil and refilled

The contractor will be required to water the area in case of insufficient rains after planting.

Plantation at Road Junctions/ Intersection and Traffic Islands

Road intersections are main nodal spaces and are of vital importance in terms of road aesthetics.

Proper landscaping of the traffic islands and the surrounding areas shall integrate these features

with surrounding landscape. The layout of traffic intersections shall be fixed by the traffic needs of

the junction.

Plantation at the Sensitive noise receptors

All along the project corridor weher sensitive receptors for noise such as educational institutions,

hospitals, religious structure of community importance situated, the trees known for behaving as

“noise barrier” will be proposed like- Neem (Azadirachta indica), Shisham (Dalbergia sisso), Imli

(Tamarindus indica). Some flowering trees like Amaltas, Gulmohar, Kachnar, Asoka etc. can also

done. Tall trees with thick canopies create a wind screen through which the air can be filtered and

noise levels be considerably reduced. Some such trees are Acacia auriculiformis and Greavillea

Robusta. At the sensitive noise receptors, tall shrubs of 1.5 – 3 m height like Cassia biflora, Hamelia

Patens etc. can also be provided for maximum possible screening.


EIA REPORT

ANNEXURE-10.2

PLANT SITE MANAGEMENT

For the construction purpose the major construction plants such as Hot mix plant, Stone Crusher

Plants, batch mix plants, etc. will be required to be established. In case the Concessionaire establishes their own plan they have to follow all the applicable statutory norms. The objective of

this plan is

To ensure that statutory / regulatory requirements are complied with

To ensure that safeguard measures are taken to avoid / mitigate / minimize environmental

impacts.

The present section provides general guidelines for siting of plants and environmental safeguard

measures based on the statutory requirements:

1. Site selection criteria for Hot Mix Plant/ Stone crusher Plant:

1.5 km away from settlement, school, hospital on downwind directions

1.5 km from any archaeological site

1.5 km from ecologically sensitive areas i.e. forest, national park, sanctuary etc.

1.5 rivers, streams and lakes

500 m from ponds

500 m from National Highway, 250 m from State Highway, 100 m from District roads and

other roads (The distance are to be measured from edge of Road to boundary of site).

Away from agricultural land

Preference to barren land

2. Statutory Requirements:

Obtaining Consent-for-Establishment (CFE) under Air and Water Acts from the State Pollution

Control Board (MPCB/KSPCB/APSPCB) before start of installation.

Obtaining Consent-for-Operation (CFO) under Air and Water Acts from the State Pollution

Control (MPCB/KSPCB/APSPCB) before start of commissioning and trial run

Complying with the terms and conditions laid down in the CFE and CFO, which generally

include providing metallic road inside plant campus for movement of vehicles, plantation,

periodic (monthly) pollution monitoring i.e. ambient air, noise and stack emission

The suspended particulate matter contribution value at a distance of 40 m from a controlled

isolated as well as from a unit located in a cluster should be less than 600 g/m3 or as shall

be prescribed by APSPCB.

Obtain certificates from manufacturer for Type Approval and Conformity of Production for

Diesel Generator (DG) set/s. For DG sets of capacity up to 1000 KVA, the noise level at 1m

from the enclosure surface shall not exceed 75 dB (A)

3. Pollution control measures


EIA REPORT

For HMP, ensure adequate stack height as stipulated in CFE, install emission control devices

such as bag house filters, cyclone separators, water scrubbers etc., as attached with the plant

by the manufacturer or stipulated in CFE.

Prefer bulk bitumen storage with mechanized handling facilities that storage in drums with

manual operation at HMP to prevent / minimize bitumen spillage and thereby contaminating

soil and water.

Impervious platform for storage of bituminous and other liquid hazardous chemical

Bag house filter / multi-cone cyclone for emission control. For bag house, cartridge filters

reported to be more efficient than fabric filters.

The stone crusher plants should be installed with operational water sprinklers over jaw

crusher, conveyor belts and vibratory screens.

Pollution control measures for Diesel Generator (DG) set i.e. stack height, acoustic enclosure

etc.

Periodical maintenance of all the plant and equipments to keep the plants in order.

Damaged bag-house and filters should be immediately replaced.

All the workers shall use all the time helmets, footwear, earplugs, facemasks etc. when the

plants are operational.

No workers should be allowed to work in loose clothes near conveyor belts.

Proper lighting arrangement shall be made around plant site if the plants are operated during

dark hours.

Provision of first aid kit, fire fighting equipments at the plant site at appropriate location to

respond in case of accident.

Periodical monitoring of air quality and noise levels as per conditions stipulated under the

statutory clearance from APPCB. Whenever the emission exceeds the permissible level the

plants should be stopped and necessary repairing works of faults will be done to bring down

the emission levels.

The office complex, residential units shall be constructed on upwind direction from the plant

site.




EIA REPORT

ANNEXURE-10.3

GUIDELINES FOR REDEVELOPMENT OF BORROW AREAS

BACKGROUND

The guidelines provide basic information to the contractor on how to redevelop the borrow areas to

ensure compliance with the environmental requirements of MoEF, MoSRTH and as specified in IRC:

10-1961. The following section provides the guidelines to the contractor for the identification, siting of

borrow areas and also the enhancement measures to redevelop the areas with community

participation.

IDENTIFICATION OF THE BORROW AREAS

Specific locations of borrow areas will be identified by contractor. The selection and recommendations

of borrow areas; will be based on environmental as well as civil engineering considerations. Location

of source of supply of material for embankment or sub-grade and the procedure for excavation or

transport of material shall be in compliance with the environmental requirements of MoEF, MoSRTH

and as specified in IRC: 10-1961.

Certain precautions have to be taken to restrict unauthorized borrowing by the contractor. No borrow

area shall be opened without permission of the Engineer. The borrowing shall not be carried out in

cultivable lands, unless and until, it shall be agreed upon by the engineer that there is no suitable

uncultivable land in the vicinity for borrowing or private landowners are willing to allow borrowing on

their fields.

Borrow Area Identification:

Identify areas having present land use as barren land, riverside land.

Prefer areas of highland with respect to surroundings;

Avoid locating borrow area close to any road (maintain at least 30m

distance from ROW and 10 m from toe of embankment, whichever

is higher);

Should be at least 1.0 km away from inhabited areas;

Minimum distance of about 1.5 km from ecologically sensitive area i.e. Reserve Forest,

Protected Forest, Sanctuary, wetland etc.;

Minimum distance of about 1.5 km from school, hospital and any archaeological sites;

Having adequate approach road with minimum length of earthen road;

Ensure that unsuitable soft rock is not prominent within the proposed depth of excavation

which will render rehabilitation difficult;

Controlled operation as per agreed / approved plan

Prior approval of Rehabilitation Plan considering terrain, land use and local need;

Restricting operation as agreed by landowner and approved by the

OPERATION

No borrow area will be operational withour written consent of the land owner. To avoid any

embankment slippage, the borrow areas will not be dug continuously, and the size and shape of

borrow pits will be decided by the engineer. The contractor shall evolve site-specific redevelopment

plans for each borrow area location, which shall be implemented after the approval of the Supervision

/Independent Consultant.




EIA REPORT

Precautionary measures as the covering of vehicles will be taken to avoid spillage during transport of

borrow materials. To ensure that the spills, which might result from the transport of borrow and

quarry materials do not impact the settlements, it will be ensured that the excavation and carrying of

earth will be done during day time only. The unpaved surfaces used for the haulage of borrow

materials will be maintained properly.

Borrowing of earth shall be carried out at locations recommended as follows:

Non- Cultivable Lands: Borrowing of earth will be carried out up to a depth of 2.0 m from the

existing ground level. Borrowing of earth shall not be done continuously. Ridges of not less than 8 m

width shall be left at intervals not exceeding 300m. Small drains shall be cut through the ridges, if

necessary, to facilitate drainage. Borrow pits shall have slopes not steeper than 1 vertical in 4

horizontal.

Productive Lands: Borrowing of earth shall be avoided on productive lands. However, in the event

of borrowing from productive lands, under circumstances as described above, top soil shall be

preserved in stockpiles. At such locations, the depth of borrow pits shall not exceed 45 cm and it may

be dug out to a depth of not more than 30 cm after stripping the 15 cm top soil aside.

Elevated Lands: At locations where private owners desire their fields to be leveled, the borrowing

shall be done to a depth of not more than 2m or upto the level of surrounding fields.

Borrow pits along Roadside: Borrow pits shall be located 5 m away from the toe of the

embankment. Depth of the pit should be such that the bottom of the pit shall not fall within an

imaginary line of slope 1 vertical to 4 horizontal projected from the edge of the final section of the

bank. Borrow pits should not be dug continuously. Ridges of not less than 8 m width should be left at

intervals not exceeding 300m. Small drains should be cut through the ridges to facilitate drainage.

Borrow pits on the riverside: The borrow pit should be located not less than 15m from the toe of

the bank, distance depending on the magnitude and duration of flood to be withstood.

Community/ Private Ponds: Borrowing can be carried out at locations, where the private owners

(or in some cases, the community) desire to develop lands (mostly low-lying areas) for pesciculture

purposes and for use as fishponds.

Borrow Area near Settlements: Borrow pit location shall be located at least 0.8km from village

and settlements. If unavoidable, they should not be dug for more than 30 cm and should be drained.

BORROW AREA REDEVELOPMENT:

Each borrow area should be rehabilitated immediately after completion of extraction of materials to

the satisfactions of the land owner and the Engineer. The borrow area shall be redeveloped

appropriately as per approved plan and landowner’s requirement. The borrow pits may be developed

into pond after leveling the bottom and slope maintenance. The borrow pits may be refilled with

earth materials covered with fertile to soil. The upland used as borrow area shall be leveled matching

with the level of surrounding area. No scare created due to borrowing of earth should be left

unattended. The Concessionaire should provide completion certificate of redevelopment of each

borrow pit issued by the land owner.




EIA REPORT

ANNEXURE-10.4

QUARRY AREA MANAGEMENT PLAN

Quarries generally required to provide material for road construction sites, can have significant adverse environmental effects, especially on ecologically sensitive areas. Quarries can become

environmental hotspots and can significantly affect the visual appearance of an area. Special mitigation and management measures are often required to avoid or minimise the environmental and

impacts of due to quarry operations. The EMP stipulations will be applicable for new quarries to be

identified and operated by Contractors. In case contractor use the existing licensed quarry a copy of the valid quarry license and lease / sub-lease agreement should be submitted to the Project

Proponent. Contractor shall submit a plan delineating how he shall comply with requirements stipulated in this plan and elsewhere in the EMP on quarrying activity.

The guidelines for quarries cover:

statutory approvals

environmental and social impacts of quarries

selection of quarries

operation of quarries

rehabilitation of quarries

The guidelines seek to ensure that Contractors:

comply with the regulatory requirements in force at the time

reasonably manage any impacts

reinstate and rehabilitate the land appropriately

consult with affected communities

Impacts

Some of the potential impacts of quarries are: rock blasting causing air pollution, and noise and vibrations

trucks transporting materials to the site causing air pollution, and noise and vibrations

ponds of stagnant water forming in excavated areas giving rise to the breeding of

mosquitoes and the spreading of malaria and other mosquito-borne diseases

natural beauty of the landscape being affected by excavations and the removal of vegetation

natural drainage systems in the area being affected by excavations

The procedure for identification and finalization of quarry site/s shall be as given below:

The quarry area identified during Feasibility study are mainly operational government stone quarry.

For using these quarry areas, the Contractor have be obtain necessary statutory permission from the

concern department. However, selection of new quarry following guidelines should be followed:

Only licensed quarry will be used.

New quarry will be at least 1.5km away from the settlement, forest and other ecologically

sensitive areas

Minimum 500m away from water bodies

The Concessionaire shall identify alternative quarry sites along the whole corridor based on

required quantity and environmental consideration and obtaine approval from the

Engineer/NHAI




EIA REPORT

The Concessionaire obtain Quarry Lease Deed / License from the Department of Mines and

Geology and provide copy of the same to thePIU, NHAI prior to start of the material

extraction.

The Concessionaire shall estimate water requirement for dust suppression at quarry sites

during

operation and for water spraying on kutcha (non-metal) haul road and ensure

availability water by identifying sources and obtaining necessary permission;

The Concessionaire shall prepare quarry sites operation and redevelopment plan considering

surrounding land uses, local needs and agreement with the landowner;

Only licensed blaster i.e. short-firer certificate holder will be responsible for quarry Blasting

Permits for transportation, storage and use of explosive, as will be required, shall be obtained

from the Controller of Explosive;

Whenever so advised by the R&B Engineer, controlled blasting e.g. using less charge,

restricting depth and dia or drill holes, cut-off blasting etc., and shall be undertaken.

