(EIA) SYSTEM (BRTS) FOR PCMC

ENVIRONMENTAL IMPACT ASSESSMENT 

(EIA) 

FOR 

PROPOSED BUS – BASED RAPID TRANSIT 

SYSTEM (BRTS) FOR PCMC 

PIMPARI – CHINCHWAD 

DISTRICT: PUNE, MAHARASHTRA 

ROPOSED BY 

PIMPARI – CHINCHWAD MUNCIPAL 

CORPORATION [PCMC] 

March 2009

Rapid EIA Study for proposed BRTS 

Table of Content 

CONTENTS 

CONTENTS .................................................................................................................iii 

List of Tables ............................................................................................................... vii 

List of Figures ............................................................................................................ viii 

CHAPTER 1.................................................................................................................. 1 

INTRODUCTION......................................................................................................... 1 

1.1 PREAMBLE................................................................................................................................ 1 

1.2 OBJECTIVES OF THE EIA STUDY........................................................................................ 2 

1.3 METHODOLOGY OF THE STUDY......................................................................................... 3 

1.4 STRUCTURE OF EIA REPORT............................................................................................... 4 

CHAPTER 2.................................................................................................................. 6 

PROJECT DESCRIPTION.......................................................................................... 6 

2.1 INTRODUCTION....................................................................................................................... 6 

2.2 PROFILE OF THE CITY .......................................................................................................... 6 

2.2.1 Historical Background............................................................................................................ 7 

2.2.2 City’s Growth......................................................................................................................... 7 

2.3 VEHICULAR GROWTH AND COMPOSITION ..................................................................... 7 

2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP)................................................ 9 

2.5 PROPOSED BRT SYSTEM ..................................................................................................... 11 

2.5.1 Kalewadi Phata to Dehu-Alandi road................................................................................... 12 

2.5.2 Nashik phata to Wakad......................................................................................................... 13 

2.5.3 Proposed Structures along the Corridors.............................................................................. 15 

2.5.4 Design of Corridors.............................................................................................................. 20 

2.5.5 Location of Bus Stops .......................................................................................................... 21 

2.5.6 Typical Street Sections & Bus Stop Design ......................................................................... 21 

2.6 TRAFFIC STUDIES ................................................................................................................ 27 

2.7 DETAILED PLANS FOR REDEVELOPMENT ALONG CORRIDORS.............................. 27 

CHAPTER 3................................................................................................................ 28 

BASELINE ENVIRONMENTAL QUALITY............................................................ 28 

3.1 INTRODUCTION..................................................................................................................... 28 

3.2 SCOPE OF BASELINE STUDIES.......................................................................................... 28 

3.3 AIR ENVIRONMENT.............................................................................................................. 30 

3.3.1 Meteorology ........................................................................................................................ 30 

3.3.2 Ambient Air Quality............................................................................................................34 

3.4 NOISE ENVIRONMENT......................................................................................................... 37 

3.5 TRAFFIC STUDIES ................................................................................................................ 39 

Pimpri Chinchwad Muncipal Corporation 

iii



3.6 WATER ENVIRONMENT....................................................................................................... 50 

3.6.1 Hydrogeology...................................................................................................................... 55 

3.7 LAND ENVIRONMENT.......................................................................................................... 55 

3.7.1 Physiography....................................................................................................................... 55 

3.7.2 Relief & Drainage ............................................................................................................... 56 

3.8 GEOLOGY ................................................................................................................................ 57 

3.9 SEISMOLOGY.......................................................................................................................... 60 

3.10 LAND USE................................................................................................................................ 61 

3.11 SOIL .......................................................................................................................................... 64 

3.12 BIOLOGICAL ENVIRONMENT ............................................................................................ 67 

3.13 SOCIO ECONOMIC ENVIRONMENT.................................................................................. 69 

3.13.1 Demographic Profile ............................................................................................................ 69 

3.13.2 Socio-Economic Profile ....................................................................................................... 70 

3.13.3 Structures on the Route......................................................................................................... 71 

CHAPTER 4................................................................................................................ 73 

IMPACT ASSESSMENT ........................................................................................... 73 

4.1 INTRODUCTION..................................................................................................................... 73 

4.2 POLLUTION SOURCES ......................................................................................................... 73 

4.3 IDENTIFICATION OF IMPACTS ......................................................................................... 74 


4.4.1 Construction Phase.............................................................................................................. 76 

4.4.2 Functional Phase ................................................................................................................. 78 




4.6 IMPACT ON TRAFFIC ........................................................................................................... 83 



4.8 IMPACTS ON LAND ENVIRONMENT................................................................................. 85 

4.8.1 Land Use & Aesthetics........................................................................................................ 85 

4.8.2 Topography & Geology....................................................................................................... 86 

4.8.3 Soil ....................................................................................................................................... 86 

4.8.3.1Construction Phase ............................................................................................................... 86 

4.9 WASTE DISPOSAL..................................................................................................................87 

4.9.1 Construction Phase............................................................................................................... 87 

4.9.2 Functional Phase .................................................................................................................. 88 

4.10 BIOLOGICAL ENVIRONMENT ............................................................................................ 88 


iv



4.10.1 Construction Phase............................................................................................................... 88 


4.11 SOCIO-ECONOMIC ENVIRONMENT.................................................................................. 89 

4.11.1 Job Opportunity.................................................................................................................... 89 

4.11.2 Improvement of Infrastructure Facilities.............................................................................. 89 

4.11.3 Wider Economic Growth...................................................................................................... 90 

4.11.4 Transportation ...................................................................................................................... 90 

4.11.5 Transient Labour Population ................................................................................................ 90 

4.11.6 Resettlement & Rehabilitation Issues................................................................................... 90 

4.12 SUMMARY OF IMPACTS ...................................................................................................... 90 

CHAPTER 5................................................................................................................ 93 

ENVIRONMENTAL MANAGEMENT PLAN ......................................................... 93 

5.1 INTRODUCTION..................................................................................................................... 93 







5.4 IMPACT ON WATER RESOURCES.................................................................................... 106 

5.4.1 Construction Phase............................................................................................................ 106 

5.4.2 Functional Phase ...............................................................................................................106 

5.5 IMPACTS ON LAND ENVIRONMENT............................................................................... 112 

5.5.1 Construction Phase............................................................................................................. 112 


5.6 BIOLOGICAL ENVIRONMENT .......................................................................................... 113 

5.6.1 Construction Phase............................................................................................................ 113 


5.7 IMPLEMENTATION SCHEDULE OF MITIGATION MEASURES ................................ 115 

5.8 ENVIRONMENTAL MANAGEMENT SYSTEM & MONITORING PLAN ...................... 116 

5.8.1 Environmental Management Cell....................................................................................... 116 

5.8.2 Environmental Monitoring ................................................................................................. 117 

5.8.3 Awareness & Training........................................................................................................ 120 

5.8.4 Record Keeping & Reporting............................................................................................. 120 

5.8.5 Environmental Audits & Corrective Action Plans ............................................................. 120 

5.8.6 Budget Provision for EMP ................................................................................................. 127 

ANNEXURE I........................................................................................................... 129 


v



ANNEXURE II ......................................................................................................... 130 

ANNEXURE III........................................................................................................ 131 

ANNEXURE IV ........................................................................................................ 141 


vi



LIST OF TABLES 

TABLE 1.1: SURVEY OF ENVIRONMENTAL ATTRIBUTES............................................................................ 3 

TABLE 2.1: VEHICLE REGISTRATION DETAILS IN PCMC AREA ................................................................. 7 

TABLE NO. 2.2: NEW REGISTRATIONS OF VEHICLES IN PCMC................................................................. 9 

TABLE NO. 2.3: PROPOSED BRTS........................................................................................................... 12 

TABLE NO. 2.4: LIST OF STRUCTURES ALONG THE CORRIDOR ................................................................ 16 

TABLE NO. 2.5: LIST OF STRUCTURES ALONG THE CORRIDOR ................................................................ 18 

TABLE 3.1: BASELINE DATA GENERATION ............................................................................................. 29 

TABLE 3.2: CLIMATOLOGICAL DATA – IMD PUNE ............................................................................... 31 

TABLE 3.3: WIND PATTERN – IMD PUNE.............................................................................................. 31 

TABLE 3.4: AMBIENT AIR QUALITY RESULTS....................................................................................... 35 

TABLE 3.5: NATIONAL AMBIENT AIR QUALITY STANDARDS (NAAQS)................................................. 36 

TABLE 3.6: NOISE MONITORING RESULTS .............................................................................................. 38 

TABLE 3.7: AMBIENT NOISE QUALITY STANDARDS................................................................................ 39 

TABLE 3.8: LOCATIONS AND SCHEDULE OF OUTER CORDON COUNTS.................................................... 40 

TABLE 3.9: LOCATIONS AND SCHEDULE OF COUNTS ON MAJOR ARTERIAL NETWORK OF PCMC............ 41 

TABLE 3.10: LOCATIONS OF TURNING MOVEMENT SURVEYS................................................................. 41 

TABLE 3.11: SUMMARY OF TRAFFIC COUNTS AT OUTER CORDON POINTS ............................................. 42 

TABLE 3.12: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT OUTER CORDON POINTS...... 43 

TABLE 3.13: SUMMARY OF MID-BLOCK COUNTS ON MAJOR ARTERIALS ............................................... 44 

TABLE 3.14: PASSENGER TRAFFIC VOLUME (IN VEHICLES AND PCUS) AT MID-BLOCK COUNT 

LOCATIONS.................................................................................................................................... 45 

TABLE 3.15: WATER SAMPLING LOCATIONS........................................................................................... 51 

TABLE 3.16: WATER SAMPLE ANALYSIS OF INDRYANI RIVER & NALA NEAR MUNICIPAL CORPORATION 

BOUNDARY.................................................................................................................................... 53 

TABLE 3.17: CHEMICAL ANALYSIS OF GROUND WATERS, NEAR CORRIDOR AREA ................................ 54 

TABLE 3.18: PCMC LAND USE AREAS ................................................................................................... 62 

TABLE 3.19: SOIL CHARACTERISTICS - NASHIK PHATA TO WAKAD BRT CORRIDOR ............................. 66 

TABLE 3.20: SOIL CHARACTERISTICS - KALEWADI PHATA TO CHIKHALI BRT CORRIDOR ..................... 66 

TABLE 3.21: LIST OF FLORA AND FAUNA................................................................................................ 67 

TABLE 3.22: POPULATION PROJECTIONS FOR THE NEXT 20 YEARS.......................................................... 69 

TABLE 4.1: POLLUTANT SOURCES & CHARACTERISTICS......................................................................... 74 

TABLE 4.2: IDENTIFICATION OF IMPACTS (CONSTRUCTION & FUNCTIONAL PHASE)............................... 75 

TABLE 4.3: PARTICULATE EMISSION RATE IN KG PER HOUR FOR DIFFERENT MOISTURE AND SILT 

CONTENT....................................................................................................................................... 77 

TABLE 4.4: EMISSIONS IN LB PER VEHICLE KILOMETRE FOR DIFFERENT SOIL PERCENTAGES AND 

VEHICLE WEIGHT.......................................................................................................................... 78 

TABLE-4.5: EMISSION FACTORS FOR DIFFERENT VEHICLES.................................................................. 79 

TABLE 4.6: NOISE LEVELS GENERATED FROM CONSTRUCTION EQUIPMENT........................................... 80 

TABLE 4.7: SUMMARY MATRIX OF PREDICTED IMPACTS DUE TO PROPOSED PROJECT ........................... 91 

TABLE 5.1: FUGITIVE DUST CONTROL MEASURERS................................................................................ 94 

TABLE 5.2: SUGGESTED PLANT SPECIES - GREEN BELT AREA.............................................................. 115 

TABLE 5.3: IMPLEMENTATION SCHEDULE........................................................................................... 116 

TABLE 5.4: SUGGESTED MONITORING PROGRAM DURING CONSTRUCTION PHASE .............................. 118 

TABLE 5.4: SUGGESTED MONITORING PROGRAM DURING OPERATION PHASE..................................... 119 

TABLE 5.5: RECORD KEEPING REQUIREMENTS ..................................................................................... 120 

TABLE 5.6: BUDGET PROVISION FOR EMP ........................................................................................... 128 


vii



LIST OF FIGURES 

FIGURE 2.1: CATEGORY WISE DISTRIBUTION OF VEHICLES...................................................................... 8 

FIGURE 2.2: IMPROVEMENTS TO ROAD NETWORK................................................................................... 11 

FIGURE 2.3: ROAD CORRIDORS PROPOSED.............................................................................................. 12 

FIGURE 2.4: MAJOR STRUCTURES ON THE CORRIDORS ............................................................................ 16 

FIGURE 2.5: TYPICAL CROSS SECTION OF 45 M ROW ............................................................................. 23 

FIGURE 2.6: CROSS SECTION AND PLAN AT BUS STOP LOCATION WITH MIXED VEHICLE LANE ELEVATED 

...................................................................................................................................................... 24 

FIGURE 2.7: TYPICAL CROSS SECTION AT BUS STOP LOCATION............................................................... 25 

FIGURE 2.8: PLANS AT BUS STOP LOCATION........................................................................................... 26 

FIGURE 3.1: CLIMATE CONDITIONS OF PUNE DISTRICT.......................................................................... 32 

FIGURE 3.2: WIND ROSE OF STUDY AREA, SUMMER............................................................................... 33 

FIGURE 3.3: AAQ AT NASHIK PHATA TO WAKAD BRT .......................................................................... 36 

FIGURE 3.4: AAQ AT KALEWADI PHATA TO CHIKHALI BRT.................................................................. 37 

FIGURE 3.5: SURVEY LOCATIONS............................................................................................................ 42 

FIGURE 3.6: PEAK HOUR TURNING MOVEMENTS AT KSB JUNCTION IN VEHICLES PER HOUR................ 46 

FIGURE 3.7: PEAK HOUR TURNING MOVEMENTS AT KSB JUNCTION IN PCU’S PER HOUR..................... 47 

FIGURE 3.8: PEAK HOUR TURNING MOVEMENTS AT NASHIK PHATA IN VEHICLES PER HOUR................ 48 

FIGURE 3.9: PEAK HOUR TURNING MOVEMENTS AT NASHIK PHATA IN PCU’S PER HOUR .................... 48 

FIGURE 3.10: PEAK HOUR TURNING MOVEMENTS AT KALEWADI CHOWK IN VEHICLES PER HOUR ....... 49 

FIGURE 3.11: PEAK HOUR TURNING MOVEMENTS AT KALEWADI CHOWK IN PCUS PER HOUR.............. 50 

FIGURE 3.12: IRRIGATION AND HYDROGEOLOGY OF PUNE ..................................................................... 55 

FIGURE 3.13: RELIEFS AND SLOPES OF THE PUNE DISTRICT.................................................................... 57 

FIGURE 3.14: GEOMORPHOLOGY OF PUNE .............................................................................................. 59 

FIGURE 3.15: GEOHYDROLOGY OF PUNE DISTRICT................................................................................. 60 

FIGURE 3.16: SEISMIC ZONE MAP OF INDIA ............................................................................................ 61 

FIGURE 3.17: LAND USE AND CROPPING PATTERN OF PUNE................................................................... 63 

FIGURE 3.18: SOIL PROFILE OF PUNE DISTRICT ...................................................................................... 64 

FIGURE 3.19: POPULATION GROWTH ...................................................................................................... 70 

FIGURE 4.1: PREDICTED NOISE LEVELS DURING CONSTRUCTION PHASE................................................ 83 


viii

Rapid EIA Study for proposed BRTS Chapter 1 

CHAPTER 1 

INTRODUCTION 

1.1 PREAMBLE 

Pimpri Chinchwad is one of the most vibrant industrial and urban 

settlement in Maharashtra. Its developed industrial sector, 

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

people and businesses to settle in the city, temporarily or 

permanently. This creates a growing demand for urban 

infrastructure, especially for urban transport infrastructure and 

public transport. 

Pimpri Chinchwad Muncipal Corporation (PCMC) has undertaken an 

exercise of identifying the service need for urban transport and to 

satisfy the identified needs through a well designed and efficient 

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

exercise, PCMC has profiled the current transportation network and 

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

these, a Compressive Mobility Plan has been prepared, identifying 

the need for Urban Transport solutions along various corridors of 

the city 

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

solution to the public transport service needs of PCMC. For 

proposed BRTS PCMC wants to take up two routes for immediate 

implementation are: 

1. Kalewadi to Dehu-Alandi road, and 

2. Nashik Phata to Wakad, 

Sr. 

No. 

1 

Road Name 

Kalewadi to Dehu 

Alandi Rd 

Length 

proposed 

(km) 

ROW 

proposed 

(m) 

Estimated 

Cost 

(Rs Crores) 

11.2 45.0 219.2 

2 Nashik phata to Wakad 8.02 45.0 206.82 

TOTAL 19.22 426.02 

Pimpri Chinchwad Muncipal Corporation 1


As per the World Banks operational Policies on Environmental 

Impact Assessment proposed projects comes in B category 

The purpose of this Environmental Impact Assessment (EIA) study 

is to provide information on the surroundings and the extent of 

environmental impact likely to arise on account of proposed Busbased 

Rapid Transit System (BRTS) on environment. The social 

impact is also of vital importance in this study as this project may 

require land acquisition/removal of encroachments on the ROW. 

Another purpose of the study is to define an Environmental 

Management Plan (EMP) to minimize and mitigate the likely adverse 

environmental and social impacts. 

1.2 OBJECTIVES OF THE EIA STUDY 

The objective of the EIA study is: 

• To give brief description of the project. 

• To assess the present status (baseline) of air, water, land, 

noise, biological and socio-economic components of 

environment including parameters of human interest based on 

secondary data collected from various respective 

departments; 

• To identify, predict and evaluate environmental and social 

impacts expected during the construction phase and the 

functional phase in relation to the existing civic infrastructure 

and the sensitive receptors, if any; 

• To develop mitigative measures so as to minimize the 

pollution, environmental disturbance and the nuisance during 

construction and functional phases of the project; and 

• To design and specify the monitoring schedule, during 

construction and functional phases, necessary to ensure the 

implementation and the efficacy of the mitigative measures 

adopted 



1.3 METHODOLOGY OF THE STUDY 

Keeping in view the nature of activities, impact during operation 

phase of project and various environmental guidelines, area 

affected due to proposed BRTS (2 to 3 kms on either side of both 

the corridors) was identified as ‘Study Area’ for the purpose of EIA 

study. To establish baseline status of air, water, noise, land, 

biological and socio-economic environment in the study area, 

secondary data is used from department like IMD, Environmental 

Department PCMC, Census dept, Environmental Status report, DPR 

of BRTS 

Sampling locations were identified on the basis of following criteria: 

• Predominant wind direction at the study area; 

• Existing topography; 

• Locations of the project activities; 

• Locations of sensitive areas; 

• Area that represents baseline conditions. 

The approach to data collection is outlined in Table 1.1 under the 

subhead, survey of environmental attributes. 

Table 1.1: Survey of Environmental Attributes 

Sr. 

No. 

1 

Attribute 

Ambient 

quality 

air 

Parameters 

SPM, SO 2 , NOx 

No. of Locations, 

Frequency of Monitoring, 

etc. 

Locations: 13 

SPM, SO 2 and NOx - One 24 

hourly sample 

Meteorology 

2 

3 Water quality 

4 Ecology 

Surface: Wind speed and 

direction, temperature, 

relative humidity and 

rainfall. 

Physical, Chemical and 

Biological parameters. 

Existing terrestrial and 

aquatic flora and fauna. 

Secondary data collection 

from IMD. 

Primary data – Sampling at 6 

locations for surface and at 20 

locations for ground water 

quality. 

Based on the data collected 

from secondary sources. Field 

studies for phytoplankton and 

zooplankton in water sources. 



6 Noise levels 

7 Land use 

8 

Socioeconomic 

Aspects 

Noise levels in dB(A) 

• Sound pressure level 

(SPL) 

• Equivalent sound 

pressure Level (L eq ) 

Land use for different 

categories. 

Socio-economic 

characteristics of local 

population 

9 Geology Geology of the area 

10 Hydrology 

Drainage pattern, nature 

of streams, aquifer 

characteristics recharge 

and discharge areas. 

Continuous 24-hourly 

monitoring at different 

locations 

Based on data published in 

Primary Census abstract 2001 

and secondary data. 

Based on data collected from 

secondary sources. Field 

investigations 


secondary sources. 



1.4 STRUCTURE OF EIA REPORT 

The Environmental Impact Assessment (EIA) report contains 

baseline data, assessment of likely impacts, preparation of 

Environmental Management Plan. The report is compiled in following 

five chapters: 

Chapter 1 Introduction 

This chapter describes objectives and methodology for EIA. 

Chapter 2 Project Description 

This chapter gives a brief description of the historical background of 

city, physical characteristics of the city, vehicular growth and 

composition, Comprehensive Mobility Plan, BRT system Design, 

Details of the proposed project 

Chapter 3 Baseline Environmental Status of Project Area 

This chapter presents details of the baseline environmental status of 

all environmental attributes i.e. micro climatological condition, air 

quality, noise, traffic, water quality, soil quality, flora, fauna and 

socio-economic status etc based on secondary data collected from 

respective department. 



Chapter 4 Prediction and Evaluation of Impacts 

This chapter discusses the possible sources of pollution and 

environmental impacts due to proposed Bus based Rapid Transit 

System. 

Chapter 5 Environmental Management Plan 

This chapter deals with the Environmental Management Plan (EMP) 

for the proposed BRTS indicates measures proposed to minimize the 

likely impacts on the environment. It also describes the proposed 

environmental monitoring program. 


Rapid EIA Study for proposed BRTS chapter 2 

CHAPTER 2 

PROJECT DESCRIPTION 

2.1 INTRODUCTION 

Pimpri-Chinchwad is a major industrial centre of the Pune region 

and also of the entire country. It has witnessed a high population 

growth rate of around 100% in the last two decades. The population 

is estimated to reach about 15.07 lakhs by 2011 from the current 

level of 12.8 lakhs. As the city continues to grow, the Pimpri- 

Chinchwad Municipal Corporation (PCMC), which is responsible for 

provision of infrastructure services, needs to prepare itself for 

providing quality services to its citizens in all areas of infrastructure, 

including provision of a reliable public transport system. 

