Document

EXECUTIVE SUMMARY FOR DHOTRE TO TARANGANPADA OF 120.
696 KM (PACKAGE IV) OF ACCESS CONTROLLED NMEW 01/11/2017
Executive Summary
1.1 Introduction
The Government of India has planned 10 world class express highways in order to boost the road
infrastructure for faster connectivity between different cities. Simultaneously Government of
Maharashtra has planned Nagpur Mumbai Expressway (NMEW) which intends to divert and
redistribute the heavy traffic on existing corridors. The proposed NMEW is being implemented by
Maharashtra State Road Development Corporation (MSRDC) which will pass through 10 districts
from Vidarbha through Marathwada to Konkan regions. The major settlements which are set to be
part of this plan are Nagpur District, Wardha District, Amravati District, Washim District, Buldana
District, Jalna District, Aurangabad District, Ahmednagar District, Nasik District and Thane District.
The NMEW will be designated as a Maharashtra State Highway (MSH) built on National Highway
standards. The NMEW is a top priority project in the Government agenda. It will start from
Shivmadka in Hingna, Nagpur and will end near Bhiwandi, Thane.
The project intends to develop a 6 lane expressway with paved shoulders from Nagpur to Mumbai in
the State of Maharashtra. This six-lane Nagpur-Mumbai Prosperity Corridor has a ROW of 120 m
and will bring the travel time between the two cities of Nagpur to Mumbai from 16 hours to six hours.
This prosperity corridor will pass through all the five regions that make up Maharashtra Vidarbha,
North Maharashtra, Marathwada, Western Maharashtra and Konkan thus linking developed and
developing towns. The project ensures greater regional connectivity and equitable development as it
passes through Vidarbha, North Maharashtra, Marathwada, Western Maharashtra and the Konkan
region. It also promises to open new avenues of economic and social growth along the drought-hit
districts of Vidarbha and Marathwada.
This Prosperity Corridor (NMEW) is being designed for sustainable growth with emphasis on agro-
industries in rural and underdeveloped districts of Maharashtra. The project is so massive that it will
open up multiple sectors including township along the expressway emerging as a self-reliant model.
From textile sector to IT hubs, each node will have its distinct character developed to tackle the local
requirements of livelihood of the people and growth. An equal opportunity to grow and develop is the
only way for a region to ensure a prosperous demography. Cities have concentrated employment
opportunities, skilled work force, financial independence and the infrastructure to keep the demand-
supply cycle intact. Most of the needs of the urban areas in terms of food and electricity are sourced
from the rural areas. Urban areas act as the drivers of economy for the rural regions, whereas the rural
areas provide necessary resources. Thus the urban and rural areas in any state have an interdependent
relationship with each other.
The Mumbai Nagpur Expressway not only connects the major cities in the state viz. Nagpur,
Aurangabad and Mumbai but also connects the rural areas along the alignment to these major market
places. As the Expressway travels from Nagpur to Mumbai, it promises to revive the textile, tourism,
education and manufacturing industries on its major nodes. It also connects the regional headquarters
of the state to one another thereby facilitating administrative activities of the state.
Government of Maharashtra has decided to develop and strengthen the linkages and connectivity of
major cities of state with Mumbai; one of such linkage being the Butibori – Wardha– Karanja –
Aurangabad – Sinnar – Ghoti along with link from Karanja – Loni – Nagzari corridor. In this regard
Wadia Techno-Engineering Services Limited in JV with Tata Consulting Engineers, Mumbai and
Darashaw & Company Pvt Ltd (DARASHAW) has been mandated by the MSRDC for preparation of
feasibility study and detailed project report for Package IV.
Wadia Techno-Engineering Services Limited appointed Building Environment India Pvt Ltd, a
NABET Accredited Consultant for A category Projects, to carry out the Environmental Impact
Assessment (EIA) studies and to assist the Client in obtaining Environmental Clearance and Forest
Clearance.
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EXECUTIVE SUMMARY FOR DHOTRE TO TARANGANPADA OF 120.696 KM (PACKAGE IV) OF ACCESS CONTROLLED NMEW 01/11/2017
1.2 Project Location and Description:
Sr. No. Particulars : Details

1. Project road : Package-IV: Dhotre village, Kopargaon Taluka, Ahmadnagar
District (Border) to Tarangpada village, Igatpuri Taluka, Nashik
District (in Nashik Division)
2. Geographical location : Dhotre: 19°51'52.10"N latitude, 74°38'42.73"E longitude
Taranganpada: 19°40'50.08"N latitude, 73°35'22.45"E longitude
3. Location the proposed project : State District
Maharashtra Ahmednagar and Nashik
4. Length of the Package passing The Alignment is passing through 3 tehsils – Kopargaon (29.4 km)
through the Tehsils in Ahmednagar district and Sinnar (61.25km) & Igatpuri (30.03km)
Nashik District.
5. No. of affected villages : 54
6. Proposed Interchanges : 3 numbers. Considering the major roads crossing the proposed
Expressway & access to the proposed Township
7. Bridges 8: Minor
2: Major
8. Major Crossings : 6 (4 on road, 1 on Railway line at Samwatsar & 1 on Godavari
River)
9. Total length of the proposed project : 120.696
10. Total area of land acquisition : 1448.03 Ha for ROW
11. Total cost (civil) : Rs. 4127 CR.
12. Seismic zone : Zone - III
13. Forests : 23.548 Ha
14. Right of way : 120 m
15. Carriageway : Green Field Alignment (6 lane Expressway)
16. Service roads/slip roads : 5m
17. Median : 22.5m
18. Horticulture and landscaping : Throughout
19. Embankment : 6m
20. Highway Design Standards Contemplated (Ch:- 502.698 to 623.379 KM)
a. Design Speed : 150 Kmph
b. Min. Horizontal Curve Radius : 1210 m
c. Camber : 2.5%
d. Radius without Superelevation : 4200m
e. Super elevation : 5% for desirable min. radius
f. Stopping Sight Distance (SSD) : 360m
g. Intermediate Sight Distance (ISD) : 720m
h. Carriageway : 3+3 Lanes (Flexible Pavement)
i. Lane Width : 3.75m
j. Paved Shoulder : 3.0m
k. Earthen Shoulder : 2.0m
l. K-Value : 295 for summit curve
m. K-Value : 91.9 for valley curve
21. Project Components
a. The Public facilities such as iv. Ambulance and towing facilities,
i. Emergency telephones @ every 5km, v. Quick response vehicle (qrv),
ii. Parking and truck stops, vi. Rest areas at every 50 km
iii. Auto services centre vii. Fuel filling station and food plaza & restaurants,
shops, police stations
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b. The wayside amenities includes iii. Tunnel lighting,
i. Truck terminus, bus bays, iv. Bridge- beautification, street lighting and digitized
ii. Median plantation/landscaping, signage, solar street lighting at interchanges
c. Wi-Fi access, traffic surveillance and enforcement and CCTV for monitor throughout the project length.
1.3 Alternative Alignments Considered
As per mentioned in the ToR of MOEF the areas were analysed by studying the satellite imageries
and digital terrain models. The three alignments were drawn up based on reconnaissance survey and
other data like toposheet, satellite imagery and maps made available by MRSAC showing
geomorphology and land use. Alignment Fixation is done in three stages as per TOR. In first stage,
three green alignments were made eccentric to existing alignment. In second stage detailed horizontal
alignment corresponding to each of selected alternatives was fitted on satellite imageries and vertical
profile for each alignment was developed using digital terrain model. In third stage, the final
alignment plan was design for all the three alternative alignments to meet geometric standards of
Expressway as well as other parameters for a design speed of 150 kmph showing location of terminal
points, final alignment plan with location of interchanges, connectors, nodal hubs & facilities and
Land pooling plans.
While laying the alignments, following basic principles were followed:

 Avoid Forest and Wildlife Sanctuary areas;
 Avoid passing through areas already under planning / development
 Minimize route through irrigated/ two-season crop area;
 Maximize route through barren land;
 Use existing Right of Way or Government lands wherever available;
 Minimum distance from habitations / Gaothans areas to be more than 150m;
 Alignment to have least number of curves and minimum radius to be 2000m;
 Minimize Railway over Bridges (RoB);
 Avoid water bodies.
1.4 Environmental Impact Assessment
The Environmental study for the project area has been carried out, in accordance with the
requirements of the Government of India guidelines for Rail /Road /Highway projects. For the
purpose of Environment Study a corridor up to 10 km on either side of the project road has been
studied. The Environment assessment process includes an inventory of baseline environmental
conditions using data collected from secondary sources and field investigations; the identification of
environmental issues /impacts and suggestion for mitigation measures to minimize adverse
environmental impacts.
The pre-feasibility EIA report has been submitted as separate volume and prepared by followed the
“guidelines for preparation of pre-feasibility report for obtaining prior environmental clearance” in
term of the provision of EIA notification 2006, and amended thereto.
1.4.1 Need of the Study
Development of Expressway projects is generally intended to improve the economic and social
welfare of the people. At the same time it may also create adverse impact on the surrounding
environment.
The environmental impact of highway projects include damage to sensitive eco-systems, soil erosion,
changes to drainage pattern and thereby ground water, interference with wild life movement, loss of
productive agricultural lands, resettlement of people, disruption of local economic activities,
demographic changes and accelerated urbanization. Highway development and operation therefore, be
planned with careful consideration of the environmental impact. To minimize these adverse effects
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that may be created by the highway development projects, the techniques of Environmental Impact
Assessment (EIA) become necessary.
1.4.2 Scope of Work
 Air Quality, Noise level, Water Quality (surface & ground) and Soil Quality etc.
 To classify the type of environmental assessment required,
 To delineate the major environmental issues and identify the potential hotspots, which
requires further study i.e. scope for Environmental Impact Assessment (EIA),
 To recognize the potential environmental concerns,
 To determine the magnitude of potential impacts and ensure that environmental
considerations are given due weight-age while selecting and designing proposed highway
improvements.
1.5 Project Location and Connectivity
The alignment of package I starts from Dhotre in Ahmednagar geographically between 19°51'52.09"N
latitude 74°38'42.73"E longitude to Taranganpada in Nashik which is located geographically between
19°40'50.08"N latitude 73°35'22.45"E longitude. The entire project area comprises private and
government land in the villages Kopargaon, Sinnar and Igatpuri.
The project intends to connect NH-50, NH-3 and AH-47 respectively at Nashik, NH-3 at Sinnar
village, SH-47 and SH-7 at Kopargaon village. The project intends to connect NH – 3 at Ghoti, NH –
50 at Sinnar. The project will have connectivity with AH46 / NH7 i.e. Great Asian Expressway at
Sinnar which further improve connectivity to AH43 in (Gwalior) Madhya Pradesh and (Hyderabad)
Andhra Pradesh, AH47 in (Nashik, Thane) Maharashtra and AH45 in Bangalore (Karnataka). The
project will also increase transportation connectivity to NH4 (Mumbai Pune Expressway) which is at
distance of about 100 km.
Project also aims at creation of commercial nodes for multiple development mainly in industrial,
commercial, agricultural, tourism sectors resulting into employment generation, capacity building as
well as connectivity between industrial places.
1.6 Need for the Project and Its Importance
In the present scenario industrial growth remains centralized around Mumbai, Pune and to some
extent in Nashik and Aurangabad as these cities remain connected through sea ports in Mumbai.
Mumbai-Pune region is saturated in terms of land, population or infrastructure. There is tremendous
pressure on this region, as the economic nerve-center of Maharashtra and the entire country. This may
be linked to the proximity of the Mazagon Dock and Jawaharlal Nehru Port Trust, from where the
finished goods are exported and raw material is imported.
On the other hand Vidarbha and Marathwada regions are less economically prosperous due to low
industrial growth, area development, agricultural fertile land, lack of ample amount of water
resources, lack of new technologies as compared to the rest of Maharashtra.
These cities will be projected as investment destinations for manufacturing, automobile, defense,
aerospace, information technology, textile and food processing. The proposed project will set target as
the new centres of industrial development, area development along with entertainment / tourism
development throughout the corridor. Thus this planning will not only reduce time but also improve
country‟s economic growth.
1.7 Project Benefits
By improving the existing road, the Project will substantially reduce the existing transport bottleneck
to trade and will foster regional economic cooperation. The entire region will be benefitted from the
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Project, while the project area will gain through economic development and increased access to
markets and social services. Improving the project road will reduce transport cost and will contribute
to commercial and industrial development opportunities.
1.8 Existing Environmental Features
1.8.1 Climatic Data from Secondary Sources
Climatic conditions are strongly influenced by its geographical conditions. It is distinctly different on
the coastal strip where it is very humid and warm. On the other hand, the climate on the eastern slopes
and the plains at the foot slopes is comparatively less humid. The humidity ranges from 50 to 80 per
cent throughout the year. On an average, the temperature ranges from 17.5o to 33.3o centigrade.
Rainfall is most dominant single weather parameter that influences plant growth and crop production
because of its uncertainty and variable nature. The district gets assured rainfall of 2000-3500 mm,
from the south-west monsoon during the months of June to September. Generally, the highest rainfall
is recorded in the month of July. It is less towards the north than south.
1.8.2 Geomorphology and Soil Types
Topography
The alignment of the proposed expressway passes through plain and undulating terrain, ghats and
passes through agricultural area. The terrains and the expressway alignment are moderate with flat
and hilly gradients. The project site is bounded by surface water reservoirs. The project site is
bounded by many surface water and Bhatsa River in the west. The southern and eastern part is
undulating due to Sahyadri hills.
Soil:
The soil in project region of Thane district Brownish-black soil in the patches of the valleys mostly
lying between the hilly slopes of Sahyadri. The soils of the Nashik district are the weathering products
of Basalt and have various shades from gray to black, red and pink colour. Black, brown & alluvial
soil of recent origin is found along the project road. The project area lies in the plains of Bhatsa river
basin & is covered with recent alluvial soil of calcareous origin.
1.9 Policy, Legal and Administrative Framework
Review of the existing legislation, institutions and policies relevant to the Environmental Impact
Assessment at the National and State levels has been done and clearance requirements for the project
at various stages of the project have been identified.
1.9.1 Environmental Clearance
In terms of the provision of Ministry of Environment and Forests 2006 notification and amended
thereto, this project is classified as a category „B‟ project.
In preliminary survey at initial stage it was envisaged that project is passing through Ecosensitive
zone of Kalsubai- harishchandragad Sancutry. Hence application was submitted to MOEF for grant of
TOR and accordingly TOR is already granted from 159th EAC meeting (Item no.3.2) date 30th May,
2016
The project road is passing through forest area in several stretches and having about 23.548 Ha of
Forest area. The details have been obtained from forest department record through which the project
highway is passing through if any. Forest Clearance proposal is submitted online on MoEFCC website
dated 17th August 2016.
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1.10 Methodology
The approach to carry out the rapid EIA study was organized in five tasks and is based on the field
investigations and reconnaissance surveys in the project area, collection, collation and analysis of
secondary data and discussions with key stakeholders on the potential impacts of the project.
Task 1: Environmental Screening of the project
The Environmental Assessment for the proposed project began with the adoption of an environmental
screening procedure during the feasibility stage. The purpose of the screening was to identify key
environmental issues such as environmentally sensitive receptors along the selected alignment,
change of land-use; impacts on surface water bodies, availability of borrow areas, impacts on
community facilities, impacts on flora and fauna, etc.
Task 2: Review of Proposed Improvements and Review of Policies, Regulations and

Institutional Arrangements
The objective of this review was to formulate an approach to conduct the EIA and the data
requirements for the same. A review of all applicable operational policies / directives of MoEF,
MSRDC and environmental laws / regulations in India, were carried out in this task. In addition to the
above, the key environmental regulations / policies in India that may affect / influence the project
environment both during preparation and implementation stages were also reviewed.
Task 3: Base line Environmental Profile of the Project
Base line environmental profile of the area was then prepared for the area delineated in the earlier
task. This comprised of the following:
 Carrying out detailed field investigations (through specific reconnaissance survey formats and
recording sensitive features through hand held GPS to prepare an environmental profile of the
project area
 Collection of secondary information of physical, biological / ecological and social
environment.
 Discussions with the local officials on the salient features of the project area, etc.
Task 4: Prediction of Environmental Impacts
With the base line environmental profile of the project as the base and analysis of the primary and
secondary data collected, impacts of the proposed project on various environmental components were
identified. The impacts were also analyzed with respect to pre-construction, construction and
operation phases and were categorized in terms of magnitude and significance. The anticipated
environmental impacts of proposed projects are as listed below
1. Land
 The impact assessment due to removal of vegetation, fragmentation of natural habitat, removal of
buildings and severance of farm land.
 Impact assessment of the project construction leading to soil contamination, soil erosion,
destabilization of slopes, side- tipping of spoil materials, loss of properties, loss of fertile lands
and diversion of natural surface water flows.
 Assessment of Possibility of the adverse impacts of proposed project on road traffic in the
surrounding areas (e.g. by causing increases in traffic congestion and traffic accidents).
 Assessment of Impacts on the local area developments and integration with local master plan.
2. Air
 Impact assessment on sensitive receptors such as habitation, hospitals, schools, notified
sanctuaries, etc. up to 500m.
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 Impact assessment during construction activities due to generation of fugitive dust from crusher
units, air emissions from hot mix plants and vehicles used for transportation of materials.
 Prediction of impact on ambient air quality using appropriate mathematical model, description of
model, input requirement and reference of derivation, distribution of major pollutants and
presentation in tabular form for easy interpretation are carried out.
3. Water
 Impact assessment on Surface water flow modifications, flooding, soil erosion, channel
modification and siltation of streams.
 Impact assessment of proposed activity on Water quality (surface and groundwater).
 Impact assessment due to temporary project offices and temporary housing area for construction
workers.
 Impact assessment of water quality degradation in downstream water courses or water bodies due
to soil runoff from the bare lands resulting from earth-moving activities, such as cutting and
filling.
4. Noise
 Impact Assessment of Noise levels during construction activity, due to operation of various
machines and equipment.
 Impact Assessment of Noise levels during operation of the highway due to increased traffic.
 Noise levels are predicted using mathematical modelling at different representative locations.
5. Biological
 Assessment of Impacts due to clearance of vegetation
 Assessment of Impacts on Wildlife habitat and biodiversity
 Assessment of Impacts on Water quality, soil profile, noise and air pollution.
Task 5: Preparation of Environmental Management and Monitoring Plan
Based on the nature and type of environmental impacts anticipated, mitigation measures for
preventing / minimizing the same were identified and an Environmental Management Plan was then
recommended both for the project execution and operation phases.
1.11 Environmental Impact Assessment
The main environmental impacts have been analysed covering Environmental Resources, Human Use
Values and Ecological Resources. A brief description of these impacts is given herewith.
1.11.1 Construction Phase
During the construction phases there would be minimal impact on:

 Ecology (flora and fauna)
 Ambient air quality
 Noise Quality
 Water Quality (Surface & Ground water)
 Soil
 Also there would be some impact on quality of life due to inconvenience caused to public as a
result of construction activities.
Causes of impacts on Air quality are:

 Land clearing,
 Air mass contamination,
 Processing of raw material,
 Handling and transportation of construction & demolition material,
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 Construction of pavement,
 From wind erosion of open sites and stockpiles areas.
Noise Pollution Impacts:

 Operation of construction equipment like earth moving and material handling equipment.
 Stone crushing plants
 Blasting activities etc.
Water quality impacts:

 Surface water flow modification
 Groundwater flow modification
 Water Quality degradation (surface & groundwater)
Impact on Soil:
 Loss of productive soil
 Erosion
 Contamination of soil
 Cumulative impacts
Impact on Ecology (flora & fauna):

At the selected stretches, trees falling within the Right of Way (ROW) would need to be felled. The
existing Right of Way (ROW) does not passing through forest areas (Protected & Reserve Forest).
 Corridor restriction
 Aquatic habitat damage
 Ecological disequilibrium
 Contamination of the biota
Apart from widening and strengthening of road, some additional impacts may be occurred on the
surrounding environment due to construction of flyover at major junctions. Construction of flyovers
may raise the noise and air pollution level to some extent.
1.11.2 Operation Phase
During the operation phase the environmental impacts are likely to be mostly positive. However, there
could be some adverse impacts due to inadequate operation and maintenance or control. Decrease in
air pollution is expected, but in long run due to increase in traffic volume air quality may deteriorate if
long term mitigation measures are not included in the project vehicle design. Construction of
Expressway will result in decrease in noise level due to smooth running of the vehicles. Construction
of ROBs will shorten the travel time and cost and also reduce the probability of undue accident
hazards. It is envisaged that there is possibility of positive impacts on surface water quality, during
operation phase, due to the proposed widening & strengthening of existing road. Contamination of
soil is expected due to deposition of the chemicals from emission of the vehicles as well as spill from
the vehicles. The impact of the road improvement on the socio-economic environment will be
significant beneficial, as it is likely to stimulate the economic growth of the area. The specific benefits
of the road improvement will include reduction in travel time and travel cost.
1.12 Mitigation Measures
On the basis of information collected during Environment Screening Survey, the following measures
are recommended for mitigation or minimizing the environmental impacts that are likely to occur
during the construction phase of the proposed project. It is, however, recognized that most of the
measures, if not all, are generally taken care of in the design stage, as well as in construction and
supervision stage through incorporation of suitable clauses in the project specifications. However,
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agency responsible shall implement these mitigation measures under supervision and direction of
MSRDC.
a. Prevention of top soil / erosion:

 Store and reuse topsoil – this requires that topsoil be separated from subsoil during the initial
excavation and further it utilize for the restoration of borrow pits and slope protection.
 Construction to be scheduled so that large area of soil is not laid bare during the monsoon.
 Ground disturbances to be phased so that it is limited to workable size.
 Exposed surface needs to be resurfaced and stabilized as soon as possible.
 Stabilization of soil at bridge /culverts/high embankment approach through plantation.
 Replanting disturbed areas immediately after disturbance has stopped.
 Balance cutting and filling requirements through route choice, so as to avoided the production of
excess spoil material and reduce the need for borrows pits.
b. Prevention of dust nuisance:

 On exposed construction surface during dry / windy periods fugitive dust generation need to be
suppressed by spraying of water or other suitable means.
 Workers working in dust prone areas to be provided with masks and goggles.
 Excavated & construction materials transported by trucks need to be covered and or wetted to
prevent dust nuisance.
 Selecting road alignments which avoid passing close to housing, schools and work places.
 Set-up of crushing and hot mix plant sufficiently away from the residential or ecological
sensitive areas.
c. Noise emission from vehicles and construction activities:

 All construction vehicles need to be properly maintained and will have valid “Pollution under
Control Certificate”.
 Noisy construction activities to be carried out only during normal working hours and local
residents will be advised of any unusual or unavoidable noise.
 Where feasible, sound barrier to be provided in inhabited areas.
 Surface design and maintenance.
d. Protection of Water quality:

 Flow speed especially near water crossing need to be controlled.
 Construction activity to be such as to ensure unhindered flow of watercourse at all times.
 Plant and machinery required for concreting etc. and construction workers camp to be sited away
from the watercourse. The water quality to be monitored at regular interval to monitor the
change, if any, during the project implementation.
 Recharge water table through rain water harvesting.
e. Health and Safety of Workers:

 All occupational health & safety requirements of workforce to be adhered.
 Periodic health‟s checkup of workers to be provided.
 A physician‟s service shall be retained to handle emergencies.
 Workers engaged in construction activity to be provided with proper protective equipment.
f. Environmental health & safety consideration at construction campsites & work-sites:

 Camps to be located so that they do not interfere with the existing alignment.
 Camps to be contained by surrounding the site with a bund or earthen mound with controlled
drainage outlet.
 Campsites will have adequate provision of shelter, water supply, excreta & solid waste
management.
 Appropriate control measures to be taken to prevent insect/vector diseases especially malaria by
measures such as spraying and/or preventing creation of stagnant pool of water.
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g. Preventing impacts on places of cultural importance:

 Safe accesses to the cultural importance places need to be maintained.
1.12.2 Operation Phase
Impacts on physical and ecological environment and road safety due to increased vehicular traffic
following completion of the project are the key aspects of operational phase impacts. These are also
normally taken care of in the design and construction phase, but should be monitored during
construction and operation phase.
a. Prevention of Air Quality Impacts:

 Vegetative cover to be developed as far as possible to reduced air pollution.
b. Prevention of Noise Level Impact:

 Mitigation at the same locations suggested under air quality during operational stage will also
contribute in the reduction of noise levels.
 Mitigation of noise at sensitive locations and area having good habitation will also include the
posting of signs prohibiting the use of horns.
c. Protection of Land Environment:

 Construction should be such as not to cause damage to the environment and the existing
regulation should be enforced strictly.
 Plantation of trees, shrubs and bushes as appropriate to soil characteristic and local climatic
conditions.
1.13 Environmental Management Plan
The Environmental Management Plan (EMP) is required for formulation, implementation and
monitoring of environmental protective measures during and after commissioning of the projects. The
Environmental Management Plan is proposed for the following two stages.
Environmental Management Plan during construction stage is comprised the followings:

 To confirm whether all the recommended mitigate measures in environmental impact assessment
have been incorporated in the detail design and engineering stages as well as construction stage.
 Adopting air, water, noise and soil pollution control measures in construction activities and
construction camps.
 The construction zone in the river to be identified with flags or markers to prevent
accidents/collision with moving vessels.
 The construction camp needs to be provided with adequate water supply, fuel, shelter and
sanitation facilities to minimize / avoid dependence and degrading local resources.
 Primary health care facilities including a first aid unit have to be provided for the construction
workers.
 Waste such as spoil or debris from the sites to be removed and the affected areas to be restored to
its original site.
 Efforts to be made to prevent accidental spillage of oil and grease from construction equipment.
 All the borrow pits and quarries should be rehabilitate.
 Scarified bituminous waste generated from existing carriageway should be properly disposed at
pre identified land fill sites.
 Compliance all the conditions imposed by Ministry of Environment and Forest and other
concerned authorities while issuing the permits.
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1.13.2 Operation Stage
 Monitoring implementation of pollution control / mitigate measures for air, water, noise, soil
quality during operation stage.
 Equipment generating noise at low level to be used whenever feasible.
1.14 Environmental Monitoring Programme
Environmental Monitoring Programme is proposed to be carried out regularly to assess the quality of
various environmental attributes to detect pollution. The monitoring parameters will include air,
water, noise and soil. The monitoring to be carried out to record seasonal variations‟ The periodic
monitoring programme will ensure checking whether the concentration of pollutants at the project site
within the permissible limits prescribed by CPCB and in compliance with regulatory requirements. In
addition, monitoring would enable early detection of rise in levels of critical pollutants and facilitate
timely corrective actions to control pollution.
1.15 Additional Studies:
 Studies directed by MOEFCC during TOR hearing are carried out.

 Issues raised during public hearing and the response of the project proponent shall be prepared in
tabular form.
 Road design standards and safety equipment specifications are examined and training shall be
provided to ensure that design details take safety concerns into account.
 Traffic management plan is prepared.
 Laws, regulations and enforcement related to speed, alcohol and vehicle safety is reviewed.
 Institutional framework for monitoring of road safety is prepared.
 Post-accident emergency assistance and medical care to accident victims is provided.
1.16 Proposed table of content for EIA report:
 Chapter 1 - Introduction
 Chapter 2 - Project Description
 Chapter 3 - Baseline Environmental Status
 Chapter 4 - Anticipated Impacts & Mitigation Measures
 Chapter 5 - Alternative Analysis (w.r.t. Site & Technology)
 Chapter 6 - Additional Studies (Risk Assessment & Public Hearing Issues)
 Chapter 7 - Project Benefits
 Chapter 8 - Environment Management Plan
 Chapter 9 - Environmental Monitoring Programme
 Chapter 10 - Disclosure of Consultants Engaged
1.17 Identification of Implementing Authority
A separate environment management cell comprising of a team of experienced and qualified

personnel / Engineer reporting to a very senior level executive preferably an environmental engineer
is proposed. Engineer will be assisted by well-trained staffs comprising of environmental and safety
specialists. Staff will be trained for environment control measures like air, water quality monitoring,
solid waste management, noise abatement etc.
The designated official will coordinate with other institutions/organizations like Forest Department,
State Pollution Control Board, State Public Health Department, State Revenue Department, etc as and
when required. Monitoring of air, noise, water and soil quality may be carried out by the designated
authority of PIU through an authorized agency.
ES -13
1.18 Conclusion
From the detailed analysis of the environmental impacts and the proposed preventive measures, it can
be concluded that no significant deterioration in the eco-system is likely to occur due to measures to
be taken up during construction and operation phase of the project. On the other hand the project is
likely to have several benefits like improvement in employment generation and economic growth of
the area, by way of improved infrastructure and better socio- economic condition. Hence, the
implementation of the project will lead to overall sustainable development in the area.
ES -14
EIA REPORT FOR DHOTRE TO TARANGANPADA OF 120.696 KM (PACKAGE IV) OF ACCESS CONTROLLED NMEW 01/19/2017
Table of Contents:
Chapter 1. Introduction .............................................................................................................................. 11

1.1 Preamble ............................................................................................................................................. 11
1.2 Project Background ............................................................................................................................ 12
1.2.1 General Background ....................................................................................................................... 12
1.2.2 NMEW - The Maharashtra Prosperity Corridor ............................................................................. 13
1.3 Package IV - Dhotre to Tarangpada ................................................................................................... 14
1.3.1 Project Location and Brief Description .......................................................................................... 14
1.3.2 Importance of the Project ................................................................................................................ 15
1.4 Need for the Study ............................................................................................................................... 16
1.5 Applicable Legislations for Project ..................................................................................................... 16
1.6 Scope of Work ..................................................................................................................................... 17
Chapter 2. Project Description ................................................................................................................... 19

2.1 Project Location .................................................................................................................................. 19
2.2 Connectivity ........................................................................................................................................ 19
2.3 Need of the Project .............................................................................................................................. 22
2.4 Project Objectives of Package IV: ...................................................................................................... 22
2.5 Salient Features Project Corridor / Alignment ................................................................................... 22
2.6 Project Components ............................................................................................................................ 24
2.6.1 Right of Way................................................................................................................................... 24
2.6.2 Forest Areas .................................................................................................................................... 24
2.6.3 Major Crossings .............................................................................................................................. 24
2.6.4 Major Interchanges ......................................................................................................................... 24
2.6.5 Bridge / Cross Drainage Structure / Pavement / Structures ............................................................ 26
2.6.6 Utilities / Toll Plazas / Administrative Buildings / Rest Areas ....................................................... 27
2.6.7 Arboriculture and Landscaping....................................................................................................... 28
2.6.8 Node Development Adjacent to NMEW ........................................................................................ 28
2.7 Design Parameters .............................................................................................................................. 28
2.7.1 Design Cross Section - ROW ......................................................................................................... 28
2.7.2 Design Speed and Right of Way ..................................................................................................... 30
2.7.3 Median ............................................................................................................................................ 30
2.7.4 Shoulders and Cross fall ................................................................................................................. 31
2.7.5 Horizontal and Vertical Alignment ................................................................................................. 31
2.7.6 Clear Zone ...................................................................................................................................... 31
2.7.7 Service Road ................................................................................................................................... 31
2.7.8 Embankment / Cut Sections / Pavement Design ............................................................................. 31
2.8 Access Control .................................................................................................................................... 31
2.9 Traffic Management Systems .............................................................................................................. 32
2.10 Traffic Analysis and Forecasts ............................................................................................................ 32
2.10.1 Identification of Various Alternatives for Traffic Studies .......................................................... 32
2.10.2 Traffic Analysis – Estimated Base Year ..................................................................................... 34
2.10.3 Traffic Forecast .......................................................................................................................... 35
2.10.4 Traffic Diversion Analysis ......................................................................................................... 37
2.10.5 Origin-Destination and Commodity movement Survey ............................................................. 37
2.11 Workers Camp..................................................................................................................................... 41
2.12 Material Requirement for the Project Construction ........................................................................... 41
3
2.12.1 Water Requirement ..................................................................................................................... 41

2.12.2 Material Investigation ................................................................................................................. 42
2.13 Cost Estimates - Construction Cost and Schedule .............................................................................. 44
2.14 Financial Analysis ............................................................................................................................... 46
2.15 Project Benefit..................................................................................................................................... 46
Chapter 3. Environmental and Social Baseline......................................................................................... 47

3.1 Introduction......................................................................................................................................... 47
3.2 Study Area and Period ........................................................................................................................ 47
3.3 Methodology Adopted ......................................................................................................................... 47
3.4 Physical Environment ......................................................................................................................... 48
3.4.1 Physiography .................................................................................................................................. 48
3.4.2 Seismicity ....................................................................................................................................... 48
3.4.3 Drainage Pattern ............................................................................................................................ 49
3.4.4 Land-Use ........................................................................................................................................ 51
3.5 Geomorphology ................................................................................................................................... 52
3.5.1 Ahmednagar District ....................................................................................................................... 52
3.5.2 Nashik District ................................................................................................................................ 53
3.6 Hydrogeology ...................................................................................................................................... 53
3.6.1 Ahmednagar District ....................................................................................................................... 53
3.6.2 Nashik District ................................................................................................................................ 56
3.7 Micrometeorology ............................................................................................................................... 59
3.8 Ambient Air Environment .................................................................................................................... 60
3.8.1 Sampling Period, Frequency and Parameters.................................................................................. 62
3.8.2 Techniques for Measurement .......................................................................................................... 63
3.8.3 Inferences ........................................................................................................................................ 64
3.9 Water Quality ...................................................................................................................................... 67
3.9.1 Monitoring Stations for Water Quality Assessment ....................................................................... 67
3.9.2 Sampling and Analysis Methodology ............................................................................................. 69
3.9.3 Water Quality Inference .................................................................................................................. 70
3.10 Ambient Noise Level ............................................................................................................................ 73
3.10.1 Noise Levels Inference ............................................................................................................... 74
3.11 Soil Types ............................................................................................................................................ 76
3.11.1 Ahmednagar District .................................................................................................................. 76
3.11.2 Nashik District ............................................................................................................................ 76
3.12 Soil Quality ......................................................................................................................................... 76
3.12.1 Soil Quality Inference ................................................................................................................ 80
3.13 Ecology Environment .......................................................................................................................... 80
3.13.1 Methodology Adopted for the Study of Flora & Fauna .............................................................. 80
3.13.2 Observations ............................................................................................................................... 81
3.14 Baseline- Socio Economic Environment ............................................................................................. 85
3.14.1 State Maharashtra ....................................................................................................................... 85
3.14.2 District Ahmednagar .................................................................................................................. 85
3.14.3 District Nashik ............................................................................................................................ 85
3.14.4 Taluka Kopargaon ...................................................................................................................... 86
3.14.5 Taluka Sinnar ............................................................................................................................. 86
3.14.6 Taluka Igatpuri ........................................................................................................................... 86
3.14.7 Villages....................................................................................................................................... 86
3.15 Alignment length and Land details ...................................................................................................... 87
4
3.16 Category of Land ................................................................................................................................ 89

3.17 Baseline- Socio Economic Environment ............................................................................................. 89
3.17.1 Profile of the Project region ....................................................................................................... 90
3.17.2 Socio- Economic Profile of Project Villages .............................................................................. 90
3.17.3 Demography ............................................................................................................................... 91
3.17.4 Land and built property .............................................................................................................. 92
3.17.5 Social Infrastructure ................................................................................................................... 96
3.18 Socio- Economic aspects affected due to alignment............................................................................ 97
Chapter 4. Anticipated Environmental Impacts ....................................................................................... 99

4.1 Impact Assessment during Design Phase .......................................................................................... 100
4.2 Impact Assessment and Mitigation Measures during Construction Phase ....................................... 100
4.2.1 Land Environment ........................................................................................................................ 100
4.2.2 Soil Environment .......................................................................................................................... 101
4.2.3 Ambient Air Quality ..................................................................................................................... 102
4.2.4 Noise Environment ....................................................................................................................... 106
4.2.5 Water Use for Construction Activity ............................................................................................ 107
4.2.6 Water Resources – Surface Water ................................................................................................ 108
4.2.7 Worker‟s Camp during Construction Phase .................................................................................. 110
4.2.8 Ecology ......................................................................................................................................... 110
4.2.9 Health and Safety .......................................................................................................................... 111
4.2.10 Solid Waste Generation ............................................................................................................ 112
4.3 Impact Assessment and Mitigation Measures during Operation Phase ............................................ 115
4.3.1 Air Environment ........................................................................................................................... 115
4.3.2 Noise Environment ....................................................................................................................... 130
4.3.3 Water Quality and Resources........................................................................................................ 135
4.3.4 Ecology ......................................................................................................................................... 136
4.3.5 Solid Waste Generation during Operation Phase .......................................................................... 137
4.4 Socio-Economic - Potentials Impact identification and analysis ...................................................... 137
4.4.1 Potential Impact Identification ...................................................................................................... 137
4.4.2 Pre- construction phase impact assessment .................................................................................. 138
4.4.3 Construction phase Impact assessment ......................................................................................... 139
4.4.4 Operational Phase Impact assessment .......................................................................................... 141
4.4.5 Decommissioning and closure phase impact assessment .............................................................. 143
4.4.6 Impact Analysis ............................................................................................................................ 143
4.4.7 Recommended Mitigation measures ............................................................................................. 144
4.5 Road Side Safety Measures ............................................................................................................... 151
4.5.1 Guard Rail / Crash Barriers........................................................................................................... 151
4.5.2 Lighting ........................................................................................................................................ 151
4.5.3 Median Plantation ......................................................................................................................... 151
4.5.4 Fencing ......................................................................................................................................... 151
4.5.5 Institutional Framework ................................................................................................................ 151
4.5.6 Traffic Signs and Pavement Markings .......................................................................................... 152
4.5.7 Road Furniture .............................................................................................................................. 152
4.5.8 Boundary Stones ........................................................................................................................... 152
4.5.9 Kilometer Stones .......................................................................................................................... 152
4.5.10 Traffic Blinker Signal (L.E.D) At Intersections ....................................................................... 152
4.5.11 Highways Encroachment .......................................................................................................... 152
Chapter 5. Analysis of Alternatives ......................................................................................................... 154

5.1 Consideration of Alternative ............................................................................................................. 154
5.2 Project versus No Project Scenario .................................................................................................. 154
5.3 Alternative Alignments Considered ................................................................................................... 155
5
5.4 Comparative Analysis of Alternative Alignments .............................................................................. 156

5.5 Selection of Final Alignment ............................................................................................................. 159
Chapter 6. Environment Monitoring Program ....................................................................................... 160

6.1 Environment Monitoring Programme ............................................................................................... 160
6.2 Performance Indicators .................................................................................................................... 160
6.2.1 Ambient Air Quality (AAQ) Monitoring ...................................................................................... 160
6.2.2 Water Quality................................................................................................................................ 160
6.2.3 Ambient Noise Monitoring ........................................................................................................... 160
6.3 Suggested Environmental Monitoring Plan ...................................................................................... 161
6.3.1 Data Analysis ................................................................................................................................ 161
6.3.2 Reporting Schedule ....................................................................................................................... 161
6.3.3 Emergency Procedures/Corrective Measures ............................................................................... 161
6.3.4 Detailed Budgetary Provisions ..................................................................................................... 166
Chapter 7. Additional Studies .................................................................................................................. 167

7.1 Introduction....................................................................................................................................... 167
7.2 Public Engagement ........................................................................................................................... 167
7.3 Road Safety Features ........................................................................................................................ 168
7.3.1 Road Signs .................................................................................................................................... 169
7.3.2 Road Markings.............................................................................................................................. 169
7.3.3 Road Furniture .............................................................................................................................. 169
Chapter 8. Project Benefits ....................................................................................................................... 171

8.1 Improved connectivity ....................................................................................................................... 171
8.2 Educational opportunities ................................................................................................................. 171
8.3 Employment opportunities ................................................................................................................ 171
8.4 Economic Benefits ............................................................................................................................. 172
8.5 Social Benefits ................................................................................................................................... 172
8.6 Environmental Benefits ..................................................................................................................... 173
8.7 Indirect Benefits ................................................................................................................................ 173
Chapter 9. Environment Management Plan ........................................................................................... 174

9.1 Introduction....................................................................................................................................... 174
9.2 Environment Management Plan ........................................................................................................ 174
9.3 Environment Management Cell: Structure and Responsibilities....................................................... 174
9.3.1 EMP Implementation Framework................................................................................................. 175
9.4 Environmental Management Action Plan ......................................................................................... 175
9.5 Greenbelt Development Plan ............................................................................................................ 188
9.5.1 Landscaping & Green belt development: ...................................................................................... 189
9.6 EMP Budget ...................................................................................................................................... 190
Chapter 10. Disclosure of Consultants Engaged ....................................................................................... 191

10.1................................................................................................................................................................. 194
6
List of Tables
Table 1-1: NMEW Project Details................................................................................................................................... 12
Table 1-2: Applicability of Regulations ........................................................................................................................... 16
Table 2-1: Project Details ............................................................................................................................................... 22
Table 2-2: Forest Area Details ....................................................................................................................................... 24
Table 2-3: Crossings on Package IV .............................................................................................................................. 24
Table 2-4: Interchanges on Package IV ......................................................................................................................... 24
Table 2-5: Overpass Clearance ..................................................................................................................................... 26
Table 2-6: Design Speed ............................................................................................................................................... 30
Table 2-7: ROW Width ................................................................................................................................................... 30
Table 2-8: Median Width ................................................................................................................................................ 30
Table 2-9: Cross fall Slope ............................................................................................................................................. 31
Table 2-10: Access Controls .......................................................................................................................................... 31
Table 2-11: Homogenous Traffic Sections ..................................................................................................................... 32
Table 2-12: Traffic Survey Locations.............................................................................................................................. 33
Table 2-13: Annual Average Daily Traffic Count ............................................................................................................ 35
Table 2-14: Section-wise Traffic Growth ........................................................................................................................ 36
Table 2-15: Potential diverted traffic Percentage ........................................................................................................... 37
Table 2-16: Schedule of Origin – Destination and Commodity Movement Survey ......................................................... 37
Table 2-17: Percent Distribution of Trips by Purpose ..................................................................................................... 38
Table 2-18: Percent Distribution of Trips by Commodity Type ....................................................................................... 39
Table 2-19: Water requirements for the Expressway Construction ................................................................................ 42
Table 2-20: Construction Material .................................................................................................................................. 43
Table 2-21: Source Material Locations and Investigation ............................................................................................... 44
Table 2-22: Material Source location.............................................................................................................................. 44
Table 2-22: Cost Estimates for the Expressway Construction ....................................................................................... 44
Table 2-23: Project Construction Flow ........................................................................................................................... 45
Table 2-24: Project Cost – Operation and Maintenance – Roads and Structures .......................................................... 45
Table 2-25: Toll Plaza Operational Expenses (Annual) per Toll Plaza ........................................................................... 45
Table 3-1: Methodology of Baseline Data collection ...................................................................................................... 47
Table 3-2: Summary of Climatic Conditions ................................................................................................................... 59
Table 3.3 : Ambient Air Quality Stations ......................................................................................................................... 61
Table 3.4 : Measurement Techniques ............................................................................................................................ 63
Table 3.5: Ambient Air Quality Results ........................................................................................................................... 63
Table 3.6: Monitoring Stations for Surface Water Quality Assessment .......................................................................... 68
Table 3.7: Monitoring Stations for Ground Water Quality Assessment .......................................................................... 68
Table 3.8: Ground Water Quality Results ....................................................................................................................... 71
Table 3.9: Surface Water Quality Results ...................................................................................................................... 72
Table 3.10: Monitoring Stations for Noise Quality .......................................................................................................... 73
Table 3.11: Noise level results ....................................................................................................................................... 75
Table 3.12: Ambient Air Quality Standards in respect of Noise ...................................................................................... 75
Table 3.13: Details of soil monitoring locations .............................................................................................................. 77
Table 3.14 Soil Quality Analysis ..................................................................................................................................... 78
Table 3.15 Tree Species ................................................................................................................................................ 81
Table 3.16 Fauna Species ............................................................................................................................................. 83
Table 3.17 List of Villages in the proposed alignment .................................................................................................... 86
Table 3.18 Alignment details- Lengthwise and area for land pooling ............................................................................. 87
Table 3.19 Village-wise details of alignment length and area for land pooling ............................................................... 87
Table 3.20 Demography details of MNSCEW Package IV ............................................................................................. 90
Table 3.21 Village wise agricultural land types .............................................................................................................. 93
Table 3.22 Village wise Land Ownership ....................................................................................................................... 95
Table 3.23 Affected Aspects .......................................................................................................................................... 97
Table 4.1 Activity - Impact Identification Matrix .............................................................................................................. 99
Table 4.2 The coefficient of the generation factor – the bitumen mixing plant; ............................................................ 103
7
Table 4.3: Locations of Various Material Procurement Sites along with their Distance from Row ............................... 104
Table 4.4 Emission Levels of the Construction Vehicles during Procurement of Construction Materials from the
Quarries ....................................................................................................................................................................... 105
Table 4.5 Energency Numbers..................................................................................................................................... 109
Table 4.6: Demolition Waste Management .................................................................................................................. 112
Table 4.7: General Waste Management for Contractor ................................................................................................ 114
Table 4.8 :Traffic Projection for Section 1 Kopargaon to Sinnar .................................................................................. 115
Table 4.9 :Traffic Projection for Section 2 Sinnar to Igatpuri ........................................................................................ 116
Table 4.10 : Traffic Projection for Section 3 Igatpuri to Talegaon................................................................................. 118
Table 4-11: National ambient air quality standards as per (MoEF&CC Notification G.S.R 826(E) ............................... 128
Table 4-12: Plant Species (Shrubs) Arranged in Decreasing Order of their Air Pollution Tolerant Index ..................... 129
Table 4-13: Noise range at different distance from the source ..................................................................................... 130
Table 4-14:Village wise classification w.r.t buffer zone ................................................................................................ 130
Table 4-15:CPCB Noise Pollution Benchmark Levels .................................................................................................. 134
Table 4-16: Shows the Cost Schedule of Estimated Noise Barrier .............................................................................. 135
Table 4-17: Potential impacts in all the construction phases ........................................................................................ 137
Table 4-18: Magnitude of Social Impacts ..................................................................................................................... 143
Table 4-19: Impact Assessment Matrix for the Proposed Project................................................................................. 145
Table 4-20: Recommended Mitigation Measures ......................................................................................................... 146
Table 5-1: Project vis-a-vis ‘No project’ Scenario ......................................................................................................... 155
Table 5-2: The salient features of the Options ............................................................................................................. 157
Table 5-3: Comparative Analysis of Three Alternatives Alignments Based on Environmental and Social Aspects ..... 157
Table 5-4: Comparative Analysis of Three Alternatives Alignments Based on Engineering Aspects ........................... 157
Table 5-5: Comparative Analysis of Three Alternatives Alignments Based on Indicative Cost .................................... 158
Table 5-6: Alignment Rank Matrix ................................................................................................................................ 158
Table 5-7: Alignment Evaluation Matrix ........................................................................................................................ 158
Table 6-1: Applicable Standards for Different Environmental Components ................................................................. 161
Table 6-2: Environmental Monitoring Plan ................................................................................................................... 162
Table 6-3: Environmental Monitoring Plan ................................................................................................................... 165
Table 6-4: Cost Estimates for Environmental Monitoring ............................................................................................. 166
Table 9-1: Environmental Management Action Plan .................................................................................................... 176
Table 9-2: Species Recommended for Roadside Plantation ........................................................................................ 189
Table 9-3: Species Recommended for Plantation ........................................................................................................ 190
Table 9-4: EMP COST ................................................................................................................................................. 190
8
List of Figures
Figure 1-1: NMEW - Maharashtra Prosperity Corridor ................................................................................................... 14
Figure 1-2: Maharashtra Prosperity Corridor – Broad View of Development along the Corridor .................................... 14
Figure 1-3: Location of the Project – Package IV ........................................................................................................... 15
Figure 2-1: NMEW – Package IV Location Map – Google Image .................................................................................. 19
Figure 2-2: NMEW – Package IV Location Map – SOI................................................................................................... 20
Figure 2-3: NMEW – Package IV Location Map –MRSAC ............................................................................................. 21
Figure 2-4: Connectivity – Package IV ............................................................................. Error! Bookmark not defined.
Figure 2-5: Interchange-1 at CH 520.391with Kopargaon – Ahmednagar Road ............................................................ 25
Figure 2-6: Interchange-2 at CH 612.301with Ghoti- Sinnar Road ................................................................................. 25
Figure 2-7: Interchange-3 at 564.318 with Nashik – Pune Road .................................................................................... 26
Figure 2-8: Way Side Amenities at Chainage 553 and 555 ............................................................................................ 27
Figure 2-9: Typical Cross Section for Embankment (120M ROW) ................................................................................. 28
Figure 2-10: Typical Cross Section of Expressway in Cutting (120M ROW) .................................................................. 29
Figure 2-11: Typical Cross Section of Bridge and Grade Separated (60M ROW) ......................................................... 29
Figure 2-12: Typical Cross Section of Road at Slab and Box (120M ROW) ................................................................. 29
Figure 2-13: Typical Cross Section of Road at Pipe Culverts (120M ROW) .................................................................. 30
Figure 2-14: Alternatives for Traffic Studies ................................................................................................................... 33
Figure 2-15: Traffic Survey Locations ............................................................................................................................ 34
Figure 2-16: Origin-Destination Zones for the Study Corridor ........................................................................................ 38
Figure 3-1: Physiography of the Maharashtra State ....................................................................................................... 48
Figure 3-2: Seismic Zone of the Project Site .................................................................................................................. 49
Figure 3-3: Project Area in Godavari Basin .................................................................................................................... 50
Figure 3-4: Drainage Pattern Analysis ........................................................................................................................... 50
Figure 3-5: Contour Analysis of the Project .................................................................................................................... 51
Figure 3.6: Hydrogeology of Ahmednagar District.......................................................................................................... 54
Figure 3.7: Depth to Water Level ................................................................................................................................... 55
Figure 3.8: Post Monsoon Depth to Water Level............................................................................................................ 56
Figure 3.9: Hydrogeology of Nashik District ................................................................................................................... 57
Figure 3.10: Pre-Monsoon Depth to Water Level ........................................................................................................... 58
Figure 3.11: Post Monsoon Depth to Water Level.......................................................................................................... 59
Figure 3.12: Figure showing the annual wind rose diagram for Project Region ............................................................. 60
Figure 3.13 : Ambient Air Quality Stations ..................................................................................................................... 62
Figure 3.14 : Maximum values of PM10 at all locations .................................................................................................. 65
Figure 3.15 : Maximum values of PM2.5 at all locations ................................................................................................ 65
Figure 3.16 : Maximum values of SO2 at all locations ................................................................................................... 65
Figure 3.17 : Maximum values of NOx at all locations ................................................................................................... 66
Figure 3.18 : Maximum values of COx at all locations ................................................................................................... 66
Figure 3.19 : Maximum values of HC at all locations ..................................................................................................... 67
Figure 3.20: Surface Water Sampling Locations ............................................................................................................ 68
Figure 3.21: Ground Water Sampling Locations ............................................................................................................ 69
Figure 3.22: Noise Monitoring Stations .......................................................................................................................... 73
Figure 3.23: Variation of Leq (day) during the study period ........................................................................................... 75
Figure 3.24: Variation of Leq (night) during the study period ......................................................................................... 76
Figure 3.25: Soil monitoring locations ............................................................................................................................ 77
Figure 3.26: Important area to be studied for Ecology and Biodiversity ......................................................................... 81
Figure 3.27: Forest / Green Patches along the Project Corridor .................................................................................... 84
Figure 3.28: Share of land use in proposed alignment ROW ......................................................................................... 89
Figure 3.29: Population share taluka wise ..................................................................................................................... 91
Figure 4-1: Buffer zones of the full alignment along with the villages lying in the buffer zones .................................... 132
Figure 4-2: Noise impacts on the villages between the chainage 502+698 to 512 ....................................................... 132
Figure 4-3: Shows the noise impacts on the villages between the chainage 512 to 527.............................................. 133
Figure 4-4: Figure showing the noise modelling results for chainage 527 to 557 ......................................................... 133
Figure 4-5: Figure showing the noise modelling results for chainage 557 to 582 ......................................................... 133
9
Figure 4-6: Shows the noise impacts on the villages between the chainage 582 to 623+374 ..................................... 134
Figure 4-7: Wildlife Underpass and Hydraulic Structure............................................................................................... 137
Figure 5-1: Alternative Alignments Studied on MRSAC ............................................................................................... 156
Figure 5-2: Proposed Package IV Alignment ............................................................................................................... 159
Figure 7-1: Photographs of Meetings ........................................................................................................................... 168
10
Chapter 1. Introduction
1.1 Preamble
Maharashtra has planned Nagpur Mumbai Expressway (henceforth mentioned as NMEW in this
report) which intends to divert and redistribute the heavy traffic on existing corridors. The proposed
NMEW is being implemented by Maharashtra State Road Development Corporation (MSRDC) which
will pass through 10 districts from Vidarbha through Marathwada to Konkan regions. The major
settlements which are set to be part of this plan are Nagpur District, Wardha District, Amravati
District, Washim District, Buldana District, Jalna District, Aurangabad District, Ahmednagar District,
Nasik District and Thane District. The NMEW will be designated as a Maharashtra State Highway
(MSH) built on National Highway standards. The NMEW is a top priority project in the Government
agenda. It will start from Shivmadka in Hingna, Nagpur and will end near Bhiwandi, Thane.
The project intends to develop a 6-lane expressway with paved shoulders from Nagpur to Mumbai in
the State of Maharashtra. This six-lane Nagpur-Mumbai Prosperity Corridor has a ROW of 120 m
and will bring the travel time between the two cities of Nagpur to Mumbai from 16 hours to six hours.
This prosperity corridor will pass through all the five regions that make up Maharashtra Vidarbha,
North Maharashtra, Marathwada, Western Maharashtra and Konkan thus linking developed and
developing towns. The project ensures greater regional connectivity and equitable development as it
passes through Vidarbha, North Maharashtra, Marathwada, Western Maharashtra and the Konkan
region. It also promises to open new avenues of economic and social growth along the drought-hit
districts of Vidarbha and Marathwada.
industries in rural and underdeveloped districts of Maharashtra. The project is so massive that it will
open up multiple sectors including township along the expressway emerging as a self-reliant model.
From textile sector to IT hubs, each node will have its distinct character developed to tackle the local
requirements of livelihood of the people and growth. An equal opportunity to grow and develop is the
only way for a region to ensure a prosperous demography. Cities have concentrated employment
opportunities, skilled work force, financial independence and the infrastructure to keep the demand-
supply cycle intact. Most of the needs of the urban areas in terms of food and electricity are sourced
from the rural areas. Urban areas act as the drivers of economy for the rural regions, whereas the rural
areas provide necessary resources. Thus, the urban and rural areas in any state have an interdependent
relationship with each other.
The Nagpur Mumbai Expressway not only connects the major cities in the state viz. Nagpur,
Aurangabad and Mumbai but also connects the rural areas along the alignment to these major market
places. As the Expressway travels from Nagpur to Mumbai, it promises to revive the textile, tourism,
education and manufacturing industries on its major nodes. It also connects the regional headquarters
of the state to one another thereby facilitating administrative activities of the state.
Government of Maharashtra has decided to develop and strengthen the linkages and connectivity of
major cities of state with Mumbai; one of such linkage being the Butibori – Wardha– Karanja –
Aurangabad – Sinnar – Ghoti along with link from Karanja – Loni – Nagzari corridor. In this regard
Wadia Techno-Engineering Services Limited in JV with Tata Consulting Engineers, Mumbai and
Darashaw & Company Pvt Ltd (DARASHAW) has been mandated by the MSRDC for preparation of
feasibility study and detailed project report for Package IV.
Wadia Techno-Engineering Services Limited appointed Building Environment India Pvt Ltd, a
NABET Accredited Consultant for A category Projects, to carry out the Environmental Impact
Assessment (EIA) studies and to assist the Client in obtaining Environmental Clearance and Forest
Clearance.
11
1.2 Project Background
1.2.1 General Background
The NMEW will be developed as a high-density corridor establishing high-speed connectivity

between Nagpur and Mumbai. As a first step in this direction the Government of Maharashtra has
decided to develop and strengthen the linkages and connectivity of major cities of state with Mumbai,
the state capital. Exploring the viability of one such connectivity between Nagpur and Mumbai,
which includes links with and through Shivmadka – Wardha– Karanja – Aurangabad – Sinnar –
Bhiwandi along with link from Karanja – Loni – Nagzari corridor. The entire length of the proposed
expressway is about 701.923kms and for the ease of planning, design and execution the total length of
the project is divided into five packages coinciding with district boundaries as follows;
Table 1-1: NMEW Project Details