Quarry operation will be undertaken in stages with adequate benching

Quarry Operation:

The procedure for environmentally sound operation and management of quarry sites is given

below:

Estimating the quantity of quarry material to be collected from each quarry area;

Demarcating the entire quarry area by fencing and putting red-flag poles;

Providing adequate metallic access road;

Preserving topsoil from the quarry compound, if any, by stripping and stacking aside

separately at corners;

Overburden shall be removed and disposed in environmentally sound manner.

All workers safety measures such as helmets, footwear, earplugs, facemasks etc. shall be

undertaken.

The contractor shall ensure maintenance of crushers regularly as per manufacture schedule.

Water sprinkling shall be done to minimize dust generated due to crushing/Vehicle

movement.

Carrying out blasting as per agreed operational plan complying with the requirements of

MoRTH Specification (Clause 302 & 303) and Ministry of Environment & Forests (MoEF)

Maintaining a Quarry Material Collection Register on daily material collection for each of the

quarry area, which shall be produced to Engineer’s representative as and when requested;

Redeveloping the area within 2 months (or as will be agreed upon) of completion of quarry

material collection;

Redevelopment of Quarry Area:

All the quarry are should be rehabilitated as per approved rehabilitation plan immediately after completion of quarry material extraction. The restoration of Quarry will be done as per the conditions

of the owner before handing over the site back to the owner.

Following rehabilitation works may be taken up with the consent of owner:

Option A: Revegetating the quarry to merge with surrounding landscape. This is done by conserving

and reapplying the topsoil for the vegetative growth.




EIA REPORT

Option B: Development exhausted quarries as water bodies: The pit shall be reshaped and

developed into pond, for harvesting rainwater. This option shall only be considered where the location

of quarry is at the lowest point, i.e. surrounding area/natural drainage slopes towards it.




EIA REPORT

ANNEXURE-10.5

SCHEMATIC PLAN OF RAIN WATER HARVESTING PIT


EIA REPORT

ANNEXURE-10.6

SCHEMATIC PLAN OF OIL INTERCEPTOR FOR REMOVAL OF OIL & GREASE FROM SURFACE RUNOFF WATER



EIA REPORT

ANNEXURE 10.7

TRAFFIC AND ROAD SAFETY PLAN

A. Traffic Safety Plan in Project Design:

Different type of safety provisions have been incorporated in the project. Adequate emphasis has been

given in the project

Addressal of Safety in Project Design

The Safety provisions for Road users have been adequately addressed in the project. The detail of safety

features included in the project has been presented below:

S. No.

Safety Provisions

Details

1 Service Road A total length of 1154.380 Kms of service lane has been proposed at different

locations covering all the settlement areas.

2 Pedestrian Guard Rails

Pedestrian guard railing between service roads and main carriageway have been proposed at different locations along the project alignment.

3 Pedestrian/ Cattle Under

Passes

23 pedestrian/ cattle crossings have been proposed near settlement areas to ensure safe crossings for local people and cattle.

4 Vehicular Underpasses

15 new vehicular underpasses have been provided to ensure smooth and safe flow of vehicles.

5 Bus Shelters

and bus bays

A total number of 68 bus shelters have been provided throughout the project

stretch

6 Truck laybyes

cum rest area

10 Truck lay-byes cum rest areas and 5 Wayside Amenities have been

provided

7 Street Lights Provision of street lighting near settlement area covering a total length of 45.920 Km

8 Crash Barriers W-Beam crash barrier has been proposed along the highway section where

more the embankment height Is more than 3 m, where embankment is retained by retaining structure, where the median is less than 4.5 m, both

side approach for minor and major bridges and at sharp horizontal curve locations

Following traffic and Road Safety provisions shall be provided in the project:

(i) Traffic Control Devices/Road Safety Devices/ Roadside Furniture:

Traffic Control Devices/Road Safety Devices/ Roadside Furniture shall comprise of Road Sign,

road marking, object markers, hazard markers, studs, delineators, attenuators, safety barriers,

pedestrian guardrails, boundary stones, kilometer stones, etc. Guidelines given in IRC: 8, IRC:25,

IRC:26, IRC:35, IRC:67, IRC:79, IRC:103 and section 800 of MORTH Specification shall be used

for providing these safety features in the project.

(ii) Road Sign:

Traffic signs include roadside signs, overhead signs and curb mounted signs along the entire

Project section. Mandatory/Regulatory/Cautionary Signs and informatory signs shall be provided

as per specifications given in 4-Laning Manual, IRC:67 and Section 802 of MORT specification. All



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the signboards will be suitably placed. Clustering and proliferation of traffic signs shall be avoided

to avoid confusions among the road users

There shall be corresponding road marking with Stop Sign, Give Way Sign, Merging or Diverting

Traffic Sign, Lane Closed Sign, Road Narrowing Signs, Compulsory Lef/Right signs, cautionary

signs for sharp curves or any other traffic safety signs shall be provided at appropriate locations

as per IRC:67.

(iii) Road Marking:

Carriageway marking, marking of intersections, marking of hazardous locations, parkins area,

layout marking for service lane, etc shall be done with proper thermoplastic paints or as

specified. All road markings shall conform to the IRC:35

(iv) Road Delineators:

The roadway indicators, hazard markers and object markers shall be provided conforming with

the specifications as per IRC:79.

(v) Pavement Markers:

Retro reflective type two way markers (Road studs or solar studs) shall be provided conforming

to ASTM and D4280 for ensuring improvised visibility during night time or wet weather

conditions. The location of these markers should be as per 6-Laning Manual. The pavement

markings shall cover road marking for the entire Project Highway

(vi) Attenuators

Attenuators shall be provided at hazard markers locations as per IRC:79., structural columns,

illumination lamp posts approaching traffic islands of toll plaza and at exit ramps. The

attenuators modules shall be moduled from HDPE plastic. The size, numbers and locations

should be as per international standards.

(vii) Roadside and Median Safety Barriers:

The roadside and Median safety barriers shall be provided as per specifications of 4-Laning

Manual. W metal beam crash barrier along the Project stretch shall be provided at appropriate

locations. The design quality and placement should conform to the specification.

(viii) Hectometer/Kilometer stones:

Road boundary stones, Kilometer Hectometer Stones shall be provided as per IRC Specification.

(ix) Pedestrian Railings/Guard Rails:

MS railing has been proposed to be provided at different locations covering

(x) Solar Based Beacons Flashing Signals:

Such type of signals shall be provided at uncontrolled pedestrian crossings, near public gathering

places, like educational institutes, worship places, hospitals, cross roads and median openings.

B. Traffic Management During Construction:

The main objective of this section is to lay down procedures and provide guidance, which are to

be adopted to ensure the safe and efficient movement of traffic at site undertaking the

construction.

Road users are accommodated through and around the construction zones safely with

minimum of delays;



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Traffic control and the construction activities are coordinated to provide for safe and efficient

flow of traffic together with efficient, safe and rapid progress of the construction activities;

Where construction activities are taken place at multiple sites along the same or on parallel

routes, construction activity and the movement of road users is coordinated to ensure that

the total delay along the route or on signed alternative routes is within acceptable limits; and

Driver’s behavior is effectively influenced so that the speeds are reduced to the desired levels

on the approaches to and within the construction zones.

C. Preparation of traffic Management Plan

The Specifications laid down under the 4-Laning Manual (IRC:SP:84-2009) shall be followed. The

Concessionaire shall prepare traffic safety plan in consonance with the work program and submit

to National Highways Authority of India (NHAI) for approval. Traffic safety plan should be

prepared based on guideline described in the following sections, which has been prepared in

accordance with the Standards and specifications of requirements of IRC:SP:84-2009 Manual for

Four Laning, IRC SP: 55-2001 and IRC: 67-2001 and other codes specified under IRC:SP:84-

2009

The traffic safety plan will include the following:

a. Detailed layout plan showing traffic control devices for CD/ Bridge works with or

without diversions;

b. Detailed layout plan showing traffic control devices for road works;

c. Detouring especially at urban areas;

d. Organisational set up for traffic safety including defined responsibilities;

e. Estimates of traffic control devices and its monthly distribution;

f. Estimates and deployment of trained flagmen;

g. Vehicle exclusively for transporting traffic control devices.

Guiding Principle

The guiding principles for safety in road construction zones are to:

a. Warn the road user clearly and sufficiently in advance;

b. Prove safe and clearly marked lanes for guiding road users;

c. Provide safe and clearly marked buffer and work zones; and

d. Provide adequate measures that control driver’s behaviour through construction

zones.

Traffic Control Zone

The “Traffic Control Zone” includes all those areas of carriageway in advance of the actual work site

which required for advance warning of hazard as well as safety zones, the transition zones and the

working zones itself. Generally traffic control zone is divided into three components viz. the Advance

Warning Zone, the Transition Zone and Working Zone. All construction zones will have a working

zone, which is flanked by a transition zone for each direction of approaching traffic and an advance

warning zone will precede these in turn.

Advance Warning Zone

The “advance warning zone”, is the area to warn the road user of the approaching hazard and to

prepare them for the change in driving conditions. It should provide information on:



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a. The presence of hazard through the signs of “Road Works Ahead”, “Men at Work”,

“Work in Progress”.

b. Any changes affecting traffic arrangements such as a reduction in speed limit,

number of lane, diversion etc. through corresponding signs.

c. The length of advance warning zone depends on approach speed of vehicle and is

recommended as 200-300m.

Working Zone

The “working zone” is where actual work is being undertaken. It contains the work area and a

working space, as well as lateral and longitudinal buffer zones to create safety for workers and road

users. The minimum lateral and longitudinal buffer zones depends on restricted speed and are

recommended as 0.5m and 5-15m respectively.

The construction area with buffer zones will be delineated, as a minimum requirement, with sign

boards and delineator like painted wooden sticks of 1.5-2m height with interval of 5-10m with sand

bags in between. The sticks will be tied up with reflective tape. Depending on availability of space,

painted drums may also be used. When construction zone runs for kilometres, alternative regulatory

traffic signs of “Speed Limit”, “Overtaking Prohibited”, and “Keep Left” should be placed in every

500m interval.

Traffic Control Devices

Traffic control devices are the equipment and installations over and on the road which individually or

collectively warn, inform and guide road users, modify their behaviour and ensure safety passage

and safe working area. The primary traffic control devices used in work zones are signs, delineator,

barricades, cones, pylons, pavement markings and flashing lights.

Traffic Signs

The traffic signs are categorised into three major categories i.e. Regulatory, Warning / Cautionary

and Informatory / Guiding Signs. The various types of traffic signs used in road construction are

given in IRC SP: 55 and IRC: 67. Generally, following signs are used in traffic control zone during

construction:

Regulatory signs: Speed Limit, Keep Left, No Overtaking etc.

Warning signs: Men At Work, Work in Progress, Narrow Road Ahead, Diversion Ahead, Single

File Traffic etc.

Informatory / Guiding signs: Diversion, Detour, Diverted Traffic etc.

The shapes, sizes and colours of signs should be as per IRC Six Laning Manual and as per IRC SP:

55 and IRC: 67 and should be uniform along the whole project road to avoid any confusion of road

users. Whenever possible, symbols will be used instead of letters. Inscriptions may be added to

pictorial signs at the bottom of the sign. Traffic signs will be written in both English and local

language. Standard shape, size and colour for various types of signs, will be used conforming the

requirement of IRC specification during road construction. The correct position and size of signs are

important to ensure that it can be observed. The following principles should govern the positioning

of signs:

The location should have clear visibility;

They should be so placed that driver would have adequate time for responses;

As general rule signs should be placed on left hand side of the road. In case of hilly roads, the



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signs shall be generally fixed on the valley side of the road; and

Signs should be removed when they are not required.

For kerbed road, extreme edge of sign board towards road will not be less that 0.6m from the edge

of the kerb. Whereas, for un-kerbed road, extreme edge of sign board towards road will be at 2-3m

away from the edge of carriageway. The bottom of the sign board will be at 1.5-2m above the

carriageway level. Warning signs will be of reflective nature for providing adequate vision during

night.

Delineators

Delineators are channelising devices such as cones, traffic cylinders, tapes, and drum and should

normally be retro-reflectorised.

Flagmen

Control of traffic through work area is an essential part of road construction and maintenance.

Flagmen will be posted at about 50m ahead of working zone wearing yellow cap with hand held

signalling devices such as Red flags, and signs paddles for Stop, Go Slow etc. Flags used for

signalling should be minimum 600mm by 600mm in size, made of good red cloth and securely

fastened to a staff of approximately 1m in length. Sign paddles should be at least 600mm wide and

provided with a rigid handle. The background colour of Stop should be red and its shape will be

octagonal conforming to IRC: 67. The word STOP should be in white, in middle of the sign. The

background of SLOW should be yellow with black letters and borders.

Vehicle for Transportation of Traffic Control Devices

Contractor/s is advised to provide one vehicle exclusively for transporting traffic control devices at all

the time. Various types of traffic signs and delineators will be carried by the vehicle and wherever

any sign / delineator are found absent, the same will be installed.

