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
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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
FINAL EIA REPORT
Page 7 of 20
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
FINAL EIA REPORT
Page 8 of 20
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
FINAL EIA REPORT
Page 9 of 20
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
FINAL EIA REPORT
Page 10 of 20
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
FINAL EIA REPORT
Page 11 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 12 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 13 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 14 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 15 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 16 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 17 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 18 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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 19 of 20
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
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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
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
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
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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
100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra
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
100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra
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
100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra
EIA REPORT
4-22
incomplete burning of fossil fuel. Concentrations of this gas are highest near the road.
Because meteorological conditions are a significant factor affecting the development of high
levels of CO, CO is primarily a winter period pollution problem, when periods of light winds or
calm conditions combine with the formation of ground level temperature inversions; typically
from the evening through the early morning period. The National Ambient Air Quality
Standard (CPCB) prescribes standard limit for CO in the ambient air as 2 mg/m3 and 4 mg/m3
on 8-hr and 1-hr average respectively. At higher concentrations, i.e., above 5 mg/m3 it can
seriously affect human aerobic metabolism, owing to its high affinity for haemoglobin and
thus would affect the central nervous system, impairing a person’s time-interval
discrimination and brightness discrimination and over 10 mg/m3, concentration would result
in cardiac, pulmonary functional changes / failure leading to death.
As CO is produced in greatest quantities from vehicle combustion and does not readily
disperse into the atmosphere in comparison, hence, CO is considered as critical pollutant.
For the purpose of future prediction of CO concentration in the ambient air along the project
road, the Project section of NH-211 (Solapur-Yedshi Section) was divided into two
homogenous section, i.e. Solapur-Tuljapur section and Tuljapur-Yedshi section.
The prediction of CO concentration has been made for 30 years including 2013, 2018, 2023,
2028, 2033, 2038 and 2043 AD by using CALINE 4 dispersion model as recommended by
MoEF. CALINE4 is the last in a series of line source air quality models developed by the
California Department of Transportation (Caltrans). It is based on the Gaussian diffusion
equation and employs a mixing zone concept to characterize pollutant dispersion over the
roadway. The purpose of the model is to assess air quality impacts near transportation
facilities. Given source strength, meteorology and site geometry, CALINE4 can predict
pollutant concentrations for receptors located within 500 meters of the roadway. It also has
special options for modeling air quality near intersections, street canyons and parking
facilities.
CALINE-4 model can be run for Standard and Worst case conditions to predict the increment
in pollutants concentration due to the proposed activity.
Standard Run – The model calculates average CO concentrations at the receptors. The
user must input a prevailing wind direction in meteorology data.
Worst-Case Run – Calculates average CO concentrations at the receptors. The model
selects the wind angles that produce the highest CO concentrations at each of the
receptors.
For the present project, the model was used to predict CO concentration for worst case
conditions i.e. the maximum pollution levels at receptors due to proposed development.
The line source model CALINE4 is executed under the worst-case wind angle with other
meteorological parameters for the conservative impact assessment.
The CALINE4 model uses the existing and projected traffic volumes on the road section to
predict the pollutant concentration. In 1-hour worst case run scenario, the model uses hourly
traffic data to predict 1-hour average concentration values of the pollutant in PPM. Traffic
data is also used to calculate a weighted composite emission factor for all class of vehicles
plying on the road.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
4-23
For present project, Annual Average Daily Traffic (AADT) volumes were estimated for design
period of the project road sections up to year 2043, with year 2010 taken as base year. The
Solapur-Yedeshi section (NH211) were divided into three homogenous sections. The details of
these homogenous road sections are given below in Table 4.4. The Annual Average Daily
Traffic (AADT) was projected for all of the above homogenous sections for years between
2010 and 2043.
Table 4.4: Homogenous sections of Solapur-Yedshi section of NH 211
S. No. Description Existing Chainage
From To
HS 1 Solapur-Tuljapur 0+000 42+000
HS 2 Tuljapur-Osmanabad 42+000 64+000
HS 3 Osmanabad-Yedeshi 64+000 85+000
Peak traffic on different homogenous sections occurred during different hours of the day. The
peak hour traffic volume for different homogenous section ranges from 5.57% to 7.80% of
the AADT. In order to predict the worst case concentration levels of CO due to traffic, the
peak hour traffic volumes for all homogenous sections was taken as 10% of the AADT. The
peak hour traffic calculated for different homogenous sections is presented in Annexure 4.1.
a. Road Geometry
In the CALINE-4 model the length of a road section is divided into various links. The division
of a road sections into links has to be done in such way, so that the link can be fairly
considered as straight stretch of road having homogenous geometry with uniform width,
height and traffic volume. The coordinates of end points of links specify the location of the
links in the model. The model uses Gaussian dispersion parameters (σy and σz) that are fairly
accurate up to 10 Km distance. The maximum numbers of link in each road section are 20.