Sr. Name of Approximate Estimated Civil Total Cost Total Project
No. Project work Length in Cost (in Rs Crs.) cost per km
kms (in Rs. Crs.) (in Rs. Crs.)
1 Package-I: Shivmadka village,
Hingna Taluka, Nagpur District
to Pimpalgaon village, Arvi
89.355 3,348.70 5,005.66 56.02
Taluka, Wardha District
(Border)
(in Nagpur Division)
2 Package-II: Ashta village,
Dhamangaon Railway Taluka,
Amaravati District (Border) to
Golegaon village, Deulgaon 257.881 8,235.00 13,017.03 50.48
Raja Taluka, Buldhana District
(Border)
(in Amravati Division).
3 Package-III: Nhava village,
Jalna Taluka, Jalna District
(Border) to Surala village,
155.020 4,704.90 7,579.52 48.89
Vaijapur Taluka, Aurangabad
District(Border)
(in Aurangabad Division).
4 Package-IV: Dhotre village,
Kopargaon Taluka,
Ahmadnagar District
(Border) to Tarangpada 120.696 4,127.00 6,365.13 52.74
village, Igatpuri Taluka,
Nashik District
(in Nashik Division)
5 Package-V: Taranganpada
village, Igatpuri Taluka, Nashik
District to Amne village,
77.98 2,520.00 3,968.25 50.76
Bhiwandi Taluka, Thane
District
(in Konkan Division)
Total 701.923 22,935.60 35,935.60 51.25
Source: MSRDC
The estimated land requirement of about 10,000 ha for developing the 701.923 km of expressway will
be met through land pooling instead of traditional land acquisition method. The land pooling is a
model where farmers and plot owners transfer land ownership rights to the government or the
developing agency which develops the space by building roads and other infrastructure. In addition to
12
the compensation, the land owners will also get the certain portion of their land as a developed land
with the higher market values making farmers as partners in the project.
1.2.2 NMEW - The Maharashtra Prosperity Corridor
The Nagpur Mumbai Expressway has been designated as Maharashtra Prosperity Corridor basically
with the three objectives, viz. to cut down distance/travel time between Nagpur and Mumbai, bring
prosperity to the area by an agro-economic sustainable development model and curb the migration
from rural areas to cities within Maharashtra. It is first project being set up by pooling land rather than
by acquiring it.
Maharashtra Prosperity Corridor, being its great opportunity has targets;

 To connect the eastern most and the western most parts of the state to each other within travel
time of ten hours
 To promote development in the under developed regions of Marathwada & Vidarbha
 To connect Maharashtra‟s major market places / cities of districts in the state viz. Nagpur,
Aurangabad and Mumbai with the rural areas along the alignment for business
 To create / revive a highly-productive economic zone / 24 nodes or prosperity hubs by
proposed development of industrial parks, technology parks, smart cities, agro-based
industries, commercial use, textile, tourism and educational complexes
 To create medical facilities, food courts, police stations, public toilets, petrol pumps along the
corridor
 To focus on the burgeoning entrepreneurial ventures / unique opportunities and employment
that exist in the region
 To connects the regional headquarters of the state to one another thereby facilitating
administrative activities of the state.
 To connect directly and indirectly 26 talukas of Wardha, Amravati, Washim, Buldana, Jalna,
Aurangabad, Ahmednagar, Nashik, Thane covering about 60% geographical area of
Maharashtra. It will finally connect with six-lane Western Corridor connecting ports and to
AH-47 and The Wi-Fi enabled by optical fiber lines along the expressway will improve the
internet connectivity of the areas along the alignment thus opening a world full of
opportunities to the farmers and taking a step closer towards Digital India.
The NMEW thus sows seeds of prosperity and promote the development in the central part of India
(Heart of Nation) linking with Financial Capital hence aptly named, „The Maharashtra Prosperity
Corridor‟ (Maharashtra Samruddhi Corridor).
13
Figure 1-1: NMEW - Maharashtra Prosperity Corridor
Figure 1-2: Maharashtra Prosperity Corridor – Broad View of Development along the Corridor
1.3 Package IV - Dhotre to Tarangpada
1.3.1 Project Location and Brief Description
This Environmental Impact Assessment report (EIA) is prepared for Package IV starting from Dhotre
village, Kopargaon Taluka, Ahmadnagar District (Border) (CH 502.698) to Tarangpada village,
Igatpuri Taluka, Nashik District (CH 623.379). The total length of the project is 120.696km. The
14
proposed alignment passes through 54 villages. It crosses several SHs and MDRs. The vehicles are
expected to reach an average speed of 150 km per hour on it. The location is described in the figure
given below.
Figure 1-3: Location of the Project – Package IV
The project intends to develop 6 lane expressway with paved shoulders in the state of Maharashtra.
The design speed is proposed such that
1.3.2 Importance of the Project
The proposed Package IV Kopargoan – Igatpuri will pass through Ahmednagar and Nashik District
and connect three major cities viz Ahmednagar, Nashik and Igatpuri. At present the distcnace from
Ahemednagar to Igatpuri by the current Nashik Mumbai Expressway NH-50, SH-7 and SH-30 SH-39
is 190 km and traveling time is 3 hr 50 mins. The proposed NMEW package IV will reduce distance
by almost 70 kms and time by 1 hr 30 mins.
At present Ahmednagar and Nashik are connected with Mumbai through various sections of State
Highway. These highways are not maintained well at many locations and also congested. Besides, this
route connectivity through National Highway also exists but it is more time consuming. The proposed
expressway will set target as the new centres of industrial development, area development along with
entertainment / tourism development throughout the corridor.
In the present scenario, industrial growth remains centralized around Mumbai, Pune and to some
extent in Nashik and Aurangabad. Mumbai Pune region is saturated in terms of land, population or
infrastructure. There is tremendous pressure on this region, as the economic nerve-centre of
Maharashtra and the entire country.
This may be linked to the proximity of the Mazagon Dock and Jawaharlal Nehru Port Trust, from
where the finished goods are exported and raw material is imported. On the other hand, Vidarbha and
Marathwada regions are less economically prosperous due to low industrial growth, area
development, agricultural fertile land, lack of ample amount of water resources, lack of new
technologies as compared to the rest of Maharashtra.
On the other hand, Vidarbha and Marathwada regions are less economically prosperous due to low
industrial growth, area development, agricultural fertile land, lack of ample amount of water
resources, lack of new technologies as compared to the rest of Maharashtra.
15
These cities will be projected as investment destinations for manufacturing, automobile, defence,
aerospace, information technology, textile and food processing. The proposed project will set target as
the new centres of industrial development, area development along with entertainment / tourism
development throughout the corridor. Thus, this planning will not only reduce time but also improve
country‟s economic growth.
The project will have multiple benefits including reduction in the travel time between Nagpur,
Wardha and Amravati, reduction in environmental emissions due to smooth movement of vehicles,
improvement of the economic status of the village people in the project area, giving boost to existing
infrastructure and industrial developments and increasing the in-country value by providing local
employments and supporting national economy.
1.4 Need for the Study
Development of Expressway project is generally intended to improve the economic and social welfare
of the people. At the same time, it may also create adverse impacts on the surrounding environment.
People and properties may be in the direct path of road works are affected. The environmental
impacts of highway projects include damage to sensitive eco-systems, soil erosion, changes to
drainage pattern and thereby ground water, interference with wild life movement, loss of productive
agricultural lands, resettlement of people, disruption of local economic activities, demographic
changes and accelerated urbanization. Highway development and operation therefore, be planned
with careful consideration of the environmental impact. To minimize these adverse effects that may
be created by the highway development projects, it is necessary to conduct the environmental impact
assessment and identify the necessary mitigation measures to be adopted by the project at various
stages right from the project concept to construction and operation phase of the project.
1.5 Applicable Legislations for Project
The Environmental Protection Rule 1986 imposes certain restrictions and prohibitions on new
projects or activities, or on the expansion or modernization of existing projects or activities based on
their potential environmental impacts as indicated in the Schedule to the notification, being
undertaken in any part of India. As per EIA Notification 2006 amended thereto, the proposed project
falls under category „B‟ project of 7(f) Sector. Hence the project will require prior Environmental
Clearance from Expert Appraisal Committee (EAC), New Delhi.
The project also involves the private land pooling, interface with the forest land at some stretches.
Thus the project shall be required Forest Clearance from Ministry of Environment and Forest and
Climate Change (MOEF&CC).
Hence the Environmental applicable laws and regulations needs to be followed to obtain the required
clearances. The illustrative list of various laws and regulations potentially applicable to the project is
presented below:
Table 1-2: Applicability of Regulations

Sr. Act/Rules Relevance Authority
No.
1 Environment Protection Act 1986 and Environmental Impacts of the proposed MoEF&CC
associated notification and rules activities
2 EIA Notification 2006 amended thereto Requirement of environmental clearance MoEF&CC
for new state highway
3 Forest (Conservation) Act. 1980 The 23.548 Ha of forest in the green MoEF&CC
Forest (Conversion) Rules1981 alignment Igatpuri Taluka, Nashik
District and Kopargaon Taluka of
Ahmednagar District. The Forest
Diversion Proposal is submitted to
MoEFCC on 11th July 2016. Prposal
number is FP / MH / ROAD / 20410 /
16
Sr. Act/Rules Relevance Authority

No.
2016.
4 MoEF circular (1998) on Applicability of Forest MoEF&CC

Linear Plantation on roadside. Conservation Act to road-side strip
Applicability of provisions of Forest plantations
(Conversation) Act, to Linear Plantation
5 The green belt development as per Indian Road Side Plantations MoEF&CC,
Road Congress Guidelines (IRC: SP: 21- MPCB
2009)
6 The Ministry of Road Transport & Road Side Plantations MoEF&CC,
Highways (MORTH) Green Highways MPCB
(Plantation,
Transplantation, Beautification &
Maintenance) Policy-2015.
7 Air (Prevention and Control Air emissions during construction and MPCB
of Pollution) Act, 1981 operation phase of the project
8 Water (Prevention and Control of Effluents releases during construction and MPCB
Pollution) Act 1974 operation phase of the project
9 Noise Pollution (Regulation and Control Equipment, DG sets, Heavy machinery, MPCB
Rules) 2000 traffic during construction stage. Traffic
during operations phase
10 Ancient Monuments and Archaeological If any archeological features found Archaeological
Sites and Remains Act 1958 during survey or construction phase Survey of India
11 The Right to Fair Compensation and Land requirement for project Ministry of
Transparency in Land Acquisition, Rural
Rehabilitation and Resettlement Act, 2013 Development
and
Affair
12 The Schedule Tribes and other Traditional If any during the land pooling MoEF&CC
Forest Dwellers (Recognition of Forest
Rights) Act 2006 and Amendment Rule
2012.
13 Public Liability and Insurance Act 1991 Shall be taken as per MPCB
requirements
14 Central Motor Vehicle Act 1988 and All vehicles shall obtain PUC certificates Motor Vehicle
Central Motor Vehicle Rules1989 Department
15 Maharashtra Felling of Tree (Act 1964) Felling of trees in private lands Revenue
Maharashtra (Urban Areas) Preservation of department
Trees Act, 1975 The Maharashtra Land
Revenue Code, 1966
16 Mines And Minerals (Development And Excavation of minor minerals during Department of
Regulation) Act, 1957 construction of roads Mines
1.6 Scope of Work
The environmental clearance process consists of Screening, Scoping, Additional Studies including
Public Consultations and Appraisal. The current status of project is as given below:
I. Screening:
In terms of the provision of EIA Notification 2006 amended thereto, the project was classified
as Category A project being within 10km i.e. at 8.5km from Notified Kalsubai -
Harishchandragad Sancutry Ecosensitive Zoze (ESZ). Due to the change in Alignment,
17
proposed Package IV is out of Kalsubai ESZ i.e. at 10.5km. Hence the project is classified as
a category „B‟ project.
The project road is passing through forest area in several stretches and having at about 23.548
Ha of Forest area. The details have been obtained from forest/Revenue record. Separate forest
clearance proposal is submitted on 11th July 2016 to MoEFCC as per provisions of Forest
Conservation Act 1980. The forest proposal number is FP / MH / ROAD / 20410 / 2016.
II. Scoping:
 For scope of EIA study, the terms of reference (TOR) have been approved by
Environmental Apprisal Committee (EAC), Delhi of MoEF&CC in the meeting 159th
(Item no.3.2) held on 30th May, 2016. In preliminary survey at initial stage it was
envisaged that project is passing through ESZ of Kalsubai-Harishchandragad Sancutry at
8.5km. Hence application was submitted to MOEFCC as per Category A for grant of TOR
and accordingly TOR is already granted.
 As discussed in Screening due to the change in Alignment, proposed NMEW Package IV
is out of Kalsubai-Harishchandragad Sancutry ESZ i.e. at 10.5km. Hence the project is
classified as a category „B‟ project.
 EIA is prepared as per standard TOR prescribed by MoEF&CC. In addition to the
compliance report of additional points suggested by EAC is enclosed herewith as
Annexure 1.1.
 Baseline data collection and preparation of EIA Report as per Approved TOR.
 Reconnaissance Survey, primary and secondary baseline data collection for Air, water,
soil, noise, traffic, micrometeorology and socioeconomic aspects of the project site is
collected. The baseline survey is carried out for one season excluding the monsoon season.
 The environmental monitoring is carried out in the 10 km radius of the project. Also, all
the sensitive locations like schools, hospitals, forest areas, villages etc. are covered to
assess the impact of the project during construction and operation phases of the project.
III. Public Consultation:

 Submission of Draft EIA report to MPCB with application for conducting public hearing
 To conduct public hearing in accordance with the requirements of EIA Notification, 2006
 To explain the Project and respond to concerns and questions raised by local attendees and
other stakeholders; and
 To provide information to the people on the potential environmental effects of the Project;
 Incorporation of MOM and Public suggestions in EIA report and finalization of EIA report
IV. Appraisal:
 Submission of Final EIA to EAC for EIA hearing
V. The Content of EIA report:
1. Executive Summary & Conclusion

2. Addressal of Additional Terms of Reference
3. EIA Report
Chapter 1 : Introduction
Chapter 2 : Project Description
Chapter 3 : Description of the Baseline Environment
Chapter 4 : Environment Impact Assessment
Chapter 5 : Project Justification & Analysis of Alternatives
Chapter 6 : Environnemental Monitoring Programme
Chapter 7 : Additional Studies
Chapter 8 : Project Benefits
Chapter 9 : Environmental and Social Management Plan
Chapter 10 : Disclosure of Consultants engaged
18
Chapter 2. Project Description

2.1 Project Location
The alignment of Package IV starts from Dhotre in Ahmadnagar Distrcit at 19°51'52.10"N latitude
74°38'42.73"E longitudes to Taranganpada in Igatpuri in Nashik Distrcit at 19°40'50.08"N latitude
73°35'22.45"E longitude. The entire project area comprises private and government land in three
talukas like Kopargaon, Sinnar and Igatpuri.
Figure 2-1: NMEW – Package IV Location Map – Google Image
2.2 Connectivity
The project intends to connect SH-47 and SH-7, NH-222 at Kopargoan village, NH-50 and SH-39,
SH-45 at Nashik and NH-3and AH-47 at Sinnar village. The project will have connectivity with
AH46 / NH-7 i.e. Great Asian Expressway at Sinnar which further improve connectivity to AH43 in
(Gwalior) Madhya Pradesh and (Hyderabad) Andhra Pradesh, AH47 in (Nashik, Thane) Maharashtra
and AH45 in Bangalore (Karnataka) from Igatpuri ans Sinnar. The project will also increase
transportation connectivity to NH4 (Mumbai Bangalore Highway) and Mumbai Pune Expressway
which is at distance of about 100 km. The connectivity details are shown in the Figure 2.1 and in
Table 2.1.
Table 2-1: Project Connectivity Details
Sr. No. Connectivity to Main Highways Chainage
1 SH-47 517
2 SH-7, NH-222 519.7
3 SH-39 526.4
4 NH-50, SH-40 564
5 NH-3, AH-47 629
19
Figure 2-2: NMEW – Package IV Location Map – SOI (Survey of India)
20
Figure 2-3: NMEW – Package IV Location Map –MRSAC (Maharashtra Remote Sensing Applications Centre)
21
2.3 Need of the Project
NMEW passing through 10 districts, covering a distance of 701.128 kms and connecting adjoining 24
rural districts will be a game-changer for Maharashtra. NMEW will connect directly and indirectly 30
talukas of Wardha, Amravati, Washim, Buldana, Jalna, Aurangabad, Ahmednagar, Nashik, Thane
covering about 60% geographical area of Maharashtra. It will be finally connect with six-lane
Western Corridor connecting ports (Mumbai Port is connected through NH-8, NH-3, Nh-4, southern
parts of Mumbai, Navi Mumbai and Eastern Expressway of Mumbai City) and to AH-47 and Delhi
Mumbai Industrial Corridor (DMIC) node. It will usher state into prosperity, boost agro-based
industries, attract globally competitive manufacturing units in Vidarbha and Marathwada. It will bring
the change in economic prospects of at least 45% population engaged in agriculture.
Making another departure from conventional approach to acquire land from farmers, the Maharashtra
Government has adopted participative approach by opting for Land Pooling pattern offering cash,
developed land annuity based returns to farmers, thus making them true partners in prosperity. This is
the first time that the Maharashtra Government will be pooling land for project of this gigantic scale.
The project would connect hinterland in Maharshtra with ports like JNPT, which handles 65% of
containers. Presently, 70% freight movement and 85% passenger traffic is through surface transport.
As against international average of 600-800 km/day, freight moves at 250-300 km per day, making it
costlier and economically unsustainable. But this access-controlled NMEW will bring freight
movement in Maharashtra at par with developed world and reduce cost of transport to one third or one
fourth of present cost.
2.4 Project Objectives of Package IV:
 At present Ahmednagar and Nashik Districts are connected with Mumbai through various
sections of State Highways and Major District Highways which passes through Kopargoan-
Sinnar – Shirdi - Ghoti-Igatpuri - Thane. This route has poor geometry at many locations and
is also congested. Besides, this route connectivity through National Highway also exists but it
traverses through considerably longer route.
 The proposed Package IV from Kopargaon-Igatpuri will pass through Ahemednagar and
Nashik Districts connect three major cities viz Ahmednagar, Nashik, Shirdi. At present the
distcnace from Ahemednagar to Igatpuri by the current Nashik Mumbai Expressway NH-50,
SH-7 and SH-30 SH-39 is 190 km and traveling time is 3 hr 50 mins. The proposed NMEW
package IV will reduce distance by almost 70 kms and time by 1 hr 30 mins.
 It is planned to develop new industrial/educational/ commercial/tourism nodes in vicinity of
expressway at a regular interval of 40-50 km. The project will, side by side, generate large
scale temporary and permanent employment to the skilled and un-skilled workers, thereby,
offering employment opportunity of mainly to local population.
2.5 Salient Features Project Corridor / Alignment
The total stretch of proposed Package IV of NMEW is 120.696 starting from Dhotre Village in
Ahmednagar to Taranganpada in Igatpuri. The proposed design speed is 150 km per hour with a ROW
of 120 m. The proposed expressway will have 3 lane main carriage way and 1 emergency lane which
will have all provisions stipulated in IRC namely Flyover, Interchange / Intersections at major road
crossings. The project details are presented in Table 2.2 below:
Table 2-2: Project Details

1. Project road : Package-IV: Dhotre village, Kopargaon Taluka, Ahmadnagar
District (Border) to Tarangpada village, Igatpuri Taluka, Nashik
District (in Nashik Division)
2. Geographical location : Dhotre: 19°51'52.10"N latitude, 74°38'42.73"E longitude
Taranganpada: 19°40'50.08"N latitude, 73°35'22.45"E longitude
22

3. Location the proposed project : State District
Maharashtra Ahmednagar and Nashik
4. Length of the Package passing The Alignment is passing through 3 tehsils – Kopargaon (29.4 km)
through the Tehsils in Ahmednagar district and Sinnar (61.25km) & Igatpuri (30.03km)
Nashik District.
5. No. of affected villages : 54
6. Proposed Interchanges : 3 numbers. Considering the major roads crossing the proposed
Expressway & access to the proposed Township
7. Bridges 8: Minor
2: Major
8. Major Crossings : 6 (4 on road, 1 on Railway line at Samwatsar & 1 on Godavari
River)
9. Total length of the proposed project : 120.696
10. Total area of land acquisition : 1448.03 Ha for ROW
11. Total cost (civil) : Rs. 4127 CR.
12. Seismic zone : Zone - III
13. Forests : 23.548 Ha
14. Right of way : 120 m (90m to 120m in forest)
15. Carriageway : Green Field Alignment (6 lane Expressway)
16. Service roads/slip roads : 7m
17. Median : 22.5m
18. Horticulture and landscaping : Throughout
19. Embankment : 6m (average)
20. Highway Design Standards Contemplated (Ch:- 502.698km to 623.379)
a. Design Speed : 150 Kmph
b. Min. Horizontal Curve Radius : 1210 m
c. Camber : 2.5%
d. Radius without Superelevation : 4200m
e. Super elevation : 5% for desirable min. radius
f. Stopping Sight Distance (SSD) : 360m
g. Intermediate Sight Distance (ISD) : 720m
h. Carriageway : 3+3 Lanes (Flexible from Kopargaon to Sinnar CH 502.968 to
571.000 and Rigid from Sinnar to Igatpuri Pavement CH 571.000 to
623.739)
i. Lane Width : 3.75m
j. Paved Shoulder : 3.0m
k. Earthen Shoulder : 2.0m
l. K-Value : 295 for summit curve
m. K-Value : 91.9 for valley curve
21. Project Components
a. The Public facilities such as iv. Ambulance and towing facilities,
i. Emergency telephones @ every 5km, v. Quick response vehicle (qrv),
ii. Parking and truck stops, vi. Rest areas at every 50 km
iii. Auto services centre vii. Fuel filling station and food plaza & restaurants,
shops, police stations
b. The wayside amenities includes iii. Bridge- beautification, street lighting and digitized
i. Truck terminus, bus bays, signage, solar street lighting at interchanges
ii. Median plantation/landscaping,
c. Wi-Fi access, traffic surveillance and enforcement and CCTV for monitor throughout the project length.
23
2.6 Project Components
2.6.1 Right of Way
The Right-of-Way (the ROW) for the Project Expressway is 120 meter as per requirements. The
ROW is inclusive of service roads wherever required. The recommended minimum Right of Way in
Plain/Rolling terrain for expressways is 120 meter. Right of way is taken under consideration for
Topographic survey, Soil investigation survey and Engineering survey.
2.6.2 Forest Areas
Table 2-3: Forest Area Details

Sr. No. District Tehsil Village Gut No. Chainage Forest Area in Ha
1 Ahmadnagar Kopergaon Dhotre 1 505.130 0.124
2 Ahmadnagar Kopergaon Samvatsar 151 514.750 0.862
3 Ahmadnagar Kopergaon Kokamthan 8 515.600 3.330
4 Ahmadnagar Kopergaon Kokamthan 7 515.600 0.794
5 Nashik Sinnar Khambale 710 558.500 6.803
6 Nashik Sinnar Khambale 712 558.500 0.825
7 Nashik Sinnar Shivade 553 582.100 - 582.900 9.640
8 Nashik Sinnar Ghorwad 170 582.900 - 583.000 1.170
Total 23.547
2.6.3 Major Crossings
The proposed alignment of NMEW Package-IV starts from Dhotre Village in Kopargaon Taluka and
Travers up to Taranganpada Village in Igatpuri Taluka. There are three several crossings of proposed
alignment to roads and Railway line. Major 3 roads and 1 railway crossing of the proposed alignment
is as given below in Table 2.4.
Table 2-4: Crossings on Package IV

Sr. No Proposed Chainage Name Category of Road/Rail
1 CH:- 514.888 Godavari River River
2 CH:- 511.100 Samvatsar Railway Crossing
3 CH:- 520.391 Kopargaon – Ahmadnagar Road SH10
4 CH:- 564.318 Nashik – Pune Road NH50
5 CH:- 612.301 Ghoti- Sinnar Road
2.6.4 Major Interchanges
The proposed alignment of NMEW Package-IV will have 3 major interchanges as given below in
Table 2.5 and Figures 2.4, 2.5 and 2.6.
Table 2-5: Interchanges on Package IV

Sr.no Location (CH:) Location Area Type
1 CH:- 520.391 Kopargaon – Ahmadnagar Road Diamond
2 CH:- 564.318 Nashik – Pune Road Clover Leaf
3 CH:- 612.301 Ghoti- Sinnar Road Trumpet
24
Figure 2-4: Interchange-1 at CH 520.391with Kopargaon – Ahmednagar Road
Figure 2-5: Interchange-2 at CH 612.301with Ghoti- Sinnar Road
25
Figure 2-6: Interchange-3 at 564.318 with Nashik – Pune Road
2.6.5 Bridge / Cross Drainage Structure / Pavement / Structures
For the project NMEW Package-IV corridor, 94 Cross Drainage (CD) structures are proposed for the
drains coming across the alignment. There are 2 major river crossings over which 2 major bridges (1
over Godawari River at CH 514.888 to CH 515.133 and 1 Elevated Corridor at CH 611.000 to CH
612.000) are proposed. 6 minor bridges for canal crossings are proposed. The details are provided in
Annexure 2.1. The catchment area and peak runoff are taken into consideration for design of CD
structures and bridges. For efficient drainage system Clause 309 of MORTH Specifications,
IRCSP42, IRCSP 50 and IRCSP90 as relevant shall be followed.
The alignment of the bridge & its structures & General Arrangement Drawing (GAD), Planning and
design of Bridge, Highway, Surface Level Roads, Junction, Pedestrian Facilities, etc. have been
designed based on the Design Standards as stipulated in relevant IRC Standards and MORT&H
Specifications. Whenever, the Codes / Standards are silent on some of the Aspects, the same has been
planned / designed based on Sound Engineering Practices. There are total 45 Vehicle Under Passes
(VUP), 43 Pedestrian Under Passes (PUP) and 15 Cattle Under Passes (CUP). Please Refer Annexure
2.1 for details and locations of bridges, culverts, girders, VUP, PUP, Light Vehicle Under Pass
(LVUP) / Grade Separators proposed as per the need. Below are the overpass and grade separated
structure details in Table 2-6.
Table 2-6: Overpass Clearance

Lateral clearance Full roadway width for 8-lane carriageway or wider
Vertical clearance A minimum 5.5 m vertical clearance shall be provided from all points of the
carriageway of the Project Expressway.
Vehicular Shall be provided at the intersection with all the NH, SH and MDR. The VUP /
Underpass/Overpass VOP shall be so located that no vehicle is required to travel more than 2 km on
connecting road for crossing over.
Light Vehicle As per required
Underpass (LVUP)
Cattle and Pedestrian  The crossing facilities shall be provided such that the pedestrians do not have to
Underpass/Overpass walk for more than 500m to reach the crossing point.
 A PUP/CUP may not be necessary within a distance of 2 km from Vehicular
Underpasses/Overpasses and Light Vehicle Underpasses.
 The pedestrian crossings shall have provision for movement of disabled persons.
Pedestrian underpass/foot over bridge shall also be provided within a distance
26
of 200m from a school or hospital or factory/industrial area.

ROBs/RUBs As per MORTH Guidelines for Expressways manual and relevant IRC
guidelines for Bridges and IRC:32
Tunnels For the said project alignment no tunnels are proposed and Section-7 of the
Manual (IRC:SP: 99:2013 -Standards for Tunnels) will be referred, if needed.
2.6.6 Utilities / Toll Plazas / Administrative Buildings / Rest Areas
All physical features like buildings, structures, monuments, cremation ground, places of worship,
electric poles, well, power line, towers, plantations, railway lines, river, affecting project proposal
were identified and taken under consideration during the finalization of proposed alignment.
Moreover, LT lines and OFC lines are observed at many locations, which would be shifted before
construction. The details are given in Annexure 2.2.
The possible toll plaza location at every interchange is proposed (3 toll plaza) selected based on the
data and information derived from the traffic studies and a study of the existing physical features
including the availability of land & designed as per IRC 84. The tolling system is closed tolling. The
locations of Toll Plaza are checked for the development of the Expressway as an access controlled
highway. The required facilities such as administrative buildings, weighing stations, parking areas &
rest areas and office cum residential complex of PIU shall be provided in accordance to the MORTH
Guidelines for Expressways manual. Rest area shall be provided at every 50-km interval for 10 to 15-
hectare area on both sides of the project highway. State border check posts are not required to be
provided as it is a Maharashtra state project only.
Toll plazas shall be provided as per MORTH Guidelines for Expressway manual. Toll plaza shall be
designed for peak hour traffic projected for minimum 25 years. The total number of toll booths and
lanes shall be designed to ensure the service time of not more than 10 seconds per vehicle at peak
flow. The width of each electronic toll collection (ETC) toll lane shall be 3.5m, for manual/smart card
lanes shall be 3.2 meters and for the lane for over dimensional vehicles, it shall be 4.5 m. between
each toll lane, traffic islands will be provided so as to accommodate toll booth. These islands shall be
of minimum 25 m length and 1.8 m width. Protective barriers of reinforced concrete with reflective
chevron markings shall be placed at the front of each island to prevent out of control approaching
vehicles crashing into the toll booth. The design of the Toll Plaza(s) shall be aesthetically pleasing.
The fee collection system shall be ETC system. The fee collection staff shall be efficient, courteous
and adequately trained before deployment.
Figure 2-7: Way Side Amenities at Chainage 553 and 555
27
2.6.7 Arboriculture and Landscaping
A landscape has been proposed as per IRC:SP-2009 and MORTH Green Highway Policy 2015 to be
provided along the expressway alignment, toll plaza areas, rest and services areas to fit in with the
surroundings for pleasing appearance, reducing headlight glare and adverse environmental effects
such as air pollution, noise pollution and visual intrusion. The proposal for landscaping includes the
following:
 Treatment of embankment slopes as per IRC:56–1974, depending upon soil type involved.
 Turfing of slopes of high embankment for controlling rain and wind erosion
 Planting of low height shrubs on medians for reducing glare effect and visual intrusion.
 Planting of trees along ROW as part of compensatory aforestation as per IRC:SP:21.
 Grading of ground between the embankment toe and ROW and provision of surface drain
along the ROW
 This will help in physical delineation of the ROW and avoid encroachment at later date.
2.6.8 Node Development Adjacent to NMEW Package IV
Node development adjacent to NMEW is not part of this proposal. As per the Committee suggestions
during TOR hearing, for this component fresh proposal for EC will be submitted to MoEFCC.
2.7 Design Parameters
This Section lays down the standards and general features for expressways.
2.7.1 Design Cross Section - ROW
The Proposed Project Expressway will be 6 lane divided and Paved Shoulder for Package –IV.
Typical cross sections for the Expressway are adopted as per „Manual of Specifications & Standard
for Expressways (IRC: SP: 99-2013). The typical cross sections are given below in Figures 2.8 to
2.12.
Figure 2-8: Typical Cross Section for Embankment (120M ROW)
28
Figure 2-9: Typical Cross Section of Expressway in Cutting (120M ROW)
Figure 2-10: Typical Cross Section of Bridge and Grade Separated (60M ROW)
Figure 2-11: Typical Cross Section of Road at Slab and Box (120M ROW)
29
Figure 2-12: Typical Cross Section of Road at Pipe Culverts (120M ROW)
The geometric design of the Expressway shall comply with rules or laws as per ToR and standards set
out in the MORTH Manual 1 for expressways and other relevant IRC2 and International Guidelines.
All materials to be used in works shall be in conformity with the requirements laid down for relevant
item in MORTH Specifications. If any material, which is not covered in MORTH Specifications, is
used, shall conform to IRC or relevant Indian or International Standards, provisions.
2.7.2 Design Speed and Right of Way
The design speed and width of ROW are defined based on the various terrain classifications. The
standard lane width of the Project Expressway shall be 3.75 m. Expressways shall have a minimum of
three lanes for each direction of travel. Acceleration/ Deceleration lane shall be provided as per Cl.
3.3.8, Section 3, MORTH Guidelines for Expressways manual. The proposed design criterial for these
parameters is presented in Table 2-7.
Table 2-7: Design Speed

Nature of Terrain Cross slope of ground Design Speed in kmph
Plain Less than 10 % 150
Rolling Between 10 and 25 % 120
Table 2-8: ROW Width

Section Right of way width (ROW)
Non Forest Area 120m
Forest Area (Please Refer Table 2.2) 90m-120m.
2.7.3 Median
The depressed median shall be provided except in situations where the availability of ROW is a
constraint. The width of median is the distance between inside edges of carriageways. The median
specifications are as presented in Table 2-9. Median openings with detachable barrier shall be
provided for traffic management for maintenance works and vehicles involved in accidents. Such
barriers shall be located at ends of interchanges and rest areas.
Table 2-9: Median Width

Type of median Recommended median width
Minimum Desirable
Depressed 12.0 22.5
In case of bridges 5.0 12.5
1
Ministry of Road Transport and Highways
2
Indian Roads Congress
30
2.7.4 Shoulders and Cross fall
The shoulder on the outer side (left side of carriageway) shall be 3 m wide paved plus 2 m wide
earthen. The paved shoulder composition and specification shall be as of Main Carriageway and
earthen shoulder shall be provided with 200mm thick layer of non-erodible/granular material for
protection against erosion. The cross fall slopes on straight sections of expressway carriageway will
follow the criteria as mentioned in Table 2.10.
Table 2-10: Cross fall Slope

Cross sectional elements Annual rainfall
1000 mm or more Less than 1000 mm
Carriageway, paved Shoulder, edge strip, flush median 2.5% 2%
2.7.5 Horizontal and Vertical Alignment
The road alignment will be designed depending on the topographic conditions. The horizontal curves
shall be designed to have largest practical radius and shall consist of circular portion flanked by spiral
transitions at both ends. The vertical alignment shall provide for a smooth longitudinal profile.
Frequent Grade changes shall be avoided to reduce kinks and visual discontinuities in the profile.
2.7.6 Clear Zone
A clear zone is the unobstructed traversable area provided beyond the edge of the through
carriageway for the recovery of errant vehicles. A clear-zone width of 10-15 m for design speed of
120-150 km/hour for the errant vehicles leaving the through carriageway to recover be provided.
2.7.7 Service Road
The service road is not proposed in current design, however if necessary, service road shall be
provided as per MORTH guidelines.
2.7.8 Embankment / Cut Sections / Pavement Design
The design and construction of the road in embankment and in cutting shall be carried out in
accordance with Section 300 of MORTH Specifications and the requirements, and standards and
specifications given in Section 4 of MORTH Guidelines for Expressway Manual. The design of
pavement shall take into account all relevant factors for assuring reliable performance, surface
characteristics and shall satisfy the specified minimum performance requirements. The guidelines to
be followed for the Pavement design are IRC 37, IRC 58, IRC SP 76, IRC 81, IRC SP 83 and
MORTH guidelines for Expressways manual.
2.8 Access Control
Project Expressway shall be designed for fast motorized traffic with full control of access. Access to
the Expressway shall be provided with grade separators at location of intersections. Parking/standing,
loading/unloading of goods and passengers and pedestrians/animals shall not be permitted on the
Expressway in accordance with MORTH Guidelines for Expressway Manual. IRC 92-1985
“Guidelines for the Design of Interchange in Urban Areas” shall be referred for design of interchange.
Table 2-11: Access Controls

Location Criteria
Location of  At crossing or nearest points of other Expressways, National Highways,
Interchange State Highways and important arterial roads.
 At crossing or nearest points of major roads to important ports, airports,
material transport facilities, commercial and industrial areas, and places of
tourist interest.
31
Location Criteria
Connecting Roads Connecting roads shall be constructed on the land acquired within the ROW of
the Project Expressway. These shall be provided outside the fencing. The width
of the connecting road shall be 7.0 m.
2.9 Traffic Management Systems
Advance Traffic Management Systems (ATMS) shall have the following sub-systems and shall be
provided as per site conditions and design Proposals.
 Emergency Call Boxes
 Mobile Communication System
 Variable Message Signs System
 Meteorological Data System
 Automatic Traffic Counter and Vehicle Classification
 Video Surveillance System
 Video Incident Detection System (VIDS)
2.10 Traffic Analysis and Forecasts
As the study corridor is green field, the various existing alternative routes which attracts the similar
Origin Destination pair were identified for the package IV. The Table 2.12 briefs about the various
desired alternative routes near package IV and shown Figure 2.13.
Alternate route 1 starts at Ghoti, passes through Sinnar via Ghoti-Shirdi road, Kopargaon via SH-39,
Vaijapur via SH-30 / Nagpur-Aurangabad Highway and ends at Aurangabad. Alternate route 2 also
starts at Ghoti and ends at Aurangabad, but passes through Nashik via NH-160, Pimpalgaon Baswant
via NH-60, Chandwad via NH-360, Manmad via Manmad Highway, Nandgaon via SH-7 and
Deogaon Rangari via SH-16 and NH-52. Alternate route 3 starts at Mumbai, passes through Lonavala
& Pune via Mumbai-Pune Expressway, Ahmednagar via SH-27, Newasa via SH-60 and reaches
Aurangabad via Ahmednagar-Aurangabad Road. Alternate route 4 starts at Nashik and ends at
Vaijapur while passing through Vinchur & Yeola via SH-30.
2.10.1 Identification of Various Alternatives for Traffic Studies
The project stretch, which is having approximate length of 120.696 km, is divided into four
alternative road sections on the basis of the major traffic generation and dispersal nodes located along
the project road. The details are presented in Table 2.12. The traffic count plan is given in Table 2.13.
The traffic surveys were conducted in the month of May and June 2016. The alternatives for traffic
survey and traffic survey locations details are represented in Figure 2.13 and Figure 2.14 respectivey.
Table 2-12: Homogenous Traffic Sections

Alternatives Corrdors Near Package IV
Alternatives 1 Mumbai-Zagde Phata- Nagpur Ghoti Budruk to Vaijapur
Alternatives 2 Mumbai-Manmad-Nagpur Ghoti Budruk to Manmad
Alternatives 3 Mumbai-Pune-Ahmednagar-Nagpur Yeola to Aurangabad
Alternatives 4 Nashik-Yeola-Aurangabad Yeola to Aurangabad
32
Figure 2-13: Alternatives for Traffic Studies
Table 2-13: Traffic Survey Locations

Sr. Survey No. of Corridor Location Location Details Survet
No. Description Survey Name Schedule
Locations
7 day TVC 1 Near Ghoti 17/05/16 to 24/05/16
continuous Alternatives 1 TVC 2 Near Sinnar
1 Classified TVC 3 Near Vaijapur
Traffic 6 Alternatives 2 TVC 4 Near Ohjar 12/06/16 to 15/06/16
Volume Alternatives 3 TVC 5 Near Supe 16/06/16 to 19/06/16
Count Alternatives 4 TVC 6 Near 28/06/16
Turning Alternatives 1 TMC 1 Ghoti Budruk 18/05/16
2 Movement TMC 2 Sinnar 18/05/16
Count (24 5 TMC 3 Zagade Phata 22/05/16
hrs) TMC 4 Puntamba Phata 21/05/16
TMC 5 Vaijapur 18/05/16
3 Origin – Alternative 1 OD1 Near Ghoti 20/05/16
destination OD2 Near Sinnar 21/05/16
Survey (24 OD3 Near Vaijapur 23/05/16
hrs) Alternative 2 OD4 Near Ojhar 14/06/16
Alternative 3 OD5 Near Supe 16/06/16
6 Alternative 4 OD6 Near Madsangavi 28/06/16
4 Axle load 2 Alternative 1 AL 1 Near Ghoti 20/05/16
survey (24 AL 2 Near Zagade Phata 23/05/16
hrs)
33
Figure 2-14: Traffic Survey Locations
Sr. No Type of Survey Abbreviation

1 Traffic Volume Count Survey TVC
2 Traffic Movement Survey TMS
3 Origin – Destination Survey OD
4 Willingness to Pay Survey WP
5 Axle Load Survey AL
2.10.2 Traffic Analysis – Estimated Base Year
The traffic analysis was conducted based on the primary surveys. Primary surveys have been
conducted to estimate the traffic characteristics on existing road network. Traffic surveys are essential
for the assessment of the prevailing traffic and travel characteristics within the project influencing
area. Traffic surveys have been conducted during the month of May and June 2016. The following
surveys were organised and conducted for the assessment of traffic characteristics and travel pattern.
The information obtained from survey was also used as input for design of pavement, facility
planning, toll plaza design, revenue assessment etc. Local and through traffic were estimated based on
the primary OD survey data analysis. Investigation includes the following surveys:
 Classified traffic volume count surveys
 Origin-Destination (O-D) surveys
 Willingness to shift Survey
 Axle Load Survey
 Speed and Delay
All these traffic surveys have been carried out in accordance with the guidelines of the Indian Roads
Congress specified in IRC: 9-1972 and IRC: 102-1988. Annual Average Daily Traffic (AADT) is
presented in
34
Table 2-14.
35
Table 2-14: Annual Average Daily Traffic Count

MODE Alternative 1 Alternative 2 Alternative 3 Alternative 4
TVC 1 TVC 2 TVC3 TVC 4 TVC 5 TVC 6
TOLLABLE TRAFFIC
Car/ Jeep/ Van 2473 4026 1609 13479 9261 6647
(22.21%) (24.26%) (27.84%) (36.3%) (41.7%) (32.6%)
Taxi 344 646 95 928 819 467
(3.09%) (3.89%) (1.65%) (2.5%) (3.69%) (2.29%)
Mini Bus 49 251 66 176 171 24
(0.44%) (1.51%) (1.13%) (0.47%) (0.77%) (0.12%)
Standard Bus 114 443 78 888 1149 389
(1.02%) (2.67%) (1.35%) (2.39%) (5.17%) (1.91%)
LCV 740 527 292 1155 1480 763
(6.65%) (3.18%) (5.05%) (3.11%) (6.67%) (3.74%)
Truck (2 Axle) 501 500 235 854 1059 301
(4.5%) (3.01%) (4.06%) (2.3%) (4.77%) (1.48%)
Truck (3 Axle) 485 677 299 947 831 100
(4.36%) (4.08%) (5.18%) (2.55%) (3.74%) (0.49%)
MAV 457 361 302 1400 981 16
(4.11%) (2.17%) (5.23%) (3.77%) (4.42%) (0.08%)
Sub- total 5163 7431 2975 19828 15751 8708
(vehicles) (46.38%) (44.78%) (51.48%) (53.4%) (70.92%) (42.7%)
NON TOLLABLE TRAFFIC
Two Wheeler 4464 7731 2408 15395 5244 10478
(40.09%) (46.58%) (41.68%) (41.46%) (23.61%) (51.38%)
Three Wheeler/ 1337 1233 363 1849 1153 917
Auto (12.01%) (7.43%) (6.28%) (4.98%) (5.19%) (4.5%)
ricksaw
Tractor 33 31 12 10 13 60
(0.29%) (0.19%) (0.2%) (0.03%) (0.06%) (0.3%)
Tractor with 84 108 13 38 43 68
Trailor (0.75%) (0.65%) (0.23%) (0.1%) (0.2%) (0.33%)
Cycle 49 59 6 11 4 160
(0.44%) (0.36%) (0.11%) (0.03%) (0.02%) (0.78%)
Cycle 0 1 0 0 0 3
Rickshaw (0%) (0.01%) (0.01%) (0%) (0%) (0.01%)
Animal D rawn 4(0.04%) 0(0%) 1(0.01%) 0(0%) 3(0.01%) 0(0%)
Sub- total 5970 9165 2803 17303 6460 11686
(vehicles) (53.62%) (55.22%) (48.52%) (46.6%) (29.08%) (57.3%)
Total tollable 11133 16596 5778 37132 22211 20393.6
& non tollabLe
(vehicles)
Total tollable 13484 18369 7188 40776 30358 17411
& non tollabLe
(PCU)
2.10.3 Traffic Forecast
The traffic projections are worked out based on trip end factor method which relates economic growth
with vehicular growth. The traffic projections for 30 years are presented in Table 2.15. Further for
forecasting the demand of traffic on project corridor. The entire package IV corridor has been divided
into three homogeneous sections as given in Figure 2.15.
i) Section 1 – Igtapur section: Igtapur section starts from Ghoti bhudruk at CH 629 km and ends at
Shenit at CH 504 km. It includes Dheole and Kawaddara nodes as major new development.
36
ii) Section 2 – Sinnar section Sinnar section starts from Belu at CH 593 km and ends at Derde at CH
532 km which includes Gonde node as major new development.
iii) Section 3 – Kopargaon section Kopargaon section starts from Korhale at CH 531 km and ends at
Dhotre at CH 502 km which includes Zagde phata node as major new development.
Figure 2-15: Three Homogeneous Sections for Traffic Survey
Table 2-15: Section-wise Traffic Growth

TRAFFIC in PCU/day
YEAR
SECTION 1 SECTION 2 SECTION 3
2016 0 0 0
2017 0 0 0
2018 0 0 0
2019 18053 14872 16275
2020 19704 16523 17926
2021 21527 18346 19749
2022 26839 21954 23854
2023 28983 24098 25997
2024 31304 26419 28319
2025 36825 31236 33629
2026 39609 34020 36413
2027 42626 37037 39430
2028 44300 38711 41104
2029 46067 40478 42871
2030 47931 42342 44735
2031 49998 44409 46802
2032 52184 46595 48988
2033 54498 48909 51302
2034 56946 51357 53750
2035 59537 53948 56341
2036 62415 56826 59219
2037 65470 59881 62274
2038 68711 63122 65514
2039 72150 66560 68953
2040 75799 70209 72602
For the purpose of design and future augmentation of the Project, the design service volume for level
of service- B for plain/rolling terrain shall be 1300 PCU/hr/lane. The design service volume can be
determined as per MORTH Guidelines for Expressways. The traffic projections show that after year
2026, there will be requirement of 6 lane facility to meet with the projected traffic growth.
37
2.10.4 Traffic Diversion Analysis
Further for forecasting the demand of traffic on project corridor, the various forecast parameters has
been identified as below.
1. Diverted traffic from other alternatives
2. New Development traffic from Package IV
3. New Development traffic from other packages
4. Generated/induced traffic
The diversion traffic analysis has been done to assess the percentage of traffic that would be diverting
to the project corridor from potential competing corridors. All the potential competing corridors were
identified through reconnaissance surveys and assessment on various parameters has been done to
identify the traffic likely to be diverted on project corridor at the time of operations. Total two
possible alternative routes were identified from where the diversion can happen for entire project
corridor as given in traffic analysis chapter. The competing alternative routes with combination of
both NH and SH‟s were analysed in further sections. The possible alternative routes are Alternative 1,
Alternative 2, Alternative 3 and Alternative 4 as given in Table 2.16.
Table 2-16: Potential diverted traffic Percentage

Vehicle Type Alternate route 1 Alternate route 2 Alternate route 3 Alternate route 4
Car 25 37 33 31
Bus 40 49 50 46
LCV 20 32 26 24
2Axle 23 34 30 28
3Axle 31 40 39 37
MAV 24 36 31 29
2.10.5 Origin-Destination and Commodity movement Survey
The origin-destination and Commodity Movement survey was carried out with the primary objective
of studying the travel pattern of goods and passenger traffic and types of goods along the existing
study corridor and travel frequency. The survey was conducted at six locations for a day (24 hours) as
stated in Table 2.17. The results have been useful for identifying the influence area of the project road
which in turn will help to get a fair idea for estimating the growth rates of traffic and planning tolling
strategies and locating toll plazas on the proposed corridor. Type of goods and movement pattern will
help to understand the industrial/ commercial area locations and its interaction. Roadside interview
method was adopted for the survey, in accordance with guidelines given by IRC: SP 19 – 2001. The
schedule of survey and sample size obtained for each survey is given below;
Table 2-17: Schedule of Origin – Destination and Commodity Movement Survey

Sr. No. Name of Location Location Code Duration
1 Ghoti (km 2+200) OD1 1 Day
2 Sinnar (km 66+800) OD 2 1 Day
3 Zagade Phata (km 104+300) OD 3 1 Day
4 Ojhar (km 403+600) OD 4 1 Day
5 Supe (km 343+600) OD 5 1 Day
6 Mandsagvi (km 157+500) OD 6 1 Day
The data collected in the origin-destination survey include trip origin, trip destination, trip length,
occupancy and trip purpose for passenger vehicles and commodity in case of freight vehicles.
Willingness to pay for the proposed corridor is also collected during the survey. The data has
been collected using road side interview method by stopping samples of vehicles on random basis and
interviewing the driver/passenger. The collected data were entered into the computer and checked
manually. Incorrect entries were corrected by cross-checking it with original field data sheets. The
data was also checked for inconsistencies. The checking included:
 Trips from zones to zones which cannot possibly ply through the survey location
38
 Vehicle type with their corresponding lead / load / occupancy for any inconsistencies
The project stretch is situated in Ahmednagar and Nashik districts of Maharashtra state. Total forty
zones are considered for the entire NMEW corridor and among those Seven zones are along the
Package IV corridor. Igatpuri Tehsil (Zone 1), Nashik Tehsil (Zone 2), Niphad Tehsil (Zone 3),
Sinnar Tehsil (Zone 4) and Yewla town (Zone 5), Kopargaon Tehsil (Zone 6), Vaijapur (Zone 7) are
places considered along project highway.
Figure 2-16: Origin-Destination Zones for the Study Corridor
Zone 3 Zone 5
Zone 2
Zone 7
Zone 1 Zone 4 Zone 6
For all the OD locations, it has been observed that work and religious trip purpose dominated among
all other purpose due to Airport in Ojhar, Companies and business in Sinnar and Ghoti. Butibori in
Nashik district in the section. The location wise distribution of trips by purpose and by commodity
type for Goods Vehicle is presented in Table 2.18.
Further the distribution of trips by commodity type has indicated that for location 3 there is a
substantial share of commodities like Chemical/ Fertilizers and milk products. At location 4,
commodities of food grains, fruits & vegetables and Poultry has maximum share. The maximum share
of commodities of food grains, fruits and vegetables are observed at Location 5. Moreover, for all
locations, the empty vehicles and other commodities has a considerable share.
Table 2-18: Percent Distribution of Trips by Purpose

Purpose distribution Total trips
Trip purpose for passenger vehicles (cars /taxi) at OD 1: Ghoti
Work 32.0 %
Education 0.5%
Business 4.4%
Social 1.4%
Shopping 1.4%
Recreation 17.3%
Religious 26.6%
Others 16.4%
Trip purpose for passenger vehicles (cars /taxi) at OD 2: Sinnar
Work 31.3%
Education 7.7%
Business 2.1%
Social 3.9%
Shopping 0.8%
39
Purpose distribution Total trips

Recreation 8.2%
Religious 31.9%
Others 14.1%
Trip purpose for passenger vehicles (cars / taxi) at OD 3: Zagade Phata
Work 23.7%
Education 1.4%
Business 7.9%
Social 4.1%
Shopping 1.9%
Recreation 10.8%
Religious 35.0%
Others 15.1%
Trip purpose for passenger vehicles (cars / taxi) at OD 4: Ojhar
Work 46.7%
Education 4.8%
Business 29.7%
Social 1.1%
Shopping 1.4%
Recreation 2.6%
Religious 3.5%
Others 10.1%
Trip purpose for passenger vehicles (cars / taxi) at OD 5: Supe
Work 19.1%
Education 9.5%
Business 11.2%
Social 13.4%
Shopping 6.4%
Recreation 18.6%
Religious 13.2%
Others 8.8%
Trip purpose for passenger vehicles (cars / taxi) at OD 6: Mandsagvi
Work 21.1%
Education 1.7%
Business 1.1%
Social -
Shopping 12.9%
Recreation 47.6%
Religious 0.9%
Others 14.8%
Table 2-19: Percent Distribution of Trips by Commodity Type

Commodity types LCV 2 Axle 3 Axle MAV
O.D 1:- GHOTI
Empty 45.2% 24.8% 9.9% 14.5%
Construction Material 3.6% 10.1% 13.7% 23.8%
Coal/Minerals 0.6% 0.8% 0.0% 0.9%
Food grains 7.8% 9.3% 12.4% 15.4%
Fruits/Vegetable/Poultry/Fish 6.6% 17.1% 16.8% 6.1%
Chemical/Fertilizers 1.2% 0.0% 1.2% 3.3%
Petroleum Products 7.2% 10.1% 6.8% 16.4%
Milk Products 6.6% 2.3% 5.0% 0.5%
Machinery 0.6% 7.8% 5.0% 1.9%
Clothes/textiles 8.4% 3.1% 8.1% 5.1%
40

Miscellaneous 12.0% 14.7% 21.1% 12.1%
Total 100.0% 100.0% 100.0% 100.0%
O.D 2 :- SINNAR
Empty 47.6% 19.5% 32.1% 26.9%
Coal/Minerals 4.8% 6.5% 7.7% 1.3%
Food grains 0.0% 5.7% 5.1% 0.6%
Milk Products 1.2% 1.6% 1.0% 0.0%
Machinery 1.2% 1.6% 5.1% 1.3%
Miscellaneous 29.8% 21.1% 14.8% 26.9%
Total 100.0% 100.0% 100.0% 100.0%
O.D 3:- ZAGADA PHATE
Empty 25.4% 31.1% 16.7% 10.3%
Coal/Minerals 7.9% 0.0% 9.3% 13.8%
Food grains 9.5% 4.4% 13.0% 8.6%
Milk Products 9.5% 6.7% 5.6% 1.7%
Machinery 4.8% 15.6% 14.8% 5.2%
Miscellaneous 11.1% 15.6% 14.8% 13.8%
Total 100.0% 100.0% 100.0% 100.0%
O.D 4 :- OJHAR
Empty 47.5% 23.9% 22.1% 24.5%
Coal/Minerals 2.9% 1.8% 0.0% 4.9%
Food grains 5.0% 5.5% 4.7% 6.0%
Milk Products 2.2% 4.6% 1.3% 0.5%
Machinery 2.2% 0.0% 1.3% 0.5%
Miscellaneous 15.8% 27.5% 26.2% 26.1%
Total 100.0% 100.0% 100.0% 100.0%
O.D 5:- SUPE
Empty 36.7% 22.2% 17.9% 18.5%
Coal/Minerals 7.2% 5.1% 7.5% 2.3%
Food grains 8.6% 5.1% 10.4% 5.4%
Milk Products 1.4% 10.1% 10.4% 13.1%
Machinery 6.5% 10.1% 1.9% 2.3%
Miscellaneous 16.5% 26.3% 16.0% 15.4%
41

Total 100.0% 100.0% 100.0% 100.0%
O.D 6:- MANDSAGVI
Empty 46.1% 31.0% 13.5% 22.2%
Coal/Minerals 2.0% 1.4% 1.9% 0.0%
Food grains 9.2% 9.2% 11.5% 0.0%
Milk Products 4.6% 2.8% 1.9% 0.0%
Machinery 2.0% 2.1% 11.5% 33.3%
Miscelleneous 7.9% 4.9% 9.6% 0.0%
Total 100.0% 100.0% 100.0% 100.0%
2.11 Workers Camp
About 5 camp sites are assumed for the alignment and about 200 workers have been considered for
this project at each camp site. Location of the camp will be at a designated place which will be
ensured after detailed investigation on the basis of some important criteria like:
 500m away from habitations, water bodies, nearest settlements and sanctuary areas, so that
they do not disturb the existing water bodies and protected areas.
 Worker‟s camp location should be within 2-5 km from the nearest city or town place, so that
workers will get the basic facilities easily available.
 Camp location will be probably selected on those places which are proposed for road side
amenities.
Following arrangements will be there in camps:

 Temporary worker camps with basic facilities will be provided
 Mobile toilets, Authorized water and electricity supply with prior NOC
 Solid waste management by composting technique
 Compact STP / Mobile STP for domestic sewage treatment
 Primary health care facility in camp site. Doctor will visit for health checkups in every week
 LPG for cooking purposes
 Child labor/ Pregnant women will be avoided.
 Creche/ primary education facilities will be in the worker‟s camp.
 Safety and security will be assured for the labor colony
 Camps site surrounded with a bund or earthen mound with controlled drainage outlet
 Appropriate control measures to be taken to prevent insect/vector diseases especially malaria
by measures such as spraying and/or preventing creation of stagnant pool of water
 Greenery will be maintained at worker‟s camp site for aesthetic view. These trees will be
indigenous and will be replanted along ROW after construction is over
 Treated sewage will be recycled for water sprinkling and gardening purposes
 Waste water from the mixing of concrete will be taken to the dual type (ACF & PSF) filter
and filtrate will be recycled for water sprinkling and gardening purposes
 Water from curing and sprinkling will be connected to storm water network (as per
availability)
 150 KVA D.G (1 number) sets will be provided at each woker‟s camp site.
2.12 Material Requirement for the Project Construction
2.12.1 Water Requirement

The water requirement has been assumed based on past project experiences and on the strict quality
42
control basis. Domestic requirement of 100 liters per worker has been assumed. About 200 workers
have been considered for this project at each camp site. About 4 camp sites are assumed for the
alignment. Details of the water requirement for each camp site assessed for the project is described
below:
Table 2-20: Water requirements for the Expressway Construction

Purpose m3/ day
Dust Suppression at Work Zone 50
Curing 18
Laboratory 10
Haul Roads 35
Crusher 20
Plant cleaning and workshop washing 18
Domestic purpose 35
Total Requirements 186 m3/ day
It will made mandatory in the agreement that during construction contarctor shall not draw water from
any water supply scheme. Contractor can make individual arrangements from farmers to draw water
from open weels provided if contractor ensures rain water recharging facility for the well for equal or
more amount of water. It will be mandatory for the contractor to provide Rain water harvesting
structures in each village through which the alignment is passing.
Different sources of recycled water like, treated sewage, treated industrial effluent and wash waters
can be used as an alternative to potable water in proposed project construction and maintenance
activities. This will automatically reduce the construction cost and will also reduce the consumption
of natural water resources and will help in the conservation of water resources. In the NMEW
Package IV case, this possibility is also studied. The treated waste water from the large societies /
townships which are in the proximity may also be considered in the construction activity of the
project. Also STP treated water in Nashik can be utilized. The total requirement of water for the
construction of the road is 186m3/ day. To minimize the load on natural water bodies, treated sewage
water from Nashik, Ahemednagar STPs can be utilized for the construction purposes. The project
route is having various significant industrial projects viz., Sinner MIDC Industrial Estate, Lahavit
industrial Area, Kopargaon Industrial area, Sanjivani Sugar Factory near Kopargaon. The treated
effluent water can be utilized from these industries for consytuciton of NMEW Package IV with prior
consent.
2.12.2 Material Investigation
All materials to be used in works shall be in conformity with the requirements laid down for relevant
item in MORTH Specifications / IRC or relevant Indian or International Standards, provisions. The
objective of material investigations is to find out the reliable source for road construction materials
such as, soils/earth/gravel/murum near and along the alignment of the project road. Also source of
aggregates and sand for the construction of pavement and Bridges and CD works will be determined.
Details for different quarry with adequate yields of materials for this project have been collected.
Approximated lead for transport of materials have been determined during material survey.
 The materials like sand, gravel, murum, stone etc., are available at minimum possible lead.
 The quarries selected are of an acceptable quality and reasonable rates. The suppliers
supplying the material are consistent with reference to time and quality of the material.
The proposed NMEW Package IV will have Flexible Pavement from Kopargaon to Sinnar CH
502.968 to 571.000. the package will have Rigid Pavement from Sinnar to Igatpuri CH 571.000 to
623.739 since past studies show that this stretch of the project corridor is prone to heavy rainfall. The
Flexible and rigid pavement consists of different layers which are shown in below Figure 2.17 and
2.18 respectively.
43
Figure 2-17: Flexible Pavement design from Kopargaon to Sinnar
Figure 2-18: Rigid Pavement design from Kopargaon to Sinnar
Table 2-21: Construction Material

Sr. No. Layer Thickness (mm)
Flexible
1 Bituminous Concrete (BC) 50
2 Dense Bituminous Macadam (DBM) 150
3 Wet Mix Macadam (WMM) 250
4 Granular Sub-Base (GSB) 200
Rigid
1 Cement Concrete Slab 300
2 Dry Lean Concrete (DLC) Sub-Base 150
3 Drainage Layer (GSB) 150
Keeping the above points in view the material survey has been conducted considering the feasibility
of the material availability, ease of transportation, quality and cost of the material. The use of fly ash
in concrete road construction will save resources. The cement is a costly ingredient of concrete.
During construction, 50,000MT/km cement will be required on the basis of broad view. A part of
cement can be replaced by good quality fly ash to the extent of 10-30%. Two thermal power plants are
located at Eklahare and Sinnar within 50 kms. Approximately, 700MT per day Fly ash is generated
from these power plants. This fly ash can be used at 100:30 ratio of total quantity of cement.3
3
Technology Information , Forecasting Assessment Council, 2009
44
15000MT/km fly ash can be replaced with the cement. The use of fly ash in pavement construction
results in significant savings in cost of road aggregates and can reduce much quantity of aggregates.
Table 2-22: Constrcution Material Locations and Investigation

Sr. Chainage Side (LHS Discription Lead (Km) Location Discription of Quarry
No. /RHS / of Material from Proposed
BOTH) Road
1 565.000 RHS Aggregate 40 Mohu, 3 Crusher Capicity 1000
(0mm to Sinnar CFT/Day, Contacr No:
20mm ) 8605008347, Gyaneshwar
9850319019, Raju Patel
2 565.000 RHS Aggregate (6 40 Mohu, 300 TPH, Contact No: Ashok
mm to Sinnar Shelke
80mm )
3 565.000 RHS Aggregate 35 Sinnar IV Stage Crusher Capicity 200
(10 mm to Ghat TPH. Sand Washing Machine
80mm) capacity 100 TPH, Daily
Crushing Capacity 2500 TPH
Contacr No: 9822066071, Jayant
D. Avhad
4 565.000 RHS Artificial 35 Sinnar IV Stage Crusher Capicity 200
Sand Ghat TPH. Sand Washing Machine
capacity 100 TPH, Daily
Crushing Capacity 2500 TPH
Contacr No: 9822066071, Jayant
D. Avhad
5 565.000 RHS RCC Pipe 50 Brahman Two Products: RCC Pipe and
and RCC wadi RCC Manual Covers Production:
Manual MP2, MP3 and MP4; ISI Mark
Covers Products; Contact No:
9922355999, Sanjay Jain
9922999619, Darshan Jain
6 565.000 RHS Fly Ash 70 Eklahara Dirk India Private Limited Plant
Address: Plot no. 348, Behind
Nashik Thermal Power Station,
Eklahara, Nashik
Table 2-23: Material Source location

Sr. No Materail Location Lead (km)
1 Cement Mumbai 200
2 Steel Mumbai 200
3 Bitumen Mumbai 200
2.13 Cost Estimates - Construction Cost and Schedule
The construction is proposed in a single phase over a period of 2.5 years. There are total 3 Toll Plazas
considered to collect toll fee for the proposed 3 sections. During Construction (IDC) is another soft
cost to be considered as part of the project cost. Summary of Preliminary Cost Estimate is presented
in below Table 2.24.
Table 2-24: Cost Estimates for the Expressway Construction

Item No Particulars Cost
Amount in Cr.
1 Site Clearance 405,72,962 4.06
2 Earthwork 127653,69,595 1276.54
3 Subbase and Base Courses 24754,40,981 247.54
4 Pavement Courses (Concrete) 39461,92,025 394.62
45
Item No Particulars Cost

5 Box/Slab Culvert 27956,62,423 279.57
6 Minor Bridges 12025,00,000 120.25
7 Major Bridges 4000,75,000 40.01
8 Vehicular Underpasses / Overpasses 20050,00,000 200.50
10 Pedestrian Underpasses/Cattle Underpass 8417,67,097 84.18
11 Interchanges 17010,00,000 170.10
12 Viaduct 40030,00,000 400.30
13 Road Over Bridges 489,66,937 4.90
14 FOB 2500,00,000 25.00
15 Drainage and Protection works 25013,05,505 250.13
16 Elecrical works-Highway Lighting 2510,30,000 25.10
17 Road Signages and Kerbs-Road Furniture 22500,00,000 225.00
18 Planting and Landscaping 3523,47,703 35.23
19 Toll Plaza 8 nos 4000,00,000 40.00
20 Way side Amenities 5 Nos Bothsides 5000,00,000 50.00
21 Air Strip ( Plane Landing Stretch of 5 Km) 8095,23,340 80.95
22 Advance Traffic Management System 1520,00,000 15.20
23 Utility Corridor 6000,00,000 60.00
24 Service Road 2010,00,399 20.10
The construction is expected to commence in July, 2017 and the Commercial Operations Date is
assumed to be January, 2020. The construction flow is as shown in the below Table 2.25.
Table 2-25: Project Construction Flow

Period ( Months ) Completion Parentage Cumulative Percentage
0-6 20% 20%
6 to 18 40% 60%
18- 30 40% 100%
2.13.1 Operations & Maintenance
Operations and Maintenance costs include the expenses incurred towards routine and periodic
maintenance of the road, Toll plaza operations, insurance and Administrative costs. The costs related
to Operations & Maintenance are as detailed in the Table 2-26. For estimating Toll Plaza operation
expenses, a team of collection personnel consisting; supervisor, booth manager, service engineer,
accountant and security guard has been considered. Apart from their salaries, other overheads for
various expenditure viz. communications, electricity, conveyance, furnishings and exigency charges
etc. have been considered as mentioned in Table 2-26.
Table 2-26: Project Cost – Operation and Maintenance – Roads and Structures
Sr.no Description Amount (Rs. Crore)
1 Routine Maintenance Cost per Km 0.13
2 Administrative Expenses 8.4
3 Insurance Cost 5
Total Routine Cost
4 Major Maintenance Cost 0.825
Table 2-27: Toll Plaza Operational Expenses (Annual) per Toll Plaza
Item Man Months Rate per Month (Rs.) Annual Amount (Rs.)
Manager 12 80,000 9,60,000
Supervisors 216 25,000 54,00,000
Accoutant 12 40,000 4,80,000
46
Service Engineer 36 40,000 14,40,000

Security Guard 216 15,000 32,40,000
Total (A) 1,15,20,000
Overhead Expenditure
Electricity Charges @ Rs 1,25,000 per month 15,00,000
Communication charges @ Rs 80,000 per month 9,60,000
Conveyance charges @ Rs 2,00,000 per month 24,00,000
Contingencies @ 5% of A 5,76,000
Environmental monitoring cost @ Rs 1,00,000 per month 12,00,000
Insurance charges @ 50 paise per Rs 1000 9,10,000
Grand Total 1,90,66,000
2.14 Financial Analysis
The financial analysis was prepared to analyse expenses & return if implemented on EPC/BOT basis.
It covered identification, assessment and mitigating measures for all risks associated with the project.
The economic analysis will analyse the capacity of existing roads and the effects of capacity
constraints on vehicle operating costs (VOC), calculate VOCs for the existing road situation and those
for the project, quantify all economic benefits, including those from reduced congestion, travel
distance, road maintenance cost savings and reduced incidence of road accidents, estimate the internal
rate of return (IRR) & Net Present Value for the project for different scenarios.
2.15 Project Benefit
 The proposed road will reduce the travel time and fuel consumption which ultimately
conserves natural resources and will be economically beneficial.
 It will improve mobility and it will be having positive impact on environment.
 The proposed implementation of the package IV will divert and redistribute the heavy traffic
on existing road. The project will have connectivity with AH47 i.e. Great Asian Expressway
at Sinnar which further improve connectivity to AH43 in (Gwalior) Madhya Pradesh and
AH45 in Bangalore (Karnataka). The project will also increase transportation connectivity to
NH4 (Mumbai Pune Expressway) which is at distance of about 100 km.
 This part of NMEW corridor will provide economic prosperity to Nashik and Ahmednagar
regions due to projected investment into sectors like Industrial Estates, Food Processing
Industries, Textile Manufacturing Industries, Entertainment / Tourism, Ordinance Factory,
Information Technology etc.
 This part of NMEW corridor will set target as the new centres of area development along with
entertainment / tourism development throughout the corridor;
 Nashik town is an important centre for the agricultural trade & the Area is developing along
with Power Plants located Nashik Thermal Power Plant (Eklahare), Ratan India Power Plant
(Sinnar).
 Thus it will help dispersal of industrial growth away from existing centres focused around
Pune, Nashik and Mumbai.
 Proposed Package- IV will pass through 54 villages and generate Direct & indirect
Employment potential during construction & post construction phase.
 Minimum use of Agricultural land and maximum use of barren land.
 Minimum acquisition of residential and commercial structures / premises.
 It will further improve their living status and overall social paradigm of district.
 The economic benefits from the highway shall be utilized for the development works as
research, safety and security of nation and other development work.
47
Chapter 3. Environmental and Social Baseline

3.1 Introduction
In order to assess environmental impacts due to the proposed project, it is essential to monitor the
environmental quality prevailing at the project site and its surrounding areas prior to implementation
of the project. This chapter outlines the present environmental setting of the project area. The
parameters of environmental impact can be identified by elaborating the various aspects of
environment which can be divided as:
 Physical aspect which include topography, geological aspects, soil characteristics, etc;
 Drainage aspect which includes water environment i.e. surface water and groundwater
condition;
 Meteorological aspects which includes the air environment and micro-climatic factors
including the air quality;
 Biological aspect including the type of flora and fauna; and
 Socio-economic aspects relating to demographic and socio-economic conditions of the
population around the project site.
The Consultant has carried out EIA, SIA, and formulated EMP meeting requirements of EIA
Notification 2006 and prepare and submit reports on completion of the surveys, analysis and EIA
studies for obtaining environmental clearance & other statutory clearances from the authority
concerned. The Consultant has prepared Land pooling Plan on behalf of MSRDC. The land
requirement for the construction of the road will be determined once the Land Pooling Report will be
prepared as part of Social Impact Assessment (SIA) study taking into consideration the total
households and structures to be affected.
3.2 Study Area and Period
As a primary requirement of EIA process, primary baseline data has been collected in the right of way
as well as the area falling within 500 meters on either side of right of way and secondary data has
been collected within 10 km aerial distance as specifically mentioned at Para 9 (iii) of Form I of EIA
Notification 2006 amended thereto. Baseline data of prominent environmental attributes like ambient
air, water, soil, geology, water use, hydrology, noise, meteorology, socio-economic features,
terrestrial ecology, land use etc., was collected. The baseline study for the project was conducted
during the post monsoon season from September to December, 2016. Horizon Environmental
Services Pvt Ltd (MoEF&CC Recognized and NABL Accredited) based in Pune is appointed for
baseline monitoring.
3.3 Methodology Adopted
The following methodology was adopted for data collection.
Table 3-1: Methodology of Baseline Data collection

ATTRIBUTE PARAMETERS FREQUENCY OF MONITORING
Meteorology Wind Speed, Wind Direction,  Microprocessor based Weather Monitoring Station
Temperature, Relative  Continuous hourly recording for 10 Days
Humidity, Rainfall, Visibility
Ambient Air SO2, NOx, PM10, PM2.5,  14 Locations
Quality VOCs, HC, CO  24 hourly samples Twice a week
 3 months
Noise Level Noise Level in dB(A)  Once in season
 14 Locations
Vehicular No. of vehicles At Interchanges and Major Junctions
Traffic
Water Quality Physical, Chemical and  Once in season
48
ATTRIBUTE PARAMETERS FREQUENCY OF MONITORING

Biological Parameters  20 Locations- (8 Surface water + 12 Ground water)
Ecology Existing terrestrial and General in 10 km study area and data collected around
Aquatic flora and fauna the project site through field visits
Land Land use Land use for different Categories
Environment Soil Characteristics Soil type & texture, Physico-chemical properties, NPK
Socio-economic Socio-Economic Assessment General in 10 km study area through Census of India,
Aspects 2011
3.4 Physical Environment

Determination of baseline conditions of natural and physical environmental components along project
road is vital for robust impact assessment. The components of the environment for which the
information has been collected are described in the following subsections.
3.4.1 Physiography
The alignment of the proposed passes through plain and undulating terrain, ghats and passes through
agricultural area. The terrains and the expressway alignment are moderate with flat and hilly
gradients. The project site is bounded by surface water reservoirs. The major one is Baele Lake. The
project will cross though two main rivers Godawari River at west end near Kopargaon and Darna
River in the east near Pandurli Village. The southern and eastern part is undulating due to hilly terrain
in Nashik District.
Figure 3-1: Physiography of the Maharashtra State4
3.4.2 Seismicity
4
Central ground water board
49
According to the Global Seismic Hazards Assessment Program (GSHAP) data, the State of
Maharashtra falls in a region of moderate to high seismic hazards. As per the 2002 Bureau of Indian
Standards (BIS) map, the proposed project road falls in Zone II. Figure 3-2 is showing the seismic
condition of the project area.
Figure 3-2: Seismic Zone of the Project Site5
3.4.3 Drainage Pattern 67
In Ahmednagar District the project falls in Godavari Basin. The entire catchment basin is an extent or
an area of land where all surface water from rain converges to a single point at a lower elevation,
usually the exit of the basin, where the water joins another body of water, such as a river, lake,
reservoir, estuary, wetland, sea, or ocean. The basin is bounded by Satmala hills, the Ajanta range and
the Mahadeo hills on the north, by the Eastern Ghats on the south and the east and by the Western
Ghats on the west. The district lies partly in Godavari basin and partly in Bhima basin. The northern
part of the district is drained by Godavari River and its tributaries viz., Pravara, Mula, Adula and
Mahalungi All the rivers have sub parallel to semi-dendritic drainage pattern and the drainage density
is quite high. Based on geomorphological setting and drainage pattern, the district is divided into 80
watersheds.
The Nashik district forms part of Western Ghat and Deccan Plateau. Physiographically it comprises
varied topography. The main system of hills is Sahayadri and its offshoots viz., Satmala, Selbari and
Dolbari hill ranges. These hill ranges along with eastern and southern plains and Godavari valley are
the distinct physiographic units. The northern part of the district falls under Tapi basin and is drained
by easterly flowing Girna River along with its tributaries, whereas the southern part of the district falls
under Godavari basin an is drained by Godavari River and its tributaries. Other important rivers in the
district are Damanganga, Vaitarna, Darna, Kadva, Aram, Mosam, Panjan and Manegad. The project
alignment of Package IV NMEW is falls in Godawari Basin. The project will cross Godawari River at
5
Seismic maps of india
6
http://www.cgwb.gov.in/District_Profile/Maharashtra/Nashik.pdf
7
WRIS – Godawari Basin
50
west end near Kopargaon at CH 514.888 to 515.113 and Darna River near Igatpuri at Taloshi at CH
619.464 to CH 619.514 and Naigaon at CH 623.450 to CH 623.800.
Figure 3-3: Project Area in Godavari Basin 8
Figure 3-4: Drainage Pattern Analysis
8
WRIS – Godawari Basin
51
3.4.4 Land-Use
The Greenfield stretch of Package IV passes mainly through agricultural land and a small length
passes through forest area. The proposed Package IV NMEW alignment is passing through flat terrain
from Dhotre to Sinnar. After Sinnar (From Konambe) to Igatpuri alignment is relatively gradient and
having rolling terrain. DEM model / Countour analysis shows maximum elevation of 926.8 meters in
Igatpuri as shown in Figure 3.5. The project site is bounded by surface water reservoirs. The major
one is Baele Lake as shown in Figure 3.6.
Figure 3-5: Contour Analysis of the Project 9
9
DEM on QGIS
52
Figure 3-6: Main Water Bodies
The topography indicates that the gradients to the alignment will be within acceptable limits all
through the section. According to 7/12 records about 90 percent area of proposed road corridor is
covered by Jirayat land. Jirayat land means the cultivation mainly depends upon annual rainfall while
some area
occupied by Bagayat land with single or occasional double cropped areas.
There are irrigated pockets from small scale dams and ground water which grow two crops. Crops like
wheat, paddy and other cereals are grown in various parts of the District, but Bajra & Maize are the
major crops. Paddy is mainly grown in Igatpuri, Peth, and Surgana Blocks. Because of variety of
vegetables and its supply to Mumbai, the District was known as Backyard of Mumbai. After
establishment of sugar factories, Sugarcane has acquired important position in the agriculture
economy of the District. One sugar factory under private sector at Ravalgaon and other sugar factories
under co-operative sector at Niphad, Ranwad, Palse, Materewadi and Vithewadi are functioning in the
District. Due to water shortage in Kalwan, Deola, Baglan and Malegaon blocks the farmers have
shifted to Pomegranate from sugar cane and grape crops. Some progressive farmers are cultivating
flowers in green houses. These developments also indicate that the farmers in the District adopt new
technology and methods of cultivation.The district has been recognized for Wine Park and Food Park.
The Photogrammetry surveys and investigations are carried out for the existing features / structures /
trees / Bridge/CD structure inventory and condition survey on existing network, traffic surveys, etc.
Based on the Photogrammetry survey, 2D digitized strip plan are prepared. Contour drawings
are prepared for the same survey data. The land use details are shown on the strip maps which are
enclosed in the main DPR. The total existing feature count during survey is presented in Annexure
2.2.
3.5 Geomorphology
3.5.1 Ahmednagar District
Physiographically the district forms part of Deccan Plateau. Part of Sahayadri hill ranges fall in the
district. Western Ghat section in Akole taluka is hilly which extends to relatively flat areas in
Shevgaon and Jamkhed talukas in the east. From the main Sahayadri range three spurs namely
Kalsubai, Baleshwar and Harishchandgad strech eastwards. Physiographically the district can be
broadly divided in four major characteristic landforms viz., hill and ghat section (7.6% area); foothill
53
zone (19.4% area); plateau (3.71% area) and plains (occupy 69.30% area). The total length in
Ahmednagar District is about 29.4 km and is passing through plan terrain.
3.5.2 Nashik District
The district forms part of Western Ghat and Deccan Plateau. Physiographically Nasik district
comprises varied topography. The main system of hills is Sahayadri and its offshoots viz., Satmala,
Selbari and Dolbari hill ranges. These hill ranges along with eastern and southern plains and Godavari
valley are the distinct physiographic units. The total length in Nashik District is about 91.3 km and
amongst which about 30 km is passing through plain terrain and about 60 km is passing through
rolling terrain.
3.6 Hydrogeology
The major part of the Ahmednagar district is underlain by the basaltic lava flows, which were formed
by the intermittent fissure type eruptions during of upper Cretaceous to lower Eocene age. The
Deccan Trap has succession of 19 major flows in the elevation range of 420 to 730 m above mean sea
level (amsl). These flows are characterised by the prominent units of vesicular and massive Basalt.
The Alluvium of Recent age also occurs as narrow stretch along the course of major rivers deposited
over the Traps. A map depicting the hydrogeological features is shown in Figure-3.7.
Hard Rock Formations
Deccan Trap Basalt: Deccan Traps occupy about 95% area of the district and it occurs as basaltic
lava flows which are normally horizontally disposed over a wide stretch and give rise to table-land
type of topography also known as plateau. These flows occur in layered sequence ranging in thickness
from 15 to 50 m. Flows are represented by massive portion at bottom and vesicular portion at top and
are separated from each other by marker bed known as "bole bed”. The thickness of weathering varies
widely in the district form 5 to 25 m bgl. The weathered and fractured trap occurring in topographic
lows form the main aquifer in the district.
The ground water occurs under phreatic, semi-confined and confined conditions. Generally the
shallower zones down to the depth of 20 m bgl form phreatic aquifer. The water bearing zones
occurring between the depths of 20 and 40 m are weathered interflow or shear zones and yield water
under semi-confined conditions. Deeper semi-confined to confined aquifers occur below the depth of
40 m as the bore wells drilled have shown presence of fractured zones at deeper depths at places. The
vesicular portion of different lava flows varies in thickness from 8 to 10 m and forms the potential
aquifer zones. However the nature and density of vesicles, their distribution, and inter-connection,
depth of weathering and topography of the area are the decisive factors for occurrence and movement
of ground water in vesicular units. The massive portion of basaltic flows are devoid of water, but
when it is weathered, fractured, jointed or contain weaker zones ground water occurs in it. The yield
of the dug wells ranges from 2 to 3655 lpm, whereas that of bore wells ranges from 500 lph to about
20000 lph when favourably located. The proposed Package IV of NMEW in Ahmednagar is coming
in Decacn Trap as per the secondary data available.
54
Figure 3.7: Hydrogeology of Ahmednagar District10
Project
Site
Soft Rock Formations
Alluvium: Alluvium occurs in small areas along banks and flood plains of major rivers like Godavari,
Pravara, Mula rivers and their tributaries. In the Alluvium the coarse grained detrital material like
sand and gravel usually occurring as lenses forms good aquifer. The ground water occurs in phreatic
aquifer under water table conditions in flood plain Alluvium deposits near the river banks. Confined
conditions are also found wherever the thick clay deposits confine the ground water below it. From
CGWB exploration in Godavari-Pravara Alluvium it is observed that the thickness of Alluvium is less
than 30 m and the aquifer thickness is limited to 3m. The yield of the dugwells ranges from about 1 to
53 lps, whereas in shallow tubewells it ranges from 0.08 to 7.14 lps.
Water Level Scenario
Central Ground Water Board periodically monitors 50 National Hydrograph Network Stations
(NHNS) stations in the Ahmednagar district, four times a year i.e. in January, May (Pre monsoon),
August and November (Post monsoon).
Depth to Water Level – Pre monsoon: The depth to water levels in the district during pre-monsoon
ranges between 2.15 to 19.10 m bgl l. Depth to water level during pre-monsoon has been depicted in
Figure-3.11 It is observed that the most dominant water level range in the district is 5 to 10 m bgl,
followed by 10 to 20 m bgl and 2 to 5 m bgl range. Shallow water levels, i.e., less than 5m bgl are
observed in 2 to 3 small isolated patches, however a large patch is observed in north-eastern part of
the district in parts of Nevasa taluka. The water levels in almost entire southern, northern and
northwestern parts covering major parts of Jamkhed, Karjat, Shrigonda, Ahmadnagar, Shrirampur,
Kopargaon, Rahuri, Sangamner and Akole talukas are between 5 and 10 m bgl. Deeper water levels in
the range of 10 to 20 m bgl are observed in 3-4 patches covering major part of Parner, Pathardi and
Shevgaon and parts of Sangamner and Kopargaon talukas. The ground water depth from where the
project alignment is passing is noted as 10m to 20 m in premonsoon as shown in Figure 3.8.
10
Groundwater Maps - India - India Water Portal
55
Depth to Water Level – Post-monsoon: The depth to water levels during post monsoon ranges
between 1.4 to 19.70 m bgl. Spatial variation in post monsoon depth to water levels is shown in
Figure-3.12 Water levels less than 2 m is observed in Nevas and Rahuri taluka in very small patches.
The shallow water levels of 2-5 m bgl are observed in north and south parts of the district. The water
levels are between 5 and 10 m bgl in the south central part and patches in southern and northern parts.
Water between 10-20 m bgl is observed in patches of Nevasa, Rahata, Rahuri, Kopargaon and
Jamkhed talukas and major parts of Pathardi, Shrigonda, Nagar and Parner talukas. The ground water
depth from where the project alignment is passing is noted as 5m to 10 m in Postmonsson as shown in
Figure 3.9.
Seasonal Water Level Fluctuation: The Minimum ground water level fluctuation observed was at
0.05 (Rajuri) and the maximum was reported at 10.7 (Ambikhalsa). Approximately 50% wells shows
fluctuation within 0.0-2 m interval, 23 % shows 2-5 m, 27% shows 5 to 10. Pre-monsoon.
Water Level Trend: Trend of water levels for pre-monsoon and post monsoon periods for last ten
years (2001-2010) have been computed for 66 NHNS. Analysis revealed that during pre-monsoon
season rise in water level in the range of Negligible (Tambhol) to 1.06 (Khadka) and fall is observed
from 0.02 (Bhabuleswar) to 2.22 (Belvandi Bk.). The Post-monsoon rise varies from Negligible
(Rahuri
Figure 3.8: Premonsoon Depth to Water Level 11
Project Site
11
56
Figure 3.9: Post Monsoon Depth to Water Level
Project Site
Aquifer Parameters
The aquifer parameters of water table/phreatic aquifer are available from systematic hydrogeological
surveys conducted by CGWB. In Deccan Trap Basalt, the specific capacity of the dug wells ranges
from 1 to 731 lpm/m of drawdown, permeability ranges from 2 to 98 m/day, and transmissivity ranges
between 2 and 357 m2/day. The pumping test results of exploratory wells indicate that transmissivity
ranges from 3.31 to 389.13 m2/day. In Alluvium, the specific capacity of the dug wells ranges from
60 to 691 lpm/m of drawdown, permeability ranges from 85 to 253 m/day and transmissivity ranges
between 21 and 598 m2/day. In shallow tube wells the transmissivity ranges between 9.63 and 1560
m2/day, whereas specific capacity ranged between 0.26 and 8.90 lpm/m of drawdown as seen from
CGWB exploration data.
Yield of Dug wells, Tube wells and Bore wells
The yields of wells are functions of the permeability and transmissivity of aquifer encountered and
vary with location, diameter and depth etc. There are mainly two type of ground water structures i.e.,
dug wells and bore wells in the district. Yields of dug wells vary according to the nature of formations
tapped. In Deccan Trap Basalt, the yield of the dug wells ranges from 2 to 3655 lpm. The high
yielding dug wells are invariably found in areas having well developed weathered and fractured zone
occurring in physiographic lows. The yield of bore wells shows wide variations and it varies from
0.14 lps and 33.63 lps as seen from CGWB exploration data. In Alluvium, the yield of the dug wells
ranges from about 1 to 53 lps, whereas in shallow tube wells it ranges from 0.05 to 7.14 lps.
The entire area of the Nashik District is underlain by the basaltic lava flows of upper Cretaceous to
lower Eocene age. The shallow alluvial formation of recent age also occurs as narrow stretch along
the banks of Godavari and Girna Rivers flowing in the area. A map depicting the hydrogeological
features is shown in Figure 3.10.
57
Figure 3.10: Hydrogeology of Nashik District12
Project Site
Hard Rock (Deccan Trap Basalt)
Basaltic lava flows occupies about 90% of the area of the district. These flows are normally
horizontally disposed over a wide stretch and give rise to table land type of topography also known a
plateau. These flows occur in layered sequences and represented by massive unit at the bottom and
vesicular unit at the top of the flow. These flows are separated from each other by marker bed known
as „bole bed‟.
The ground water in Deccan Trap Basalt occurs mostly in the upper weathered and fractured parts
down to 20-25 m depth. At places potential zones are encountered at deeper levels in the form of
fractures and inter-flow zones. The upper weathered and fractured parts form phreatic aquifer and
ground water occurs under water table (unconfined) conditions. At deeper levels, the ground water
occurs under semi-confined to confined conditions. The yield of dug wells tapping upper phreatic
aquifer down to the depth of 12 to 15 m bgl ranges between 45 to 90 m3/day depending upon the local
hydrogeological conditions. Bore wells drilled down to 70 m depth, tapping weathered and vesicular
basalt are 6 found to yield 18 to 68 m3/day. The discharge of Piezometers ranges from 0.14 to 1.73 as
seen from CGWB data. The proposed Package IV of NMEW in Nashik is coming in Besalt Rock
zone as per the secondary data available as shown in Figure 3.10.
Soft Rock (Alluvium)
Alluvium occurs in small areas in the form of discontinuous patches along the banks and flood plains
of major rivers like Godavari, Girna and their tributaries. In alluvium the granular detrital material
like sand and gravel usually occurring as thin layer in the district yields water. In the district Alluvium
occupies an area of 1500 sq.km and it ranges in thickness from 7- 21 meters. It consists of reddish and
brownish clays with intercalations of sand, gravel and kanker. The loosely cemented coarse sands and
12
58
gravels form 3-4 meters thick lower most horizons at the bottom of these alluvial pockets. Ground
water in Alluvium occurs both under semi confined and confined conditions. The dug wells
constructed in Alluvium has been ranging in depth from 8-12 m, whereas the bore wells range in
depth form 15 to 20 m and the yield of both the dug wells and bore wells ranges from 13 to 22
m3/day.
Water Level Scenario
Central Ground Water Board monitors water levels in 57 GWMW stations in the district. These
GWMW are measured four time in a year viz., January, May (Pre-monsoon), August and November
(Post-monsoon).
Depth to Water Level - Premonsoon: The pre-monsoon depth to water levels monitored during May
2011. The depth to water levels during pre-monsoon has been depicted in Figure-3.11 the water
levels in major part of the district covering entire western, central, north eastern and eastern parts are
between 5 and 10 m bgl. Shallow water levels within 5 m bgl occur in southwestern and north eastern
parts of the district in parts of Malegaon, Penth, Trimbakeshwar and Igatpuri talukas. Deeper water
levels of 10 to 20 m bgl are observed in parts of Yeola, Chandwad, Kalwan, Niphad, Dindori and
Baglan (Satana) talukas. The ground water depth from where the project alignment is passing in
Nashik is noted as 5m to 10m in premonsoon as shown in Figure 3.11.
Figure 3.11: Pre-Monsoon Depth to Water Level13
Project Site
Depth to Water Level - Postmonsson: The depth to water level during post monsoon (Nov. 2011)
ranges between 0.20 m bgl (Khambale) and 18.42 m bgl (Satana). Spatial variation in post monsoon
depth to water level is shown in Figure-3.12 the water levels between 5 and 10 m bgl have been
observed in major parts of the district in the southern, and northern and central parts of the district.
The shallow water levels within 5 m bgl are observed in southwestern,southeastern and Northeastern,
Northwestern parts of the district covering parts of Nasik and Igatpuri Dindori, Kalwan, Surgana,
Malegaon, Nandgaon and Yeola talukas . Deeper water levels of 10 to 20 m bgl are observed in
northern and northcentral parts of the district in Baglan (Satana) and Deolali talukas.Very shallow
water levels within 2 m bglare observed in Western and southwestern aprts in Penth,Trimbak and
Igatpuri talukas as well as in small patches in Malegaon, Nandgaon and Yeola talukas. The ground
water depth from where the project alignment is passing in Nashik (Sinnar) is noted as 5m to 10m and
<2m (Igatpuri) in posmonsoon as shown in Figure 3.12.
13
59
Figure 3.12: Post Monsoon Depth to Water Level14
Project Site
3.7 Micrometeorology
Meteorological study exerts a critical influence on air quality as it is an important factor in governing
the ambient air quality. The meteorological data recorded during the study period is used for
interpretation of the baseline information as well as input for air quality simulation models. The
summary of the climatic conditions collected during the study period are tabulated in Table 3.2.
Table 3-2: Summary of Climatic Conditions
14
60
Figure 3.13: Figure showing the annual wind rose diagram for Project Region15
(For Period March 2015 to May 2015)
3.8 Ambient Air Environment
Air quality is an important parameter of the biophysical environment and its study is an indispensable
tool for planning further development along the stretch of the highway and the adjoining areas. The
extant air quality was studied to assess the current status of the same and to check the air quality status
of the region vis-à-vis the air quality standards prescribed by the Central Pollution Control Board. The
main sources of pollution in the study area include vehicular traffic, domestic burning of fuel and
industrial emissions from the industrial areas.
The ambient air quality monitoring was conducted at 14 locations, keeping in view the linear nature of
the project and the length of the proposed super communication highway. The details are given in
Table-3.3. The monitoring locations have been selected primarily based on the predominant wind
direction. The other factors considered while selection of the monitoring stations includes
 Topography
 Representative nature of the sample
 Accessibility
 Location of receptors
 Availability of power
15
Data Procured from Energy Plus website depicting the ISHRAE weather data
61
Table 3.3 : Ambient Air Quality Stations

# Location Sample Distance from Geographical Remarks Rationale for site
Code the edge of the Location selection
proposed
highway (km)
1 Dhotre AQ-1 0.49 19°51'54.58"N; Nearest habitation in The air monitoring
74°37'22.05"E Crosswind direction locations are identified
within 0.50 km from on the following three
proposed project basis:
roadway • Source: The proximity
2 SH47 & AQ-2 0.60 19°50'43.36"N, Nearest habitation in of the villages to the
alignment 74°30'11.43"E upwind direction alignment. The closer
intersection within 0.60 km from the villages are the
proposed project severe would be the
roadway impact in terms of
3 Ghari village AQ-3 0.59 19°50'26.19"N, Nearest habitation in PM10 and PM2.5,
Chandekasare 74°26'5.38"E upwind direction VOCs, HC, CO, SOx
bus stop within 0.60 km from and Nox
proposed project • Path: The
roadway meteorology and the
4 Pohegaon AQ-4 0.01 19°49'2.98"N, Nearest habitation in wind flow affects the
74°23'48.69"E downwind direction impact on the
within 0.01 km from receiver. The impact
proposed project is higher during night
roadway time and low in
5 Pohegaon AQ-5 1.73 19°49'2.98"N, Nearest habitation daytime (for the same
budruk 74°23'48.69"E near sangamner- intensity of pollution
kopargaon & within produced by source).
2 km from proposed Likewise the impact is
project roadway high during inversion
6 Vavi village AQ-6 1.66 19°48'9.67"N, Nearest habitation in conditions or on
74°14'54.81"E upwind direction locations lying at the
within 2 km from downwind of the
proposed project alignment.
roadway • Receiver: The impact
7 Khandadwadi AQ-7 1.33 19°46'34.58"N, Nearest habitation in is higher if the
74°15'33.34"E downwind direction receiver is considered
within 2 km from to be sensitive w.r.t
proposed project the National Ambient
roadway Air Quality Standards.
8 Marhal AQ-8 1.16 19°47'3.70"N, 74° Nearest habitation Such sensitive
budruk 9'37.87"E near Pangri- Marhal receptors could be
road in downwind wild life sanctuaries,
direction within 2 water bodies, places
km from proposed of archaeological
project roadway importance etc.
9 Sonambe AQ-9 0.40 19°47'24.11"N, Nearest habitation in Villages close to
73°56'9.89"E downwind direction proposed cluster
within 1 km from development
proposed project industrial areas also
roadway may have high level
10 Agaskhind AQ-10 0.33 19°48'40.04"N, Nearest habitation in of impact.
73°50'0.74"E upwind direction
within 1 km from
proposed project
roadway
11 Pimplegaon AQ-11 0.38 19°42'36.73"N, Nearest habitation in
more 73°41'14.42"E upwind direction
within 1 km from
proposed project
roadway
12 Ghoti budruk AQ-12 1.50 19°42'49.88"N, Nearest habitation in
62

Code the edge of the Location selection
proposed
highway (km)
within 2 km from
proposed project
roadway
13 Pimpri AQ-13 1.03 19°40'33.88"N, Nearest habitation
Saddrodin 73°34'5.20"E near AH-47 in
upwind direction
within 2 km from
proposed project
roadway
14 Talegaon AQ-14 0.39 19°41'7.50"N, Nearest habitation in
within 2 km from
proposed project
roadway
The sampling locations have also been shown in Figure 3.14. The sampling and analysis of ambient
air quality parameters was carried out as per the procedures detailed in relevant Parts of IS-5182
(Indian Standards for Ambient Air Quality Parameters). The applied testing procedures and
techniques used for measurement of pollutants are given in brief in Table below.
3.8.1 Sampling Period, Frequency and Parameters
On each sampling day during the period from September 2016 to December 2016, 24-hourly samples
were collected twice a week from each location. The following air pollution parameters were
measured by sampling during the sampling period.
 Particulate Matter less than 10µm (PM10), Particulate Matter less than 2.5µm (PM2.5)
 Sulphur dioxide (SO2)
 Oxides of nitrogen (NO2)
 Carbon monoxide (CO)
 Hydrocarbons (HC)
Figure 3.14 : Ambient Air Quality Stations
63
3.8.2 Techniques for Measurement
Table 3.4 : Measurement Techniques

Sr. No. Pollutant Code of Practice Methods of Measurement
1 Particulate Matter (size less than 10 IS-5182 (PART-23):2006 Gravimetric
µm) or PM10 & CPCB Guidelines
2 Particulate Matter (size less than 2.5
µm) or PM2.5
3 Sulphur Dioxide (SO2) IS-5182 (Part-II):2001 & Improved West and Geake
CPCB Guidelines
4 Nitrogen Dioxide (NO2) IS-5182 (Part-VI): 2006 & Modified Jacob & Hochheiser
CPCB Guidelines (Na-Arsenite)
5 Hydrocarbon (HC) NIOSH 1500 Gas Chromatography
6 Carbon Monoxide (CO) IS: 5182 (Part-X) & Non Dispersive Infra-Red
CPCB Guidelines (NDIR) spectroscopy
7 Volatile Organic Compounds (VOC) NIOSH 2549 Gas Chromatography
The ambient air quality monitoring was undertaken twice a week for a period of twelve weeks. One
set of 24 hour average samples were collected continuously. Analytical results of the air monitoring
are presented in the following Table 3.5.
Table 3.5: Ambient Air Quality Results

Parameters PM10 PM2.5 SO2 NOx CO VOCs HC
µg /m3 µg /m3 µg /m3 µg /m3 mg /m3 µg /m3 µg /m3
CPCB 100 60 80 80 2 - -
Norms (24 hrs) (24 hrs) (24 hrs) (24 hrs) (8 hrs) (24 hrs) (24 hrs)
AQ-1 DHOTRE
Minimum 71.2 45.8 12.3 29.9 0.13 ND 0.04
Maximum 84.4 57.1 30.8 38.5 0.17 0.08
Average 77.1 52.5 15.2 34.2 0.15 0.05
98%le 83.9 56.8 25.2 37.97 0.17 0.08
AQ-2 SH47 & ALIGNMENT INTERSECTION
Minimum 78.5 54.3 14.0 25.7 0.25 ND 0.10
Maximum 94.9 64.4 19.4 34.5 0.31 0.12
Average 86.8 58.7 16.3 29.4 0.28 0.11
98%le 94.7 64.32 19.3 33.10 0.31 0.12
AQ-3 GHARI VILLAGE CHANDEKASARE BUS STOP
Minimum 68.5 45.4 19.5 28.5 0.02 ND 0.09
Maximum 78.4 57.3 25.6 34.3 0.17 0.11
Average 72.7 49.6 23.3 31.1 0.15 0.10
98%le 77.6 57.13 25.5 34.25 0.17 0.11
AQ-4 POHEGAON
Minimum 63.7 42.5 17.5 28.0 0.15 ND 0.08
Maximum 74.6 49.2 24.6 35.6 0.18 0.12
Average 70.0 46.5 20.1 31.8 0.17 0.09
98%le 74.2 49.25 24.2 35.29 0.18 0.11
AQ-5 POHEGAONBUDRUK
Minimum 68.3 44 15.6 21.1 0.13 ND 0.06
Maximum 81.3 53.9 22.6 31.2 0.16 0.08
Average 73.0 48.1 18.2 27.7 0.14 0.07
98%le 79.9 53.34 22.4 30.93 0.16 0.08
AQ-6 VAVI VILLAGE
Minimum 66.4 44.2 13.9 31.7 0.15 ND 0.06
Maximum 79.7 53.4 29.4 41.3 0.17 0.08
64
Parameters PM10 PM2.5 SO2 NOx CO VOCs HC

µg /m3 µg /m3 µg /m3 µg /m3 mg /m3 µg /m3 µg /m3
Average 72.5 48.6 17.4 35.8 0.16 0.07
98%le 79.2 52.92 26.3 41.34 0.17 0.08
AQ-7 KHANDADWADI
Minimum 68.3 45.8 14.8 25.3 0.10 ND 0.05
Maximum 84.7 56.3 22.5 33.1 0.11 0.08
Average 75.8 50.0 17.7 29.3 0.10 0.07
98%le 84.2 55.98 22.1 32.58 0.11 0.08
AQ-8 MARHALBUDRUK
Minimum 59.6 37.7 11.6 26.6 0.08 ND 0.06
Maximum 75.4 49.8 17.7 34.2 0.11 0.08
Average 67.0 43.9 14.7 30.6 0.09 0.07
98%le 74.6 49.28 17.3 33.79 0.11 0.08
AQ-9 SONAMBE
Minimum 62.4 41.6 10.8 26.6 0.08 ND 0.06
Maximum 85.4 56.8 17.7 41.7 0.21 0.08
Average 73.9 48.7 12.8 34.6 0.16 0.07
98%le 84.9 56.48 17.0 41.47 0.20 0.08
AQ-10 AGASKHIND
Minimum 71.8 48.0 11.8 29.1 0.19 ND 0.07
Maximum 85.3 56.7 15.7 35.8 0.25 0.08
Average 78.3 51.8 13.5 31.8 0.22 0.07
98%le 85.1 56.58 15.4 35.42 0.25 0.08
AQ-11 PIMPLEGAON MORE
Minimum 66.4 43.8 19.6 25.3 0.10 ND 0.09
Maximum 83.7 55.6 25.7 35.0 0.14 0.11
Average 73.7 48.6 22.7 30.2 0. 13 0.10
98%le 83.1 55.12 25.6 34.68 0.14 0.11
AQ-12 GHOTI BUDRUK
Minimum 59.7 39.2 13.0 25.0 0.09 ND 0.06
Maximum 74.1 48.9 17.0 32.0 0.11 0.08
Average 66.9 43.8 14.9 29.1 0.10 0.07
98%le 73.9 48.78 16.8 32.04 0.11 0.08
AQ-13 PIMPRISADDRODIN
Minimum 69.5 46.6 12.4 33.0 0.09 ND 0.06
Maximum 84.5 56.2 16.8 38.1 0.10 0.07
Average 76.8 50.7 14.0 35.9 0.09 0.06
98%le 84.3 56.00 16.7 38.01 0.10 0.07
AQ-14 TALEGAON
Minimum 82.9 56.0 13.6 29.0 0.08 ND 0.06
Maximum 97.6 65.3 18.7 43.1 0.14 0.08
Average 91.8 61.2 16.0 38.5 0.10 0.07
98%le 97.1 64.98 18.6 43.12 0.14 0.08
3.8.3 Inferences
PM10 : The average PM10 concentration recorded at all the sampling locations are well below the
prescribed CPCB limits of 100μg/m3. The minimum value recorded was 74.10 μg/m3 at Ghoti
Budruk (AQ-12). The maximum value recorded was 97.60 μg/m3 at Talegoan (AQ-14). The 98
percentile values ranged from 73.9 μg/m3 to 97.1 μg/m3. The average values varied from 66.9 μg/m3
to 91.8 μg/m3. The graphical representation is provided in Figure-3.14.
65
Figure 3.15 : Maximum values of PM10 at all locations

Maximum value of PM10 in μg/m3
120.00
94.90 97.60
100.00 85.40 85.30 83.70
84.40
78.40 74.60 81.30 79.70 84.70 84.50
75.40 74.10
80.00
60.00
40.00
20.00
0.00
PM2.5: The average PM2.5 concentration recorded at all the sampling locations are well below the
prescribed CPCB limits of 60μg/m3 except location SH47 & alignment intersection (AQ-2) and (AQ-14)
Talegaon. The minimum value recorded was 48.9 μg/m3 at Ghoti Budruk (AQ-12). The maximum
value recorded was 65.3 μg/m3 at Talegaon (AQ-14). The 98 percentile values ranged from 48.78
μg/m3 to 64.98 μg/m3. The average values varied from 43.89 μg/m3 to 61.28 μg/m3. The graphical
representation is provided in Figure-3.16.
Figure 3.16 : Maximum values of PM2.5 at all locations
Maximum value of PM2.5 in μg/m3
70.00 64.4 65.30
57.10 57.38 53.9053.00 56.30 56.80 56.70 55.60 56.20
60.00 49.28 49.80 48.90
50.00
40.00
30.00
20.00
10.00
0.00
Sulphur dioxide (SO2): The average SO2 concentration recorded at all the sampling locations are
well below the prescribed CPCB limits of 80 μg/m3. The minimum value recorded was 15.7 μg/m3 at
Agaskhind (AQ-10). The maximum value recorded was 30.89 μg/m3 at Dhotre (AQ-1). The 98
percentile values ranged from 15.7 μg/m3 to 26.33μg/m3. The average values varied from 12.86
μg/m3 to 23.34 μg/m3. The graphical representation is provided in Figure-3.17.
Figure 3.17 : Maximum values of SO2 at all locations

Maximum value of SO2 in μg/m3
35.00 30.89 29.44
30.00 25.64 24.63 25.79
25.00 22.68 22.59
19.41
20.00 17.75 17.75
15.70 17.06 16.80 18.72
15.00
10.00
5.00
0.00
66
Oxides of Nitrogen (NOx): The average NOx concentration recorded at all the sampling locations
are well below the prescribed CPCB limits of 80 μg/m3. The minimum value recorded was 31.24
μg/m3 at Pohegaonbudruk (AQ-5). The maximum value recorded was 43.19 μg/m3 at Talegaon (AQ-
14). The 98 percentile values ranged from 30.9 μg/m3 to 43.12 μg/m3. The average values varied
from 27.79 μg/m3 to 38.58 μg/m3. The graphical representation is provided in Figure-3.18.
Carbon Monoxide: The average CO concentration recorded at all the sampling locations are well
below the prescribed CPCB limits of 2mg/m3. The minimum value recorded was 0.11 mg/m3 at
Ghoti budruk (AQ-12). The maximum value recorded was 0.31 mg/m3 at SH47 & alignment
intersection (AQ-2). The 98 percentile values ranged from 0.10 mg/m3 to 0.31 mg/m3. The average
values varied from 0.09 mg/m3 to 0.28 mg/m3. The graphical representation is provided in Figure-
3.19.
Figure 3.18 : Maximum values of NOx at all locations
Maximum value of NO2 in μg/m3
50 41.38 41.79 43.19
38.51 35.84 35.07 38.19
40 34.50 34.34 35.64 33.10 34.21 32.06
31.24
30
20
10
0
Figure 3.19 : Maximum values of COx at all locations

Maximum value of CO in mg/m3
0.35 0.31
0.30 0.25
0.25 0.21
0.20 0.17 0.17 0.18 0.16 0.17
0.14 0.14
0.15 0.11 0.11 0.11 0.10
0.10
0.05
0.00
Hydrocarbons: The minimum HC value recorded was 0.12 mg/m3 at SH-47 & alignment
intersection (AQ-2). The 98 percentile values ranged from 0.10 mg/m3 to 0.31 mg/m3. The average
values varied from 0.09 mg/m3 to 0.28 mg/m3. The graphical representation is provided in Figure-
3.20.
67
Figure 3.20 : Maximum values of HC at all locations

Maximum value of HC
0.14 0.12 0.11 0.12
0.12 0.11
0.10 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08
0.08 0.07
0.06
0.04
0.02
0.00
Out of the entire alignment, 14 critical locations were identified. Details of which are mentioned in
the table of results. Further analysis carried out on these 14 areas, the critical locations are AQ1, AQ2,
AQ4, AQ6, AQ9, AQ10, AQ14. For these specific areas, it is proposed to suggest corrective /
mitigation measures which will minimise any adverse environmental impacts.
3.9 Water Quality
The development of any region is dependent on the availability of sufficient water resources,
as developmental activities require water for irrigation, domestic and other purposes. The
water resources in the area broadly fall Surface Water resources: Canal and Ponds.and Ground
Water resources: Wells / Hand pump.
In the project area, availability of water is not a serious concern as the water table is in
moderate level. Godavari River with the distributaries namely Pravara River, Mula River,
Adula River, Mahalungi are passing through the proposed alignment. Details of the crossing
of river/canal are given in Chapter 2.
Water environment consists of water availability in the form of surface and ground water
resources, its quality and use (both present and intended). Study of the water environment is
essential in preparation of EIA for identification of critical issues including planning the
mitigation measures with a view to have optimum use of the water resources. 12 groundwater
samples and 8 surface water sample was collected from the study area for analysis of existing
water quality in the area.
3.9.1 Monitoring Stations for Water Quality Assessment
Sampling was carried out in the month of September 2016. During the study period, the water bodies
were found within the project study area i.e. 500 m on either side of the proposed alignment and the
inventory of rivers / canals / nallah / reservoirs / ponds within the study area is presented in below
section.
All ground water sources monitored were Hand Pumps. Since the ground water is used without
treatment by a large portion of population, the quality of ground water is of great concern. The details
are presented below. The details of sampling stations are depicted in Table-3.6 and 3.7. Surface water
sampling and Ground water sampling locations are depicted in Figure 3.20 and Figure-3.21
respectively.
Surface Water Quality Monitoring:
68
Table 3.6: Monitoring Stations for Surface Water Quality Assessment
Sr. Location Sample Distance from Geographical Rationale for site selection
No. Code the edge of Location
road (KM)
1 Godavari River Near Sade SWQ1 0.51 19°51'16.29"N  This is a green project
Village, 0.5 km north of 74°31'38.63"E and will be constructed
the alingment bridge on the river
2 Kudwa Reservior, Near SWQ2 10.48 19°48'45.13"N
 Study of surface water drainage
Pimpalgaon Dukra 73°38'45.73"E
Baele Lake, Near Ghoti SWQ3 2.47 19°42'5.85"N pattern, area under flooding/
3 submerged area
Kh. 73°34'27.03"E
4 Shenwad Lake SWQ4 0.42 19°40'39.26"N  This Reservoir is outside of the
73°32'41.58"E proposed green field alignment
5 Taloshi Dam SWQ5 1.36 19°40'25.68"N  Existing surface water bodies &
73°36'40.02"E Ground water - location and extent
6 Mukane Dam. SWQ6 4.46 19°38'22.80"N  Availability of water and its actual
73°35'32.70"E demand vis a vis constraints
7 Dharna River Lake SWQ7 1.34 19°45'19.66"N
73°47'28.27"E
 To assess the catchment values
Talegaon Dam SWQ8 2.72 19°47'28.86"N  Identification of surface water quality
8
73°51'39.12"E monitoring locations which is
representative of the potential extent
of impacts from the project
 Identification of works and activities
during construction and operation of
the project, including emergencies
and spill events, that have the
potential to impact on surface water
quality
Figure 3.21: Surface Water Sampling Locations
Ground Water Quality Monitoring:

Table 3.7: Monitoring Stations for Ground Water Quality Assessment
69
Sr. Location Sample Distance from the Geographical Rationale for site selection
No. Code edge of road (KM) Location
1 Dhotre GW-1 0.31 19°51'54.58"N,  To ccharacterise the groundwater
74°37'22.05"E in the study area in terms of
2 Ghari village GW-2 0.13 9°50'26.19"N, location, behaviour, and quality,
74°26'5.38"E including its
3 Zagde phata GW-3 0.29 19°50'7.37"N,  To identify potential effects of
Sonewadi 74°25'20.39"E road construction and operation
Village activities on groundwater and any
4 Phulenagar GW-4 0.19 19°47'13.84"N, potential effects of groundwater
74°13'7.40"E quality on road construction and
5 Khambale GW-5 0.54 19°47'47.05"N, integrity.
Village 74° 7'29.46"E  To identify measures to avoid,
6 Near Dubre GW-6 0.28 19°46'31.60"N, mitigate and manage any
village 73°59'4.33"E potential effects including any
7 Sonari village GW-7 0.38 19°46'57.90"N, relevant design features of the
73°57'16.96"E road or techniques for
8 Sonambe village GW-8 0.49 19°47'29.49"N, construction.
73°56'13.33"E  To identify residual effects of
9 Agaskhind GW-9 0.48 19°48'40.04"N, road construction and operation
73°50'0.74"E activities on groundwater in the
10 Deole villege GW-10 0.19 19°42'28.78"N, project area.
73°38'37.89"E
11 Abachit wadi GW-11 0.71 19°42'0.22"N,
73°37'41.71"E
12 Nandgaon GW-12 0.56 9°40'34.70"N,
73°34'6.68"E
Figure 3.22: Ground Water Sampling Locations
3.9.2 Sampling and Analysis Methodology
70
Ground water Sampling was carried out by APHA 1060 B &C Method. The ground water samples
were analysed for parameters as per IS: 10500 standards and the analysis was undertaken as per IS:
3025 and relevant APHA (American Public Health Association) standard methods.
3.9.3 Water Quality Inference
 Ground Water Quality: All Physico chemical parameters are within permissible limit as per IS
10500:2012 except total hardness at Gumgaon (202.9 mg/lit) which is slightly exceeding the acceptable
limit. Microbiological parameters – Total coliform, Fecal coliform and E-coli are absent at all the
locations. The results of the analysis are presented in Table-3.7.
 Surface Water Quality: All Physico chemical parameters are within permissible limit as per IS
10500:2012 except total dissolved standards at location (SWQ 1-Godavari River), (SWQ 2- Kudwa
Reservior) , (SWQ 3- Baele Lake) which is slightly exceeding the acceptable limit. Thus the quality of
water samples from these locations has been classified as CPCB Class A (Drinking Water Source
without conventional treatment but after disinfection). The results are depicted in Table 3.8 and 3.9.
71
Table 3.8: Ground Water Quality Results
Sr. Parameter Unit GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 GW11 GW12 IS10500
No (Acceptable
Limit) : 2012
1 pH 0 8.45 8.55 7.27 7.3 8.86 7.39 7.54 7.46 7.24 8.59 7.65 7.48 6.5 to 8.5
2 Hazen
Colour 15 12 8 8 14 8 8 8 8 11 8 8 < 5.00
Unit
3 Odour --- Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable
4 Temperature oC 27.12 28.3 27.15 28.3 29.8 25.28 27.65 25.3 26.64 27.5 25.55 28.1 Not Specified
5 Electric Conductance µs/cm 217 240 165 17 212 19 19.38 20.12 22.31 237 20.34 175 Not Specified
6 Turbidity NTU 0.5 1 0.7 0.4 0.8 0.3 0.38 0.37 0.48 1 0.42 0.9 < 1.00
7 Salinity ppt 0.3 0.4 0.4 0.2 0.4 0.2 0.25 0.28 0.3 0.5 0.39 0.5 Not Specified
8 Suspended Solids mg/lit 33 49 35 37 30 38 37 34 37 44 37 38 Not Specified
9 Total Dissolved Solids mg/lit 134 145 137 140 130 145 146 146 149 150 149 130 < 500.00
10 Chemical Oxygen Demand mg/lit 42.24 9.4 75.46 72.19 39.4 76.2 78.65 76.12 79.32 7 35.28 78.9 Not Specified
11 Biochemical Oxygen Demand mg/lit 17.1 3.83 30.8 29.46 15.3 31.1 32.1 31.06 33.75 2.6 37.64 30.5 Not Specified
12 Chlorides as Cl- mg/lit 5.75 7.4 9.21 7.2 5.8 7.37 7.61 7.34 7.64 6.6 8.34 8.4 < 250.00
13 Sulphates as SO4-- mg/lit 0.8 2.4 3.4 4.2 0.75 4.6 5.34 5.41 5.42 1.5 5.67 2.6 <200.00
14 Dissolved Oxygen mg/lit 2.34 3.5 1.1 1.24 2.2 1.3 1.37 1.65 1.34 2.4 1.37 1.2 Not Specified
15 Oil & Grease mg/lit NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL Not Specified
16 Total Alkalinity as CaCO3 mg/lit 103 98 85 82 104 88 84 88 87 96 89 88 < 200.00
17 Total Nitrogen as N mg/lit 0.88 0.7 0.7 0.6 0.84 0.4 0.6 0.7 0.34 0.75 0.36 0.8 Not Specified
18 Nitrate as NO3 mg/lit 0.3 0.4 0.3 0.4 0.25 0.6 0.5 0.6 0.65 0.5 0.66 0.6 45 Max
19 Total Phosphate as PO4 mg/lit 0.05 0.08 0.09 0.07 0.03 0.08 0.1 0.2 0.27 0.05 0.28 0.07 Not Specified
20 Calcium as Ca mg/lit 14.32 17.65 16.23 18.37 15.2 18.54 17.34 19.64 18.34 15.8 19.67 12.4 75 Max
21 Magnesium as Mg mg/lit 16.14 13.7 9.4 8.12 15.1 8.25 8.27 9.42 9.65 14.9 9.34 8.6 30 Max
22 Total Hardness as CaCO3 mg/lit 104 114 88 86 100 80 83 86 88 108 87 86 200 Max
23 Phenolic Compounds as C6H5OH mg/lit NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL < 0.001
24 Sodium as Na mg/lit 16 13 9 9.3 12 9.64 9.34 9.64 9.34 11 9.81 9 Not Specified
25 Potassium as K mg/lit 1 1 1.4 1.3 1 1.64 1.64 1.29 1.37 1 1.37 1 Not Specified
26 Iron as Fe mg/lit 0.06 0.06 0.3 0.4 0.03 0.45 0.48 0.5 0.54 0.05 0.59 0.1 < 0.30
27 Copper as Cu mg/lit NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL < 0.05
28 Chromium as Cr+6 mg/lit NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL Not Specified
29 Nickel as Ni mg/lit NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL < 0.02
30 Lead as Pb mg/lit 0.009 0.004 NIL NIL 0.007 NIL NIL NIL NIL 0.009 NIL NIL < 0.01
31 Zinc as Zn mg/lit 0.07 0.12 0.2 0.2 0.06 0.27 0.3 0.7 0.6 0.1 0.37 0.15 < 5.00
72
Table 3.9: Surface Water Quality Results
Sr. Parameter Unit SWQ- 1 SWQ- 2 SWQ- 3 SWQ- 4 SWQ- 5 SWQ- 6 SWQ- 7 SWQ- 8 IS10500
No (Acceptable Limit) :
2012
1 pH 0 8.05 8 7.85 7.7 7.35 7.97 7.69 7.5 6.5 – 8.5
2 Colour Hazen 14 14 12 7.4 10 14 8 7.3 < 5.00
Unit
3 Odour --- Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable
4 Temperature oC 28.3 27.8 29.32 26.34 28 27.1 26.8 27.3 Not Specified
5 Electric Conductance µs/cm 1246 1281 1246 118 92 1276 179 118 Not Specified
6 Turbidity NTU 50.3 53.3 40 14.3 21 39 18 12.3 < 1.00
7 Salinity ppt 0.55 0.5 0.48 0.52 0.4 0.45 0.4 0.45 Not Specified
8 Suspended Solids mg/lit 77 74 80 58 63 79 57 57 Not Specified
9 Total Dissolved Solids mg/lit 640 668 698 145 92 655 243 143 < 500.00
10 Chemical Oxygen Demand mg/lit 28.24 27.8 57.65 26.34 7 55.7 48.7 20.9 Not Specified
11 Biochemical Oxygen mg/lit 12.21 10.7 28.32 8.87 2.8 21.4 19.1 8.2 Not Specified
Demand
12 Chlorides as Cl- mg/lit 17.68 18.7 13.4 5.34 4.8 12.5 6.75 4.8 < 250.00
13 Sulphates as SO4-- mg/lit 14.32 13.75 4.5 1.38 1.2 4.6 4.1 1.3 <200.00
14 Dissolved Oxygen mg/lit 2.05 2 1.5 2.27 3 1.8 2 2.2 Not Specified
15 Oil & Grease mg/lit NIL NIL NIL NIL NIL NIL NIL NIL Not Specified
16 Total Alkalinity as CaCO3 mg/lit 129 122 132 92 98 118 100 90 < 200.00
17 Total Nitrogen as N mg/lit 0.6 0.56 0.49 0.29 0.4 0.45 0.35 0.25 Not Specified
18 Nitrate as NO3 mg/lit 0.28 0.25 0.35 0.16 0.15 0.3 0.1 0.15 45 Max
19 Total Phosphate as PO4 mg/lit 0.15 0.18 0.2 0.12 0.11 0.18 0.08 0.09 Not Specified
20 Calcium as Ca mg/lit 23.32 21.6 27.32 7.48 6.8 20.4 18.4 7.5 75 Max
21 Magnesium as Mg mg/lit 18.32 14.6 15.5 3.05 2.4 13.8 9.6 3 30 Max
22 Total Hardness as CaCO3 mg/lit 119 114 116 38 34 110 88 34 200 Max
23 Phenolic Compounds as mg/lit NIL NIL NIL NIL NIL NIL NIL NIL < 0.001
C6H5OH
24 Sodium as Na mg/lit 17 12 14 7.18 5 12 8 7 Not Specified
25 Potassium as K mg/lit 1 1 2.07 NIL NIL 2 1 NIL Not Specified
26 Iron as Fe mg/lit 6.85 5.9 38.3 0.28 3.2 37.8 0.15 0.22 < 0.30
27 Copper as Cu mg/lit NIL NIL NIL NIL NIL NIL NIL NIL < 0.05
28 Chromium as Cr+6 mg/lit 0.012 0.01 NIL NIL NIL NIL NIL NIL Not Specified
29 Nickel as Ni mg/lit 0.01 0.009 0.005 NIL NIL 0.003 0.008 NIL < 0.02
30 Lead as Pb mg/lit 0.045 0.042 0.007 NIL NIL 0.006 0.051 NIL < 0.01
31 Zinc as Zn mg/lit 0.01 0.009 0.018 NIL 0.015 0.01 0.004 NIL < 5.00
73
3.10 Ambient Noise Level
Ambient noise levels were monitored at thirteen locations within the study area, identified during
preliminary baseline survey. Sampling was carried out in the month of September 2016. Noise levels
were measured by Noise meter. The details of sampling stations are depicted in Table-3.10. Sampling
locations are shown in Figure-3.22..
Figure 3.23: Noise Monitoring Stations
Table 3.10: Monitoring Stations for Noise Quality

Code the boundary of Location selection
site (KM)
1 Dhotre NL 1 0.37 19°51'54.58"N, Nearest habitation in The noise monitoring
74°37'22.05"E upwind direction within locations are identified on
1 km from proposed the following three basis:
project roadway • Source: The proximity
2 Ghari villahe NL-2 0.20 19°50'26.19"N, Nearest habitation in of the villages to the
74°26'5.38"E upwind direction alignment. The closer
within 1 km from the villages are the
proposed project severe would be the
roadway impact.
3 Zagde phata NL-3 0.23 19°50'7.37"N, Nearest junction • Path: The meteorology
Sonewadi 74°25'20.39"E Nashik-Shirdi and and the wind flow
Village Sangamner- affects the impact on the
Kopargaon Road in receiver. The impact is
downwind direction higher during night time
within 200 m from and low in daytime (for
proposed project the same intensity
roadway produced by source).
4 Phulenagar NL-4 0.26 19°47'13.84"N, Nearest Marhal- Vavi Likewise the impact is
74°13'7.40"E Road in downwind high during inversion
74

Code the boundary of Location selection
site (KM)
direction within 200 m conditions or on
from proposed project locations lying at the
roadway downwind of the
5 Khambale NL-5 0.20 19°47'47.05"N, Nearest habitation in alignment
Village 74° 7'29.46"E upwind direction • Receiver: The impact is
within 200 m from higher if the receiver is
proposed project considered to be
roadway sensitive w.r.t the CPCB
6 Near Dubre NL-6 0.06 19°46'31.60"N, Nearest habitation in Standards for noise.
village 73°59'4.33"E upwind direction Such sensitive receptors
within 100 m from could be hospital,
proposed project school, libraries etc.
roadway Also a high duration low
7 Sonari village NL-7 0.20 19°46'57.90"N, Nearest habitation in intensity impact can be
73°57'16.96"E upwind direction within as detrimental as low
200 m from proposed duration high intensity
project roadway impact.
8 Sonambe NL-8 0.22 19°47'29.49"N, Nearest habitation in
village 73°56'13.33"E downwind direction
within 200 m from
proposed project
roadway
9 Agaskhind NL-9 0.25 19°48'40.04"N, Nearest habitation SIER
73°50'0.74"E Engineering College
and Shatabdi
Polytechnic College in
upwind direction within
200 m from proposed
project roadway
10 Deole villege NL-10 0.01 19°42'28.78"N, Nearest habitation in
73°38'37.89"E upwind direction within
0.01km from proposed
project roadway
11 Abachit wadi NL-11 0.23 19°42'0.22"N, Nearest habitation in
73°37'41.71"E upwind direction within
200 m from proposed
project roadway
12 Nandgaon NL-12 0.23 19°40'34.70"N, Nearest habitation in
73°34'6.68"E downwind direction
within 200 m from
proposed project
roadway
3.10.1 Noise Levels Inference
The noise levels (Leq) during the day ranged from 42.76 (Phulenagar) to 55.2dB (A) (Dhotre) while
the noise levels during the night (Leq) varied from 30.78 (Khambale) to 47.42dB (A) (Dhotre). The
day night noise level (Ldn) ranged from 51.06 (Phulenagar) to 87.74dB (A) (Deole). The noise
monitoring results are shown in Table-3.8 and the ambient air quality standards in respect of noise are
shown in Table-3.10. The variation of Leq (day) and Leq (night) is depicted in Figure-3.22 and
Figure-3.23 respectively.
75
Table 3.11: Noise level results
Sr.No Location Station Name Leq(day) Leq( night) Ldn

Code
1 NL1 Dhotre 55.2 47.42 63.26
2 NL2 Gharivillahe 44.5 31.48 52.66
3 NL3 ZagdephataSonewadi Village 43.62 32.88 51.9
4 NL4 Phulenagar 42.76 31.3 51.06
5 NL5 Khambale Village 44.2 30.78 52.48
6 NL6 Near Dubre village 49.74 37.92 57.82
7 NL7 Sonari village 49.74 37.92 57.72
8 NL8 Sonambe village 49.98 37.92 57.74
9 NL9 Agaskhind 49.76 37.94 57.72
10 NL10 Deole villege 51.74 37.92 87.74
11 NL11 Abachitwadi 49.76 37.92 57.74
12 NL12 Nandgaon 49.76 37.92 57.72
Table 3.12: Ambient Air Quality Standards in respect of Noise
Area Category Limits in decibels, dB(A)

Day Time Night Time
A Industrial Area 75 70
B Commercial Area 65 55
C Residential Area 55 45
D Silence Zone 50 40
Figure 3.24: Variation of Leq (day) during the study period
Leq( Day)
60 55.2
49.74 49.74 49.98 49.76 51.74 49.76 49.76
50 44.5 43.62 42.76 44.2
40
30
20
10
76
Figure 3.25: Variation of Leq (night) during the study period
Leq( night)
50 47.42
45
37.92 37.92 37.92 37.94 37.92 37.92 37.92
40
35 31.48 32.88 31.3 30.78
30
25
20
15
10
5
0
Note: All values in dB(A)
3.11 Soil Types
Physiographically the Ahmednagar district forms part of Deccan Plateau. Part of Sahayadri hill ranges
fall in the district. Western Ghat section in Akole taluka is hilly which extends to relatively flat areas
in Shevgaon and Jamkhed talukas in the east. From the main Sahayadri range three spurs namely
Kalsubai, Baleshwar and Harishchandgad strech eastwards. Physiographically the district can be
broadly divided in four major characteristic landforms viz., hill and ghat section (7.6% area); foothill
zone (19.4% area); plateau (3.71% area) and plains (occupy 69.30% area).
The soils can generally be classified into three groups, viz., black or kali, red or tambat, and laterite
and the gray of inferior quality locally known as barad including white or pandhari. Of these, barad
soils are very poor in fertility.
The soils of the district are the weathering products of Basalt and have various shades from gray to
black, red and pink color. The soils occurring in the district are classified in the four categories
namely lateritic black soil (Kali), reddish brown soil (Mal), coarse shallow reddish black soil (Koral),
medium light brownish black soil (Barad). In general the soils are very fertile and suitable for growing
cereal and pulses. The black soil contains high alumina and carbonates of calcium and magnesium
with variable amounts of potash, low nitrogen and phosphorus. The red soil is less common and is
suitable for cultivation under a heavy and consistent rainfall.
3.12 Soil Quality
Site investigation or soil explorations are done for obtaining the information about subsurface
conditions at the site of proposed construction. Soil exploration consists of determining the profile of
the natural soil deposits at the site, taking the soil samples and determining the engineering properties
of soils. The soil monitoring was carried at 10 locations once during the study period in once in a
season (September 2016) at the following locations-details of which are given in Table-3.12. All these
77
soil samples collected along the proposed project roads are analysed for the physical, chemical
properties and heavy metal concentrations. They were assessed for agricultural and afforestation
potential.
The soil monitoring locations are depicted in Figure-3.25 and the soil quality results are presented in
Table-3.14.
Figure 3.26: Soil monitoring locations
Table 3.13: Details of soil monitoring locations
Sr. Location Sample Distance from the Geographical Rationale for site
No. Code edge of the Location selection
proposed road (KM)
1 Kotewada S1 0.44 21° 1'16.65"N The project is greenfield
78°59'58.53"E project. Hence it is
2 Wadgaon S2 0.43 20°59'0.70"N necessary to assure the
78°58'41.21"E following points during
site selection
3 Takalghat S3 6.41 20°54'52.11"N
 Determine the
78°57'8.51"E suitability of the soil
4 Khapri S4 3.18 20°54'1.09"N and assess whether it
78°55'13.19"E can accommodate
5 Bid Anjangaon S5 0.68 20°52'34.74"N construction
78°52'53.91"E  Identify the different
6 Wadgaon S6 0.44 20°51'9.97"N types of soil on site
78°52'1.35"E and their location
7 Surgaon S7 0.73 20°49'5.33"N  To test soil for
strength, density,
78°39'11.09"E
compaction,
8 Yela S8 0.61 20°48'26.84"N contamination,
78°35'25.69"E organics and sand
9 Mankapur S9 -- 20°47'51.88"N content, and assess
78°22'21.90"E their impact on your
10 Pulgaon S10 -- 20°47'11.63"N construction project
78°17'48.12"E
78
Table 3.14 Soil Quality Analysis
Sr. Parameter Unit S1 S2 S3 S4 S5 S6 S7 S8 S9 S10

No
Kotewada Wadgaon Takalghat Khapri Bid Wadgaon Surgaon Yela Mankapur Pulgaon
Anjangaon
1 pH (1:5 water - 6.73 7.03 6.94 7.02 7.84 6.97 7.03 6.91 7.18 6.87
extract) at 25 Degree
Celsius
2 Electrical µs/cm 148.26 139.26 153.73 208.16 194.26 152.19 162.82 172.6 212.74 192.82
Conductivity at 250C
(1:5water extract)
3 Texture - Silty Sandy Sandy Clay Sandy Clay Sandy Sandy Sandy Sandy Sandy
Clay Loam Loam Loam Clay Clay Clay Clay
4 Water Holding g/100g 51.73 48.26 52.16 46.29 52.98 46.28 51.62 49.28 51.38 46.52
Capacity
5 Bulk Density g/cc 1.18 1.21 1.16 1.14 1.16 1.19 1.21 1.26 1.32 1.16
6 Particle size - - - - - - - - - - -
distribution
7 Sand % 42 48 53 16 53 46 46 53 46 53
8 Slit % 22 37 31 36 29 38 22 21 26 15
9 clay % 36 15 16 48 18 16 32 26 28 32
10 Cl mg/kg 21.62 18.64 21.54 18.72 21.56 21.52 18.52 21.54 19.57 23.54
11 Ca mg/kg 32.58 23.92 38.18 41.68 52.73 24.61 31.94 34.73 32.68 31.62
12 Mg mg/Kg 13.92 14.58 12.49 11.29 7.92 13.38 16.26 17.92 18.31 16.51
13 Na mg/Kg 8.26 7.19 6.82 7.16 8.16 6.92 8.19 7.82 8.02 7.92
14 K mg/kg 4.18 3.92 4.16 3.82 4.16 4.16 5.18 6.04 7.18 9.26
15 Exchangeable CEC mg/100kg 7.26 8.16 7.29 9.16 11.62 7.29 6.82 7.03 8.19 7.18
16 P Kg/Hec 21.42 23.54 21.58 32.58 34.73 21.63 18.54 19.58 17.54 18.52
17 N mg/kg 62.94 58.38 62.73 56.27 54.29 56.29 52.81 48.26 43.38 46.19
18 Infiltration Rate g/100g 18.68 17.62 18.26 17.62 16.52 18.54 17.52 16.39 17.16 18.54
19 Organic Matter g/100g 1.13 1.16 1.13 1.16 1.21 1.18 1.14 1.16 1.19 1.21
20 Sulphate mg/kg 18.64 17.92 18.69 16.54 14.53 18.29 19.54 17.54 18.54 21.54
21 SAR -- 1.71 1.64 1.35 1.39 1.48 1.59 1.67 1.52 1.59 1.62
22 Exchangeable Ca mg/kg 13.92 14.52 12.54 11.59 12.58 13.57 14.58 13.58 14.38 16.52
79
Sr. Parameter Unit S1 S2 S3 S4 S5 S6 S7 S8 S9 S10

No
23 Exchangeable as Mg mg/kg 7.16 6.82 7.16 6.82 7.16 7.16 6.82 7.04 8.19 7.38
24 Exchangeable as Na mg/kg 6.82 7.19 8.39 7.28 6.32 8.17 8.03 8.16 11.62 12.64
25 Exchangeable as K mg/kg 1.16 1.26 1.18 1.21 1.16 1.24 1.19 1.21 1.16 1.21
26 Organic Carbon g/100g 0.65 0.67 0.65 0.67 0.7 0.68 0.81 0.67 0.69 0.7
27 As mg/kg Absent Absent Absent Absent Absent Absent Absent Absent Absent Absent
28 B mg/kg 0.16 0.18 0.21 0.18 0.17 0.17 0.16 0.24 0.21 0.26
29 Cd mg/kg Absent Absent Absent Absent Absent Absent Absent Absent Absent Absent
30 Cr mg/kg Absent Absent Absent Absent Absent Absent Absent Absent Absent Absent
31 Cu mg/kg 1.14 1.18 1.16 1.21 1.18 1.18 1.14 1.16 1.18 1.21
32 Pb mg/kg Absent Absent Absent Absent Absent Absent Absent Absent Absent Absent
33 Ni mg/kg Absent Absent Absent Absent Absent Absent Absent Absent Absent Absent
34 Co mg/kg Absent Absent Absent Absent Absent Absent Absent Absent Absent Absent
35 Fe mg/kg 1.82 1.73 1.62 1.56 1.46 1.46 1.32 1.41 1.37 1.32
36 Mn mg/kg 0.59 0.51 0.48 0.51 0.49 0.49 0.41 0.29 0.26 0.27
37 Zn mg/kg 2.37 2.43 2.39 2.46 2.32 2.32 2.19 1.73 1.81 1.74
38 Se mg/kg Absent Absent Absent Absent Absent Absent Absent Absent Absent Absent
80
3.12.1 Soil Quality Inference
Soil profile, characteristics, type of soils in and around the project site was assessed. Soil sampling
was carried out at 11 locations once in season during the study period.
The predominant texture of the soil at most of the locations is sandy clay. The rest of the textures
include Silty clay, Sandy Loam, and Clay. The pH indicates that the soils in the study area are
moderately alkaline in nature, with the pH varying in the range of 7.45 to 7.9. The bulk density is in
the range of 1.3 to 1.7 gm/cm3. The Electrical Conductivity was observed to be in the range of 0.22 to
0.39µS/cm. Phosphorus value for all soil samples varies from 0.71 to 1.74 kg/hectare. Potassium (K)
value for all soil samples varies from 136.4 to 176.2 mg/ kg.
3.13 Ecology Environment
Ecological Resources
The proposed project road does not pass through any National Park or Wildlife Sanctuary. However,
green field alignment of the project is passing through Reserve Forest which is under the jurisdiction
of Forest Department. FDP and clearance is under process and already submitted to MOEFCC.
3.13.1 Methodology Adopted for the Study of Flora & Fauna
The importance of primary data collection in all ecological work cannot be over-emphasized as
without good survey data the quality of an ecological assessment, mitigation and compensation
proposals will be compromised. The data of flora & fauna were collected on visual observation during
our site visit and by reviewing various literatures. Some of data were collected from various
government agencies.
Data Collection: Following steps were considered for the collection of secondary data and generation
of primary data while carrying out ecological survey of the study area.
Step 1: Defining the Study Area
The study area was larger than the development site as it included adjacent areas that might be
directly or indirectly affected by the proposal.
Step 2: Stratifying the Site
When designing a field survey, the study area was stratified (i.e. divide the area into relatively
homogenous units - often referred to as 'environmental sampling units' or 'stratification units').
Stratified sampling provides a logical, objective and efficient method of undertaking surveys and
ensures that the full range of potential habitats and vegetation types will be systematically sampled.
Step 3: Visiting the Site
A preliminary site visit was conducted to refine the initial stratification units, determine the vegetation
types present at the site, assess the vegetation condition and conduct a habitat assessment. Standard
Quadrant method and line transact method is used for the biodiversity study. A list of threatened
species possibly occurring on the site was obtained.
Step 4: Secondary Data Collection
The collected data is verified with the help of RFO, ACF of Forest Departments of Ahmednagar and
Nashik. Further the Working Plan for Years 2013 – 2014, 2014 – 2015 of Ahmednagar and Nashik
Forest Department are also collected.
81
3.13.2 Observations
The ecology and biodiversity studies were carried out exclusively in all the forest pockets and selected
locations on the project corridor. The figure 3.26 is showing the ecology and biodiversity study area.
Figure 3.27: Important area to be studied for Ecology and Biodiversity
Total about 23.458 Ha of Reserve Forest is coming in the alignment in total 7 pockets and needs
diversion of the same. In detailed survey for fixing the ROW and it is concluded that about 6893 tree
will get cut in non-forest area and about 1141 trees from forest areas. The forest pockets are shown in
the Figure 3.26 given below.
Table 3.15 Tree Species
Sr No. Common Name Scientific Name

Herbs Species
1 Bristly Starbur Acanthospermum hispidum DC.
2 tropical whiteweed Ageratum conyzoides Linn.
3 black jack Bidens biternata (Lour.) Merr. & Sherff
4 Para Cress Flower Blainvillea acmella (L.) Philipson
5 punarnava Boerhavia diffusa L.
6 Pigeonpea Cajanus scarabaeoides (L.) Thouars
7 Coffeeweed Cassia kleinii Wight & Arn.
8 silver cock's comb Celosia argentea L.
9 Fuzzy Fruited Rattlepod Crotalaria hebecarpa (DC.) Rudd
10 Nilwanti Cyanotis fasciculata (B.Heyne ex Roth) Schult.
11 Indian Globe Thistle Echinops echinatus Roxb.
12 Dwarf Morning Glory Evolvulus alsinoides (L.) L.
13 Pignut Hyptis suaveolens (L.) Poit.
14 Heart-Leaf Indigo Indigofera cordifolia Roth
15 Narrowleaf Indigo Indigofera linifolia (L.f.) Retz.
16 Silk Leaf Lagascea mollis Cav.
17 Feather-leaved Lavender Lavandula bipinnata (Roth) Kuntze
18 Frilly Lepidagathis Lepidagathis trinervis Nees
19 Thumbai Leucas aspera (Willd.) Link
22 Carrot grass Parthenium hysterophorus L.
82

23 swampmallows Pavonia sp.
24 Sonkadi Pentanema indicum (L.) Ling
26 Oldman's cap Polycarpaea corymbosa (L.) Lam.
27 Field Milkwort Polygala arvensis Willd.
28 Sontikli Pulicaria wightiana (DC.) C.B.Clarke
29 Forest burr Pupalia lappacea (L.) Juss.
30 Bluefinger Senecio hewrensis Hook.f.
31 yellow foxtail Setaria pumila (Poir.) Roem. & Schult.
32 sowthistle Sonchus oleraceus (L.) L.
33 Common Sopubia Sopubia delphinifolia G.Don
34 Tiny False Buttonweed Spermacoce pusilla Wall.
35 witch weed Striga angustifolia (D. Don) C.J. Saldanha
36 pencil flower Stylosanthes hamata (L.) Taub.
37 Clasping-Leaf Borage Trichodesma inaequale Edgew.
38 coatbuttons Tridax procumbens (L.) L.
39 Burbark Triumfetta sp.
40 Caesarweed Urena lobata L.
41 Ash coloured Fleabane Vernonia cinerea (Linn.) Less.
42 cowpea Vigna trilobata (L.) Verdc.
43 common cocklebur Xanthium strumarium L.
44 Grasslike Zornia Zornia diphylla (L.) Pers.
Shrub Species
1 sickle senna Cassia tora L.
2 Woodrow's Grape Tree. Cissus woodrowii (Stapf ex Cooke) Santapau
3 Bushweed Flueggea leucopyrus Willd.
5 powder-puff Gymnosporia emarginata (Willd.) Thwaites
6 wild-sage Lantana camara L.
7 Fire Flame Bush Woodfordia fruticosa (L.) Kurz
8 common cocklebur Xanthium strumarium L.
Tree Species
1 Cutch Tree Acacia catechu (L.f.) Willd.
3 white-bark acacia Acacia leucophloea (Roxb.) Willd.
5 acacia Acacia nilotica (L.) Delile
7 Maharukh Ailanthus excelsa Roxb.
9 axlewood Anogeissus latifolia (Roxb. ex DC.) Wall. ex Guillem. & Perr.
12 Neem Azadirachta indica A.Juss.
13 golden rain tree Cassia fistula Linn.
14 Dahipalas Cordia macleodii Hook.f. & Thomson
15 Medhshingi Dolichandrone falcata (Wall. ex DC.) Seem.
18 quickstick Gliricidia sepium (Jacq.) Walp.
19 Kashmir tree Gmelina arborea Roxb.
21 Varas Heterophragma quadriloculare (Roxb.) K.Schum.
22 Indrajao Holarrhena pubescens Wall. ex G.Don
23 Indian gooseberry Phyllanthus emblica L.
83

24 mesquite Prosopis juliflora (Sw.) DC.
26 Sandalwood Santalum album L.
27 Teak Tectona grandis Linn.f.
29 laurel Terminalia crenulata Roth
31 Pala indigo Wrightia tinctoria R.Br.
32 jujube Ziziphus jujuba Mill.
Table 3.16 Fauna Species

Wild Animals
1. Biblya or Bibtya Panthera pardus
2. Taras Hyaena hyeana
3. Khokad Vulpus bengalensis
4. Ran dukkar Sus scrofa
5. Neelgai Boselaphus tragocamelus
6. Mungoos Herrpestes edwardsi
7. Sase Lepus nigricollis
8. Shekru Petaurista philippensis
Snake Species
Poisonous :
1. Nag Naja naja
2. Marryar Bangarus caeruleus
3. Phurse Echis carinatus
4. Ghonus Vipera russelli
Non-Poisonous
1. Ajagar Python molurus
2. Dhaman Ptys mucosus
3. Harantol Dryphis nasutus
Birds Species
1. Baya Ploceus philippinus
2. Bharadwaj Centropus sinensis
3. Chimni Passer domesticus
4. Ghar Milvus migrsns govinda
5. Ghar Elanus caeruleus
6. Ghubad Strix leptogrammica
7. Khandya Alcedo atthis
8. Khandya Ceryle rudis
9. Kotwal Dicrurus adsimilis
10. Maldhok Choriotis nigrieps
11. Mor Povo cristatus
12. Popat Psittacula Krameri
13. Shikra Accipiter Badius
14. Sutar Dendrocopos, Mahrattensis
15. Myna Caprimulgus asiaticus
16. Bulbul Lanius Vittatus
17. Tree Pie Dendrocitta vagabunda
18. Bulbul (Khanjan) Motacilla caspica
84
Figure 3.28: Forest / Green Patches along the Project Corridor
85
3.14 Baseline- Socio Economic Environment
3.14.1 State Maharashtra
Maharashtra is a state in the western region of India and is the nations and also the world's second-
most populous sub-national entity. It has over 110 million inhabitants and its capital, Mumbai, has a
population of approximately 18 million. Nagpur serves as second capital as well as winter capital of
the state. Maharashtra's business opportunities along with its potential to offer a higher standard of
living attract migrants from all over India.
Maharashtra is one of the wealthiest and the most developed states in India, contributing 25% of the
country's industrial output and 23.2% of its GDP (2010–11). Agriculture and industries are the largest
parts of the state's economy. Major industries include chemical products, electrical and non-electrical
machinery, textiles, petroleum and allied products.
According to results of the 2011 national census, Maharashtra is the Second Most populous state in
India with a population of 112,374,333 (9.28% of India's population) of which male and female are
58,243,056 and 54,131,277 respectively. The total population growth in 2011 was 15.99 percent while
in the previous decade it was 22.57 percent. Since independence, the decadal growth rate of
population has remained higher (except in the year 1971) than the national average. For the first time,
in the year 2011, it was found to be lower than the national average.[75] The 2011 census for the state
found 55% of the population to be rural with 45% being urban base.
3.14.2 District Ahmednagar
Ahmednagar is the largest district of Maharashtra State with geographical area of 17418 sq. k.m.,
which is 5.66 percent of area of Maharashtra State. Out of total areas 391.5 sq. k. m. is urban area and
remaining 16,656.5 sq. k. m. is rural area. Godavari and Bhima are the major rivers of the district. The
Pravara is the tributary or Godavari and Mula, Adhala and Mahalungi are the important tributary to
the Pravara. The climate of the district is characterized by a hot summer and general dryness during
major part of the year. The entire district is occupied by basaltic lava flow, which is popularly known
as the “Deccan Traps”.
Ahmednagar district has a variety of large scale and small scale industries. The co-operatives and
public sector have a very small part of total industrial ownership as compared to private sector. Small
scale industries include weaving, agro-based, blanket-making, rope making, bidi making etc. Large
scale industries include sugar, milk chilling plants, pharmaceuticals, spinning mills, ginning &
pressing industries, engines & pump-sets etc. Ahmednagar district is called “Sugar Bowl of
Maharashtra”. At present 17 co-operative sugar factories are operating with full capacity. The district
also has papermills making paper from sugarcane bagasse located at Sangamner, Rahuri, Kopergaon
and Pravaranagar.
3.14.3 District Nashik
Nashik District is located between 18.33 degree and 20.53-degree North latitude and between 73.16
degree and 75.16-degree East Longitude at Northwest part of the Maharashtra state, at 565 meters
above mean sea level. Many important rivers of Maharashtra originate in the district. Godavari which
is popularly known as Ganga of South India originates at holy place Trimbakeshwar. Another major
river is Girna.
On economic grounds Nasik district, in totality, is one of the developed districts of Maharashtra. Rich
agriculture, developed industry, good water resources, rapid urbanization and growing tertiary sector
are its strengths in economic sector. Since last 6-8 years, industrial development has picked up the
speed, particularly after declaration of a five-star mega industrial estate on 2700 ha. Land in Sinnar
block. There are 174 medium and large industrial units employing 75,834 people. On contrary, 50
percent of its talukas are backward, showing major economic inequalities in the district. The areas that
constitute to be developed are Nashik city, most part of the Nashik taluka, most part of the Niphad
86
taluka, some part of Sinnar, Chandwad and Dindori. The areas that are known to be industrially
advanced are Nashik city, some part of Sinnar, Igatpuri and to some extent Malegaon.
3.14.4 Taluka Kopargaon
Kopargaon taluka in Sangamner subdivision of Ahmednagar district in Maharashtra State of India.

Kopargaon is located about 14 kilometres (8.7mi) from the holy town ofShirdi. Kopargaon Itself is
also a holy place. The only temple of Daityaguru Shukracharya (Demons Guru) is located at
Kopargaon. The economy of the Tehsil is largely agricultural. Abundance of water due to efficient
irrigation systems encouraged the farmers to grow sugarcane. Sugarcane is the major cash crop of the
region. The sugar industries in Kopargaon are Sanjivani (Takali) Sahakari Sakhar Karkhana and the
Kopargaon Sahakari Sakhar Karkhana. Kopargaon has actively promoted agriculture with modern
technologies made available to farmers. Due to increased competition, a shortage of water resources
in the area, and politics, the agriculture-based economy has been on a steep downward trend. A few
decades ago, sunflowers were also one of the major crops of the region; however, again due to a
shortage of water resources, this crop has disappeared from the region. The other cash crops in this
region are wheat and soybean.
3.14.5 Taluka Sinnar
Sinnar is a Taluka in Nashik District of Maharashtra State, India. Sinnar Taluka Head Quarters is
Sinnar town. It belongs to Khandesh and Northern Maharashtra region. It belongs to Nashik Division.
It is located 30 KM towards East from District headquarters Nashik. 176 KM from State capital
Mumbai towards west Sinnar Taluka is bounded by Nashik Taluka towards west , Niphad Taluka
towards North , Akole Taluka towards South , Sangamner Taluka towards South . Sinnar City, Nashik
City, Sinnar consist of 220 Villages and 115 Panchayats. Khaparale is the smallest Village and Sinnar
(Rural) is the biggest Village. It is in the 561 m elevation (altitude).
3.14.6 Taluka Igatpuri
Igatpuri is a Tehsil/Block in the Nashik District of Maharashtra.Igatpuri is a major railway station.

Igatpuri is surrounded by the highest peaks in Sahyadri i.e. Western Ghats, most of them are forts
built in Satavahana dynasty. It's heavenly for trekkers and hikers. Igatpuri is a place of significance in
terms of Vipassana meditation. Tourism is the most significant segment of the Igatpuri's economy.
3.14.7 Villages
The proposed alignment of Package IV NMEW passes through 54 villages in the Nashik &
Ahmednagar district. There are total 10 villages in Kopargaon taluka in Ahmadnagar district, 26
villages in Sinnar taluka and 18 villages in Igatpuri taluka of Nashik district.
The villages that are affected due to the proposed alignment primarily depend on agriculture for their
source of livelihood. Soil, topography, climate and monsoon in these villages are favourable for
agriculture. The main crops that grow in these villages are wheat, Paddy, bajra, maize and variety of
vegetables. Allied activities such as dairy, poultry, sheep & goat rearing is also a complementary
occupation.
Table 3.17 List of Villages in the proposed alignment
SN State District Taluka Villages Nos

1 Maharashtra Ahmednagar Kopargaon Bhojade, Chande Kasare, Dauch Kh, 10
Derde Korhale, Dhotre, Ghari, Jeur
Kumbhari, Kanhegaon, Kokamthan,
Samvatsar
2 Nashik Sinnar Agas Khind, Belu, Borkhind, Datli, 26
Dhondvirnagar, Dubere, Dusangwadi,
Fulenagar, Ghorwad, Gonde,
87
SN State District Taluka Villages Nos

Jayprakashnagar, Khambale,
Konambe, Maldhon, Marhal Bk.,
Marhal Kh., Pandhurli, Pathare Kh.,
Patole, Sawatamlinagar, Sayale,
Shivade, Sonambe, Sonari,
Waregaon,Wavi
3 Igatpuri Awachitwadi (Nv), Belgaon tarhale, 18
Bharvir Kh., Deole, Dhamangaon,
Dhamani, Gambhirwadi,
Kanchangaon, Kawaddara,
Khairgaon, Pimpalgaon Dukra,
Pimpalgaon Mor, Pimpri, Sadroddin,
Senvad Bk., Shenit, Talogha, Taloshi,
Ubhade
3.15 Alignment length and Land details
The following table shows the summary of proposed alignment of NMEW Package IV.
Table 3.18 Alignment details- Lengthwise and area for land pooling
Sr. No Level Alignment Length Area Required for

(km) Land pooling ( Ha)
1 Region-Nashik & Ahmednagar 120.7 1530
2 District Ahmednagar 29.4 348
3 District Nashik 91.3 1102
4 Taluka Kopargaon 29.4 348
5 Taluka Sinnar 61.3 739.5
6 Taluka Igatpuri 30.0 362.5
In the proposed alignment, out of the total alignment length of 118.300km, 29.4 km (24.36 percent)
lies in Ahmednagar District and 91.3 km (75.63 percent) lies in Nashik District.The total land
required for land pooling in Ahmednagar District is approximate 348 Ha (24 percent) and in Nashik
district it is 1102 Ha (76 percent).
There is only one taluka Kopargaon taluka in Ahmednagar district through which a segment of the
proposed alignment passes. Hence, 29.4 km (24.36 percent) lies in Kopargaon taluka of and 30 km)
24.88) percent lies in Igatpuri taluka & 61.3 km (50.75 percent) in Sinnar taluka of Nashik District.
The total land required for land pooling in Kopargaon taluka is approximate 348 Ha (24 percent), in
Sinnar taluka it is 739.7 Ha (51 percent) and in Igatpuri taluka it is 362.5 Ha (25 percent). Thus,
almost one fourth of the alignment passes through Ahmednagar district and the rest three-fourths in
Nashik district.
Table 3.19 Village-wise details of alignment length and area for land pooling
District Taluka Village Chainage Length Area for Land

(km) pooling (Ha)
Start End
D1 - Ahmednagar 502.698 532.094 29.40 352.63
D-1 T1 - Kopargaon 502.698 532.094 29.40 352.63
D-1 T-1 Dhotre 502.698 506.786 4.09 49.05
D-1 T-1 Bhojade 506.786 509.536 2.75 33.00
D-1 T-1 Kanhegaon 509.536 511.688 2.15 25.85
D-1 T-1 Samvatsar 511.688 514.964 3.28 39.28
88

(km) pooling (Ha)
D-1 T-1 Kokamthan 514.964 520.423 5.46 65.53
D-1 T-1 Jeur Kumbhari 520.423 522.459 2.04 24.43
D-1 T-1 Dauch Kh. 522.459 523.81 1.35 16.22
D-1 T-1 Chande Kasare 523.81 527.535 3.73 44.56
D-1 T-1 Ghari 527.535 529.058 1.52 18.28
D-1 T-1 Derde Korhale 529.058 532.094 3.04 36.44
D2 - Nashik 532.094 623.379 91.29 1095.40
D-2 T2 - Sinnar 532.094 593.345 61.25 735.38
D-2 T-2 Pathare Kh. 532.094 534.835 2.74 32.88
D-2 T-2 Waregaon 534.835 536.9 2.06 24.78
D-2 T-2 Sayale 536.9 539.458 2.56 30.70
D-2 T-2 Maldhon 539.458 541.265 1.81 22.66
D-2 T-2 Dusangwadi 541.265 543.652 2.39 27.66
D-2 T-2 Wavi 543.652 546.972 3.32 39.84
D-2 T-2 Fulenagar 546.972 549.322 2.35 28.19
D-2 T-2 Marhal Kh. 549.322 551.975 2.65 31.86
D-2 T-2 Marhal Bk. 551.975 555.745 3.77 45.22
D-2 T-2 Khambale 555.745 561.487 5.74 68.88
D-2 T-2 Datli 561.487 563.259 1.77 21.28
D-2 T-2 Gonde 563.259 568.277 5.02 60.69
D-2 T-2 Dhondvirnagar 568.277 568.654 0.38 4.26
D-2 T-2 Patole 568.654 573.195 4.54 54.30
D-2 T-2 Dubere 573.195 575.782 2.59 31.03
D-2 T-2 Jayprakashnagar 575.782 577.101 1.32 15.82
D-2 T-2 Sonari 577.101 578.021 0.92 11.06
D-2 T-2 Sonambe 578.021 580.357 2.34 27.99
D-2 T-2 Konambe 580.357 582.143 1.79 21.46
D-2 T-2 Shivade 582.143 586.732 4.59 38.84
D-2 T-2 Ghorwad 583.023 584.637 1.61 15.87
D-2 T-2 Borkhind 0 0 0.00 0.04
D-2 T-2 Sawatamalinagar 586.732 587.213 0.48 6.08
D-2 T-2 Pandhurli 587.213 589.112 1.90 22.80
D-2 T-2 Agas Khind 589.112 591.359 2.25 26.96
D-2 T-2 Belu 591.359 593.345 1.99 24.21
D-2 T3 - Igatpuri 593.345 623.379 30.03 360.03
D-2 T-3 Shenit 593.345 593.767 0.42 4.76
D-2 T-3 Pimpalgaon Dukra 593.767 597.72 3.95 47.33
D-2 T-3 Kawaddara 597.72 598.339 0.62 7.48
D-2 T-3 Bharvir Kh 598.339 600.764 2.42 29.11
D-2 T-3 Dhamangaon 600.764 603.695 2.93 35.14
D-2 T-3 Gambhirwadi 603.695 605.344 1.65 19.79
D-2 T-3 Belgaon Tarhale 605.344 608.757 3.41 40.96
D-2 T-3 Dhamani 608.757 610.583 1.83 21.91
D-2 T-3 Pimpalgaon Mor 610.583 612.946 2.36 28.30
89

(km) pooling (Ha)
D-2 T-3 Ubhade 612.946 613.677 0.73 8.83
D-2 T-3 Deole 613.677 616.09 2.41 28.95
D-2 T-3 Khairgaon 616.09 616.87 0.78 9.41
D-2 T-3 Senvad Bk 616.87 617.51 0.64 7.70
D-2 T-3 Kanchangaon 617.51 617.759 0.25 2.89
D-2 T-3 Avachitwadi 617.759 619.441 1.68 20.26
D-2 T-3 Talogha 619.441 620.872 1.43 17.15
D-2 T-3 Taloshi 620.872 622.941 2.07 24.75
D-2 T-3 Pimpri Sadroddin 622.941 623.379 0.44 5.31
Total 502.698 623.379 120.7 1530
The land required for construction of the proposed alignment shall be obtained through land pooling
process. The land use in the proposed ROW of the alignment are agricultural land, barren land, forest
lands, water bodies, residential. From the above table, the total land required for construction of
Package IV NMEW is approx. 1450 Ha.
3.16 Category of Land
The land required for construction of the proposed alignment shall be obtained through land pooling
process. The land use in the proposed ROW of the alignment are agricultural land, barren land, forest
lands, water bodies, residential. From the table 3.2, the total land required for construction of Package
IV NMEW is approx. 1450 Ha.
Sr.No. Parameters Area in Ha

1 Area of Land required in Ha (including connector) 1530
2 Agricultural land in percent (Ha) 84.1 (1277.136)
3 Barren land in percent (Ha) 13.1 (198)
4 Forest land /open scrub in percent (Ha) (Zudpi Jungle) 0.62 (15.204)
5 Industrial Area (%) 2.17 (30.408)
6
Figure 3.29: Share of land use in proposed alignment ROW
Landuse In Proposed ROW

Industrial
Forest
[PERCENTAGE]Water Body
1%
Barren 0%
13%
Agricultural
84%
Agricultural Barren Forest Residential

Industrial Water Body
3.17 Baseline- Socio Economic Environment
90
This Section provides a description of the social environment of state, district, taluka and village
level. First-hand information about the study area forms the baseline of the socio-economic data. In
order to gain preliminary idea about the perceived impact of project, first-hand information about the
area needs to be collected viz:
 Demography Study- People of the area from different stratum viz. social and cultural groups,
original inhabitants as well as later migrants, people pursuing different kinds of occupations
like artisans, performers, traditional medicine men, other cultural specialists etc.
 Land & built property – Landuse, ownership of ;land parcels, agricultural land and its types,
built properties such as houses, sheds, temporary structures that shall be affected due to the
proposed alignment.
 Social Infrastructure- Existing infrastructures, natural and man-made resources available in
the area which will be impacted
3.17.1 Profile of the Project region
The project villages occupies about 502.5 sq.km area which is about 20 percent of the project taluka
area and 1.5 percent of the project districts area. The population density is low at 283 persons per
sq.km whereas the population density of the districts and talukas stand at 323 and 370 respectively.
As per Census 2011, the sex ratio in the project villages is 944 which is higher than the sex ratio of
the talukas (942), districts (936) and state (929).
The share of ST population is higher in the project villages (24.1 percent) than its taluka (20.3
percent), district (18.2 percent) but show relatively lower share of SC population (7.6 percent) than its
taluka (9.6 percent) and district (10.6 percent).The workforce participation ratio (WPR) is higher for
the entire State of Maharashtra at 67.4 percent, but the project villages show relatively low WPR at
51.4 percent whereas the literate population share is lower at 68.6 percent ) than its project talukas
(69.8 percent), project districts (70.4 percent).
Table 3.20 Demography details of MNSCEW Package IV
Particulars Project State Project Project Project

Districts Talukas Villages
Maharashtra Ahmednagar Kopargaon, 54 villages
& Nashik Igatpuri,
Sinnar
Area(sq.km) 307713 32995 2441.28 502.5
Total Population 112374333 10650346 902355 142155
Density per sq.km 365 323 370 283
Sex Ratio 929 936 942 944
Percentage of SC 10.2 10.6 9.6 7.6
population
Percentage of ST 15.9 18.2 20.3 24.1
population
Percentage of Literates 82.8 70.4 69.8 68.6
WPR (Rural) 67.4 52.3 50.7 51.4
3.17.2 Socio- Economic Profile of Project Villages
The socio-economic profile of the likely Project Affected Households has been prepared based on the
data generated by the Secondary data and primary survey conducted during 2016. The information
was collected by administering the census and socio-economic survey questionnaire to the Head of
the Household preferably otherwise to other adult member of the Household. The outcome of this
survey gave an insight in to the socio-economic condition of these PAHs, their priorities, expectations
and apprehensions.
91
3.17.3 Demography
3.17.3.1 Project affected villages and households
As per Census 2011, Sinnar taluka with 26 villages show highest affected population of 41.9% of total
project beneficiary population ; 32.4% in Kopargaon taluka (10 villages) and 25.7% in Igatpuri
Taluka (18 villages).
Figure 3.30: Population share taluka wise
Population Taluka wise
36477, 26%
46073, 32%
Kopargaon
Sinnar
Igatpuri
59605, 42%
Out of the affected project villages areas, larger impact will be seen on villages having high
population. It is observed that the villages of shall be impacted most in the following order-
Samvatsar ( 8.11 percent), Kokamthan ( 7.69 percent) , Chande kasare (3.43 percent) in Kopargaon
Taluka of Ahmednagar District and Shivade (3.39 percent), Pandhurli (3.13)in Sinnar Taluka of
Nashik District.
3.17.3.2 Sex Ratio
The sex ratio of Maharashtra State as per Census 2011 is 929. The average sex ratio of the project
village area is 944. It is observed that the following villages show higher female population than male
population in the following order- Senvad Bk. (1080), Taloshi (1016), Belgaon Tarhale (1011), Dauch
Kh. (933). Out of the total villages, 19 villages (about 34% of total affected villages) have sex ratio
more than the ratio of Maharashtra state.
3.17.3.3 Scheduled Caste and Scheduled Tribes
As regards vulnerability, it would be safe to say that poverty is actually a reason for making a section
of the population quite vulnerable. Though the data for families below poverty line for the project
village areas has to be collected through surveys, it would be safe to say that the families belongs to
SC and ST are the vulnerable.
As per Census 2011, out of the 54 villages, the villages that have higher percentage of Scheduled
Caste (SC) Population are- Village Pandurli (23.43 percent), Jeur Kumbhari (22.19 percent), Sayale
(21.60 percent), Chande kasare (21.43 percent), Pimpri Sadroddin (21.20 percent). The villages that
have higher percentage of Scheduled Tribes are- Gambhirwadi (99.60 percent), Kawaddara (91.79
percent), Khairgaon (82.78 percent), Senvad Bk (70.32 percent), Ubhade (66.92 percent). (Annexure
3.1)
3.17.3.4 Literacy
92
As per Census 2011, out of the affected villages, larger impact will be seen on villages having either
high and low literacy rates. The villages that show high literacy rates imply that the villagers have
better skills and education, thus ensuring better prospects for employment. Villages with low literacy
rates will become vulnerable. Also, social evils like poverty, child marriages, child labour, all types of
blind beliefs and superstitions are also some of the consequences of illiteracy
It is observed that the following villages have high literacy rates- Wavi (76.73 percent), Kawaddara
(76.52 percent), Patole (76.16 percent), Dubere (75.99 percent), and Dhondvirnagar (75.78 percent).
The literacy rate of Maharasthra State stands at about 82 % which is higher than the literacy rates of
the affected villages. (Annexure 3.1)
The villages with low literacy rates are Khairgaon (53.98 percent), Senvad Bk (54.25 percent),
Talogha (57.46 percent), Deole (58.63 percent), and Pimpri Sadroddin (58.85 percent). These villages
may show relatively more economic and social vulnerability. (Annexure 3.1)
3.17.3.5 Working Population
As per Census 2011, out of the affected villages, the villages that show high WPR imply that the
villagers have some form of employment and income, thus ensuring economic security. As per the
data below, we see high WPR in villages of Fulenagar (69.07 percent), Gambhirwadi (64.05 percent),
Awachitwadi (62.70 percent), Maldhon (62.59 percent), and Sawatamalinagar (61.38 percent).
Villages with low WPR are Talogha (29.83 percent), Pimpri Sadroddin (32.17 percent), Senvad Bk
(37.93 percent), and Marhal Kh (37.95 percent). Kawaddara (36.69 percent). Village with low WPR
make them susceptible to many economic and social vulnerabilities. Providing various employment
opportunities or creating multiple platforms for economic development shall reduce risks of such
villages. (Annexure 3.1)
3.17.3.6 Working Population: Main and Marginal
As per census definitions, the working population is divided into two categories- main workers and
marginal workers. As per the table below, amongst the working population, the percentage of main
workers is larger in the villages of – Dhamangaon (99.66 percent), Marhal Bk (99.32 percent), Sayale
(99.21 percent), Kanchangaon (99.20 percent), and Sawatmalinagar (99.01 percent). The percentage
of main workers in 99% which indicates the almost entire village population is employed.
Villages showing high percentage of marginal workers are- Pimpri Sadroddin (30.07 percent),
Gambhirwadi (28.99 percent), Patole (26.95 percent), Deole (23.56 percent), and Nandgaonsado
(24.12 percent). The percentages of marginal workers in villages range from 23-30%. More
population of marginal workers indicate their vulnerability to any form of disasters or accidents that
shall affect their source of income (Annexure 3.1).
3.17.4 Land and built property
3.17.4.1 Land
"Land is a delineable area of the earth's terrestrial surface, encompassing all attributes of the biosphere
immediately above or below this surface including those of the near-surface climate the soil and
terrain forms, the surface hydrology (including shallow lakes, rivers, marshes, and swamps), the near-
surface sedimentary layers and associated groundwater reserve, the plant and animal populations, the
human settlement pattern and physical results of past and present human activity (terracing, water
storage or drainage structures, roads, buildings, etc.)."
The primary landuse that will be impacted are agricultural lands which constitute 78 percent of total
land required for the proposed alignment of Package IV NMEW.
Classification of agricultural lands as per its use for cultivation:-
 Warkas land- The „warkas‟ land is the land of the poor productivity.
93
 Jirayat land (Dry crop) - Jirayat land is the land where cultivation is depends upon annual
rainfall.
 Bagayat or irrigated land- Cultivation of these lands is mainly dependent upon sources of
water other than rain.
 Rice land- In coastal and heavy rainfall area where main crop is rice.
The following table shows village-wise details of agricultural land types.
Table 3.21 Village wise agricultural land types
District Taluk Village Type of agriculture land Total

a Jiraya Bagaya Potkhara Ric Othe
t t b e r
Kopar- Taluka- 331.11 2.48 0.12 0.00 22.71 356.4
D-1 gaon Kopargaon 2
Ahmednaga Dhotre 46.98 0.53 0.12 1.29 48.93
r Bhojade 31.46 1.53 32.99
Kanhegaon 24.64 1.21 25.85
Samvatsar 37.25 2.04 39.28
Kokamthan 61.44 1.18 6.16 68.78
Jeur Kumbhari 23.96 0.41 24.37
Dauch Kh. 15.94 0.28 16.22
Chande Kasare 37.98 6.58 44.56
Ghari 16.94 1.35 18.28
Derde Korhale 34.53 0.77 1.87 37.17
Total Land in Ha. 356.4