D. POST ACCIDENT EMERGENCY ASSISTANCE PLAN:

Post accident assistance plan will be implemented in accordance with the standards and

specifications stipulated under Four Laning Manual (IRC: SP: 84-2009). There will be provision

of one highway traffic Patrol vehicle, one crane and one well equipped ambulance at every 50

Km intervals. The Concessionaire has to ensure regular patrolling of highway section and to

adopt effective communication system to monitor the highway and respond quickly in case of

any emergency situations. In case of breakdown of vehicles, the highway should be cleared by

using necessary machinery within short duration time. In case of any accident the ambulance will

give necessary assistance to the accident victims and take them to nearest hospital. The

emergency numbers along with the contact number of representative of Concessionaire and

NHAI will be displayed on board in English and local languages at a regular interval as per IRC

specifications.

E. CONCLUSIONS

The general objectives are for the Concession Company to make the main alignment road and

the service roads as safe as possible for all users.

The Concession Company shall follow all relevant Indian publications on road safety, especially

The Manual for Safety in Road Design (A guide for Highway Engineers) prepared in September

1998 for MOST and Manual for Specifications and Standards for 4-Laning of Highways Through

PPP (IRC:SP:84-2009).

A formalised safety audit procedure must be followed to optimise the safety process, and ensure



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safety is properly and formally considered by the Concession Company during the detailed design

during the Construction and post construction periods.



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Annexure 10.8

DISASTER MANAGEMENT PLAN

1.1 GENERAL

The Disaster Management Plan is aimed to ensure safety of life, to protect

environment, to safeguard installation and rescue operations in order of priorities. The

objective of a Disaster management plan is to localize a Disaster and contain its effect to the

greatest extent so as to minimize its impact on life, environment and property. Response

to Disaster, in the absence of a well-defined plan, would be arbitrary, leading to overemphasis

of actions of some actions and absence of other critical actions. A formal plan for managing

Disaster is, therefore, necessary.

The purpose of the disaster management plan is to identify potential probable accidents/

emergency situations, establish and maintain procedures to address or prevent such situations,

as well as to test the effectiveness/ review/ revise such procedures periodically. Generally the

most of the accidents will be confined within the construction camp boundaries during

construction phase and within the RoW of Highways during operation phase. This section of

the report presents an outline of disaster management plan for the widening of NH-211

from Km 0 to Km 100 & NH-9 from Km 249 to Km 255 sections as how to deal with

Disaster.

1.2 POSSIBLE TYPE OF DISASTER

In roads & highways project, during construction and operation phases, disaster may occur due

to the following:

Floods

Earthquake

Biological Disaster or Epidemic of Human/ livestock/ crops

Fire

Explosion

Fuel Oil spillage

Electrocution

Hazardous materials releases

Transportation accidents

Terrorism / War

Some of the hazards will be dealt with Government procedure for Natural hazards and

calamities.

1.3 EMERGENCY PREPAREDNESS PLAN

Emergency Preparedness Plan (EPP) should be prepared in advance to minimize the after

effects of disaster, following the national environmental Emergency plan and OSHA

guidelines.

The basic approach towards preparedness for any major disaster or emergency situation will

comprise of the following activities:



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Identify the potential disasters which can occur

Establish an Disaster Management Committee to implement emergency procedures with defined role

and responsibilities among the authorities, participating agencies and coordination team

Linkage / Relationship with other emergency plans

Develop a detailed Emergency/ Disaster Response Plan with details regarding the course of action to be followed in order to minimize personal injury and property damage in the event of fire, flood, loss

of ground or natural disaster

Train the personnel in planning and responding to an emergency

Response operations; should always cover these four phases –

o Discovery and alarm

o Evaluation, notification and plan invocation

o Containment and countermeasures

o Cleanup and disposal

Directions on the necessary emergency provisions applicable to the handling, treatment or disposal of certain pollutants

Support measures, such as procedures for providing public information, carrying out surveillance, issuing post incident reports, review and updating of the plan, and periodic exercising of the

plan

Carry out audits of individual establishments on a regular basis to monitor the Emergency Response

Plans and the corresponding procedures. The audits will include review of the following:

o The roles and responsibilities of the respective Emergency Response Team and

support organizations;

o Adherence of individual project activities to safe practices; and

o Resource requirements, condition of equipments and their availability

1.3.1 Identification of Hazardous Area

During Construction Phase: Construction camps of contractors where fuel oil and other

hazardous materials are planned to be stored.

During Operation Phase:

Tankers / Vehicles carrying explosives and hazardous materials on Main Carriageway /

Service Roads

Refueling Stations at wayside amenities

1.3.2 Organizational Structure

The Regional Development Authority shall constitute a Disaster Management Committee (DMC).

The DMC will be the apex planning body and will play a major role in preparedness and

mitigation of any disaster. The cell will have the following key functions:

Preparation of comprehensive Disaster Management Plan for road section of NH-211 from Km 0.000 to Km 100.000 & NH-9 from Km 249.000 to Km 255.000.

Setting up of Emergency Control Centre during emergency situations



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Coordination with District Disaster Control Room of Solapur and Osmanabad districts

To supervise emergency response measures in case of any emergency

Keep track of predictable natural hazard events such as floods, drought, fire and earthquakes etc.

Organize training and capacity building programmes on disaster management for

individual establishments in the Region

Periodic monitoring of Emergency Response Plans and the corresponding procedures of

individual establishments

Organize post-Disaster evaluation and update DMP accordingly

Prepare reports and document on Disaster events of road section of NH-211 from Km 0.000 to Km 100.000 & NH-9 from Km 249.000 to Km 255.000 and surrounding areas

and submit the same to District Control Room The documents shall include:

Source & Cause of Disaster

Description of the response efforts.

Recommendation for preventive &mitigation measures.

Plan for upgrading emergency preparedness and response plan

The organizational structure of Disaster Management Committee is presented in Figure.

Figure 1: Organisational Structure for DMC

The Disaster Management Committee will have the following departments/ teams:

1.3.2.1 Disaster Tracking Unit

The primary function of this unit shall be to keep track of predictable natural hazards such as

floods, drought, fire and earthquakes, etc. The unit shall continuously coordinate with the

Regional Meteorological Centre (RMC) and Indian Meteorological Department (IMD), Solapur

and Osmanabad in order to monitor disaster warnings and weather conditions in the region.

On account of any extreme event predictions, the unit shall communicate the same to the

DMC which will issue warnings in the entire Investment Region.

Regional Development Authority

Disaster Management Commiittee

for

Km 0.000 to Km 100.000 of NH-211 and Km 249.000 to Km 255.000

Disaster Tracking Unit

Disaster/ Emergency Response Team

Training Centre

Disaster Control Room (Osmanabad District)

Disaster Control Room (Solapur District)



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1.3.2.2 Disaster/ Emergency Response Team

The Disaster/ Emergency Response Team shall perform the following functions:

Advise the DMC as to whether the declaration of an emergency is recommended;

Advise the DMC on the need to designate all or part of road section NH-211 from Km 0.000 to Km 100.000 & NH-9 from Km 249.000 to Km 255.000 as an emergency area;

Appoint an Emergency Control Centre;

Determine if the location and composition of the Emergency Control Centre are

appropriate;

The Emergency Response Team shall form an Emergency Control Centre in case of any

emergency situations. The Team shall coordinate with other agencies such as:

Fire Brigade

Police Department

Hospitals / Ambulance

Technical Departments such as Factory Inspectorate, Pollution Control Board etc

Local Authorities/ District Administration

1.3.2.3 Training Centre

The training centre shall be responsible for the following activities:

Dissemination of information about the Comprehensive Disaster Management Plan

developed for NH-211 from Km 0.000 to Km 100.000 & NH-9 from Km 249.000 to Km 255.000 road section

Organize capacity building workshops for the personnel of Disaster Management Cell

Organize training programs such as mock drills, emergency evacuation procedures in schools, offices, residential colonies and industrial areas

Work in association with Residential Welfare Associations and Industrial Groups for

creating awareness about the disaster preparedness.

Apart from the above teams, information dissemination between Disaster Control Room

and Disaster Management Committee will be there.

1.3.2.4 Disaster Control Room

In order to control the disaster more effectively a Disaster Control Room will be established at

construction camps of contractor. During operation phase, it will be established as far as

possible at midway of road length. The planned facilities at Disaster Control Room are as

follows:

During Construction Phase:

Layout of construction camp showing all areas specially oil storages, transfer locations, oil dispensers, etc.

Alignment Map of Project roads

Hazard identification chart, names of personnel working in each shift, assembly points

at construction camp

List of habitations and industrial installations and their population in the vicinity of construction camp in a radius of 3 km

Mobile Telephone numbers of all key personnel

External telephone connections



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Public address system

Rechargeable and battery operated torch lights and invertors

List of Medical Facilities available within 10 km of the construction camp

Muster Roll of employees

Note pads and ball pens to record message received and instructions to be passed

through runners through designated persons

The blow up copy of Layout plan showing areas where accident could occur

Accident drill is to be made part of routine exercise

During Operation Phase

List of all employees of concessionaire working in the project with telephone numbers

Map showing Project roads and surroundings in a radius of 3.0 km

List of medical Facilities in a radius of 10 km around ‘Emergency Control Center’

Public address system

Rechargeable and battery operated torch lights and invertors

Note /Pads and pens to record message received and instruction be passed through runners

First Aid kits in 5-10 numbers

One ambulance at each ‘Emergency Control Centre’

Tie up with the neighbouring hospitals for referring any accidental victims to the

hospital

Oil absorbing material in portable sand bags to absorb minor oil spillage at site. The

recommended oil absorbing materials are sand and vermiculite

Portable fire extinguishers carry to accidental site.

Accidental drill is to be made part of routing exercise

1.3.3 Emergency Response

Effective command and control starts with a clear definition of the overall command and

control structure, and description of the duties of key personnel with specific responsibilities

for emergency response. The control of emergencies will consider the minimum number of

persons required to provide an adequate response to emergencies.

All emergencies occurring as a result of project activities shall be managed as per following

order of priorities:

Preservation of Life (self, team, community)

Protection of the Environment

Protection or Property/ assets

Preservation of Evidence

The roles and the responsibilities of various departments during emergency situations as

defined in Section have been discussed in the following

1.3.3.1 Emergency Control Centre (ECC)

The emergency control centre shall be formulated in case of emergency situations by the

Disaster Management Committee. The ECC shall be chaired by the head of Regional

Development Authority head and will have representatives from Police, Fire Department,

Hospitals, Factory Inspectorate and District Administration. The ECC shall perform the following

functions:



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Co-ordinate the acquisition, distribution and scheduling of various modes of transport (i.e. public transit, school buses, trains and trucks) for the purpose of transporting

persons and/or supplies, as required;

Determine if additional transport is required for evacuation or transport of persons

and/or supplies;

Discontinue utilities or services provided by public or private concerns without reference to any consumers in the region, or when continuation of such utilities or services

constitutes a hazard to public safety within an emergency area;

Disperse people not directly connected with the operations who by their presence are

considered to be in danger or whose presence hinders in any way the efficient functioning of emergency operations;

Authorize the evacuation of those buildings or sections within an emergency area which

are themselves considered to be dangerous or in which the occupants are considered to be in danger from some other source;

Authorize casualty collection and evacuation in support of emergency health care authorities;

Coordinate with other departments such as Police, Fire Department etc.

Arrange for services and equipment from local agencies not such as private contractors, volunteer agencies etc.;

Arrange for accommodation and welfare, on a temporary basis, of any residents who are in need of assistance due to displacement as a result of the emergency;

Arrange assistance from senior levels of Government as per requirements

The following information and equipment shall be available at ECC:

Intercom, telephone

P and T telephone

Breathing apparatus

Fire suit/ gas tight goggles/ gloves/ helmets

Hand tools, wind direction/ velocities indications

Public address megaphone, hand bell, telephone directories (internal, P and T)

Emergency lamp/ torch light/ batteries

Emergency shut-down procedures

List of key personnel and list of Emergency Co-ordinators

Duties of key personnel

Address with telephone numbers and key personnel, emergency coordinator, essential

employees.

Important address and telephone numbers including Government agencies,

neighbouring industries and sources of help, outside experts, chemical fact sheets population details

1.3.3.2 Police Department

The Police Department shall perform the following actions:

The overall responsibility of police shall be to maintain law and order during and post

disaster situation in the context of disaster management.