As all the homogenous sections of NH-211 are more than 10 kms in length, representative
sections for each homogenous section were selected and used for dispersion modeling of
pollutant due to these roads. The details of representative sections considered for NH-211 are
presented in Table 4.5
Table 4.5: Representative Sections
S. No. Homogenous
Section
Representative
Section From To
Elevation
(AMSL, m)
Solapur-Yedhsi Section of National Highway - 211
HS 1 Solapur-Tuljapur RS1 31.300 35.400 550
HS 2 Tuljapur-Osmanabad RS2 57.800 64.400 650
HS 3 Osmanabad-Yedeshi RS3 80.000 84.000 680
The existing road is a 2 lane carriageway of width 7.0 m without paved shoulder. The road is
proposed to be widened to 4-lane dual carriageway configuration with paved shoulders. The
paved carriageway will be 8.75 m on each side of the median. The median width will be 4.5
Rehabilitation 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
4-25
the distance of link receptors from the centerline of the road were 15 m, 30 m, 45 m, 60 m,
90 m, 120 m, 150 m and 200 m on both sides of the road.
e. Meteorological Data
The climatologically data for last 10 years collected from IMD Pune for Maharashtra Section
of NH-211, for Solapur and Osmanabad Observatory. The available data for Solapur and
Osmanabad are for the period of 1992-2002, and 1998-2008 respectively. For prediction of
worst case concentration of pollutants, the model was run using winter season meteorological
data, which represents worst conditions for pollution dispersion. Various meteorological
parameters used for modeling at different representative sections are given in Table 4.7.
Table 4.7: Meteorological conditions used for modeling
Representative
Section
Met
Observatory
Mean Wind
Speed
(m/s)
Mean Temp.
(°C)
Mixing Height
(m)
Pasquill Stability
Class
RS1 Solapur 3.11 23.60 1125 C
RS2 Osmanabad 5.20 21.75 1000 D
RS3 Osmanabad 5.20 21.75 875 D
RS4 Solapur 3.11 23.60 1350 C
RS5 Solapur 3.11 23.60 875 C
RS6 Solapur 3.11 23.60 1125 C
The model calculates the worst case wind angle itself to predict the concentration of
pollutants art receptor points. The wind direction standard deviation is used to know the
flexibility of wind direction and is important input parameters in worst case run condition. The
higher value of wind direction standard deviation helps in dispersion of pollutants and hence
reduces the pollution level. For prediction of pollutant concentration in worst conditions, the
wind direction standard deviation is assumed 10° for all representative sections.
f. Predicted Pollution Levels
The predicted concentration of CO at different locations along the project alignment at a
distance of 30 m from central line on either side of the highway has been estimated with
respect to different representative sections and receptors. The predicted concentration of CO
during next 30 years upto 2043 considering the baseline concentration of CO for the base
year 2011 is presented in the Table 4.8.
Table 4.8: Predicted 1-Hour Average CO Concentrations
Receptor Location
Year Mardi Sangavi Village
(Km 34.650)
Osmanabad Bypass (Km 60.200)
Yedshi Town (Km 82.100)
RHS LHS RHS LHS RHS LHS
Receptor
Location-1
2013 1.32 1.32 1.20 1.20 1.20 1.20
2018 1.43 1.43 1.20 1.32 1.20 1.32
2023 1.43 1.55 1.32 1.43 1.32 1.43
2028 1.55 1.66 1.43 1.43 1.32 1.43
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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
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
4-28
made to the emission level to account for traffic flow, distance, and shielding. The general
equation relating all the above factors is given below.
Where, ELi represents the vehicle noise emission level for the ith vehicle type,
Atraffic(i) represents the adjustment for traffic flow, vehicle volume and speed for the ith vehicle type,
Ad represents the adjustment for distance between the roadway and receiver and for the length of the roadway, and
As represents the adjustment for all shielding and ground effects between the roadway and
the receiver
Noise Prediction Modeling for Project Roads
The noise model used for prediction of noise pollution due to highway traffic is based upon
calculating hourly Leq for all categories of vehicles separately and then adding these logarithmically to obtain the day and night time Leq values.
Where, Leq (hi) Equivalent noise level at the hour (hi) for vehicle type (i)
Loei Reference means energy level for (ith) vehicle type Ni Number of vehicles of (ith) class passing in time (T)
Si Average Speed of vehicles of (ith) class (kmph)
T Time duration corresponding to Ni, 1 hour D Perpendicular distance in (m) from centreline of the traffic lane to observer
Factor relating to absorption characteristics of the ground cover between
roadway and observer (to be conservative, this is taken as 0 in actual modelling, but considered qualitatively in the final analysis)
S Shielding factor for barrier (to be conservative, this is taken as O in actual
modelling, but considered qualitatively in the final analysis)
Model Setup
Vehicle Noise Emission Level and Vehicle Speed
The vehicular noise emission levels vary significantly with vehicle speed. It is therefore
necessary that speed dependency of noise emissions for various categories of vehicles is
taken into account while using the model for noise prediction due to the roadway. In the present study the speed - noise relations presented by National Environmental Engineering
Research Institute (NEERI) in their report on Environmental and Social Assessment Delhi - NOIDA Bridge Project are used. The A-weighted vehicular noise emission levels as a function
of speed for Cars, Trucks & Buses and 2/3 Wheelers are presented in Table 4.9.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
4-29
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
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from Km 0.000 to Km
100.000 and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra
EIA REPORT
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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.