2
D-2 Nashik Sinnar Taluka Sinnar 714.08 36.18 0.00 0.00 48.60 798.8
6
Pathare Kh. 32.28 0.60 32.88
Waregaon 24.20 0.58 24.78
Sayale 27.49 3.21 30.70
Maldhon 22.39 0.27 22.66
Dusangwadi 26.73 0.94 27.67
Wavi 37.02 2.82 39.84
Fulenagar 24.38 3.33 0.48 28.19
Marhal Kh. 29.10 2.77 31.87
Marhal Bk. 64.16 1.21 65.37
Khambale 65.20 3.68 68.88
Datli 21.13 0.15 21.28
Gonde 92.32 3.33 7.83 103.4
8
Dhondvirnagar 4.26 4.26
Patole 43.35 2.28 8.68 54.31
Dubere 28.57 2.46 31.03
Jayprakashnagar 10.73 2.93 2.17 15.83
Sonari 9.69 1.37 11.06
Sonambe 24.61 2.69 0.70 28.00
Konambe 21.46 21.46
Shivade 26.81 10.24 1.79 38.84
Ghorwad 13.76 2.11 15.87
94
District Taluk Village Type of agriculture land Total

a Jiraya Bagaya Potkhara Ric Othe
t t b e r
Borkhind 0.04 0.04
Sawatamalinagar 5.04 1.04 6.08
Pandhurli 14.31 6.98 1.51 22.80
Agas Khind 26.24 0.73 26.97
Belu 18.85 4.40 1.47 24.72
6
Igatpur Taluka Igatpuri 347.09 2.94 0.00 0.00 24.50 374.5
i 3
Shenit 0.94 2.94 0.88 4.76
Pimpalgaon Dukra 45.80 1.53 47.33
Kawaddara 7.48 7.48
Bharvir Kh 26.54 2.56 29.10
Dhamangaon 34.47 0.67 35.14
Gambhirwadi 19.36 0.44 19.80
Belgaon Tarhale 40.04 0.93 40.97
Dhamani 20.60 1.30 21.90
Pimpalgaon Mor 24.62 13.61 38.23
Ubhade 13.08 0.32 13.40
Deole 28.63 0.32 28.95
Khairgaon 9.41 9.41
Senvad Bk 7.70 7.70
Kanchangaon 2.85 0.04 2.89
Avachitwadi 20.05 0.21 20.26
Talogha 15.53 1.62 17.15
Taloshi 24.68 0.07 24.75
Taranganpada 5.31 5.31

3
All Total Land in Ha. 1530
From the table above, about 91 percent of total agricultural land all the agricultural land impacted are
non-irrigated ands (jirayat), whereas 27 perent are irrigated (bagayat), 6.2 percent are others nd 0.1
percent are potkharab lands.
95
Figure 3.30 : Types of agricultural lands
Agricultural Lands
Others, 6.20%
Potkharab,
0.10%
Bagayat, 2.70%
Jirayat
Bagayat
Potkharab
Jirayat, 91% Others
3.17.4.2 Ownership of Land
Land ownership can be categorised into the following- private ownership, government ownership,
common ownership and collective ownership. The land that will be affected in the proposed
alignment belong to two categories- private and government ownership.
Table 3.22 Village wise Land Ownership
District Taluka Village Land Ownership Total

Private Government Other
D1 - Ahmednagar
D-1 T1 - Kopargaon 335.79 17.87 5.11 358.77
D2 - Nashik
D-2 T2 - Sinnar 778.231 2.07 17.353 797.654
D-2 T3 - Igatpuri 374.53 0 0 374.53
Total 1488.551 19.94 22.463 1530
The following figure shows that almost 97 percent of the land required for land pooling is of private
ownership while the 1 percent is owned by Government of Maharashtra and 2 percent owned by
others. This implies that almost 97 percent of land shall need a compensation model for the private
owners of the lands.
96
Figure 3.31: Land ownership of lands affected in the proposed alignment of NMEW Package IV
Land Ownership
Other, 22.463,
Government, 2%
19.94, 1%
Private
Government
Other
Private ,
1488.551, 97%
3.17.4.3 Houses
As per census 2011, amongst the study village areas about 58 percent of beneficiaries have permanent
houses, while 33 percent have semi-permanent, 9 percent have temporary and rest unclassified. About
61 percent of the houses of the villagers are in good condition, 33 percent in liveable and 6 percent in
dilapidated condition. More than 50 percent of villages show good house conditions. Also, 56 percent
of villages have permanent houses. More than 90 percent of houses are owned. As per census 2011,
about 30 percent of households have 6-8 family members, 20 percent have 4-5 family members.
(Annexure 3.2).
From a preliminary alignment study, a total of 281 residential structures, 1 government guest house
and 46 temporary structures that lie in the ROW will be disrupted.
3.17.5 Social Infrastructure
Social Infrastructure is a subset of the infrastructure sector and typically includes assets that
accommodate social services. As set out in the table below, examples of Social Infrastructure Assets
include schools, universities, hospitals, prisons and community housing. Social Infrastructure does not
typically extend to the provision of social services, such as the provision of teachers at a school or
custodial services at a prison. The provision of accessible social and community infrastructure
contributes to the quality of life for all.
Social Infrastructure is a subset of the infrastructure sector and typically includes assets that
accommodate social services. As set out in the table below, examples of Social Infrastructure Assets
include schools, universities, hospitals, prisons and community housing. Social Infrastructure does not
typically extend to the provision of social services, such as the provision of teachers at a school or
custodial services at a prison. The provision of accessible social and community infrastructure
contributes to the quality of life for all.
3.17.5.1 Educational Facilities
Despite the government‟s efforts to improve literacy across the state, the average literacy rate in the
project area is about 68.6 percent. The educational infrastructure is limited to primary, middle,
secondary and senior secondary schools. The figure below highlights the share of the schools in the
project area.
97
Figure 3.32: Educational Facilitites in the proposed alignment of NMEW Package IV
Schools
Sr. Secondary,
Secondary, 17, 9, 6%
10%
Primary
Middle
Primary, 87,
Secondary
54%
Middle, 49, Sr. Secondary
30%
3.17.5.2 Source of water :
The study villages receive water from various sources- tap water, wells, hand pumps, tube wells, and
bore wells, springs, River, Canals, Ponds and other sources. About 50 percent of villages depend on
wells as a source of water; 35 percent get tap water. Villages in Nashik depends on well for water
whereas villages in Kopargaon receive water from wells and tap water. (Annexure 3.2).
3.17.5.3 Source of electricity
Amongst the houses that have source of lighting, 63 percent source of lighting is from electricity and
35 percent from kerosene (Annexure 3.2).
3.17.5.4 Toilets
Out of the 54 villages, about 76 percent do not have toilets. Only 22 percent have individual toilet
within the house premises while rest 2 percent have public toilet facility. Villages in Nashik district-
Jayprakashnagar, Sayale, Awachitwadi, Bharvir Kh, Deole, Gambhirwadi, Pimpalgaon Mor have
severe shortage of toilet facility. (Annexure 3.2)
3.18 Socio- Economic aspects affected due to alignment
The proposed alignment of NMEW Package IV shall have impacts on the three socio-economic
parameters of
 Demography especially the vulnerable groups of SC, ST, Women-headed HH, Illiterates, Non-
working population, Marginal workers
 Land and built property
 Social infrastructure
The following table shows the number of socio-economic aspects that shall be directly impacted due
to the proposed alignment.
Table 3.23 Affected Aspects
SN Social Aspects Nos/ Share Remarks

Vulnerable groups
1 High Female 35 percent of Loss of land, built structures, private and social assets
population villages shall directly impact their livelihood.
2 High SC population Less than 10 Proposed alignment of NMEW Package IV shall
percent of village provide various employment opportunities for
98
SN Social Aspects Nos/ Share Remarks

3 High ST population 50 percent of improvement of their livelihoob
villages in Nashik
district
4 High illiterate 90 percent villages
population have literacy rates
lower than
Maharasthra
5 High non worker 50 percent
population
6 High marginal 23-30 percent
population
Land & built property details
7 Agricultural Land These include lands where crops are cultivated. They
can be identified into two categories- Jirayat &
Bagayat. Loss of food sources and income from
agricultural produce.
8 Government Land These include lands owned by government. Loss of
reserved lands identified for development purposes.
9 Residential 281 Permanent loss of structure/Loss of
Structures accommodation/Displaced person needs to relocate
– physical relocation/ others can relocate on the
same plot
10 Government 1 Permanent loss of structure/Loss of
Structures accommodation
11 Temporary 46 Disruption of culverts
Structures
Social Infrastructure
12 Shades 132
13 Pylons 16 Permanent loss of pylons thus impacting the electric
grid network
14 Ponds 13 Ponds which are used for irrigation of agricultural
lands
15 Wells 216 Well which are used for domestic purposes and
irrigation of agricultural lands
99
Chapter 4. Anticipated Environmental Impacts

The existing environmental conditions have been described in the Chapter 3. In this chapter, the
impacts of the proposed project on the environment have been predicted. Impacts on various
environmental attributes during construction as well as operation and mitigate measures have been
discussed. Interaction of the project activities with environmental attributes is presented as activity-
impact matrix in Table 4.1.
Table 4.1 Activity - Impact Identification Matrix
# ActivitiesPhysical Biological Geology Topography

Environment Environment
Air Water Noise Flora Fauna Natural Drainage Soil
A. Construction Phase
1 Labour -ve/T -
Camp ve/T
Activities
2 Quarrying -ve/T -ve/T -ve/T -ve/T -ve/P
3 Material -ve/T -ve/T
Transport
& Storage
4 Earthwor -ve/P - -ve/T
k ve/T
5 Pavement -ve/T -ve/T -ve/T -ve/T - -ve/P
Works ve/T
6 Use of -ve/T -ve/T -ve/T -ve/T
Constructio
n
Equipment
Plantation +ve/P +ve/P +ve/P
Drainage +ve/P
Works
Toll Plaza -ve/T -ve/T
Constructi
on
Culvert & -ve/T -ve/T -ve/P
Bridge
Constructi
on
Stripping -
of Topsoil ve/T
Debris -ve/T -
Generatio ve/T
n
Oil & -
Grease ve/T
Constructi -ve/T -ve/T -ve/T -ve/T -ve/T -ve/P - -ve/P
on in ve/P
forest
areas
B. Operation Phase
1. Vehicular - ve/P -ve/P -ve/P -ve/P
Movemen
t
2. Impact on - ve/P -ve/P -ve/P -ve/P
100
# Activities Physical Biological Geology Topography

Environment Environment
Air Water Noise Flora Fauna Natural Drainage Soil
forest
areas
3. Toll -ve/P -ve/P
Collection
Where, -ve =Negative Impacts; +ve =Positive Impacts, T=Temporary, P=Permanent
4.1 Impact Assessment during Design Phase

The construction of expressway will have a substantial impact on the degradation and loss of natural
ecosystems, especially in less developed areas. Although the actual areas converted to highways may
cover only a small proportion of the region, but the fragmentation of habitats may caused by highway
development. The scale of both the habitat conversion and habitat fragmentation effects caused by
highway development varies with the size of the project. The impacts of projects also vary according
to the environmental setting, especially the degree of naturalness in the local and regional ecosystems.
4.1.1.1 Impact during Design Phase
The design phase involves the siting of the final right-of-way footprint and all aspects of structural
design and within design mitigations. By selecting such expressway parameters as width, slope, and
type of crossing structures (e.g., bridges), this phase actually determines the specific potential impacts
on adjacent and nearby ecosystems. While planning determines the general areas where habitat will be
destroyed or degraded (areas within the expressway corridor), design decides which specific locations
will be affected or avoided. For this reason, small-scale mitigations are most important in the design
phase.
This is the step where specific sensitive habitats can be avoided to the extent practicable. The
mitigation goal is to avoid ecologically sensitive areas and limit encroachments. Any measures to
minimize the amount of new highway construction in the alignment selection process will mitigate
against adverse impacts.
4.1.1.2 Mitigation Measures during Design Phase
Specific mitigations in the planning and design phase include the following:
 Avoid Forest area and wild life sanctuaries. In this case Kalsubai wild life sanctuary areas is
avoided by design options
 Utilize existing non-forest lands and transportation corridors
4.2 Impact Assessment and Mitigation Measures during Construction Phase

The impact during construction and operation phase will be localized and short term with permanent
changes in use of surrounding land as compared to the current conditions. Impact will be primarily
related to the civil works and less intensive impact is expected during erection of the equipment and
trial operation. The details are given in the section below.
4.2.1 Land Environment
4.2.1.1 Impact during construction phase

 Being green field project loss of agricultural land
 Generation and storage of spoils and debris due to construction activities.
 Changes in land-use pattern due to proposed new alignment.
 Other amenities / facilities development along the road
 All the existing physical features affecting project proposal like buildings, structures,
monuments, burial or cremation grounds, places of worship, railway lines, stream / river /
101
canal, water mains, severs, gas/oil pipes, crossings, trees, plantations, utility services such as
electric, and telephone lines and poles, optical fibre cables etc.
4.2.1.2 Mitigation Measures during construction phase

 Excavated earth materials shall be re-used to the maximum extent in site preparation.
 Asphalt wastes, debris and other wastes material shall be disposed of in environmentally safe
area with prior NOC from the authority / local governing body
 Indiscriminate dumping will be avoided.
 Labour and construction camps shall be constructed at the approved sites and away from
operation road.
 Indiscriminate settlement of workers shall be avoided.
 Haul roads and construction site shall be adequately maintained and not be directly connected
to main roads, wherever possible.
 Construction activities shall be kept confined to the ROW only.
 Proper protection measures and treatment is ensured for utility shifting. Schedule & estimate
is prepared for utility shifting, where necessary.
4.2.2 Soil Environment
Top-soil is a valuable resource for the vegetation. Accordingly, it shall be saved from proposed
alignment that will be disturbed during road construction.
4.2.2.1 Impact during construction phase
Top Soil Excavation:

Top soil will be generated due to clearing and excavation of the proposed alignment within formation
width. Top soil is important for cultivation as it supports agriculture and other vegetation growth. At
borrow area also loss of top soil is anticipated due to indiscriminate excavation of the area. Loss of
fertile top soil may be anticipated if not managed properly.
Oil Spillage / Disposal of Bituminous Waste:

During the construction activities, oil spillage, disposal of bituminous waste and construction
chemicals may contaminate the soil which can affect its fertility in the project proximity if proper care
is not taken. Compaction of soil and movement of construction vehicles and equipments consequently
leads to loss of fertility in the agriculture land beyond ROW. The proposed project road is a new
alignment and will be passing through mainly agriculture fields, so special attention is required to
avoid such problem.
4.2.2.2 Mitigation Measures during construction phase
Management of top soils will be done through suggested measures as below:

 Top soil shall be stripped from each site prior to any associated filling or sub-surface
excavation.
 It shall be saved by either stockpiling it adjacent to the proposed road formation, either
immediately upslope or down slope of extent of works, or by stripping it from the road
section about to be excavated and re-spreading it immediately onto the previously completed
adjacent section of road. If topsoil is to be stockpiled it shall be done above the excavation
site to avoid mixing it with excavated sub-soil.
 All the top soil will be preserved separately at earmarked site away from other construction
materials at site so as to avoid mixing with other materials or contamination.
 The top soil will be reused for grass turfing embankment slopes.
 The balance quantity of top soil will be reused for rehabilitation of borrow pits to restore the
biological characteristics of the area.
 Local community shall be encouraged to use the debris/excess materials to be disposed for
various development works, subject to their willingness
Mitigation measures to avoid impacts on soil:
102
 The proposed ROW boundary will be peg marked at site and movement of vehicles and
equipments will be restricted within proposed ROW only.
 The bituminous drums/tanks and oils would be stored by providing impervious raised
platform at construction camp sites with catch-pits around the platform to avoid any chance of
contamination of soil in case of spillage.
 Proper handling of spent wash from equipments and vehicle service station by providing
catch-pits and soak-pits around the service station to avoid contamination of land adjacent to
those sites.
Mitigation measures at Borrow / Quarry Areas:

 Material investigation is carried out for the reliable source before selection of the quarry/
borrow site
 On Wardha road from Nagpur, large construction activities are seen. The waste generated due
to the other construction activities around the ROW shall be utilized on the siteas per the
MOU between the civil contractor and the authorized vendor
 Also the structures on the alignment which may get demolish during construction. The debris
/ construction waste will be utilized in the expressway construction. The quantification of the
amount of waste is given in Section 4.2.10.1, Table 4.2 of this report
 Borrow materials for construction will be taken only from approved borrow areas
 Mass haul diagram for haulage purposes giving quarry charts indicating the location of
selected borrow areas, quarries and the respective estimated quantities is prepared which is
presented in Section 2.12 of Chapter 2 (material requirement) and Figure 2.22
 Borrow area will be selected as per Indian Road Congress Guidelines IRC SP: 10
 No earth will be borrowed from within the proposed ROW.
 The borrow area will be located preferably on non-productive, barren lands, raised lands,
waste lands and environmental considerations will be met with.
 The borrow pits will not be dug within 800m of town or village settlement.
 Bottom of the pits will be graded towards natural outfalls to prevent water accumulation
 All trees located within borrow area will be transplanted as per compensatory afforestation
policy
 The quarry material will be procured from licensed sites only, which operate with proper
licenses from Department of Mines and Geology. The necessary permissions for operating
shall be taken care of the civil contractor
 The quarry sites shall be suitably use for rain water harvesting reservoirs / as retention ponds.
The harvested water will be used for the project and supportive activities like rest areas,
admin buildings, watering the plants.
 Fly ash is available from Eklahare Power Station located within 20 km from the project road.
4.2.3 Ambient Air Quality
The ambient air quality in the project area varies at different locations. High values of PM10 and PM2.5
are observed in the stretch of start point of alignment. SO2 and NOx levels are found to be well within
limits at all the monitoring locations along the project roads.
4.2.3.1 Impacts - Emissions during construction stage
From Soil Excavation:

For the implementation of the road and the cross section/intersection construction, a huge volume of
soil is required to be excavated and transported. The approximate volume of soil that would be
excavated for the construction of the expressway shall be as below;
89000*120*2= 21360000 cu.mt or 7543212.00tonnes
On average, 0.15kg of suspended dust for 1cu.mt of excavated soil in normal temperature is generated
142400000kg or 50300MT.
103
The operation of the plants are in relation to the construction activities on site and making a
certain volume of fugitive dust and pollution. During the construction phase, dust emissions will be
emitted in the areas and deposited on the leaves of trees and other vegetation which may affect the
growth of the trees and other vegetation. Certain amount of dust and gaseous emissions will generate
during the construction phase from excavation machine and road construction machines. Pollutants of
primary concern include particulate matters i.e. PM10 and PM2.5. However, suspended dust particles
matter may be coarse and will be settled within a short distance of construction area. Therefore,
impact will be temporary and restricted within the closed vicinity of the construction activities only.
From Site Clearance:

 Site clearance and use of heavy vehicles and machinery etc.
 Transport of raw materials, borrow and quarry material to construction sites;
 Earthworks;
 Handling and storage of aggregates at the asphalt plants;
 Concrete batching plants and;
 Asphalt mixing plants due to mixing of aggregates with bitumen.
Generation of dust is a critical issue and is likely to have adverse impact on health of workers in
quarries, borrow areas and stone crushing units. This is a direct adverse impact, which will last almost
throughout the construction stage along the project road.
Emissions from Construction Equipment:

The construction material to be used for the expressway shall be sourced from the quarry sites and
borrow areas, the material from which are tested for suitability for the construction purpose. The
location and distance of these areas from the expressway alignment is discussed in the assessment of
impacts of the project. The location and the distance of the material procurement sites is given in the
table below.
Table 4.2 The coefficient of the generation factor – the bitumen mixing plant;
Process Coefficient of the generation factor (kg/ton of bitumen)

Batch PM10 Safety factor hs NOx SO2 VOCs CO
Using gas:
Without filter 2.2 E 0.013 0.0025 0.0072 0.17
With filter 0.0098 D
Using diesel:
Without filter 2.2 E 0.084 0.12 0.02 0.035
With filter 0.03 D
Constantly mixing
Using gas
Without filter 2.2 D 0.015 0.0017 0.022 0.028
With filter 0.0041 D
Using diesel
Without filter 2.2 D 0.038 0.028 0.03 0.018
With filter 0.015 D
Source: NPi Australia
t/h PM10 NOx SO2 VOCs CO

Capacity 100
Without filter Coefficient 2.2 0.038 0.028 0.03 0.018
Volume of waste (kg/h) 220 3.8 2.8 3 1.8
With filter Coefficient 0.015
Volume of waste (kg/h) 1.5 3.8 2.8 3 1.8
104
The emissions during construction phase would mostly be temporary in nature as the construction of
the expressway would require movement of the construction equipment on a constant basis further
ahead as the expressway construction progresses.
Quantification of Vehicular emission during construction period:

The construction material to be used for the expressway shall be sourced from the quarry sites and
borrow areas, the material from which are tested for suitability for the construction purposed. The
location and distance of these areas from the expressway alignment is discussed in the assessment of
impacts of the project. The location and the distance of the material procurement sites is given in the
table below.
Table 4.3: Locations of Various Material Procurement Sites along with their Distance from Row
Sr. Chainage Side Discription Lead Location Discription of Quarry

No. (LHS/ of Material (Km)from
RHS/ Proposed
BOTH) Road
1 565.000 RHS Aggregate 40 Mohu, Sinnar 3 Crusher Capicity 1000 CFT/Day,
(0mm to Contacr No: 8605008347,
20mm ) Gyaneshwar 9850319019, Raju
Patel
2 565.000 RHS Aggregate 40 Mohu, Sinnar 300 TPH, Contact No: Ashok
(6 mm to Shelke
80mm )
3 565.000 RHS Aggregate 35 Sinnar Ghat IV Stage Crusher Capicity 200
(10 mm to TPH. Sand Washing Machine
80mm) capacity 100 TPH, Daily Crushing
Capacity 2500 TPH Contacr No:
9822066071, Jayant D. Avhad
4 565.000 RHS Artificial 35 Sinnar Ghat IV Stage Crusher Capicity 200
Sand TPH. Sand Washing Machine
capacity 100 TPH, Daily Crushing
Capacity 2500 TPH Contacr No:
9822066071, Jayant D. Avhad
5 565.000 RHS RCC Pipe 50 Brahmanwadi Two Products: RCC Pipe and RCC
and RCC Manual Covers Production: MP2,
Manual MP3 and MP4; ISI Mark Products;
Covers Contact No: 9922355999, Sanjay
Jain 9922999619, Darshan Jain
6 565.000 RHS Fly Ash 70 Eklahara Dirk India Private Limited Plant
Address: Plot no. 348, Behind
Nashik Thermal Power Station,
Eklahara, Nashik
Sr. No Materail Location Lead (km)

1 Cement Mumbai 200
2 Steel Mumbai 200
3 Bitumen Mumbai 200
105
Table 4.4 Emission Levels of the Construction Vehicles during Procurement of Construction
Materials from the Quarries
Sr. Chainage Distance No of No. of VKT16 PM SO2 NOx CO

No. travelled Trucks trips per day (gm/day) (gm/day) (gm/day) (gm/day)
per trip per day
1 0.000+565.000 80 5 10 4000 4,960 1,01,600 1,960 1200
2 0.000+565.000 70 5 10 3500 4,340 88900 1715 1050
3 0.000+565.000 100 5 10 5000 6200 127000 2450 1500
4 0.000+565.000 140 5 10 7000 8680 177800 3430 2100
The emissions from the construction vehicles depend upon the distance travelled by a vehicle from the
quarry site to the construction site. The above table shows different emissions (PM, SO2, NOx & CO)
from the vehicles from different quarry sites during the construction period. The first column depicts
the chainage of the quarry sites from the start point. The distance travelled per trip is the distance
travelled by a construction vehicle from the ROW to the quarry site and back. For maintaining a
continuous supply of the construction material on site, 5 nos of trucks should carry out minimum 10
trips per day. Hence vehicles kilometer travelled (VKT) per day is calculated as the product of no of
vehicles, no of trips and the distance travelled from the construction site upto quarry site and back.
4.2.3.2 Mitigation Measures during construction stage
As a part of the mitigation measures, the contractor shall be advised to comply with the air pollution
dust control measures and keep the fugitive dust emissions below the NAAQS standards for PM10
and PM2.5. Also in order to keep a check on the dust emissions particular attention shall be paid to
implementing the following mitigation measures:
Mitigation Measures for Mobile Source Emissions:

 All vehicles, equipment and machinery used for construction will be regularly maintained to
ensure that the pollution emission levels conform to the SPCB norms.
 All the vehicles carrying construction material will be covered. Vehicles and machinery will be
regularly checked as per the NAAQ standard. Mixing equipment will be well sealed and equipped
with dust control removal devices.
 In order to curb the increased fugitive dust emissions in the project area due to vehicular
movement and raw material transport, provisions for sprinkling of water shall be made on all non-
metalled and earthen haul roads in the area. Sprinkling of water shall be carried out at least twice
a day on a regular basis during the entire construction period especially in the winter and summer
seasons. Special attention shall be given to all the haul roads passing through residential areas.
 Idling of delivery trucks or other equipments shall not be permitted during periods when they are
being unloaded or are not in active use;
Mitigation measures for Fixed Sources Emission:

All the stationary construction equipments/ plants like crushers and the batching plants will be sited
atleast 1 km way from the settlement towards downward direction and a minimum area of 200 sq.m
surrounding the site shall be devoid of vegetation.
 It will be ensured that the Contractor fulfils all the statutory requirements before establishing and
operating their own plant site and construction camps.
 All dust generating plants and equipments will be fitted with dust suppression system and
emission control devices and conform to the limits as prescribed in the standards;
 All the construction machinery and equipments shall be maintained regularly.
 Crushing and grinding machinery will be enclosed in a temporary structure inorder to prevent the
emission of dust particles in air. All the drilling operations are to be coupled with dust collectors.
16
VKT = Vehicles Travelled Kilometers.
106
 Areas prone to fugitive dust emissions (such as demolition, excavation and grading sites) shall be
stabilized by using water;
 Hazardous materials such as Furnace oil, LDO, etc, shall be stored in a leak proof safe container
to minimize the risk of bursting it into flames.
 The Excavated material will be watered and used to fill low-lying areas. This will minimize the
spreading of particulate matter into the atmosphere.
 After compacting, water will be sprayed on the earthwork twice a day to prevent dust emission.
 Workers and construction site will be provided with adequate numbers of personal protective
equipments, such as nasal masks, gloves, etc. to reduce the chances of exposure to dust and toxic
gases
 Regular monitoring of ambient air quality will be carried out as mentioned in the Environmental
Monitoring Plan.
 The proposed alignment passes through close to 15 receptive areas as shown in the table 4 above.
However, it is anticipated that there shall be no congestion or traffic jam since it is a high speed
corridor. There is a remote possibility of any point source vehicular pollution due to stationary
vehicles or slow moving vehicle which may adversely impact the close by settlements.
Mitigation Measures for fugitive dust impact:

All dust control measures recommended in the Air Pollution Control (Construction Dust) Regulation,
where applicable, will be implemented. Relevant dust control measures include:
 The works area for site clearance shall be sprayed with water before, during and after the
operation so as to maintain the entire surface wet;
 Restricting heights from which materials are to be dropped, as far as practicable to minimise
the fugitive dust arising from unloading/ loading;
 All the vehicles shall be washed to remove any dusty materials from the bodies and wheels
before leaving from the construction site inorder to prevent spreading of dust into atmosphere.
However, the spraying of water should be done carefully inorder to restrict the excessive
wastage of water.
 When a vehicle leaving a construction site is carrying a load of dusty materials, the load shall
be covered entirely by clean impervious sheeting to prevent falling of the construction
material which can result in spreading of dust into the atmosphere.
 The mixing and preparation of the construction material such as concrete or bitumen shall be
carried out by taking into account good management practices in terms of pollution creation
and dispersion.
4.2.4 Noise Environment
4.2.4.1 Impacts during Construction Phase
The impacts from noise during the construction phase is mainly due to the following stationary and
mobile equipments which are commonly used during the construction phase,
i) The trucks transporting the material,
ii) Construction equipment/machine,
iii) Concrete mixing plant,
iv) Pile driving machine,
v) Grubbing activities
vi) Generator
The noise is evaluated in particular construction activities as follows:

 Ready mix concrete plants: The quantity of concrete requirement shall be more during the
construction of the road, usually the practice is to locate the ready mix concrete plant near by the
construction site to maintain the better workability of the concrete. The huge machineries are used
for the mixing of the concrete which generates huge amount of noise and impacts to the nearby
environment. Therefore, it is essential evaluate the noise levels in and around the construction
site. According to the United States department of inland roads the maximum noise may produce
by the concrete mixing equipment is 90 dB up to the level 15 m far from the equipment; As the
107
distance from the source increases the noise level decreases so it is evaluated that, 6 dB may be
the decrease in the noise level as the distance of the receptor from the source increases by 2 times.
Therefore, the noise shall be 84dB, 78dB and 72dB with the distance of 6m, 12m, and 24m
respectively. The reduction is noise level at the distance nearly 200m is 55dB.
 Pile driving: The pile driving in the current era is totally mechanical, the equipment like diesel
hammer, Hydraulic pile drivers etc., may use in the construction of piles. These are some of the
equipment which will create ample amount of noise during the construction which in turn impacts
the inner and surrounding environment. So, it is essential to evaluate the noise level. According to
the United States department of inland roads, the noise level is about 105dB at the 15m from the
source.
 Excavation and backfilling: For the purpose of excavation and backfilling operations during the
construction phase the equipments like Dozers, Excavators, Tractors, Graders, etc., since these
equipments almost operates using the diesel engines. The noise generation may be high. Such
kinds of machine can produce the noise at 90 dBA within 15m. If all these kinds of machine are in
operation at the same time, noise shall be resonated (ex: noise shall be at 97 - 98 dBA if there are
6 machines are in operation at the same time).
 Power Generators: Power generators are used during the construction for operating the materials
lifts, girders etc. The noise during the operation of the generator will produce ample amount Noise
which impacts negatively to the working and surrounding environment. According to the United
States department of inland roads, the noise level generated by the generators shall be about 82 dB
at 15m distance from the source. Therefore, the highest level of noise shall be 70 dB at the
distance of 60m.
In the construction phase, noise from machineries/equipment shall cause some negative impacts on
the work place i.e. to the manpower. These impacts are considered as regional and temporary negative
impact because the noise can be promptly reduced in short distance to the residential areas. Acoustical
Canopies as per the CPCB Norms to reduce their Noise level to less than 75dB. Although the actual
noise levels are observed at approx. 85dB, it would not be a major disturbance to the noise
environment as they will be placed at different locations, i.e. near the respective building.
4.2.4.2 Mitigation Measures during Construction Phase
 All noise generating equipments will be installed sufficiently away from settlement areas.
 The main stationary noise producing sources such as generator sets shall be provided with an
acoustic shield around them. These can either be a brick masonry structure or any other
physical barrier which is effective in adequate attenuation of noise levels. A three meter high
enclosure made up of brick and mud with internal plastering of a non-reflecting surface will
be very effective in these regards.
 Vehicles and equipments used will be fitted with silencer and maintained accordingly.
 Noise to be monitored as per monitoring plan and if the noise level at any time is found to be
higher, then immediate measure to reduce noise in that area will be ensured.
 The noise value range must be lower than the standards. In the event the standards are not
met, the noise proof plates (for construction sites) are used to prevent the noise and
locate far from the fixed equipment some meters and far from mobile equipment 5m.
 Workers who work near to the big noise source must wear attenuation hats; the team of
workers with a large number members live for a long time at the construction site are
considered as a residential area and their sheltering areas must be far at least 250m
from the construction.
 Noise standards of industrial area/zone will be strictly enforced to protect construction
workers from severe noise impacts. All the workers working very close to the noise
generating machinery shall be provided earplugs to avoid any ill impacts on their health.
4.2.5 Water Use for Construction Activity
108
 Water bodies near construction sites may get polluted or over exploited
 Decrease in water table due to continuous withdrawal of ground water for the construction
works.
 In the project area sufficient numbers of surface water sources are available which can
cater to the water demand for construction purpose. Surface water as well as ground water
will be used for construction period as availability of sources. Therefore minimum impact
on water table is anticipated due to the proposed project.
 Water will be required for earthwork, compaction and other construction purposes. Water
will also be required for dust suppression at different locations during construction. At
workers camp, construction site relatively small quantity of water will be required for
drinking and other domestic purposes. The water demands for the construction work may
pose severe stress on the public water supply. It is estimated that about 558 KLD of water is
required for various construction works and at camp sites.
 It will made mandatory in the agreement that during construction contarctor shall not
draw water from any water supply scheme. Contractor can make individual arrangements
from farmers to draw water from open weels provided if contractor ensures rain water
recharging facility for the well for equal or more amount of water.
 Borrows shall be re-developed as a water catchment area.
 The unlined roadside drains in rural stretches shall be connected to water bodies like nalas/
rivers/ drains near the culverts and bridges
 The Contractor will arrange their water demand from separate sources so as not to interfere
with the normal public water supply. Water from surface water source will be used for
construction works with requisite permission from concerned Irrigation Department.
However, when the surface water is not available during lean period, approved bore-well
from Central Ground Water Authority may be used with prior permission from the competent
authority.
4.2.6 Water Resources – Surface Water
4.2.6.1 Impacts on Drainage during Construction Phase
 Incidence of water stagnation due to obstruction of drainage on the on-set of monsoon.

 Incidence of accidents in case of blockage of drainage spouts that create water pool on road.
 Increase of flood duration due to obstruction of natural drainage in construction of high
embankment.
 Blockage of existing drainage in courses of earth work.
 In the project, construction of bridges is proposed to across the canals / rivers / nalla. Bridge
constructions require foundation works in the canal bed which includes excavation, drilling
and piling works. Minor disturbance of the water flow may likely to occur due to piling and
drilling works inside the canal bed for establishing bridge foundations. However these are
standard practices for bridge construction works.
 Bridge foundation works may result into generation of some quantity of debris materials due
to excavation and drilling works. These wastes may cause temporary increase in turbidity and
thereby contaminating the water but such situation will occur only for short duration. The
impact of increase in turbidity and siltation can be mitigated by providing coffer dams and silt
trap around the foundation site before start of piling/drilling works.
 The hydrological and hydraulic studies have been carried out in accordance with IRC Special
Publication No. 13 and IRC: 5. These investigations are carried out for all existing drainage
structures along the road sections under the study.
109
 For Major Bridges, history of hydraulic functioning of existing bridge, under flood
situation, general direction of river course through structure, afflux, extent and
magnitude of flood, effect of backwater, aggradation/degradation of bed, evidence
of scour etc. will be studied
 The presence of flood control/irrigation structures was studied to check concentration of
flow, scour, silting of bed, change in flow levels, bed levels etc. The Consultants have
collected information on HFL, LWL, high tide level (HTL), low tide level (LTL, discharge
velocity etc. from available past records, local inquiries and visible signs, if any, on the
structures.
 The bridge construction works will be carried out only during lean period when water flow in
the canal / river / nalla is minimum.
 94 CD structures are proposed for the drains coming across the alignment. There are 2 major
river crossings over which 2 major bridges are proposed. 8 minor bridges for canal crossings
are proposed. The catchment area and peak runoff are taken into consideration for design of
CD structures and bridges. For efficient drainage system Clause 309 of MORTH
Specifications, IRCSP42, IRCSP 50 and IRCSP90 as relevant shall be followed
 The requirement for roadside drainage system with proposed cross drainage system
are checked, designed for road segments passing through urban areas and for sections with
super-elevated carriageways
 Adequate drains facilities (longitudinal, median and chute drains) shall be provided along the
road to facilitate the stability of road carriageway. It prevents soil erosion also.
 Adequate facilities of drainage at construction site and camp in order to avoid stagnant water
pools that also lead to soil erosion and incidence of diseases.
 The drainage system is designed by integration with local storm water drainage in village/
urban stretches and drainage design for intersections. Wherever feasible a rain harvesting
system for outfalls are designed showing locations of turnout/ outfall points with details of
outfall structures fitting into the natural contours. Drainage design also covered Intra
pavement drainage. One layer of granular sub-base course has been extended to the full width
of the embankment to permit intra pavement drainage.
 Drainage of high embankments: Embankments greater than 3 m in height has been provided
with a system of kerbs and chutes to dispose off surface water safely without causing erosion.
Roadside Drain: Open channel type roadside drains connected to suitable outfall channels are
provided on either side of the highway in open country side while covered drains are provided
in built-up areas. These drains will be deleted at locations where the natural ground slopes
away from the highway at a slope steeper than 0.5%. All the drains are designed for a flood
havingafrequency of 1 in 10 years.
 The alignment will cross Godawari River near Kokamthan. At downstream Shingawe and
Vari are the main villages where the Godawari water may used as drinking / domestic water
source. In case of any emergency like accidental spillage in water course, the quality of water
may get impacted in the area / downstream where it is used as major drinking water source. In
such case, contractor will contact the nearby authority like Police station, Gram Pacnchayat /
Municipal Council for quick action. The table given below is showing the emergency contact
numbers.
Table 4.5 Energency Numbers
Sr. No Village Emergency Contacts

1 Samvatsar- Hospitals: Sai Seva Hospital, Bank Road, Kopargaon
Kokamthan Contact No. +(91)-2423-227127
Atma Malik Hospital, Kopargaon Highway, Kokamthan
Contact No. +(91)-7304755655
Police station: Kopargaon Police station
Contact No. +(91)-2423-222333
Fire Station: Ahmednagar Fire Station, Old Municipal Corporation
Building, Ahmednagar.
Contact No. +(91)-241-2323370, 2328837
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2 Vari Gram Panchayat: Vari savkar chowk namapur gram namapur

3 Nashik Irrigation Department, Trimbak Road, Nashik 422002
4 Talogha Police station: Igatpuri Police station
+(91)-2553-244004
Hospital: Central Railway Hospital, Igatpuri
Fire Station: Nashik Fire Station, Cidco
Contact No: +(91)- 2423- 2393931
4.2.7 Worker’s Camp during Construction Phase
 Influx of construction work-force to construct temporary tents.

 Likely deterioration in sanitation and hygiene conditions due to inflow of construction
labourers.
 Temporary camps shall be constructed at designated sites with adequate sanitation, drinking
water supply.
 Proper accommodation will be provided in the locality for the migrant construction engineers.
 It shall be ensured that the workers are provided with adequate ancillary facilities i.e.
sanitation at camps, drinking water, lavatories, first aid facilities and temporary electrification
(if possible).
 It will be ensured through contract agreement that the construction workers are provided fuel
for cooking to avoid cutting of trees for fuel wood.
 Regular cleanliness health check-ups at camps.
4.2.8 Ecology
The construction of expressway will have a substantial impact on the degradation and loss of natural
ecosystems, especially in less developed areas. Although the actual areas converted to highways may
cover only a small proportion of the region, but the fragmentation of habitats may caused by highway
development. The scale of both the habitat conversion and habitat fragmentation effects caused by
highway development varies with the size of the project. The impacts of projects also vary according
to the environmental setting, especially the degree of naturalness in the local and regional ecosystems.
4.2.8.1 Impact during Construction Phase
The construction phase involves the vegetation removal, earth moving and road building activities
that actually impact on sensitive locations. The specific operation of construction activities may
determine the severity of impacts such as erosion and disturbance. In addition to physical destruction
of habitat within the footprint, soil erosion and other forms of pollution are the primary impacts in this
phase. Mitigations involving both the timing and performance of these activities can dramatically
reduce these later adverse impacts. Total about 23.458 Ha of Reserve Forest is coming in the
alignment in total 7 pockets and needs diversion of the same. In detailed survey for fixing the ROW
and it is concluded that about 6893 tree will get cut in non-forest area and about 1141 trees from
forest areas.
The principal mitigation measure in the construction phase is strict application of standard
specifications for erosion and sediment control, including routine inspections. The trees to be cut will
be kept at the minimum level. No construction vehicle will be allowed to enter into
the dense vegetation area.
 During construction, proper care will be exercised to avoid additional loss/cutting of trees.
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 Construction camp will be sited at least 2 km away from the forest area or away from huge
habitations.
 To balance the ecological loss, compensatory afforestation will be done as per the clearance
condition laid down by the forest department.
 Compensatory afforestation plan is proposed on the identified CA land near Igatpuri for the
forest area impacted. The procedure is followed as per the Forest Department and MoEFCC
Guidelines.
 The trees from non- forest area will be planted in the ratio of two trees / tree cutting. It is
estimated that 144000 trees will be planted along the road side and amenity areas at 100 trees
/ ha ratio or 1200 trees / km.
4.2.9 Health and Safety
Health and safety are of major concern during the construction as well as operational phases. The
impact on health and safety can be envisaged for both workers at site and road users as well as
inhabitants of nearby to the project areas.
 Emission of gaseous pollutants and dusts are major result of various processes like material
treatment, stone crushing, and asphalt preparation. This emission effect is only for short term
till the construction work is over but the effect may be significant from the point of view that
the workers are directly exposed to these emissions.
 Apart from this, safety risks to road workers, primarily in the areas of storage and handling of
hazardous materials, and in operation of heavy machinery close to traffic, slopes, power line
and water courses, are also involved during the construction works.
 The dust and gaseous pollutant generation in the sections near settlement areas are likely to
affect the health of people residing in the close proximity of the proposed alignment.
 Excavation of borrow pits on both sides of the roads within and outside the proposed ROW
can create unhealthy aesthetics and also enhance the risk of water borne diseases.
 These areas provide ideal breeding zones for flies and insects due to stagnant water in borrow
pits enhancing the possibility of spreading of diseases.
 The vehicles and equipment operation increase the chances of collision with vehicles,
pedestrians and livestock.
 The plants and equipments will be installed sufficiently away from settlements.
 All the construction equipments and vehicles will conform to the emission standards
stipulated by the MPCB / CPCB.
 Safe working techniques will be followed and all the workers will be trained.
 All the workers will be provided with proper personal safety equipments at construction site.
 Proper traffic management will be ensured at the construction zone.
 An Emergency Response System in case of any incidents will be developed and implemented.
 Periodical health check facility for workers will be provided at camp sites.
 Placement of warning signals for the protection of the site personnel at various sites, e.g.,
safety sign shall be appropriately posted at various places at site to advice workers regarding
wearing of PPE.
 Barricade/fencing/displaying of warning sign by way of red flags/tape/lighting/paint etc. shall
be provided at the construction site.
 Proper stacking of all material in designated areas posing risk of incidents /accidents due to
flammable and combustible material
 Material Safety Data Sheets (MSDS) shall be posted at the site-store stocking hazardous
material and/or chemicals, hydrocarbons, engine oils, compressed flammable gases,
acids/alkalis etc.
 MSDS shall also be posted at sites, where such material is used, to guide the personnel with
handling and usage instructions.
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 Environment Management Cell (EMC) shall have safety officer. Proper health and safety
communication at site including installation of safety board at the site office where critical
project specific safety data is displayed including number of accidents/incidents during a
period, number of trees to be planted and already planted, first aid information, important
safety notices / posters / newsletters / banners for the information of site personnel etc.
 Educational systems shall be followed at site to communicate health & safety policies
 In-house trainings/seminars like induction & tool box training at site shall be conducted
regularly and recorded.
 Mechanism for incidents/accidents reporting and investigation shall be put in place at the site.
 Alcohol/drug policy shall be properly communicated to the site personnel and displayed at
public/works sites.
 Awareness programmes shall be conducted among workers regarding HIV/AIDS and other
sexually transmitted diseases to avoid the spread of such disease in the community
4.2.10 Solid Waste Generation

Quantification of Solid waste Generation:
Demolition waste:
To calculate demolition waste due to alignment construction, we took 3 kms stretch considering the
maximum number of structures on the stretch from starting point i.e. Kopargaon to Dhotre. Here we
found about 31 ground structures which will demolished as coming in the alignment. We assumed
that about 400 kg / sq.mt of demolition waste will be generated as per Technology Information,
Forecasting and Assessment Council (TIFAC 2009). About 1029 tonnes of demolition waste will be
generated in 3km stretch. The details are as follows.
Table 4.6: Demolition Waste Management
Structure no Area (in Sq.m) Demolition Waste @ 400 kg / sq.mt

1 72 28800
2 14 5600
3 45 18000
4 35 14000
5 82 32800
6 200 80000
7 100 40000
8 300 120000
9 5 2000
10 7 2800
11 8 3200
12 10 4000
13 11 4400
14 200 80000
15 300 120000
16 150 60000
17 27.4 10960
18 25 10000
19 32 12800
20 170 68000
21 200 80000
22 150 60000
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Structure no Area (in Sq.m) Demolition Waste @ 400 kg / sq.mt

23 115 46000
24 10 4000
25 13 5200
26 14 5600
27 75 30000
28 45 18000
29 50 20000
30 40 16000
31 68 27200
TOTAL
AREA 2573.4 1029360
Construction Waste:
According to the TIFAC's, thumb rule a new construction of highway generates 40-60 kg of
Construction waste per sq m. considering the total area of the project as 1520.4 sq.mt pf project area
approximately 77 tonnes of construction waste generation is expected.
Municipal Waste from Workers Camp:

Considering 200 residential workers at each camp site 90 kg/day of municipal waste is expected
amongst which 68 kg/day is organic waste and 22 kg/day is inorganic waste.
Biomass from Tree Cutting:

The AGFB of a tree is the sum of the biomass of its trunk, branches, leaves and reproductive organs-
flowers and fruits. In our study the non-destructive methods are used (MacDicken, 1997; Bohm, 1979;
Santantonio et al 1997). These methods rely on calculations of BGFB for similar types of vegetation
and coefficients as reported in the literature.
Biomass was estimated by multiplying the bio volume with the wood density of tree species. Standard
average wood density of 0.6 gm/cm3 was used for computation (Nagpur district Gazetter (revised)
Vol. 20, 1954).
b =K * D2 * H
B=SD * b
Where b=Biovolume
K=Constant (0.4)
D2=Diameter at breast height
H=Height of the plant
B=Biomass
SD=Specific density of wood
From the allometric equations described above, AGFB was calculated as a sum of all the individual
tree biomasses in whole the alignment stretch.
Root biomass measurement is a necessary component of detailed investigations regarding the total
biomass of an individual tree.. They are derived from the measurement of the aboveground biomass
for deciduous forest.
Belowground biomass = 0.30 * Aboveground biomass
The total Above Ground Biomass of the trees which will get cut is expected to be 22118 tonnes
considering the average Height as 10 meters and Diameter at Breast height as 50 cm. The below
ground biomass is expected as 6635 tonnes.
4.2.10.2 Mitigation during Construction Phase
The above-mentioned waste materials have the potential to cause adverse environmental impacts
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during generation, storage, transport and disposal. The principal adverse effects relate to dust, water
quality, general health and safety and visual impacts. Potential hazards associated with the
inappropriate handling of chemical wastes include effects on human health (i.e. dermal and toxic
effects with respect to site workers), phyto-toxic effects to vegetation, contamination of the soil,
ground waters and surface water following spillage, risk of fire or explosions and discharge of
chemical wastes to sewer and potential disruption of the sewage treatment works.
If not appropriately managed, municipal wastes generated by site workers have a potential to cause
impacts in terms of nuisance, insects and vermin. This may give rise to adverse environmental
impacts for both site workers and site neighbours, which could include odour nuisance if putrescible
material is not collected on a frequent basis, wind-blown material causing litter problems, if it is not
well maintained and cleaned regularly.
Table 4.7: General Waste Management for Contractor
Waste Type Control Measures Proposed Disposal

Method
General  Minimization of waste generation for disposal (via
Requirements reduction/recycling/re-use)
 Segregating waste materials according to type to facilitate re-use
and recycling
 Separation of inert construction and demolition materials for
either re-use on-site or use as material fill
 During demolition works, segregating materials at source as far
as practical
 Co-ordinate material deliveries to site in order to minimize
storage times on site and the likelihood of causing damage
 Training site staff in waste minimization practices
 Transport of wastes off site as soon as possible
 Maintenance of accurate waste records
 Use of re-useable metal hoardings / signboards
 No on-site burning will be permitted
Vegetation  Major possibility will be checked that if the trees can be Reused / handover to
from transplanted the surrounding
preparatory  The trees which can be transplanted will be planted later in the vendors.
works compensatory afforestation area and road side plantation areas The cut trees
 Segregation of vegetation materials to facilitate disposal
 In site mulching by contractor to reduce bulk and review of
opportunities for possible use within landscaping areas
Demolition  Segregation of materials to facilitate reuse / levelling of the Pre designated
waste areas / disposal disposal site
 Appropriate stockpile management
Excavated  Segregation of materials to facilitate disposal /reuse Re-use of Suitable
materials  Appropriate stockpile management material on site.
 Re-use of excavated material on or off site (where possible) Disposal of
 Special handling and disposal procedures in the event that Unsuitable materials
contaminated materials are excavated to pre-designated
disposal site
Construction  Segregation of materials to facilitate recycling/reuse (within Public fill for inert
waste designated area and in appropriate containers/stockpiles) wastes.
 Appropriate stockpile management Disposal to landfill
 Planning and design considerations to reduce over ordering and for Material
waste generation unsuitable for
 Recycling and re-use of materials where possible (e.g. metal, public filling
wood from hoardings, formwork)
 For material which cannot be re-used/recycled, collection shall
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Waste Type Control Measures Proposed Disposal

Method
be carried out by an approved waste contractor for landfill
disposal
Construction  Storage within locked, covered and bunded area Chemical Waste
Chemical  Storage area shall not be located adjacent to sensitive receivers collection by a
waste e.g. drains licensed agency
material  Minimize waste production and recycle oils/solvents where
possible
 A spill response procedure shall be in place and absorption
material available for minor spillages
 Use appropriate and labelled containers
 Educate site workers on site cleanliness/waste management
procedures
 Collection by a licensed chemical waste collector
Municipal  Waste shall be stored within a temporary refuse collection Composting
waste facility, in appropriate containers prior to collection and disposal
 Regular, daily collections are required by an approved
waste collector and recycler
4.3 Impact Assessment and Mitigation Measures during Operation Phase
4.3.1 Air Environment
4.3.1.1 Identification of Sources
As the proposed expressway is a carriageway, the major source of pollution shall be the traffic plying.
Also the extrapolated traffic base on the seasonal correction factor and the gross domestic product and
net state domestic product have been provided in Table 4.8, 4.9 and 4.10.
As the project is an expressway, it becomes indispensable to understand the traffic distribution and
connectivity with the other highways. The existing road network running analogous to the proposed
corridor includes NH-50, NH-3 and AH-47 respectively at Nashik, NH-3 at Sinnar village, SH-47 and
SH-7 at Kopargoan village. The Package IV of project stretch, which is having approximate
length of 118.300 km, is divided into three homogeneous road sections namely Igatpuri Sinnar,
Kopargoan on the basis of the major traffic generation and dispersal nodes located along the project
road as discussed in Chapter 2 in traffic section. Traffic volume count data for 7 days at three
was averaged to determine Average Daily Traffic (ADT). Location wise ADT by vehicle type
and its incremental numbers is presented in following Tables.
Table 4.8 :Traffic Projection for Section 1 Kopargaon to Sinnar
Modes Car/Jeep/V Std Bus LCV/ 2-Axle 3-Axle Multi Total

an/Taxi (Govern Tempo Truck Trucks Axle
ment) Trucks
2016 0 0 0 0 0 0 0
2017 0 0 0 0 0 0 0
2018 0 0 0 0 0 0 0
2019 9636 1068 457 365 451 462 12439
2020 10356 1158 515 411 508 521 13469
2021 11151 1256 579 461 572 586 14606
2022 14308 1582 684 548 673 689 18483
2023 15242 1698 759 607 747 765 19819
2024 16254 1823 841 672 828 849 21267
116
Modes Car/Jeep/V Std Bus LCV/ 2-Axle 3-Axle Multi Total

an/Taxi (Govern Tempo Truck Trucks Axle
ment) Trucks
2025 19421 2156 961 770 945 967 25219
2026 20634 2307 1059 847 1042 1067 26955
2027 21949 2470 1165 931 1147 1175 28836
2028 22678 2560 1224 977 1206 1235 29879
2029 23447 2655 1286 1026 1268 1299 30980
2030 24258 2756 1352 1078 1333 1366 32142
2031 25157 2867 1425 1136 1405 1440 33430
2032 26108 2985 1502 1196 1482 1519 34792
2033 27115 3110 1583 1261 1563 1602 36233
2034 28180 3242 1670 1329 1648 1690 37759
2035 29307 3382 1761 1401 1739 1783 39372
2036 30558 3537 1863 1481 1840 1887 41166
2037 31887 3701 1971 1566 1947 1996 43068
2038 33296 3876 2085 1657 2061 2113 45087
2039 34791 4061 2207 1752 2181 2237 47228
2040 36377 4258 2335 1854 2309 2368 49501
Table 4.9 :Traffic Projection for Section 2 Sinnar to Igatpuri
Modes Car/Jeep/Van/Taxi Std Bus LCV/ 2-Axle 3-Axle Multi Total Modes
(Government) Tempo Truck Trucks Axle
Trucks
2016 0 0 0 0 0 0 0 2016
2017 0 0 0 0 0 0 0 2017
2018 0 0 0 0 0 0 0 2018
2019 7006 818 476 382 467 478 9626 2019
2020 7725 907 534 427 525 537 10656 2020
2021 8520 1006 598 478 589 603 11793 2021
2022 10239 1194 715 576 701 717 14144 2022
2023 11174 1310 791 636 776 794 15480 2023
2024 12185 1435 873 700 857 877 16928 2024
2025 14484 1686 1030 832 1007 1029 20068 2025
2026 15697 1836 1128 909 1105 1129 21804 2026
2027 17012 1999 1234 993 1210 1237 23685 2027
2028 17741 2090 1293 1040 1269 1297 24728 2028
2029 18509 2185 1355 1089 1330 1361 25829 2029
2030 19321 2285 1421 1141 1396 1428 26991 2030
2031 20220 2397 1494 1198 1468 1502 28279 2031
2032 21171 2515 1571 1259 1544 1581 29641 2032
2033 22178 2639 1653 1323 1625 1664 31082 2033
2034 23243 2771 1739 1391 1711 1752 32608 2034
2035 24369 2911 1830 1464 1802 1845 34221 2035
2036 25621 3066 1932 1544 1903 1949 36015 2036
2037 26949 3231 2040 1629 2010 2059 37917 2037
2038 28359 3405 2154 1719 2123 2175 39936 2038
2039 29854 3591 2276 1815 2244 2299 42078 2039
2040 31440 3787 2404 1916 2372 2430 44350 2040
117
118
Table 4.10 : Traffic Projection for Section 3 Igatpuri to Talegaon
Modes Car/Jeep/Van/Taxi Std Bus LCV/ 2-Axle 3-Axle Multi Total Modes
(Government) Tempo Truck Trucks Axle
Trucks
2016 0 0 0 0 0 0 0 2016
2017 0 0 0 0 0 0 0 2017
2018 0 0 0 0 0 0 0 2018
2019 8258 937 457 364 450 461 10928 2019
2020 8978 1026 515 410 508 520 11958 2020
2021 9773 1125 579 461 571 586 13095 2021
2022 12056 1367 676 540 665 681 15986 2022
2023 12990 1483 751 600 740 758 17322 2023
2024 14002 1608 833 664 821 841 18770 2024
2025 16960 1922 958 767 942 964 22513 2025
2026 18173 2072 1056 844 1039 1064 24249 2026
2027 19488 2235 1162 928 1145 1172 26130 2027
2028 20216 2325 1221 975 1203 1233 27173 2028
2029 20985 2421 1283 1024 1265 1296 28274 2029
2030 21796 2521 1349 1076 1330 1363 29436 2030
2031 22695 2633 1422 1133 1403 1437 30723 2031
2032 23647 2751 1499 1194 1479 1516 32085 2032
2033 24653 2875 1581 1258 1560 1599 33527 2033
2034 25718 3007 1667 1326 1646 1687 35052 2034
2035 26845 3147 1758 1399 1737 1780 36666 2035
2036 28097 3302 1860 1479 1837 1884 38459 2036
2037 29425 3467 1968 1564 1944 1994 40361 2037
2038 30834 3641 2082 1654 2058 2111 42380 2038
2039 32329 3827 2204 1750 2178 2234 44522 2039
2040 33915 4023 2333 1851 2306 2366 46794 2040
The location wise SCFs considered for calculating AADT from ADT. SCF of Petrol is considered for
Two-Wheeler AADT calculation, average SCF of Petrol and diesel is considered for AADT
calculation of Cars, SCF of diesel is considered for calculation of AADT for Bus, LCV, 2-axle, 3-
axle, MAV and HMV modes. The AADT values of base year (2016) has been used for the traffic
volume projection up to year 2039 and projected traffic volume for 30 years has been used in Life
cycle cost analysis for pavement and for projecting the toll revenue.
4.3.1.2 Methodology
The mitigation prediction is identified by utilization of Caline 4 software. It is based on the Gaussian
diffusion equation and employs a mixing zone concept to characterize pollutant dispersion over the
roadway. The purpose of the model is to assess air quality impacts near transportation facilities. Given
source strength, meteorology and site geometry, CALINE4 can predict pollutant concentrations for
receptors located within 500 meters of the roadway. In addition to predicting concentrations of
relatively inert pollutants such as carbon monoxide (CO), the model can predict nitrogen dioxide
(N02) and suspended particle concentrations. It also has special options for modeling air quality near
intersections, street canyons and parking facilities.
119
The impact identification is carried out by considering the traffic plying on three section is provided
with a square grid as illustrated below. The impact simulation is carried out by taking the following
parameters as input for Caline 4.
Section 1- Kopargaon to Sinnar having a total span of 30km is provided with a grid of 6X6km
Section 2- Sinnar to Igatpuri having a total span of 60km is provided with a grid of 10X10Km
Section 3- Igatpuri to Ghoti having a total span of 30km is provided with a grid of 6X6Km
Section 1:
CO:
FY2019 FY2029
FY2039
Incremental Levels of CO – Section 1
Result in ppm
Receptors 2019 2029 2019
R1 0.6 1.2 1.8
R2 0.6 1.1 1.6
R3 0.6 1.1 1.6
R4 0.8 1.6 2.3
R5 0.4 0.6 0.9
120
NOx:
FY2019 FY2029
FY2039
Incremental Levels of NOx – Section 1
Result in ppm
Receptors 2019 2029 2039
R1 0.1 0.1 0.1
R2 0.1 0.1 0.1
R3 0.1 0.1 0.1
R4 0.12 0.13 0.15
R5 0.12 0.13 0.14
121
Particulates:
FY2019 FY2029
FY2039
Incremental Levels of Particulates – Section 1