Public transport system forms an important part of development 

projects. In order to provide effective and efficient transport 

facilities to the public, the transport authorities are looking at 

alternative systems which can meet the mobility needs of the 

people. Increasingly, such alternative systems like Mass Rapid 

Transit Systems (MRTS) are being planned in the major cities of the 

country. As the MRTS are expensive, it often becomes possible for a 

municipal body or a state government to cater only to a limited 

area, thus restricting its access to a limited population. A cost 

effective alternative is a Bus-based Rapid Transit System (BRTS), 

which can cater to the mobility needs of a larger population by 

covering a larger geographical area in a city. 

Recognizing that a BRTS will be a cost effective mode of transport 

to the public, PCMC has undertaken a detailed study on its 

feasibility and sustainability of the system 

2.2 PROFILE OF THE CITY 

The city of Pimpri-Chinchwad is situated northeast of Pune and is 

160 km from Mumbai, the capital city of Maharashtra. It is 

predominantly an industrial area, which has developed during the 

last four decades. 



2.2.1 Historical Background 

Pimpri was basically established as a centre for refugees from 

Pakistan. Industrialisation in Pimpri area commenced with the 

establishment of Hindustan Antibiotics Limited in 1956. The 

establishment of the Maharashtra Industrial Development 

Corporation (MIDC) in 1961-62 considerably facilitated industrial 

development in the area. The establishment of large-scale core 

industries has led to the growth of ancillary and small-scale 

industries in and around this industrial belt. Today, Pimpri- 

Chinchwad is a major industrial centre of the Pune region and of the 

entire country. 

2.2.2 City’s Growth 

Development of the Pimpri-Chinchwad Municipal Corporation dates 

back to the establishment of industries such as Bajaj Auto and 

Telco, in the middle of the 20 th century. The establishment of the 

Pimpri-Chinchwad New Town Development Authority (PCNTDA) in 

the 1980s helped the development of residential colonies in the 

1990s to an extent. With the booming IT and ITeS sector in 

neighbouring Pune in the 1990’s, Pimpri-Chinchwad has seen large 

scale development of residential areas. 

2.3 VEHICULAR GROWTH AND COMPOSITION 

As on date, there are more than five lakh registered vehicles plying 

on the roads of PCMC. Apart from these, there are vehicles from 

PMC area using the roads of PCMC on a daily basis.Table 2 .1 below 

indicates the number of registered vehicles in PCMA, over the last 

five years. 

Table 2.1: Vehicle Registration details in PCMC area 

Year * 

Two 

Wheelers 

Auto 

Cars / 

LMVs 

Heavy 

Vehicles 

Others # 

Total 

2002 211,837 5,288 27,811 6,709 16,940 268,585 

2003 236,301 5,415 30,242 6,925 18,188 296,999 

2004 271,319 5,588 35,009 7,501 20,511 339,928 

2005 308,601 6,052 42,255 8,304 22,829 388,041 



Year * 

Two 

Wheelers 

Auto 

Cars / 

LMVs 

Heavy 

Vehicles 

Others # 

Total 

2006 352,111 6,471 50,391 9,206 26,571 444,750 

2007 395,757 6,671 59,856 10,513 30,619 503,397 

AACGR 

13.31 4.76 16.57 9.40 12.57 13.39 

(%) 

Source: RTO, Pimpri-Chinchwad; 

*- as on Mar 31 of that year; 

# - Private vehicles/ambulances/delivery vans, school buses, tractors 

As given in the above table, the registered two wheelers at PCMC 

have grown at a rate of 13.3% and cars have grown at 16.6%. 

Figure 2.1: Category Wise Distribution of Vehicles 

Auto-Rickshaws 

1% 

Category-wise Vehicles as on Mar 31, 2007 

Other Vehicles 

6% 

Heavy vehicles 

2% 

Cars/LMVs 

12% 

2 Wheelers 

Cars/LMVs 

Auto-Rickshaws 

Other Vehicles 

Heavy vehicles 

2 Wheelers 

79% 

There are more than 5.03 lakh registered vehicles in PCMC as on 

March 31, 2007. The vehicles have registered an annual growth of 

over 14% during the last five years. As the above figure indicates, 

about 79% of vehicles registered in PCMC are two-wheelers.. 

Table 2.2 indicates the growth in the registration of new vehicles in 

the Pimpri-Chinchwad region. The high growth rates in the numbers 

of two-wheelers (mopeds and motorcycles) and four-wheelers (cars 

and light-motorised vehicles) indicate a growing dependence on 

private and own transport in PCMC. 



Year * 

Table No. 2.2: New Registrations of Vehicles in PCMC 

Two 

Wheelers 

Auto 

Cars / 

LMVs 

Heavy 

Vehicles 

Others # 

Total 

2002-03 25,625 263 3,223 470 1,793 31,374 

2003-04 34,518 173 4,839 578 2,323 42,431 

2004-05 30,481 384 6,166 991 1,900 39,922 

2005-06 41,296 419 8,136 3,702 893 54,446 

2006-07 43,626 200 9,465 4,048 1,308 58,647 

Source: RTO, Pimpri-Chinchwad 

2.4 REVIEW OF COMPREHENSIVE MOBILITY PLAN (CMP) 

The Comprehensive Mobility Plan aims at overall improvement in 

the movement of people within the city as well as into and out of it. 

The growth is creating a growing demand for urban infrastructure, 

especially for urban transport infrastructure and public transport. 

Pimpri Chinchwad Municipal Corporation (PCMC) had undertaken an 

exercise of identifying the service need for urban transport by 

preparing a CMP. As part of this exercise, PCMC has profiled the 

current transportation network and patterns in the city and has 

projected them for the future. Based on these, the needs for urban 

transport solutions along various corridors of the city have been 

identified. Road network improvement measures such as roadwidening, 

construction of fly-over and bridges have been 

recommended. A bus-based rapid transit system (BRTS) has been 

chosen as the solution to the public transport service needs of 

PCMC. 

The public transportation system in Pimpri-Chinchwad has not been 

able to provide the best services to its citizens. This has lead to 

steep increase in private ownership of vehicles, especially motorised 

two-wheelers. There is urgent need to address the main issues of 

patronage of public transport, poor level of service of the road 

network in PCMC and future traffic congestion on city roads caused 

by private vehicles. To address most of these urban transport 

problems being faced by PCMC currently and those anticipated in 

the future, a Comprehensive Mobility Plan (CMP) study has been 

undertaken, which proposes a bus-based rapid transit system 



spread across the city of Pimpri-Chinchwad along a road network 

with high levels of service. The two main components of the CMP 

are – Traffic study and Land-use study. 

As a part of the traffic study, the following primary surveys have 

been conducted, in order to capture the current traffic patterns in 

the PCMC area: 

1. Classified Traffic Volume Counts at Outer Cordor points, 

2. Classified Traffic Volume Counts on the Internal Road Network 

of PCMC area, 

3. Opinion surveys at Outer Cordon points, 

4. Opinion surveys at Local Railway stations and the Inter-City 

bus terminus, 

5. Intersection turning movements counts at important junctions 

in PCMC area, and 

6. Speed and Delay surveys along important corridors in the 

city. 

A four stage travel demand model was developed to estimate 

Internal – Internal trips within PCMC Area, with the following 

models in each of the four stages: 

(i) 

Trip Generation Model 

i. Trip Production Model – Multiple linear regression 

model 

ii. Trip Attraction Model – Multiple linear regression 

model 

(ii) 

(iii) 

Trip Distribution Model – Gravity model with zone 

influence factors 

Mode Split Model – Multinomial Logit ModelTraffic 

Assignment Model – All-or-nothing for Transit Trips 

and Multinomial Logit based Multipath Assignment 

Model for other trips 



Through detailed analysis of demand on high-density corridors, the 

following information was arrived at using the traffic model. It 

presents the demand for a public transit system along important 

road corridors in PCMC area. 

Corridor 

Corridor Peak traffic – Number of Bus-passenger 

Trips 

2008 2021 

PPD PHPDT PPD PHPDT 

Kalewadi to Delhu-Alandi 33,219 2,132 56,112 3,601 

Nashik Phata to Wakad 41,532 2,665 83,662 5,369 

2.5 PROPOSED BRT SYSTEM 

Based on the current traffic and forecast demand, a bus-based rapid 

transit system was found to be the appropriate public transportation 

system for the city of Pimpri-Chinchwad. 

PCMC is proposing to improve its existing road network and also 

provide a public transportation system in the form of a BRT system 

along its major roads. 

Figure 2.2: Improvements to Road network 

4 

` 

B 

Road Network 

1 Aundh Ravet 

2 NH4 

3 Telco Road 

10 

1 

2 

D 

A 

5 

C 

4 Dehu-Alandi 

5 NH50 (Nashik phata to 

Moshi) 

6 MDR 31 to Dehu 

Alandi road via Auto 

Cluster 

7 

Kalewadi - KSB 

Chowk to Dehu Alandi 

road 

8 

Pune - Alandi 

3 

9 

Nashik phata to 

Wakad 

10 

Kiwale to Bhakti-Shakti 

6 

9 

8 

Road network 

Feeder routes 

Feeder Routes 

A 

Hinjewadi to Tata 

motors 

B 

Bhakti-Shakti to 

Talwade 

7 

C 

D 

Pradhikaran 

Road Parallel to Aundh 

Ravet 



The proposed project involves construction of two Bus – based rapid 

Transit System (BRTS).corridors, Kalewadi to Dehu – Alandi road 

and Nashik Phata to Wakad. The details of the project is given 

below 

S.No. 

1 

Road Name 

Kalewadi to Dehu Alandi 

Rd 

Table No. 2.3: Proposed BRTS 

Length 

proposed 

(km) 

ROW 

proposed (m) 

Estimated 

Cost 

(Rs Crores) 

11.2 45.0 219.2 

2 Nashik phata to Wakad 8.02 45.0 206.82 

TOTAL 19.24 426.02 

Figure 2.3: Road Corridors Proposed 

2 

1 

1 Nashik phata - Wakad 

2 Kalewadi – KSB Chowk - 

Dehu-Alandi road 

Following is a brief description of the each of the project corridors. 

2.5.1 Kalewadi Phata to Dehu-Alandi road 

The road runs from South to North. Length of the road is 10.25 km. 

Kalewadi Phata is situated on the south side between Mula river at 

Boundary of PCMC and Pawana river. The existing road is used for 

BRT corridor after widening up to Chinchwad road. The road takes a 



turn towards Pawana river through virgin land by the side of 

Pawana river. The road crosses Pawana river, Link road, Pune 

Mumbai rail line. Beyond rail line the road goes through Empire 

estate buildings on both sides, where 45 m wide space is left open 

for the proposed road. (Earlier this land belonged to Premier 

Automobiles.) On crossing old Mumbai Pune road, it takes turn 

towards North East along the deserted quarry and passes by the 

Auto Cluster and goes via Crematories towards north east along the 

vacant land of Finolex factory premises, via Commissioner’s 

bunglow to Telco chowk. Telco chowk is almost at geometric center 

of the PCMC area. Telco chowk is on Telco Road, which is parallel to 

Mumbai Pune NH4 old alignment. Telco factory is towards North 

East of the chowk. From the chowk, KT road goes up to Dehu- 

Alandi road via Shahunagar, Telco factory compound and crossing 

the Spine road. 

Out of 10.25 km length, existing road is available in about 9030 M 

length. About 1220 m length passes through virgin land and about 

2437 M is the length of elevated road containing flyovers on 

Mumbai Pune Road, ROB On Mumbai Pune Rail Line, Flyover on Link 

road, Flyover on D.P.Road & Pawana Bridge. 

The detailed drawing of BRTS is attached in Annexure I 

2.5.2 Nashik phata to Wakad 

The Pimpri Chinchwad Municipal Corporation has planned to develop 

all major missing DP links for better connectivity and overall 

development of the area. The proposed Road Link is one of the 

most important links, which connects the Arterial Roads of the 

PCMC area. The Link connects the Existing Mumbai-Pune Road to 

the Westerly Bypass (NH4) crossing the Aundh-Ravet Link Road. 

The NH-50 which terminates at the Nashik Highway Junction will get 

Direct connectivity to the Westerly Bypass (NH4) thus making 

access possible between Nashik-Mumbai, Nashik-Satara and vice 

versa. The Software Park of Pune which is located at Hinjewadi also 

gets direct access to the Northern and central parts of the PCMC. 

The link comprises of following major parts combined together in a 

single package: 



• Flyover and ROB at Nashik phata (Old NH-4 junction) 

including bridge on River Pawana. 

• Road link between the interchange at Kasarwadi to Westerly 

Bypass at Wakad through Pimple Gurav, Vaidu Vasti, 

Kaspatewasti and Wakad . 

The flyover at Kasarwadi originates from the NH-50 @ 420m from 

the Nashik highway Junction. The Flyover crosses the Mumbai Pune 

road (old NH-4), Central railway (Mumbai-Pune line) and Pawana 

River. 

At the end of the Proposed Flyover on the South-western side of the 

Pawana River, the 45m DP link originates to continue further 

towards Gurav Pimpale, Vaidu wasti, Wakad and Westerly bypass. A 

two-lane unidirectional Flyover is proposed at the junction of the 

45m DP link and the Aundh-Wakad Link Road. The Flyover descends 

and the proposed road link of 45m continues ahead all along the 

existing road right upto the Wakad Junction with the NH-4 Westerly 

Bypass. The existing road continues from Ch.5+590 to Ch.7+411. 

At Ch: 7+411 (alternatively (Km0+360 of last existing road 

Section) the Ramp of the Flyover on Existing NH4 Bypass begins. It 

is proposed to Construct a Three Lane Flyover Parallel to the 

existing Three-Lane Flyover on the NH4-Bypass at Wakad. The 

Configurations for the Proposed Flyover shall be same as that of the 

existing Three-Lane Flyover. The Shape of the Pier and 

superstructure as shown in the Drawings shall be maintained by the 

Concessionaire. 

The 0+00 chainage of the proposed Road Link is proposed to be on 

the centerline of the existing Mumbai-Pune Road in the middle of 

the Nashik highway Junction. The Ramp of the Main Flyover of the 

proposed Interchange at Nashik Highway junction ends at CH: 

0+500 of the road link towards Gurav Pimpale. The next Flyover 

Proposed is a unidirectional Flyover starting at Ch:5+340 and ends 

on the existing road at proposed ch:5+891.345. The Flyover at the 

end of the Project road corridor is a Flyover proposed to be 

constructed parallel to the existing three lane Flyover. 

The Match point of the missing DP link with the 45m DP link 

continuing on existing Aundh-Wakad Road is 5+680. The Chainages 



of the 45m DP road Package, from Wakad junction at NH4 Bypass 

to the T-junction of Aundh-Wakad Road with 45m DP link, are 

increasing from NH4 Bypass towards the Kaspatewasti/Aundh 

direction. Thereby the match point of 5+680 is Ch: 2+110.856. The 

Scope of proposed package mentions continuous chainages 

increasing from Kasarwadi Flyover to the Wakad Nh4-Bypass. 

The Nashik Highway Junction where the Project road starts and 

where an Interchange is proposed is a T-junction. The NH-50 

Terminates/originates from the Mumbai-Pune Road at this T- 

junction at Nashik Phata. The Mumbai Pune Road has a 61m ROW 

and the NH-50 has a 45m ROW. The NH-50 has presently a Four- 

Lane carriageway Configuration and the Mumbai Pune road is being 

developed as 10-lane divided carriageway configuration road. The 

Mumbai-Pune Road has a 19.2m wide divided concrete carriageway 

with each lane of concrete road having 9m widths. The service 

roads on either edge are 11m wide with a tree divider between the 

BT service roads and Concrete Main carriageways. Landscaping 

corridor is also provided beyond service road depending on available 

land. 

The existing Nashik Highway (NH-50) is four lane BT road divided 

carriageway with 1.20m median. 

The detailed drawing of BRTS (Nashik Phata to Wakhad) is attached 

in Annexure II 

The cross-section drawings and plan has been presented figure 2.5 

to figure 2.8. PCMC has made provisions for all road types of users 

for a safe and smooth commuting. A high level of service is aimed 

to be maintained. 

2.5.3 Proposed Structures along the Corridors 

Apart from the road infrastructure, some structures are being 

proposed along the corridor alignment in order to make the road 

network more efficient and improve the level of service of road 

users. These include facilities such as fly-overs and rail-over bridges 

(ROB). 



The alignment of both proposed corridors crosses the Pawana River, 

the Mumbai-Pune railway line and the Old NH4. These three aspects 

are being bypassed by providing bridges. 

Figure 2.4: Major structures on the corridors 

Following is list of structures proposed along the corridor - Nashik 

phata to Wakad junction: 

Table No. 2.4: List of Structures along the Corridor 

S.No. Chainage Provision Particulars 

1 0970 MV lane + 1 

2 1560 Subway 

To be provided for entire 75 m 

width for defence land 

3 4140 MV lane level +1 Junction Kunal Icons 

4 5560 

Unidirectional flyover for 

M V lane 

5 5960 MV lane level +1 

6 7190 MV lane level +1 

BRTS @ grade Y Junction. 

T junction 24m D.P. Road to 

Kalewadi 

T junction 24.0 m; D. P. Road to 

Dange Chowk 



A major interchange is proposed at the Nashik phata junction, at 

the start of the Road link is a six lane divided carriageway having 

total width of 24.20m. The ROB portion has additional footpaths of 

1.50m on each side and hence the roadway width in ROB portion is 

27.20m. The length of this main flyover is 542.66m.The flyover is 

provided with five ramps as details shown below. 

• Ramp R1 & L1 

The Ramps R1 & L1 are provided with two lanes and descend from 

the main flyover between the Railway Line and the River. These 

ramps provide access to the pocket between the Railway Line and 

the River and connect this area with the Mumbai-Pune Road and 

the Nashik highway NH-50. These ramps are a mandatory part of 

the Flyover. 

• Ramp R2 & L2 

The Ramps R2 and L2 connect the Main Flyover with the Mumbai- 

Pune Road. They provide access from Main Flyover to traffic coming 

from Pune and for traffic moving towards Mumbai. 

• Trumpet Loop LP1 

This trumpet loop LP1 is provided with single lane to provide access 

for traffic moving from the Westerly by pass and moving towards 

Pune. 

The 45m DP Link is proposed to have a 6-Lane Divided carriageway 

Configuration with Service roads on either end. The detailed 

configuration is as shown in the Typical Cross Sections which are 

part of the Drawing Volume of the Tender Document. The 45m DP 

link is proposed to develop to full 45m DP widths. 

The Flyover proposed at Ch: 5+575 is a unidirectional two-lane 

flyover without any ramps/branches. This Flyover has been 

proposed to avoid conflict at the T-Junction. This Flyover is part of 

this package and the shape of sub-structure /superstructure has to 

be strictly followed as shown in the Drawing Volume. 



The link from Ch: 5+540 onwards follows the existing Road right 

upto the westerly Bypass. The Link crosses the Wakad Village and 

touches the Westerly Bypass at the Location where the existing 

Wakad Flyover crosses the Westerly Bypass. The Existing Flyover is 

a three lane Flyover. A Flyover is proposed parallel to the existing 

one with three-lane carriageway configuration and pier 

arrangements to be same as that of the existing one. The Flyover 

parallel to the Existing Flyover on the NH-4 bypass is proposed to 

have ramps descending to the 61m ROW edge of the existing NH4- 

Bypass. 

Various Vehicular Subways have been proposed at various locations 

in addition to Pipe culverts and Box Culverts. The Drawing volume 

and the Schedule B indicate the list of Structures to be constructed 

all along the corridor. 

Following is list of structures proposed along the corridor – Kalewadi 

phata to Dehu Alandi road: 

Table No. 2.5: List of Structures along the Corridor 

S.No. Chainage Provision Particulars 

1 1/610 Junction of Chinchwad road- Kalewadi road. Fly-over 

2 3/080 Centre of Pawana River River bridge 

3 3/250 Centre of D.P.Road Fly-over 

4 3/430 Centre of Link Road Fly-over 

5 3/640 Centre of Pune Mumbai Rail Line ROB 

6 4/290 Centre of Old Pune Mumbai Road Fly-over 

7 7/950 Spine road junction Fly-over 

Following are details of the above structures. 

Flyover at Chinchwad-Kalewadi junction 

• Spans - 7 spans of 25 m 

• Reinforced Earth portions- 135 m and 165 m 

• Total length is 475 m. 

• The clearance on the link road available is 5.50 m. 



• The width of Flyover is 2 x 12.05 = 24.10 m .For each unit 

there is single circular pier. Diameter of pier is 2.50 m for 

each unit in 12.05 m width. The method of construction 

will be as stated in GS I. 

Pawana River Bridge 

A number of bridges have been built on Pawana river in past, details 

of these bridges are given in the book “Bridge in Maharashtra“. 

Rock is available in the riverbed. However there is standing water of 

about 3 m. depth always in the river. Temporary R.C.C. well is 

provided for dewatering and make open foundations. 

• The proposal for the bridge is to provide overall width = 2 

x 13.70 = 27.40 m. similar to ROB with footpath. 

• 4 spans of 30 m = 120 m 

• R.C.C. Box type abutment and return 2X10 m = 20 m 

• Approach on Kalewadi side reinforced = 100 m 

• Earth approach is proposed 

• Total Length = 240 m 

There are two structural units with a joint each of 13.70 m. Four 

Pre-cast pre-stressed girders are proposed. Wall type piers flared up 

to top are proposed to minimize the cost of foundation. 

Flyover on link Road 

• Spans – 3 spans of 30 m. 

• 5 span of 25 m 


• The clearance on the link road available is 7.50 m. 

The width of Flyover is 2 x 12.05 = 24.10 m .For each unit there is 

single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 

m width. The method of construction will be as stated in GS I. 

Flyover on D.P. (18M) Road 

• Spans – 2 spans of 30 m. 

• 7 span of 25 m 

• Ramp Length of 110 m on both sides. 




The clearance on the D.P. road is kept 5.50 m. By the two sides 

3.75 m. clear wide earthen ramps of length of 110m are provided 

as access from river bridge to Link Road below on the ground level. 

The width of Flyover is 2 x 12.05 = 24.10 m. For each unit there is 

single circular pier. Diameter of pier is 2.50 m for each unit in 12.05 

m width. The method of construction will be as stated in GS I. 

Rail Over Bridge 

One span of 22 m on the rail line, which is meant for shunting 

purpose. 1 span of 30 m is for Main line. At present there are 2 

lines. Provision is made for 3 additional lines thus 30 m can 

accommodate 5 lines. Railway land width is 52 m. The structure is 

built by railway over rail lines. The separate drawing is prepared; 

this will have to be approved by the railways. There are two 

separate units each having a width of 13.70 m. 4 nos. of pre-cast 

girders are in each unit. Pier consists of 4 circular columns under 

each girder for each unit. Depth is maintained at 2 m. 