Prepare a departmental disaster response plan and Standard Operating Procedure in

which roles and responsibilities are clearly defined. The plan and SOP shall be

submitted to the DMC;

Prepare a database of nodal person at State, District and Taluka level and share with

DMC;



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Police personnel shall be trained in search and rescue (flood rescue, collapse

structure, rope rescue, etc) during normal time and database of such trained

personnel shall be shared with the DMC;

Overall traffic management (access roads to disaster site, roads to be made one-way,

to be blocked, alternate routes, etc) and patrolling

Provide security in transit and relief camps, affected areas, hospitals and medical

centers and identify areas to be cordoned off;

Establish communication with the ECC, District Control Room and nearest Police

station to the disasters site;

Additional deployment of police, if required, to inquire into and record of deaths;

Provide convoys for relief materials;

A public information system to be activated for passing information related to injured,

dead, missing persons, etc.

Regularly conduct mock drill by simulating different disasters to check preparedness,

coordination and scope of improvement and a report shall be submitted to the DMC;

Assist DMC and ECC in evacuation of people from the vulnerable areas.

1.3.3.3 Fire Department

The Fire Department shall perform the following actions:

The overall responsibility of fire department shall be to undertake the emergency fire

evacuation procedures effectively and efficiently;

Prepare a departmental disaster response plan and Standard Operating Procedure in

which roles and responsibilities are clearly defined. The plan and SOP shall be

submitted to the DMC

Prepare a database of nodal person at State, District and Taluka level and share with

DMC;

Fire personnel shall be trained in fire evacuation procedures during normal time and

database of such trained personnel shall be shared with the DMC;

Establish communication with the ECC, District Control Room and nearest Fire station

to the disasters site;

Additional deployment of fire safety personnel, if required, to inquire into and record

of deaths;

Regularly conduct mock drill by simulating different disasters to check preparedness,

coordination and scope of improvement and a report shall be submitted to the DMC;

Assist DMC and ECC in evacuation of people from the vulnerable areas;

1.3.3.4 Health Department

The Health Department shall perform the following actions:

The overall responsibility of health department is to undertake the emergency heath

activities in the aftermath of disasters and take measures to check the outbreak of

epidemic in the post disasters situation effectively and efficiently;

Prepare a departmental Emergency Health Management Plan including, hospital

specific plan shall also be prepared. Apart from plan, SOP shall be prepared which

clearly delineates the roles and responsibilities;

The plan shall cover mass casualty management, triage (prioritization of patients),

trauma counseling, mobile team which may be deployed at sites, procedure for

coordinating with private hospitals and availing its services, etc.



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A database of nodal officer at State, district and hospital specific shall be prepared for

emergency health services and shared with the DMC;

Periodic review of the stock emergency medicines and equipment required during the

disasters;

The epidemic surveillance and water quality monitoring shall be done at transit

camps, relief camps, affected areas and feeding centers;

The central warehouse shall be kept informed for dispatch of supplies likely to be

needed, to hospitals, on an emergency priority basis;

Establish communication with the ECC District Control Room, Police and the medical

team at the disasters site;

A public information system to be activated for passing information related to

patients admitted at the hospital;

Mock drill on mass casualty management at hospital level shall be organized twice in

year. The mock drill shall check the activation and response time of emergency

medical teams, coordination with other agencies, areas of improvement, etc. The

report shall be submitted to the DMC;

The medical officers and staffs shall be trained in triage (system for prioritization of

patients).

1.3.3.5 Electricity Department

The Electricity Department shall perform the following actions:

The overall responsibility of Electricity Board is to restore the power supply at the

earliest in the aftermath of disasters and ensure uninterrupted power to all vital

installation, facilities and sites;

Prepare a departmental and district specific disaster management plan and submit it

to the DMC. In addition to the plan, SOP shall be prepared which clearly delineates

the roles and responsibilities;

The plan shall basic information, vulnerability analysis, response plan, preparedness

measures and long-term measures. The long-term measures include construction of

multi-hazard resistant future power facilities and premises and retrofitting of existing

department buildings;

A disaster management team and emergency tool kit comprising cable cutters, pulley

blocks, jungle knives, axes, crowbars, ropes, hacksaws and spanners shall be kept in

the state of readiness at each sub-station. Tents for work crews shall also be part of

the kit;

A database of nodal officer at State and district shall be prepared for emergency

power services shall be prepared and shared with DMC respectively;

Standby arrangements for temporary electric supply or generators made for

hospitals, water department, Collect orate, police stations, telecommunications

buildings, transit camps, feeding centers, relief camps and other critical buildings and

installations in case warning for disaster is received.

Immediately undertake inspection of high tension lines, towers, substations,

transformers, insulators, poles and other equipment from the time of receipt of alert

warning;

Establish communication with the ECC, District Control Room and teams at the

disasters site;

Mock drill on mass casualty management at state and district level shall be organized

twice in year. The mock drill shall check the activation and response time of



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emergency power restoration teams, coordination with other agencies, areas of

improvement, etc. and a report shall be submitted to DMC;

The officers and staffs shall be trained in emergency management.

1.3.3.6 Water Supply Department

The Water Supply Department shall perform the following actions:

The overall responsibility of Water supply department is to ensure supply of regular

water;

Prepare a departmental and district specific disaster management plan and submit it

to the DMC. In addition to the plan, SOP shall be prepared which clearly delineates


Plan shall cover basic information, water supply plan in the event of disasters,

prioritization of water supply services to the critical installations, water supply

restoration plan in the event of disaster, formation of emergency team;

A database of nodal officer at State and district shall be prepared for emergency

power services shall be prepared and shared with DMC respectively;

Several teams of engineers and assistants for restoration of water supply services

shall be constituted as precautionary measure;

It shall also make provisions to acquire tankers and establish other temporary means

of distributing water on an emergency;

Required stock of lengths of pipe, connections, joints, hydrants and bleaching

powder; adequate tools shall be on hand to carry out emergency repairs and

generator shall also be identified for the emergency;

In case of receipt of disaster warning, wells, intake structures, pumping stations,

buildings above ground, pumping mains and treatment plant shall be monitored;

After any repair on the distribution system, the repaired main shall be flushed and

disinfected with a chlorine solution;


disasters site;

A public information centre shall be established with a means of communication, to

assist in providing an organized source of information, which may keep the

community informed of its potential and limitations in disaster situations;

Mock drill on emergency water management shall be conducted at State and district

level at least once in year and a report shall be submitted to DMC.

1.3.3.7 National Highway Authority of India (NHAI)

The NHAI shall perform the following actions:

The overall responsibility of NHAI is to restore the damaged public buildings and structures;

Prepare a departmental and district specific disaster management plan and submit it to the DMC. In addition to the plan, SOP shall be prepared which clearly delineates


The plan shall cover basic information, response structure of NHAI team, restoration

plan for public utility structures in case of disasters, formation of emergency team;

A database of nodal officer at State, district and hospital specific shall be prepared for emergency health services and shared with the DMC;

Several teams of engineers and assistants for restoration of NHAI structures & roads shall be constituted as precautionary measure;



EIA REPORT

NHAI shall prepare database and stock the emergency equipment such as cranes, dumpers, earth movers, crosscut saws, axes, power chain saw with extra fuel, oil,

sharpening files, chains and tightening wrenches, pulley with chain, ropes etc.


disasters site;

A public information centre shall be established with a means of communication, to assist in providing an organized source of information. It may keep the community

informed of its potential and limitations in disaster situations.

Mock drill on emergency management shall be conducted at State and district level

at least once in year and a report shall be submitted to DMC

1.4 EMERGENCY CONTROL PROCEDURES

1.4.1 For Natural Calamity

In the event of occurrence of natural calamity during the construction phase, all work will be

suspended and all construction material will be shifted to the safer location. In order to

minimize losses/ damages to pavement, incomplete CD structures during the heavy rains the

inventory of material storage at site will be kept to a minimum during rainy period i.e. May to

September. During the operation phase, in the event occurrence of Natural Calamity the

concessionaire will stop traffic on the highway and will guide the traffic at time of closure for

follow up of safer route. The traffic will be regulated right from receipt of warning. The

emergency control centre will be in direct contact with the district administration for their

advice for the steps taken for the traffic control and other assistance.

1.4.2 For Hazard

The onset of emergency will in all probability commences with a major fire or explosion and

shall be detected by the member of staff on duty at construction camp/on Highways. If located

by a staff member on duty, he (as per site emergency procedure of which he is adequately

briefed) will go to the nearest fire alarm call point, break glass and trigger off the fire alarms.

He will also try to inform about location and nature of fire/ accident to the Site Main Controller

on mobile phone.

In accordance with work emergency procedure, the following key activities will immediately

take place to intercept and take control of emergency:

The fire group will arrive at the site of incident with fire fighting controls

Site Main Controller will commence his role from the Control Centre

The First Aid Group will take care of injured

Site Main Controller will be directing and deciding a wide range of desperate issues.

In particular DMC has to decide and direct:

o Whether fire fighting and first aid groups require reinforcement of man power and

facilities

o Whether the facility is to be shut down or more importantly kept running

Respond to any large size complaints from outside public and to assess an offsite impact arising out of the onsite emergency.

When the incident has eventually been brought under control as declared by the fire

fighting group, the Site Main Controller shall visit himself personally for:

o An assessment of total damage and prevailing conditions with particular attention to

possibility of re escalation of emergency, which might of the time being, be under control.



EIA REPORT

o Inspection of other facilities, which might have been affected by impact of incident.

o Based on visit, Site Main Controller will finally declare and communicate termination of

emergency and authorize step by step restoration of normal operation of the refuelling and storage facility. The fire siren will be sounded with all CLEAR SIGNAL.

During entire period of emergency the site will remain out of bounds to external

visitors except:

o External Fire Personnel;

o External hospital ambulance staff;

o Local Government;

o Insurance authorities;

1.4.2.1 Alarm System to be followed during Disaster

Suitable alarms will be developed after establishment of construction camp/opening of

Highways for traffic and these will be explained to each personnel working at the Highways.

The alarm will also be displayed at office for the information of visitors.

1.4.2.2 Actions to be Taken on Hearing the Warning Signal

On receiving the disaster message following actions will be taken:

Fire Fighting group, first aid group shall reach the ECC

Team members will remain ready in their respective sections for further instructions

1.4.3 For Petroleum Product Leakage

In the event of massive spillage of HSD/ Gasoline/ Kerosene/ Furnace oil the spilled quantity

should be reclaimed from the storm drainage channels/ rain water harvesting pits. The traces

of the products may be absorbed in sand or cotton rags. The spilled area at main carriageway/

service road should be thoroughly washed with water or any neutral solvent to avoid any

slippage or skidding. All effect should be made that spilled oil does not enter surface water

body.


Solapur to Yedshi section of NH-211 from Km 0.000 to Km



EIA REPORT

11-1

CHAPTER-11.0

ENVIRONMENTAL MANAGEMENT PLAN OF BORROW AREAS

11.1 General

The present chapter gives the detail management plan of porposed borrow area for extraction

of Soil/Earth materials to meet the requirement of earth for construction of highway section.

The materials suitability test will be conducted as per specifications of MORTH after identifying

suitable borrow area. Before commencement of the material testing a prior approval from

concern authority for operating the borrow pits will be obtained. A total number of 7 borrow

areas have been identifies for extracting the soil/earth for the purpose of construction of

highway. The borrow area have been identified by following the guidelines for borrow area

identification and operations as per IRC specification. The Borrow areas for meeting the

requirement of earth for construction of highway have been identified by keeping the following

criteria:

The borrow area is devoid of any significant environmental features inside or in the

close vicinity

The borrow area should not be located in agriculture field unless unavoidable i.e. barren

land is not available.

The borrow pits should not be located along the roads.

The borrow area is sufficiently away from habitation area

The loss of productive and agricultural land should be minimum.

The loss of vegetation is almost nil or minimum.

Sufficient quantity of suitable soil is available.



Maharashtra

EIA REPORT

11-2

Figure 11.1: Location Plan of Borrow area





EIA REPORT

11-3

11.2 Anticipated Environmental Impact

The baseline study of the proposed borrow area clearly indicates that the existing landuse is

uncultivated dry lands, ponds and hilly/elevated lands. The agriculture lands have been avoided

in order to minimize the loss of productivity.

11.3 Mining Plan of Borrow Areas

The mining process is opencast semi mechanized method (only excavator and dumper

combination) without drilling and blasting. As the working is going to be methodical i.e.,

according to government rules with adequate provisions of safety measures, there would be no

risk to employee working in the area. Following Equipments and Machineries shall be used for

borrow area operations.

11.4 Equipments/Machinery Tools:

i) Excavator (Crawler Type or Wheel Mounted Type)

ii) Water Tankers

iii) Survey Equipments

iv) Safety Equipments

11.5 Extent of Mechanization

Drilling

No drilling is required to undertake removal of soil /earth.

Compressors

Not required since only soil / earth shall be excavated

Loading Equipment

Excavator will be used for loading the soil / gravel

Haulage and Transport Equipment

Dumpers will be used to transport the materials from Borrow area to the construction site.