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
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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
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.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
7-5
Sec 3(B): Power to Enter for Survey
On the issue of above notification, it shall be lawful for any person, authorized by the Central
Government in this behalf to
(a) Make any inspection, survey, measurement, valuation or enquiry
(b) Take levels
(c) Dig or bore into sub-soil
(d) Set out boundaries and intended lines of work
(e) Mark such levels, boundaries and lines by placing marks and cutting trenches; or do such
other acts, or things as may be laid down by rules made in this behalf by that Government.
Sec3(C): Hearing of Objections
Any person interested in the land may within 21 days from the date of publication of the
notification, submit objection to the use of the land for the purpose mentioned therein to the
Competent Authority in writing and shall set out the grounds thereof.
The Competent Authority shall give the objector an opportunity of being heard, either in person
or by a legal practitioner, and may, after hearing all such objections and making further inquiry, if
any, by order either allow or disallow the objections. Such order shall be final.
Sec 3(D): Declaration of Acquisition
On completion of the procedure prescribed under Section 3(C}, the Central Government on ,
receipt of the report from the Competent Authority, shall declare, by notification in the official
Gazette, that the land should be acquired for the purpose, where after the land shall rest
absolutely in the Central Government free from all encumbrances. Such declaration made by the
Central Government shall not be called in question in any court or by any other authority.
Where in respect of any land, a notification has been published under Section 3A for its
acquisition but no declaration under Section 3D has been published within a period of one years
(excluding the period of stay granted by an order of a court for any action or proceedings) from
the date of publication of that notification, the said notification shall cease to have any effect.
Sec 3(E): Power to Take Possession
Where any land has vested in the Central Government under Section 3D, and the amount
determined by the Competent Authority under Section 3G with respect to such land has been
deposited under Section 3H, with the Competent Authority by the Central Government the
Competent Authority may by notice in writing direct the owner as well as any other person who
may be in possession of such land to surrender or deliver possession thereof to the Competent
Authority or any person daily authorized by it in this behalf within 60 days of the service of notice.
If any person refuses or fails to comply with any direction herein above the Competent Authority
shall get the surrender of the land enforced by the Commissioner of Police (for land falling within
metropolitan area) or the Collector of a District (for land in other areas) .
Sec 3(F): Right to Enter into the land, where land has been Vested in the Central
Government
It shall be lawful for any person authorized by the Central Government in this behalf, to enter and
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
7-6
do other act necessary upon the land for carrying out the building, maintenance, management or
operation of a National Highway or a part thereof, or any other work connected therewith.
Sec 3(G): Determination of Amount Payable as Compensation
Where any land is acquired under this Act, compensation shall be paid as determined by the
Competent Authority, as per the following procedure:
(1) Publishing public notice in two local newspapers, one in vernacular language: inviting claims from all persons interested in the land to be acquired
(2) Public notice shall state the particulars of the land and shall require all persons interested in
the land to appear in person or by an agent or by a legal practitioner before the Competent Authority, at a time and place and to state the nature of their respective interest in such land
(3) In the amount determined by the Competent Authority is not acceptable to either of the
parties, the amount shall, on an application by either of the parties, be determined by the
arbitrator to be appointed by the Central Government
(4) The provisions of the Arbitration and Conciliation Act (1996) shall apply to every arbitration
under this Act
While determining the amount payable as compensation, the Competent Authority or the
arbitrator shall take into consideration -
(a) The market value of the land on the date of publication of the notification under Section 3A.
(b) The damage (if any) sustained by the person interested at the time of taking possession of
the land, by reason of the severing of such land from other land
(c) The damage (if any) sustained by the person interested at the time of taking possession of
the land, by reason of the acquisition injuriously affecting his other immovable properly in any
manner, or his earnings
(d) If in consequences of the acquisition of the land, the person interested is compelled to
change his residence or place of business, the reasonable expenses, if any, incidental to such
change
Where the right of user or any right in the nature of an easement on, any land is acquired under
this Act, the owner and any other person whose right of enjoyment in that land has been affected
shall be paid an amount calculated at 10% of the amount determined for that land.
Sec 3(H): Deposit and Payment of Amount
The amount determined under Section 3G shall be deposited by the Central Government in such
manner as may be laid down by rules made in this behalf by that Government with the
Competent Authority before taking possession of the land. The Competent Authority shall on
behalf of the Central Government pay the amount to the person or persons entitled thereto. If
any dispute arises as to the apportionment of the amount or any part thereof or to any person to
whom the same or any part thereof is payable, the Competent Authority shall refer the dispute to
the decision of the principal civil court of original jurisdiction within the limits of whose jurisdiction
the land is situated. Where the amount determined under Section 3G by the arbitrator is. in
excess of the amount-determined by the Competent Authority, the arbitrator .may award interest
at 9% per annum on such excess amount from the date of taking, possession under Section 3D
till the date of actual deposit thereof.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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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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.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000
and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra
EIA REPORT
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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:
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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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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.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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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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.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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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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
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
7-12
ones which are not reconciled to the Grievance Redressal Committee (iv) coordination with local
govt. authorities & field offices.