2.5.4 Design of Corridors 

In terms of the configuration of road and BRT corridors, the 

following recommendations have been made in the study: 

1. Dedicated bus-lanes have been located in the middle of the 

carriageway, on either sides of the median, 

2. Bus-stops are located at a distance of about 250 m on either 

side of junctions and at mid-block locations at distances of 

500-700 m beyond junctions, 

3. In order to have least hindrances for pedestrians to cross 

roads to reach bus-stops, it has been recommended that the 

bus-stops be located at grade with the pedestrian lanes 

provided at the edge of RoW. The through traffic lanes on 

either sides of BRT lanes would be elevated to a minimum 

height of the buses. This would enable pedestrians to reach 

bus-stops with minimum impedance. 

4. Provision of separate lanes for pedestrians and non-motorised 

vehicles on either ends of RoW, 



The corridors also have other components which are aimed at 

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

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

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

proposed to facilitate pedestrian crossings at crowded locations. 

Details of these components have been presented in the report. 

2.5.5 Location of Bus Stops 

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

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

from road junctions. The distance of the nearest bus stop 

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

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

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

are also aligned similarly with higher FSI around bus stops 

2.5.6 Typical Street Sections & Bus Stop Design 

The design options of Corridors are primarily based on ROW, 

functional character (through traffic) and whether bus lanes are 

dedicated or not. The design considerations are as follows 

• Efficient movement of buses in the bus lanes 

• Safety and comfort of bus passengers while boarding, 

alighting and transferring 

• Safety and comfort of pedestrians 

• Efficient flow of mixed traffic 

As mentioned above, three kinds of bus stops have been 

conceptualized; 

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

lanes and accessed through Foot 

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

carriageway of mixed traffic, accessed directly from 

footpath, 

• At-grade bus stops placed under elevated carriageway of 

mixed traffic, accessed directly from footpath. 



ROW 45 m: 

Salient features: 

• Central dedicated bus lanes, separated by a median. 

• Mixed traffic lanes provided on either side of bus lanes – 

four lanes on either side. 

• At bus stops two mixed traffic lanes are elevated while two 

remain at-grade to function as service lanes. 

• Buses which have to stop at the bus stop shall move under 

the flyover, hence mixed lanes are elevated by 5 m. 

• Median bus stops are at-grade and positioned below the 

elevated mixed traffic lanes. 

• Cycle track, footpath and a landscaped area has been 

provided adjoining the mixed traffic lanes. 

• At the bus stops, the bus shelter has been provided in the 

landscaped area between the through traffic lane and 

dedicated bus lane 



Figure 2.5: Typical Cross Section of 45 m RoW 



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



Figure 2.7: Typical Cross Section at bus stop location 



Figure 2.8: Plans at Bus Stop Location 



2.6 TRAFFIC STUDIES 

In order to estimate travel demand for the present and the future, 

the following procedure has been considered: 

Step 1: In addition to the secondary data collected, extensive 

primary traffic surveys have been carried out to obtain data on 

baseline traffic and travel characteristics 

Step2: Travel demand model has been calibrated and validated to 

mimic the prevailing traffic and travel pattern in PCMC Area 

Step3: Future travel demand has been estimated based on 

anticipated growth in the city (population and land use) 

2.7 DETAILED PLANS FOR REDEVELOPMENT ALONG 

CORRIDORS. 

It is proposed that Detailed Redevelopment plans be prepared for all 

the land falling in the 500 m buffer of the BRT Corridors with the 

following principal objectives: 

1. Appropriation of land for widening the ROW where required 

2. Appropriation of land for secondary roads to serve the 

redevelopment area 

3. Appropriation of land for public facilities such as gardens, 

park, public plazas, informal markets, facilities for health and 

education, law enforcement, communications, power supply, 

water supply, sanitation and paid public parking near bus 

stops. 

4. To plan for enhanced level of services in the Corridor, 

commensurate with the changes in land use and density. 



CHAPTER 3 

BASELINE ENVIRONMENTAL QUALITY 

3.1 Introduction 

Baseline environmental status forms the basis for evaluation of the 

proposed development on the existing site conditions. This can be 

broadly grouped into physical, social, aesthetic and economic 

environment. Physical environment includes air, water, land, 

aquatic and terrestrial flora & fauna, civic infrastructure, public 

services, etc. Social environment includes demography. Aesthetic 

environment includes historical monuments, archaeological or 

architectural sites at and in the vicinity of the proposed project 

activity. 

3.2 Scope of Baseline Studies 

For the present EIA study, the attributes of environment 

considered are: 

• Air environment (Meteorology, ambient air quality, noise 

levels, traffic pattern and traffic density); 

• Water environment; 

• Land environment (Geology, Geo-hydrology, land use, solid 

waste disposal, etc.); 

• Biological environment (Flora, fauna, vegetation, 

ecosystem); and 

• Socio-economic environment (Demography, occupational 

structure, educational, medical facilities, literacy etc.) 

It is important to define the study area for conducting the 

Environmental Impact Assessment Study to rightly assess the 

changes likely to arise due to the proposed developmental activity. 

In the proposed project, area affected due to BRTS (2 to 3 kms on 

either side of both the corridor) is identified as ‘Study Area’. The 

environmental parameters are studied to establish an existing 

environmental scenario for an study area, which is considered as an 

impact zone. 



Following section of the report describes the baseline environmental 

scenario in the study area with respect to the above stated 

environmental attributes along with its monitoring details, results 

obtained, data analysis and the conclusions. 

The details of the sampling location in the study are given in Table 

3.1 and depicted in Figure 3.1. 

Table 3.1: Baseline Data Generation 

Sr. 

No. 

1 

Attribute 

Ambient 

quality 

air 

Parameters 

SPM, SO 2 , NOx 

No. of Locations, 

Frequency of Monitoring, 

etc. 

Locations: 13 

SPM, SO 2 and NOx - One 24 

hourly sample 

2 

Meteorology 

3 Water quality 

4 Ecology 

6 Noise levels 

7 Land use 

8 

Socioeconomic 

Aspects 

Surface: Wind speed and 

direction, temperature, 

relative humidity and 

rainfall. 

Physical, Chemical and 

Biological parameters. 

Existing terrestrial and 

aquatic flora and fauna. 

Noise levels in dB(A) 

• Sound pressure level 

(SPL) 

• Equivalent sound 

pressure Level (L eq ) 

Land use for different 

categories. 


characteristics of local 

population 

9 Geology Geology of the area 

10 Hydrology 

Drainage pattern, nature 

of streams, aquifer 

characteristics recharge 

and discharge areas. 

Secondary data collection 

from IMD. 

Primary data – Sampling at 6 

locations for surface and at 20 

locations for ground water 

quality. 

Based on the data collected 

from secondary sources. Field 

studies for phytoplankton and 

zooplankton in water sources. 

Continuous 24-hourly 

monitoring at different 

locations 

Based on data published in 

Primary Census abstract 2001 

and secondary data. 


secondary sources. Field 

investigations 







3.3 Air Environment 

3.3.1 Meteorology 

Meteorology (weather and climate) is the key to understanding air 

quality. The essential relationship between meteorology and 

atmospheric dispersion mainly involves the wind in the broadest 

sense. Wind fluctuations over a very wide range of time accomplish 

the dispersion pattern and strongly influence various other 

associated processes. 

Climatological Data – IMD Pune 

Pune is more or less pleasantly characterised by dryness during 

most part of the year. It receives southwest monsoon rainfall 

measuring 722 mm in season on average for entire district; 

however study area receives 1000 to 1200 mm rainfall annually. On 

an average, the temperature during summer varies form 16.5°C to 

38.1°C. The average relative humidity during morning and evening 

is about 58% and 21%. 

The wind pattern as per the IMD observations shows that winds are 

generally light i.e. in the range of 1 to 19 kmph with some increase 

in the force during latter half of the summer and in the southwest 

monsoon season. The annual wind pattern shows the prominent 

wind directions as north-east, north-west, northwest followed by 

south-west. 

Climatological conditions of Pune are tabulated in Table 3.2 and 

Table 3.3 & shown in Figure 3.1. 



TABLE 3.2: Climatological Data – IMD Pune 

Month Atmospheric Pressure 

(hPa) 

Temperature ( 0 C) Relative Humidity 

(%) 

Total Rainfall 

(mm) 

8:30 

hr 

17:30 

hr 

Max. Min. 8:30 

hr 

17:30 

hr 

January 12.5 11.6 30.3 11.4 74 31 0.0 

February 11.9 10.0 32.8 12.7 61 23 0.5 

March 13.2 10.6 36.0 16.5 50 21 5.3 

April 16.2 14.3 38.1 20.7 48 26 16.6 

May 20.7 18.8 37.2 22.5 58 38 40.6 

June 24.5 23.5 32.1 22.9 75 62 116.1 

July 25.0 24.7 28.3 22.0 84 76 187.2 

August 24.5 24.3 27.5 21.4 86 78 122.3 

September 23.8 23.6 29.3 20.7 83 71 120.0 

October 21.6 19.2 31.8 18.8 76 51 77.9 

November 16.6 15.4 30.5 14.7 72 42 30.2 

December 13.8 13.1 29.6 12.0 74 37 4.8 

Source: Climatological Tables- IMD Pune, 1951-1980 

TABLE 3.3: Wind Pattern – IMD Pune 

Wind Speed 

Seasonal % frequencies and predominant directions 

(kmph) Annual Summer Monsoon Postmonsoon 

Winter 

Data Recorded at 0830 hr 

0 – 1.0 (CALM) 58.36 56.52 25.41 78.69 91.11 

1.01 - 19.0 40.27 42.39 71.31 21.31 8.89 

20.0 - 61.0 1.37 1.09 3.28 0.00 0.00 

>61.0 0.0 0.0 0.00 0.00 0.00 

Predominant wind directions 

1 W W W E W 

2 SW SW SW W E 

3 S-SE S S SE-SW SW 

Data Recorded at 1730 hr 

0 - 1.0 (CALM) 21.64 8.70 5.74 47.54 38.89 

1.01 - 19.0 71.78 81.52 82.79 52.46 60.00 

20.0 - 61.0 6.58 9.78 11.47 0.00 1.11 

>61.0 0.0 0.0 0.00 0.00 0.00 

Predominant wind directions 

1 W W W E W 

2 NW NW SW W E 

3 SW SW NW NE NW 

Source: Climatological Tables- IMD Pune, 1951-1980 



Figure 3.1: Climate Conditions of Pune District 



Figure 3.2: Wind Rose of Study Area, Summer 

Calm Winds 65.9% 

Wind speed in Km/hr 



The Pimpari Chinchwad experiences three distinct seasons of 

summer, monsoon and winter. Typical summer months are from 

March to May, with maximum temperatures ranging from 35 to 

39°C. The city often receives locally developed heavy 

thundershowers with sharp downpours in May. The nights however, 

are significantly cooler compared to most other parts in this region 

owing to its high altitude. The cities of Pune and Pimpri-Chinchwad 

receive moderate rainfall with an annual average of 722 mm, 

mainly between June and September as the result of southwest 

monsoon. July is the wettest month of the year. The weather is very 

pleasant in the city with average temperatures ranging from 20 to 

28°C. The city experiences winter from November to February. The 

day temperature hovers around 29°C while night temperature is 

below 10°C for most of December and January, often dropping to 5 

or 6°C. 

3.3.2 Ambient Air Quality 

Air pollution can cause significant effects on human beings, animals, 

vegetation and materials. However, proposed BRTS project is not a 

major contributor to the air pollution except for particulate matter 

emission during construction phase. As far as functional phase is 

concerned, emission due to vehicular traffic. Air environment 

monitoring covers the parameter for which National Ambient Air 

Quality standards have been defined by the Ministry of Environment 

and Forests. Accordingly, parameters monitored were Suspended 

Particulate Matter (SPM), Oxides of Nitrogen (NOx), and Sulphur 

Dioxide (SO2). 

An assessment of baseline air quality has been undertaken in view: 

(a) to establish the status of exposure of the major 

sensitive receptors, and 

(b) to identify the major air pollution sources and their 

impacts on the area surrounding the site. 

This assessment was accomplished by examining the sources of air 

emissions within vicinity of the proposed BRTS through site-specific 

background sampling program. The sources of air pollution in the 

region are identified as industries in the MIDC area, vehicular 

traffic, dust arising from unpaved roads etc. 



Monitoring Network 

An ambient air quality network was established to ascertain the 

major air pollutants (SPM, SO2, NOX) with following considerations; 

• Meteorological conditions of the area; 

• Topography of the study area; 

• Representative background air quality/pollution pockets for 

obtaining baseline status; and 

• Representative likely impact areas. 

The monitoring stations were located so as to cover all the upwind, 

down wind areas with respect to the site. Air quality monitoring 

locations & results are described in Table 3.4 

Samples are collected and analysed as per IS: 5182 (part II, IV, VI 

and X). 

Results: 

Monitoring results are presented through Table 3.4. National 

Ambient Air Quality Standards (NAAQS) are presented in Table 3.5. 

TABLE 3.4: Ambient Air Quality Results 

Nashik Phata to Wakad BRT: 

Sr. 

No. 

Location Parameters (μg/m 3 ) 

SPM SO 2 NO X 

1 Nashik Phata 135.8 12.6 9.45 

2 Sangavi 93.21 10.34 4.99 

3 Pimple Gurav 78.2 8.4 6.2 

4 Pimple Nilkh 75.19 10.2 5.82 

5 Kaspate Wasti 72.3 7.4 7.92 

6 Wakad 77.4 8.46 5.2 



Kalewadi Phata to Chikhali BRT: 

Sr. 

No. 

Location Parameters (μg/m 3 ) 

SPM SO 2 NO X 

1 Kalewadi Phata 102.98 12.69 4.16 

2 Sawant Petrol Pump 177.44 16.14 4.93 

3 Pimpri Camp 192.1 20.4 3.88 

4 Link Road 120.4 11.6 18.4 

5 Empire Estate 104.18 19.07 26.5 

6 KSB Chowk 170.2 20.23 29.8 

7 Telco Gate 80.54 8.5 9.3 

Table 3.5: National Ambient Air Quality Standards (NAAQS) 

Pollutant 

Concentration in Ambient Air 

Time Weighted 

Residential, Rural & 

Average Industrial Areas 

Sensitive Areas 

Other Areas 

SPM 24 hours 500 μg/m 3 200 μg/m 3 100 μg/m 3 

RSPM 24 hours 150 μg/m 3 100 μg/m 3 75 μg/m 3 

SO2 24 hours 120 μg/m 3 80 μg/m 3 30 μg/m 3 

NOX 24 hours 120 μg/m 3 80 μg/m 3 30 μg/m 3 

CO 8 hours 5 mg/m 3 2 mg/m 3 1 mg/m 3 

The ambient air quality results for both the corridors are presented 

in the Figure 3.3 to 3.4. 

Figure 3.3: AAQ at Nashik Phata to Wakad BRT 

Ambient Air Quality Concentrations 

160 

Concentrations 

140 

120 

100 

80 

60 

40 

20 

0 

Nashik 

Phata 

Sangavi 

Pimple 

Gurav 

Pimple 

Nilkh 

Kaspate 

Wasti 

Wakad 

SPM (μg/m3) 

SO2 (μg/m3) 

NO2 (μg/m3) 



Figure 3.4: AAQ at Kalewadi Phata to Chikhali BRT 

250 

Ambient Air Quality Concentrations 

Concentrations 

200 

150 

100 

50 

SPM (μg/m3) 

SO2 (μg/m3) 

NO2 (μg/m3) 

0 

Kalewadi Phata 

Sawant Petrol Pump 

Pimpri Camp 

Link Road 

Empire Estate 

KSB Chowk 

Telco Gate 

Observations 

The maximum concentration of SPM is observed to be as 192.1 & 

177.44 µg/m 3 at Pimpri Camp & Sawant Petrol Pump. This could be 

due to the vehicular activity. However; the average concentrations 

of SPM are observed to be well within the given permissible limits at 

all stations. 

The Sulphur Dioxide levels monitored at all the locations are within 

permissible limits, with the highest value of 20.23 µg/m 3 observed 

at KSB Chowk. This higher value appears to be the result of the 

heavy traffic movement at that place. 

The Oxides of Nitrogen levels monitored at all the locations are also 

within the stipulated standards of 80 µg/m 3 . The highest value 

recorded is 29.8 µg/m 3 at KSB Chowk. 

3.4 Noise Environment 

The noise levels measurements were carried out using precision 

noise level meter. The noise level survey was carried out at both the 

corridors. The major source of noise identified in the study area has 

been predominantly the vehicular movement and the construction 



activities. Ambient noise levels have been also monitored in 

residential and commercial areas. 

Selection of Locations for Monitoring 

Noise monitoring has been undertaken for the duration of 24 hrs at 

each location to cover up all the periods of the day to establish the 

baseline noise levels and assess the impact of the total noise 

generated by the operation of the proposed BRTS project. 

The details of noise monitoring locations & noise levels of both the 

corridors are given in Table no. 3.6 

Instrument Used for Monitoring 

Sound pressure level (SPL) measurements were automatically 

recorded with the help of an Integrated Sound Level Meter to give 

the equivalent noise level for every hour continuously for 24 hours 

in a day. 

Results 

Equivalent noise levels viz., L day and L night , at the noise monitoring 

locations are provided in Table 3.6 while noise standards are 

provided in Table 3.7. 

Table 3.6: Noise Monitoring Results 

Nashik Phata to Wakad BRT Corridor 

Values are in dB(A) 

Location 

Day Time 

Night Time 

Leq Limit Leq Limit 

Nashik Phata 86.76 65 58 55 

Sangavi 74.3 65 53.2 55 

Pimple Gurav 72.13 65 52.8 55 

Pimple Nilkh (Jagtap 

Dairy) 

52.4 55 43.2 45 

Kaspate Wasti 54.7 55 44.1 45 

Wakad 69.8 65 51.4 55 



Kalewadi Phata to Chikhali BRT Corridor 

Values are in dB(A) 

Location 

Day Time 

Night Time 

Leq Limit Leq Limit 

Kalewadi Phata 77.85 65 54 55 

Sawant Petrol Pump 69.4 65 56.3 55 

Pimpri Camp 70.5 55 48 45 

Link Road 88.61 65 59.2 55 

Empire Estate 78.88 65 52.4 55 

KSB Chowk 84.28 65 53.2 55 

Telco Gate 66.5 75 49.8 65 

Note: Daytime: 6.00 a.m. to 10.00 p.m. 

Night time: 10.00 p.m. to 6.00 a.m. 

Table 3.7: Ambient Noise Quality Standards 

Limits in dB(A) Leq* 

Category of Area/Zone 

Day Time 

Night Time 

Industrial area 75 70 

Commercial area 65 55 

Residential area 55 45 

Silence Zone 50 40 

• Daytime shall mean from 6.00 a.m. to 10.00 p.m. 

• Night time shall mean from 10.00 p.m. to 6.00 a.m. 

• Silence zone is defined as an area comprising not less than 100 meters 

around hospitals, educational institutions and courts. The silence zones are 

zones, which are declared as such by the competent authority. 

• Mixed categories of areas may be declared as one of the four abovementioned 

categories by the competent authority. 

Observations 

Noise Levels observed at all the locations near the proposed BRTS 

are above the standard day time limits. Noise levels at some 

locations are exceeding the standard night time limit; however; this 

is attributable to vehicular traffic. 

3.5 TRAFFIC STUDIES 

To understand the baseline traffic and travel characteristics, trips in 

the PCMC Area have been divided into the following classes: 

E 

I 

I 

I 

E 

PCMC Area 

I 

E 

E 



• Internal to Internal Trips (I to I) , where both ends of a trip 

(i.e., origin as well as destination) lie with in PCMC, 

• Internal to External Trips (I to E), where trips have origin in 

PCMC and destination outside, 

• External to Internal Trips (E to I), where trips have 

destination inside PCMC and origin outside, and 

• External to External Trips (E to E), where both ends of trips lie 

outside PCMC 

Classified Traffic Volume Counts at Outer Cordon Points 

The points for this survey were located on the outer limits of the 

study area. Number of vehicles, by classification, crossing the 

survey location in both directions of the traffic was counted at these 

points, for 16 hours on a working day, starting from 6:00am in the 

morning to 10:00pm in the night. The following table presents 

locations and schedule of Outer Cordon Counts. 

Table 3.8: Locations and Schedule of Outer Cordon Counts 

Sr. No. 

V1 

V2 

V3 

V4 

V5 

V6 

Location 

Dapodi Bridge (on NH-4 going to Pune) 

Aundh Bridge (on Aund-Ravet Road) 

Bangalore Highway (after Wakad Junction) 

Mumbai Pune Expressway 

Nashik Highway (NH-50) before Toll Plaza 

On NH-4 before Nigdi Junction 

Classified Traffic Volume Counts on the Internal Road 

Network of PCMC Area 

The following table presents locations and schedule of classified 

traffic volume counts carried out on major arterial network in PCMC 

Area. 



Table 3.9: Locations and Schedule of Counts on major 

arterial network of PCMC 

S.No. 

V7 

V8 

V9 

V10 

V11 

V12 

V13 

V14 

V15 

Location 

Between Nigdi Junction & Chinchwad Jn 

Between Pimpri Jn & Kasarwadi Jn 

Before KSB Chowk (after Thermax) 

On Telco Road - between KSB Chowk & NH-50 

Between Kalewadi Chowk & Dange Chowk 

On Dehu-Alandi Rd 

On Nigdi Jn to Dehu-Alandi Rd 

On NH-50 at Bhosari 

Small bridge parallel to Dapodi bridge (Bopodi) 

Intersection Turning Movement Counts on the Internal Road 

Network of PCMC Area 

Peak period intersection turning movement counts have been 

carried out at major intersections in PCMC Area. Morning 7:00 am 

to 11:00 am and evening 4:30 pm to 8:30 pm have been 

considered as peak periods. 

Table 3.10: Locations of Turning Movement Surveys 

S.No. Location Intersection Type 

T1 Nigdi Jn including Fly-over X Type 

T2 Chinchwad Jn X Type 

T3 Morwari Jn including Underpass X Type 

T4 KSB Chowk X Type 

T5 Dange Chowk X Type 

T6 Kasarwadi Jn T Type 

T7 Kalewadi Jn T Type 



Figure 3.5: Survey Locations 

Analysis of Cordon Counts 

Classified traffic volume was counted for 16 hours at six cordon 

locations. The following table summarises traffic intensity at the 

cordon points in vehicles and PCUs (Passenger Car Units). For 

estimating PCUs, the PCU Factors as given in IRC: 106-1190 have 

been used. 