11.6 Work Force

Depending upon the work load General Shifts Working, Man power will be proposed at each

borrow area as follow





EIA REPORT

11-4

Sl. No Category

1 Mining Competent Person (Foreman)

2 Administrative

3 Supervisor

4 Skilled Labour

5 Un skilled Labour

11.7 Disposal of Waste Material:

The mining activities involved excavation of soil / gravel from Ponds, uplands or uncultivated

land only. From these sources no waste as such will be generate at the site as all materials are

consumable.

11.8 Blasting

No blasting operations are required. Because we are excavating soil / gravel only.

11.9 Safety & Security

i) Taking Care of restructuring/reconstruction of natural bunds in case of Ponds.

ii) Rehabilitation of tank, which will be disturbed due to transportation of dumpers.

iii) Restoration of the borrow areas located on plain land by backfilling except for specific

requirement of the land owner.

iv) Fencing and barricading of borrow area

11.10 Water & Air Quality Management.

Water & Air quality is not affected as there is no process of emission / effluent discharge. The

water sprinkling will be carried out periodically to suppress dust generation during mining,

loading and unloading of soil/earth.

11.11 Infrastructure

No infrastructure facilities like aerial rope way, conveyor belts, power lines, buildings, structures

and treatment plants are required for these processes. Therefore no utilization and their

physical stability and maintenance will be required.

11.12 General Process of Operation of Borrow Area

A. Operation Plan for Borrow Areas located on Elevated/Hilly Lands:

i) The preservation of topsoil will be carried out in stockpile

ii) A 15 cm topsoil will be stripped off from the borrow pit and this will be stored in

stockpiles in a designated area for height not exceeding 2m and side slopes not steeper

than 1:2 (Vertical: Horizontal).

iii) At location where private owners desire their fields to be leveled, the borrowing shall be

done to a depth of not more than 1.5m or up to the level of surrounding fields.





EIA REPORT

11-5

B. Operation Plan for Borrow Area located on Non- Cultivable Lands:

i) The preservation of topsoil will be carried out in stockpile.

ii) A 15 cm topsoil will be stripped off from the borrow pit and this will be stored in

stockpiles in a designated area for height not exceeding 2m and side slopes not steeper

than 1:2 (Vertical: Horizontal).

iii) Borrowing of earth will be carried out up to a depth of 2.0 m from the existing ground

level. Borrowing of earth shall not be done continuously. Ridges of not less than 8 m

width shall be left at intervals not exceeding 300m.

iv) Small drains shall be cut through the ridges, if necessary, to facilitate drainage. Borrow

pits shall have slopes not steeper than 1 vertical in 4 horizontal.

C. Operation Plan for Borrow Areas located on Productive Lands:

i) Borrowing of earth shall be avoided on productive lands. However, in the event of

borrowing from productive lands, under unavoidable circumstances, top soil shall be

preserved in stockpiles

ii) The depth of borrow pits shall not exceed 45 cm and it may be dug out to a depth of

not more than 30 cm after stripping the 15 cm top soil aside.

D. Other Measures during Mining at Borrow Area:

(i) Even though identified borrow areas are located far away from villages/habitation area,

special anti-malarial measures will be adopted in consultation with Public Health

Authorities to avoid breeding of mosquitoes or other vectors of diseases

(ii) Haulage of Materials to embankments of other areas of fill will be proceeded only when

sufficient spreading and compaction plant is operating at the place of deposition.

(iii) Where the excavation reveals a combination of acceptable and unacceptable

materials,, acceptable materials will be excavated separately for use in the permanent

works without contamination by the unacceptable materials. Both the matrials will not

be mixed and stockpiled separately

(iv) Periodically sprinkling of water will be carried out to wet the in order suppress the

fugitive dust while operating the borrow area.

(v) All the trees within the borrow area will be preserved.

(vi) Sufficient protection measures will be provided for utilities such as electric poles,

telephone poles, waterpipelines, OFC etc. located in borrow areas, if any.

(vii) Safety Measures at Borrow Areas:

All the concern safety measures will be taken to maintain safe work and environment

and control the unsafe actions of the personnel and surrounding public.

All the operators and workers at borrow area will be supplied with adequate

personal Protective Equipments (PPEs) and will be ensured that it is being used by

all the workers during mining, loading and unloading of the excavated materials.

Readily available First Aid kit bearing all necessary first aid items will be proved at

all the work sites and should be regularly maintained.





EIA REPORT

11-6

The slope of the pits will be maintained properly

No excavation will be carried out in dark.

The borrow area will be provided with barricading

Entry of trespassers in the borrow area will be strictly prohibited

Caution signboards will be provided adequately

11.13 Borrow Area Rehabilitation:

All the borrow area after completion of extraction of material will be rehabilitated suitably in

agreement with the land owner.

1. The land will be cleared of rubbish, surplus materials, temporary structures and

equipment, and all parts of the land shall be left in agreeable condition.

2. The upland used as borrow area shall be leveled matching with the level of

surrounding area. No scare created due to borrowing of earth should be left

unattended.

3. The borrow pits shall be backfilled with clean or inert fill. No material of deleterious

nature (i.e. any material that would be classed as hazardous or waste) will be used

for backfilling of pits

4. The site shall be graded to match or blend with existing contour.

5. Topsoil stripped from the surface shall be used for final cover to recontoured slopes

where practicable. Non usable material including overburden, screenings and rocks,

should be placed in the pit bottom and covered with the previously stripped topsoil.

6. The slope of the ponds which is used for borrowing of earth will be maintained

properly in order and the bottom of the same will be leveled properly.

7. Suitable drainage ditches or conduits shall be constructed or installed to avoid

conditions where small pools of water that are, or are likely to become noxious, or

foul, collect or remain on the mined area.

8. Once the site is reclaimed any fences where they exist shall be removed to permit

revegetation.




EIA REPORT

12-1

CHAPTER 12.0

SUMMARY AND CONCLUSIONS

12.1. Introduction

As part of NHDP Phase IV National Highways Authority of India intended to widen Solapur-

Yedshi section of NH-211 from existing 2- lanes to 4 lanes and from Km 249.000 to Km

255.000 of NH-9.

The project is being development on PPP model under Design, Built, Finance and Operate

(DBFO) Pattern. The Environment Impact Assessment study has been conducted for the

present project to investigate and assess the principal environmental concerns associated

with the proposed project of Rehabilitation and Up-gradation from existing 2 lane to 4 lane

from Solapur (Km 0.00) to Yedshi (Km 100.000) section of NH-211 and from Km 249.000 to

Km 255.000 of NH-9 in the state of Maharashtra. The Environmental Impact Assessment

(EIA) study covers Design & Preconstruction Phase, Construction Phase and the Operational

Phase investigating and analyzing the potential impacts of the project on different

components of environment including physical, ecological and socio-economic environment

within the project influence area and providing measures to offset or minimize the potential

adverse impact and enhance the positive impact as well as effective implementation and

monitoring plan the environmental safeguard measures during different stages of the project.

12.2. Implementing Agency

The National Highways Authority of India (NHAI) an authority constituted by special

enactment of Parliament is the implementing Authority.

12.3. Project Location

The project includes sections of two National Highways, Namely NH-211 and NH-9 which

converge at Solapur town in the state of Maharashtra. The proposed project is widening of

highway section from existing 2 lane to 4-Lane dual carriageway configuration from Km 0.000

to Km 100.00 of NH-211 and from Km 249.000 to Km 255.000 of NH-9 covering a total length

of 106 Kms. The proposed project also includes bypasses / realignments / curve correction.

The lists are given in Table 12.1. The entire project stretch passes through two districts

namely Solapur and Osmanabad. Solapur lying between Km 0.000 to 16.400 of NH-211 and

from Km 249.000 to Km 255.000 of NH-9, whereas Osmanabad is between Km 16.400 to Km

100.000 of NH-211.




EIA REPORT

12-2

Table 12.1: Proposed Bypasses / Realignment / Curve Correction

Name

Existing Chainage

(Km)

Proposed Chainage

(Km) Length (km)

From To From To

Ule Re-alignment 9.700 11.150 9.392 11.022 1.630

Suratgaon Realignment 22.700 23.900 22.760 23.745 0.985


Suratgaon 24.125 24.650 23.995 24.542 0.547

Mulumbra Re-alignment 29.080 30.000 28.980 29.824 0.844

Improvement and

widening of Tuljapur

Byapss

39.620 44.000 39.430 42.867 3.437

Kawaldara Re-alignment 47.585 48.766 46.450 47.400 0.950


Osmanabad 66.825 67.250 65.649 66.473 0.824

Shingoli Re-alignment 68.105 69.820 67.350 69.145 1.795

Yedshi Bypass 80.500 82.800 79.770 81.900 2.130

Total Length (Km) 13.142

12.4. Project Salient Features

The new 4-Lane facility would be partial access controlled corridor through provision of

service roads, pedestrian and cattle underpass, vehicular underpasses, grade separators,

exit/entry ramps etc. The objective is to enhance operational efficiency of highway and safety

of the traffic & the road users. The salient feature of the project is presented in Table 12.2.

Table 12.2: Salient Features of the Project

Sl.

No

Project

Components

Details

A. General Information

1. Location of Project From Km 0.000 at Solapur to Km 100.000 section of NH-211 near Yedshi

in the State of Maharashtra including realignments/ curve correction at Mulumbra, Suratgaon, Kawaldara, Osmanabad and Singoli and bypasses

at Tuljapur and Yedshi and from Km 249.000 to Km 255.000 of NH-9.

2. Administrative locations

North Solapur and South Solapur Taluka of Solapur District (From Km 0.000 to Km 16.400 of NH-211 and From Km 249.000 to Km 255.000 of

NH-9) Tuljapur, Osmanabad and Kalamb Taluka of Osmanabad district (16.400

to Km 100.000)

3. State Maharashtra

5. Terrain Virtually plain

6. Major Settlement

along the Project Stretch

Solapur, Tamalwadi, Suratgaon, Malumbri, Sangi Mardi, Tuljapur,

Osmanabad, Yedshi and Yermala

7. Rivers/streams/Nallah Daddi River crosses the alignment at Km 255.00 of NH-9 and is seasonal

river.

8. Forest area The project stretch does not pass through any forest area and no

acquisition of forest land is involved.




EIA REPORT

12-3

Sl. No

Project Components

Details

9. Wildlife Sanctuary The project road does not pass through any ecological sensitive area /

National Park / Sanctuaries etc. However, two (2) nos. of Wildlife Sanctuaries, namely The Great Indian Bustard Wildlife Sanctuary and

Yedshi Ramling Wildlife Sanctuary boundaries are falling within 10 Km

radius of the project section. The project road is located outside the Wildlife Sanctuaries and does not involve any kind of land acquisition.

10. No. of affected trees Total 13315 No. (9784 in project section from Km. 0.000 to Km 85.000 of NH-211 and section from Km 249.000 to Km 255.000 of NH-9 ; total

number of 3530 trees in left section of Km 85.000 to Km 100.000 of NH-

211)

11. Proposed land

acquisition

341.995 ha (68.095 in Solapur district; 228.995 ha in Osmanabad district

from Km 16.400 to Km 85.000; 45.00 ha for left section between Km

85.000 to Km 100.00 in Osmanabad District.

B. Other Salient Features

S. No. Items Solapur-Yedshi section of NH-211 from

Km 0.000 to Km 85.000 and NH-9

section from Km 249.000 to Km

255.000

Left section from Km 85.000 to Km

100.00 of NH-211 (Osmanabad

District)


1. ROW 30 m 60 m rural and open


area

30 m 60 m rural and open


area

2. Carriageway 2 lane

carriageway of 7.0

m without paved

shoulder

4 lane in some

habitation area

The paved carriage way

shall be 8.75 x 2=17.50

m.

2 lane

carriageway of

7.0 m without

paved shoulder

The paved carriage

way shall be 8.75 x

2=17.50 m.

3. Median width Nil 4.5 m Nil 4.5 m

4. Design Speed 40-60 kmph 80/100 kmph 40-60 kmph 80/100 kmph

5. Major Bridges Solapur District:

Nil

Osmanabad

District:

2 nos.

Solapur District:

Nil

Osmanabad District:

Improvement /

Reconstruction /


nos.

Nil Nil

6. Minor Bridge Solapur District:

8nos.

Osmanabad

District:

18 nos.

Solapur District:

Improvement /

Reconstruction /


nos.

New : 1 on service Road

Osmanabad District:

Improvement /

Reconstruction /

Nil Nil




EIA REPORT

12-4


Km 0.000 to Km 85.000 and NH-9


255.000



District)



nos.

New: 2 nos. On service

roads

7. Culverts Solapur District:

40 nos.

Osmanabad

District:

76 nos.

Solapur District:

Improvement /

Reconstruction /

Widening / Retained: 34

nos.

New: 5 nos.

Osmanabad District:

Improvement /

Reconstruction /


nos.

New: 14 nos.

16 nos. Improvement /

Reconstruction /

Widening / Retain:

16 nos.

New: 4 Nos.

