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
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 2 of 20
Sl. No. Additional Conditions As Per Approved
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 /
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 3 of 20
Sl. No. Additional Conditions As Per Approved
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
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 4 of 20
Sl. No. Additional Conditions As Per Approved
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
Environmental Impact Assessment Report.
(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
Impact Assessment Report.
(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
Impact Assessment Report.
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
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 5 of 20
Sl. No. Additional Conditions As Per Approved
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
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 6 of 20
Sl. No. Additional Conditions As Per Approved
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
Impact Assessment Report.
(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
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
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Sl. No. Additional Conditions As Per Approved
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
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
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Sl. No. Additional Conditions As Per Approved
TOR
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
Environmental Impact Assessment Report.
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
Environmental Impact Assessment Report.
(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
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
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Sl. No. Additional Conditions As Per Approved
TOR
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.
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
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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.
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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
i
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
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
ii
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
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
iii
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
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
iv
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
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
v
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
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
vi
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
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
vii
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
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
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
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
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
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
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
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
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
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
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
state of Maharashtra
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.
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
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.
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
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
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
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.
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
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,
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
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.
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
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
(Prior to initiation of
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
(Prior to initiation of
installation of Bore
wells and abstraction
of water from such
source)
The
Concessionaire
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
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
(Prior to initiation of
abstraction of water
from such source)
The
Concessionaire
13. Labour license from
Labour Commissioner
Office
Engagement of
Labour
Construction stage
(Prior to initiation of
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.
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
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.
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
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.
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
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
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
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
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
2-5
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
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 /
Widening / Retain: 6
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.
.
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
2-6
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
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 /
Widening / Retain: 1
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
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
2-7
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
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.
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
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
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
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
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
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
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
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
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
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
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
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
Solapur Yedshi Section of NH-211
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
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
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.
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
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
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
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
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
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
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
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
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
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
state of Maharashtra
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.
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
3-2
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
A. Solapur-Yedshi Section of NH-211
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
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
3-4
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
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
3-5
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.
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
3-6
Figure 3.2: Location Plan of Quarry and Borrow areas
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
3-7
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.
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
3-8
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
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
3-9
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.
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
3-10
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:
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
3-11
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
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
3-12
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
A. Solapur-Yedshi Section of NH-211
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
B. Km 249.000 to Km 255.000 Section of NH-9
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
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
3-13
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.
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
3-14
Figure 3.4: Air and Noise sampling locations along the Project Road
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
3-15
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)
A. Solapur-Yedshi Section of NH-211
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
B. Km 249.000 to Km 255.000 Section of NH-9
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
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
3-16
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
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
3-17
Figure 3.5: Surface and Ground Water Sampling Locations along the Project Road
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
3-18
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
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
3-19
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
Source: Primary Data collected at site
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
3-20
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)
A. Solapur-Yedshi Section of NH-211
1. GW-1 Tuljapur 40.00
2. GW-2 Osmanabad 60.200
3. GW-3 Yedshi 81.000
B. Km 249.000 to Km 255.000 Section of NH-9
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.
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
3-21
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
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
3-22
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
Source: Primary Data collected at site
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
3-23
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
A. Solapur-Yedshi Section of NH-211
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
B. Km 249.000 to Km 255.000 Section of NH-211
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
A. Solapur-Yedshi Section of NH-211
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
B. Km 249.000 to Km 255.000 Section of NH-9
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
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
3-24
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
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
3-25
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.
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
3-26
Figure 3.6: Yedshi Ramling Sanctuary with respect to Project Road
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
3-27
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.
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
3-28
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
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
3-29
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
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
3-30
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
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
3-31
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
A. Solapur-Yedshi Section of NH-211
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)
B. Km 249.00 to Km 255.000 Section of NH-9
1 Madarsha 250.750 250.750 LHS
2 Madarsha 252.050 252.050 LHS
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
ANNEXURE 3.1
Morning time Monthwise Wind-Rose at Solapur for period of 1988-2005 (Source IMD, Solapur)
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
Evening time Monthwise Wind-Rose at Solapur for period of 1988-2005 (Source IMD, Solapur)
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
Morning time Monthwise Wind-Rose at Osmanabad for period of 1976-1990 (Source IMD,
Osmanabad)
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
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)
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
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
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
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
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
4-1
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
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
4-2
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.
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
4-3
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
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
4-4
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.
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
4-5
Mitigation Measures:
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.
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
4-6
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
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
4-7
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.
Mitigation Measures:
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
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
4-8
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
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
4-9
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.
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
4-10
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.
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
4-11
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.
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
4-12
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.
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
4-13
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
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
4-14
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.
Mitigation Measures:
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
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
4-15
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.
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
4-16
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.
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
4-17
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.
Mitigation Measures:
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.
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
4-18
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.
Mitigation Measures:
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.
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
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EIA REPORT
4-19
Mitigation Measures:
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.