7.6.5 Coordination with Other Agencies and Organizations
R&R Cell will establish networking relationships with line departments and other govt. & non-govt.
organizations. The Revenue Department has an influencing role in Land Acquisition proceedings,
and initiation of resettlement process. Unless the compensation process is prompt and efficient,
implementation process will get delayed. R&R Cell will coordinate with the Project Land
Acquisition Officer to expedite the land acquisition process.
Income restoration will be sole responsibility of the Project Authority. NGO will facilitate linkages
to be established with the agencies implementing centrally sponsored poverty alleviation
programs to restore the income of PAPs.
Restoration of community assets such as hand pumps , borewells will require help from PHED.
NHAI will extensively work on developing lateral linkages for mobilization of resources to benefit
the PAPs and to achieve the desired results expected from implementation of RP.
The Revenue Department is responsible for providing land records, acquiring land and other
properties and handing them over to the proper authorities. The District Rural Development
Agency (DRDA) will extend the IRDP and other developmental schemes to include the PAPs. The
representative of these departments/agencies will be in contact with the R&R Cell, which will
facilitate the integration of the various agencies, involved in the R&R process.
7.6.6 NGO Participation
Need for NGO: Involuntary resettlement is a sensitive issue and experience in R&R matters will
be required by the PIU, R&R Cell. A good rapport with the affected community will facilitate a
satisfactory R&R of the PAPs and minimize disturbance particularly physical and economic. To
overcome this deficiency, experience and well-qualified NGO in this field will be engaged to assist
the NHAI in the implementation of the RP. Three NGOs will be hired, two for RP implementation
and one for HIV/AIDS, women trafficking etc. The third NGO should have core competence in
addressing social issues such as HIV/AIDS; child labour, women empowerment, anti- trafficking
and other right based issues.
The NGO, in this sense, will have to ensure that the due entitlements flow to the PAPs in the
most effective and transparent manner. The success of the NGO inputs will largely depend on
their liaison with the PAPs and other concerned government agencies. Other involved agencies
are expected to collaborate with Project, based on instructions from the NHAI, in accordance with
the policy framework and the RP. These arrangements have to be made during the first month of
Project implementation in order to set up the various committees and implementation
mechanisms required for the project.
Role of NGO: The role of NGO would be of a facilitator. The NGO will work as a link between the
PIU - R&R Cell and the affected community. They will educate the PAPs on the need to
implement the Project, on aspects relating to LA and R&R measures and ensures proper
utilization of various compensations extended to the PAPs under the R&R entitlement package.
After the approval of the microplans, the NGO will issue identity cards to the entitled persons.
NGO Consultancy will be to facilitate the resettlement process. Its broad objectives will be to:
Build rapport with PAPs & PIU
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
7-13
Educate PAPs on their rights, entitlements, and obligations under the RAP;
Ensuring that PAPs receive their full entitlements;
Where options are available, the NGO shall provide advice to PAPs on relative benefits of
each option;
Assist PAPs on grievance redressal through the established system;
Collect data as required to help PIU to monitor and assess progress;
Briefly, its activities will be to:
Develop rapport between the PAPs and the NHAI;
Develop project level plans for R&R in consultation with the PAPs and communicate same
to NHAI;
Explain to the PAPs about the options available for their land and properties acquired for
the Project;
Assist the PAPs to identify suitable land for agricultural purposes;
Assist NHAI in making arrangements for the smooth relocation of the PAPs;
Ensure proper utilization by the PAPs of various compensations available under the R&R
package;
Assist the PAPs in getting benefits from various government development programs;
Help the PAPs in the redressal of their grievances at the Grievance Redressal Committee;
Train the PAPs, if necessary, in acquiring literacy and income-generation related
schemes;
Provide appropriate field staff; and
Any other responsibility that may be assigned by the NHAI for the welfare of the affected
communities.
In assisting the PAPs to choose among different options available to them, analysis must first be
made of likely benefits and potential risks for each of the options. Conducting this analysis is the
responsibility of the NHAI, in collaboration with the agencies (government or NGO) engaged in
implementing the various activities. Following such an analysis, the risks and benefits shall be
explained to the PAPs and sufficient time given to them to make an informed choice.
In choosing between different options, whether it is cash compensation or various rehabilitation
schemes, the NHAI shall make use of the baseline socio-economic survey data, and ensure that
those PAPs considered vulnerable are encouraged to choose the options entailing the lowest risk.
As a general principle for the RP, individual PAPs will be monitored to ensure that are able to
regain or improve their former socio-economic status and quality of life. If it becomes clear that
the assistance given under the Project is insufficient to obtain this goal within the life of the
resettlement program, then consideration should be given to whether additional assistance or
support towards different activities need be given.