8. Railway Over

Bridge

Solapur District:

Nil.

Osmanabad

District:

1 no.

Solapur District:

Nil.

Osmanabad District:

1 no.

Nil Nil

9. Vehicular

Underpass/

Flyover

Nil Solapur District:

Nil.

Osmanabad District:

4 nos.

1no. 2 nos.

10. Cattle/

Pedestrian

Underpass


3 nos.

Osmanabad District:

8 nos.

Nil Nil

11. Bus bays Nil Solapur District:

6 locations

Osmanabad District:

18 locations

Nil 6 locations

12. Truck Laybyes Nil Solapur District:

Nil.

Osmanabad District:

2 locations on either

side of the road

Nil Nil

13. Bypass/

Realignment

Solapur District:

Nil.

Osmanabad

District:

1 no. under

construction

Solapur District:

1 no.

Osmanabad District:

8 nos.

Nil Nil

14. Toll plaza Nil Solapur District: Nil Nil




EIA REPORT

12-5


Km 0.000 to Km 85.000 and NH-9


255.000



District)


Nil.

Osmanabad District:

2 nos.

15. Wayside

Amenities

Nil Nil Nil Nil

16. Service lane Nil Solapur District:

18.224 Km

Osmanabad District:

21.708 Km

Nil 5.280 Km

17. High mast

lighting


1 location

Osmanabad District:

10 locations

Nil Nil

18. Street lighting Nil Solapur District:

9.117 Km

Osmanabad District:

11.819 Km

Nil 2.640 Km

19. Rest Area Nil Solapur District:

Nil.

Osmanabad District:

2 locations (1 on LHS

and 1 on RHS of the

road).

Nil Nil

20. Total Project

Cost

- Rs. 972.5 Crores - Rs. 143.69 Crores

12.5. Description of Environment

12.5.1 Physical Resources

Physiography and Soil:

The geographical extension of the project road section of NH-211 from Solapur to Yedshi is

between 17o 41’ 35” N and 18° 18' 50” N latitude and 75° 54’ 49” E & 75° 57' 52” E

Longitude in the state of Maharashtra. The project road is located over flat to rolling terrain

with mean elevation varying between 534 m to 622 m. The entire area normally shows a

general slope from right to left. The project road intersects a number of rivers, nallas, local

streams and canals.

The project area falls under Seismic Zone –II and Zone-III. Zone-II is the least active zone

whereas the Zone-III is moderately active in nature. A few earthquakes being reported in the

area in past but the intensity remained below rector scale 6-7.




EIA REPORT

12-6

In the study area the major soil met is Black, Coarse Gray and Reddish. . The soil is medium

to deep black and of rich quality. In the project area of Osmanabad district are medium deep

Soils varying from from dark grey brown to very dark grey. They are clayey in texture.

Climate:

The climate of the district is characterized by a hot summer and general dryness throughout

the year except during the south-west monsoon season, i.e., June to September. The mean

minimum temperature is 8.5 °C and mean maximum temperature is 42.5 °C. The normal

annual rainfall over the concern district varies from 600 mm to about 850 mm. Though

annual rainfall is low, it is spread over a period of 6 months i.e. June to November.

September is the highest rainy month with 27% rainfall.

The air is highly humid during South West Monsoon (June to September) and mostly dry

during rest of the year. The driest part of the year is the summer season when the humidity

is between 20 to 25% in the afternoons.

Winds are light to moderate in force with some strengthening during the period May to

August. In the south-west monsoon season winds are mainly from directions between south-

west and north-west. In the period October to December winds blow from directions between

north-west and south-east in the mornings and between north and east in the afternoons. In

the next four months winds are variable in direction. In May winds are mostly from directions

between west and north.

Ambient Air Quality:

To study the baseline ambient air quality scenario within the project corridor the ambient air

quality was measured at 5 locations, at Solapur and Ule in Solapur District and Mardi Sangavi

Village, Osmanabad Bypass, Yedshi and near Tarkheda village. The monitoring stations were

selected considering the spatial relationship of various land uses along the project road, and

CPCB guidelines. The average concentration of Particulate Matters of < 10µ size (PM10) in the

ambient air varied between 24.6 µgm-3 to 167 µgm-3 whereas the concentration of PM2.5

ranged between 12.3 µgm-3 to 108 µgm-3. Except for the Air monitoring station near

tarkheda Village all area showed higher concentration of PM10 and PM2.5 in the air than the

standard limit stipulated by CPCB. The dryness of the areas, semi arid conditions and loose

dust particles along the project corridor, traffic congestion and dilapidated earthen shoulders

are the main reason for the higher concentration of particulate matter in the air. The other

gaseous pollutants monitored in the ambient air were well within the National Ambient Air

Quality Standard at all the locations.

There is no significant air polluting industry is located along the project corridor.

Water Resources:

The major surface water bodies located in the project corridor include Dodi River, Ekruk Lake,

water tank at Tamalwadi, and water tank at Km 75.600 in near Singoli village. The Dodi

River, which crossed the project road section of NH-9 at Km 255.000, is seasonal in natures

and carries water only during monsoon. The Water tanks contain water only for about 3-4

months except for the Ekruk Lake which stores water throughout the year. There will not be

any encroachment in water tanks or Lake situated along the ROW. The physico-chemical

analysis of water samples was compared with surface water quality standards as per IS:




EIA REPORT

12-7

2296. The data analysed revealed that general quality of water in all the locations are good

and the water quality conforms to the Criteria C of Surface water quality as prescribed by the

Central Pollution Control Board. All the measured parameters were observed well within the

prescribed limit of water quality standards.

The water table varies between 5 m to 20m below ground level along the project area. There

are some ground water resources identified in the project corridor. A few numbers of tube

wells, open wells and hand pumps are located along the project roads within corridor of

impact. These are used for drinking, domestic and commercial purposes. Water samples from

Surface water source and ground water source at different locations were monitored along

the project. The ground water quality survey conducted by the Central Ground Water Board

reveal that shallow aquifer potability of ground water is affected mainly by localised nitrate

contamination whereas deeper aquifer is affected by fluoride contamination around the study

areas. However overall the groundwater quality is good for irrigation purpose.

The ground water samples were taken from hand pumps and borewell 5 locations along the

project alignment at Solapur in Solapur District and Tuljapur, Osmanabad, Yedshi and near

Tarkheda village in Osmanabad District. To assess the groundwater quality within the project

area. The physico-chemical analysis of water samples was compared with water quality

standards as per BIS (IS:10500:1991). The result shows that the total dissolved solid varies

from 142 mg/l to 1100 mg/l, whereas the total hardness ranged between 55.0 mg/l to 460

mg/l, which is within the permissible desirable limits as per drinking water standard (IS-

10500). The other parameters also meet the permissible limits along the project alignment.

Noise Level:

To determine the ambient noise pollution level along the project road six monitoring locations

were identified considering the equal distribution of project road length and land use pattern

along the project road. These locations are Solapur Urban and Huglur in Solapur District and

Tamalwadi, Tuljapur byepass, Osmanabad, Yedshi Byepass and near Tarkheda village of

Osmanabad District. The noise level monitored along the highway at major settlements

exceeded the maximum permissible noise level for residential areas except for the alignment

at proposed Yedshi bypass but were within the permissible level for industrial and mixed

areas. The daytime equivalent noise level varied between 53.4 Leq dB(A)- 72.6 Leq dB(A)

during daytime and 44.2 to 63.2 Leq dB(A) during nighttime along Solapur-Yedshi section of

NH-211. The congested urban builtup area experience high noise level due to commercial

activities of the area and traffic congestion.

12.5.2 Natural Environment

Forests and Wild life Sanctuary

Generally open shrubs are present apart from the agriculture fields along the project stretch.

The Few pockets of reserve forests are located along the project corridor near Km 14.000 to

Km 15.000 at Gangewadi in Solapur district and near Km 80- Km 85 near Yedshi in

Osmanabad District, however the project does not involve acquisition of forest area

Plantation has been done in these forest area and the predominant species in the forest

stretch are Eucalyptus, Neem, Babool and Gliricidia.




EIA REPORT

12-8

The project alignment falls in 10 km radius of the boundary of two Wildlife Sactuary namely

Great Indian Bustard Wildlife Sanctuary in Solapur District and Yedshi-Ramling Wildlife

Sanctuary near Yedshi in Osmanabad District.

The GIB Wildlife Sanctuary is the habitat for critically endangered species called Great Indian

Bustard, and other near threatened Painted stork, Darter, Oriental White Ibis and Pallid

Harrier. The Kumbhari reservoir situated in the area adjoining Gangewadi has breeding

colonies of Painted stork, Eurasian Spoon-bill, Little Cormorant and Oriental White Ibis. The

percolation tank inside Gangewadi is a foraging site for these birds during breeding. Apart

from these ten species of mammals like wolf, Indian fox, jackal, Black-naped hare, Jungle

cat, blackbuck, antelope, common mongoose, Indian pangolin, wild boar and squirrel have

been found here. In the reptile category, seven species include Fan-throated lizard, common

garden lizard, common skink, common rat snake, Rusell's viper, Indian monitor lizard, have

also been found here.

The Yedshi-Ramling Wildlife Sanctuary provides habitat for Chinkara, Hyena, Wolf, Wild bear,

Fox, Black duck, Hares and Peacock.

Since the project stretch under proposal is already existing highway and in use since long and

human settlement all around the highway have come up due to which these wild animals are

not spotted around the highway section.

Other than wild animals of the forest pockets, the faunal population in the project area is

mainly constituted by domesticated animals like cows, ox, buffalo, goats, sheep, pigs, dogs,

etc. There is no any endangered plant or animal species reported from the project area.

The project doesnot pass through any wildlife sanctuary, national parks, and tiger reserves or

notified ecologically sensitive area.

Road Side Plantation:

Mainly single row of tree plantation is observed all along the project road. The predominant

tree species are Babool (Acacia nilotica), Neem (Azadirachta indica), Siris (Albizia lebbeck),

Goldmolar (Delonix regia) and Shisam (Dalbergia sissoo), etc. The tree inventory showed that

a total number of 13315 trees of variable girth class are located within the proposed ROW.

These trees are likely to be affected will require to be felled due to the proposed project.

Effort will be made to minimise the tree felling by restricting tree felling within the formation

width only.

12.5.3 Socio-economic Environment

The Solapur-Yedshi section of NH-211 passes through two districts namely Solapur and

Osmanabad district in Maharashtra. This section traverses 47 villages, out of which 11

villages are in Solapur district and rest 36 villages in Osmanabad district. The road section

from Km 249.000 to Km 255.000 of NH-9 passes through only 1 village

Land Use Pattern

The land use pattern of the project area is mainly agricultural land followed by settlements,

commercial and industrial area.




EIA REPORT

12-9

Agriculture Pattern

The predominant landuse along the project stretch is agriculture. Both Kharif and Rabi

agriculture is practiced in both the districts. The early monsoon crops are called kharif and

the late monsoon crops as rabi. The kharif season starts in June-July and ends in September-

October. The rabi season opens in November and ends in March. Both the district have more

cultivated land under kharif than rabi crops. The kharif crops grown comprise mainly kharif

millet, groundnut, tur and mung while rabi Crops include the cultivation of wheat, rabi jowar,

gram and linseed. Thus jowar is grown in both the seasons. The major cash crop grown in

the study area is cotton and sugarcane.

Industries

Along the project stretch 3 industrial establishment are located along Solapur-Yedshi section

of NH-211. They are small scale industries.

12.6. Anticipated Environmental Impact and Mitigation Measures

12.6.1 Impacts during Preconstruction Phase:

The environmental impacts associated with the pre construction stages mainly include

impacts due to design and location of the project as well as site preparation for construction.

The main issues involve in the preconstruction stage are acquisition of land and properties,

tree felling, diversion of forest land, encroachment of water tanks & ponds, acquisition of

common property resources, relocation of public utilities etc. Most of the impacts of

preconstruction stage are permanent in nature. The anticipated impacts associated with the

preconstruction stage and their mitigation measures have been presented in the Table 12.3

Table 12.3: Anticipated Environmental Impacts due to the Proposed Project and their

Mitigation Measures during Pre-construction Stage

Sl.

No.

Environmental

Components/ Issues

Impacts Mitigation Measures

1. Acquisition of

Land

A total area of 341.995 Ha of land will

be required for acquisition to accommodate proposed widening

beyond existing ROW as well as the proposed bypasses/realignments.

The acquisition of land and

private properties will be carried out in accordance with the RAP

and entitlement framework for the project.

Early identification of entitlement for Compensation and Advance

planning of Resettlement And Rehabilitation Action Plan to

Compensate the Losses.