Mitigation Measures:
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
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
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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.
Mitigation Measures:
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.
Mitigation Measures:
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
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
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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
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
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EIA REPORT
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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.
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
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EIA REPORT
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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
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
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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
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
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EIA REPORT
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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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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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EIA REPORT
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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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EIA REPORT
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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,
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
4-30
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
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
4-32
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.
Mitigation Measures:
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,
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
4-33
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.
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
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
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
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
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
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.
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
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.
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
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
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
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
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
5-6
Description Option 1 Option 2 Option 3
(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.
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
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
further studies, accordingly the alignment has been designed.
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
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
5-8
Description Option 1 Option 2
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
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
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.
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
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
A joint site visit has been made with the Project Director, PIU Solapur to explain the different
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.
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
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.
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
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
Description Option 1 Option 2
(Realignment) Option 3
General Eastern Side of NH 211
Length 0.99 km
Western Side of NH 211
Length 0.8 km
Western Side of NH 211
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
Forest Area Nil Nil Nil
Submergence Area Nil 1 Nil
Major Junctions 1 Nil 1
Minor Junctions Nil Nil Nil
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
5-13
A joint site visit has been made with the Project Director, PIU Solapur to explain the different
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.
Interchange Nil Nil Nil
Flyovers,
Underpasses Nil Nil Nil
Major and minor
streams Crossing Nil 1 1
Canal crossings Nil Nil Nil
Rail Over Bridge
(ROB) Nil Nil Nil
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
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.
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
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
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
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
Description Option 1 Option 2
General Eastern Side of NH 211
Length 1.750 km Western Side of NH 211
Length 2.150 km
Alignment Start on NH 211
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
Major and minor streams Crossing
2 3
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
Approx Cost for 4 lane 18 crores 25.8 Crores
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
5-16
Description Option 1 Option 2
Bypass
Remarks Approved Not Recommended
Figure 5.5: Proposed Shingoli Bypass Options
A joint site visit has been made with the Project Director, PIU Solapur to explain the different
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
further studies, accordingly the alignment has been designed.
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
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
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.
A joint site visit has been made with the Project Director, PIU Solapur to explain the different
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
further studies, accordingly the alignment has been designed.
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
5-18
The comparative statement for all these 3 options are given below
Table 5.7: Comparison of Yedshi Bypass Options
Description Option 1 Option 2 Option 3
General Western Side of NH 211
Length 2.090 km Western Side of NH 211
Length 1.94 km Western Side of NH 211
Length 3.86 km
Alignment Start on NH 211
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
Forest Area Nil Nil Nil
Submergence Area 1 Nil 1
Major Junctions 1
SH-7 Nil
1 SH-7
Minor Junctions 2 2 2
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
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
22.08 Crores 23.28 Crores
46.32 Crores
Remarks Approved Not Recommended Not Recommended
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
5-19
Figure 5.6: Proposed Yedshi Bypass Options
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
6-1
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
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
6-2
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
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
6-3
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
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
6-5
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
Grab Sampling Check and
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
Grab Sampling Check and
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
Grab Sampling Check and
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
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
6-6
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
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
6-7
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
Concessionaire IC/IE, PIU
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
Concessionaire IC/IE, PIU
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
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
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
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
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
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
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.
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
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
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
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
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
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
iii. Dissolved Oxygen 5mg/l or more
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
iii. Dissolved Oxygen 4mg/l or more
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
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
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
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
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.
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
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
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
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.
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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
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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.
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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.
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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:
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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, pre- construction activities
and implementation of R&R activities.
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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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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
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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
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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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7.6.7 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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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.
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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-
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
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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:
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
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
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
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
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
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
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
8-3
S. No.
District Issues Raised Incorporation in Project Design
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
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
8-4
S. No.
District Issues Raised Incorporation in Project Design
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.
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
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
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
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.
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
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.
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
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
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
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.
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
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.
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
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
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
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
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
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.
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
10-7
Table 10.4 Environnemental Management Plan
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
10-8
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
10-9
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
10-10
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE; PIU-
NHAI
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
10-11
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE; PIU-
NHAI
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
10-12
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
10-13
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
10-14
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
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
Concessionaire IC/IE,
PIU,NHAI
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
10-15
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
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
Concessionaire IC/IE,
PIU,NHAI
C. 2. Impact on Water Resources
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
10-16
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
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
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
10-17
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
PIU,NHAI
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
10-18
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
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
Concessionaire IC/IE,
PIU,NHAI
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
10-19
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
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
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
10-20
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
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
Concessionaire IC/IE,
PIU,NHAI
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
10-21
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
10-22
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
PIU,NHAI
C.5. Impact on Flora
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
10-23
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
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
Concessionaire IC/IE,
PIU,NHAI
C.6. Impact on Fauna
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
10-24
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
PIU,NHAI
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
10-25
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
PIU,NHAI and
Wildlife
Department
C.7. Safety And Accident Risks
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
10-26
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
Concessionaire IC/IE,
PIU,NHAI
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
10-27
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
10-28
Environmental
issue/
component
Mitigation Measures Location Timeframe
Institutional responsibility
Implementation Supervision
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
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
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
Concessionaire IC/IE, PIU -
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
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
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
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
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
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
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
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
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
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
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
Concessionaire IC/IE, PIU -
NHAI
C. OPERATION STAGE
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
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
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
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
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
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.