In order to carry out such tasks, the employees of the NGO are to be stationed in the project
area. Besides contacting the PAPs on an individual basis to regularly update the baseline
information group meetings and village-level meetings will be conducted by the NGO on a regular
basis. The frequencies of such meetings will depend on the requirements of the PAPs but should
occur at least once a month. The NGO will have to encourage participation of individual PAPs in
such meeting by discussing their problems regarding LA, R&R and other aspects relating to their
socio-economic lives. Such participation will make it easier to find a solution acceptable to all
involved.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from Km 0.000 to Km 100.000
and from Km 249.000 to Km 255.000 of NH-9 in the state of Maharashtra
EIA REPORT
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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.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
7-15
The PIU and office of NHAI will act as Public Information Centers, which will be in possession of
all documents relating to the Project including compensation packages and grievance redressal
procedures, and will provide any information regarding compensation and grievance redressal.
Through public consultations, the PAPs will be informed that they have a right to grievance
redressal. The PAPs can call upon the support of NGO to assist them in presenting their
grievances or queries to the GRC. The NGO will act as an in-built grievance redressal body.
7.6.10 Grievance Redresser Steps
The successive grievance redressal stages are illustrated in the flow chart Figure-7.2
District Level Committees: The first stage will be District level Committees (DLCs) and the NGOs.
The PAPs will be encouraged to be part of DLCs composed of:
Representatives of affected persons;
Panchayat members of the affected villages; and
NGO field worker
33% participation of women from affected families and full participation of women from the
women headed households will also be encouraged.
The DLCs and the NGOs will meet at regular intervals as decided by the community, specifically
for grievance redressing purposes at a pre-decided date, time and place. The PAPs can be
formally present in these meetings and discuss their queries and grievances. At the community
level, the committee will have the power to resolve matters either by providing information or
agreeing on a follow-up action. It may also reject some grievances for not being legitimate.
However, it will have to explain to the AP the premise for not recording the grievance. Legitimate
grievances, which the DLC is unable to resolve, will be taken to the GRC, which will then take the
necessary action after reviewing the findings of a thorough investigation. The DLC will maintain a
register of all queries and grievances, and the subsequent action taken.
The PAPs will present their grievance, concerning compensation for structures / land and R&R
assistance to the DLC/NGO. The DLC and NGO will examine the grievance, and where required
will review with DRO/CA and will do utmost to reach an amicable settlement to the satisfaction of
the PAPs.
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
7-16
Figure 7.2: Levels of Grievance Redressal
DLC / NGO
Competent Authority
Redressed Redressed
GRC GRC Redressed Redressed
NHAI / PIU, HQ
NHAI / PIU, HQ
Redressed Redressed
Arbitration Arbitration Redressed
Redressed
PAPs
Grievances
Structures Land Acquisition
Not Redressed Not Redressed
Not Redressed
Not Redressed
Not Redressed
Not Redressed
Not Redressed
Not Redressed
Judiciary Judiciary
Figure 7.2: Levels of Grievance Redressal
7.6.11 Role of NHAI/PIU Headquarters
The PAPs, who would not be satisfied with the decision of the GRC, will have the right to take the
grievance to the NHAI/PIU Head Office for its redressal. Failing the redressal of grievance at
NHAI/PIU, the PAPs will take the case to Arbitration. The Arbitrator(s) will be independent but
appointed by NHAI. Taking grievances to arbitration and Judiciary will be avoided as far possible
and the NGO will make utmost efforts at reconciliation at the GRC level.
7.7 COST AND BUDGET
The implementation of RAP entails expenditure, which is a part of the overall project cost. The
R&R budget, gives an overview of the estimated costs of the RAP and provides a cost-wise, item-
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
7-17
wise budget estimate for the entire package of resettlement implementation, including land and
asset acquisition, compensation, assistance, administrative expense, monitoring and evaluation
and contingencies. Values for compensation amounts and other support mechanism will be
adjusted, based on annual inflation factor.
The project promoter will bear the cost through PIU. Costs related to land acquisition and transfer
of title to property from private individuals will be paid by PIU to the State/NHAI.
While preparing the budget, the R&R team laid special emphasis on arriving at an estimate of the
market value of the land that is being required. For this, the R&R team collected information
about the land prices from multiple sources. As people affected by the project generally have a
tendency to quote an inflated price for their land, the R&R team verified price data from a cross-
section of the PAPs, revenue officials in the concerned district and even non-PAPs in each
kilometer stretch. Market value surveys were also conducted. The resettlement budget,
particularly, the compensation and assistance payment components for land and non-land assets,
has been computed on this basis.
7.7.1 Land Value
Table 7.5 below shows the average values of land arrived at through Market Value Surveys, in
consultation with Revenue Department Officials.
Table 7.5: Average Values of Different Types of Land
Land Category Value per Sq. Meter (in Rs.)
Residential Rs.2500
Commercial Rs.2500
Agriculture Rs.92
7.7.2 Construction Cost of Buildings
Construction costs have been taken as Rs. 3500 per square metre for permanent buildings.
7.7.3 Valuation for other categories
The project road stretch has predominantly agricultural fields and few commercial and residential
establishments.
7.7.4 Commercial owners
For commercial owners, payment would include:
i) Cost of land
ii) Construction cost of the permanent structure
In case of commercial owners who have tenants, the rental income for a period of one year
would be given.