The Compensation will be paid in

accordance with the NH Act and Policy Govt of India and will be

decided by the Competent Authority of the State

Government appointed by the

NHAI. All the affected people will be

compensated as per NH Act

2. Acquisition of

Properties


A total number of 1194 strctures (314

structures in Solapur District and 817 structures in Osmanabad District for the

section from Km 0.000 to Km 85.000 of Nh-211 and Km 249.00 to Km 255.000

of Nh-9. For the left section from Km 85.000 to Km 100.000 of Nh-211 a total

number of 109 structures would be

affected due to proposed widening.)

3. Resettlement

and

Rehabilitation of People

A total population of 4427 persons will

be affected due to acquisition of

properties due to proposed widening of this section




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12-10

Sl. No.

Environmental Components/

Issues


before commencement of Construction works

4. Cutting of

Roadside Trees

A total number of 13315 trees will

required to be felled due to the proposed widening.

All efforts will be made to

preserve trees by restricting tree cutting within the formation

width only. Special attention will be given

for protecting giant trees, and

locally important trees (having cultural importance).

Compensatory plantation will be carried out within available

space within the ROW as per

Forest Act by following NHAI Plantation Strategy.

Additional Plantation at in median and available space in

ROW will be planted as per NHAI Plantation Strategy

5. Forest Area No direct impact on forest area is

envisaged

The forest area acquisition has

been avoided by selecting widening option on one side of

the forest stretch or by making

suitable adjustment in the alignment depending upon the

technical feasibility.

6. Religious/Cultural

Features

A total number of 67 structures are

likely to be affected due to proposed

widening of this section out of which 45 such structures are from Solapur district

and rest 22 from Osmanabad district

Relocation of religious structures

will be ensured.

The relocation site will be decided with the consultation

with local population and the related community users.

Preference of the local

community using the structure will be addressed during

relocation/ renovation of such affected features.

7. Severance Severance Problem

A total number vehicular and

Pedestrian/cattle underpasses have been provided for crossing

the road for pedestrians, local traffic and cattle to avoid

severance problem.

8. Traffic Safety Accident Hazards

The Adequate number of Vehicular underpasses,

Pedestrian/cattle under passes,

service roads, geometric corrections, scientifically

designed bus stand, traffic signals, zebra crossings, junction

improvements, bus bays and truck laybyes, traffic lightings




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12-11

Sl. No.

Environmental Components/

Issues


and caution, regulatory and informative signboards have

been provided in the project as

per IRC codes. During operation there will be provision of

highway patrolling, ambulance and recovery vans to deal with

emergency situations.

12.6.2 Impact during Construction and Operation Phase:

The anticipated impacts will mainly temporary and localized in nature and are likely to persist

for short duration till the construction activities are over in a particular area. However there

are some long term adverse impacts due to construction. These impacts however can be

mitigated effectively through proper planning, scheduling and by application of environmental

friendly construction practices. The likely impacts due to construction activities and operation

of the project are explained along with the mitigation measures and institutional responsibility

of implementation of environmental safeguards measures have been presented in the Table

12.4.


211 from Km 0.000 to Km 100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra

EIA REPORT

12-12

Table 12.4: Anticipated Environmental Impacts due to the Proposed Project and their Mitigation Measures during Construction and

Operation Stage

Environmental

Issue/Attributes

Mitigation Measures Location Institutional Responsibility


Loss of Top Soil Excavation will be done only to the pegged area for

constructing the road.

Throughout the stretch Concessionaire IC and PIU, NHAI

Agricultural areas will be avoided for borrowing of

materials, unless requested by the land owner.

Borrow Sites Concessionaire IC and PIU, NHAI

The topsoil from all areas of cutting and all areas to

be permanently covered will be stripped to a

specified depth of 150 mm and stored in stockpiles of

height not exceeding 2m.

Borrow sites, Quarry ,

Plant site and

construction zone

Concessionaire IC and PIU, NHAI

The stored topsoil will be spread back to maintain the

soil physico-chemical and biological Characteristics.

Borrow areas, Quarry,

Plant site and

construction zone


Compaction of Soil Construction vehicles, machinery and equipment will

move, or be stationed in the designated area, to

avoid compaction of soil.

Construction site and all

ancillary sites


If operating from temporarily hired land, it will be

ensured that the topsoil for agriculture remains

preserved & not destroyed by storage, material

handling or any other construction related activities.

Construction site and all

ancillary sites


Borrowing of Earth No earth will be borrowed from within the RoW Borrow Areas Concessionaire IC and PIU, NHAI

Non-productive, barren lands, raised lands, river

beds, waste lands are recommended for borrowing

earth.

If new borrow areas are selected, it will be ensured

that there is no loss of productive soil, and

environmental considerations will be met with.



EIA REPORT

12-13

Environmental

Issue/Attributes



If vehicles carrying materials from borrow areas are

pass through villages, the excavation and carrying of

earth will be done during day time only.

The unpaved surfaces used for the haulage of borrow

materials will be maintained properly

Precautionary measures as the covering of vehicles

will be taken to avoid spillage during transport of

borrow materials.

To avoid any embankment slippages, the borrow

areas will not be dug continuously, and the size and

shape of borrow pits will be decided by the Engineer

Borrow pits will be redeveloped by filling and

providing 150 mm thick layer of preserved top-soil; or

by creating a pond for fisheries, etc; or by leveling

an elevated, raised earth mound and covering it with

150 mm thick preserved top-soil

Replantation of trees in borrow areas will be carried

out

Stone Quarry The quarry material will be obtained from licensed

sites only, which operate with proper environmental

clearances, including clearances under the Air Act or

if Concessionaire wants to open a new Quarry he

shall take all the requisite license from Dept. of Mines

and Geology.

Quarry sites Concessionaire IC and PIU, NHAI



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12-14

Environmental

Issue/Attributes



Soil Contamination from

Fuel and lubricants

Impervious platform and oil and grease trap for

collection of spillage from construction equipment

vehicle maintenance platform will be appropriately

provided at construction camp, servicing area and

liquid fuel and lubes at storage areas.

Construction Camp,

Vehicle and Equipment

Servicing Centre and

Construction site


Soil Contamination from

Construction waste and

spoils

All spoils will be disposed off as desired and the site

will be fully cleaned before handing over.

Construction site

throughout the project

stretch


The non-usable bitumen spoils will be disposed off in

a deep trench providing clay lining at the bottom and

filled with soil at the top (for at least 0.5m)

Community water Source Any community water source as wells, tube-wells,

etc., lost incidentally will be replaced immediately

Throughout the project

stretch


Drainage and run off Earth, stones, wastes and spoils would be properly

disposed off, to avoid blockage of any drainage

channel.


stretch


All necessary precautions will be taken to construct

temporary or permanent devices to prevent

inundation or ponding.

Contamination of water

from construction and

allied activities

All necessary precautions will be taken to construct

temporary or permanent devices to prevent water

pollution due to increased siltation and turbidity.


stretch and allied sites

including Construction

camp and labour camp


All wastes arising from the project will be disposed

off, as per SPCB norms, so as not to block the flow of

water.

Wastes must be collected, stored and taken to

approved disposal site.



EIA REPORT

12-15

Environmental

Issue/Attributes



Sanitation and waste

disposal in construction

camps

Garbage tanks and sanitation facilities will be

provided at camps

Construction Camp Concessionaire IC and PIU, NHAI

The construction camps will be located away from

water sources.

Efforts will be made to provide good sanitary and

sewage disposal facilities at camp to avoid epidemics

The workplace will have proper medical approval by

local medical, health or municipal authorities.

Use of water for

construction

The Concessionaire will make arrangements for water

required for construction in such a way that the

water availability and supply to nearby communities

remain unaffected.


If a new tube-well is to be bored, prior sanction and

approval by the Ground Water Department will be

obtained

Wastage of water during construction will be

minimized.

Emissions from Vehicles

and Equipments

All vehicles, equipment and machinery used for

construction will be regularly maintained to ensure

that the pollution emission levels conform to the

SPCB norms.

Plant sites Concessionaire IC and PIU, NHAI

The asphalt plants, crushers and the batching plants

will be sited at least 0.50 km in the downwind

direction from the nearest human settlement.



EIA REPORT

12-16

Environmental

Issue/Attributes



Dust Generation The hot-mix plants, crushers and batching plants will

be sited at least 1.0 km downwind from the nearest

habitation. The hot mix plant will be fitted with dust

suppression system.

Plant sites and

Construction site


Water will be sprayed in the lime/cement and earth

mixing sites, asphalt mixing site and temporary

service and access roads.

After compacting, water will be sprayed on the

earthwork regularly to prevent dust.

Vehicles delivering material will be covered.

Vehicles and machinery will be regularly checked to

conform to the CPCB and NAAQ Standards

Mixing equipment will be well sealed and equipped

with dust control removal devices

Workers at mixing sites will wear masks to reduce the

chances of exposure to fine dusts (PM10 & PM2.5)

Regular monitoring of PM10, PM2.5, SO2, NO2,

CO/Pb/HC will be carried out as mentioned in the

Environmental Monitoring Plan

Noise Generation from

Construction vehicles and

Machinery

The plants and equipment used for construction will

strictly conform to CPCB noise standards.

Plant sites and

Construction site

Concessionaire IC, PIU, NHAI,

State Pollution

Control Board,

Tamil Nadu

Vehicles and equipments used will be fitted with

silencer and maintained accordingly.

Noise standards of industrial enterprises will be

strictly enforced to protect construction workers from

severe noise impacts.



EIA REPORT

12-17

Environmental

Issue/Attributes



Noise to be monitored (for 24 hrs.) as per

monitoring plan

Noise from Blasting

Operation

Blasting as per Indian Explosives Act will be adopted. Quarry site Concessionaire IC, PIU, NHAI,

State Pollution

Control Board,

Tamil Nadu

People living near such blasting sites will have prior

information of operational hours.

Workers at blasting sites will be provided with

earplugs

Loss or Damage to

Vegetation

Apart from trees earmarked for felling, no additional

tree clearing within the RoW will be carried out.

Throughout the stretch Concessionaire IC, PIU, NHAI and

Forest Dept.

Area of tree plantation cleared will be replaced

according to compensatory Afforestation Policy under

Forest Conservation Act-1980.

Replantation of tree species along new ROW.

Plantation of shrubs and under trees in the median.

Effort will be made to save giant trees with girth size

more than 2.5 m.

Compaction of Vegetation Construction vehicles, machinery and equipment will

move or be stationed in the designated area only

(RoW or CoI, as applicable), to prevent compaction

of vegetation outside the RoW

Throughout the stretch Concessionaire IC, PIU, NHAI

While operating on temporarily acquired land for

traffic detours, storage, material handling or any

other construction related or incidental activities, it

will be ensured that the trampling of soil and damage

to naturally occurring herbs and grasses is avoided.

Throughout the stretch

Occupational Health &

Safety

Adequate drainage, sanitation and waste disposal will

be provided at workplaces.

Throughout the stretch Concessionaire IC, PIU, NHAI



EIA REPORT

12-18

Environmental

Issue/Attributes



Proper drainage will be maintained around sites to

avoid water logging leading to various diseases.

Adequate sanitation and waste disposal facilities will

be provided at construction camps by means of

septic tanks, soakage pits etc.

A health care system will be maintained at

construction camp for routine check up of workers

and avoidance of spread of any communicable

disease

Traffic Safety To ensure safe construction in the temporary

accesses during construction, lighting devices and

safety signal devices will be installed.

At Concreting and plant

sites

Concessionaire IC, PIU, NHAI

Traffic rules and regulations will be strictly adhered

to.

Safety of workers undertaking various operations

during construction will be ensured by providing

helmets, masks, safety goggles, etc

The electrical equipment will be checked regularly

At every work place, a readily available first aid unit

including an adequate supply of dressing materials, a

mode of transport (ambulance), nursing staff and an

attending doctor will be provided.

Road safety education will be imparted to drivers

running construction vehicles.

Adequate signage, barriers and persons with flags

during construction to control the traffic will be

provided.



EIA REPORT

12-19

Environmental

Issue/Attributes



If any valuable or invaluable articles such as fabrics,

coins, artefacts, structures, or other archaeological

relics are discovered, the excavation will be stopped

and Archaeology Department, Assam. will be

intimated.

Construction camps blasting sites and all allied

construction activities will be located at least 1.0 Km

away from the cultural property.

Operation Phase

Contamination of Surface

Water due to Traffic

Movement & Accidents

Contingency Plans will be developed for cleanup of oil

spills, fuel and toxic chemicals


stretch

PIU, NHAI PIU, NHAI

Air Quality Deterioration Provision of Vegetative Screens PIU, NHAI, State

Forest Department

PIU, NHAI, State

Forest Department

Control of Vehicular emissions through law

enforcement

Department of

Transport

Department of

Transport

Truck parking, lay-byes to be provided in suitable

areas

PIU, NHAI PIU, NHAI

Regular Monitoring

Noise Pollution Noise attenuating Tree Species to be planted along

the road

Specially inhabitant

location

PIU, NHAI PIU, NHAI

Posting of signs prohibiting the use of horns at

settlement areas.