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
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.
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
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
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
10-40
Component Item Unit Quantity Rate (Rs.) Amount (Lakh Rs.)
Oil interceptors No. 5 locations 25000 1.25
Environmental Training Lump sum
106 Km Lump Sum 2.50
Corporate Social Responsibility Lump sum
106 Km Lump Sum 200.00
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
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
10-41
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)
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
No 6 locations x 3 =
18 Per Year (54 in 3 years)
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
No 6 locations x 3 =
18 Per Year (54 in 3 years)
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
No 6 locations x 3 =
18 Per Year (54 in 3 years)
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
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
10-42
Environmental Monitoring Cost at Operation stage
Component Item Unit Quantity Rate Per Sample (Rs.)
Recurring Cost (Amount per Annum in Lakh Rupees)
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
6 Locations X3= 18 per Year 18X5 =90 for 5 Years
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
6 Locations X3= 18 per Year 18X5 =90 for 5 Years
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
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
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
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
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
S.No Botanical Name Local Name
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.
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
The tree species recommended as shade plants for roadside avenues are given the following table:-
Table A4.3: Species recommended for Subsequent rows
S.No Botanical Name Local Name
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
S.No Botanical Name Local Name
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
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
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.
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
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
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
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.
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
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.
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
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.
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
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
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
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.
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
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.
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
ANNEXURE-10.5
SCHEMATIC PLAN OF RAIN WATER HARVESTING PIT
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
ANNEXURE-10.6
SCHEMATIC PLAN OF OIL INTERCEPTOR FOR REMOVAL OF OIL & GREASE FROM SURFACE RUNOFF WATER
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
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
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
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;
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
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:
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
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
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
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
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
safety is properly and formally considered by the Concession Company during the detailed design
during the Construction and post construction periods.
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
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:
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
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
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
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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)
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
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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
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
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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;
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
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.
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
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
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
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
the roles and responsibilities;
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;
Establish communication with the ECC, District Control Room and teams at the
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 roles and responsibilities;
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;
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
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.
Establish communication with the ECC, District Control Room and teams at the
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.
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
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.
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
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.
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
11-2
Figure 11.1: Location Plan of Borrow area
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
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
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
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.
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
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.
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
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.
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
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.
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
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
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
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.
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
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)
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
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 /
Widening / Retain: 2
nos.
Nil Nil
6. Minor Bridge Solapur District:
8nos.
Osmanabad
District:
18 nos.
Solapur District:
Improvement /
Reconstruction /
Widening / Retain: 8
nos.
New : 1 on service Road
Osmanabad District:
Improvement /
Reconstruction /
Nil Nil
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
12-4
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)
Existing Proposed Existing Proposed
Widening / Retain: 16
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 /
Widening / Retain: 69
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
Nil Solapur District:
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
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
12-5
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)
Existing Proposed Existing Proposed
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
Nil Solapur District:
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.
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
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:
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
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.
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
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.
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
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
Solapur Yedshi Section of NH-211
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
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
12-10
Sl. No.
Environmental Components/
Issues
Impacts Mitigation Measures
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
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
12-11
Sl. No.
Environmental Components/
Issues
Impacts Mitigation Measures
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.
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
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
Implementation Supervision
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
Concessionaire IC and PIU, NHAI
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
Concessionaire IC and PIU, NHAI
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
Concessionaire IC and PIU, NHAI
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.
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
12-13
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
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
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
12-14
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
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
Concessionaire IC and PIU, NHAI
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
Concessionaire IC and PIU, NHAI
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
Concessionaire IC and PIU, NHAI
Drainage and run off Earth, stones, wastes and spoils would be properly
disposed off, to avoid blockage of any drainage
channel.
Throughout the project
stretch
Concessionaire IC and PIU, NHAI
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.
Throughout the project
stretch and allied sites
including Construction
camp and labour camp
Concessionaire IC and PIU, NHAI
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.
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
12-15
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
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.
Concessionaire IC and PIU, NHAI
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.
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
12-16
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
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
Concessionaire IC and PIU, NHAI
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.
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
12-17
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
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
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
12-18
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
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.
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
12-19
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
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
Throughout the project
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
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
12-20
Environmental
Issue/Attributes
Mitigation Measures Location Institutional Responsibility
Implementation Supervision
Development of Emergency Response and
Contingency Plan for accidents
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
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.
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
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.
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
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
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
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
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
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.
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
13-4
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