Similarly commercial tenants would receive a transition cost which is 6 months reported income
and one and half times the rental value for a period of one year, plus a shifting cost of Rs 2000.
7.7.5 Residential owners
For commercial owners, the amount would be:
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from
Solapur to Yedshi section of NH-211 from 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
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,
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
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signs shall be generally fixed on the valley side of the road; and
Signs should be removed when they are not required.
For kerbed road, extreme edge of sign board towards road will not be less that 0.6m from the edge
of the kerb. Whereas, for un-kerbed road, extreme edge of sign board towards road will be at 2-3m
away from the edge of carriageway. The bottom of the sign board will be at 1.5-2m above the
carriageway level. Warning signs will be of reflective nature for providing adequate vision during
night.
Delineators
Delineators are channelising devices such as cones, traffic cylinders, tapes, and drum and should
normally be retro-reflectorised.
Flagmen
Control of traffic through work area is an essential part of road construction and maintenance.
Flagmen will be posted at about 50m ahead of working zone wearing yellow cap with hand held
signalling devices such as Red flags, and signs paddles for Stop, Go Slow etc. Flags used for
signalling should be minimum 600mm by 600mm in size, made of good red cloth and securely
fastened to a staff of approximately 1m in length. Sign paddles should be at least 600mm wide and
provided with a rigid handle. The background colour of Stop should be red and its shape will be
octagonal conforming to IRC: 67. The word STOP should be in white, in middle of the sign. The
background of SLOW should be yellow with black letters and borders.
Vehicle for Transportation of Traffic Control Devices
Contractor/s is advised to provide one vehicle exclusively for transporting traffic control devices at all
the time. Various types of traffic signs and delineators will be carried by the vehicle and wherever
any sign / delineator are found absent, the same will be installed.
D. POST ACCIDENT EMERGENCY ASSISTANCE PLAN:
Post accident assistance plan will be implemented in accordance with the standards and
specifications stipulated under Four Laning Manual (IRC: SP: 84-2009). There will be provision
of one highway traffic Patrol vehicle, one crane and one well equipped ambulance at every 50
Km intervals. The Concessionaire has to ensure regular patrolling of highway section and to
adopt effective communication system to monitor the highway and respond quickly in case of
any emergency situations. In case of breakdown of vehicles, the highway should be cleared by
using necessary machinery within short duration time. In case of any accident the ambulance will
give necessary assistance to the accident victims and take them to nearest hospital. The
emergency numbers along with the contact number of representative of Concessionaire and
NHAI will be displayed on board in English and local languages at a regular interval as per IRC
specifications.
E. CONCLUSIONS
The general objectives are for the Concession Company to make the main alignment road and
the service roads as safe as possible for all users.
The Concession Company shall follow all relevant Indian publications on road safety, especially
The Manual for Safety in Road Design (A guide for Highway Engineers) prepared in September
1998 for MOST and Manual for Specifications and Standards for 4-Laning of Highways Through
PPP (IRC:SP:84-2009).
A formalised safety audit procedure must be followed to optimise the safety process, and ensure
Rehabilitation 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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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
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Annexure 10.8
DISASTER MANAGEMENT PLAN
1.1 GENERAL
The Disaster Management Plan is aimed to ensure safety of life, to protect
environment, to safeguard installation and rescue operations in order of priorities. The
objective of a Disaster management plan is to localize a Disaster and contain its effect to the
greatest extent so as to minimize its impact on life, environment and property. Response
to Disaster, in the absence of a well-defined plan, would be arbitrary, leading to overemphasis
of actions of some actions and absence of other critical actions. A formal plan for managing
Disaster is, therefore, necessary.
The purpose of the disaster management plan is to identify potential probable accidents/
emergency situations, establish and maintain procedures to address or prevent such situations,
as well as to test the effectiveness/ review/ revise such procedures periodically. Generally the
most of the accidents will be confined within the construction camp boundaries during
construction phase and within the RoW of Highways during operation phase. This section of
the report presents an outline of disaster management plan for the widening of NH-211
from Km 0 to Km 100 & NH-9 from Km 249 to Km 255 sections as how to deal with
Disaster.
1.2 POSSIBLE TYPE OF DISASTER
In roads & highways project, during construction and operation phases, disaster may occur due
to the following:
Floods
Earthquake
Biological Disaster or Epidemic of Human/ livestock/ crops
Fire
Explosion
Fuel Oil spillage
Electrocution
Hazardous materials releases
Transportation accidents
Terrorism / War
Some of the hazards will be dealt with Government procedure for Natural hazards and
calamities.
1.3 EMERGENCY PREPAREDNESS PLAN
Emergency Preparedness Plan (EPP) should be prepared in advance to minimize the after
effects of disaster, following the national environmental Emergency plan and OSHA
guidelines.