Table 3.11: Summary of Traffic Counts at Outer Cordon 

Points 

Count Location Total Vehicles Total PCUs 

V1 129710 145251 

V2 98044 133747 

V3 64686 76775 

V4 34472 44809 

V5 50384 64186 

V6 75531 93397 

The following table presents classified volume of passenger traffic at 

the six cordon points. 



Table 3.12: Passenger Traffic Volume (in Vehicles and PCUs) at Outer Cordon Points 

Location 

Car, 

Jeep, 

Van 

2-Wheeler 

Auto 

Rickshaw 

Minibus 

Local 

Bus 

Intercity 

Bus 

Cycles 

Cycle 

Rick. 

Total 

Vehicles 

V1 35145 50938 20079 1209 3142 2265 7684 65 120527 130408 

V2 23932 26384 20233 3742 2547 3854 6395 0 87087 106260 

V3 31689 18863 1071 1159 194 1984 163 0 55123 53601 

V4 21784 5425 514 177 284 658 93 0 28935 28827 

V5 15940 17502 4643 958 764 1018 670 0 41495 40798 

V6 23693 20041 14366 374 3714 1229 5426 13 68856 81281 

Total 

PCUs 



Mid Block Counts on Major Arterials 

Classified traffic volume was counted for 16 hours at nine mid-block 

locations on major arterial roads of PCMC. The following table 

summarises traffic volume observed in vehicles and PCUs 

(Passenger Car Units) at these nine locations. 

Table 3.13: Summary of Mid-block Counts on Major Arterials 

Count Location Total Vehicles Total PCUs 

V7 73798 86572 

V8 84792 90241 

V9 55211 61817 

V10 57122 59776 

V11 40988 41638 

V12 10636 10636 

V13 13414 12152 

V14 47683 50313 

V15 50992 49123 

The following table presents classified volume of passenger traffic at 

the nine mid-block count locations. 

Intersection Turning Movements 

Intersection turning movements observed at important junctions 

have been analysed for peak hour flows. The figure no. present 

peak hour turning flows at KSB junction. 



Table 3.14: Passenger Traffic Volume (in Vehicles and PCUs) at Mid-block Count Locations 

Location 

Car, 

Jeep, 

Van 

2-Wheeler 

Auto 

Rickshaw 

Minibus 

Local 

Bus 

Intercity 

Bus 

Cycles 

Cycle 

Rick. 

Total 

Vehicles 

V7 19224 30211 8776 1261 2026 1512 3429 0 66439 70355 

V8 18564 42152 10555 891 2049 2083 2912 10 79216 79736 

V9 12293 25522 9036 330 321 528 3288 0 51318 53214 

V10 9791 28096 6836 304 325 749 5742 0 51843 49863 

V11 6897 19183 5257 352 899 537 4140 1 37266 35220 

V12 1717 5983 965 26 1 5 524 7 9228 7632 

V13 2811 6737 934 191 24 92 1797 9 12595 10419 

V14 11003 23617 5235 281 853 316 1495 1 42801 39600 

V15 13790 19770 5138 330 985 185 6342 0 46540 41370 

Total 

PCUs 



Figure 3.6: Peak Hour Turning Movements at KSB Junction in 

Vehicles per Hour 

Peak Hour Intersection Flow Diagram in Vehicles Per Hour 

KSB Chowk 

Chikli 

1484 

TF 

1988 

TF 

F - Fast moving (motorised) Peak Hour: 18:00 to 19:00 

TS 

TS 

S - Slow moving (non-motorised) 

TF - Total fast moving (motorised) Total Junction Flow : 

TS - Total slow moving (non-motorised) 

180 

268 

693 

523 

F 

432 

8371 

40 

100 

40 

S 

N 

i 

g 

d 

i 

F S 

TF TS 403 133 

TF TS 

1639 204 558 50 1633 292 

672 109 

F S 

TF TS 

62 2 

TF TS 

880 102 397 25 

1827 211 

421 75 

T 

E 

L 

C 

O 

F 

813 

1523 

907 

S 

114 

297 

146 

TF 

1786 

TF 

3243 

TS 

284 

TS 

557 

Chinchwad 



Figure 3.7: Peak Hour Turning Movements at KSB Junction in 

PCU’s per Hour 

Peack Hour Intersection Flow Diagram in PCUs Per Hour 

KSB Chowk 

Chikli 

1725 

TF 

2613 

TF 

F - Fast moving (motorised) Peak Hour: 18:00 to 19:00 

TS 

TS 


TF - Total fast moving (motorised) Total Junction Flow : 


87 

292 

746 

687 

F 

220 

9564 

19 

50 

18 

S 

F 

S 

TF 

TS 

491 70 

TF 

TS 

1930 101 

629 25 

1880 150 

N 

i 

g 

d 

i 

TF 

TS 

F S 

118 1 

760 

55 

TF 

TS 

T 

E 

L 

C 

O 

1111 51 

506 12 

2461 

103 

487 38 

TF 

TS 

1993 

143 

F 

S 

57 1009 

TF 

TS 

279 4281 149 2004 

73 1268 

Chinchwad 

As shown in the above figure, 18:00 to 19:00 hr is the peak hour at 

KSB Chowk. As shown in the figure, in the peak hour, there are 

about 9,600 PCUs. The traffic volume at this junction needs a grade 

separator. Considering the PCMC will grow in the North – South 

direction in future, a flyover in Chinchwad – Chikli direction is 

desirable. 

DAnge Chowk on Aundh – Ravet road is another busy junction in 

PCMC. Therefore, intersection turning movements have been 

observed at this junction. The following two figures present peak 

hour intersection turning movement diagrams. 



Figure 3.8: Peak Hour Turning Movements at Nashik Phata in 

Vehicles per Hour 

Peack Hour Intersection Flow Diagram in Vehicles Per Hour 

Nashik Phata 

Nashik 

TF 

2209 

1164 

TF 

F - Fast moving (motorised) 

TS 205 

93 TS 

Peak Hour:10:00 to 11:00 hr 


TF - Total fast moving (motorised) Total Junction Flow : 7729 


F 

535 

1674 

S 

47 

158 

M 

u 

m 

b 

a 

i 

TF TS 

2515 108 

2307 55 

TF TS 

340 5 

1967 50 

F S 

824 

1980 

F 

88 

61 

S 

2804 149 

TF TS 

TF TS 

3641 208 

P 

u 

n 

e 

Figure 3.9: Peak Hour Turning Movements at Nashik Phata in 

PCU’s per Hour 

Peack Hour Intersection Fow Diagram in PCUs Per Hour 

Nashik Phata 

Nashik 

TF 2885 1510 TF 


TS 109 

45 TS 





F 

821 

2064 

S 

23 

86 

M 

u 

m 

b 

a 

i 

TF TS 

3206 47 

376 2 

3315 28 

2939 26 

TF TS F S 

1134 43 

3519 67 

2385 24 

F S TF TS 

TF TS 

5003 112 

P 

u 

n 

e 



As shown in the above figure, the peak hour traffic at Nashik Phata 

is very high and warrants a grade separator immediately. The peak 

hour traffic at this junction is nearly 10,000 PCU’s per hour. 

Leaving the traffic on Mumbai – Nashik directions, the turning traffic 

in all the other directions is quite high. 

The Kalewadi Chowk is the final major junction in PCMC where 

turning traffic was studied. The following two figures present 

turning traffic at Kalewadi Chowk. 

Figure 3.10: Peak Hour Turning Movements at Kalewadi 

Chowk in Vehicles per Hour 

Peack Hour Intersection Flow Diagram in Vehicles Per Hour 

Kalewadi Chowk 

Kalewadi 

TF 

811 

1268 

TF 


TS 82 

135 TS 





F 

352 

459 

S 

36 

46 

M 

u 

m 

b 

a 

i 

TF 

1370 

TS 

190 

1151 141 

TF TS 

302 48 

849 93 

F S 

966 

1018 

F 

87 

154 

S 

1984 241 

TF TS 

TF TS 

1308 139 

P 

u 

n 

e 



Figure 3.11: Peak Hour Turning Movements at Kalewadi 

Chowk in PCUs per Hour 

Peack Hour Intersection Fow Diagram in PCUs Per Hour 

Kalewadi Chowk 

Kalewadi 

TF 996 1467 TF 


TS 44 65 TS 





F 

459 

537 

S 

18 

26 

M 

u 

m 

b 

a 

i 

TF TS 1098 41 

1778 95 

369 24 

1371 68 

1002 44 

TF TS F S 

1319 77 

2417 118 

F S TF TS 

TF TS 

1539 70 

P 

u 

n 

e 

The peak hour turning traffic at this junction, i.e., at Kalewadi 

Chowk is moderate and does not warrant a flyover immediately. 

However, considering the growth prospects in the influence area of 

this junction, it is recommended to acquire land for a flyover in near 

future. 

. 

3.6 Water environment 

Water quality of ground water as well as surface water resources 

close to propose BRTS area has been studied for assessing the 

water environment and to evaluate anticipated impact of the 

proposed project. 

The rivers Mula, Pawana and Indrayani form boundaries on three 

sides of the city. 

Sampling Locations 

In view to evaluate the water quality within the study area, water 

samples of surface as well as ground were collected. These samples 



were analysed for their physico-chemical and biological parameters 

to ascertain the baseline water quality. 

Ground & Surface Water sampling locations are given in Table 

No.3.15 

Table 3.15: Water Sampling Locations 

Sr. No Location Sample Type 

PCMC Area Nashik Phata to Wakad BRT Corridor 

A1 Kasarwadi (NH-4 Near Nashik Phata) Bore well 

A2 Military Dairy Farm, Pimpri Bore well 

A3 Pimple Gurav Dug Well 

A4 Pimple Saudagar Bore well 

A5 Sangvi Bore well 

A6 Pimple Nilakh Bore well 

A7 Wakad Bore well 

A8 Wakad (Sufalam Nursery) Dug Well 

A9 Thergaon (Near Saw Mill) Bore Well 

A10 Rahatani (Near Nakhate Wasti) Dug Well 

PCMC Area Kalewadi Phata to Chikhali BRT Corridor 

B1 Pavana River, Kalewadi Stream 

B2 Kalewadi (In Lucky Bakery) Bore Well 

B3 Kalewadi Phata Bore Well 

B4 Chinchwadgaon (Near Date Nursing Home) Bore Well 

B5 Chinchwad (Near kohinoor Institute) Bore Well 

B6 TELCO Amriteshwar Society (Near High Court) Bore Well 

B7 Kudalwadi (Masjid Premises) Bore Well 

B8 Chikkhali Bore Well 

B9 Moshi Bore Well 

B10 Moshi (Ahead of Village, Alhat biulding) Dug Well 

Surface Water 

S1 Talwade Indrayani River 

S2 Ramdara Nala outfall to Indrayani River Nala 

S3 Ramdara Nala Flux in Indrayani River Nala 

S4 Moshi Nala Outfall to Indrayani River Nala 

S5 Moshi Nala Flux in Indrayani River Nala 



S6 Charholi Indrayani River 

Methodology 

The samples were collected and analyzed as per the procedures 

specified in 'Standard Methods for the Examination of Water and 

Wastewater' published by American Public Health Association 

(APHA). The samples were taken as grab samples and were 

analyzed for various parameters and compared with the standards 

for drinking water quality as per IS: 10500 and IS: 2296 applicable 

for ground and surface water respectively. 

Results 

Analysis details of surface water and ground water are tabulated in 

Table 3.16 and Table 3.17. 



Table 3.16: Water sample Analysis of Indryani River & Nala near Municipal Corporation Boundary 

Tests unit Indrayani 

River At 

Talwade 

Ramdara Nala 

outfall to 

Indrayani River 

Ramdara Nala 

Flux in 


Moshi Nala 

Outfall to 


Moshi Nala Flux 

in Indrayani 

River 


at Charholi 

pH μmhos/cm 6.7 6.5 6.5 6.7 6.6 6.6 

Conductivity mg/l 182 698 352 760 231 328 

Dissolved Oxygen mg/l 4 4 4.6 6.8 4.6 3.9 

Turbidity mg/l 14 2 5 11 5 10 

Total Dissolved solids mg/l 124 162 226 512 162 204 

Ammonical Nirogen mg/l

Sr. 

No. 


Location 

Table 3.17: Chemical Analysis of Ground Waters, Near Corridor Area 

Sample Type 

Topography 

Land use 

PO4 

(ppm) 

SO4 

(ppm) 

N 

(ppm) 

NO3 

(ppm) 

PCMC Area Nashik Phata to Wakad BRT Corridor 

A1 Kasarwadi Bore Well Plateau 56.7 28.4 3.42 15.2 12.9 0.15 730 ND 1.07 6.43 

A2 

Military Dairy Farm, 

Pimpri 

SiO2 

(ppm) 

Fe 

(ppm) 

Mn 

(ppb) 

As 

(ppb) 

Bore Well Plateau 64.4 43.5 2.5 11.1 12.8 0.03 1529 ND 0.97 -3.91 

A3 Pimple Gurav Dug Well Plateau 91.4 47 5.29 23.4 16.8 0.21 775 ND 1.29 -5.8 

A4 Pimple Saudagar Bore Well Plateau/ Agri 37.4 38.1 0.76 3.37 4.25 0.17 764 ND 3.32 2.45 

A5 Sangvi Borewell Near River 53.6 23.5 4.02 17.8 13.4 0.19 66.3 ND 1.22 -4.15 

A6 Pimple Nilakh Bore Well Plateau 35.7 22.6 3.49 15.5 15.2 0.18 561 ND 0.49 8.52 

A7 Wakad Bore Well Near River 40 17.5 2.24 9.91 14.8 0.2 741 ND 0.5 -1.02 

A8 Wakad Dug Well Plateau 37.4 42.5 5.36 23.8 13.3 0.13 741 ND 0.76 -6.01 

A9 Thergaon Bore Well Plateau 44.5 39.3 3.83 16.9 17.7 0.11 798 ND 0.95 -2.41 

A10 Rahatani Dug Well Plateau/ Agri 45.6 23.9 3.98 17.6 18.3 0.21 719 ND 0.99 -10.5 

B1 

Pavana 

Kalewadi 

River, 

PCMC Area Kalewadi Phata to Chikhali BRT Corridor 

Stream River 730 55.9 1.18 5.24 12.6 1.51 4735 ND 1.73 2.34 

B2 Kalewadi Bore well Plateau 64.7 39.8 4.88 21.6 17.6 0.14 1435 ND 1.12 -8.36 

B3 Kalewadi Bore well Plateau NA NA NA NA NA NA NA NA NA NA 

B4 Chinchwad Bore Well Plateau 43.1 22.7 0.42 1.85 5.72 0.12 1135 ND 0.56 -14 

B5 Chinchwad Bore Well Depression 92.2 2.47 0.72 3.2 5.02 0.46 1293 ND 1.09 4.3 

B6 

TELCO Amriteshwar 

Society 

Bore Well 

Near 

STR 

Small 

SAR 

Error 

(%) 

49.9 52.1 0.85 3.77 12 0.56 1281 ND 0.6 8.04 

B7 Kudalwadi Bore Well Depression 44.2 23.7 3.36 14.9 8.57 0.14 921 ND 0.74 5.55 

B8 Chikhali Well Pollute Stream 57.3 19.4 0.61 2.71 17.1 0.29 1011 ND 0.88 5.84 

B9 Moshi Bore Well In Stream 40 32.5 5.81 25.7 23.4 0.14 1101 ND 1.16 -7.21 

B10 Moshi Dug Well Plateau / Agri 51 50.9 5.73 25.4 14.8 0.05 1878 ND 1.01 -0.44 



3.6.1 Hydrogeology 

Irrigation and Hydrogeology map of Pune is shown as Figure 

3.12 

Figure 3.12: Irrigation and Hydrogeology of Pune 

3.7 Land Environment 

3.7.1 Physiography 

Pune district lies in the eastern belt of Maharashtra state. The 

district has a shape of right-angled triangle with its hypotenuse 

stretched northwest down south east flanked by Akola, Sangamner, 



Parner, Shrigonda tehsils and Karjat of Ahmednagar district. Its 

base towards south is contiguous with Wai, Khandala and Phaltan of 

Satara District and Malshiras of Solapur district. Mahad, Mangaon, 

Rocha, Pen and Panel of Rigor district and Morbid of Thane district 

border its perpendicular side of the east. The project site falls on 

western side of district. 

The western part of district is rugged comprising the Sahyadri 

ranges, where many peaks are over 1066 m above msl. The lowest 

elevation is 498 m near Indapur and the highest is 1403 m above 

msl located on south-west side. 

Sahyadri ranges are on west of district and has a breadth of 130 km 

along Sahyadris. In the south-east it stretches to about 210 km 

with gradual fall in altitude from 2000 to 1000 feet above msl. It 

narrows down in the east to just about 35 km. The hill ranges that 

make the district picturesque owe their origin to two district 

systems. The main range i.e. Sahyadris runs both in north as also in 

south over a distance of about 115 km. The other system comprises 

narrow ridges with flat tops stretching eastwards and gradually 

merging with the plains. 

3.7.2 Relief & Drainage 

Pune district is traversed by many rivers emanating from Sahyadris 

and flow from west to south. Bhima is the chief river. It constitutes 

the eastern border of the district for over 150 km. Its tributaries are 

Vel and Ghod in the left and Bhima, Indrayani, Mula, Mutha and 

Nira on the right. During rainy season all these rivers are in full 

swing but they shrink to almost a drain when the rainy season is 

over. Nira forms the southern boundary of the district. Other rivers 

that traverse the district are Kukdi, Mina, Andra, Karha, Shibganga, 

Pushpavati and Pavna. 

The PCMC area falls on eastern side of the Western Ghat called 

Sahyadri ranges. The site is situated near major urban and 

industrial agglomeration of Pune and Pimpri Chinchwad.. Reliefs and 

slopes of the Pune districts are shown in Figure 3.13. 



Figure 3.13: Reliefs and Slopes of the Pune District 

3.8 Geology 

The area is covered by thick pile of Basaltic lava flow of Deccan Trap 

of Uppercretacious to “Palaeohoe” age. The basaltic flows are of two 

type viz. compound “pahoehoe” and “aa” flows. The pahoehoe flows 

contain several units which vary in thickness from less than a meter 

to several metres. The compound pahoehoe flows generally underlie 

or overlie a thick succession of aa flows, thereby constituting a 

regional marker for correlation. The thick lava succession has been 

grouped into seven formations. The oldest Lower Ratangarh 

Formation, consisting only of compound pahoehoe flows is restricted 

to the north-western parts of Ghod valley and in the central part in 



the Bhima valley. A megacryst flow, M3 marks the top of his 

Formation. Overlying this formation is the Indrayani Formation 

comprising a thick succession of “aa” flows. This is succeeded by a 

sequence of “pahoehoe” flows grouped under Karla Formation. 

These Formations are confined to the north-western, central and 

eastern parts. Further east, the thickness decreases and the flows 

pinch out. Overlying this is a sequence of simpled and “aa” flows 

forming the Diveghat Formation which cover the southern part and 

a part of eastern margin. These flows show characteristics of both 

“aa” and “pahoehoe” types. The overlying Purandargarh and 

Mahabaleshwar Formations comprise flows of essentially “aa” types 

and their occurrence is mainly restricted to the south-western, 

north-western and central parts. These two Formations are 

separated by a megacryst basalt floe M4 which forms the top of the 

Pundagarh Formation. The basalts are essentially tholeiites without 

any marked variation. 

The basalts are intruded by dykes varying in thickness from 5-10 

metres and trending NNE-SSW. The dykes are cut by joints parallel 

to the walls and at right angles to the walls besides horizontal 

joints. The dyke rocks are fine to medium grained and shoe spares 

phenocrysts. 

PCMC area lies on high plateau. On the northern and western side, 

there are low hill. The western part of the area comprises the 

Sahyadri ranges where many peaks are over 1066 m above sea 

level. 



The Geomorphology and Geohydrogeology maps published by 

Geological survey of India for Pune are also presented in Figure 

3.14& 3.15 respectively. 

Figure 3.14: Geomorphology of Pune 



Figure 3.15: Geohydrology of Pune District 

3.9 SEISMOLOGY 

Pune District is classified under the Zone III as per the Bureau of 

Indian Standards (BIS) 2000 and as shown in Figure 3.16, seismic 

zone map for India. Zone III is defined as having a maximum 

intensity expected of around VII on MM scale. 



Figure 3.16: Seismic Zone Map of India 

Pune Aurangabad Zone III Zone II 

3.10 LAND USE 

Zone 

Max. MSK Intensity 

2 VI 

3 VII 

4 VIII 

5 IX or higher 

The land use map published by the National Atlas and Thematic 

Mapping Organisation, Department of Science and Technology show 

that about 80% of the area around the project site is built up. The 

remaining land is under the forest, marshy/muddy flat, etc. The 

land use map of Pune district is presented in Figure 3.17 



Land use of PCMC: 

The total area under the jurisdiction of PCMC measured 170.51 sq 

km. The detailed break-up of landuse pattern in PCMC area is given 

in Table No.3.18 

Table 3.18: PCMC Land Use Areas 

Proposed Land Use 

Area 

(Sq.km) 

% to 

Developed 

% to 

Total 

S.No. 

area Extent of 

Head 

Town 

1 Residential 84.22 62.72 49.39 

2 Commercial 2.97 2.21 1.74 

3 Industrial 18.82 14.02 11.04 

4 Public Utilities 1.74 1.29 1.02 

5 Public & Semi- public 5.79 4.32 3.40 

6 Transportation/ Circulation 16.42 12.23 9.63 

7 Open Spaces/ Recreation 4.32 3.22 2.53 

8 Barren/ Vacant Lands 0.00 0.00 

9 Water Bodies 4.96 2.91 

10 Quarry 0.00 

11 Agriculture & Reserve 31.27 18.34 

Sub-Total (Developed Area) 134.28 100.00 78.75 

Sub-Total (Un-Developed Area) 36.23 21.25 

Total 170.52 



Figure 3.17: Land Use and Cropping Pattern of Pune 



3.11 SOIL 

The district possesses mainly three varieties of soil i.e. black, red 

and yellow. At certain places these soils blend with one another. 