Result in ppm
Receptors 2019 2029 2039
R1 93.2 95.8 98.2
R2 93.1 95.4 97.6
R3 93 95.3 97.4
R4 93.9 97.4 100.7
R5 92.2 93.2 94.2
122
Section 2:
CO:
FY2019 FY2029
FY2039
Result in ppm
Receptors 2019 2029 2039
R6 0.4 0.6 0.9
R7 0.5 0.9 1.3
R8 0.4 0.7 1.1
R9 0.5 1 1.6
R10 0.5 1 1.6
123
NOx:
FY2019 FY2029
FY2039
Result in ppm
Receptors 2019 2029 2039
R6 0.1 0.1 0.1
R7 0.13 0.16 0.19
R8 0.13 0.15 0.17
R9 0.14 0.18 0.21
R10 0.1 0.1 0.1
124
Particulates:
FY2019 FY2029
FY2039
Result in ppm
Receptors 2019 2029 2039
R6 84 85.1 86.1
R7 84.4 86.2 88
R8 84.2 85.5 86.9
R9 84.7 86.8 89.1
R10 84.6 86.8 89
125
Section 3:
CO::
FY2019 FY2029
FY2039
Result in ppm
Receptors 2019 2029 2039
R11 1.2 1.7 2.3
R12 1.1 1.5 1.9
R13 1 1.2 1.4
R14 1.1 1.5 1.9
126
NOx:
FY2019 FY2029
FY2039
Result in ppm
Receptors 2019 2029 2039
R11 0.11 0.13 0.14
R12 0.1 0.1 0.1
R13 0.1 0.1 0.1
R14 0.1 0.1 0.1
127
Particulates:
FY2019 FY2029
FY2039
Result in ppm
Receptors 2019 2029 2039
R11 100.5 98.3 100.5
R12 98.8 97.2 98.8
R13 96.6 95.9 96.6
R14 99.1 97.4 99.1
4.3.1.3 Impact during Operation Phase
To assess the impact on air quality of the project area during operation phase, air pollution dispersion
modelling was carried out using future traffic projections. The modelling was carried out using
CALINE-4, line source model developed by the California Transport Department. Carbon
monoxide (CO) is the main component of the vehicular pollution. So, prediction of CO concentration
is representative of the impacts of air pollution due to traffic movement.
The baseline monitoring carried out for the project is incorporated in the simulation run to procure the
cumulative impact for the future years. The monitoring locations have been also taken to be the
128
receptors for the future years as these are essentially the inhabited areas within 5km distance from the
proposed expressway.
Out of the entire alignment, 14 critical locations were identified. Details of which is given in the table
above. Further analysis was carried out on these 14 areas and the 7 critical locations are AQ1 –
Dhotre, AQ2 – SH47 & alignment intersection, AQ 4– Pohegaon, AQ6 – Vavi village, AQ9 –
Sonambe, AQ10 – Agaskhind, AQ14 – Talegaon.
The emission benchmarks as per the NAAQS standards are given in the table below. The results of
the simulation shows that the following receptors have the pollution levels above the NAAQS
standards. The air modelling results show that the emission standards are within the specified
benchmarks as per MoEF. Hence no mitigation is required. It should also be noted that the addition of
expressway shall be helpful in proper traffic flow and distribution which shall reduce the throttling
and idling time hence reducing the pollution concentrations in the area.
Table 4-11: National ambient air quality standards as per (MoEF&CC Notification G.S.R
826(E)17
Pollutant Time Concentration in Ambient Air Method Of
Weighte Industrial Residential Sensitive Measurement
d Area Rural other Areas
Average areas
Sulphur Dioxide Annual 80 µg/m3 60 µg/m3 15 µg/m3 1. Improved West and
(SO2) Average* Gaeke Method 2.
24 Hours 120 80 µg/m3 30 µg/m3 Ultraviolet Fluorescence
Average* µg/m3
Oxides Of Annual 80 µg/m3 60 µg/m3 15 µg/m3 1. Jacob & Hochheiser
Nitrogen as NO2 Average* modified (NaOHNaAsO2)
24 Hours 120 80 µg/m3 30 µg/m3 Method 2. Gas Phase
Average* µg/m3 Chemiluminescence
Suspended Annual 360 140 µg/m3 70 µg/m3 High Volume Sampling
Particular Matter Average* µg/m3 (Average flow rate not
(spm) 24 Hours 500 200 µg/m3 100 less than 1.1m3/minute)
Average* µg/m3 µg/m3 Annual
Respirable Annual 120 60 µg/m3 50 µg/m3 Respirable Particulate
Particulate Matter Average* µg/m3 Matter Sampler
(Size less than 24 Hours 150 100 µg/m3 75 µg/m3
10µm) Average* µg/m3
(RPM)
Lead (Pb) Annual 1.0 0.75 µg/m3 0.50 AAS Method after
Average* µg/m3 µg/m3 sampling using EPM 2000
24 Hours 1.5 1.0 µg/m3 0.75 or equivalent filter paper
Average* µg/m3 µg/m3
Carbon Monoxide 8 Hours 5.0 2.0 mg/m3 1.0 Non dispersive Infrared
(CO) Average* mg/m3 mg/m3 Spectroscopy
1 Hours 10.0mg/ 4.0 mg/m3 2.0
Average* m3 mg/m3
Ammonia (NH3) Annual 0.1 mg/m3 ---
Average*
24 Hours 0.4 mg/m3
Average*
* Annual Arithmetic mean of minimum 104 measurements in a year twice a week 24 hourly at uniform
interval.
17
NATIONAL AMBIENT AIR QUALITY MONITORING SERIES : NAAQMS/ ... /2003-04
129
** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time, it may
exceed but not on two consecutive days.
4.3.1.4 Mitigation Measures during Operation Phase
Specific measures such as spraying water on wheels, cleaning of vehicles, etc. will be planned for
trucks carrying construction waste to prevent the emission of particulate matter during transporting
and ground establishment. The construction site shall be watered atleast twice a day during the dry
season, especially in the vicinity of residential areas. The site must be cleaned off the surplus
construction waste and the natural ecosystem will be maintained on the completion of the work. Each
contractor will have a team (from three to five workers) who are specialized in cleaning the
construction site. The project proponent must enforce the contractor, through articles in the economic
agreement, to use motorbikes and construction equipment having the pollution levels less than the
ambient air quality standards mentioned in NAAQS standards by the Ministry of Environment and
Forest (MoEF), Govt of India, vide gazette notification, G.S.R826 (E), dated 16.11.2009. The
supervision and checking of the implementation of the rules given in the Environment Protection Act
1986 will be strictly done during the execution period. Encourage contractors to use standard
equipment that cause less negative impacts on the environment, emit less exhaust fumes & toxic gases
and generate minimum noise. Asphalt and concrete mixing stations should be located at spacious and
ventilated areas and far from residential areas as well as near to roads. Other machinery and
equipment such as stone grinder, mobile concrete mixing stations, etc. must have new systems of
local dust reduction.
The concrete mixing stations should be located far away from concentrated residential areas (from
300m to 500m). The concrete mixing stations must follow technical standards and must have
equipment to absorb dust during the operational periods. The redundant or waste materials at
concrete mixing stations must be collected and transported to an agreed area with local authority to
bury. The asphalt burning areas must be located at the end of the wind direction and far from the
residential areas (at least from 150m). Prohibit using woods or rubbers to burn asphalt.
It should be noted that during the operational phase the proposed expressway shall prove to be
beneficial in diverting the traffic and thereby reducing the load on other roads running parallel to it.
This would help reducing the congestion on other roads which often leads to high pollution
concentrations in a particular area such as junctions and interchanges.
Also the median of the expressway has a width of 22.5mts. The median shall be planted as per the
Plantation, Transplantation, beautification and Maintenance Policy-2015. The following points shall
be taken into consideration:
1) To reduce the impact of air pollution and dust as trees and shrubs are known to be natural sink for
air pollutants;
2) To provide much needed shade on glaring hot roads during summer;
3) To reduce the impact of ever increasing noise pollution caused due to increase in number of
vehicles;
4) To arrest soil erosion at the embankment slopes;
5) To prevent glare from the headlight of incoming vehicles;
6) To moderate the effect of wind and incoming radiation;
Also, the plantation in the median of 22.5mts on the expressway shall be carried out taking into
account the shrub species having high Air Pollution Tolerance Index. Some of the plant species are
mentioned in the table below:
Table 4-12: Plant Species (Shrubs) Arranged in Decreasing Order of their Air Pollution
Tolerant Index
Plant species Common T P A R APTI

name
130
Bougainvillea Bougainvillea 11.70 6.1 12.39 74 30

spectabilis
Calotropis gigantes Madar/ Rui 13.00 6.4 9.00 94 27
Poinsettia sp. Tukai 17.10 6.0 7.00 80 24
Ricinus communis Endi 17.20 6.2 5.00 93 21
Citrus lemon Lemon 6.68 6.0 6.25 74 15
Lantana indica Lantana 7.51 7.6 4.63 65 14
Rosa indica Rose 4.50 5.5 4.75 74 12
4.3.2 Noise Environment
The noise impact assessment is carried out by using the following:
Calculating the sound pressure level at a specific distance from a noise source is often useful.
The following equation allows one to calculate the sound pressure level at any distance from a
noise source in a free field:
Lpd2 = LpXd1+20×log (d1/d2)18
Where, Lpd2 is the sound pressure level at the new distance from the noise source,
Lpd1 is the sound pressure level at the original distance,
D1 is the original distance, and
D2 is the new distance.
Based on the above equation it is assumed that during the worst case scenario, there is a continuous
movement of heavy vehicles along the edge of the carriageway creating a noise level of 90dbA at 1mt
from the source. The results of the calculation for the noise spread range is shown in the table below:
Table 4-13: Noise range at different distance from the source
Zone Distance Noise level dbA

d1 1 90.0
d2 51 55.8
d3 101 49.9
d4 151 46.4
d5 201 43.9
d6 301 40.4
d7 401 37.9
d8 501 36.0
Base on the above levels at different distances, a noise buffer is created from the edge of the
carriageway to identify the villages that shall get impacted. The image showing the impact area is
shown in figure below.
Table 4-14:Village wise classification w.r.t buffer zone
Sl. Village Nearest Buffer Noise Benchmark Leng Brea Area falls Area in
no name chainage Zone levels as per CPCB th in dth under buffer sq.km
point m in m zone in sq.m
1 Dhotre 505 d5 & d4 46.4 55 71.4 401.5 28664.8 0.0287
2 Kanhegaon 511 d5 & d4 46.4 55 50.0 94.3 4717.3 0.0047
18
OSHA Technical Manual Chapter-5-Noise
131
3 Kokamthan 514 d5 & d4 46.4 55 72.7 97.9 7114.0 0.0071
4 Deshmukh Between d2 55.8 55 38.7 97.0 3753.7 0.0038
vasti 517-518 d2 55.8 55 51.0 68.2 3477.9 0.0035
Between d2 55.8 55 35.3 80.0 2819.8 0.0028

519-520 d2 55.8 55 51.0 334.7 17072.0 0.0171
Between d3, d4 49.9 55 150. 129.2 19381.2 0.0194
520-522 & d5 0
d5 & d4 46.4 55 133. 96.6 12885.6 0.0129
4
d2 & d3 55.8 55 99.2 101.1 10025.6 0.0100
5 Ghari 525 d2, d3, 55.8 55 769. 201.0 154570.2 0.1546
d4 & d5 0
6 Chandekasa 526 d2, d3, 55.8 55 97.5 134.8 13144.4 0.0131
re d4
d4 & d5 46.4 55 84.4 135.6 11443.7 0.0114
7 Sayale 539 d2 & d3 55.8 55 127. 76.4 9742.9 0.0097
5
8 Fulenagar 548 d5 43.9 55 280. 50.0 14012.2 0.0140
2
9 Kambhale 558 d3, d4 & 49.9 55 154. 150.0 23099.0 0.0231
d5 0
10 Patole 572 d3, d4 & 49.9 55 217. 150.0 32554.0 0.0326
d5 0
11 Dubere 573 d3, d4 & 55.8 55 263. 150.0 39473.1 0.0395
d5 2
12 Sonari 577 d2, d3, 55.8 55 203. 201.1 40865.2 0.0409
d4 & d5 2
d2, d3, 55.8 55 149. 150.0 22455.7 0.0225
d4 & d5 7
578 108. 100.0 10886.3 0.0109
9
13 Konambe 579 d2, d3, 55.8 55 274. 150.0 41098.1 0.0411
d4 & d5 0
14 Agaskhind 590 d2, d3, 55.8 55 424. 201.0 85263.6 0.0853
d4 & d5 2
593 d2, d3, 55.8 55 129. 99.0 12784.1 0.0128
d4 & d5 2
15 walu 595 d3, d4 & 49.9 55 252. 122.0 30808.1 0.0308
d5 5
596 d2, d3, 55.8 55 66.9 122.0 8157.8 0.0082
d4 & d5
16 Gambhirwa 604 d4 & d5 46.4 55 142. 100.1 14251.4 0.0143
di 4
Between d3, d4 & 49.9 55 438. 150.6 66079.6 0.0661
604-605 d5 6
17 Dhamani 606 d3, d4 & 49.9 55 261. 126.5 33091.6 0.0331
d5 7
Between d3, d4 & 49.9 55 237. 150.1 35642.0 0.0356
608-609 d5 5
18 Pimpalgaon Between d2, d3, 55.8 55 251. 189.2 47589.1 0.0476
mor 609-610 d4 & d5 6
611 d5 43.9 55 50.1 102.8 5147.3 0.0051
132
19 Dole 615 d4 & d5 46.4 55 293. 103.0 30221.4 0.0302
4
617 d2, d3, 55.8 55 368. 175.5 64731.4 0.0647
d4 & d5 9
20 Avachithwa 618 d2, d3, 55.8 55 471. 181.9 85699.3 0.0857
di d4 & d5 2
21 Taloshi 621 d2, d3, 55.8 55 341. 189.5 64722.6 0.0647
d4 & d5 5
22 Naigaon 623.379 d3 & d4 49.9 55 233. 146.4 34130.5 0.0341
1
Figure 4-1: Buffer zones of the full alignment along with the villages lying in the buffer zones
Figure 4-2: Noise impacts on the villages between the chainage 502+698 to 512
133
Figure 4-3: Shows the noise impacts on the villages between the chainage 512 to 527
Figure 4-4: Figure showing the noise modelling results for chainage 527 to 557
Figure 4-5: Figure showing the noise modelling results for chainage 557 to 582
134
Figure 4-6: Shows the noise impacts on the villages between the chainage 582 to 623+374
The noise pollution benchmarks as per Central pollution Control Board are shown in the Table below:
Table 4-15:CPCB Noise Pollution Benchmark Levels
The villages that shall be impacted due to the noise generation during operation phase would be
Dhotre, Kanhegaon, Deshmukh vasti, Ghari, Chandekasare, Sayale, Fulenagar, Kambhale, Patole,
Dubere, Sonari, Konambe, Agaskhind, Walu, Gambhirwadi, Dhamani, Pimpalgaon mor, Dole,
Avachithwadi, Taloshi and Naigaon.
During the operational phase highway traffic the areas where the noise is predicted to be high i.e.
exceeding noise standards for residential area during day as well as night time. The noise standard for
sensitive receptors like schools, hospitals etc. is 55 dB during day time and 45 dB during night time.
In order to attenuate noise levels at these receptors (above named villages) a wall barrier or other
noise barriers shall be constructed. The levels of noise that can be attenuated by various wall heights
at these receptors varies with distance from ROW.
The height of the barriers shall be 4mts. The cost of the noise barrier to be installed during operation
phase shall be INR10500/sq.mt. The total length of the noise barriers shall be 7657m. So, the costing
of the noise barrier is given in the table 18.
135
Table 4-16: Shows the Cost Schedule of Estimated Noise Barrier
Area in sq.m Rate of the Barrier/sq.m in INR estimated cost in crores

13905.4 10500 14.6
4.3.3 Water Quality and Resources
4.3.3.1 Impacts during Operation Phase
During operation phase there is less possibility of any impact to water bodies. The proposed
Expressway will be access controlled and no connectivity would be provided near any water bodies.
Therefore any impact on surface water quality is not anticipated due to the proposed alignment. The
fresh water will be utilized in rest areas, admin buildings, toll area and maintainenece areas along the
project corridor. the waste water will be generated from these needs to be treated. Also the surface
water runoff with oil content in monsoon season is the main impact which may happen at rest areas,
toll plaza.
This is a green field alignment of proposed project and it has been designed above the ground water
table. No adverse impact is anticipated on ground water quality. On the positive side, laying of
pavement within the formation width may lead to increased runoff water.
 Keeping in view the water requirement and gradual decrease in water table in project area,
rain water harvesting is proposed in the area at every 500 m interval as per IRC:SP- 50:1999.
Thus the project will have overall positive impact on water table during operation phase.
 Flow speed especially near water crossing need to be controlled.
 The water quality to be monitored at regular interval to monitor the change, if any, during the
project implementation.
 The fresh water requirements for rest areas, admin buildings, toll area and maintainenece
areas along the project corridor will be fulfilled from the recharged wells, surface water from
retention ponds / harvested rain water. The waste water will be generated from these areas
will be treated in compact STPs.
 The surface water runoff from rest areas, toll plaza will be connected to the storm water
drains along the project corridor. 8 Oil separation chambers will be installed at discharge
points like 4 at Toll Plaza locations and 4 at Rest areas.
136
4.3.4 Ecology
The operation and maintenance phase includes all post-construction activities associated with the built
project, including routine vehicle traffic and roadway maintenance, as well as accidents and spills.
Routine maintenance activities include the following (Krame et al. 1985):
 Habitat loss: The consumption of land, and the consequent loss of natural habitat. Where new
roads intersect habitat, the area occupied by the road itself, borrow pits, and quarries is
subtracted from the total habitat area available to flora and fauna.
 Habitat fragmentation, corridor restrictions: areas through which animals travel on their way
to and from feeding, breeding and birthing grounds, and between their seasonal ranges, are
known as corridors. These may get affected due to the proposed expressway through the
forest area.
 Aquatic habitat damage
 Roadway paving and patching.
 Roadside blading and litter collection.
 Vegetation management (including mowing, chemical control, planting, seeding, and to
fertilize).
 Cleaning, painting, and repair of road side structures, including curbs, drains, guardrails, and
sip.
 Street cleaning, lighting, abrasives, and pavement marking.
 Equipment cleaning and hazardous material handling and storage.
Although similar in nature to construction impacts, the pollution effects of this phase are long term.
Best management practices are the principal mitigation measures for these impacts.
The operation and maintenance phase is the long-term result of the preceding phases. A highway will
necessarily carry traffic and require regular maintenance activities. A certain amount of pollution
(both surface runoff and atmospheric deposition of toxic materials) is associated with road traffic.
Direct mitigation measures in the operation and maintenance phase fall into the following categories:
 Control litter and limit potential pollution sources.
 Avoid direct discharge of highway runoff to receiving waters.
 Properly manage roadside and median vegetation.
 Traffic control measures like Reduction of the speed limit in forest areas which is designed as
80 to 100 km / hour
 Barrier / fencing for whole proposed corridor as per IRC SP 99 2013.
 Water crossings Aquatic ecosystems are particularly sensitive to road development, and there
are a number of ways in which the impacts can be lessened. Standing water can be bridged
instead of filled.
Considering the sightings of the animals given in Table in chapter 3, most of them being schedule I
species as per IWPA there is possibility of the proposed highway cutting through the regular routes
followed by these animals as their daily activity. However detailed study by using indirect methods
like Camera traps, study of wild life trails etc. and direst methods like visual observations, radio
collaring, etc. may have to be carried out. Once the movement patterns of the wildlife Vis a vid
alignment of the road is ascertained, the exact locations and kind of passes shall be ascertained.
137
Figure 4-7: Wildlife Underpass and Hydraulic Structure
4.3.5 Solid Waste Generation during Operation Phase

Waste generated from the operational phase of the proposed expressway project is likely to be
restricted to small volumes associated with rest areas, admin buildings at toll plazas, intermittent
maintenance works and landscape upkeep (vegetation). The generated solid waste will be composted
on site and will be used for the nearby green zones / landscaping. If appropriate waste handling,
storage and disposal procedures are adopted, no significant impacts are considered likely.
4.4 Socio-Economic - Potentials Impact identification and analysis
4.4.1 Potential Impact Identification
This section shall details the potential impacts of the proposed alignment. The impacts have been
identified based on the various stages of the proposed project. -Pre-construction, Construction,
Commissioning and Closure. From a socio-economic perspective, the table below summarises the
potential impacts that are related to the all construction phases of the proposed project.
Table 4-17: Potential impacts in all the construction phases
Type
Social Impacts
Direct Indirect Positive Negative
Pre-Construction
Consultation with local communities
Land and property purchase
Construction
Disruption of land and built properties
Loss of sense of place
Health & social issues from worker camps
Health- impacts due to water pollution
Health impacts due to noise pollution & vibration
Health impacts due to air pollution
Health impacts due to solid and liquid waste generation
Creation of Employment
Increase in business opportunities in local services
Improved services and community development
Operational
Better lifestyle and connectivity
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Access restrictions to services and other locations

Increase in traffic and safety hazard
Health- impacts due to water pollution
Health impacts due to noise pollution & vibration
Health impacts due to air pollution
Health impacts due to solid and liquid waste generation
Encroachment into road reserved areas
Decommissioning and Closure
Reduction in employment opportunities and associated
decline in economic activities
Health impacts due to water, air and noise pollution
4.4.2 Pre- construction phase impact assessment
The construction of proposed NMEW Package IV shall commence in 2017. The duration of the
construction phase will be approximately 5 years. The following sections describe the potential
impacts associated with the pre-construction phase of the NMEW Package IV, as below.
4.4.2.1 Consultation with local communities
Consultation with local communities is the first step into involving the local villagers as stakeholder
in the proposed project. The local communities must be given the right information through authentic
sources. Any form of miscommunication or spread of wrong information leads to unrest amongst the
masses which may lead to severe problems of protests and disagreements. It also create confusion
amongst the local villages as they may not know the exact status of the proposed project. There may
be difference of expectations, surprise when changes occur, and last minute impact of people who are
not informed.
4.4.2.2 Purchase of land for land pooling
Road development often requires the procurement of privately owned land. This land has to be
purchased by the government from its current owners. While it is sometimes possible to negotiate a
price for voluntary sale of a property, governments often have to use their rights to compulsory
acquisition (expropriation) of properties for public projects. By its nature, expropriation causes
economic loss, and social and psychological disruption for the affected individuals and their
families. Naturally, the greater the number of people involved, the greater the disruption and
loss.
MSRDC has hence decided to purchase land and built prop through land pooling model in which the
project proponent shall to get into partnership with the farmers. In this partnership the farmers whose
land shall be affected shall be receiving appropriate compensation through offers of land and money.
Thus, the affected farmers stand to be beneficiaries of the proposed project.
According to baseline conditions presented in chapter 3, a total of 1530 ha of land, 1280 ha of
agricultural private lands and 250 ha government lands shall be purchased under land pooling model.
Also, a total of 281 residential structures shall be purchased that will be impacted due to the proposed
alignment.
This purchase of land from the beneficiaries shall cause economic, social and psychological
disruption. The economic impacts include loss of land, loss of homes, loss of income, loss of business
income, loss of built structures on land (temporary or permanent), expense incurred for finding
temporary/ permanent places for stay, expense of damages caused to other assets, cost of relocation.
The social and psychological impacts are more complex. Neighbourhoods and surroundings may be
disrupted, access to neighbours for social interactions are broken due to the physical barrier, and
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business may be affected as clientele cannot access shops or experience changes in business practices,
loss of sense of place and identity associated with the house, separation of neighbours, closure of
amenities that may have been used as social hubs, increases in derelict properties, sudden
transformation of residential neighbourhoods into worksites.
4.4.3 Construction phase Impact assessment
The following sections describe the potential impacts associated with the construction phase of the
NMEW Package IV, as summarised below:
4.4.3.1 Disruption of land and built properties
Development of road projects is generally intended to improve the economic and social welfare of the
people. At the same time, it may also create adverse impact on the surrounding environment. People
and properties may be in the direct path of road works are affected. The socio-economic impact of
proposed project includes loss of productive agricultural lands, resettlement of people, disruption of
local economic activities, demographic changes and accelerated urbanization.
The NMEW Package IV requires about 1580 Ha of land and shall causes disturbance to the existing
land usage. The land obtained from land pooling process will be cleared for all obstructions and
barriers. This may lead to soil erosion, destabilisation of slopes and consequent modification of
natural conditions. Impacts on community resources such as grazing land, religious places and
panchayat meeting place may also be seen.
The displacement and demolition may also lead to health hazard to the residents who stay in the
remaining neighbourhood. If there are large-scale clearances, the residents who wait to be relocated
are exposed to steady worsening neighbourhood environments. If deteriorating residential
environments are harmful to health, then residents who remain in neighbourhoods undergoing
demolition risk being harmed.
4.4.3.2 Loss of sense of place
The directly affected communities are dependent on agricultural lands for income that shall be
impacted due to the project, others in the surrounding area depend on subsistence agriculture for
survival. With the construction of proposed alignment of NMEW Package IV and associated
infrastructure, there will be consequent displacement and therefore pose considerable change to the
landscape, resulting in a loss of sense of place to local communities.
4.4.3.3 Health and social issues from workers camps
Impacts from Workers‟ Camps establishment Construction camps located near inhabited areas can at
times cause easy and sometimes unwanted interaction with local communities. There may be tension
between local communities and workers with respect to cultural differences, behavior of construction
workers, and potential disregard for local cultural norms. Construction camps will require sanitation
facilities to serve the occupants of those camps. Improper sanitation facilities can cause contamination
of ground and surface water especially during monsoons. It can also cause outbreak of diseases such
as diarrhoea, cholera and typhoid. There is also a high risk of transmission of disease in the migrant
populations of construction workers-whose mobility is enhanced by new road projects due to
extended periods of time spent away from families‟ leads to increased sexual activity. The unhealthy
sexual practices may cause an alarming increase in the spread of the HIV/AIDS virus in the local
villages.
Health risks and work safety problems may result at the workplace if the working conditions provide
unsafe and/or unfavorable working environment and due to storage, handling and transport of
hazardous construction material.
However, these camps will be demolished during demobilization phase i.e., when road construction is
almost over and the wastes that will be generated from the same will be treated accordingly.
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4.4.3.4 Health impacts due to water pollution
The waste water generate from the construction activities will contain pollutants creating a health risk
to the resident population. Impacts on health of local populations, construction worker population will
be high due to pollution of water bodies due to spillages and accidents of vehicles, dumping of
construction debris, silting/ sedimentation of water bodies.
4.4.3.5 Health impacts due to noise pollution and vibration
Severe health impacts may arise due to excessive noise levels during construction activity, due to
operation of various machines and equipments. Vibrations and noise levels during blasting activity in
quarry sites may lead to partial or complete deafening. Increased noise levels may lead to
occupational hearing loss, increase in stress levels, sleeplessness and disturbed sleeping patterns,
increased levels of annoyance, interfere with physical development in children especially cognitive
development.
4.4.3.6 Health impacts due to air pollution
In the construction phase air pollution is predominately produced by dust and exhaust gas from trucks
and construction machinery. During site preparation, trucks, compactors, pile drivers, jackhammer
and drills, generators, asphalt heating equipment, concrete processing stations cause adverse impacts
on air quality. The major air pollutant during the construction phase will be dust produced by
earthworks (digging, excavation, filling, levelling), particularly during the dry season. The air
pollutants cause severe health defects of lungs, multiple lung disorders and respiratory problems. Dust
pollutions may cause severe bronchial allergies, throat irritation asthma and decrease of lung function.
4.4.3.7 Health impacts due to solid and liquid waste generation
During construction phase of the project, large amount of solid and liquid waste will be generated.
Both solid and liquid wastes can be generated during construction phase of the project, different
wastes including food scraps, packaging, building and demolition rubbish, latrine waste would be
generated at the camp site. Hazardous waste, sand and gravel that will not be used, general
garbage resulting from workshop (i.e. asphalt plants and concrete mixing plants), and metal scrap
from vehicles would be produced during the construction of the project.
4.4.3.8 Creation of employment
A major impact of proposed alignment of Package IV- NMSCE manifests in providing employment.
The construction and maintenance of roads is itself employment oriented. It generates employment
within its own sector i.e., road and road transport, It also opens new avenues within tile rural area by
setting up more' & new industrial units, and other infrastructural facilities like irrigation.
electrification, & other utility services, Another outcome of this impact is reflected in the check of
migration of rural folk to towns and cities and thus relieving the population pressure in urban areas.
The Proposed alignment of Package IV along with road construction activities also has other planned
activities include construction of intersections/junctions, culverts and drainage works, toll plazas and
ancillary structures, temporary access, diversion roads and site location for Wet Mix Macadam Plant
(WMM plant) and other road construction related plants and establishments. The offsite work
includes, quarrying from nearby quarry sites, worker camps, material storage yard, earth from nearby
burrow area and dumping of construction spoils at dumping sites.
Direct employment generation: During the construction phase of the project which is likely to be
completed within 36 months, manpower will be needed to take the part in various project activities.
About 8000 persons per day, which includes, skilled, semi-skilled and unskilled labourers, will likely
to get work. In the post construction phase it is expected that the project will provide social benefits to
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about 800 people in terms of direct employment by way of better commercial and industrial
development of the area.
The project shall also induce indirect employment generation for cleaners, guards, local vendors,
operation and maintenance workers etc. Indirect employment will be both temporary and permanent.
Temporary indirect employment: Local vendors, construction material traders, electrician, plumbers
etc. will be benefitted through employment generated during construction and maintenance phase.
Permanent indirect employment: Cleaners, guards, local vendors, kiosk stalls will be benefitted
through employment generated during operation phase. The project will therefore provide
employment to people from all walks of life i.e. Construction, Building materials, Engineering,
Medicine, Hospitality, Education, Information Technology and Administration etc. The project will
be beneficial for the local communities, as it will generate employment by way of construction and
reduction in pollution with better communication. The project will benefit all the population groups
and consequently not differentially or adversely affect any groups.
4.4.3.9 Increase in business opportunities in local services
During construction phase, temporary employment will be created. Also during construction phase,
the imperilment in the capacity of highway will provide boost to industries, hotels, restaurants. This
will generate substantial employment for the local people leading to improvement in their economic
status. Also the ancillary road activities will create additional opportunities to them.
4.4.3.10 Improved services and community development
The proposed NMEW Package IV may provide opportunities or continued improvements in basic
infrastructure and community development, especially in the support or provision of education, health
care and basic services, and in providing opportunities for skills development. Such development will
need to take into consideration the project‟s impact on access to services from all villages, planning
development to benefit the entire community with the traditional area of jurisdiction. Improvement of
community development in form of construction of sanitation facilities, drinking water facilities,
provision of financial assistance to local schools, self-help groups shall result in development of the
rural areas.
4.4.4 Operational Phase Impact assessment
The following sections describe the potential impacts associated with the operational phase of the
NMEW Package IV:
4.4.4.1 Better lifestyle and connectivity
The foundation of the proposed project of NMEW was to reduce the travel time and travel cost
between Nagpur and Mumbai. The distance and travel time is sharply reduced for travellers travelling
between Mumbai to Nashik / Shirdi. Travel time savings contribute positively to economic
productivity and better lifestyle.
Incorporation of efficient fuel technology along with shorter travel time may also have positive health
impacts especially reduction in air pollution. The access controlled designs of the proposed project
indicates a good traffic safety planning with enormous potential to reduce traffic accidents and save
lives.
The local villagers will have faster and greater accessibility to various social infrastructures like
educational and health facilities, police stations, postal services, telecommunications and access to
other information. Better social relations within villages, between villages and other urban centres
shall prosper due to ease of facilitating group meetings, social activities and bridging social capital.
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4.4.4.2 Access restrictions to services and other locations
With the positive impact of the reduced travel time and cost, the proposed project also has a few
negative impacts such as access restrictions to existing services. There are numerous hubs in the
villages providing a variety of services such as educational facilities, market opportunities to sell and
purchase food and general supplies. Construction of the proposed project which may cut across these
hubs may lead to relocation and eventually increase the distance and access to such services from the
villages.
The proposed construction shall also disturb the established natural movement patterns of the villagers
and animals. These patterns, especially for animals, make them familiar to their surrounding for their
daily and seasonal movement. The areas, which they travel on their way to and from feeding, breeding
and birthing grounds, and between their seasonal ranges, are known as corridors.
When the proposed project will intersect or block such corridors, the result is either cessation of use
of the corridor or an increase in mortality because of collisions with vehicles, or a delay in migration
of animal species which may result in the weakening of the population.
4.4.4.3 Increase in traffic and safety hazard
Construction activities will lead to a significant increase in vehicular traffic. Increased traffic will lead
to deterioration of existing access routes and the creation of dust. The existing roads become
impassable during the wet season, especially during the months of August and September. The
proposed alignment passes through 55 villages, these areas are presently unprotected. Construction
activities may increase congestion and long traffic jams from the increasing number of vehicles in the
city.
4.4.4.4 Health impacts due to water pollution
During operation phase of NMEW Package IV, spillages and accidents of vehicles may cause
contamination of water bodies. Chemicals such as fuels (petrol & diesel), paints, solvents and other
harmful chemicals become surface run-offs destroying the aquatic life. These chemicals are fatal for
any living using it as a source of drinking water and may lead to deaths. The pollutants can also
percolate into groundwater, thus polluting the aquifers.
In case of any emergency like accidental spillage in water course, the quality of water may get
impacted in the area / downstream where it is used as major drinking water source. In such case,
contractor will contact the nearby authority like Police station, Gram Pacnchayat / Municipal Council
for quick action. The details of emergency contacts are shown in Table 4.4
4.4.4.5 Health impacts due to pollution of noise and vibration
Main sources of noise levels during operational phase of NMEW Package IV is the traffic movement
of vehicles. Constant traffic noise and honking are major causes of noise pollution. Vibrational impact
during operational is lower than in construction phase. Increased noise levels may lead to
occupational hearing loss, increase in stress levels, sleeplessness and disturbed sleeping patterns,
increased levels of annoyance, interfere with physical development in children especially cognitive
development.
4.4.4.6 Health impacts due to solid and liquid waste generation
Generation of liquid and solid wastes during operational phases may include spoils material from
accidents, spillages from vehicles, wastes discarded by passengers etc
4.4.4.7 Encroachment in road reserves
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There is a low possibility of encroachment in the patches of road reserves that are left unprotected and
accessible. Trespassing by passengers for their ease of accessibility is also a form of encroachment.
4.4.5 Decommissioning and closure phase impact assessment
The following sections describe the potential impacts associated with the decommissioning and
closure phase of the NMEW Package IV:
4.4.5.1 Reduction in employment opportunities and associated decline in economic

activities
The closure of road construction activity would result in loss of approximate 600 unskilled, semi-
skilled and skilled workers as well as the associated indirect employment and business enterprises
dependent on the proposed project and the increased population. Reduction in economic activities will
be significant in the short term. The job opportunities for construction workers due to the proposed
project will be almost nil and these workers will have to search for new work opportunities. The
change in economic benefits from working in the proposed project to cultivation or subsistence
agriculture will impact the livelihood of the workers
4.4.5.2 Health impacts due to water, air and noise pollution
There will be less or no health impacts during closure of the road construction activities. The
operation of various machines and equipments will be stalled reducing the impact drastically.
4.4.6 Impact Analysis
The impact assessment was done according to the following methodology:

 Direction of an impact may be positive, neutral or negative with respect to the particular impact
(e.g., a habitat gain for a key species would be classed as positive, whereas a habitat loss would
be considered negative).
 Magnitude is a measure of the degree of change in a measurement or analysis (e.g., the area of
pasture, or the concentration of a metal in water compared to the water quality guideline value
for the metal), and is classified as none/negligible, low, moderate or high. The categorization of
the impact magnitude may be based on a set of criteria (e.g. health risk levels, ecological
concepts and/or professional judgment) pertinent to each of the discipline areas and key
questions analyzed. The specialist study must attempt to quantify the magnitude and outline the
rationale used. Appropriate, widely-recognized standards are used as a measure of the level of
impact.
 Duration refers to the length of time over which an environmental impact may occur: i.e.
transient (less than 1 year), short-term (up to 3 years), medium term (3 to 10 years), long-term
(greater than 10 years with impact ceasing after closure of the project) or permanent.
 Scale/Geographic extent refers to the area that could be affected by the impact and is classified
as site, local, regional, national, or international.
 Probability of occurrence is a description of the probability of the impact actually occurring as
either improbable (less than 5% chance), low probability (5% to 40% chance), medium
probability (40 %to 60 % chance), highly probable (most likely, 60% to 90% chance) or
definite (impact will definitely occur).
Table 4-18: Magnitude of Social Impacts
Magnitude Duration Spatial Influence Probability

10 Very High 5 Permanent 5 Regional 5 Definite
4 Long term ( impact ceases
8 High 4 Either side of row Edge - 5 km 4 High
after closure of activity)
6 Moderate 3 Medium term ( 3 to 10 years) 3 Either side of row Edge - 1km 3 Medium
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Magnitude Duration Spatial Influence Probability

4 Low 2 Short term (upto 3 years) 2 Either side of row Edge - 0.2 km 2 Low
2 Minor 1 Transient 1 Only ROW 1 Improbable
1 None 0 None
After ranking these factors for each impact, the significance of the two aspects, occurrence and
severity, was assessed using the following formula:
SP (significance points) = (magnitude+ duration + scale) x probability
The maximum value is 100 significance points (SP). The potential environmental impacts were then
rated as of High (SP>65), Moderate (SP 25-65) or Low (SP <25) significance, without mitigation
measures on the following basis:
SP>65 Indicates High significance

SP 25-65 Indicates Moderate significance
SP < 25 Indicates Low significance
+ve Positive
-ve Negative
4.4.7 Recommended Mitigation measures
Based on the potential socio-economic impacts identified the following section describes the
associated mitigation measures that is required to implement, aimed at reducing potential negative
impacts and enhancing potential positive socio-economic impacts.
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Table 4-19: Impact Assessment Matrix for the Proposed Project
Potential Socio-economic Impacts Socio-economic Significance

Magnitude Duration Spatial Influence Probability Total SP
Pre-Construction
Consultation with local communities 8 1 4 4 52 Moderate +ve
Land and property purchase 10 5 2 5 85 High -ve
Construction
Disruption of land and built properties 8 5 2 4 60 Moderate -ve
Loss of sense of place 8 3 3 3 42 Moderate -ve
Health & social issues from worker camps 6 2 4 2 24 Low -ve
Health- impacts due to water pollution 4 3 2 3 27 Low -ve
Health impacts due to noise pollution & vibration 6 3 3 4 48 Moderate -ve
Health impacts due to air pollution 6 3 2 4 44 Moderate -ve
Health impacts due to solid and liquid waste generation 6 3 2 4 44 Moderate -ve
Creation of Employment 8 2 4 5 70 High +ve
Increase in business opportunities in local services 6 2 3 5 55 Moderate +ve
Improved services and community development 4 4 4 3 36 Moderate +ve
Operational
Better lifestyle and connectivity 8 5 5 4 72 High +ve
Access restrictions to services and other locations 8 5 2 4 60 Moderate -ve
Increase in traffic and safety hazard 6 5 5 3 48 Moderate -ve
Health- impacts due to water pollution 4 3 4 2 22 Low -ve
Health impacts due to noise pollution & vibration 6 3 3 4 48 Moderate -ve
Health impacts due to air pollution 6 3 2 5 55 Moderate -ve
Health impacts due to solid and liquid waste generation 4 3 2 5 45 Moderate -ve
Encroachment into road reserved areas 4 4 2 3 30 Moderate -ve
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Potential Socio-economic Impacts Socio-economic Significance

Magnitude Duration Spatial Influence Probability Total SP
Reduction in employment opportunities and associated decline in 6 3 4 4 52 Moderate -ve
economic activities
Health impacts due to water, air and noise pollution 2 1 2 2 10 Low -ve
Table 4-20: Recommended Mitigation Measures
Impact
Timing, frequency
Potential Socio- Significance Key performance Indicators
Mitigation Measures and duration of
economic Impacts before (KPI)
mitigation measures
Mitigation
Pre-Construction
Conflict prevention and
A communication unit has been established with an aim to engage the local Pre-construction with
management plan established.
Consultation with population and disseminate accurate information about the project. All issues, management and
Moderate Periodic monitoring and
local communities doubts and conflict resolution process are being mitigated by conducting frequent monitoring of
documentation of public
community meetings. ongoing project.
consultation meetings.
Compensation plan as per GR
This high significant impact will require valuation and compensation in places No: खाक्षेस २०१६/प्र.क्र.२५१/रस्ते-८, Dt.
where land property cannot be avoided or left intact. See GR No: खाक्षेस 5th July, 2016.
Pre-construction Community consultation
Land and property २०१६/प्र.क्र.२५१/रस्ते-८, Dt. 5th July, 2016 details the land compensation policy to the with management
High undertaken
purchase beneficiaries in the land pooling model. For compensation of land refer clause (1). and monitoring of Grievance mechanism
For annuity, refer clause (2). For compensation of properties on the land, refer ongoing project. established as per GR
clause (3). For compensation to the landowners who do not agree with clauses (1- Monitoring system established
7) or distribution of land is not possible, refer clause (8). to minor implementation on
activities and quality of life.
147
Impact
Timing, frequency
mitigation measures
Mitigation
Construction
The alignment must be designed to avoid relocating and disrupting more
properties. Structures outside the ROW but within the demarcated area may be
left intact during pre-construction stage but they may be required to be relocated
for future expansion if required. The affected communities must be informed in R&R action plan in place
advance such that they are prepared for relocation. The development of Community consultation
alternative livelihood strategies should be the preferred mitigation measure, undertaken
Disruption of land maximising all possibilities for involvement in employment opportunities Pre-construction to Grievance mechanism
and built Moderate available. Fair compensation for all the disruption of land and built properties Construction phases established as per GR
properties thereon must be given. Refer GR No: खाक्षेस २०१६/प्र.क्र.२५१/रस्ते-८, Dt. 5th July. Monitoring system established
Livelihood Restoration Plan should be developed to ensure households are not to minor implementation on
worse of following displacement. activities and quality of life.
A grievance redressal mechanism and a Communication expert team has been
established to facilitate concerns of the affected people. Refer GR No: खाक्षेस
२०१६/प्र.क्र.२५१/रस्ते-८, Dt. 5th July.
Loss of sense of Preparation of Visual Impact Management plan that ensures that the changes in Construction and Visual Impact management
Moderate
place the immediate surrounding does not completely alienate the local population Operational phases plan monitoring.
Temporary camps should be constructed at designated sites with adequate Labour management plan has
sanitation, drinking water supply. Proper accommodation will be provided in the been developed and
locality for the migrant construction engineers.It should be ensured that the established.
Health & social workers are provided with adequate ancillary facilities i.e. sanitation at camps, Pre-construction, Health & Safety plan to be a
issues from Low drinking water, lavatories, first aid facilities and temporary electrification. It Construction and part of above
worker camps should be ensured through contract agreement that the construction workers are Operational phases Inclusion of Health targets in
provided fuel for cooking to avoid cutting of trees for fuel wood. Regular the plan.
cleanliness at camps. Clear communication of all available employment positions Monthly health & safety
to minimise population influx.Implementation of health development plans monitoring and reporting has
148
Impact
Timing, frequency
mitigation measures
Mitigation
including upgrading facilities and awareness campaigns surrounding HIV/AIDS. been planned. Monitoring
systems have been established
that monitor all activities in
camps. These conditions shall
be incorporated as tender/ bid
conditions.
Health- impacts Inclusion of Health targets in
Refer mitigation measure for Water Resources health of local and construction Construction and
due to water Low development plan. Monitoring
worker population Operational phases
pollution health data
Health impacts
Inclusion of Health targets in
due to noise Refer mitigation measure for Noise Environment for better health of local and Construction and
Moderate development plan. Monitoring
pollution & construction worker population Operational phases
health data
vibration
Health impacts Inclusion of Health targets in
Refer mitigation measure for Ambient Air Quality for better health of local and Construction and
due to air Moderate development plan. Monitoring
construction worker population Operational phases
pollution health data
Refer mitigation measure for Solid Waste management for better health of local Construction and
due to solid and Moderate development plan. Monitoring
and construction worker population Operational phases
liquid wastes health data
Agreed percentage of local
population employed by
Establishment of a "local labour office units" along alignment to identify local project Skill development
Creation of labour pool. Construction and programs in place and
High
Employment Implementation of skill development programs to ensure support to local Operational phases monitoring systems
population in obtaining employment opportunities established. Refer GR No: खाक्षेस
२०१६/प्र.क्र.२५१/रस्ते-८, Dt. 5th July,
149
Impact
Timing, frequency
mitigation measures
Mitigation
2016, clause (6) for
professional/ occupational
training to landholders.
Increase in
Explore possibilities to include training opportunities for developing business Inclusion of small business
business Construction till
Moderate opportunities in CSR. development in Community
opportunities in Operational phases
Funding of small business in CSR. plans
local services
Improved services Community development
Develop community development plan taking into account all villages impacted Construction and
and community Moderate established.
by the proposed project with an aim to long-term sustainable development Operational phases
development Monitoring system in place
Operational
Better lifestyle
High
and connectivity
Access
restrictions to Community development
Moderate
services and other Pre-construction & established.
locations during construction Monitoring system in place
Safety Management Plan
Refer mitigation measures of Health & SafetyA detailed safety management plan established.Traffic
Increase in traffic
Moderate must be developed to mitigate the construction & operational hazard of proposed management plan
and safety hazard
project on the surrounding area. Operational phase establishedMonitoring of
till project life above plans on monthly basis.
Health- impacts Inclusion of Health targets in
Refer mitigation measure for Water Resources health of local and construction
due to water Low Operational phase development plan.
worker population
pollution till project life Monitoring health data
150
Impact
Timing, frequency
mitigation measures
Mitigation
Health impacts
Inclusion of Health targets in
due to noise Refer mitigation measure for Noise Environment for better health of local and
Moderate development plan.
pollution & construction worker population Operational phase
Monitoring health data
vibration till project life
Refer mitigation measure for Ambient Air Quality for better health of local and
due to air Moderate Operational phase development plan.
construction worker population
pollution till project life Monitoring health data
Refer mitigation measure for Solid Waste management for better health of local
due to solid and Moderate Operational phase development plan.
and construction worker population
liquid wastes till project life Monitoring health data
Encroachment
Demarcate road reserves with bollards or similar at regular intervals. Monitoring system
into road reserved Moderate Operational phase
Conduct awareness meetings and regular presentations about road reserves implemented
areas till project life
Reduction in
employment
opportunities and
Moderate
associated decline
in economic
activities
Refer mitigation measure for Ambient Air Quality for better health of local and
due to water, air Low Closure phase development plan.
construction worker population
noise pollution Monitoring health data
151
4.5 Road Side Safety Measures
4.5.1 Guard Rail / Crash Barriers

Where the embankment height is more than 3 m, Metal Crash Barriers (Guard Rails)/ Concrete
Crash Barriers have been provided all along the expressway length. The design of the crash
barriers will be in conformity with the guide lines and type design of the MoRT&H. The safety
barrier of rigid, flexible, or semi rigid type in accordance with MoRT&H guidelines/ circulars shall
be
provided at following locations
 Where height of embankment is 3m or more
 Where embankment is retained by a retaining structure
 Where median is depressed, flushed or having the width less than 4.5m, the barriers shall be
for both direction of travel
 On valley side of highway in mountainous and steep terrain
 Between main carriageway and footpath in bridges.
 At hazardous locations identified in schedule B or through safety audit
 Guard post shall be provided on either side of the carriageway, at location where embankment
height varies between 2 to 3m as per design standards.
4.5.2 Lighting
Lighting have been proposed all along including High Masts and all interchanges, Toll Plaza,
Amenity and Truck Parking areas conforming to norms, specifications and other requirements in
accordance with provision of IS- 1944 ( Part I to Part-IV). The layout of the lighting system
together with type of luminaries for different locations will be finalized in consultation with IE.
4.5.3 Median Plantation

Raised median being provided to separate the two carriageways, will have plantation as per
MoRT&H guidelines to cut off the glare from vehicles coming from opposite direction thereby
enhancing the traffic safety.
4.5.4 Fencing
 Fences of Expressways are integral to the facility placed within the ROW to help enforce
observance of the acquired access rights.
 Access control extends to the limits of the legal access control on the ramps terminals i.e.
along the ramp to the beginning of the taper on the local road.
 Barrier / fencing for whole proposed corridor as per IRC SP 99 2013
4.5.5 Institutional Framework

Institutional framework, to review an accident and plan for corrective measures, shall be
established. Road Safety Audit are best done by road or traffic engineers who have had experience
of undertaking hazardous location improvement programs as this type of work often enables them
to develop better insights into the range of situations and circumstances that can lead to unsafe
conditions. It is preferable that the safety audit shall be conducted every fortnight and undertaken
by members of the road safety unit. The safety unit shall consist of a person from highways,
qualified consultant specifically dealing with the safety & environmental and the safety expert of
contractor/concessioner headed by a senior person. The procedures of safety audit and their
application will be the responsibility of the road safety unit. This will perform excellent work in
accident reduction and prevention.
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4.5.6 Traffic Signs and Pavement Markings

Traffic signs and pavement markings shall include roadside signs, overhead signs; curb mounted
signs and road marking along the Project Highway. The design and marking for the Project
Highway shall be as per the design standard indicated in “Manual of Specifications and Standards
for Six-laning of National Highways through Public Private Partnership” and the location for
various treatments shall be finalized in consultation with the Independent Engineer.
The road signs erected on the project road shall conform to IRC:67 “Code of Practice for Road
Signs”. For overhead signs, the MoRT&H Standards shall be followed. The variable message signs
shall be provided as per guidelines vide IRC:SP:85-2010. The overhead sign shall be the reflector
type with high intensity retro-reflective sheeting conforming to ASTM D 4956-01, Type VIII and/or
Type IX of micro prismatic type. The retro reflective sheet of Engineering Grade shall not be used.
The height, lateral clearance, location and instillation shall be as per relevant clauses of MORT&H
specifications. Overhead sign shall be installed ahead of major intersections/flyovers, toll plazas
and urban areas as per detailed design requirements. The minimum number of overhead signs
shall be 2 per major junctions. Road marking shall be as per IRC:35. These markings shall be
applied to read center line, edge lines, continuity line, stop line, give way lines, diagonal/chevron
marking, Zebra crossing etc.
4.5.7 Road Furniture

Road furniture such as traffic signs, kilometer posts, hectometer stones, ROW pillars etc shall be
provided asper relevant IRC specifications.
4.5.8 Boundary Stones

Road land (ROW) boundary shall be demarcated by putting RCC boundary pillars of size 60cm x
15cm x 15cm embedded in concrete (as per IRC:25) along the Project Highway at 50 m interval on
both sides. All the components used in delineating road land boundary shall be aesthetically
pleasing, sturdy and vandal proof.
4.5.9 Kilometer Stones

The Kilometer stones shall be provided as per MoSRT&H specifications.
4.5.10 Traffic Blinker Signal (L.E.D) At Intersections

Traffic blinker signal (L.E.D) shall be provided at all at-grade intersections and median
openings/Median gap-in as per the design standards.
4.5.11 Highways Encroachment