The basic approach towards preparedness for any major disaster or emergency situation will
comprise of the following activities:
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Identify the potential disasters which can occur
Establish an Disaster Management Committee to implement emergency procedures with defined role
and responsibilities among the authorities, participating agencies and coordination team
Linkage / Relationship with other emergency plans
Develop a detailed Emergency/ Disaster Response Plan with details regarding the course of action to be followed in order to minimize personal injury and property damage in the event of fire, flood, loss
of ground or natural disaster
Train the personnel in planning and responding to an emergency
Response operations; should always cover these four phases –
o Discovery and alarm
o Evaluation, notification and plan invocation
o Containment and countermeasures
o Cleanup and disposal
Directions on the necessary emergency provisions applicable to the handling, treatment or disposal of certain pollutants
Support measures, such as procedures for providing public information, carrying out surveillance, issuing post incident reports, review and updating of the plan, and periodic exercising of the
plan
Carry out audits of individual establishments on a regular basis to monitor the Emergency Response
Plans and the corresponding procedures. The audits will include review of the following:
o The roles and responsibilities of the respective Emergency Response Team and
support organizations;
o Adherence of individual project activities to safe practices; and
o Resource requirements, condition of equipments and their availability
1.3.1 Identification of Hazardous Area
During Construction Phase: Construction camps of contractors where fuel oil and other
hazardous materials are planned to be stored.
During Operation Phase:
Tankers / Vehicles carrying explosives and hazardous materials on Main Carriageway /
Service Roads
Refueling Stations at wayside amenities
1.3.2 Organizational Structure
The Regional Development Authority shall constitute a Disaster Management Committee (DMC).
The DMC will be the apex planning body and will play a major role in preparedness and
mitigation of any disaster. The cell will have the following key functions:
Preparation of comprehensive Disaster Management Plan for road section of NH-211 from Km 0.000 to Km 100.000 & NH-9 from Km 249.000 to Km 255.000.
Setting up of Emergency Control Centre during emergency situations
Rehabilitation and Up-gradation of existing 2 lane to 4 lane from Solapur to Yedshi section of NH-211 from 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)
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1.3.2.2 Disaster/ Emergency Response Team
The Disaster/ Emergency Response Team shall perform the following functions:
Advise the DMC as to whether the declaration of an emergency is recommended;
Advise the DMC on the need to designate all or part of road section NH-211 from Km 0.000 to Km 100.000 & NH-9 from Km 249.000 to Km 255.000 as an emergency area;
Appoint an Emergency Control Centre;
Determine if the location and composition of the Emergency Control Centre are
appropriate;
The Emergency Response Team shall form an Emergency Control Centre in case of any
emergency situations. The Team shall coordinate with other agencies such as:
Fire Brigade
Police Department
Hospitals / Ambulance
Technical Departments such as Factory Inspectorate, Pollution Control Board etc
Local Authorities/ District Administration
1.3.2.3 Training Centre
The training centre shall be responsible for the following activities:
Dissemination of information about the Comprehensive Disaster Management Plan
developed for NH-211 from Km 0.000 to Km 100.000 & NH-9 from Km 249.000 to Km 255.000 road section
Organize capacity building workshops for the personnel of Disaster Management Cell
Organize training programs such as mock drills, emergency evacuation procedures in schools, offices, residential colonies and industrial areas
Work in association with Residential Welfare Associations and Industrial Groups for
creating awareness about the disaster preparedness.
Apart from the above teams, information dissemination between Disaster Control Room
and Disaster Management Committee will be there.
1.3.2.4 Disaster Control Room
In order to control the disaster more effectively a Disaster Control Room will be established at
construction camps of contractor. During operation phase, it will be established as far as
possible at midway of road length. The planned facilities at Disaster Control Room are as
follows:
During Construction Phase:
Layout of construction camp showing all areas specially oil storages, transfer locations, oil dispensers, etc.
Alignment Map of Project roads
Hazard identification chart, names of personnel working in each shift, assembly points
at construction camp
List of habitations and industrial installations and their population in the vicinity of construction camp in a radius of 3 km
Mobile Telephone numbers of all key personnel
External telephone connections
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Public address system
Rechargeable and battery operated torch lights and invertors
List of Medical Facilities available within 10 km of the construction camp
Muster Roll of employees
Note pads and ball pens to record message received and instructions to be passed
through runners through designated persons
The blow up copy of Layout plan showing areas where accident could occur
Accident drill is to be made part of routine exercise
During Operation Phase
List of all employees of concessionaire working in the project with telephone numbers
Map showing Project roads and surroundings in a radius of 3.0 km
List of medical Facilities in a radius of 10 km around ‘Emergency Control Center’
Public address system
Rechargeable and battery operated torch lights and invertors
Note /Pads and pens to record message received and instruction be passed through runners
First Aid kits in 5-10 numbers
One ambulance at each ‘Emergency Control Centre’
Tie up with the neighbouring hospitals for referring any accidental victims to the
hospital
Oil absorbing material in portable sand bags to absorb minor oil spillage at site. The
recommended oil absorbing materials are sand and vermiculite
Portable fire extinguishers carry to accidental site.
Accidental drill is to be made part of routing exercise
1.3.3 Emergency Response
Effective command and control starts with a clear definition of the overall command and
control structure, and description of the duties of key personnel with specific responsibilities
for emergency response. The control of emergencies will consider the minimum number of
persons required to provide an adequate response to emergencies.