Bright yellow soil is found in project area. Figure 3.18 shows the 

soil profile of Pune District. 

Figure 3.18: Soil Profile of Pune District 

To assess the baseline soil status, sampling has been carried out in 

study area. 

Soil Sampling 

Soil sample were collected in and around the site to establish the 

baseline characteristics. 



Methodology 

Soil sample have been collected using auger from a depth of 60 cm 

from the sampling locations. These are analysed for physical and 

chemical characteristics as per APHA methods, considering the 

guidelines provided in the manual “Soil chemical analysis” by M.L. 

Jackson (recommended by the Ministry of Environment and Forests 

– MoE&F).The results of the analysis are given in Table 3.19 &3.20. 



Table 3.19: Soil Characteristics - Nashik Phata to Wakad BRT Corridor 

R.N. LOCALITY PH EC N P K Na Ca Mg CaCO3 

% 

OC 

org 

A 1 Near Nashik Phata 8.4 100 62.7 7.62 168 1.63 8.1 8.99 18.7 0.81 1.39 

A 2 Pimple Gurav 7.7 440 151 4.04 91.3 1 32.8 6.2 2 1.68 2.9 

A 3 Pimple nilakh 8.12 90 122 3.25 56.3 0.66 18.2 13.8 2.04 0.62 1.1 

A 4 Govind garden restaurant 8.5 220 87.8 7.65 93.8 0.99 14.3 10.6 20.2 0.71 1.23 

A 5 Thergaon sawmil 7.9 130 123 1.67 81.3 0.49 24.2 15.6 1.3 0.62 1.1 

A 6 in bet naundhroad n pimple saudagar 7.7 70 110 19.8 141 0.21 18.2 8.42 20.7 0.43 0.74 

A 7 Surgalam n Wakad 8.21 310 141 1.8 43.5 0.44 2.6 19.6 2.42 1.19 2.1 

Table 3.20: Soil Characteristics - Kalewadi Phata to Chikhali BRT Corridor 

LOCALITY PH EC N P K Na Ca Mg CaCO3 % OC org 

Kalewadi Phata 7.6 200 81.5 1.86 25 0.81 14.4 37.1 1.9 0.46 0.7 

Chinchwadgaon near date N.ho 8.7 110 50.2 40 182 0.81 13 6.06 19.5 0.06 0.11 

Pimprigaon near Sukhwani Complex 8.2 210 72.1 5.18 106 1.76 28 9.44 20.6 0.51 0.87 

Near KSB 8.1 80 62.7 10.2 101 0.37 18.1 7.8 20.1 1.47 2.53 

Mercedes benze main gate 7.7 60 216 8.87 112 0.3 21.2 12.4 20.7 0.79 1.36 

Near mercedes benze (on plate) 6.5 60 144 11.8 120 0.07 7.87 7.23 21.2 0.73 1.25 

Near mercedes benze (in stream) 8.2 130 81.5 21.7 24.8 0.52 16.4 11.8 19.6 0.62 1.06 

Chikhali towards talawade 8.1 60 94.1 33.4 87.3 0.31 14.4 12.7 20.5 0.4 0.68 

Chikhali 8.3 170 151 14.2 110 1.13 34.1 29.3 2.4 0.73 1.3 

Moshi near Alhat Building 7.9 250 81.5 3.06 42 0.78 32.7 30 2.4 0.52 0.9 

Moshi in Stream 8.4 230 78.4 0.74 27 0.78 36 19.2 2.4 0.93 1.6 



Observations 

Sand Proportion: 33 % varies from 5.8% to 76.8% 

Silt Proportion: 51.9%, varies from 12.7% to 84.3% 

Clay Proportion: 15.3%, varies from 3.7% to 50.6% 

This shows that the area has got more percentage of Silt followed 

by Sand than Clay 

3.12 Biological Environment 

The ecological study was undertaken to understand the present 

status of ecosystem of the area, to predict changes as a result of 

proposed activities and to suggest measures for maintaining the 

conditions. This carried through secondary data collected from 

various Government agencies like Forest Department, Agriculture 

Department etc. 

Table 3.21 provides the list of flora and fauna of the study area. 

Table 3.21: List of Flora and Fauna 

Common Name Scientific Name Family 

A. FLORA 

Amba Mangifera indica Anacardiaceae 

Sitaphal Annona squamosa L. Annonaceae 

Ashok Polyalthia longifolia Annonaceae 

Saptaparni Alstonia scholaris Apocynaceae 

Kaner Nerium indicum Apocynaceae 

Sadaphuli Vinca rosea Apocynaceae 

Tad Borassus fabellifer Arecaceae 

Coconut Cocos nucifera Arecaceae 

Rui Calotropis gigantea Asclepiadaceae 

Dagadipala Tridax procumbens Asteraceae 

Neel Gulmohor Jacaranda mimosefolia Bignoniaceae 

Shalmali Bombax ceiba Bombacaceae 

Bahava Cassia fistula Caesalpiniaceae 

Cassia Cassia javanica Caesalpiniaceae 

Cassia Cassia siamea Caesalpiniaceae 

Takla Cassia tora Caesalpiniaceae 

Gulmohar Delonix regia Caesalpiniaceae 

Copper pod Peltophorum ferruginium Caesalpiniaceae 

Chinch Tamarindus indica Caesalpiniaceae 

Suru Casuarina equisetifolia Casuarinaceae 

Motha Cyperus spp. Cyperaceae 

Palash Butea monosperma Fabaceae 

Gokarna Clitoria ternatea Fabaceae 

Shisham Dalbergia sisso Fabaceae 



Common Name Scientific Name Family 

Karanj Pongamia pinnata Fabaceae 

Mehndi Lawsonia inermis Lythraceae 

Jaswand Hibiscus rosasinensis Malvaceae 

Bakan neem Melia azedarach Meliaceae 

Ausrtalian babool Acacia auriculiformis Mimosaceae 

Kala shirish Albizia lebbeck Mimosaceae 

Vad Ficus benghalensis Moraceae 

Umbar Ficus glomerata Moraceae 

Pimpal Ficus religiosa Moraceae 

Shevga Moringa oleifera Moringaceae 

Nilgiri Eucalyptus globulus Myrtaceae 

Jambhul Eugenia jambolana Myrtaceae 

Boganvel Bouganvillea spectabilis Nyctaginaceae 

Surwal Andropogan contortus Poaceae 

Rohis Andropogon martinii Poaceae 

Dub Cynodon dactylon Poaceae 

Bordi Zizyphus jujuba Rhamnaceae 

Bor Zizyphus mauritiana Rhamnaceae 

Bakul Mimusops elengi Sapotaceae 

Rukhdo Ailanthus excelsa Simaroubaceae 

Pankanis Typha angustata Typhaceae 

B. FAUNA 

a. Birds 

Sparrow hawk Accipitter nisus Accipitridae 

Pariah Kite Milvus migrans Accipitridae 

Common Blue Kingfisher Alcedo atthis Alcedinidae 

Whitebreasted Kingfisher Halcyon smyrnensis Alcedinidae 

Little Egret Egretta garzetta Ardeidai 

Common Sandpiper Tringa hypoleucos Cacanidae 

Redwattled Lapwing Vanellus indicus Cacanidae 

Crimsonbrested Barbet Megalaima haenacephala Capitonidae 

Indian Ring Dove Streptopelia decaocta Columbidae 

Blue Rock Pigeon Columba livia Columbidie 

House Crow Corvus splendens Corvidae 

Crow pheasnt Centropus sinensis Cuculidae 

Koel Eudynamys scolopacea Cuculidae 

Black Drongo Dicrurus adsimilis Dicruridae 

Swallow Hirundo rustica Hirundinidae 

Yellow Wag Tail Motacilla flava Motacillidae 

Magpie robin Copsychus saularis Muscicapinae 

Indian Robin Saxicoloides fulicata Muscicapinae 

Purple Sunbird Nectarinia asiatica Nectariniidae 

Purple rumped Sunbird Nectarinia zeylonica Nectariniidae 

House Sparrow Passer domesticus Ploceidae 

Baya Ploceus philippinus Ploceidae 

Rose-ringed Parakeet Psittacula krameri Psittacidae 

Redvented Bulbul Pycnonotus cafer Pyconotidae 

Common Myna Acridotheres tristis Sturnidae 

b. Mammals 

Common Langur Presbetis entellus Cercopithecidae 

Five stripped Squirrel Funambulus penanti Sciuridae 

c. Reptiles 

Common garden lizard Calotes versicolour Agamidae 



3.13 SOCIO ECONOMIC ENVIRONMENT 

3.13.1 Demographic Profile 

As per the 2001 census, population of Pimpri-Chinchwad was 

1,006,417 persons and the current population is estimated to be 

around 13.35 lakh persons 

Pimpri-Chinchwad has a literacy rate of 74% as per the 2001 

Census. More than 60% of the population growth in Pimpri- 

Chinchwad has been on account of migration largely due to the 

employment opportunities prevailing in the region. Pimpri- 

Chinchwad has a sex ratio of 916 females for every 1000 males as 

per Census 2001. 

Table 3.22: Population Projections for the next 20 years 

Census Year 

Population 

Decadal 

Change 

Decadal 

Growth Rate (%) 

1951 26,367 - - 

1961 39,654 13,287 50.39 

1971 98,572 58,918 148.58 

1981 251,769 153,197 155.42 

1991 520,639 268,870 106.79 

2001 1,006,417 485,778 93.30 

2011 1,507,243 500,826 49.76 

2021 2,150,317 643,074 42.67 

2031 2,907,757 757,440 35.22 



Figure 3.19: Population Growth 

3,000 

Population Growth 

Thousands 

2,500 

2,000 

1,500 

Population 

1,000 

500 

- 

1951 1961 1971 1981 1991 2001 2011 2021 2031 

3.13.2 Socio-Economic Profile 

Pimpri-Chinchwad has a literacy rate of 74% as per the 2001 

Census. More than 60% of the population growth in Pimpri- 

Chinchwad has been on account of migration largely due to the 

employment opportunities prevailing in the region. Pimpri- 

Chinchwad has a sex ratio of 916 females for every 1000 males as 

per Census 2001. For the last two decades, the decadal growth rate 

of population has been in the range of 100% while the previous two 

decades witnessed population growth of around 150%. 



3.13.3 Structures on the Route 

The development plan of the PCMC was approved in the year 1996 

considering the suggestions of citizens and Government. Over the 

period the entire development was not carried out and some 

encroachment was done at certain stretches of these corridors. The 

details of the encroachments on the corridors are presented below. 

Nashik Phata to Wakhad 

Sr. 

No. 

Village 

Area 

No. of 

Structure 

1 Bhosari(Kasarwadi) S. No. 84/1 to S.No. 88 38 

2 Pimple Gurav S. No. 503 to S.No. 446 15 

3 Pimple Saudagar S. No. 5 to S.No. 168 2 

4 Rahatani S. No. 6 to S.No. 19 2 

5 Pimple Nilakh S. No. 27 to S.No. 29 22 

6 Wakad S. No. 210 to S.No. 282 7 

Total 86 

Kalawadiphata to Dehu-Alandi Road 

Sr. 

No. 

Village Area No. of Structure 




4 Rahatani & Thergaon S. No. 25 to S.No.35 81 

5 Pimpri Waghere S. No. 37 to S.No.126 7 

6 Chinchwad 0 

7 Chikhali (Kudalwadi) S. No. 15 to S.No.809 15 

Total 312 

The detailed socio economic assessment is required to be 

carried out to ascertain the status of the peoples living, likely 

population to be displaced and preparation of Resettlement 

and rehabilitation plan, Resettlement Action Plan (RAP). 





CHAPTER 4 

IMPACT ASSESSMENT 


This chapter identifies sources of pollution from proposed Bus – 

based Road Transit system and evaluation of various impacts on 

environmental attributes in the study area. 

"Environmental Impact" can be defined as any alteration of 

environmental conditions or creation of a new set of environmental 

conditions, adverse or beneficial, caused or induced by the action or 

set of actions under consideration. 

Generally, the environmental impacts can be categorized as either 

primary or secondary. Primary impacts are those, which are 

attributed directly by the project, secondary impacts are those, 

which are indirectly induced and typically include the associated 

investment and changed patterns of social and economic activities 

by the proposed action. 

The impacts have been predicted for the proposed BRTS assuming 

that the pollution due to the existing activities has already been 

covered under baseline environmental monitoring. 

Impact on various environmental parameters can be categorized 

into two phases, namely: 

• The construction phase: Impact during this phase may be 

regarded as temporary or short term; and 

• The functional phase: Impact during this phase shall have longterm 

effects. 

Various impacts during these two phases have been studied and are 

discussed in the subsequent sections. 

4.2 Pollution sources 

Pollutants generated in the proposed development of BRTS during 

both the construction and functional phases are solid, liquid and 

gaseous in nature. Also the generation of pollution could be 

continuous, periodic or accidental. Sources of pollutants and their 



characteristics during the construction and functional phase are 

given below in Table 4.1. 

Table 4.1: Pollutant Sources & Characteristics 

Sr. 

No 

Activity / Area Pollutant Pollutant Characteristics Frequency 

CONSTRUCTION PHASE 

1. Site Preparation 

Air emissions – SPM, 

PM10, CO, NOx, SO2 

Dust from construction activities 

and excavation. 

Particulates, NOx and CO from 

vehicle exhaust 

Temporary during 

construction phase onlybulk 

of the emissions are 

expected from ground 

working and leveling 

activities. 

Earth / solid 

waste/demolition/exca 

vation 

Solid waste from construction 

activity and excavation. 

Periodic. 

Noise 

Noise generated from 

construction equipment and 

machinery 

Temporary during initial 

construction phase. 

2. Labour Camps 

Sewage 

Sewage generated from 

temporary labour camps on site 

Temporary – during the 

initial construction phase 

Solid Waste 

Solid Waste generated from 

temporary labour camps on site 

Temporary – during the 

initial construction phase 

FUNCTIONAL PHASE 

1. Vehicular movement Air emissions Vehicle exhaust emissions Continuous / Periodic 

Noise Vehicular Movement Continuous/ Periodic 

Water 

Presence of Oil & Grease, SS 

during rainy season 

Oil Spillage 

Periodic 

4.3 IDENTIFICATION OF IMPACTS 

The potential impacts due to proposed project have been identified 

in Table 4.2. 



Sr. 

No 

Table 4.2: Identification of Impacts (Construction & 

Environmental 

Attributes 

Functional Phase) 

Aspect 


1. Ambient Air Quality Dust emissions from site preparation, 

excavation, material handling & other 

construction activities at site. 

2. Noise Noise generated from construction 

activities, operation of construction 

equipment and their movement 

3. Water quality Surface runoff from project site 

Oil/fuel & waste spills. 

Improper debris disposal 

Discharge of sewage from labour 

camp. 

4. Land use Demolitiom/excavation/Structures on 

Route requires Rehabilitation 

Potential Impact 

Minor negative impact within site premises. 

No negative impact outside site premises. 

Short term 

Minor negative impact near noise 

generation sources within site. 

No significant impact on ambient noise 

levels outside site. 

Short term 

No significant negative impact. 

Short term 

Minor negative impact 

5. Topography & Geology Site development No significant impacts 

6. Soils Construction and excavation activity Minor negative impacts 

leading to topsoil removal & erosion. 

7. Ecology 

Habitat disturbance during Minor negative impacts 

Flora & Fauna 

construction activity 

Short term 

8. Socio-economy Increased job opportunity for locals. 

Economy related to material supply 

etc. expected to boom. 

Overall positive impact 

9. Traffic Pattern Vehicle movement and possibility of 

traffic congestions on the road. 


1. Ambient Air Quality Particulate and gaseous emissions 

from increased vehicular movement 

2. Noise 

Noise from vehicle movement 


Minor Negative impact along side the route. 

No negative impacts beyond 200 m from 

the road 

Minor negative impact to the receptors 

along side the roads especially at junctions 

and crossings. 

3. Water Quality Oil/fuel & waste spills. 


Discharge of contaminated storm 

water 

4. Soils Fuel and material spills No negative impact 

5. Ecology 

Flora & Fauna 

Land use change, cutting of trees 

coming along the route 


6. Social & Economic Resettlement and rehabilitation 

Improvement in Public 

Transportation 

7. Traffic Pattern Changes to Traffic, Parking and 

Access Separate route for Public 

Buses 

Minor Positive Impact 

Positive 



These impacts are discussed phase wise in subsequent 

sections. 

4.4 AIR ENVIRONMENT 

4.4.1 Construction Phase 

• During this phase, SPM/ dust is expected to be the main 

pollutant associated with site development, stockpiles and 

material handling. Pollution emission sources will be 

distributed throughout the project site. The land acquired 

is fairly flat, so extensive development/formation work i.e. 

excavation, cutting, levelling etc. is not expected. It is also 

assumed that most of the excavated material will be used 

within the project, with minimal cut and fill material to 

come from outside the site. Hence, after taking adequate 

mitigation measures like regular water spraying/sprinkling 

on haulage roads, stockpile, material handling will 

decrease the SPM /dust levels considerably to have any 

significant impact. 

• Also, there will be slight increase in concentration of NOx 

and CO due to increased vehicular traffic. Regular 

maintenance of vehicles will be done to minimize 

automobile exhaust. 

• The impact of such activities would be temporary and 

restricted to the construction phase only. The impact will 

be confined within the project boundary and is expected to 

be negligible outside the project boundaries. 

Vehicles carrying construction material are expected to result in 

increased SPM levels near the haul roads. This can be of potential 

importance if the vehicles pass through the residential areas. At the 

construction yard, the dust levels are also expected to increase due 

to unloading of construction materials. 

The generation of fugitive dust by vehicular traffic is a function of 

soil properties and vehicular characteristics such as vehicle speed, 

weight, number of wheels etc. Dust generation is particularly 



sensitive to soil particle size and can be estimated using the 

following equation. 

EVT 

5.9 (Sp/12) (Vv/30) (Mv/3)0.7 (Wv/4)0.5 ([365- 

= 

Dp]/365) 

Where, 

EVT = Emission factor (lb/vehicle mile travelled) 

Sp = Soil Content of Road Surface Material 

Vv = Mean Vehicle Velocity (miles/hour) = 17.75 

Mv = Mean Vehicle Mass (tons) 

Wv = Mean Number of Wheels = 6 

Dp 

Number of days per year with at least 0.01 inches of 

= 

precipitation=0 

With this formula, emissions are calculated for different vehicle 

mass and soil content for maximum possible velocity of about 17.75 

miles/hour (28.4km/hr). Table 4.3 and Table 4.4 present the 

values of emissions per vehicle mile. Even at worst value in the 

table (23.22 lb/vehicle mile), translates into 10.55 kg/km. If we 

consider it as a line source, its strength works out to be mere 5 g 

per minute. This is not expected to have any adverse impact on the 

ambient air quality. 

Table 4.3: Particulate Emission Rate in Kg per Hour for 

Different Moisture and Silt Content 

Moisture content % 

Silt content % 

10 15 20 25 30 35 

10 0.57 1.04 1.60 2.24 0.57 0.57 

20 0.21 0.39 0.61 0.85 0.21 0.21 

30 0.12 0.22 0.34 0.48 0.12 0.12 

40 0.08 0.15 0.23 0.32 0.08 0.08 

50 0.06 0.11 0.17 0.24 0.06 0.06 

55 0.05 0.10 0.15 0.21 0.05 0.05 



Table 4.4: Emissions in lb per Vehicle Kilometre for Different 

Soil Percentages and Vehicle Weight 

Soil content (%) 2 5 8 11 14 

Mean Vehicle Mass 

(tonnes) 

15 2.20 5.50 8.79 12.09 15.39 

18 2.50 6.24 9.99 13.74 17.48 

21 2.78 6.96 11.13 15.30 19.48 

24 3.06 7.64 12.22 16.80 21.39 

27 3.32 8.29 13.27 18.25 23.22 

Emission from construction machinery 

The emissions from construction machinery would contain 

particulates, SOx, NOX, CO. However, the quantity of these 

pollutants is expected to be extremely low due to low fuel 

requirement and use of cleaner fuel like diesel. It is expected that 

the machinery will consume merely 20 to 30 L of diesel. The 

resultant emissions, therefore, are not expected to affect ambient 

air quality. 

4.4.2 Functional Phase 

During operation phase of project major pollutants expected from 

the vehicular movement are carbon monoxide and Oxides of 

Nitrogen and SPM. 

The concentration of various pollutants in the engine exhaust varies 

with the type of engine namely, spark ignition (petrol engine) or 

compression ignition (diesel engine) two stroke or four stroke 

engines; and also mode of engine operation. Table 4.5 gives the 

emission factor of various major pollutants from petrol, diesel and 

CNG engines. 



TABLE-4.5: Emission Factors for Different Vehicles 

4.5 NOISE ENVIRONMENT 

The assessment of the impacts of noise on the surrounding 

community depends upon: 

i. Characteristics of noise source (instantaneous, 

intermittent, or continuous in nature), 

ii. Time of day at which noise occurs; and 

iii. Location of noise source. 




Due to the various construction ativities , there will be temporary 

noise impacts in the immedia te vicin ty of the project corridor.The 

construction activities will include the excavation for foundations and 

grading o f the site and the construction of structures and facilities. 

Crushing plant, asphalt production plants, movement of heavy veh 

icles , loading , transportation and unloading of construction 

materials produces significant noise during construction stage. How 

ever, these increased noise levels will prevail only for a short 

duration during the preconstruction and construction stage 

General noise levels generated on account of from the operation of 

construction equipments and machinery are furnished in Table 

4.6. 

Table 4.6: Noise Levels Generated from Construction 

Equipment 

Equipment 

Noise Level at 1 m from source, dB(A)* 

Air Compressor 111 

Back Hoe/Loader 105 

Concrete Mixer 109 

Concrete Pump 94 

Concrete Vibrators 101 

Cranes - mobile 105 

Dump Truck 107 

Generator 

75 (as prescribed by CPCB) 

Hammering 110 

Jackhammer 112 

Average Noise Level 108 

*calculated noise levels referring to the source ColumbiaWorkshop1-ConstructionNoise.pdf 

The resultant average noise emission level, as calculated from 

information provided in Table 4.6 works out to 108 dB (A) and 

considering that all the pertinent equipments are in operation 

simultaneously. However, the actual noise levels are expected to 

be below the said levels, since simultaneous operation of all the 

equipments and machinery is a remote possibility. 