An encroachment is any object placed without permission within the legal limits of a highway
right-of-way or in any way interfere with the land within the limit of a highway or the roadway or
any structure forming a part of the highways. These include: hording signs, fences, walls and
lights, squatters and hats/market of agricultural produce on the side of road. Objects generally are
not permitted in the right-of-way unless the objects serve an official highway purpose instances as
public utility electric poles, mailboxes, telephone line.
4.5.11.1 Prevention and Removal of Encroachment
The control of encroachment is essential for mainly public safety and legal liability.
Encroachment of highway ROW thought the squatters, market of agricultural produce, illegal
hording signs etc. may interfere with a driver‟s view of other traffic, official traffic signs, and
traffic signals. And accidents may result. If a motorist collides with an illegally placed object, the
owner of the object and the authority may be used for the resulting injuries or damages. Moreover,
it needs legal actions to clear the site from the squatters if they finally established.
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4.5.11.2 Appointment of Highway Authority
The Government by notification in the official Gazette shall appoint one or more officers to be
Highway Authority for the purposes of this Act. The Highway Authority shall exercise powers and
discharge duties in accordance with the provisions of the Act relating to the maintenance and
control of the highways, the prevention of encroachments thereon and the removal of
encroachments there from, and matters incidental thereto.
The highway authority shall ensure that the right-of-way of the highways that includes the
shoulder and beyond is free and clear of any objects that might distract motorists and cause
accidents. The highway authority also must up-hold the laws regulating placement of outdoor
advertising signs.\
4.5.11.3 Provision for Safety and Prevention of Damage to Highways
For prevention of encroachment on highway and removal of encroachment there from and certain
other matters connected therewith, an Act shall be made. The act shall take the provision for
penalty of illegal construction on highways. The highway authority, therefore, has made an act by
setting of highway administration for the control of illegal encroachment on the highway through
the enforcement of laws under the act „The Control of National Highways (Land & Traffic) Act,
2002, In this consequences, the Central Government has established 192 Highway Administrations
for implementation of the provisions of the Act, vide notification, dated 20.1.2005 and this
notification has also come into force w.e.f. 27.1.2005.
The Highway Administrations are responsible to prepare the Land Registers, take cognizance of
the instances encroachments, issue notices and remove the encroachments on the National
Highway Land and property. Therefore, the highway administration is obligated by law to remove
encroachments from the highways. All the Highway Administrations are, therefore, prepare Action
Taken Report (ATR) on the progress of preparation of land registers, number of encroachments
taken cognizance of, number of cases in which notices have been issued and the number of cases in
which encroachments have been removed. All the Highway Administrations are also furnish the
quarterly report on the status of implementation of the provisions of the Act.
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Chapter 5. Analysis of Alternatives

5.1 Consideration of Alternative
As mentioned in the ToR of MOEF, the areas were analysed by studying the satellite imageries and
digital terrain models. The three alignments were drawn up based on reconnaissance survey and
other data like toposheet, satellite imagery and maps made available by MRSAC showing
geomorphology and land use. Comparative analysis of all the options and aspects were taken under
consideration for the selection of final alignment.
The analysis of various alternatives considered for alignment of the proposed expressway are
considered in this section along with „No Project” scenario. The following scenarios have
been considered:
1. Project vis-a-vis „No project‟ Scenario;
2. Alternative alignments considered;
3. Comparative Analysis of Alternative alignments;
4. Selection of Final Alignment
5.2 Project versus No Project Scenario
In present scenario Nagpur is connected with Mumbai through various state highways which are
highly congested and more time consuming. These are the main causes of traffic in village areas
which are ultimately responsible for increased level of air pollution. On the other hand, some
regions like Vidarbha and Marathwada are less economically prosperous due to low industrial
growth and lack of area development, lack of agriculturally fertile land, lack of ample amount of
water resources and lack of new technologies as compared to the rest of Maharashtra. It is
observed in the last few that due to the drought conditions, many villages are economically
unstable.
The proposed project is Greenfield project and will reduce travel time, fuel consumption, vehicle
operation and maintenance cost in comparison to the business as usual (BAU) scenario. Thus, the
proposed project will not only reduce the time but also improve country‟s economic growth. It will
mainly set target as the new centers of industrial development, area development along with
entertainment / tourism development throughout the corridor. These areas will be projected as
investment destinations for manufacturing, automobile, defence, aerospace, information
technology, textile and food processing. From this project the government has drawn up two major
plans for development of metros and drought-hit districts. Along with commercial development the
project will, side by side, generate large scale temporary and permanent employment to the skilled
and un-skilled workers, thereby, offering employment opportunity of mainly to local population.
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Table 5-1: Project vis-a-vis ‘No project’ Scenario
With Project Without Project

Positive impacts Negative Impacts Positive Impacts Negative Impacts
 The improvement of  About 1530 Ha  No acquisition of  Travel time and
road surface and (including green field land or fuel consumption
reduction of bottlenecks and connector) of properties and level will be more
may reduce the traffic additional land shall hence no due to bottlenecks
congestion and wastage be acquired displacement of  Increased air
of fuel  Around 8000 trees families pollution in the
 Flourish in trade and will be disturbed due  No felling of close proximity of
Commerce. to development of existing trees the existing roads
 Providing better level of green field alignment and vegetation due to slow
service in terms of  Increase of traffic  No water / moving traffic and
improved riding quality will lead to air and quarry sources / congestion
and smooth traffic flow noise pollution borrow areas  Rise in noise
 Reduction in accident  Removal of trees and will be used levels due to more
rates vegetation  No air and noise traffic congestion
 Access to new  Changes in land use pollution due to on the existing
employment pattern along the new the construction roads
opportunities green field alignment area  Chances of
 Employment of local  Increase in dust  No diversion of accidents on
workers for the pollution and noise forest land for existing transport
execution of the project pollution during the proposed infrastructure will
 Better access to health construction period. alignment be more in
care and other social However, this will be  No shifting of absence of
services along with for short term. the structures planned
tourists places due to the Expressway
 Being Maharashtra alignment  Further
Samruddhi Corridor deterioration of
Better opportunities for project road.
employment / education  regions through
/ institutional growth / which corridor are
industrial sectors missing the
 The areas with lack of infrastructure /
basic infra / institutional institutional areas
set up will get access to and development
the better in the region
 Improved quality of life
of the local people
 Better way side
amenities and other
facilities like bus bays/
shelters, truck lay byes
and service roads
 Adequate underpasses,
over bridges for cross
over
5.3 Alternative Alignments Considered
As per mentioned in the ToR of MOEF the areas were analysed by studying the satellite imageries
and digital terrain models. The three alignments were drawn up based on reconnaissance survey
and other data like toposheet, satellite imagery and maps made available by MRSAC showing
geomorphology and land use. Alignment Fixation is done in three stages as per TOR. In first
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stage, three green alignments were made eccentric to existing alignment. In second stage detailed
horizontal alignment corresponding to each of selected alternatives was fitted on satellite imageries
and vertical profile for each alignment was developed using digital terrain model. In third stage,
the final alignment plan was design for all the three alternative alignments to meet geometric
standards of Expressway as well as other parameters for a design speed of 150 kmph showing
location of terminal points, final alignment plan with location of interchanges, connectors, nodal
hubs & facilities and Land pooling plans.
While laying, the alignments following basic principles were followed

 Avoid Forest areas and Wildlife Sanctury
 Avoid passing through areas already under planning / development (eg. Water treatment
plant in Shivade.)
 Minimise route through irrigated/ two-season crop area
 Maximise route through barren land
 Use existing Right of Way or Government lands wherever available
 Minimum distance from habitations / gaothan areas to be more than 150m
 Alignment to have least number of curves and minimum radius to be 2000m
 Minimise Railway over Bridges (RoB)
 Avoid water bodies
Figure 5-1: Alternative Alignments Studied on MRSAC
5.4 Comparative Analysis of Alternative Alignments
Comparative analysis of all options has been done to finalize the alignment. Three aspects were
taken under consideration for these comparisons first one was engineering aspect, second aspect
was environmental and social aspect and third one was indicative cost aspect. The Engineering
aspects which are taken into consideration are minimum cutting filling during construction,
construction of minimum bridges and tunnels on alignment and land terrain is also taken in
consideration, it will minimize cost and also saves time etc.
The Environmental and Social aspect considers minimum loss of forest and agriculture land,
minimum loss of water bodies, optimum use of natural resources, maximum use of government
lands instead of private land (Bagayat), less demolition of religious places and pilgrimages,
accessibility from the cities of Nagpur and Wardha, minimal Land pooling and minimal adverse
effect on ecology & environment etc. The indicative cost it is one of main aspect where cost of
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project is taken in consideration in all the stages of project like in construction phase, operational
phase, maintenance phase etc.
Three alignment options were ranked against various agreed criteria and the first ranked option
was finalized. The start point had to be located sufficiently close and accessible from the city of
Ahmednagar, while ensuring that the access can be controlled.
Table 5-2: The salient features of the Options
Sr. No. Parameters Option 1 Option 2 Option 3

1 Total length of road (km) 120.7 127.2 128
2 Road Land Width (mt) 120 120 120
3 Area of Land required (Ha) 1530 1526.4 1536
4 Agricultural Land (%) 84.1 81.37 81.61
5 Barren Land (%) 13.1 10.54 12.57
6 Forest Land (%) 0.62 0 0.41
7 Water Body (%) 0 3.97 1.04
8 Industrial Area (%) 2.17 4.12 4.36
9 Tunnel Length (%) - - -
10 Railway Crossing 1 2 4
11 Major Bridges (Nos.) 1 3 1
12 Roadwork Cost (in Rs. Crores) 2534 2544 2560
13 Tunnel Cost (Rs. In Crores) - - -
14 Cost of Structures (in Rs. Crores) 1134.42 1204.7 1154.3
15 Total Cost (in Rs. Crores) 3668.4 3748.7 3714.3
Table 5-3: Comparative Analysis of Three Alternatives Alignments Based on Environmental

and Social Aspects
PARTICULARS DETAILS
Alignment OPTION 1 OPTION 2 OPTION 3
CC Road, Length (Km) 120.7 127.20 128.20
Relative Marking 100 99.61 98.98
Forest Land, (%) (open scrub) 0.62 0.001 0.41
Relative Marking 40 100 60
Agricultural Land (%) 84.10 81.37 81.61
Relative Marking 96.75 100 99.71
Barren Land (%) 13.10 10.54 12.57
Affected Residential / Commercial buildings, (Nos.) 281 110 100
Total Marking 90.96 77.92 82.06
Table 5-4: Comparative Analysis of Three Alternatives Alignments Based on Engineering

Aspects
PARTICULARS DETAILS
Alignment OPTION 1 OPTION 2 OPTION 3
CC Road, Length (Km) 120.7 127.2 128.0
Major Horizontal curves, (Nos.) 37.00 40.00 42.00
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PARTICULARS DETAILS
Relative Marking 100.00 92.50 88.10
Tunnel Length, (km) - - -
Relative Marking - - -
Underpass, (Nos.) 65 65 65
Relative Marking 100 100 98.48
At Grade /Interchanges, (Nos.) 3 3 3
ROB, (Nos.) 1 2 4
Major Bridges, (Nos.) 2 3 1
Total Marking 100 79 85
As per criteria for engineering aspects, Option No. 1 scored highest marks as it has least length and
least curves and structures. However, the alignment passes through a completely green field area
near Nagpur.
Table 5-5: Comparative Analysis of Three Alternatives Alignments Based on Indicative Cost
Road New 6 Lane Sub-Total Tunnel Sub-Total

Total Total
Alignment Length Road Cost Construction Cost per Construction Cost
Cost Marking
(km) per Km (Cr.) Cost (Road), (Cr) Km. (cr.) (Structures) , (Cr)
Option 1 120.7 20.00 2,534 - 1134 3668 100
Option 2 127.20 20.00 2,544 - 1205 3749 97.86
Option 3 128.00 20.00 2,560 - 1154 3714 98.76
Indicative costs were worked out considering CC carriageway and unit cost per sqm for structures.
In cost analysis too, Option 1 scores the highest while Option 3 scores the least marks.
Table 5-6: Alignment Rank Matrix
Sr. No Parameters Option 1 Option 2 Option 3

1. CC Road Length of Alignment 120.7 127.20 128.00
2. Intersection (At-Grade/Grade Separated) 17 18 17
3. ROB 1 2 4
4. Major Bridges 1 3 1
5. Forest Land 0.62 0 0.41
6. Agricultural Land 84.1 81.37 81.61
7. Barren Land 13.1 10.54 12.57
8. Affected Residential/Commercial buildings 281 110 100
9. Approx. Civil Cost 3668 3749 3714
Total Rank (%)
Table 5-7: Alignment Evaluation Matrix
Sr. No Parameters Weights Option 1 Option 2 Option 3

1 CC Road Length of Alignment 100 100.00 99.61 98.98
2 Intersection (At-Grade/Grade Separated) 100 100 100 100
3 ROB 100 100 50.00 25.00
4 Major Bridges 100 100 33 100
5 Forest Land 100 40 100 60
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6 Agricultural Land 100 96.8 100 99.7

7 Barren Land 100 100.0 80.46 95.95
8 Affected Residential /Commercial 100 100 72.73 80.00
buildings
9 Approx. Civil Cost 100 100 97.86 98.76
Total Rank (%) 900.00 836.75 733.65 758.41
5.5 Selection of Final Alignment
Option one is most preferable option according to scoring matrix & comparative analysis of three
options. Option one is passing through minimum agriculture land and maximum barren land. The
forest area affected in Option one is reserved forest. No water bodies are affected. Area required for
construction purpose is less for Option one. Option three had the maximum number of ROB &
highest number of structures affected. Based on cost analysis, Option one scores the highest while
Option two scores the least marks. Hence Option one has been proposed and finalised for the
alignment. Alignment designed to meet geometric standards of Expressway for a design speed of
120 Kmph showing location of terminal points, final alignment plan with location of interchanges,
connectors, nodal hubs & facilities and Land pooling plans. The Alignment had finalized by
studying the Satellite imageries and Digital Terrain Model prepared by using drone survey and GIS
techniques.
Figure 5-2: Proposed Package IV Alignment
Proposed final alignment of Package IV lies between 19°51'52.10"N latitude 74°38'42.73"E

longitudes in Ahmednagar Distrcit to 19°40'50.08"N latitude 73°35'22.45"E longitude in Nashik
Distrcit. The total length of proposed alignment is120.7 km. It will pass through Igatpuri, Ghoti,
Sinnar, Shirdi, and Kopargaon Villages and connect three major cities viz Ahmednagar, Nashik &
Thane in less distance and time as compared to the distance covered by the current State Highways
and Major District
Some possible locations from talukas like Kopargoan, Sinnar, and Igatpuri are identified in the
Package-IV for development of residential/commercial/industrial townships. Alternate entry and
exit points on Nagpur-Mumbai Communication Super Expressway with Access Control have been
examined and accordingly the interchanges are proposed. Alignment is finalized with minimal
Land pooling and minimal adverse effect on ecology & environment with thorough check for
disturbance in drainage pattern if any.
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Chapter 6. Environment Monitoring Program

6.1 Environment Monitoring Programme
The purpose of the monitoring programme is to ensure that the intended environmental measures
are achieved and result in desired benefits to the target population. To ensure proper
implementation of the Environment Monitoring Plan it is essential that an effective monitoring
programme is designed and carried out. The same will be included in tender / bid document. The
broad objectives of the environment monitoring program are:
 To monitor impacts on the surrounding environment and the effectiveness of mitigation
measures during the construction and operation.
 To ensure that the environmental control systems installed at construction site
 To suggest ongoing improvements in management plan, if required, for subsequent
effective monitoring.
 To satisfy the requirements of environmental regulatory framework and community
obligations.
6.2 Performance Indicators

The physical, biological and social components, which are significant in affecting the environment
at critical locations, have been suggested as Performance Indicators. The following specific
environmental parameters can be qualitatively measured and compared over a period of time and
therefore selected as Performance Indicators for monitoring due to their regulatory importance
and the availability of standardized procedures and relevant expertise.
 Air quality with respect to PM10, PM2.5, NOx, SO2 and CO at selected locations.
 Water quality with reference to DO, BOD, COD, suspended solids, turbidity, alkalinity, oil
and grease at selected water bodies.
 Noise level at sensitive locations (institutions, hospitals, religious places)
 Survival rates of trees planted as compensatory afforestation to compensate for removal of
roadside trees.
6.2.1 Ambient Air Quality (AAQ) Monitoring
The air quality is recommended for monitoring through an approved agency along the alignment.
The monitoring of air sampling shall be conducted at the location of Crusher plant, Hot Mix Plant
(HMP), Stockyards Batching plant, Haul roads. In addition to these, air quality should also be
monitored near the storage sites having aggregates, sands etc. The parameters recommended for
monitoring during construction are:
 Particulate Matter, PM10, PM2.5
 Sulphur Dioxide,
 Oxides of Nitrogen, and
 Carbon monoxides
6.2.2 Water Quality
Water quality and public health parameters shall be monitored till the end of project and two years
after the completion. Monitoring shall be carried-out at quarterly basis, to cover seasonal
variations, by any recognized agency. Water quality shall be analysed by applying the standard
technique. The parameters for monitoring are given in the below.
6.2.3 Ambient Noise Monitoring

The monitoring of noise levels shall be conducted at the location of plant sites i.e. crusher plant,
HMP and construction sites etc. In addition to these, noise quality shall also be monitored near the
school, hospital, other sensitive sites and residential areas exist along the 40 meter to 50 meter
distance of project road or at the designated locations fixed –up by the environmental expert.
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6.3 Suggested Environmental Monitoring Plan
The environmental monitoring plan for the proposed project has been developed in view of the
institutional, scientific and fiscal issues pertaining to the project. For developing the monitoring
plan, appropriate Value Ecosystem Components (VEC‟s) which are likely to be affected have been
identified. For each component, suitable measurable environmental indicators which are
appropriate to the impact mechanism and scale of disturbance and have a low natural variability,
broad applicability and an existing data series have been defined. The monitoring plan has been
designed for the construction and the operation phase of the project and the details of the plan
have been presented in Table 6-1.
6.3.1 Data Analysis
The monitored data will be analyzed and compared with the baseline levels as established in the
EIA study and the regulatory standards specified by different government agencies. The standards
against which the different environment components will be compared are as per Table 6-1:
Table 6-1: Applicable Standards for Different Environmental Components
Sr. No. Component Applicable Standards

1 Ambient Air quality National Ambient Air Quality standards, CPCB
2 Noise quality Noise rules 2000 published by CPCB.
3 Surface water quality IS:2296: Class „C‟ Water, CPCB
4 Ground water quality IS: 10500 Standards, BIS
5 Soil quality --
6.3.2 Reporting Schedule
Monitoring and evaluation are important activities in implementation of all projects. Monitoring
involves periodic checking to ascertain whether activities are going according to the plans. It
provides the necessary feedback for project management to keep the programme on schedule.
The reporting system will operate linearly with the Concessionaire, who will report to Independent
Engineer (IE), who will in turn report to the Project Implementation Unit (PIU). All reporting by
the Concessionaire and Independent Consultant shall be on monthly/ quarterly/ annual basis. The
PIU shall be responsible for preparing targets for each of identified EMP activities. The
compliance monitoring and the progress reports on environmental components may be clubbed
together and submitted to the PIU regularly during the implementation period. The operation stage
monitoring reports may be annual or biennial provided the project Environmental Completion
Report shows that the implementation was satisfactory. Otherwise, the operation stage monitoring
reports will have to be prepared as specified in the said project Environmental Completion Report.
6.3.3 Emergency Procedures/Corrective Measures
Corrective measures will be adopted if the review of the monitoring report reveals that the
environmental management plan is inadequate or has not been implemented properly. A detailed
review will be carried out by the interdisciplinary team of experts of the Environment Management
Cell for assessing the gaps between the EMP and its implementation. A corrective action plan will
be worked out for the environmental component and a rigorous follow up of that plan will be
adopted.
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Table 6-2: Environmental Monitoring Plan
Environment Project Parameters Standards Locations Frequency Duration Action Plan if Implementation Supervision
Component Stage criteria exceeds
Air Quality Construction PM10, PM2.5, National Plant site, Twice in a Continuous Check and Contractor Env
SO2, NOx, CO Ambient Air HMP & stone month till 24 hours modify control through Consultant,
Quality crusher end of device like bag approved PMC
Standard construction filter/ cyclones monitoring supervisor /
of hot mix plant agency Contractor /
Construction Stretch of the Once in a Continuous -- MSRDC
road where season till 24 hours
construction end of
is in progress construction
at minimum
4 locations in
consultation
with IC
Operation Along the Once in a Continuous -- Env
project road season 24 hours Consultant,
at locations MSRDC
of baseline
monitoring
Surface Construction pH, temperature, Surface At identified Once in a Grab Check and Contractor Env
Water DO, BOD, COD, Water locations season Sampling modify petrol through Consultant,
Quality Oil & Grease, Quality till end of interceptors, approved PMC
Total Suspended Standard as construction silt fencing monitoring supervisor /
Solid, turbidity,per used devices agency Contractor
Operation Total Hardness, based At identified Once in a Grab Check and Developer / PP Env
Chlorine, Iron, classification locations season for Sampling modify petrol through Consultant,
Total for Surface 1 years interceptors, approved MSRDC
Coliform Water as per silt fencing monitoring
CPCB devices agency
Guidelines
Ground Construction pH, Temperature, Ground At identified Once in a Grab Check and Contractor Env
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water TSS, Total Water locations season till Sampling modify petrol through Consultant,
quality hardness, Quality end of interceptors, approved PMC
Suspended Solid, Standard as construction silt fencing monitoring supervisor /
Chlorine, Iron, per IS- devices agency Contractor
Operation Sulphate, Nitrate 10500 At identified Once in a Grab Check and Developer / PP Env
locations season for Sampling modify petrol through Consultant,
1 years interceptors, approved MSRDC
silt fencing monitoring
devices agency
Noise Levels Construction Leq dB (A) (Day Noise rules Plant At equipment Once in a Readings Contractor Env
and Night) 2000 Construction yards and season till to be taken at through Consultant,
Average published by site along the end of 60 secs interval approved PMC
and Peak values CPCB. project road construction for every hour monitoring supervisor /
at locations & then Leq to agency Contractor
of baseline be obtained for
monitoring in day and night
consultation time
with IC
Operation Plant At the Once in a Developer / PP Env
Construction locations season for through approved Consultant,
site of baseline 1 year monitoring MSRDC
monitoring agency
Soil Quality Construction Physical Near Once in a Once in a Composite -- Contractor Env
Parameters: construction season season for Sample through Consultant,
Texture, Grain sites and excluding 1 year approved PMC
Size; along project the monsoon monitoring supervisor /
Chemical road at till agency Contractor
Parameter: location of end of
pH, monitoring in construction
Conductivity, consultation
Calcium, with IC
Operation Magnesium, At the Composite -- Developer / PP Env
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Sodium, Nitrogen, locations Sample through approved Consultant,
Absorption Ratio of baseline monitoring MSRDC
monitoring agency
Construction Construction Monitoring of: As laid out At Storage Quarterly in -- -- Developer / PP Env
site and 1. Storage Area in the area and construction through approved Consultant,
construction 2.Drainage Detailed construction stage till end monitoring MSRDC
camps arrangements Design for camps of agency
3.Sanitation in the project construction
Construction
camps
Road side Pre Monitoring of As laid out All along During the -- -- Forest Developer.
plantation Construction felling of trees (It in Detailed the corridor felling of Department
Stage shall be ensured Design for trees
that only marked the project
trees are felled.)
Operation Survival rate of As laid by All along Every year -- -- Developer & Developer &
Stage trees success of The the corridor for initial Forest Forest
revegetation. The concerned three years Department Department
number of trees department during
surviving during operation
each visit shall be phase.
compared with
number of
saplings planted.
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Table 6-3: Environmental Monitoring Plan
Source Monitoring Locations Parameters Frequency

Land Pooling Compensation plan Resettlement sites Quality of life of HH, Commitments in GR. As per GR
Livelihood Restoration plans Resettlement sites Commitments in plans As per GR
Community Development Plan Local Communities Commitments in plan, construction and operation As per GR
of developments
Health Safety Plan Local Communities, Operational site Health & Safety incidences and indicators As per GR
Communication Management Local Communities Conflicts, stakeholder engagement As per GR
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6.3.4 Detailed Budgetary Provisions
A MoEF&CC accredited laboratory will be sub contracted for the monitoring work. The cost
estimates for the proposed monitoring plan are as detailed in Table 6-4.
Table 6-4: Cost Estimates for Environmental Monitoring
Component Particular Quantity Unit Rate (Rs) Total Cost (Rs)

Construction Phase (A)
Air Monitoring at At 4 locations for three 8,000/ sample 69,12,000/-
construction sites season in a year for 3 years
Surface Surface water At 2 locations for three 6,000/ sample 1,08,000/-
Water resources season in a year for 3 years
Ground Ground water bodies At 4 locations for three 6,000/ sample 2,16,000/-
Water season in a year for 3 years
Noise At equipment yards At 5 locations for three 2,000/ sample 90,000/-
season in a year for 3 years
At construction sites At 5 locations for three 2,000/ sample 90,000/-
identified by IC season in a year for 3 years
Soil At productive At 4 locations for three 7,000/ sample 2,52,000/-
agricultural lands season in a year for 3 years
abutting traffic detours
and traffic diversions,
to be identified by
Engineer
Subtotal Construction Phase (A) 76,68,000/-
Operation Phase (B)

Air Ambient Air Quality At 4 locations for three 8,000/ sample 2,30,400/-
Monitoring season for a year
Surface Surface water At 2 locations for three 6,000/ sample 1,08,000/-
Water resources season for a year
Ground Ground water bodies At 2 locations for three 6,000/ sample 36,000/-
Water season for a year
Noise As directed by the At 5 locations for three 2,000/ sample 90,000/-
Engineer season in a year for 1 year
Soil At five locations At 4 location for three 7,000/ sample 2,52,000/-
where baseline season in a year for 1 year
monitoring has been
carried out
Road Side Considered in
Plantation EMP Budget
Subtotal Operation Phase (B) 7,16,400/-
Total Monitoring Cost 83,84,400/-
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Chapter 7. Additional Studies

7.1 Introduction
As per the conditions of the Terms of Reference given by EAC for preparation of the EIA/EMP
Report, several studies were to be conducted to provide a clear picture of the project area. The
suggested studies/activities were:
 Public Hearing and Consultation
 Road Safety Measures
A summary of the abovementioned studies are given in this chapter.
7.2 Public Engagement

MSRDC has appointed a communication expert team to disseminate and create awareness for project
NMEW. The role of the communication expert team is to ensure complete involvement of the
villagers and disseminate complete information regarding NMEW. As a part of the process, the team
has devised various approaches for effective out-reach to all beneficiaries/stakeholders. Another
important role of the communication expert team is to understand concerns, perceptions, aspirations
and expectations of the villagers.
The lands impacted by the NMEW shall be purchased from the villagers through Land Pooling
Scheme (LPS). Past experiences of LPS for Navi Mumbai Airport Influential Notified Area (NAINA)
and Amravati City, new capital of Andhra Pradesh have been successful. It is, thus, proposed to pool
the land for NMEW on participation (non-cash) basis through LPS. Hence, the communication expert
team shall be instrumental in explaining the LPS and share the advantages of LPS. The team will also
explain the compensation policy covered in the land pooling scheme and grievance redressal system
to be implemented during the execution of the project.
As a part of public consultations, 27 meetings and focus group discussions with the village/
ommunities/ stakeholders/ landowners have been conducted in November and December 2016. The
broad findings, observations and resolutions of the meetings have been compiled and presented
below.
The beneficiaries were of the opinion that frequent meetings with concerned government authorities
should be conducted for a clear line of communication about the project. There have been regular
discussions and meetings with the beneficiaries to address their concerns. Various strategies and
outreach ideas have been formulated to gain positive responses from the villagers regarding the
project. There has been a partial consensus and acceptance amongst the beneficiaries regarding the
project NMEW. Majority of the beneficiaries have accepted the proposal with a positive and
participative attitude. In addition to meetings and discussions, the beneficiaries/ landowners/
stakeholders have the following expectations:
 Complete detailed information sharing and dissemination of NMEW project.
 Information sharing regarding schedule and implementation plan of NMEW
 Fair, transparent and complete compensation as covered in the LPS entitlement to the
eligible beneficiaries.
 Additional focused meetings and discussions to be held to provide additional
information and clarifications regarding the project.
 District administration on assurance and procedure of dissemination of all
communications
 Written acceptance/ approval/ permissions related to the project.
 Written/ authentic document safeguarding employment and job security.
 Commencement of any work only after appropriate written communication from the
concerned authority.
 Safeguarding the cultural assets like cremations/ burial grounds and other community
properties
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 Specific meetings with village talathi and landowners to address concerns regarding
7/12 extracts or categorisation of lands and other revenue matters.
It is important that the impacted population are aware of and clearly understand the project, its
eligibility, its impacts, its benefits and compensation entitlements. Involvement of all stakeholders in
all stages of the project cycle ensures the procedure of LPS to be a transparent and just manner.
Figure 7-1: Photographs of Meetings
7.3 Road Safety Features
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Road safety features are essential for high speed facilities such as Expressways. Various types of road
safety features are proposed along the Expressway as described below:
7.3.1 Road Signs
7.3.1.1 Mandatory Signs/ Regulatory Signs and Compulsory signs
The Mandatory Signs are meant to convey to road users a definite instruction they must follow, e.g.
circular signs for speed or other restrictions etc., compulsory signs such as “Compulsory Keep Left”
compel the drivers to follow a definite route.
7.3.1.2 Warning Signs/ Cautionary Signs
The Warning Signs are meant to convey to road users a warning about dangers/ hazards ahead. These
are triangular signs warning about hazards lying ahead. Proper warming signs shall be designed for
the
expressway.
7.3.1.3 Informatory Signs
The Informatory Signs are provided to convey to road users information on places of interest, services
and facilities and guide road users along routes, etc. This also includes other signs which are useful to
the drivers like Direction Signs, Toll plaza ahead sign, etc. For expressways these signs gain more
importance since at interchanges weaving manoeuvres are needed and for that advance warning and
Informatory signs are necessary. These signs shall generally be mounted on gantries fixed across the
carriageway.
7.3.2 Road Markings
It will be essential to provide suitable carriageway markings for conveying to the drivers of hazards or
directional lane changes. These are provided also to ensure safety and orderly use of the carriageway
in accordance with traffic regulations, to define lanes and guide/ regulate vehicles at junction and to
complement the traffic signs.
The carriageway markings as suggested shall be simple, clear to purpose and type, hard wearing and
skid resistant in both dry and wet weather conditions. Provisions have been made for Road Marking
on the entire length of the expressway, which, include, carriageway edge-lines, lane markings,
chevron markings at diverge and merge locations, etc. Hot applied thermoplastic materials (super-
imposed type) are proposed for road markings and shall be applied with the help of marking
machines.
Carriageway Edge Lines are specifically required to define edges of the carriageway wherever there
are paved shoulders or emergency lane. Carriageway Edge Lines recommended are 150 mm wide,
yellow in colour and continuous along both sides of the carriageway except at merge and diverge
locations where a broken edge line is used to provide continuity.
7.3.2.1 Other Markings
Other Markings such as Directional Arrows, Deceleration Lane Arrows, Chevron and Diagonal
Markings, Lane Markings, and other related markings required for smooth operation of traffic are
proposed to be provided in accordance with relevant IRC standard code of practices.
7.3.3 Road Furniture
7.3.3.1 Metal Beam Crash Barriers
Metal Beam Crash Barriers shall be provided on both edges of the road where road height exceeds 3
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m, and on the outer edge of the road on sharp curves. Suitable reflectors shall be fixed on the beam @
3 m c/c for proper delineation of the barrier line. The metal beam crash barrier shall start with a
parabolic flare away from the carriageway in the incoming section, the equation of the parabola being
Where,
w = tangent offset at minimum flare = 1200 mm
l = total length of flare = 11400 mm
y = tangent offset at any point in guardinal flare
x = distance from point of tangent to any point of offset
For the new green alignment of project, double crash barrier shall be provided on both edges to ensure
safety for the new green field alignment.
7.3.3.2 Road Studs
Direct reflecting road studs shall be fixed on the carriageway edge lines to provide visual guidance at
night about the carriageway edges. These shall be fixed as per standard IRC guidelines for road studs.
7.3.3.3 Delineators
Delineators provide visual assistance to drivers about the alignment of road ahead and warn them
about
hazards, particularly at night. The different types of Delineators proposed for the Project Road are:
 Cluster of Red Reflectors on triangular notes as object markers provided at the heads of
medians
and directional islands.
 Circular Red Reflectors on face/tips of islands and median.
 Circular White Reflectors fixed on Guard Posts at prescribed spacing to delineate the
alignment in sharp curves.
7.3.3.4 Fencing
The expressway being a full access-controlled facility, suitable fencing shall be provided at the ROW
limits to desist pedestrians, stray animals, etc. on to carriageway. The fencing shall be standard chain
link type or similar suitable arrangement.
7.3.3.5 Landscaping and Arboriculture
A proper landscape will be proposed to be provided along the expressway alignment, especially in the
new alignment, toll plaza areas, rest and services areas to fit in with the surroundings for pleasing
appearance, reducing headlight glare and adverse environmental effects such as air pollution, noise
pollution and visual intrusion.
The proposal for landscaping includes the following:

 Treatment of embankment slopes as per IRC: 56–1974, depending upon soil type involved.
 Turfing of slopes of high embankment for controlling rain and wind erosion
 Planting of low height shrubs on medians for reducing glare effect and visual intrusion.
 Planting of trees along ROW as part of compensatory afforestation.
Grading of ground between the embankment toe and ROW and provision of surface drain along the
ROW. This will help in physical delineation of the ROW and avoid encroachment at later date.
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Chapter 8. Project Benefits

Maharashtra has planned NMEW which intends to divert and redistribute the heavy traffic on
existing corridors. The proposed NMEW is being implemented by MSRDC which will pass through
10 districts from Vidarbha through Marathwada to Konkan regions. The major settlements which
are set to be part of this plan are Nagpur District, Wardha District, Amravati District, Washim
District, Buldana District, Jalna District, Aurangabad District, Ahmednagar District, Nasik District
and Thane District. The NMEW will be designated as a MSH built on National Highway
standards. The NMEW is a top priority project in the Government agenda.
industries in rural and underdeveloped districts of Maharashtra. The project is so massive that it
will open up multiple sectors including township along the expressway emerging as a self-reliant
model. From textile sector to IT hubs, each node will have its distinct character developed to tackle
the local requirements of livelihood of the people and growth. An equal opportunity to grow and
develop is the only way for a region to ensure a prosperous demography. Cities have concentrated
employment opportunities, skilled work force, financial independence and the infrastructure to
keep the demand-supply cycle intact. Most of the needs of the urban areas in terms of food and
electricity are sourced from the rural areas. Urban areas act as the drivers of economy for the rural
regions, whereas the rural areas provide necessary resources. Thus the urban and rural areas in
any state have an interdependent relationship with each other.
8.1 Improved connectivity
The proposed expressway connects regional headquarters of the state to one another thereby
facilitating administrative activities of the state. The proposed stretch would save travelling time
between the two cities. Extensive road connectivity across Nagpur and Mumbai cities is essential
for economic development, trade and social integration. It will improve mobility, reduce travel time
and fuel consumption ultimately having positive impact on environment.
8.2 Educational opportunities
Education plays an irreplaceable role in contributing the prosperity of state, the Nagpur Mumbai
Expressway connects rural areas with limited educational facilities to urban ones with plenty
opportunities for higher education. Proposed Education institutes in the villages and better
approach to Medical & Educational services and quick transportation of perishable goods like
fruits, vegetables and dairy products.
8.3 Employment opportunities
The proposed expressway will revive the textile, tourism, education and manufacturing industries
on its major nodes thus creating employment opportunities for the people. Vocational and skill
development training for youth. Opening up of opportunities for new occupations will increase the
employment opportunities in the villages. The incidental benefit would be that it will create
employment during construction phase and post development. It will boost industrialization which
will largely benefit the entire region. During the construction phase of the project which is likely to
be completed within 36 months, manpower will be needed to take the part in various project
activities. About 6000 persons per day, which includes, skilled, semi-skilled and unskilled labours,
will likely to get work. In the post construction phase it is expected that the project will provide
social benefits to about 600 people in terms of direct employment by way of better commercial and
industrial development of the area.
The project shall also induce indirect employment generation for cleaners, guards, local vendors,
operation and maintenance workers etc. Indirect employment will be both temporary and
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permanent. Highway development projects require large number of local people during
construction stage. Large employment opportunities will be generated as a consequence of the
project implementation.
During the construction phase, the employment opportunities will be created for skilled (engineers,
transport, mechanical), semi-skilled (technician, road Inspectors, plant operator, office support
etc.) and unskilled (general labour) labourers. Most of the skilled labourers may come from other
parts of the country; the opportunities for semi-skilled and unskilled sections of the work-force will
primarily be available from the local communities. Apart from these temporary employment
opportunities, there would be permanent employment opportunities for the local community due to
the enlarged development of industries as it will stipulate more workers to cater to their increasing
needs. There will be more commercial establishments such as shops, dhaba/ restaurants/, small
workshop serving the vehicles moving along the expressway. These activities will provide additional
socio-economic development and increased wages in the project area. Additional job opportunities
may also be developed due to the development of proposed industrial and infrastructure activities
along the expressway. As discussed above, the community people will get huge job opportunities
due to the proposed expressway, which in turn will further improve their living status and overall
social paradigm of the district.
8.4 Economic Benefits
The expressway contributes to the economic development by encouraging attraction of business to

site equipped with good access and by improving the travel efficiencies of the existing business and to
start new avenues. This also helps in the Development of new industries, Development of new
educational institutions and hospitals/health centres, Development of real estates, Development of
Infrastructure projects, Development of IT parks, Development of local agriculture, handicrafts,
tourism and pilgrimage places. Area development like proposed Residential Townships, real estate
development will increase the commercial value.
The proposed expressway is passing through a large number of under developed districts and
government has planned industrial development using the expressway as an infrastructural launch
pad. The planned proposed expressway is having various prestigious industrial projects viz., Sinner
MIDC Industrial Estate, Lahavit industrial Area, Kopargaon Industrial area, Sanjivani Sugar Factory
near Kopargaon. Igatpuri Railway station is existing within 5 kms from Ghoti end.
Growth of local tourism and resultant boost to local economy is also expected due to proposed
project. The main economic benefit generated by the project will be savings of vehicle operating cost.
The smooth riding quality of pavement and separate lane for the vehicles for providing 150km/hr
speed reduces engine load and travel time consequently provide fuel saving for vehicles and
ultimately reduces vehicular operating cost. The separate lanes of vehicles also reduce probable
accidents and traffic jam which shall be cost efficient for operating vehicle on the highways. The
highways with good traffic facilities and having adequate safety provisions shall reduce the number
and severity of accidents. It constitutes an important element of the economic benefits.
8.5 Social Benefits
Proposed Tree Plantation along the road side, green pockets alongside of the alignment will have
social benefits to the nearby people. Drinking water facility, medical facilities, food courts, police
stations, public toilets, petrol pumps. This will definitely add value in the social and financial
benefits in the region. Direct employment opportunity to people from all skilled, semiskilled and
unskilled streams, improved quality of life for people and so on will act as social benefits. The WiFi
enabled by optical fiber lines along the expressway will improve the internet connectivity of the
areas along the alignment thus opening a world full of opportunities to the farmers and taking a
step closer towards Digital India.
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8.6 Environmental Benefits
The proposed project will ensure the smooth flow of traffic, which reduces the emissions and noise
level. Apart from this, landscaping and plantation will be done throughout the project road, which
will increase the aesthetic of the project road. Smooth and fast moving traffic will cause only lower
emissions thereby reducing pollution levels. Noise level shall reduce through reduced traffic
congestion. On the other hand, plantation of trees along the right of way shall also contribute
substantially in noise reduction. Afforestation programme and landscape along the highway shall
provide greenery which ultimately reduce pollution and improve the environmental quality.
8.7 Indirect Benefits
In addition to the direct benefits, there are number of indirect benefits attributed to the project.
Lowering transportation cost for users and improving access to goods and services enables new and
increased economic and social activity. The indirect benefits include changes in land use and
development, changes in decision on residential area or colonies where land are less expensive or
more desirable, changes in development of business in order to take advantage of improved speed
and reliability in the transportation system. These benefits hence lead to increase in the property
values, increased productivity, employment and economic growth. The indirect benefit of the
proposed expressway would work through the dynamic developmental externalities generated
through the forward and backward linkages. A better connectivity between Nagpur and Mumbai
will increase the business, which will reflect in the changes in the pattern of economic activities,
income generation, price evolution, and employment condition. There will be also increase in
greater accessibility to market, health and educational facilities.
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Chapter 9. Environment Management Plan

9.1 Introduction
The Environmental Policy of the promoters of the proposed Highway project is given as under:
 To achieve excellence in the area of environment management;
 To keep in the view the various environmental requirements in all business decisions;
 To continuously adopt ways and means for environmental protection and environmental
improvement around its business units;
 To adopt sound Environmental Management Practices.
 The administrative aspects have been pre-planned to achieve the environmental goals for the
proposed highway project.
9.2 Environment Management Plan
The Environment Management Plan (EMP) outlines the environmental management system that will
be implemented during the detailed design and construction stage of the project for minimization of
deleterious effects and implementation of enhancement measures. The EMP embraces environmental
management issues comprising of beneficial impacts as well as long-term adverse impacts and their
remedial measures.
The management shall implement sound EMP, which will make environment protection an essential
requirement. Prediction of the potential environmental and social impact arising due to development
activities are considered as the heart of EIA process. An equally essential element of this process is to
develop measure to eliminate, offset or reduce adverse impacts to acceptable levels and enhance the
beneficial ones during implementation and operation of the projects. The integration of the project
planning is done by clearly defining the environment requirements within an EMP. The Management
Action Plan aims at controlling pollution at the source level to the maximum possible
extent with the available technology followed by treatment measures before they are discharged.
Specifically, the EMP lays stress on key environmental aspects and issues of the project during
operation phase by:
 Identifying potential environmental impacts;
 Recommending mitigation measures for the negative impacts;
 Identifying opportunities for enhancement measures;
 Providing an organizational framework for operating Environment Management System and
other functions of the project by assigning roles and responsibilities for environmental
monitoring and management;
 Formulating Environmental Action Plans (EAPs) which specify mitigation, periodic and
annual
monitoring activities during project implementation and operation
9.3 Environment Management Cell: Structure and Responsibilities
A separate environment management cell comprising of a team of experienced and qualified

personnel
reporting to a very senior level executive preferably an environmental engineer established. He will be
assisted by well-trained staffs comprising of environmental and safety specialists. Staff will be trained
for environment control measures like air, water quality monitoring, solid waste management, noise
abatement etc. Staff would also be trained to operate ESP and other pollution control equipment at
optimum efficiency.
The Environment Management Cell will be responsible for managing the following activities related
to
environment function of proposed highway project:
 Coordinate and manage the EMP implementation during pre-construction, construction and
operation phase
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 Appoint dedicated environment staff to manage environmental monitoring responsibilities

 Manage and coordinate environmental monitoring and control
 Coordination with other sections of the plant and government agencies in relation to
environmental management activities
 Implement and monitor greenbelt protection and plantation activities
 Safety specialist will ensure safe working practices in all the sections of the plant
9.3.1 EMP Implementation Framework
The environmental experts/officers of various agencies are identified to implement the mitigation
measures for the minimal impact on environment.
Environmental Experts/Officers: The role of Environmental Experts/officers of various agencies is

to ensure that all works shall be carried out in accordance with the environmental management plan
prepared for a specific project as per the environmental legislation (Laws, Acts, and Rules etc.) and
also the guidelines of funding agency. It shall make a part of the Tender Document for appointment of
Environmental Expert for imposition of penalty to the violators, particularly contracts.
Civil Work Contractor: The environmental problems and issues usually arise out from the
construction sites and workers camps are to be controlled by the civil work contractor. Such type of
role of civil work contractor shall be clearly defined in the Tender Document.
Revenue Department: The District Collector is the head of the Revenue Department. His
responsibility is to support the project through providing civil land for compensatory afforestation on
one hand and disbursement of compensation to PAPs without delay and dispute on other.
Forest Department: The Divisional Forest Officer (DFO) at Division and Conservator of Forest (CF)
at Circle level are head of the Forest Department. Whatever, issues arise in relation to diversion of
forest land and resources (tree felling etc.) to be supported for the developmental activities as per all
the regulatory authorities.
Project Promoter: The responsibilities of the project promoter are to verify the well managed
practices, which can be smoothly followed and implemented under project. It also keeps in mind the
accident prone zones and environmental hazards. The interface of project promoter is extremely
valuable for taking additional actions to the implementing and supervising agency for eco-friendly
implementation of EMP.
9.4 Environmental Management Action Plan
This section describes the Environmental Management Action Plan for the proposed project during
different stages of project. The Environmental mitigation measures have been incorporated at all the
stages of the project right from Designing phase to Construction and Operational Phase. All care has
been taken to have minimum impact on trees and ground cover, to keep impacts on people at a
minimum, to keep land acquisition at a minimum, to provide maximum safety to the Highway users
and to provide mitigation measures to all expected environmental degradation during design stage
itself. Further to this the Management Plan has been formulated for implementation of environmental
mitigation measures to be carried out by the Concessionaire and to ensure that the provisions of the
EMP are strictly followed and implemented by strengthening implementation arrangements to prevent
and minimize the adverse environmental impacts during Construction phase of the project.
EMP has also addressed certain environmental measures to be taken to prevent further deterioration of
environment components and to improve the safety of the Highway users and roadside communities
during Operational Stage of the Project.
Appropriate measures have also been identified for action during various stages of the project, viz,
design and pre construction, construction and operational phases. The measures identified for all three
phases, are tabulated in Table 9.1 which describes the nature of the potential environmental impact,
176
the measures, which have or will be taken, the timeframe in which they are taken, the implementing
agency and responsible organization.
Table 9-1: Environmental Management Action Plan
Sr. Environment Mitigation Measures Planning and Supervision

No. Issues & Impacts Execution
A: Pre Construction Stage
A-1 Land and  No Land acquisition PIU, PIU -
Properties Loss  Early identification of entitlement for Revenue MSRDC
compensation and advance planning of Department
Resettlement and Rehabilitation Action Plan
to compensate the losses as per the GR.
 All the affected people will be compensated as
per GR before commencement of Construction
works.
A-2 Preservation of  All efforts will be made in design to save PIU, PIU-
Trees maximum trees. Forest MSRDC
 Compensatory Plantation to be carried out as Department
per Forest (Conservation) Act and Forest
Rules of Maharashtra.
 The owners of the trees will be adequately
compensated as per Resettlement and
Rehabilitation Action Plan.
 Apart from Compensatory Plantation Green
Belt shall be developed all along the NMEW
Package IV.
A-3 Location of  Stone crushers: WMM Plants and Concrete Concessionaire IE,
crushers, hot mix Batching plants will be sited sufficiently away / Contractor PIU-
plants, WMM from settlements, agricultural operations and MSRDC
Plant, Concrete any commercial establishments. Such plants
Batching plants will be located at least 500m away from the
etc. nearest village/ settlement preferably in the
predominant down-wind side. Mobile
equipment can be placed within 50 m from
the nearest dwelling.
 The Concessionaire shall submit a detailed
layout plan for all such sites and approval of
the Environmental Expert of Independent
Engineer (IE) shall be necessary prior to their
establishment.
 Arrangement to control dust pollution
through provision of wind screens,
sprinklers and dust encapsulation will have to
be provided at all such sites especially for
crushers. Use of buildings and equipment
within the plant site as wind barriers may be
considered.
 Specifications of crushers and hot mix
plants will comply with the requirements of
the relevant current emission control
legislations and Consent/NOC for all such
plants shall be submitted to the Environmental
Expert of IE. The Concessionaire shall not
initiate plant operation till the required legal
clearance are obtained and submitted.
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A-4 Other  All vehicles, equipment and machinery to be Concessionaire IE,
construction procured and brought to site for construction / Contractor PIU -
vehicles, will confirm to the relevant Bureau of India MSRDC
equipment Standard (BIS) norms and the manufacturer‟s
and machinery specifications. The discharge standards
promulgated under the Environment
Protection Act, 1986 will be strictly adhered
to.
 Noise limits for construction equipments
such as compactors, rollers, front loaders
concrete mixers, cranes (movable), vibrators
and saws will not exceed the value
specification the Environment (Protection)
Rules, 1986.
 The equipment proposed to be used for
bridge and culvert construction and must be
checked and certified fit, especially with
respect to the potential leakage of oil and
grease.
 The inspection shall verify that:
a. Equipment is clean (free of mud, dirt
and oil)
b. Equipment is in good working order.
c. A drip pan is available for equipment
that will be stored on site.
d. Concessionaire has a spill kit
e. Operator is trained on the refueling,
maintenance and emergency spill.
f. A logbook will be maintained
documenting all fuelling and
maintenance events (date, time,
location, condition of site, weather
conditions, amount of fuel on
maintenance event, issues).
g. Adequate inspections will be conducted
during the construction period
A-5 Borrow Areas  Total 12 borrow areas have been identified for Concessionaire IE,
all the four stretches. Finalizing borrows areas / Contractor PIU -
and all logistic arrangements as well as MSRDC
compliance to environmental requirements, as
applicable, will be the sole responsibility of
the Concessionaire.
 The Concessionaire will not start borrowing
earth from selected borrow area until the
formal agreement is signed between the land
owner and the Concessionaire and a copy is
submitted to the IE and the PIU.
 Locations finalized by, the Concessionaire
shall be reported to the Environmental Expert
of IE and who will in turn report to PIU.
 In addition to testing for the quality of borrow
materials by the IE, the environmental experts
of the IE will be required to inspect every
borrow area location prior to approval.
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A-6 Quarry Areas  The quarry materials requirement of this Concessionaire IE,
project may be taken from the existing / Contractor PIU -
approved quarries along the project highways. MSRDC
 As per the granted TOR district administration
needs to ensure the implementation of quarry
area as water retention ponds
A-7 Arrangement  The Concessionaire will use ground water / Concessionaire IE,
for construction surface water as a source of water for the / Contractor PIU -
water construction after taking prior permission from MSRDC
Competent Authority.
 The Concessionaire will provide a list of
locations and type of sources from where
water for construction will be used.
 To avoid disruption/disturbance to other
water users, the Concessionaire will extract
water from fixed locations and consult the
Environment Expert before finalizing the
locations. The Concessionaire will not be
allowed to pump water from any irrigation
canal and surface water bodies used by the
community. The Concessionaire is required
to comply with the requirements of the State
Ground Water Department and seek its
approval for doing so and submit copies of
the permission to Environment Expert of IE
& PIU.
A-8 Site identification  The Concessionaire shall identify site(s) away Concessionaire IE,
for disposal of from the project area where unsuitable / Contractor PIU -
unsuitable materials (debris, solid waste) generated in the MSRDC
materials course of the construction can be safely
disposed off. Such locations shall be inspected
by the Environment Expert of Independent
Consultant and approved in consultation with
the PIU before construction work starts.
A-9 Construction Sitting of the construction camps will be as Concessionaire IE,
camp location, per the guidelines below: / Contractor PIU -
design and layout  Locations of construction camp to be MSRDC
identified by the Concessionaire. Construction
camps will not be proposed within 500 m from
the nearest settlements to avoid conflicts and
stress over the infrastructure facilities with the
local
community. Location for stockyards for
construction materials will be identified at
least 1000m from water sources.
 The waste disposal and sewage system for the
camp will be designed, built and operated such
that no odour is generated.
 Unless otherwise arranged by the local
sanitary authority, arrangements for night soils
(human excreta) disposal approved by the
local medical health or municipal authorities
or as directed by Environmental Expert will
have to be provided by the Concessionaire.
A-10 Arrangements for  The Concessionaire as per prevalent rules will Concessionaire IE,
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temporary land carry out negotiations with the landowners for / Contractor PIU -
obtaining their consent for temporary use of MSRDC
lands for workers camp, construction sites/hot
mix plants/traffic detours etc. The
Environment Expert will ensure that the
clearing up of the site prior to handling over to
the owner (after
construction or completion of the activity) is
duly carried out by the Concessionaire.
A-11 Bore-well and  The owners of hand pumps and bore-wells Concessionaire IE,
Hand-pumps will be compensated as per Resettlement / Contractor PIU -
Action Plan. MSRDC
 The bore-wells and hand pumps will be
relocated as per consultation of the owners if
required
 Relocation of all affected bore-wells, hand
pumps in advance prior to start of construction
 The borehole/wells beyond formation width
will be retained for utilizing them as ground
water recharging well with proper safety
arrangements.
A-12 Severance  96 underpasses has been provided for crossing Concessionaire IE,
Problem the Expressway for pedestrians, local traffic / Contractor PIU -
and cattle to avoid severance problem. MSRDC
B: Construction Stage
B-1 Clearing &  Vegetation will be removed from the Concessionaire IE,
Grubbing construction zone before commencement of / Contractor PIU -
construction. All works will be carried out MSRDC
such that the damage or disruption to flora
other that those identified for cutting is
minimum.
 Only ground cover/shrubs that impinge
directly on the permanent works or necessary
temporary works will be removed with prior
approval from the Environmental Expert. The
Concessionaire, under any circumstances will
not cut or damage trees. Trees identified under
the project will be cut only after receiving
permission from the Forest Department of
Maharashtra.
B-2 Generation of  Debris generated due to the dismantling of Concessionaire IE,
debris from the side of existing road for pavement / Contractor PIU -
dismantling rehabilitation will be suitably reused in the MSRDC
structures and proposed construction, subject to the
road surface suitability of the materials and approval of
the Engineer and Environment Expert as
follows
 The existing base and sub-base material shall
be recycled as sub-base for the haul road or
access roads
 The Concessionaire will suitably dispose off
unutilized debris materials at predesignated
disposal locations, subject to the approval of
the Environmental Expert.
 The Concessionaire will ensure that the
180

surface area of such disposal pits is covered
with a layer of soil.
 All arrangements for transportation during
construction including provision, maintenance,
dismantling and clearing debris, will be
planned and implemented by the
Concessionaire as approved and directed by
the Environmental Expert.
 The pre-designed disposal locations will be a
part of Comprehensive Solid Waste
Management Plan to be prepared by the
Concessionaire in consultation with the
Environment Expert and Engineer of the IE.
B-3 Disposal of  The Environmental Expert will approve these Concessionaire IE,
other disposal sites after conducting a joint / Contractor PIU -
construction inspection on the site with the Concessionaire. MSRDC
waste  Non- bituminous wastes may be dumped in
on barren lands covered with a layer of the
soil. No new disposal site shall be created as
part
of the project, except with prior approval of
the Environment Expert. All waste materials
will be completely disposed of and the site
will be fully cleaned and certified by
Environmental Expert before handing over.
 All waste material will be completely disposed
of and the site will be fully cleaned and
certified by Environment Expert before
handing over.
B-4 Stripping,  Stockpiles will not be surcharged or otherwise Concessionaire IE,
stocking and loaded and multiple handing will be kept to a / Contractor PIU -
presentation minimum to ensure that no compaction will MSRDC
of top soil occur. The stockpiles shall be covered with
gunny bags or vegetation.
 It will be ensured by the Concessionaire that
the topsoil will not be unnecessarily trafficked
either before stripping or when in stockpiles.
 Such stockpiled topsoil will be utilized for-
 Covering all disturbed areas including
borrow areas
 Top dressing of the road embankment
and fill slopes
 In the agricultural fields of farmers,
acquired temporarily. Residual topsoil,
if there is any will be utilized for the
plantation.
B-5 Accessibility  The Concessionaire will provide safe and Concessionaire IE,
convenient passage for vehicles, pedestrians / Contractor PIU -
and livestock to and from roadsides and MSRDC
property access as connecting the project road.
The Concessionaire will also ensure that the
existing accesses are not blocked without
providing adequate provisions and to the prior
satisfaction of Environmental Expert.
 The Concessionaire will take care that the
181

cross roads are constructed in such a sequence
so that traffic movement on any given area
does not get affected.
B-6 Planning for  The Concessionaire will provide specific Concessionaire IE,
Traffic diversion measures for safety of pedestrians and workers / Contractor PIU -
at night as a part of traffic control plans. The MSRDC
Concessionaire will ensure that the diversion/
detour is always maintained in running
condition, particularly during the monsoon to
avoid disruption to traffic flow. The
Concessionaire will also inform local
community of changes to traffic routes,
conditions and pedestrian access arrangements
with assistance from IE and PIU.
B-7 Earth form  No borrow area will be opened without Concessionaire IE,
Borrow Areas permission of the Environment Expert. The / Contractor PIU -
For Construction location, shape and size of the designated MSRDC
borrow areas will be as approved by the
Environmental Expert of IE and in accordance
to the IRC recommended borrow pits for road
embankments. The borrowings operations will
be carried out as specified in the guidelines for
setting an operation of borrow areas.
B-8 Quarry  The Concessionaire will develop a Concessionaire IE,
Operation Comprehensive Quarry Redevelopment Plan / Contractor PIU -
as per the Mining Rules of Maharashtra and MSRDC
submit a copy to PIU and IE prior to opening
of the quarry site. The quarry operations will
be undertaken within the rules and regulations
in force.
B-9 Construction  The Concessionaire will arrange adequate Concessionaire IE,
water supply and storage of water for the whole / Contractor PIU -
construction period at his own costs. The MSRDC
Concessionaire will submit a list of source/s
from where water will be used for the project
to IE and PIU.
 The Concessionaire will source the
requirement of water preferentially from
ground water but with prior permission from
the competent authority/ authorities, if
required. A copy of the permission will be
submitted to IE and PIU prior to initiation of
construction.
 The Concessionaire will take all precaution to
minimize the wastage of water in the
construction process/operation.
B-10 Drainage &  The Concessionaire will ensure that Concessionaire IE,
Flood Control construction materials like earth, stone are / Contractor PIU -
disposed of so that it does not block the flow MSRDC
of water of any watercourse and cross
drainage channels.
 The Concessionaire will take all necessary
measures to prevent the blockage of water
flow. In addition to the design requirements,
the Concessionaire will take all required
182

measures as directed by the Environmental
Expert of IC to prevent temporary or
permanent flooding of the site or any adjacent
area, if any.
B-11 Slope Protection  The Concessionaire will take slope protection Concessionaire IE,
and Control of measures as per design, or as directed by the / Contractor PIU -
Soil Erosion Environmental Expert of IC to control soil MSRDC
erosion and sedimentation through use of
dykes sedimentation chambers, basins, fibber
mats, mulches, grasses, slope, drains and other
devices.
 All temporary sedimentation, pollution control
works and maintenance thereof will be
deemed as incidental to the earth work or other
items of work and as such no separate
payment will be made for them. The
Concessionaire will ensure the following
safeguards:
 During construction activities on road
embankment, the side slopes of all cut
and fill area will be graded and covered
with stone pitching, grass and shrub as
per design specifications
 Turfing works will be taken up as soon
as possible, provided the season is
favourable for the establishment of grass
sods. Other measures of slope stabilization
will include mulching, netting and seeding
of batters and drains immediately on
completion of earthworks.
 In borrow pits, the depth shall be so
regulated that the sides of the excavation
will have a slope not steeper than 1 vertical
to 2 horizontal, from the edge of the final
section of the bank.
B-12 Water pollution  The Concessionaire will take all precautionary Concessionaire IE,
from construction measures to prevent the waste-water generated / Contractor PIU -
wastes during construction from entering into canals, MSRDC
water bodies or the irrigation system and avoid
construction works close to canals or water
bodies during monsoon.
 All waste arising from the project is to be
disposed off in the manner that is acceptable to
the MPCB or as directed by Environmental
Expert.
B-13 Water pollution  The Concessionaire will ensure that all Concessionaire IE
from fuel and construction vehicle parking location, fuels/ / Contractor PIU -
lubricants lubricants storage sites, vehicles, machinery MSRDC
and equipment maintenance sites are located at
least 100m away from any water body. The
Concessionaire will also ensure that spillage of
fuels and lubricants do not contaminate the
ground.
 If fuel storage and refuelling areas are located
on agricultural land or areas supporting
183

vegetation, the topsoil will be stripped,
stockpiled and returned after cessation of such
activities.
 All location and layout plans of such sites will
be submitted by the Concessionaire prior to
their establishment and will be approved by
the Environment Expert and PIU. The
Concessionaire will arrange for collection and
disposal of oily wastes to the pre-identified
disposal sites (list to be submitted to IE and
PIU) and approved by the Environment
Expert. All spills and collected petroleum
products will be disposed off in accordance
with MoEF&CC and MPCB guidelines.
B-14 Dust Pollution  The Concessionaire will take precautions viz. Concessionaire IE,
water sprinkling etc. to reduce the level of dust / Contractor PIU -
generating from construction site. All the MSRDC
plants will be sited at least 1 km in the
downwind direction from the nearest human
settlement.
 The Concessionaire will provide necessary
certificates to confirm that all crushers used in
construction conform to relevant dust emission
control legislation.
 Crushers licensed by the MPCB shall be used
for the project.
 Fly ash shall be used as per IRC-SP-58
Guidelines.
 On daily basis it will be ensured that all
dumpers carrying fly ash are fully covered by
tarpaulin
 Water sprinkling during loading and unloading
of fly ash shall be periodically.
 Storage of fly ash within enclosures shall be
done and regular water sprinkling will be
ensured over the stack.
B-15 Emission from  The Concessionaire will ensure that all Concessionaire IE,
construction vehicles, equipments and machineries used for / Contractor PIU -
vehicles, construction are regularly maintained and MSRDC
equipments & confirm the pollution emission levels comply
machineries with the relevant requirements MPCB.
 The Concessionaire will submit PUC
certificates for all vehicles / equipment /
machinery used for the project and maintain a
record of the same during the contract period.
Monitoring results will also be submitted to IE
and PIU as per monitoring plan.
B-16 Noise from The Concessionaire will confirm the following: Concessionaire IE,
vehicles,  Servicing of all construction vehicles and / Contractor PIU -
equipments machinery will be done for exhaust silencers MSRDC
and machineries and will be checked and if found defective will
be replaced.
 All the construction sites within 150m of the
nearest habitation, noisy construction work
such as crushing; concrete mixing will be
184

stopped during the night time between 10.00
pm to 6.00 am.
 No noisy construction activities will be
permitted around educational institutions /
health centres (silence zones) up to a distance
of 100 m from the sensitive receptors.
 Monitoring shall be carried out at the
construction sites as per the monitoring
schedule and results will be submitted to IC
and PIU.
 Environmental Expert will be required to
inspect regularly to ensure the compliance of
EMP.
B-17 Personal Safety  The Concessionaire will provide: Concessionaire IE,
measures for  Protective footwear and protective / Contractor PIU -
labour goggles to all workers employed on MSRDC
asphalt materials, cement, concrete
etc.
 Protective goggles and clothing to
workers engaged in stone breaking
activities
 Earplugs to workers exposed to loud
noise, and workers working in crushing,
compaction, or concrete mixing
operation.
 Adequate safety measures for workers
during handling of materials at site.
 The Concessionaire will comply with all the
precautions as required for ensuring the safety
of the workmen as per the International
Labour Organization (ILO).
 The Concessionaire will also ensure that no
paint containing lead or lead products is used
except in the form of paste or readymade
paint. They will provide facemasks for use to
the workers when paint is applied in the form
of spray or a surface having lead paint is
rubbed and scraped. The Concessionaire will
mark „no
smoking‟ in high risk areas and enforce
noncompliance of use of PPE with zero
tolerance. These will be reflected in the
Construction Safety Plan to be prepared by
the Concessionaire during mobilization and
will be approved by IE and PIU.
B-18 Traffic & Road  The Concessionaire will take all necessary Concessionaire IE,
Safety measures for the safety of traffic during / Contractor PIU -
construction and provide, erect and maintain MSRDC
such barricades, including signs, markings,
flags, lights and flagmen as proposed in the
Traffic Control Plan/Drawings and as required
by the Environmental Expert of IE for the
information and protection of traffic
approaching or passing through the section
of any existing cross roads.
185