Accident Hazard and

Safety

Provision of elaborate system of sign boards and road

markings along the whole stretch

Throughout the Project

Stretch

PIU, NHAI and State

Police and Traffic

Department

PIU, NHAI and

State Police and

Traffic Department Provision of suitable lighting arrangement at required

locations



EIA REPORT

12-20

Environmental

Issue/Attributes



Development of Emergency Response and

Contingency Plan for accidents




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12-21

12.7. Environmental Monitoring Programme

Monitoring of environmental quality during construction and operation stages reflects the

success of implementation of the mitigation measures. Also it provides a chance to review the

suggested measure and improve upon the measures. To ensure the effective implementation

of the Environmental Management Plan (EMP), it is essential that an effective monitoring plan

be designed and carried out. The environmental monitoring plan covering various

performance indicators, frequency and institutional arrangements for the project in the

construction and operation stages has been formulated for the project. Environmental

Monitoring of performance indicators will be conducted by the project authority. The

monitoring plan has been suggested with performance indicators to be monitored, locations,

frequency and timeframe of monitoring. Periodical monitoring of air, water, noise quality and

survival rate of plantations also has been suggested.

12.8. Analysis of Alternatives

An analysis of “With” and “Without” Project scenario reveals that the positive impacts

outnumbered the negative impacts due to the proposed development. The negative impacts

are envisaged only during the construction period which will be temporary in nature and of

short duration. Further mitigation measures will be adopted to limit the impacts during the

construction phase. The proposed expansion will aid in infrastructure development and will

act as a catalyst to boost the economic progress. It was revealed during discussions with

various stakeholders that safety is a major concern along the existing highway section. The

safety aspect will be enhanced considerably with the provision of service lanes, pedestrian

crossings, street lights, additional systematically designed bust stands, rest areas, bus bays

and truck lay byes, service roads which are the significant part of the project. The will ensure

smooth traffic, it is envisaged that commercial establishments will revive their business and

this will inturn boost the economic development.

12.9. Environmental Management Plan

Environmental Management Plan (EMP) is the key to ensure effective implementation of

environmental safeguard measures during different stage of the project. The desired results

from the environmental mitigation measures proposed in the project may not be obtained

without proper planning of the implementation of mitigation measures. The project specific

EMP has been formulated for mitigating of offsetting the anticipated adverse impacts arising

out of the project activities. Environmental Management Plan includes EMP Implementation

Framework, supervision monitoring and reporting requirements.

During Preconstruction stage the responsibility of the implementation of mitigation measures

is mainly Project Implementation Unit of NHAI which is the project proponent for the project.

During Construction the primary responsibility of implementing environmental safeguards

measures is with Concessionaire which will design, construct and own the project till

concession period. The NHAI will be overall responsible for EMP implementation.

A budgetary cost estimated for environmental management activities is Rs. 9.65 Crores for

the project road section, which includes various mitigation costs during preconstruction,

construction and operation stages, environmental enhancement measures, Corporate Social

Responsibility as well as environmental monitoring cost.




EIA REPORT

12-22

12.10. Conclusions

The proposed expansion will aid in infrastructure development and will act as a catalyst to

boost the economic progress of the state. It was revealed during discussions with various

stakeholders that after the widening the existing road will ensure smooth flow of traffic

thereby will increase the public safety and comfort. Benefits of the project will be the

reduction in air pollution due to better service levels of the road, reduction in travel time and

accidents, better connectivity. This will definitely encourage the economic along the project

stretch, thereby improvement of socio-economic condition of the area along the project

corridor.

With best management practices and a proper environmental management & monitoring plan

in place during construction and operation stages, the proposed project is not expected to

cause any significant adverse effects on the surrounding environment.




EIA REPORT

13-1

CHAPTER 13.0

DISCLOSURE OF CONSULTANTS ENGAGED

13.1 PREAMBLE

This chapter provides information & experience of consultancy firm and professionals

engaged in preparation of EIA report.

13.2 ENVIRONMENTAL IMPACT ASSESSMENT STUDY - CONSULTANCY FIRMS

The National Highways Authority of India (NHAI) has appointed Egis India Consulting

Engineers Pvt. Ltd. (Formerly BCEOM India Private Limited) as consultant to carry out

Detailed Project Report for upgrading the existing two lane highway to four-Lane access

control highway from Solapur to Yedshi of NH-211 and from Km 249.000 to Km 255.000 of

NH-9 in the State of Maharashtra. The scope of study included the EIA study for the project.

EGIS India Consulting Engineers Pvt. Ltd., Faridabad is an Accredited Agency for Highways,

Railways, Transport Terminals, Mass Rapid Transport System Sector (Sector no. 34) and is

listed at Sl. No. 38 of list of Consultant Organization issued by NABET, QCI, vide their

Revision No. 21, dated 5th August 2014.

13.3 TEAM OF CONSULTANTS

1. Dr. S. S. Deepak

Dr. S. S. Deepak is a Post graduate in Environmental Sciences and Ph.D. in the thrust

area of Ecology & Environment. He has over 20 years of research and professional

experience in the fields of ecology and environment and EIA studies. He has widespread

experience in carrying out environmental impact assessment study of different

infrastructure projects including Highways, roads, urban infrastructure projects, solid

waste management projects, township and building projects, etc. Some of the projects

he has worked are funded by multilateral funding agencies such as Asian Development

Bank, World Bank, DFID. Dr. Deepak is NABL accredited EIA coordinator for Highways,

railways, transport terminals, mass rapid transport systems and Solid Waste

Management Sectors. He is also NABL accredited Functional Area Expert in Ecology and

Biodiversity.

In the current project Dr. S.S. Deepak has coordinated the EIA study of the project. He

has also contributed in data compilation and analysis of flora, fauna and biodiversity. He

has contributed in developing Environmental management plan and traffic safety plan.

Dr. Deepak has been involved in data analysis and report writing, compilation of all the

sections of EIA report and conductive Public Hearing as well as preparation of documents

for Forest Clearance and Wildlife Clearance.

2. Mr. Nilesh Kumar

Mr. Nilesh Kumar is an Engineering Graduate in Environmental Engineering and M.Tech.

in Environmental Science & Engineering. He has an experience of more than 12 years in




EIA REPORT

13-2

the field of environment. He has worked for environmental studies of many infrastructure

projects including Highways and roads projects, Hydropower projects, tunnel projects,

power sectors. He has experience in the fields of Meteorology, Air Quality and noise

Predictions through Mathematical Medelling. Mr Nilesh is NABL accredited EIA coordinate

for Highways, railways, transport terminals, mass rapid transport systems Sector. He is

also NABL accredited Functional Area Expert in Water pollution prevention and Control.

Mr. Nilesh has contributed in collection and compilation of field and secondary data on

water resource and quality analysis of the project, compilation and analysis of

Meteorological data.

3. Dr. Sudesh Kaul

Dr. Sudesh Kaul is a Post Graduate in Rural Sociology & Community Development and

Doctorate in Agriculture Extension and Rural Sociology. He has widespread experience in

Social impact assessment, land acquisition and implementation of R&R Plan. He has

contributed in this project for land acquisition plan and social surveys. He coordinated in

collection of field data on socio-economic status of project influence area and census

surveys of the project as well as Social Impact Assessment and Formulation of R&R Plan

for the Project.

4. Dr. Gagan C. Patra

Dr. Gagan C. Patra is a Post Graduate in Economics M.A. in Sociology and Ph.D. in Rural

Economics. He has an experience of over 20 years in the field of Social Impact

Assessment and Resettlement & Rehabilitation Plan for different types of projects

including Highways, Urban infrastructure, water sector, rural development, public health

sectors funded by multi funding agencies such as World Bank, Asian Development Bank,

JICA, IL&FS, etc. He has contributed in this project for collation and analysis of data on

various socio-economic issues of the projects, Social Impact Assessment and formulation

of R&R Plan for the project.

5. Mr. Akhilesh Kumar Gupta

Mr. Gupta is B.E. in Civil Engineering and M. Tech in hydraulic structures and has more

than 26 years of rich professional experience in highway design and construction

supervision, contract management, project monitoring, planning & scheduling of

materials & construction activities, he has been responsible for Planning, designing

overseeing the construction activity, preparation of modified construction drawing and

design review, Quantity estimation and quality control, checking of monthly Interim Pay

Certificates for payment to the contractors, supervision of soil and material testing,

project monitoring, preparation of variations, checking and approval of Mix design. He

has extensively worked on detailed geometrical designing & preparation of Plan & L-

sections, X-sections drawings, bill of quantities, Rate analysis, Abstract of costs, Road

inventory, Pavement condition surveys, Road line diagrams, Traffic studies and analysis,

Benkelman beam deflection test, Axle load survey performing and analysis. Analytical and

structural design for flexible and rigid pavement using IRC/AASHTO, Road Note 31 etc.

He is well conversant with financial viability analysis, economic analysis for life cycle

costing using Highway Design & Maintenance standards Model, Preparation of capability

documents, P-Q documents, Technical & Financial proposals for global tendering,

Evaluation/ Scrutiny of Bid documents & selection of contractors for award of work on




EIA REPORT

13-3

BOT/ World bank funded projects. Project report writing for Strategic options & feasibility

studies and detailed engineering design for major highway projects.

He is the team leader for this particular project for DPR study. He has provided input in

the EIA study through finalization of project description, safety features and cross

drainage structures.

6. Mr. Murali Krishna

Mr. K. Murali Krishna is M.E. in Urban Engg. with emphasis on Traffic and Transportation

Engineering. He has more than 23 years of rich professional experience with expertise in

transport planning, transportation engineering, traffic operation and road safety. His

range of expertise includes organizing and successfully completing various traffic studies

including traffic survey, network planning and development of traffic management

schemes, traffic safety and control measures including road signs, marking and lighting,

road safety studies, traffic management during construction.

He possess in depth experience in modern techniques of Traffic Management System

using modelling programs like TransCAD which are very much useful for developing

Corridor Management and Area Traffic Management/Safety Plans. He also had hands on

experience in usage of Highway Utility Packages such as AUTOCAD, for preparation of

road intersection improvement schemes and other traffic management/engineering

measures.

He has experience in preparation of accident data base referenced by location using GIS

systems (Mapinfo/TransCAD) with analysis software.

Mr Murali Krihna has contributed in Traffic analysis future projection of traffic at different

locations of the project.

7. Mr. Mohan R. Zade

Mr. Mohan R. Zade is M.Tech in Agriculture Engineering and has undergone specialized

training on Remote Sensing from International Institute for Geo-information Science and

Earth Observation, ITC Enschede, The Netherlands. He has over 12 years of experience.

He has been working on land use and image processing for various projects. He has

contributed in the collection and analysis of data on land cover, interpretation of satellite

imagery based landuse and landcover and landuse pattern within the project influence

area.

8. Mr. Mohammed Rafiyuddin Shaphiyoddinn Malik

Mr. Malik is B.E. in Mining Engineering and M.Tech. in Environmental Science and

Engineering. He has over 6 years of experience in the field of Environmental Studies for

different highway and road projects. He has contributed in this project in site surveys,

collection and compilation of site data, secondary data on different environmental

components, monitoring of Environmental Monitoring agency at site during air, noise and

water has also coordinated in tree enumeration in RoW of the project.




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9. Ms. Mehbooba Sultana

Ms. Sultana is M.Tech. in Environmental Management and M.Sc in Environmental Studies.

She has over 10 years of experience in the field of Environmental Studies for different

highway and road projects. She has contributed in the Air Quality Modeling of the project

road and also contributed in conducting Public Hearing in Karnataka and Andhra Pradesh

Section of the project road and forest clearance process for Karnataka and Andhra

section of the project.

10. Mr. Dipankar Majumdar

Mr. Majumdar is B.E. in Production Engineering, Post Graduate in Environment

Management, M.Sc. in Environmental Science having 10 years of experience in the field

of various Infrastructure Development projects including Roads and Highways. He has

assisted the Function area expert of Air, Water and Noise. He has contributed in data

compilation an analysis on air, water and noise pollution, site environmental surveys and

collection and compilation of secondary data on environmental components. He has also

assisted in compilation of EIA report of the project and preparation of Forest clearance

and wildlife clearance documents.

11. Monitoring Agency for Sampling and Analysis of Air, Water, Noise data and

Meteorological data:

M./S Mitra SK Private Limited was engaged by M/s Egis India for generation of data on

Air, water, noise and Soil quality as well as generation of micrometeorological data along

the project section of Solapur-Sangareddy section of NH-9. For generation of data on Air,

water, noise and Soil quality as well as generation of micrometeorological data along the

project section of Solapur-Yedshi section of NH-211 M/s Spectro Analytical Labs Limited

was engaged. Both Mitra S.K. Private Limited and Spectro Analytical Laboratory are NABL

accredited Laboratory as well as have approved laboratory from MoEF, Govt. of India

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