Noise Dispersion 



• For the purpose of noise dispersion, it is assumed that all 

the noise generating sources from the site as one source. 

Hence, total noise from all equipments will be confined to 

about 108 dB(A). The dispersion of this noise is computed 

by using the following model. 

• Mathematical Model for Sound Wave Propagation 

• For an approximate estimation of dispersion of noise in the 

ambient from the source point, a standard mathematical 

model for sound wave propagation is used. The sound 

pressure level generated by noise sources decreases with 

increasing distance from the source due to wave 

divergence. An additional decrease in sound pressure level 

with distance from the source is expected due to 

atmospheric effect or its interaction with objects in the 

transmission path. 

• For hemispherical sound wave propagation through 

homogenous loss free medium, one can estimate noise 

levels at various locations, due to different sources using 

model based on first principles, as per the following 

equation: 

Lp 2 = Lp 1 - 20 Log (r 2 / r 1 ) .....(1) 

• Where Lp2 and Lp1 area Sound Pressure Levels (SPLs) at 

points located at distances r2 and r1 from the source. The 

combined effect of all the sources then can be determined 

at various locations by the following equation. 

Lp (total) = 10 Log (10 (Lp1/10) + 10 (Lp2/10) + 10 (Lp3/10) ……) ..…(2) 

Where, Lp1, Lp2, Lp3 are noise pressure levels at a point due 

to different sources. 

Based on the above equations a user-friendly model has been 

developed. The details of the model are as follows: 

∗ Maximum number of sources is limited to 200; 

∗ Noise levels can be predicted at any distance specified 

from the source; 

∗ Model is designed to take topography for flat terrain; 



∗ Coordinates of the sources in meters; 

∗ Maximum and Minimum levels are calculated by the model; 

∗ Output of the model in the form of isopleths; and 

∗ Environmental attenuation factors and machine corrections 

have not been incorporated in the model but corrections 

are made for the measured Leq levels. 

Input to the Model 

The input to the model has been taken as the cumulative noise of 

all noise-generating sources. The resulting noise from the 

cumulative sources is taken as 108 dB(A). 

Coordinates X and Y are taken as input to the model is correlated 

with grid size and scale (1:100 m). Thus the center of the project 

area is defined as 0,0 coordinates. 

Noise Impact Analysis 

The isopleths and the noise levels obtained by modeling are 

presented in Fig-4.1. It is observed from isopleths that high noise 

levels will be confined to work zone areas only. It can be seen that 

noise levels get attenuated rapidly with the distance. 

The predicted noise levels indicate that the noise contours of 35 

dB(A) occurs within the project area only at a distance of about 

500-m from the center of the source. Thus, there will not be any 

significant increase in the present ambient noise levels.. 

In summary, it can be stated that the noise impact due to 

construction activity shall be relatively significant at the place of 

activity itself while the noise impact on community as a whole shall 

be insignificant. 



Figure 4.1: Predicted Noise Levels During Construction Phase 

-1000 -800 -600 -400 -200 0 200 400 600 800 1000 

1000 

1000 

800 

800 

600 

600 

400 

400 

200 

200 

0 

0 

-200 

-200 

-400 

-400 

-600 

-600 

-800 

-800 

-1000 

-1000 

-1000 -800 -600 -400 -200 0 200 400 600 800 1000 


The traffic noise will be from new generation passenger cars, and 

buses, which generate very little noise. Hence the impact during the 

operation phase is not expected to be felt outside the project 

boundaries. There would be smooth traffic flow hence no congestion 

and hence less noise at junctions and intersections. 

4.6 IMPACT ON TRAFFIC 

There would be increase in vehicular movements on the proposed 

BRTS corridors. The 45 ROW allows accommodating the various 

types of vehicles along with pedestrian pathways, cycle tracks thus 

resulting in lesser obstruction and fast movement of vehicles. This 



would lead to the positive impact with respect to the existing 

situation and more and more people would opt for mass transit 

system. 

4.7 IMPACT ON WATER RESOURCES 


Construction activities for the proposed development can have 

minor impact on hydrology and ground water quality of the area 

incase the construction chemicals leaches into ground. minor impact 

on the surface water are expected. Potential impacts on the 

hydrology and ground water quality have been discussed with 

respect to the following: 

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

(particularly during the rainy season). 

• Improper disposal of construction debris leading to off-site 

contamination of water resources. 

• Unaccounted disposal of domestic wastewater from 

temporary labour camps. 

• Spillage of oil and grease from the vehicles and wastewater 

stream generated from on- site activities such as vehicles 

washing, workshop etc. 

Construction & Development of site 

Development of the proposed site could lead to stockpiling and 

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

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

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

rainy season. 

The impact also envisaged from the construction practices and the 

type of material used. Construction waste is likely to create 

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

disposed off properly. 



Water logging at certain stretches along the road can be caused due 

to various borrowing operations. During rains, these borrow areas 

get filled up and re m a ins water logged due to in adequate local 

drainage 

Construction of Bridge across Pawana river will cause siltation in 

river Due to massive engineering works the river waterway may 

have to be diverted. The water way will be constructed increasing 

velocity downstream. This will increase sediment load with the flow. 

The quantum of water required during construction phase is huge. 

Water will be sourced from Pawana river. 

Site workshop 

The repair and maintenance of equipments/vehicles on site would 

generate waste containing oil and grease. The wastewater stream 

would also be generated from vehicle washing. The impact can be 

mitigated to a great extent by installing oil and grease traps. 

Labour Colony 

During construction phase, sewage shall be generated from labour 

colony. High levels of BOD, SS, Nitrogen and E. coli would 

characterize the same. Significant water quality impact will occur, if 

the sewage is disposed without any prior treatment. Temporary 

soak pits and septic tanks shall be constructed on the site during 

construction phase to mitigate the impact. 


Contamination of surface & ground water may be possible due to 

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

operation phase of project. Better storm-water drainage network 

along side of the route will minimize the waterlogging. 

4.8 Impacts on Land Environment 

4.8.1 Land Use & Aesthetics 

The proposed project will built on existing road and comes under 

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

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



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

Peoples affected due the project will be compensated as per the 

provisions of the rules of the PCMC. 

Some roadway components, like heavy cuts and fills, vegetation 

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

and detract from the natural beauty of the area 

4.8.2 Topography & Geology 

The proposed activity during the construction phase would involve 

excavation work and minor leveling of site. Overall geology or 

topography of the region is not expected to change due to 

construction of these roads. No additional stresses will be imposed 

by the project on these parameters and hence no significant 

impacts are expected. 

4.8.3 Soil 

4.8.3.1Construction Phase 

Impact on soil owing to the project construction activity includes soil 

erosion, compaction, physical and chemical desegregations. Erosion 

of soil may occur due to removal of vegetation and excavation 

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

impact owing to removal of vegetation would be minimal, however 

construction and associated activities would expedite erosion if not 

managed properly. Other factors contributing to soil erosion is 

increased runoff and decrease in permeability of the soil. Since 

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

Use of heavy machinery and storage of materials results in 

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

construction material with soil would also lead to reduced infiltration 

of water, decrease in permeability and increased runoff. Both 

physical and chemical desegregations of soil would occur during the 

construction phase. Physical desegregations would occur due to 

excavation of different layers of soil and subsequent mixing of 

different layers and would lead to disruption of soil structure. 

Chemical desegregations and pollution of soil would be on account 



of spillage of oil from vehicles used for transportation of 

construction material and from the building material used for 

construction purposes. 

Several environmental management measures will be implemented 

to minimize the soil erosion and other impacts such as removal and 

use of topsoil from construction activity for future plantation, etc. 

Impact on account of soil erosion is expected to be minimal. 

4.8.3.2 Functional Phase 

During the operation phase, carefully designed tree plantation and 

landscaped areas along sides of the roads will be maintained. No 

significant adverse impact is expected on the soils and areas around 

the site. The following management measures are proposed: 

• Storm water will be used to recharge the aquifer. 

• The entire site area will be well paved and thus there will be no 

leaching of any substances in case of spills 

Hence, no negative impact on soil quality is expected due to 

the project activities. 

4.9 WASTE DISPOSAL 


During the construction phase, solid waste generated will include 

vegetation/biomass from land clearing activities, waste from the 

labour camp and construction waste. Construction activities would 

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

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

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

Impact from this construction waste may arise owing to the 

shortage of dumping sites, increase in transportation and disposal 

cost and environmental deterioration. Potential pollution problems 

during construction activities include dumping of construction debris 

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



suggest maximum reuse of construction waste on site or removal of 

waste from the site and proper disposal, which would reduce 

adverse the impact, if any, significantly. 


During operation phase no solid waste is anticipated from the 

project activity. 

4.10 BIOLOGICAL ENVIRONMENT 

The significance of ecological impacts is evaluated based on the 

criteria: 

• Habitat quality 

• Species affected 

• Size/abundance of habits/organisms affected 

• Duration of impacts 

• Magnitude of environmental changes 


The potential impacts of project construction on terrestrial ecology 

include: 

Terrestrial 

• Site development. 

• Noise & disturbance. 

Aquatic 

Surface runoff during rains 

Site Development: 

During road construction, the vegetation on the acquired land will 

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

destruction and fragmentation effect of the road construction may 

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

may not be enough roosting places any more for them to 

survive.The development of the proposed site may cause direct 



impacts and loss of habitats and their associated flora & fauna. The 

list of trees to be cut are presented in Annexure - III 

Noise, air pollution & other disturbances: 

Air, noise and visual disturbance may be observed during the site 

development. The surrounding project site area is devoid of any 

major flora and fauna hence negative impacts are not envisaged. 

Aquatic ecology 

The study area has rivers Mula, Pawana and Indrayani. During 

construction phase of this kind of project will be confined to the site 

boundaries only. Hence, impacts on aquatic ecology cannot be 

expected. 


Potential impacts of this phase on terrestrial ecology include longterm 

air and noise pollution and disturbance generated by area 

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

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

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

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

considerably adopting adequate mitigation measures. 

4.11 SOCIO-ECONOMIC ENVIRONMENT 

4.11.1 Job Opportunity 

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

places of stay. Expenditure incurred by those employed at the 

project will boost local economy. Jobs would be created for 

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

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

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

4.11.2 Improvement of Infrastructure Facilities 

The development of project will also create or improve the 

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

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



4.11.3 Wider Economic Growth 

The proposed project will increase the economic activities around 

the area, creating avenues for direct/indirect employment in the 

post project period. There would be a wider economic impact in 

terms of generating opportunities for other business like 

transportation, marketing, repair and maintenance tasks, etc. 

4.11.4 Transportation 

During functional phase, the vehicular movement would mainly 

comprise passenger cars and buses, two wheelers, cycles and light 

commercial vehicles. The impact would be mitigated by the 

suggested measures like better upkeep of vehicles and maintaining 

good road network. 

4.11.5 Transient Labour Population 

Construction activity may lead to influx of construction labours. 

Though majority of work force would be recruited locally, labours 

with specific skills, may be from outside. However, such labours 

would be limited in number. The camp shall be provided with all 

basic amenities like water supply, public toilet etc. Therefore no 

significant pressure on local infrastructure is envisaged. 

4.11.6 Resettlement & Rehabilitation Issues 

As the project is planned in PCMC area and the most of the 

structures on the rout alignment are encroached at few places. The 

detailed survey of the encroachments, property, number of families 

affected, their social status needs to be conducted thoroughly as the 

present data is not sufficient. After the detailed survey the 

rehabilitation and resettlement plan will be prepared. 

4.12 SUMMARY OF IMPACTS 

A summary of likely impacts due to proposed project is depicted in 

Table 4.7. 



Table 4.7: Summary Matrix of Predicted Impacts Due to 

Proposed Project 

Sr. 

No 

Components Activities Predicted impacts Extent of Impacts 


1. Ambient air 

quality 

-Dust emissions from site 

preparation, excavation, 

material handling and other 

construction activities at Site. 

2. Noise -Noise generated from 

construction activities and 

operation of construction 

equipment 

3. Water quality -Surface runoff from project 

site 

-Oil/fuel and waste spills. 

-Improper debris disposal 

-Discharge of sewage from 

labour camp. 

4 Land use & 

aesthetics 

5 Topography & 

geology 

Minor Negative impact 

inside project premises. 

No negative impact 

outside premises of 

site. 


near noise generation 

sources inside 

premises. 

No significant impact on 

ambient noise levels 

outside premises. 

Minimal due to effective 

mitigation measures. 

-Land development Permanent positive 

impact 

Impacts are temporary during 

construction phase. Impacts will 

be confined to short distances, as 

coarse particles will settle within 

the short distance from activities. 

Temporary impacts during 

construction phase. No blasting or 

other high intensity noise 

activities envisaged. Baseline 

noise is within the standards. 

Contribution of noise will be 

confined in time and space 

Impact will be temporary. Local 

labour will be employed to reduce 

size of labour camps. No perennial 

surface water resource adjacent to 

site. Labour colonies shall be 

provided potable water for drinking 

and toilet facility. 

There will not be change in local 

land use pattern. The proposed 

development has also planned for 

landscaping areas, lawns, and 

open spaces. This will enhance 

the visual appeal of the area. 

-Existing site is fairly levelled No Significant Impacts Region is flat and hence no 

impacts on topography. No 

deposits of minerals on site 

leading to loss of revenue. 

Development is planned as per IS 

standards for earthquake 

protection. 

6. Soils -Construction activity leading 

to topsoil removal and 

erosion. 

7. Ecology, 

Flora & fauna 

-Habitat disturbance during 

construction activity 



Site is fairly levelled and will need 

minimum cutting and filling. Also 

adequate mitigation measures will 

reduce the same. 

The site and adjacent areas do 

not have any significant flora and 

fauna diversity and density. No 

endangered species recorded in 

study area. Development is 

planned in notified industrial area. 

Ancillary developments in the 

service sector is expected 

8. Socioeconomics 

Economy related to Overall positive impact 

commercial real estate 

development, material 

supply etc. expected to 

boom. Resettlement of 

project affected people 

9. Traffic pattern -Haul movement and Minor negative Impact The impact would be temporary 



Sr. 

No 

Components Activities Predicted impacts Extent of Impacts 

possibility of traffic 

congestion outside the site 

on the bypass on the 

highway. 

and location specific. 


1. Ambient air 

quality 

-Particulate and gaseous 

emissions from vehicle 

movement 

2. Noise -Noise from vehicle 

movement 

3. Water quality -Oil/fuel and waste spills. 

-Discharge of sewage. 

-Discharge of contaminated 

storm water 

4. Water 

availability 

5 Soils - Accidental Fuel and 

material spills 


inside premises with no 

impact outside. 


inside premises. 

No significant impact at 

sensitive receptors. 

No significant adverse 

impact 

No impact -- 

No negative impact 

Limited along side the routes 

New generation vehicles will be 

plying on the roads, which 

generate less noise. 

No wastewater discharge outside 

the premises to the nearby water 

source. 

Excavated topsoil from the area 

will be preserved and reused for 

horticulture purpose. 

6. Ecology, -Land use change Minor negative impact -- 

flora & fauna 

7. Socio-economy -Increased job opportunity 

-Project will involve few 

Overall positive impact Socio-economic status of the 

region will be improved. 

resettlement of encroachers 

-Better social infrastructure 

8. Traffic pattern Improved roads without any 

obstruction 

Positive Impact - 



CHAPTER 5 

ENVIRONMENTAL MANAGEMENT PLAN 


It has been evaluated that the study area will not be adversely 

affected significantly and impacts are mainly exposed to be confined 

to the proposed corridors. Mitigation measures at the source level 

and an overall Management Plan are elicited to improve the 

supportive capacity and also to preserve the assimilative capacity of 

the receiving bodies. The Management Action Plan aims at 

controlling pollution at the source level to the maximum possible 

extent with the available and affordable technology followed by 

treatment measures. 

The Environmental Management Plan (EMP) is a site specific plan 

developed to ensure that the project is implemented in an 

environmental sustainable manner where all contractors and 

subcontractors, including consultants, understand the potential 

environmental risks arising from the proposed project and take 

appropriate actions. EMP also ensures that the project 

implementation is carried out in accordance with the design and by 

taking appropriate mitigative actions to reduce adverse 

environmental impacts during its life cycle. 

Development of site for proposed BRTS routes to a certain extent, 

create inevitable impacts mainly during construction phase, but 

these are temporary and rather marginal and can be reduced 

significantly with the help of effective EMP. The potential 

environmental impacts, which need to regulate are mentioned 

below: 

• Air pollution due to the emission of Particulate Matter and 

gaseous pollutants; 

• Noise pollution due to various noise generating equipment 

as well as vehicular movement; 

• Wastewater generation from sanitary/domestic activities; 

and 



• Solid waste disposal. 

• To ensure better environment in & around the project site 

as well as the neighbouring population, an effective EMP is 

developed separately for construction and operational 

phase. 

5.2 AIR ENVIRONMENT 


To mitigate the impact of SPM/dust during the construction phase of 

the proposed project, the following measures are recommended: 

- A Fugitive dust control. 

- Procedural changes to construction activities. 

 

Fugitive Dust Control 

Source wise Fugitive dust control measures are tabulated below: 

Source 

Earth moving 

Disturbed 

surface areas 

Inactive 

disturbed 

surface areas 

Unpaved roads 

Open 

piles 

Track-out 

control 

storage 

Table 5.1: Fugitive Dust Control Measurers 

Control Measures 

- For any earth moving which are more than 30m from site 

boundary, conduct watering as necessary to prevent visible 

dust emissions. 

- Apply dust suppression measures frequently to maintain a 

stabilized surface; 

- Areas, which cannot be stabilized, as evidenced by wind driven 

dust, must have an application of water at least twice per 

day. 

- Apply dust suppressants in sufficient quantity and frequency to 

maintain a stabilized surface. 

- Water all roads used for any vehicular traffic at least twice per 

day of active operations; OR 

- Water all roads used for any vehicular traffic once daily and 

restrict vehicle speed to 20 kmph, which will reduce dust 

emission. 

- Apply water to at least 80 percent of the surface areas of all 

open storage piles on a daily basis when there is evidence of 

wind driven fugitive dust; OR 

- Install an enclosure all along the storage piles. 

- Downwash of construction vehicles (especially tyres) prior to 

departure from site. 

The most cost-effective dust suppressant is water. Water can be 

sprinkled by the handheld sprays or with the help of automatic 

sprinkler systems as the situation would demand. The incoming 



loads of dusty materials could be covered to avoid spreading of 

dust. Besides; loss of material in transport, especially if material is 

transported off-site, can very well be minimised. 

Procedural Changes in Construction Activities 

• Material Production - The transport of materials such as 

concrete, asphalt, etc. to construction sites generate significant 

amounts of road dust, especially for sites that are relatively far 

off from the material manufacturers. Setting up the temporary 

portable concrete plants and/or asphalt plants at construction 

sites can eliminate haulage of these materials. 

• Idling Time Reduction - Construction equipment is generally 

left idling while the operators are on break or waiting for the 

completion of another task. Emissions from idling equipment 

tend to be high, since catalytic converters cool down, thus 

reducing the efficiency of hydrocarbon and carbon monoxide 

oxidation. Existing idling control technologies, which 

automatically shut the engine off after a preset time can reduce 

emissions, without intervention of the operators. 

• Improved Maintenance - Recognizing that significant emission 

reductions can be achieved through regular equipment 

maintenance, contractors could be asked to provide 

maintenance records for their fleet at regular intervals as a 

part of the contract awarded to them. A monetary 

incentive/disincentive provision could be made to encourage 

contractors to comply with the regular maintenance 

requirements. 

• Reduction of on-site construction time - Rapid on-site 

construction could reduce the duration of traffic interference 

and therefore, reduce emissions from traffic delay. 


To mitigate the impact of pollutants from vehicular traffic during the 

operational phase of the site, the following measures are 

recommended for implementation: 

• Vehicle emission controls; and 



• Greenbelt development. 

Vehicle Emission Controls 

Vehicles (Cars, Buses, Two-Three wheelers and Light Commercal 

Vehicles) to be used should be confirmed to Euro-III norms, which 

are in force. Regular maintenance of the vehicle should be 

mandatory. Restriction of speed is also helpful in the reducing the 

emission rate. Instead of petrol, the fuels like CNG/LPG could be 

encouraged. 

Greenbelt Development 

Increasing vegetation in the form of greenbelt is one of the 

preferred methods to mitigate air pollution. Plants generate oxygen, 

serve as a sink for pollutants, reduce the flow of dust and reduce 

the noise pollution too along side the BRTS routes. 

5.3 NOISE ENVIRONMENT 


To mitigate the impact of noise from construction equipment, the 

following measures are suggested: 

• Noise prone activities could be restricted to the extent 

possible during night. 

• Workers employed in high noise areas would be rotated. 

Earplugs/muffs, or other hearing protective devices could be 

provided to those working very close to the noise generating 

machinery. 


To mitigate the impact of noise from Vehicular movement the 

following measures are recommended for implementation: 

Greenbelt Development: 

Noise attenuating / breaking species also could be planted in a 

greenbelt, especially surrounding the noise generating sources. 



Noise Barriers: 

A noise barrier (also called a soundwall, sound berm, sound barrier, 

or acoustical barrier) is an exterior structure designed to protect 

sensitive land uses from noise pollution. Noise barriers are the most 

effective method of mitigating roadways, railway, and industrial 

noise sources – other than cessation of the source activity or use of 

source controls. 

In the case of surface transportation noise, other methods of 

reducing the source noise intensity include encouraging the use of 

hybrid and electric vehicles, improving automobile aerodynamics 

and tire and choosing low-noise paving 

Noise barriers will be constructed as per the guidelines issued by 

Govement of Maharashtra, Urban development department (Circular 

No. TPB 4308/4011/CR – 343/08/UD – 11: dated 3 rd Dec. 2008) for 

reducing Noise Pollution 

Following guidelines will be followed in designing, errection and 

selection of Noise barriers 

• The roadside noise barrier shall be provided if the flyovers or 

elevated roads and elevated rail networks passes through 

congested localities and the distance between opening in the 

building and parapet of such traffic works is less that 30 m 

• Noise barriers will need to be considered from both acoustic 

and non acoustic aspects. The acoustic design aspects include 

barrier acoustic aspects include aspects such as structural 

integrity, safety, aesthetics and reduction of potential 

negative effects of noise barriers. 

• Noise barriers should be such that it will shield receives from 

the noise generated by road traffic in excess of acceptable 

noise level of 60 db for roads with two or more lanes fronting 

on residential area, 65db for roads fronting on areas o mixed 

uses and 70 db for arterial and trunk roads. However, for 

arterial and trunk roads, the noise barriers should be capable 

of traffic in excess of acceptable noise level of 70db, 

regardless of the land use neither side of the road. 