All emergencies occurring as a result of project activities shall be managed as per following
order of priorities:
Preservation of Life (self, team, community)
Protection of the Environment
Protection or Property/ assets
Preservation of Evidence
The roles and the responsibilities of various departments during emergency situations as
defined in Section have been discussed in the following
1.3.3.1 Emergency Control Centre (ECC)
The emergency control centre shall be formulated in case of emergency situations by the
Disaster Management Committee. The ECC shall be chaired by the head of Regional
Development Authority head and will have representatives from Police, Fire Department,
Hospitals, Factory Inspectorate and District Administration. The ECC shall perform the following
functions:
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Co-ordinate the acquisition, distribution and scheduling of various modes of transport (i.e. public transit, school buses, trains and trucks) for the purpose of transporting
persons and/or supplies, as required;
Determine if additional transport is required for evacuation or transport of persons
and/or supplies;
Discontinue utilities or services provided by public or private concerns without reference to any consumers in the region, or when continuation of such utilities or services
constitutes a hazard to public safety within an emergency area;
Disperse people not directly connected with the operations who by their presence are
considered to be in danger or whose presence hinders in any way the efficient functioning of emergency operations;
Authorize the evacuation of those buildings or sections within an emergency area which
are themselves considered to be dangerous or in which the occupants are considered to be in danger from some other source;
Authorize casualty collection and evacuation in support of emergency health care authorities;
Coordinate with other departments such as Police, Fire Department etc.
Arrange for services and equipment from local agencies not such as private contractors, volunteer agencies etc.;
Arrange for accommodation and welfare, on a temporary basis, of any residents who are in need of assistance due to displacement as a result of the emergency;
Arrange assistance from senior levels of Government as per requirements
The following information and equipment shall be available at ECC:
Intercom, telephone
P and T telephone
Breathing apparatus
Fire suit/ gas tight goggles/ gloves/ helmets
Hand tools, wind direction/ velocities indications
Public address megaphone, hand bell, telephone directories (internal, P and T)
Emergency lamp/ torch light/ batteries
Emergency shut-down procedures
List of key personnel and list of Emergency Co-ordinators
Duties of key personnel
Address with telephone numbers and key personnel, emergency coordinator, essential
employees.
Important address and telephone numbers including Government agencies,
neighbouring industries and sources of help, outside experts, chemical fact sheets population details
1.3.3.2 Police Department
The Police Department shall perform the following actions:
The overall responsibility of police shall be to maintain law and order during and post
disaster situation in the context of disaster management.
Prepare a departmental disaster response plan and Standard Operating Procedure in
which roles and responsibilities are clearly defined. The plan and SOP shall be
submitted to the DMC;
Prepare a database of nodal person at State, District and Taluka level and share with
DMC;
Rehabilitation 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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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
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A database of nodal officer at State, district and hospital specific shall be prepared for
emergency health services and shared with the DMC;
Periodic review of the stock emergency medicines and equipment required during the
disasters;
The epidemic surveillance and water quality monitoring shall be done at transit
camps, relief camps, affected areas and feeding centers;
The central warehouse shall be kept informed for dispatch of supplies likely to be
needed, to hospitals, on an emergency priority basis;
Establish communication with the ECC District Control Room, Police and the medical
team at the disasters site;
A public information system to be activated for passing information related to
patients admitted at the hospital;
Mock drill on mass casualty management at hospital level shall be organized twice in
year. The mock drill shall check the activation and response time of emergency
medical teams, coordination with other agencies, areas of improvement, etc. The
report shall be submitted to the DMC;
The medical officers and staffs shall be trained in triage (system for prioritization of
patients).
1.3.3.5 Electricity Department
The Electricity Department shall perform the following actions:
The overall responsibility of Electricity Board is to restore the power supply at the
earliest in the aftermath of disasters and ensure uninterrupted power to all vital
installation, facilities and sites;
Prepare a departmental and district specific disaster management plan and submit it
to the DMC. In addition to the plan, SOP shall be prepared which clearly delineates
the roles and responsibilities;
The plan shall basic information, vulnerability analysis, response plan, preparedness
measures and long-term measures. The long-term measures include construction of
multi-hazard resistant future power facilities and premises and retrofitting of existing
department buildings;
A disaster management team and emergency tool kit comprising cable cutters, pulley
blocks, jungle knives, axes, crowbars, ropes, hacksaws and spanners shall be kept in
the state of readiness at each sub-station. Tents for work crews shall also be part of
the kit;
A database of nodal officer at State and district shall be prepared for emergency
power services shall be prepared and shared with DMC respectively;
Standby arrangements for temporary electric supply or generators made for
hospitals, water department, Collect orate, police stations, telecommunications
buildings, transit camps, feeding centers, relief camps and other critical buildings and
installations in case warning for disaster is received.
Immediately undertake inspection of high tension lines, towers, substations,
transformers, insulators, poles and other equipment from the time of receipt of alert
warning;
Establish communication with the ECC, District Control Room and teams at the
disasters site;
Mock drill on mass casualty management at state and district level shall be organized
twice in year. The mock drill shall check the activation and response time of
Rehabilitation 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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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
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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.
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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
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