• The noise barriers may be in the form of vertical and crank 

top barriers, semi-enclosures, full enclosures and deck over. 

• A material that has a Transmission Loss (TL) of 33 db or 

greater shall be provided. Similarly the material surface 

density shall be less than 10 Kg/m 2 

• In the design of noise barriers, sound| “leaks” due to holes, 

slits, cracks or gaps through or beneath a noise barrier shall 

be avoided. Therefore to avoid reduction in acoustic 

performance or noise barriers, recess should be formed 

along the barrier to accommodate the street furniture as far 

as possible. 

• In general the following materials could be used:- 

• Steel 

• Aluminum 

• Polycarbonate or acrylic sheets 

• Concrete, brick or glass fiber reinforced concrete 

• Proprietary made acoustic panels 

• Noise barriers shall not be closer than 4.5 m. from carriage 

way to protect it from the impact of errant vehicles. If the 

space is limited say less than 1.5 m intentioned corrugated 

beam barriers or concrete profile barrier can be integrated 

with the noise barrier. 

• The material used shall have adequate fire resistance and a 

length of at 4 m made of non combustible elements shall be 

insisted in every 100mt of noise barriers. Emergency access/ 

exist points are also required to assist evacuation. 

• If barriers shall not affect aesthetical perfection of both road 

users and residents. It should be properly blend into the local 

environment. It should be uniform and avoid glare and flider 

effects. 

• The barriers shall not affect aesthetical perception of both 

road users and residents. It should be properly blend into the 

local environment. It should also integrate and coordinated 

with the street furniture. 



• As far as possible the tall sound barriers shall be avoided. 

Generally the height of barriers shall not be more that 3 m 

cantilever barriers may be built instead of very tall barrier. 

• Noise barriers should be designed so that they require 

minimal maintenance other that cleaning. Proper access 

should be provided for future maintenance. 

• Adequate ventilation shall be provided f barrier structure is an 

enclosure. 

• Noise barriers should form an integral part of road design. 

Noise Barriers Working: 

Noise barriers reduce the sound which enters a community from a 

busy highway by either absorbing the sound, transmitting it, 

reflecting it back across the highway, or forcing it to take a longer 

path over and around the barrier. A noise barrier must be tall 

enough and long enough to block the view of a highway from the 

area that is to be protected, the "receiver." Noise barriers provide 

very little benefit for homes on a hillside overlooking a highway or 

for buildings which rise above the barrier. A noise barrier can 

achieve a 5 dB noise level reduction, when it is tall enough to break 

the line-of-sight from the highway to the home or receiver. After it 

breaks the line-of-sight, it can achieve approximately 1.5dB of 

additional noise level reduction for each meter of barrier height. 



Barrier Material: 

The design of and the materials used in noise barriers shall be 

selected to ensure that factors such as aging/corrosion resistance, 

stone impact resistance, colour resistance and fire resistance etc. 

can satisfy the requirements specified in noise barrier standard 

Concrete: 

Concrete is used in various ways in the construction of noise 

barriers. Precast planks slotted into H shaped uprights provide a 

rapid means of construction and can be easily repaired. One form 

of proprietary concrete noise barrier is constructed from linked 

precast panels set at varying angles so as to obviate the need for 

separate post supports. Concrete noise barriers benefit from lowmaintenance, 

but prefabricated noise barriers are relatively 

expensive. Special designed surface features can be beneficially 

employed to reflect sound at a desired angle, away from noise 

sensitive receivers. On a highway contract involving other concrete 

structures it may be economical to use in-situ concrete to construct 

noise barriers. 



Metel: 

Metal noise barriers can be painted or coated in a wide range of 

colours. Steel is commonly used for supports. Sheet metal can be 

formed into lightweight hollow sections, which may contain fibre 

board or mineral wool absorbent materials. A number of profiled 

barrier systems, comprising horizontal panels spanning between 

galvanized steel posts, are commercially available. The metal 

sheeting on one side may be perforated to allow noise to interact 

with absorbent material within, and the corrugated profile provides 

structural rigidity. Aluminium is often used in proprietary systems 

because of its high strength to weight ratio; large panels may be 

easily erected with fewer supports (up to 5-meter spans). 

Metal Noise Barrier 

Metal Noise Barrier 



Transparent Material: 

Transparent materials allow light to properties or areas which would 

otherwise be placed in the shadow of the barriers. At the top of a 

noise barrier, transparency (i.e. by using transparent panels) will 

reduce the visual impact of tall noise barriers and tinted material 

may enhance the appearance. “Windows” (i.e. incorporation of 

transparent panels at eye level of the noise barrier) may allow road 

users to orientate themselves by providing views of the surrounding 

area. Potential problems with birds flying into transparent barriers 

may be reduced by either using tinted material or by superimposing 

a pattern of thin opaque stripes. 

Transparent materials are noise reflecting and their use might 

therefore be restricted where reverberation would cause problems. 

Transparent panels may need to be protected from impact by errant 

vehicles. Consideration should also be given to the use of 

laminates, toughened glass, embedded mesh or other systems in 

order to control the spread of fragments in the event of damage. 

Maintenance requirements and expected life need to be considered 

when the use of transparent materials is proposed. 

Transparent Noise Barrier 



Plastic: 

Apart from their use in transparent panels, plastics have also been 

used in absorbent panels and for supporting planted systems. 

Plastics may be coloured as required, but colour may bleach in 

strong sunlight. Susceptibility to bleaching can be tested in a 

weatherrometer. Plastics are prone to damage from fire and 

vandalism and some, e.g. polyethylene, become brittle after 

prolonged exposure to sunlight. 

Recycled Material: 

An increasing number of products are available which claim to be 

“environmentally friendly” by incorporating various recycled 

materials in their manufacture. Examples are: recycled plastics in 

supporting structures, waste materials from industrial processes in 

absorbers, sections of old tyres as planters, domestic waste 

transformed into compost. 

Sound Absorbent Materials: 

Acoustic requirements should be specified for the whole noise 

barrier structure (including panels and supporting structure) and 



allowance should be made for a proportion of reflective supporting 

elements. 

Sound absorbent material may be fixed to a backing structure such 

as a framework of timber or steel, or the surface of a solid wall. 

Sound absorbent panels are often based on noise absorbent 

products developed for use in industrial environments and may be 

available in a range of colours. The aesthetic aspects including 

shape, colour and surface texture should be considered. 

Earth Berms and Retaining Structures 

If a road construction contract would otherwise have surplus 

material, landscaped berms can be provided at negligible cost; at 

the same time the inevitable impact on the surrounding area of 

hauling the surplus material off site can be avoided. The design of 

berms should be compatible with the local landscape character and 

topography. The surplus material may only be suitable for gentle 

slopes and large quantities may be needed to achieve a significant 

amount of screening. 

Where insufficient land is available to construct earth berms high 

enough with natural slopes, geotextile reinforcement may be used 

to steepen slopes, but at the risk of being visually incompatible. 

Alternatively, retaining methods such as reinforced and anchored 

earth construction, gabions, concrete or timber cribs, and other 

proprietary support systems may be used to support the traffic face 

with advantage. 



Brick Noise Barrier 

Wooden Noise Barrier 

Tentative locations of noise barriers on both the corridors is given 

below 

Noise barrieres location on Kalewadi Phata to Dehu Alandi Road 

Sr. 

No. 

Noise barriers Location Name 

Length of noise 

barriers 

1 Flyover at Junction of Chinchwad Road – 

Kalewadi Road 

475 m 

2 Flyover on D. P. Road 175 m 

3 Flyover on Link Road 215 

4 Flyover on Pune Mumbai rail line 

5 Flyover on old Pune Mumbai road 

6 Flyover on Spine road junction 

Noise barriers location on Nashik Phata to Wakad Station 

Sr. 

No. 

Noise barriers Location Name 

Length of noise 

barriers 

1 Flyover at Kasaewadi 542.66 m 

2 Flyover at the junction of the 45 m D. P. Link 

and the Aundh – Wakad link road 

3 Flyover at Nashik Highway Junction 



5.4 IMPACT ON WATER RESOURCES 


To prevent degradation and maintain the quality of the water, 

adequate control measures have been proposed to check the surface 

run-off, as well as uncontrolled flow of water into any nearby water 

body like small pond, stream, etc. Following management measures 

are suggested to protect the water quality during this phase. 

• Avoid excavation during monsoon season. 

• Care should be taken to avoid soil erosion. 

• Pit latrines and community toilets with temporary soak pits and 

septic tanks should be constructed on the site during 

construction phase to prevent the wastewater from entering 

into the water bodies. 

• To prevent surface and ground water contamination on account 

of oil/grease, etc. leak proof containers should be used for 

storage and transportation of oil/grease. The floors of 

oil/grease handling area should be kept effectively impervious. 

Any wash off from the oil/grease handling area or workshop 

should be drained through impervious drains and effluent 

should be treated appropriately before releasing it. 

• Construction activities generate disturbed soil, concrete fines, 

oils and other wastes. On-site collection and settling of storm 

water, prohibition of equipment wash downs, toxic releases 

from the construction site, etc. are some of the essential 

measures which prove helpful in minimising water pollution. 


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

• Storm Water Management: 

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

channelled to the well laid out storm water network devised 

alongside of both the corridors and it will recharge in ground water 

recharge pit through sand filter. 



• Rainwater harvesting: 

Rainwater harvesting can serve as a solution to the water problem 

in the water crises area by capturing the runoff. Rainwater 

harvesting helps in utilizing the primary source of water and 

prevent the runoff from going into sewer, thereby serving dual 

purpose: Making water available for future use and reducing the 

load on treatment plants. Recharging the water aquifers help in 

improving the quality of existing groundwater through dilution. 

Rainwater harvesting comprises of two components 

Storing Rainwater in ground water reservoirs for beneficial use in 

future 

Rain water harvesting for artificial recharge of ground water. 

In proposed BRTS collected rain water will recharge in ground 

water through recharge pit. The details of rainwater harvesting 

system along with the design basis are given below: 

Basis For Proposed System 

The basis considered for proposed system is 

• Data available and 

• Design considerations. 

Data 

For rainwater disposal data required is with respect to 

• Rainfall – annual rainfall and rainy days 

• Rainfall intensity - Maximum rainfall in one hour 

• Area to be considered for storm water drainage 

• Type of area i.e. paved area, open area etc. 

• Ground strata 

• Water table 

Rainfall Intensity 

This defines precipitation occurring in a given area over a period of 

unit time. It is independent of its actual duration. The practice is to 

keep record for every hour. The rainfall intensity data is available 

with Indian Meteorological Department for different Indian Cities. As 



per record, maximum rainfall intensity for PCMC area is 55 mm per 

hour, which has been considered for the designs for this project. 

Area Covered 

It is proposed to provide system to cater storm water within the 

corridor premises and there will not be any contributory area 

outside the Project. Thus, for design of storm water drainage 

system along with rain water harvesting, total area considered is 

about 4500 Sqm 

• Width of road: 22.5 m 

• Distance between rainwater recharge pits: 200 m 

• Area covered for per pit: 200 x 22.5 = 4500 Sqm 

DESIGN CONSIDERATIONS 

The various design aspects catered are as follows. 

Rainfall Intensity 

The highest intensity recorded as per meteorological data is 55 

mm/hrand hence system is designed for rainfall intensity of 55 

mm/hr. This parameter is most critical from design point of view. 

Runoff Coefficient 

The runoff coefficient varies for different type of surface on which 

rainfall is received. The runoff coefficients considered for project 

area are 

Sr. Catchments Type 

Coefficient 

No. 

1 Building Roof drained by water pipes 1.0 

2 Concrete / asphalt paved area 0.8-0.90 

3 Streets 0.85 – 0.90 

4 Open area etc. 0.2-0.3 

Flow Calculations 

a) Total volume of rainfall collected per recharge pit 

= 4500 x 0.055 x 0.8 

= 198 m 3 /hr 





Disposal System. 

If rain water is allowed to pass through the recharge pits as it is, 

ground water quality is likely to be affected. In order to prevent its 

contamination and ensure quality for adjacent bore wells around the 

proposed corridors, which may be a water source for others. We 

have proposed simple sand filtration system. A typical sketch for 

such system is given below. 

The runoff collected from the road strecth is recharged using a 

percolation pit of size 1.5m x 1.5m x 1.5m with recharge bore. The 

harvested water is filtered using the layers of boulders, pebbles and 

gravel before it is recharged to the sub soil. 



Typical Rain Water Harvesting Pit 

STEEL COVER 

0.3 m 

BOULDERS 5-20 cm 

1.2 m 

COARSE SAND 1.5-2 mm 

1.2 m 

GRAVELS 5-10 mm 

1.2 m 

BOULDERS 5-20 cm 

SECTION A-A 

1.5 m 

A 

A 

1.2 m 

PLAN 

RAIN HARVESTING RECHARGE PIT 



5.5 Impacts on Land Environment 


Waste generated from construction activity includes construction 

debris, biomass from land clearing activities, waste from the labour 

camp, etc. Following section discusses management for each type of 

waste. Besides management of topsoil is an important area for which 

management measures are required. 

Construction Debris: 

The main sources of construction debris on proposed corridors are 

encroachments on the roads and eisting road. 

Construction debris is bulky and heavy and re-utilization and 

recycling is an important strategy for management of such waste. As 

concrete and masonry constitute the majority of waste generated, 

recycling of this waste by conversion to aggregate can offer benefits 

of reduced landfill space and reduced extraction of raw material for 

new construction activity. This is applicable to proposed site since the 

construction is to be completed in a phased manner. 

Recycled aggregate could be used for filler application, and as a subbase 

for road construction. 

Construction contractors could be asked to remove metal scrap from 

structural steel, piping, concrete reinforcement and sheet metal work 

from the site. A significant portion of wood scrap can be reused on 

site. Recyclable wastes such as plastics, glass fibre insulation, roofing 

etc shall be sold to recyclers. PCMC has demarcated the construction 

debris landfill site within its municipal limits. 

Waste from labour camp & Biomass: 

Waste generated from labour camps will mainly comprise the 

household domestic waste, which could be collected and composted 

on site along with the biomass from the land clearing activities. The 

non-compostable and non-recyclable portion of the waste shall be 

collected and transported to the nearest identified landfill site. 



Topsoil Management 

To minimize disruption of soil and for conservation of topsoil, the 

contractor shall take the topsoil out separately and stockpile it. 

After the construction activity is over, topsoil shall be utilized for 

landscaping activity. Other measures, which would be followed to 

prevent soil erosion and contamination include: 

• Maximize use of organic fertilizer for landscaping and green 

belt development. 

• To prevent soil contamination by oil/grease, leak proof 

containers could be used for storage and transportation of 

oil/grease and wash off from the oil/grease handling area shall 

be drained through impervious drains and treated 

appropriately before disposal. 

• Removal of as little vegetation as possible during the 

development, and re-vegetation of bare areas after the project. 

• Working in a small area at a point of time (phase wise 

construction). 


• Solid waste generation is not anticipated during operation 

phase. 

5.6 BIOLOGICAL ENVIRONMENT 


Cutting, uprooting, coppicing of trees or small trees present in and 

around labour camps for cooking, burning or heating purposes will be 

prohibited and suitable alternatives for this purpose will be found. 

After completion of major construction work, the green belt will be 

developed as there will be no or less disturbance in these areas. 


Extensive plantation and landscaping is proposed to mitigate any 

impacts during this phase. 

• Plantation & Landscaping 



Selection of the plant species to be done on the basis of their 

adaptability to the existing geographical conditions and the 

vegetation composition of the region. During the development of 

the green belt within the project area, emphasis shall be given on 

selection of plant species like nitrogen fixing species, species of 

ornamental values, species of very fast growth with good canopy 

cover etc. 

• Green Belt Development Plan 

Plantation has to be taken up suitably along both sides of both the 

corridors at 10 m center to center distance keeping in view the 

landscaping aspects. About 3800 trees will be planted on both the 

corridor. The maintenance of the plantation area will also be done 

by the PCMC. The cost of plantation is estimated at Rs.3,80,000. 

The trees will be planted in consultation with forest and horticulture 

department of Maharashtra Goverment. 

• Selection of plant species for Green belt development 

The selection of plant species for the development depends on 

various factors such as climate, elevation and soil. The list of plant 

species, which can be suitably planted, and having significant 

importance are provided in Table-5.2. The plants should exhibit the 

following desirable characteristic in order to be selected for 

plantation. 

i. The species should be fast growing and providing optimum 

penetrability. 

ii. The species should be wind-firm and deep rooted. 

iii. The species should form a dense canopy. 

iv. As far as possible, the species should be indigenous and locally 

available 

v. Species tolerance to air pollutants like SPM, SO 2 & NOx should 

be preferred. 

vi. The species should be permeable to help create air turbulence 

and mixing within the belt. 

vii. There should be no large gaps for the air to spill through. 

viii. Trees with high foliage density, leaves with larger leaf area and 

hairy on both the surfaces. 

ix. Ability to withstand conditions like inundation and drought. 



x. Soil improving plants (Nitrogen fixing, rapidly decomposable leaf 

litter). 

xi. Sustainable green cover with minimal maintenance. 

Table 5.2: Suggested Plant Species - Green Belt Area 

Sr. No. Name COMMENT 

1 Acacia nilotica Direct Seedling Possible 

2 Albizzia sp. Drought Resistant, High Growth Rate 

3 Acacia auriculiformis Direct Seedling Possible, High Growth Rate 

4 Azadirachta indicata Direct Seedling Possible, Drought Resistant 

5 Annona squamosa Drought Resistant, High Growth Rate 

6 Bauhinia variegata Drought Resistant, High Growth Rate 

7 Cassia festula. Direct Seedling Possible, High Growth Rate 

8 Dalbergia sisoo High Growth Rate 

9 Erythrina indica High Growth Rate 

10 Ficus bengalensis High Growth Rate 

11 Ficus religiosa High Growth Rate 

12 Grewia sp. High Growth Rate 

13 Leuceana leucocephala High Growth Rate 

14 Morus indica/alba Drought Resistant 

15 Prosopis sp. Direct Seedling Possible, Drought Resistant 

16 Tamarindus indica Drought Resistant 

17 Terminelia arjuna High Growth Rate 

18 Zizyphus sp. Direct Seedling Possible, Drought Resistant, 

High Growth Rate 

Ornamental trees with spreading branches, shade giving with 

colorful flowers for people to relax. (Alstonia scholaris, Saraca 

asoca, Ailanthus excelsa, Peltophorum pterocarpum, 

Mimusops elengi, Tecoma stans, Cassia fistula, Cassia alata, 

Callistemon citrinus, Acalypha hispida, Caesalpinia 

pulcherrima, Calliandra haematocephala, Cestrum nocturnum, 

Erythrina indica, Murraya paniculata, Plumeria acuminata, 

Polyalthia longifolia, Polyalthia pendula, Putranjiva roxburghii, 

Tabernaemontana divaricata etc) 

5.7 IMPLEMENTATION SCHEDULE OF MITIGATION 

MEASURES 

The mitigation measures suggested above will be implemented so as 

to reduce the impact on environment due to the proposed 

development of BRTS Route. In order to facilitate easy 

implementation of mitigation measures, these are phased out as per 

the priority as given in Table 5.3. 



TABLE 5.3: Implementation Schedule 

Sr. Recommendations 

Requirement 

No. 

1. Air pollution control Measures Before commissioning of respective 

operations 

2. Water Pollution Control Before commissioning of the 

Measures 

operations 

3. Noise Control Measures Along with the commissioning of the 

operations 

4. Ecological Preservation and Stage wise implementation 

Up gradation 

5.8 Environmental Management System & Monitoring Plan 

For the effective implementation of EMP, an Environmental 

Management System (EMS) should be established at the site. The 

EMS should include the following: 

• An environmental management cell. 

• Environmental Monitoring. 

• Personnel Training. 

• Regular Environmental Audits & Corrective Action. 

• Documentation – Standard operating procedures 

Environmental Management Plans & other records. 

5.8.1 Environmental Management Cell 

A Cell for Environmental Management within PCMC at the project 

level, will take the overall responsibility for co-ordination of the 

actions required for environmental management and mitigation, and 

for monitoring the progress of the proposed management plans and 

actions to be taken for the project. The Cell will be headed by a 

qualified environmental engineer and the other members of the cell 

that will include an environmental field officers, scientist, chemists 

and operators. The cell will report to city engineer of PCMC directly 

for regular compliances. 

The EMC will prepare a formal report on environmental 

management at six-monthly intervals. Reports on any urgent or 

significant issues may be prepared at shorter intervals. Apart from 

responsibilities listed above, the EMC will have the responsibility of 

the following: 



To implement the environmental management plan, 

- To assure regulatory compliance with all relevant rules and 

regulations, 

- To minimize environmental impacts as by strict adherence 

to the EMP, 

- To initiate environmental monitoring as per approved 

schedule. 

- Maintain documentation of good environmental practices 

and applicable environmental laws as ready reference. 

- Maintain environmental related records. 

- Coordination with regulatory agencies, external consultants, 

monitoring laboratories. 

- All the Environment related aspects will be handled by a 

dedicated group and will be responsible for the compliance 

to all the issues 

- To manage post project-monitoring plan as per approved 

EIA & EMP. 

- To develop & maintain green belt 

- To work for continuous & regular improvement in 

environmental engineerring 

5.8.2 Environmental Monitoring 

The purpose of environmental monitoring is to evaluate the 

effectiveness of implementation of Environmental Management Plan 

(EMP) by periodically monitoring the important environmental 

parameters within the impact area, so that any adverse affects are 

detected and timely action can be taken. 

In consultation with MPCB, the PCMC will monitor ambient air quality, 

noise levels, groundwater quality and quantity, soil quality and solid 

wastes in accordance with an approved monitoring schedule. The 

monitoring protocol and location selection will have to be done 

carefully. The monitoring and sampling program should be discussed 

and approved by MPCB. A suggested monitoring protocol, based on 

the predicted impacts, is given in Table 5.4. 



Table 5.4: Suggested Monitoring Program during Construction Phase 

Sr. 

No 

Environmental 

attribute 

No. of 

Locations 

1. Ambient Air Quality • Five stations 

per corridor 

Locations Name Parameters Period and Frequency 

• Chinchwad Road – 

Kalewadi Road Junction 

• 

Criteria Pollutants: SO 2 , 

N0x, SPM, PM 10 , CO 

• 24-hr average sampling 

except for CO, which 

will be 8-hr sampling. – 

• Twice a week 

2. Ambient Noise • Five stations 

per corridor 



• 

dB(A) levels 

Hourly day and night time 

Leq levels every quarter 

during construction phase 

Quarterly 

3. Water Quality Five Samples per • Mula River 

Drinking water parameters 

corridor 

• Bore Well Samples as per IS 10500. 

4. Soil quality Five Samples per Greenbelt area Organic matter, C, H, N, Quarterly 

corridor 

Alkalinity, Acidity, heavy 

metals and trace metal. 

Alkalinity, Acidity. 

5 Inventory of flora Project monitoring area Once a two year 

6 Socio-economic 

condition of local 

population 

Nearby areas of proposed 

corridors 

Physical Survey 

Once in two year 



Table 5.4: Suggested Monitoring Program during Operation Phase 

Sr. 

No 

Environmental 

attribute 

No. of 

Locations 

1. Ambient Air Quality • Three stations 

per corridor 

Locations Name Parameters Period and Frequency 



• 

Criteria Pollutants: SO 2 , 

N0x, SPM, PM 10 , CO 

• 24-hr average sampling 

except for CO, which 

will be 8-hr sampling. – 

• Quarterly 

2. Ambient Noise • Five stations 

per corridor 



• 

dB(A) levels 

3. Water Quality Four Samples per • Mula River 

Drinking water parameters 

corridor 

Bore Well Sample 

as per IS 10500. 

4. Soil quality Four Samples per Greenbelt area Organic matter, C, H, N, Twice a year 

corridor 

Alkalinity, Acidity, heavy 

metals and trace metal. 

Alkalinity, Acidity. 

5 Inventory of flora Project monitoring area Once a year 

6 Socio-economic 


population 

Nearby areas of proposed 

corridors 

Physical Survey 

• Hourly day and night 

time Leq levels 

• Twice a year 

• Twice a year 

Once in two year 



Monitoring will be carried out externally through respective reputed 

agencies/laboratory. PCMC will deputs its environmental engineers 

for regular checking of monitoring programme in accordance with 

the suggested monitoring programme. 

5.8.3 Awareness & Training 

Training and human resource development is an important link to 

achieve sustainable operation of the facility and environmental 

management. For successful functioning of the project, relevant 

EMP should be communicated both during constructional and 

functional phases to all concerned staff and contractors. 

5.8.4 Record Keeping & Reporting 

Record keeping and reporting of performance is an important 

management tool. Records should be maintained for regulatory, 

monitoring and operational issues. Typical record keeping 

requirements is summarized in Table 5.5. 

Table 5.5: Record Keeping Requirements 

Parameter 

Particulars 

Solid Waste 

Handling & 

Disposal 

Regulatory 

Licenses 

(Environmental) 

Monitoring & 

Survey 

• Daily quantity of waste received 

• Daily quantity treated and recycled 

• Daily quantity sold 

• Environmental Permits / Consents from MPCB / MoEF (if 

required) 

• Copy of Waste manifests as per requirement 

• Records of all monitoring carried out as per the finalized 

monitoring protocol. 

Other • Log book of compliance 

• Employee environmental, health and safety records 

• Equipment inspection & calibration records, where 

applicable 

• Vehicle maintenance and inspection records 

5.8.5 Environmental Audits & Corrective Action Plans 

To assess whether the implemented EMP is adequate, periodic 

environmental audits will be conducted by Environment Cell. These 

audits will be followed by Corrective Action Plans (CAP) to correct 

various issues identified during the audits. 



Environmentally Responsible Construction Practices 

EMP 

Identification 

Activity 

Measures 

EMP-CON-1 

EMP-CON-2 

EMP-CON-3 

River/Rail/Road 

Crossings 

Top Soil 

Preservation 

Trench 

Dewatering 

• Construction shall be expedited and 

use of equipment and mainline 

construction activities within rivers 

shall be limited to minimum 

• River crossings will be constructed as 

perpendicular to the axis of the river 

as far as practicable 

• All material and structures related to 

construction shall be cleared from the 

river and it's vicinity after construction 

• The mud and drilling fluids generated 

during the drilling operations shall be 

disposed-of in an approved manner 

• Spill prevention and control measures 

shall be taken. No storage of oil or 

lubricants shall be located near river 

or drains feeding the rivers. 

• Topsoil shall be segregated during 

trenching and stacked separately 

• Topsoil shall not be used for padding, 

backfill or trench breakers 

• Topsoil shall be stacked on the nontraffic 

side of the trench 

• At the completion of construction, 

topsoil shall be spread on top of the 

trench 

• Hoses used for dewatering shall not 

touch the trench bottom 

• Screens and filters shall be used to 

avoid pumping of sediments 

• Discharge of trench water or other 

forms of turbid water directly onto 

exposed soil or into any water body 

shall be avoided 

EMP-CON-4 Backfilling • Excavated and blast rock shall be 

used as backfill above the layer of 

padding 

• A crown of soil shall be kept to allow 

for future settling 

• Excess or unsuitable material shall be 

cleared from the site and disposed of 

at an approved location 



EMP 


Activity 

Measures 

EMP-CON-5 Restoration • Disturbed land shall be brought back 

to near original condition as soon as 

the construction activities are 

completed. 

• Landowners shall be allowed to 

cultivate land after restoration 

• Final grading shall be completed as 

soon as possible 

• After the trench is backfilled, rock 

which cannot be buried or hauled 

away shall be used for the soil 

erosion control measures and 

construction debris and other 

wastes shall be cleared from the 

RoU 

• RoW shall be graded to preconstruction 

contours, as practical, 

with a small crown of soft soil left over 

the trench to allow for future 

settlement 

• Fences and other facilities cut across 

during construction shall be repaired 

EMP-CON-6 Blasting • Blasting, if required, will be done in a 

controlled manner. 

• Minimal blasting shall be employed in 

human inhabited areas and forest 

areas 

• Appropriate warning shall be provided 

to the local inhabitants by means of 

signals, barricades, flags, sirens, etc. 

• Safe storage and handling practices as 

stipulated by the governmental 

authorities, in respect of explosives 

shall be followed 

• Only a licensed and experienced 

professional shall handle the blasting 

activity 



EMP 


EMP-CON-7 

EMP-CON-8 

Activity 

Hydrostatic 

Testing 

Special 

Precautions 

Measures 

• The potential environmental impacts 

from the withdrawal and discharge of 

hydrostatic testing water shall be 

minimized by recycling water during 

the testing of each stretch, if possible 

• Test water shall be disposed of in 

accordance with the requirements of 

the regulatory authorities 

• Test water shall be discharged back 

into the water body adopting soil 

erosion control measures 

• Precautionary measures shall be taken 

at tectonically active areas such as 

folds and faults, if any, en-route the 

BRTS. 

• Sand, aggregates and other quarry 

materials should be sourced from local 

authorised and licensed quarries 

• Creation of temporary tracks of trucks 

shall be avoided to the extent 

possible. However, in case truck 

tracks are made, the same shall be 

reinstated to its near original condition 



Preservation of Environmental Quality 

EMP 


Environmental 

Component 

EMP Measures 

EMP-EQ-1 Air Environment • Particulate emissions shall be 

controlled by water sprinkling 

wherever necessary. 

• Operation of temporary Concrete, 

Asphalt and Hot Mix Plants shall 

adhere to relevant emission norms 

of MoEF. 

• All vehicles shall have valid PUC 

certificate. 

• All DG sets shall meet emission 

norms. 

• On-site burning of construction 

wastes shall be prohibited 

• Materials having the potential to 

create dust shall not be loaded to 

a level higher than the side and 

tail boards, and shall be carried in 

vehicles fitted with cover lids 

• Excavated materials shall be 

placed in the designated 

dumping/disposal areas. 

• The heights from which materials 

are dropped shall be limited to 1.5 

m. to limit fugitive dust generation 

• All motorized vehicles on katcha 

roads on the site shall be allowed 

a maximum speed of 15 

kilometers per hour. 

EMP-EQ-2 

Noise 

Environment 

• Modern “quiet-running” equipment 

shall be used wherever available. 

• Each item of powered machinery 

used on site shall be properly 

maintained and serviced so as to 

minimize noise emissions 

• Earmuffs shall be provided to 

operators of heavy construction 

equipment 

• Stationary equipment shall be 

located so as to minimize noise 

impact on the community. 

• Equipment and plant shall not be 

kept idling when not in use. 

• Plant and equipment known to 

emit noise strongly in one 



EMP 


EMP-EQ-3 

Environmental 

Component 

Water 

Environment 

EMP Measures 

direction shall be oriented where 

possible, in a direction away from 

noise sensitive receptor 

• Liquid effluents from construction 

camps and spoiled/drained lubricant 

oil washings from construction 

machinery shall not be discharged 

to any water body without 

treatment 

• Temporary drainage channels shall 

be provided to minimize soil erosion. 

• Water used in washing and flushing 

pipelines shall be discharged into 

storm water drains or natural drains 

after settling. 



EMP 


MP-EQ-4 

Environmental 

Component 

Land 

Environment 

EMP Measures 

• All construction equipment and 

material shall be stored in a neat 

and orderly manner. 

• Any excess excavated material shall 

be removed from the construction 

site as soon as possible after the 

completion of excavation operations. 

• If any soil compaction occur outside 

embankment area within or outside 

the RoU due to movement/parking 

of heavy machinery, the top soil 

shall be ripped lightly prior to 

leaving the stretch 

• Excavated top soil shall be 

preserved near the trench 

• Land shall be reinstated after laying 

the Roads using the preserved top 

soil 

• Any kind of material resulting from 

clearing and grading shall not be 

deposited on temporary or 

permanent basis in the approach 

roads, railways, streams, ditches 

and any other position which may 

hinder the passage and/or natural 

water drainage 

• Barriers or other structures shall be 

provided in steep slope areas to 

prevent the removed material 

sliding downhill from RoU 

• Temporary sanitary facilities shall be 

provided for workmen by locating 

the facilities in an inconspicuous 

place as possible. These facilities 

shall be maintained in a clean, 

odour-free condition at all times 

taking care to avoid soil and 

groundwater contamination. 

• Cutting recently built or resurfaced 

roads shall be avoided except when 

this is essential for emergency 

repair. To facilitate this practice, the 

authority shall maintain close coordination 

with the agencies 

regarding their street resurfacing 

programs. 



EMP 


EMP-EQ-5 

Environmental 

Component 

Biological 

Environment 

EMP Measures 

• The vegetation shall be cut off at 

ground level leaving the roots intact 

to the maximum extent possible. 

Only stumps and roots directly over 

the trench would be removed 

Precautions shall be taken to 

minimize damage to native plants 

on the periphery of construction 

area 

• Minimum number of trees shall be 

cut while building road. Equal 

number of trees shall be planted 

under compensatory afforestation 

• Removing vegetation outside RoU 

shall be strictly prohibited 

EMP-EQ-6 


Environment 

• Prior information about the project 

shall be given to locals in the area 

• Caution shall be exercised to avoid 

disturbance to existing 

infrastructure along the BRTS route, 

such as telephone and electrical 

cables, water pipelines etc. 

• If the construction activity uncovers 

subsurface evidence of 

archaeological significance, the 

construction activity in the vicinity 

of the find shall be delayed until the 

archaeological department evaluates 

the find. 

• Induction of workers from areas 

outside the region could introduce a 

potential effect on the local culture, 

habits and economics. Therefore as 

far as possible locals shall be 

employed in construction activities 

5.8.6 Budget Provision for EMP 

It is necessary to include the environmental cost as a part of 

the budgetary cost component. It is proposed to take up 

protective measures like water sprinkling on road during 

constructions, noise barriers during operation phase, tree 

plantation. 



Adequate budgetary provision will be made by the PCMC for 

execution of Environmental Management Plan. The details of 

budget is given Table 5.6. and Annexure IV 

Table 5.6: Budget Provision for EMP 

Sr. No. Environmental Aspect Total Expendature 

1 

Air Pollution 

• Water Sprinkling 

21,90,000 

2 Landscaping and Tree Plantation 53,80,000 

3 

Environmental Monitoring 

• Air, Water, Noise, Soil qulaity 

monitoring 

49,18,000 

4 Occupational Health & Medical Check up 10,00,000 

5 Social Development 50,00,000 

5 Total 1,84,88,000 



Annexures 

ANNEXURE I 

PROPOSED ROAD CORRIDOR 

Print & Attach PDF file (attched Anneure I) in A1 Size 



Annexures 

ANNEXURE II 

PROPOSED ROAD CORRIDOR – NASHIK PHATA TO WAKHAD 

Print & Attach PDF file (attched Anneure II) in A1 Size 



Annexures 

ANNEXURE III 

TREES ALONG THE ROUTE 

KALEWADI PHATA TO DEHU-ALANDI ROAD 

LEFT SIDE FROM KALEWADI PHATA 

Sr. 

No. 

COM.NAME 

BOTANICAL NAME 

GIRTH 

mtrs 

HEIGHT 

mtrs 

1 Raintree Siemea saman 0.90 7.5 

2 Raintree Siemea saman 0.78 6 







9 Pimpal Ficus religiosa 0.90 9.6 







16 Vad Ficus bengalnsis 0.45 4.5 








24 Umbar Ficus recemosa 0.60 6 





29 Pimpal Acasia spp. 0.90 7.5 








37 Vad Ficus bengalnsis 1.59 12 


39 Gulmohar Delonix regia 0.60 7.5 


41 Kadunimb Azardiracta indica 0.60 7.5 



Annexures 

Sr. 

No. 

COM.NAME 


GIRTH 

mtrs 

HEIGHT 

mtrs 

42 Ashok Polyantha longifolia 0.30 9 


44 Trunk - 0.45 7.5 

45 Mango Mangifera indica 0.60 6 

46 Jambul Syzigiums cumini 0.60 7.5 












58 Subabhul Leucaena leucocephala 0.39 3 

59 Nilgiri Eucalyptus species 0.60 12 

60 Suru Casurina equisitifolia 0.45 6 

61 Subabhul Leucaena leucocephala 0.54 7.5 

62 Kadunimb Azardiracta indica 0.30 6 




66 Umbar Ficus recemosa 0.45 4.5 




70 Mango Mangifera indica 0.36 4.5 


72 Jambul Syzigiums cumini 0.30 4.5 


74 Pimpal Ficus religiosa 0.30 3 



Annexures 

RIGHT SIDE FROM KALEWADI PHATA 

SR.NO 

Others 

(Specify) 

COM.NAME 


GIRTH 

mtrs 

HEIGHT 

mtrs 

1 Avenue vad Ficus bengalnsis 0.30 1.5 

2 Avenue pimpal Ficus religiosa 0.60 7.5 

3 Avenue vad Ficus bengalnsis 0.60 3 

4 trunk - 0.78 6 

5 trunk - 0.90 7.5 

6 Avenue raintree Siemea saman 0.90 6 

7 Avenue raintree Siemea saman 0.96 7.5 


















25 Avenue umbar Ficus recemosa 1.05 9 





30 badam Prunus dulsis 0.30 4.5 

31 badam Prunus dulsis 0.30 4.5 



34 Avenue vad Ficus bengalnsis 0.54 3 

35 Avenue suru Casurina equisitifolia 0.60 4.5 

36 Avenue umbar Ficus recemosa 0.30 3 

37 Avenue devkapashi 

Coclospermun 

inerme 0.69 7.5 

38 Avenue babhul Acasia Species 0.60 6 



Annexures 

AUTO CLUSTER TO CHAUDHARY NAGAR 

RIGHT SIDE FROM AUTO CLUSTER 

SR.NO COM.NAME BOTANICAL NAME 

GIRTH 

mtrs 

HEIGHT 

mtrs 

1 Apta 0.30 3 

2 Bahuniya Bahuniea tomantosa 0.60 3.6 



5 Bahuniya Bahuniea tomantosa 0.30 6 






11 Limboni 1.20 9 



14 Boganwel 0.30 2.1 

15 Tabubea Tabubea rosea 0.90 3 

16 Morpankh 0.30 7.5 






22 Kapus 0.30 4.5 

23 Babhul Acasia Species 0.30 3 

24 Morpankh 0.30 3 


26 Morpankh 0.30 4.5 


28 Pheshia 0.60 4.5 

29 Bottlebush Acasia spp. 0.60 4.5 

30 Pheshia Acasia spp. 0.60 10.5 


32 Bottlebush Callistemom lanciolatus 0.30 3 

33 Subabhul Ficus bengalnsis 0.30 9 

34 Subabhul Leucaena leucocephala] 0.30 4.5 


36 Jambhul Syzigium cumini 0.60 4.5 


38 Jambhul Syzigium cumini 0.30 6 


40 Jambhul Syzigium cumini 0.30 3 

41 Pheshia 0.60 3 

42 Bottlebush Callistemom lanciolatus 0.30 3 

43 Pipani Ficus nana 0.90 10.5 



Annexures 


GIRTH 

mtrs 

HEIGHT 

mtrs 

44 Pipani Ficus nana 0.30 6 

45 Nirgil 0.60 7.5 


47 Apta 0.90 3 

48 Nirgil Eucalyptus species 0.90 10.5 



51 Yuja 0.90 6 












63 Vad Ficus bengalensis 0.30 3 






69 Subabhul Leucaena leucocephala] 1.20 12 



72 Nirgil Eucalyptus species 0.60 9 















87 Babhul 0.60 9 

88 Babhul 0.90 10.5 






Annexures 


GIRTH 

mtrs 

HEIGHT 

mtrs 











102 Babhul 0.30 6 



105 Gulmohar Delonix regia 0.90 6 








113 Pipani Ficus nana 0.30 4.5 







120 Vad Ficus bengalensis 0.60 10.5 
















136 Bor Zizipus jujube 0.60 4.5 





Annexures 

AUTO CLUSTER TO CHAUDHARY NAGAR 

RIGHT SIDE FROM AUTO CLUSTER 


GIRTH 

mtrs 

HEIGHT 

mtrs 





5 Chinch God Tamarind indica 1.20 9 

6 Limboni 0.60 6 

7 Limboni 0.90 7.5 

8 Keshia 0.45 9 







15 Limboni 0.78 8.7 

16 Kapus Siemea saman 0.30 3 








24 Kapus Coclospermun inerme 0.30 3 

25 Babhul Acasia Species 0.30 3 





30 Vad Ficus bengalensis 1.20 10.5 


32 Phulora 0.30 7.5 














Annexures 








51 Naral Coccus nulifera 0.90 4.5 

52 Naral Coccus nulifera 0.90 6 

53 Ashok Polyantha longifolia 0.60 10.5 



56 Trunk 0.78 7.5 

57 Trunk 0.90 7.5 

58 Badam Ficus 0.60 7.5 

59 Badam Ficus 0.30 3 


61 Naral Coccus nulifera 0.90 3 


63 Badam Ficus 0.30 3 


65 Badam Ficus 0.60 4.5 

AUTOCLUSTER TO RIVER END & PETROL PUMP 


GIRTH 

MTRS 

HEIGHT 

MTRS 














14 Trunk - 0.30 6 












Annexures 


GIRTH 

MTRS 

HEIGHT 

MTRS 











34 Pimpal Acasia spp. 0.60 9 




38 Suru Casurina equisitifolia 0.30 7.5 

39 Suru Casurina equisitifolia 0.30 10.5 

40 Trunk - 0.60 7.5 




44 Bottle Bush Bahunea Tomantosa 0.90 13.5 





49 Saphpharni 0.48 4.5 



52 Babhul Ficus bengalnsis 0.90 7.5 





57 Kadunimb Azardiracta indica 0.69 



60 Gulmohar Delonix regia 0.36 







67 Jambhul Syzigiums cumini 1.02 

68 Mango Mangifera indica 0.90 


70 Chinch Tamerind indica 0.60 




Annexures 


GIRTH 

MTRS 

HEIGHT 

MTRS 


73 Karanj Terminalia katappa 0.30 


75 Raintree Siemea saman 1.20 









84 Subabhul Leucaena leucocephala 0.30 


Rapid EIA Study for proposed BRTSchapter 2 

ANNEXURE IV 

BUDGETRY PROVISIONS FOR EMP 

Sr. No. 

Environmental Monitoring 

Environmental 

Aspect 

No of 

Sampling 

Locations 

Sampling 

Period 

No of 

days 

No of 

Samples 

Rate 

per 

Sample 

Total 

Amount 

Construction Phase 

1 Air Environment 10 

Twice a 

Week 

104 1040 3000 3120000 

2 

Noise 

hourly 

10 

Environment 

monitoring 

104 24960 50 1248000 

3 

Water 

Environment 

10 Quarterly 4 40 3500 140000 

4 Soil Samples 10 Quarterly 4 40 4000 160000 

5 Inventry of Flora 

Both the 

corridors 

1 50000 50000 

6 

Socieoeconomic 


1 200000 200000 

area 

Total 4918000 

Sr. No. 

Environmental 

Aspect 

No of 

Sampling 

Locations 

Sampling 

Period 

No of 

days 

No of 

Samples 

Rate 

per 

Sample 

Total 

Amount 

Operation Phase 

1 Air Environment 10 Quarterly 40 400 3000 1200000 

2 

Noise 

hourly 

10 

Environment 

monitoring 

4 960 50 48000 

3 

Water 

Twice a 

8 

Environment 

year 

2 16 3500 56000 

4 Soil Samples 8 

Twice a 

year 

2 16 4000 64000 

5 Inventry of Flora 

Both the 

corridors 

1 50000 50000 

6 

Socieoeconomic 


area 

1 200000 200000 

1618000 

Tree Plantation 


Rapid EIA Study for proposed BRTSchapter 2 

Sr. No. 

Environmental 

Aspect 

No of 

Sampling 

Locations 

Sampling 

Period 

Rate 

per 

Sample 

Total 

Amount 

1 Tree Plantation 3800 Once 100 380000 

2 Landscaping 

on both 

the 

corridors Once 5000000 5000000 

Total 5380000 

Air Environment 

Sr. No. 

Environmental 

Aspect 

1 Air Environmnet 

No of 

Sampling 

Locations 

3 ( one 

tanker 

per 

corridor) 

Sampling 

Period 

NO of 

days 

No of 

samples 

Rate 

per 

Sample 

Total 

Amount 

Per day 365 1095 2000 2190000

(EIA) SYSTEM &#40;BRTS&#41; FOR PCMC

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(EIA) SYSTEM (BRTS) FOR PCMC