 The Concessionaire will ensure that all signs,
barricades, pavement markings are provided as
per the MoRTH specifications or as directed
by the Engineer., a Traffic Management Plan
will be devised and implemented to the
satisfaction of the Concessionaire‟s vehicle
drivers must be strictly controlled particularly
when plying on local/village roads.
B-19 Risk from  The Concessionaire will take all required Concessionaire IE,
electrical precautions to prevent danger from electrical / Contractor PIU -
equipments equipment and ensure that – MSRDC
 No material will be stacked or placed as
to cause danger or inconvenience to any
person or the public.
 All necessary fencing and lights is
provided to protect the public in
construction zones.
 All machines to be used in the construction
will conform to the relevant Indian Standards
(IS) codes, are free from patent defect, are
kept in good working order, regularly
inspected and properly maintained as per IS
provision and to the satisfaction of the
Environment Expert.
B-20 First aid The Concessionaire will arrange for Concessionaire IE,
 A readily available first aid unit including / Contractor PIU -
adequate supply of sterilized dressing MSRDC
materials and appliances as per the Factories
Rules in every work zone
 Availability of suitable transport at all times to
take injured or sick person(s) to the nearest
hospital.
 Equipment and trained nursing staff at
construction camp.
B-21 Informatory  The Concessionaire will provide, erect and Concessionaire IE,
Signs and maintain informatory / safety signs, hoardings / Contractor PIU -
Hoardings written in English and local language, MSRDC
wherever required or as suggested by the
Environment Expert of IE.
B-22 Road side  The Concessionaire will carry out the Concessionaire IE,
Plantation plantation as per the Green Belt Development / Contractor PIU -
Strategy Plan prepared for the project as per IRC-SP: MSRDC
21: 2009 and Green Highway Policy 2015 of
Government of India.
 5 times the number of trees to be felled would
be planted, in the form of strip and block
plantations depending on the availability of
land. Plans for compensatory plantation will
be drawn up in consultation with the
Maharashtra Forest Department. Minimum 75
percent survival rate of the saplings will be
acceptable otherwise the contractor will
replace all casualties at his own cost to ensure
this survival percentage. The contractor will
maintain the plantation till they handover the
186

project site
 The Environment Expert of IE will inspect
regularly the survival rate of the plants and
compliances with regards to tree plantation
guidelines.
B-23 Accommodation  The Concessionaire will follow all relevant Concessionaire IE,
for labour provisions of the Factories Act, 1948 and the / Contractor PIU -
camps Building and the other MSRDC
 Construction Workers (Regulation of
Employment and Conditions of Service) Act,
1996 for construction and maintenance of
labor camp.
 The location, layout and basic facility
provision of each labour camp will be
submitted to IE and PIU prior to their
construction. The construction will commence
only after written approval of the Environment
Expert. The Concessionaire will maintain
necessary living accommodation and ancillary
facilities in functional and hygienic manner
and as approved by the IE.
B-24 Water  The Concessionaire will provide potable water Concessionaire IE,
Requirements at facilities within the precincts of every work- / Contractor PIU -
workers camp place in an accessible place. MSRDC
 The Concessionaire will also guarantee the
following:
(a) Supply of sufficient quantity of potable
water (as per IS) in every workplace/ labour
camp at suitable and easily accessible places
and regular maintenance of such facilities.
(b) If any water storage tank is provided, the
bottom of the tank will be kept at least 1mt.
above from the surrounding ground level.
(c) If water is drawn from any existing well,
which is within 30mt. proximity of any toilet,
drain or other source of pollution, the well will
be disinfected before water is used for
drinking.
(d) A reliable pump will be fitted to each
covered well. The trap door will be kept
locked and opened only for cleaning or
inspection, which will be done at least once in
a month.
 Environmental Expert will be required to
inspect the labour camp once in a week to
ensure the compliance of the EMP.
B-25 Sanitation and The Concessionaire will ensure that- Concessionaire IE,
Sewage System  The sewage system for the camp will be / Contractor PIU -
designed, built and operated in such a fashion MSRDC
that it shall not pollute the ground water or
nearby surface water.
 Separate toilets/bathrooms, will be arranged
for men and women
 Adequate water supply is to be provided in all
187

toilets and urinals
 All toilets in workplaces are with dry-earth
system (receptacles) which are to be cleaned
and kept in a strict sanitary condition
 Night soil (human excreta) is to be disposed
by putting layer of it at the bottom of a
permanent tank prepared for the purpose and
covered with 15cm, layer of waste or refuse
and then covered
with a layer of earth for a fortnight.
B-26 Waste  The Concessionaire will provide segregated Concessionaire IE,
disposal garbage bins in the camps and ensure that / Contractor PIU -
these are regularly emptied and disposed off in MSRDC
a hygienic manner as per the Comprehensive
Solid Waste Management Plan approved by
the Environmental Expert of IE.
 Unless otherwise arranged by local municipal
authority, arrangements for disposal of night
soils (human excreta) suitably approved by the
local municipal authority or as directed by
Environment Expert, will be arranged by the
Concessionaire.
B-27 Pollution  The periodic monitoring of the ambient air Concessionaire IE,
Monitoring quality, noise level, water (both ground and / Contractor PIU -
surface water) quality, soil pollution/ MSRDC
contamination in the selected locations as
suggested in environmental monitoring plan
will be the responsibility of Concessionaire.
 PIU will appoint MOEF/MPCB approved
pollution monitoring agency/ laboratory for
this purpose.
C: Operation Stage
C-1 Monitoring  The PIU will monitor the operational Concessionaire IE,
Operation performance of the various mitigation/ / Contractor PIU -
Performance enhancement measures carried out as a part of MSRDC
the project.
 The indicators selected for monitoring include
the survival rate of trees; utility of
enhancement provision for relocated utilities,
hand pumps and other relocated structures if
any; status of rehabilitation of borrow areas;
and noise barriers, which are proposed at
different locations.
C-2 Maintenance  PIU will ensure that all drains (side drains, Concessionaire IE,
of Drainage cross drains etc.) are periodically cleared / Contractor PIU -
especially before monsoon season to facilitate MSRDC
the quick passage of rainwater and avoid
flooding. PIU will ensure that all the sediment
and oil and grease traps set up at the water
bodies are cleared once in every three months.
C-3 Pollution  The periodic monitoring of the ambient air Concessionaire IE,
Monitoring quality, noise level, water (both ground and / Contractor / PIU -
surface water) quality, soil pollution/ Pollution MSRDC
contamination in the selected locations as Monitoring
suggested in environmental monitoring plan agency
188

will be the responsibility of Concessionaire.
C-4 Monitoring of  Every year there will be monitoring for the Concessionaire IE,
survival rate of survival rate of plantation in the PROW for the / Contractor PIU -
plantation in the first five years before on set of monsoon. A MSRDC
RoW minimum survival of 85% will be maintained.
Any loss will be made up by fresh plantation.
C-5 Changes in  MSRDC shall take initiative and act as Town PIU, Revenue PIU -
Land use Planner to prepare an action plan for balanced Department MSRDC
pattern regional development in consultation with
local development authority and State
Government to control the ribbon
development along the project road. A land
use regulation control need to be adopted.
 A land use – zoning map may be developed,
under which up to a particular distance from
the ROW of the alignment no development
will be allowed.
 Necessary hoardings will be erected indicating
the availability of ROW and legal charges for
encroachment of ROW. Budgetary provisions
are to be made to control the ribbon
development along project road.
 Safety of public and road users shall be
maintained through traffic control and
management throughout the operation period.
Trauma centres for treatment of accident
victims shall be established at regular intervals
and operated to the full satisfaction of PIU.
C-6 Noise Barriers  The height of the barriers shall be 4mts. The MSRDC MSRDC
cost of the noise barrier to be installed during
operation phase shall be INR10500/sqmt. The
total length of the noise barriers shall be
7657m mts. So the costing of the noise
barriers shall be 14.6 cr.
C-7 Corporate As part of CSR, the following provisions are MSRDC MSRDC
Social suggested :
Responsibility  Undertaking regular road safety, HIV/AIDs,
(CSR) health awareness campaigns
 Assistance to improve skills for income
generation to community people
 Development of schools, health cares,
dispensaries or public facilities
 Workshops/Training to farmers in order to
impart the knowledge to use modern methods
and tools for farming
 To ensure that the contractors provides all
necessary amenities and facilities for the
workers at construction camps/work sites and
no employment of child labour is practiced at
site
9.5 Greenbelt Development Plan

Afforestation shall be commenced with the start of the project. The entire available land shall be
189
covered with trees under the afforestation programme. Separate proposal for afforestation is planned
for the plantation of tree away the project site, where land is available in order to recover greenery
loss. As
part of greenbelt development, plantation shall be made in entire open space on the both side of the
road and central verge to enhance floral cover and scenic beauty as well as sink of air pollution and
act as noise barrier.
The loss of forest due to felling of trees shall be compensated as a part of afforestation programme.
The general consideration involved while developing the greenbelt are:
 Trees growing up to 10.0 m or above in height with perennial foliage shall be planted around various
appurtenances of the proposed project.
 Planting of trees shall be undertaken in appropriate encircling rows around the project
 Plantation at all interchanges and junctions
 Plantation may be carried out around the water bodies or along river front.
 The plantation will act as sound barriers also. It is proposed to develop greenbelt around the perimeter
of various project appurtenances, selected locations such as along water reservoir periphery, bus stops,
truck lay bye, along the sensitive receptors near institutions, hospital etc.
 Generally fast growing species shall be planted.
 The plants should sustain summer, without watering after it survives through its first summer.
 It should not be a single variety, as mix is always considered better for the ecology
 Need to be cost effective.
 Cattle shall not eat when it is young.
 Shall bear fruit for human/birds/animals/Honey bee or be cool or beautiful (the plants to be planted
near habitations)
9.5.1 Landscaping & Green belt development:
As per IRC: SP: 21-2009 and MORTH Green Highways (Plantation, Transplantation, Beautification
& Maintenance) Policy-2015, it is mandatory to have plantation along the highways. The plantation
will be proposed stick to the guidelines and policy. It is proposed that 250 sapling will be planted as
on an area of 0.25Ha along the boundary. A number of species will be planted suitable to this area of
climate conditions like indigenous Neem, Mango, Pipal, Wad, Jamun etc. Thus the total plantations
will be 65000 along both sides of the entire stretch of 120.7 kms. The general benefits of plantations
are;
 Reduction in Heat Island,
 Plantation of herbs, shrubs and trees will create three tier which will reduce the impacts of air
pollution and dust as trees and shrubs are known to be natural sink for air pollutants
 It will provide much needed shade on glaring hot roads during summer
 It will reduce the impact of ever increasing noise pollution caused due to increase in number
of vehicles
 Moderating the effect of wind and incoming radiation
 Grass plantation on the embankment slopes will reduce soil erosion and cutting
 Rumbling sound of vehicle leads to sleeping hence sound barrier
 Prevention of glare from the headlight of incoming vehicles
 Enhancement of Bio-diversity,
 Compensatory tree plantation,
 Fruit bearing plants can generate local economy,
 Enhance Greenery and Aesthetics along the stretch.
Table 9-2: Species Recommended for Roadside Plantation
Common Botanical Name Benefits

Name
Neem Azadirachta indica Quick growing, evergreen, tolerant to air pollution
Mango Mangifera indica Quick growing, evergreen, tolerant to air pollution, economic values
Peepal Ficus religiosa Evergreen, tolerant to air pollution
Wad Ficus benghalensis Evergreen, tolerant to air pollution
190
Common Botanical Name Benefits

Name
Jamun Syzium cumini Evergreen, tolerant to air pollution
Kahir Acacia catechu Quick growing, evergreen, tolerant to air pollution
Bel Aegle marmelos Evergreen, tolerant to air pollution, medicinal values
Australian wattle Acacia auriculiformis Quick growing, evergreen, tolerant to air pollution
Lemon Citrus limon Evergreen, tolerant to air pollution, medicinal values, economic values
Awala Emblica officinalis Quick growing, tolerant to air pollution, medicinal values, economic values
Imli Tamarindus indica Quick growing, evergreen, tolerant to air pollution
Source: Guidelines for Developing Greenbelts, Central Pollution Control Board, March, 2000
Table 9-3: Species Recommended for Plantation
Common Name Botanical Name Benefits

Kanchan Bauhinia acuminata Quick growing, tolerant to air pollution
Bougainvillea Bougainvillea spectabilis Quick growing, evergreen, tolerant to air pollution
Chinese hibiscus Hibiscus rosa sinesis Quick growing, evergreen, tolerant to air pollution
Henna Lawsonia inermis Quick growing, evergreen, tolerant to air pollution
Kaner Nerium indicum Quick growing, evergreen, tolerant to air pollution
Pila Kaner Thevetia nerifolia Quick growing, evergreen, tolerant to air pollution
Source: Guidelines for Developing Greenbelts, Central Pollution Control Board, March, 2000
9.6 EMP Budget

A budgetary cost estimated for environmental management activities is presented in Table 9.4.
Table 9-4: EMP COST
Particulate Estimated Rate Total Cost (Rs.)

Environmental training Lump sum 10,00,000/-
Plantation
Avenue Plantation of 144480 trees along ROW for 120.7 Km on package IV considering two rows of trees on
each side as per IRC:SP:21and median
Cost of 144840 trees Rs. Rs.250/tree 36210000
Fencing Around trees Lump sum 1,00,00,000/-
Shrub planting in median Rs. 50,000/- per km 6035000
Brick guard of 144840 trees Rs. 1000/tree 144840000
Maintenance for 1st year Lump sum 50,00,000/-
Maintenance for 2nd year Lump sum 40,00,000/-
Maintenance for 3rd year Lump sum 30,00,000/-
Sub-Total 187085000
Environmental Monitoring for Construction
83,84,400/-
and Operation Period
Considered under Civil Costs
Dust suppression by watering Considered in Civil Cost
Noise Barriers along the stretches of project
roads near habitations in operation phase for Rs. 10500/sqmt 80398500
the total length of 7657 meters
Environmental measures in Worker’s camp Lump sum 20,00,000/-
Rainwater Harvesting Structures @ every 500
Rs 25000 / structure 6000000
mts (Appox. 240 structures )
Maintenance of RWH structures during defect liability period 15,00,000/-
Sub-Total 86398500
Total EMP Cost Estimated is Approximately 273483500
191
Chapter 10. Disclosure of Consultants Engaged

BUILDING ENVIRONMENT INDIA PVT LTD (29TH DECEMBER 2016)
This report is released for the purpose of obtaining Environment clearance for project, under the
provision of EIA notification dated 14th September 2006, of Access Controlled Nagpur Mumbai
Expressway Package IV. Information provided (unless attributed to referenced third parties) is
otherwise copyrighted and shall not be used for any other purpose without the written consent of
Building Environment India Pvt Ltd.
Report Environmental Impact Assessment and Environmental Management Plan Report

Project Details
Name of the EIA Report for Access controlled Nagpur Mumbai Expressway Package IV.
Report
Client Maharashtra State Road Development Corporation (MSRDC)
Prepared Building Environment India Pvt Ltd.
by
Project 0416 Report No 1 Version: 01 Released Dec
Number Date 2016
Contact Details
Building Environment India Pvt Ltd,
401, Dakshina Building,
Beside Raigad Bhavan, Sakal Bhavan Road,
Sector 11, CBD Belapur, Maharashtra - 400614, India
Tel. No. : 91-22-41237073
hkolatkar@beipl.co.in
NABET Accreditation NO. – 69th MOM, 7 February 2012
EC TOR Issued: The minutes of the 128th Meeting of the State Level Expert Appraisal
Application Committee (SEAC) held on date 2nd June, 2016 for TOR approval.
Reference
Document
Issue Order
Date Building Environment India Pvt Ltd.
Originated by Checked and Approved
by
Name Signature Name Signature
H Kolatkar P Kulkarni
Disclaimer
Building Environment India Pvt Ltd. has taken all reasonable precaution in the preparation of this report
as per its auditable quality plan. Building Environment India Pvt Ltd. also believes that the facts
presented in the report are accurate as on the date it was written. However, it is impossible to dismiss
absolutely, the possibility of errors or omissions. Building Environment India Pvt Ltd. therefore
specifically disclaims any liability resulting from the use or application of the information contained in this
report. The information is not intended to serve as legal advice related to the individual situation.
192
Project Team
Nature of Work Person Responsible (s) Name of the person(s) responsible

Site Visit EIA Coordinator Dr. Prajakta Kulkarni
Associate EC Mr. Kedarnath Rao Ghorpade
Project Manager and FAEs Mrs. Rashmi Kolatkar
Mr. Hrushikesh Kolatkar
Mr. Kedarnath Rao Ghorpade
Dr. Prajakta Kulkarni
Mr. Shrivallabh kothe
Mr. Rishabh Sharma
Mrs. Shraddha Gathe
Mr. Bonde
Mrs. Rujvi Dave
Mr. Amol Kulkarni
As per terms of Functional Area FAE FAA Team Member
reference given in
MoEF EIA Land Use Ms. Rashmi Kedarnath Rao
manual, the Kolatkar Ghorpade
baseline data Air Mr. Ajay Ojha Priyanka Naikodi
generation for Mr. Rishabh Sharma
different Noise Mr. Rishabh Sharma Anuja Pawar
environmental Water Dr. Prajakta Ms. Ketaki Patil Akanksha Kanade
parameters Kulkarni
Geology Mr. Shrivallabh Mr. Ashok Bandgar
kothe
Hydrogeology Mr. Shrivallabh Mr. Pratik Deshpande
kothe
Soil Conservation Mrs. Shraddha Mr.Amol Kulkarni
Gathe
Ecology & Dr. Prajakta Ms. Meera Anjarlekar
Biodiversity Kulkarni
Mr. Amol Kulkarni
Risk & Hazard Mr. Bonde Ms. Mahalaxmi
Assessment Nilange
Solid Waste SHW Rujawi Dawe Meera Anjarlekar
& Hazardous MSW Dr. Prajakta
Waste Kulkarni
Socioeconomic Mr. Hrushikesh Mr. Kedarnath rao
Kolatkar Ghorpade
Preparation of EIA report
Originator Mr. Hrushikesh Kolatkar Checker Dr. Prajakta Kulkarni
Approval of QC Rep Mr. Kedarnath Rao Ghorpade, BEIPL
Report Client Mr. Narendra Toke, EA, MSRDC, Mumbai
193
Declaration by Experts contributing to the EIA project of “Access controlled Nagpur Mumbai
Expressway – Package IV.
I, hereby, certify that I was a part of the EIA team in the following capacity that developed the above
EIA.
EIA Coordinator:
Name Dr. Prajakta Kulkarni

Signature and Date
Period of Involvement
Contact Information Building Environment India Pvt Contact Number
Ltd, Tel. No.: 91-22-41237073
401, Dakshina Building, hkolatkar@beipl.co.in
Beside Raigad Bhavan, Sakal Bhavan
Road, Sector 11, CBD Belapur,
Maharashtra - 400614, India
Functional Area Expert:
Functional Area FAE FAA Team Member Remark
Land Use Ms. Rashmi Kolatkar Kedarnath Rao Ghorpade

Air AP Mr. Ajay Ojha Priyanka Naikodi
AQ Mr. Rishabh Sharma Pratik Deshpande
Noise Mr. Rishabh Sharma Anuja Pawar
Water Dr. Prajakta Kulkarni Ms. Ketaki Patil Akanksha Kanade
Geology Mr. Shrivallabh kothe Mr. Ashok Bandgar
Hydrogeology Mr. Shrivallabh kothe Mr. Pratik Deshpande
Soil Conservation Mrs. Shraddha Gathe Mr.Amol Kulkarni
Ecology & Dr. Prajakta Kulkarni Ms. Meera Anjarlekar
Biodiversity Mr. Amol Kulkarni
Risk & Hazard Mr. Bonde Ms. Mahalaxmi Nilange
Assessment
Solid Waste Rujawi Dawe Meera Anjarlekar
& Hazardous Dr. Prajakta Kulkarni
Waste
Socioeconomic Mr. Hrushikesh Kolatkar Mr. Kedarnath rao
Ghorpade
194
Declaration by the Head of the Accredited Consultant Organization:
I, Hrushikesh Kolatkar, hereby confirm that the above mentioned experts prepared the “EIA/ EMP
Report for “Access controlled Nagpur Mumbai Expressway – Package IV”, of Maharashtra. I also
confirm that I shall be fully accountable for any misleading information mentioned in this statement.
Signature:
10.1
Name: Hrushikesh Kolatkar
Designation: Managing Director
Name of EIA Consultant Organization: Building Environment India Pvt Ltd.
NABET Certificate Number & Issue Date: 85th Meeting. MOM Issued 6th April 2016
Functional Area Code Details:
Sr. No. Functional Area Code Complete Name of Functional Area

1 LU Land Use
2 AP Air Pollution Prevention, Monitoring & Control
3 AQ Meteorology, Air Quality Modelling & Prediction
4 WP Water Pollution Prevention, Control & Prediction of Impacts
5 EB Ecology & Biodiversity
6 NV Noise &Vibration
7 SE Socio- Economic Aspects
8 HG Hydrology, Ground Water & Water Conservation
9 GEO Geology
10 SC Soil Conservation
11 RH Risk & Hazards Management
12 SHW(HW/ SW /MSW) Solid & Hazardous Waste Management (including Municipal
solid wastes)
195
Annexures
Annexure 1.1 ToR
Committee restricted the facilities likely to be provided along the alignment, which would only
include highway tourism, auto and auto ancillary hub, logistic park and convenience shopping in
keeping with the given charter of MSRDC are not part of this proposal. As per the Committee
suggestions during TOR hearing, for this component fresh proposal for EC will be submitted to
MoEFCC.
Annexure 2.1 Major Features Along the Alignment
Details of Under/Over Passes
Chaina Span
Sr. Type of ge Chaina Lengt Arrangemen
no structure start ge End h t Details of cross roads Village Taluka District
Lan RO Type of
Category es W surface
Village singl Earthen Koperga Ahamadna
1 CUP 504857 504864 7 7.0m X 3.0m Road e 8 road Dhotre on gar
2 CUP 506777 506784 7 7.0m X 3.0m Road e 4.5 road Dhotre on gar
3 CUP 507237 507244 7 7.0m X 3.0m Road e 5 road Bhojade on gar
4 CUP 517227 517234 7 7.0m X 3.0m Road e 8 road Kokamthan on gar
5 CUP 521087 521094 7 7.0m X 3.0m Road e 5.5 road Jeur Kumbhari on gar
Village singl Earthen
6 CUP 542387 542394 7 7.0m X 3.0m Road e 6.5 road Dusangwadi Sinnar Nashik
7 CUP 545377 545384 7 7.0m X 3.0m Road e 5 road Wavi Sinnar Nashik
8 CUP 546945 546952 7 7.0m X 3.0m Road e 4.5 road Wavi Sinnar Nashik
9 CUP 553611 553618 7 7.0m X 3.0m Road e 3 road Marhal Bk Sinnar Nashik
10 CUP 556938 556945 7 7.0m X 3.0m Road e 5.5 road Khambale Sinnar Nashik
Village singl
11 CUP 562949 562956 7 7.0m X 3.0m Road e 4.5 B-7 Datli Sinnar Nashik
12 CUP 568722 568729 7 7.0m X 3.0m Road e 5 road Gonde Sinnar Nashik
13 CUP 574875 574882 7 7.0m X 3.0m Road e 7 road Dubere Sinnar Nashik
14 CUP 586728 586735 7 7.0m X 3.0m Road e 4 road Shivade Sinnar Nashik
15 CUP 600128 600135 7 7.0m X 3.0m Road e 4.5 road Bharvir Kh Igatpuri Nashik
16 VUP 602730 602737 7 7.0m X 3.0m Road e 7.5 road Dhamangaon Igatpuri Nashik
12.0m X Village singl Koperga Ahamadna
17 VUP 505142 505154 12 5.5m Road e 10 B-7 Dhotre on gar
12.0m X singl Koperga Ahamadna
18 VUP 508399 508411 12 5.5m MDR-8 e 7 B-7 Bhojade on gar
19 VUP 509562 509574 12 5.5m Road e 8.5 B-7 Khanhegaon on gar
12.0m X singl Earthen Koperga Ahamadna
20 VUP 515552 515564 12 5.5m ODR-12 e 6 road Kokamthan on gar
21 VUP 517758 517770 12 5.5m MDR-7 e 5.5 B-7 Kokamthan on gar
22 VUP 521621 521633 12 5.5m Road e 8 B-7 Jeur Kumbhari on gar
12.0m X singl 13. Koperga Ahamadna
23 VUP 525402 525414 12 5.5m MDR-6 e 5 B-7 Chande Kasare on gar
12.0m X singl 13. Koperga Ahamadna
24 VUP 527036 527048 12 5.5m SH-7 e 5 B-7 Chande Kasare on gar
25 VUP 529607 529619 12 5.5m ODR-14 e 5 B-7 Derde Korhale on gar
12.0m X singl
26 VUP 533622 533634 12 5.5m MDR e 7 B-7 Pathre Kh. Sinnar Nashik
12.0m X Village singl Earthen
27 VUP 534834 534846 12 5.5m Road e 8.5 road Pathre Kh. Sinnar Nashik
28 VUP 538491 538503 12 5.5m Road e 8 road Sayale Sinnar Nashik
29 VUP 539420 539432 12 5.5m Road e 6.5 road Sayale Sinnar Nashik
12.0m X Village singl
30 VUP 542152 542164 12 5.5m Road e 6 B-7 Dusangwadi Sinnar Nashik
31 VUP 544421 544433 12 5.5m Road e 4.5 B-7 Dusangwadi Sinnar Nashik
32 VUP 544821 544833 12 5.5m Road e 7 B-7 Wavi Sinnar Nashik
35 VUP 549720 549732 12 5.5m Road e 8.5 road Marhal Kh Sinnar Nashik
12.0m X singl
36 VUP 551824 551836 12 5.5m MDR e 6.5 B-7 Marhal Kh Sinnar Nashik
37 VUP 554713 554725 12 5.5m Road e 10 road Marhal Bk Sinnar Nashik
12.0m X singl
38 VUP 555932 555944 12 5.5m ODR e 8 B-7 Khambale Sinnar Nashik
12.0m X singl
39 VUP 558516 558528 12 5.5m MDR e 8 B-7 Khambale Sinnar Nashik
12.0m X singl
40 VUP 559680 559692 12 5.5m ODR e 8 B-7 Khambale Sinnar Nashik
41 VUP 566483 566495 12 5.5m Road e 7 road Gonde Sinnar Nashik
42 VUP 568003 568015 12 5.5m Road e 8 road Gonde Sinnar Nashik
12.0m X singl
43 VUP 570674 570686 12 5.5m ODR e 7 B-7 Patole Sinnar Nashik
44 VUP 571206 571218 12 5.5m Road e 6 B-7 Patole Sinnar Nashik
12.0m X singl
45 VUP 574605 574617 12 5.5m MDR e 8 B-7 Dubere Sinnar Nashik
12.0m X Village singl Earthen jayprakashnaga
46 VUP 576615 576627 12 5.5m Road e 4.5 road r Sinnar Nashik
47 VUP 578604 578616 12 5.5m Road e 7 B-7 Sonambe Sinnar Nashik
12.0m X singl
48 VUP 581333 581345 12 5.5m ODR e 6.5 B-7 Konambe Sinnar Nashik
49 VUP 583070 583082 12 5.5m Road e 6 road Ghorwad Sinnar Nashik
50 VUP 584794 584806 12 5.5m Road e 8.5 road Shivade Sinnar Nashik
51 VUP 588646 588658 12 5.5m Road e 8 road Pandhurli Sinnar Nashik
52 VUP 592876 592888 12 5.5m Road e 5 road Belu Sinnar Nashik
12.0m X singl Pimpalgaon
53 VUP 595502 595514 12 5.5m ODR e 8 B-7 Dukra Igatpuri Nashik
12.0m X Village singl Pimpalgaon
54 VUP 597214 597226 12 5.5m Road e 6 B-7 Dukra Igatpuri Nashik
12.0m X Village singl Earthen Pimpalgaon
55 VUP 604507 604519 12 5.5m Road e 5 road Dukra Igatpuri Nashik
12.0m X Village singl Belgaon
56 VUP 606500 606512 12 5.5m Road e 4.5 B-7 Tarhale Igatpuri Nashik
12.0m X singl 11.
57 VUP 609180 609192 12 5.5m MDR e 5 B-7 Dhamani Igatpuri Nashik
12.0m X singl
58 VUP 609851 609863 12 5.5m SH e 7.5 B-7 Dhamani Igatpuri Nashik
59 VUP 621200 621212 12 5.5m Road e 4.2 road Taloshi Igatpuri Nashik
60 PUP 502695 502702 7 7.0m X 3.0m Road e 6 road Dhotre on gar
Village singl 10. Earthen Koperga Ahamadna
62 PUP 505390 505397 7 7.0m X 3.0m Road e 6.5 road Dhotre on gar
63 PUP 505520 505527 7 7.0m X 3.0m Road e 3.5 road Dhotre on gar
Village singl 15. Earthen Koperga Ahamadna
65 PUP 507902 507909 7 7.0m X 3.0m Road e 6 road Bhojade on gar
66 PUP 511691 511698 7 7.0m X 3.0m Road e 5.5 road Khanhegaon on gar
67 PUP 513030 513037 7 7.0m X 3.0m Road e 5.5 road Samvatsar on gar
68 PUP 519320 519327 7 7.0m X 3.0m Road e 6 road Kokamthan on gar
69 PUP 522470 522477 7 7.0m X 3.0m Road e 4.3 road Jeur Kumbhari on gar
70 PUP 523273 523280 7 7.0m X 3.0m Road e 6.5 road Dauch Kh on gar
71 PUP 524430 524437 7 7.0m X 3.0m Road e 8 road Chande Kasare on gar
72 PUP 531105 531112 7 7.0m X 3.0m Road e 7 road Derde Korhale on gar
73 PUP 535471 535478 7 7.0m X 3.0m Road e 10 road Waregaon Sinnar Nashik
singl Earthen
74 PUP 536705 536712 7 7.0m X 3.0m ODR e 10 road Waregaon Sinnar Nashik
singl
75 PUP 540417 540424 7 7.0m X 3.0m ODR e 6 B-7 Maldhon Sinnar Nashik
76 PUP 541262 541269 7 7.0m X 3.0m Road e 4.5 road Maldhon Sinnar Nashik
singl
77 VUP 548259 548266 7 7.0m X 3.0m MDR e 5 B-7 Fulenagar Sinnar Nashik
78 PUP 550578 550585 7 7.0m X 3.0m Road e 7.5 road Marhal Kh Sinnar Nashik
singl Earthen
79 PUP 554255 554262 7 7.0m X 3.0m ODR e 9.3 road Marhal Bk Sinnar Nashik
80 PUP 561469 561476 7 7.0m X 3.0m Road e 3.7 road Khambale Sinnar Nashik
81 PUP 562197 562204 7 7.0m X 3.0m Road e 4 road Datli Sinnar Nashik
singl
82 VUP 565569 565576 7 7.0m X 3.0m MDR e 6 B-7 Gonde Sinnar Nashik
Village singl
83 PUP 569584 569591 7 7.0m X 3.0m Road e 3 B-7 Patole Sinnar Nashik
Village singl
84 PUP 571676 571683 7 7.0m X 3.0m Road e 6 B-7 Patole Sinnar Nashik
85 PUP 573179 573186 7 7.0m X 3.0m Road e 4.3 road Patole Sinnar Nashik
Village singl
86 PUP 574260 574267 7 7.0m X 3.0m Road e 5 B-7 Dubere Sinnar Nashik
87 PUP 575776 575783 7 7.0m X 3.0m Road e 5.3 road Dubere Sinnar Nashik
88 PUP 577444 577451 7 7.0m X 3.0m Road e 4.6 road Sonari Sinnar Nashik
89 PUP 580334 580341 7 7.0m X 3.0m Road e 4.5 road Sonambe Sinnar Nashik
90 PUP 585374 585381 7 7.0m X 3.0m Road e 4.5 road Shivade Sinnar Nashik
singl Sawatamalinag
91 PUP 587195 587202 7 7.0m X 3.0m MDR e 6.6 B-7 ar Sinnar Nashik
singl
92 PUP 590365 590372 7 7.0m X 3.0m ODR e 7 B-7 Agas Khind Sinnar Nashik
93 PUP 592059 592066 7 7.0m X 3.0m Road e 5.3 road Belu Sinnar Nashik
Village singl Earthen Pimpalgaon
94 PUP 594188 594195 7 7.0m X 3.0m Road e 3.8 road Dukara Igatpuri Nashik
Village singl Earthen Pimpalgaon
95 PUP 594796 594803 7 7.0m X 3.0m Road e 5.6 road Dukara Igatpuri Nashik
96 PUP 598356 598363 7 7.0m X 3.0m Road e 3 road Kawaddara Igatpuri Nashik
Village singl
97 PUP 600757 600764 7 7.0m X 3.0m Road e 2.5 B-7 Bharvir Kh Igatpuri Nashik
Village singl
98 PUP 602461 602468 7 7.0m X 3.0m Road e 3.8 B-7 Dhamangaon Igatpuri Nashik
99 PUP 605354 605361 7 7.0m X 3.0m Road e 3.3 road Ghambhirwadi Igatpuri Nashik
singl Belgaon
100 PUP 607970 607977 7 7.0m X 3.0m ODR e 3.2 B-7 Tarhale Igatpuri Nashik
singl
101 PUP 615532 615539 7 7.0m X 3.0m ODR e 4.5 B-7 Deole Igatpuri Nashik
Village singl
102 PUP 617161 617168 7 7.0m X 3.0m Road e 3 B-7 Senvad Bk Igatpuri Nashik
singl Avchitwadi
103 PUP 618145 618152 7 7.0m X 3.0m MDR e 4.5 B-7 (NV) Igatpuri Nashik
Village singl Earthen Pimpri
104 PUP 623339 623346 7 7.0m X 3.0m Road e 4.9 road Sadroddin Igatpuri Nashik
Interchan Koperga Ahmadnag
105 ge-Flyover 520391 In progress Kokamthan on ar
Interchan 32 spans X
106 ge-Flyover 564318 565118 800 25 m Gonde Sinnar Nashik
Interchan Pimpalgaon
107 ge-Flyover 612301 In progress Mor Igatpuri Nashik
Details of ROBs
Train
Type No. Vehicl
of of e
Sr.n Railway Chaina Chaina Lengt Span Railway trac track Units
o Chainage ge start ge end h arrangement zone k s Village Taluka District (TVU)
Singl Kanhega Koparga Ahmednag
1 451/1 511099 511149 50 2 span X 25 m Central e One on on ar 50
Details of Major/ Minor Bridges

Type of Chainage Chainage Span
Sr.no Name of river Bridge start end Length arrangement Village Taluka District
Samvatsar-
1 Godavari Major 514888 515113 225 9 spans X 25 Kokamthan Ahemadnagar
Pimpalgaon
2 Elevated Corridor Major 611000 612000 1000 40 spans X 25 Mor Igatpuri Nashik
3 Water Strim Minor 549295 549320 25 1 spans X 25 Fulenagar Sinnar Nashik
4 Canal Crossing Minor 592923 592973 50 2 spans X 25 Belu Sinnar Nashik
Chande
5 River Crossing Minor 527456 527506 50 2 spans X 25 Kasare Kokamthan Ahemadnagar
Darde
6 Canal Crossing Minor 531956 531981 25 1 spans X 25 Korhale Kokamthan Ahemadnagar
Pimpalgaon
Dukara-
7 Kawaddara Dam Bridge Minor 597700 597750 50 2 spans X 25 Kawaddara Igatpuri Nashik
8 River Crossing Minor 619464 619514 50 2 spans X 25 Talogha Igatpuri Nashik
Annexure 2.2 Features count
Number of structures in ROW of Revised Alignment

kawaddar
a govt She
Hotel Gran
Hous HU rest Pylo Shad t Wel
Taluka Village Shad d
e T houses - n e Tal l
e Total
NOT IN e
USE
Kopergaon Dhotre 13 11 2 12 38
Kopergaon Bhojade 4 1 1 6
Kopergaon Kanhegaon 16 2 2 6 26
Kopergaon Samvatsar 2 2 4
Kopergaon Kokamthan 5 3 8
Kopergaon Jeur Kumbhari 31 3 34
Kopergaon Dauch Kh. 10 2 8 3 23
Chande
Kopergaon Kasare 2 1 3
Kopergaon Ghari 2 6 8
Kopergaon Derde Korhale 5 12 17
Kopergaon
Total 74 5 2 33 6 47 167
Sinnar Pathare Kh. 2 2 4 2 10 20
Sinnar Waregaon 6 11 8 25
Sinnar Sayale 2 5 3 10
Sinnar Maldhon 2 3 3 8
Sinnar Dusangwadi 1 3 4
Sinnar Wavi 5 4 2 3 14
Sinnar Fulenagar 2 1 4 6 13
Sinnar Marhal Kh. 1 3 4 8
Sinnar Marhal Bk. 2 3 6 11
Sinnar Khambale 27 4 6 1 20 58
Sinnar Datli 4 4
Sinnar Gonde 1 1 6 21 29
Sinnar Patole 15 7 1 5 16 44
Sinnar Dubere 34 1 2 9 46
Jayprakashnag
Sinnar ar 4 2 1 1 8
Sinnar Sonari 25 1 4 30
Sinnar Sonambe 24 1 3 1 6 35
Sinnar Konambe 3 1 4
Sinnar Shivade 1 2 4 6 13
Sinnar Ghorwad 2 2 1 5
Sawatamalinag
Sinnar ar 2 1 1 4
Sinnar Pandhurli 3 2 7 12
Sinnar Agas Khind 14 1 6 5 26
Sinnar Belu 2 1 3 6
Sinnar 1 169 33 2 76 6 150 437
Total
Igatpuri Shenit 2 1 3
Pimpalgaon
Igatpuri Dukra 9 2 1 1 4 17
Igatpuri Kawaddara 1 1
Igatpuri Bharvir Kh 1 3 1 5
Igatpuri Dhamangaon 5 3 4 12
Igatpuri Gambhirwadi 6 6
Belgaon
Igatpuri Tarhale 5 1 3 2 11
Igatpuri Dhamani 3 3 1 7
Pimpalgaon
Igatpuri Mor 1 1
Igatpuri Ubhade 1 1
Igatpuri Deole 1 1
Igatpuri Khairgaon 1 1 1 3
Igatpuri Senvad Bk 4 2 2 8
Igatpuri Kanchangaon 1 1
Avachitwadi
Igatpuri (N.V.) 7 1 1 9
Igatpuri Taloshi 1 1 2 4
Pimpri
Igatpuri Sadroddin 2 2
Igatpuri
Total 0 38 6 1 5 22 1 19 92
Grand
Total 1 281 46 1 9 131 13 216 698
Annexure 3.1: Demographic Details
Population of Project Village Area
Sr.
DISTRICT TALUKA VILLAGE POPULATION PERCENT
No.
1 Bhojade 2717 1.91
2 Chande Kasare 4880 3.43
3 Dauch Kh 2069 1.46
4 Derde Korhale 2239 1.58
5 Dhotre 3711 2.61
Ahmednagar Kopargaon
6 Ghari 1632 1.15
7 Jeur Kumbhari 4006 2.82
8 Kanhegaon 2360 1.66
9 Kokamthan 10932 7.69
10 Samvatsar 11527 8.11
11 Agas Khind 2113 1.49
12 Belu 1880 1.32
13 Borkhind 944 0.66
14 Datli 2356 1.66
15 Dhondvirnagar 1895 1.33
16 Dubere 4006 2.82
17 Dusangwadi 771 0.54
18 Fulenagar 999 0.70
19 Ghorwad 1695 1.19
20 Gonde 3324 2.34
21 Jayprakashnagar 927 0.65
22 Khambale 2785 1.96
23 Konambe 3113 2.19
Sinnar
24 Nashik Maldhon 1120 0.79
25 Marhal Bk. 1986 1.40
26 Marhal Kh. 722 0.51
27 Pandhurli 4447 3.13
28 Pathare Kh. 2434 1.71
29 patOLE 2714 1.91
30 Sawatamlinagar 492 0.35
31 Sayale 1995 1.40
32 Shivade 4815 3.39
33 Sonambe 4396 3.09
34 Sonari 2225 1.57
35 Waregaon 1235 0.87
36 Wavi 4216 2.97
37 IGATPURI Awachitwadi (Nv) 638 0.45
Sr.
DISTRICT TALUKA VILLAGE POPULATION PERCENT
No.
38 Belgaon tarhale 2522 1.77
39 Bharvir Kh. 2329 1.64
40 Deole 2144 1.51
41 Dhamangaon 3613 2.54
42 Dhamani 2458 1.73
43 Gambhirwadi 1007 0.71
44 Kanchangaon 1906 1.34
45 Kawaddara 1401 0.99
46 Khairgaon 2364 1.66
47 Pimpalgaon Dukra 1579 1.11
48 Pimpalgaon Mor 1880 1.32
49 Pimpri Sadroddin 2316 1.63
50 Senvad Bk. 2328 1.64
51 Shenit 1960 1.38
52 Talogha 2501 1.76
53 Taloshi 1796 1.26
54 Ubhade 1735 1.22
TOTAL 142155 100
Sex Ratio
Sr. TOTAL MALE TOTAL FEMALE SEX

DISTRICT TALUKA VILLAGE NAME
No. POPULATION POPULATION RATIO
1 Bhojade 1420 1297 913
2 Chande Kasare 2576 2304 894
3 Dauch Kh 1038 1031 993
4 Derde Korhale 1124 1115 992
5 AHMADN Dhotre 1898 1813 955
KOPARGAON
6 AGAR Ghari 850 782 920
7 Jeur Kumbhari 2088 1918 919
8 Kanhegaon 1213 1147 946
9 Kokamthan 6021 4911 816
10 Samvatsar 5822 5705 980
11 Agas Khind 1105 1008 912
12 Belu 962 918 954
13 Borkhind 490 454 927
14 Datli 1215 1141 939
15 Dhondvirnagar 982 913 930
16 Dubere 2075 1931 931
17 Dusangwadi 397 374 942
18 Fulenagar 503 496 986
19 Ghorwad 863 832 964
20 Gonde 1698 1626 958
21 Jayprakashnagar 483 444 919
22 Khambale 1436 1349 939
23 Konambe 1632 1481 907
NASHIK SINNAR
24 Maldhon 597 523 876
25 Marhal Bk. 1021 965 945
26 Marhal Kh. 366 356 973
27 Pandhurli 2262 2185 966
28 Pathare Kh. 1257 1177 936
29 Patole 1388 1326 955
30 Sawatamlinagar 262 230 878
31 Sayale 1030 965 937
32 Shivade 2439 2376 974
33 Sonambe 2228 2168 973
34 Sonari 1139 1086 953
35 Waregaon 644 591 918
36 Wavi 2212 2004 906
37 Awachitwadi (Nv) 347 291 839
NASHIK IGATPURI
38 Belgaon tarhale 1254 1268 1011
Sr. TOTAL MALE TOTAL FEMALE SEX
DISTRICT TALUKA VILLAGE NAME
No. POPULATION POPULATION RATIO
39 Bharvir Kh. 1175 1154 982
40 Deole 1091 1053 965
41 Dhamangaon 1934 1679 868
42 Dhamani 1245 1213 974
43 Gambhirwadi 509 498 978
44 Kanchangaon 975 931 955
45 Kawaddara 723 678 938
46 Khairgaon 1187 1177 992
47 Pimpalgaon Dukra 818 761 930
48 Pimpalgaon Mor 973 907 932
49 Pimpri Sadroddin 1174 1142 973
50 Senvad Bk. 1119 1209 1080
51 Shenit 1009 951 943
52 Talogha 1303 1198 919
53 Taloshi 891 905 1016
54 Ubhade 887 848 956
Total 73350 68805 944
SC & ST Population
TOT_ POP_ POP_ POP_ POP_

Sr. No. DISTRICT TALUKA VILLAGES
POP SC SC% ST ST %
1 Bhojade 2717 354 13.03 285 10.49
2 ChaNde Kasare 4880 1046 21.43 827 16.95
3 Dauch Kh 2069 231 11.16 286 13.82
4 Derde Korhale 2239 240 10.72 336 15.01
5 AHMADN KOPARGA Dhotre 3711 310 8.35 205 5.52
6 AGAR ON Ghari 1632 97 5.94 400 24.51
7 Jeur Kumbhari 4006 889 22.19 497 12.41
8 Kanhegaon 2360 455 19.28 274 11.61
9 Kokamthan 10932 1112 10.17 1631 14.92
10 Samvatsar 11527 1692 14.68 2221 19.27
11 Agas Khind 2113 349 16.52 712 33.70
12 Belu 1880 108 5.74 210 11.17
13 Borkhind 944 13 1.38 607 64.30
14 Datli 2356 160 6.79 110 4.67
15 Dhondvirnagar 1895 0 0.00 65 3.43
16 Dubere 4006 275 6.86 33 0.82
17 Dusangwadi 771 17 2.20 11 1.43
18 Fulenagar 999 22 2.20 88 8.81
19 Ghorwad 1695 12 0.71 845 49.85
20 Gonde 3324 344 10.35 125 3.76
21 Jayprakashnagar 927 0 0.00 8 0.86
22 Khambale 2785 163 5.85 175 6.28
23 Konambe 3113 209 6.71 344 11.05
NASHIK SINNAR
24 Maldhon 1120 105 9.38 35 3.13
25 Marhal Bk. 1986 191 9.62 16 0.81
26 Marhal Kh. 722 1 0.14 15 2.08
27 Pandhurli 4447 1042 23.43 1166 26.22
28 Pathare Kh. 2434 208 8.55 212 8.71
29 Patole 2714 87 3.21 48 1.77
30 Sawatamlinagar 492 16 3.25 168 34.15
31 Sayale 1995 431 21.60 34 1.70
32 Shivade 4815 253 5.25 1907 39.61
33 Sonambe 4396 189 4.30 801 18.22
34 Sonari 2225 197 8.85 26 1.17
35 Waregaon 1235 27 2.19 169 13.68
36 Wavi 4216 426 10.10 172 4.08
37 IGATPUR Awachitwadi (Nv) 638 0 0.00 0 0.00
NASHIK
38 I Belgaon tarhale 2522 134 5.31 753 29.86
TOT_ POP_ POP_ POP_ POP_
Sr. No. DISTRICT TALUKA VILLAGES
POP SC SC% ST ST %
39 Bharvir Kh. 2329 38 1.63 1210 51.95
40 Deole 2144 50 2.33 137 6.39
41 Dhamangaon 3613 261 7.22 1280 35.43
42 Dhamani 2458 146 5.94 1225 49.84
43 Gambhirwadi 1007 0 0.00 1003 99.60
44 Kanchangaon 1906 314 16.47 549 28.80
45 Kawaddara 1401 63 4.50 1286 91.79
46 Khairgaon 2364 20 0.85 1957 82.78
Pimpalgaon
48 Dukra 1579 121 7.66 418 26.47
49 Pimpalgaon Mor 1880 117 6.22 1233 65.59
50 Pimpri Sadroddin 2316 491 21.20 978 42.23
51 Senvad Bk. 2328 108 4.64 1637 70.32
52 Shenit 1960 157 8.01 344 17.55
54 Talogha 2501 63 2.52 205 8.20
55 Taloshi 1796 30 1.67 503 28.01
56 Ubhade 1735 68 3.92 1161 66.92
1345 3094
Total 142155 2 3
Literacy Rates
Sr. LITERATE
DISTRICT TALUKA VILLAGE PERCENT
No. POPULATION
1 Bhojade 1771 65.18
3 Dauch Kh 1390 67.18
5 Dhotre 2540 68.45
AHMADNAGAR KOPARGAON
6 Ghari 1099 67.34
10 Samvatsar 7504 65.10
11 Agas Khind 1478 69.95
12 Belu 1373 73.03
13 Borkhind 699 74.05
14 Datli 1730 73.43
16 Dubere 3044 75.99
19 Ghorwad 1204 71.03
20 Gonde 2413 72.59
22 Khambale 1853 66.54
23 Konambe 2251 72.31
NASHIK SINNAR
24 Maldhon 681 60.80
25 Marhal Bk. 1408 70.90
26 Marhal Kh. 542 75.07
27 Pandhurli 3089 69.46
28 Pathare Kh. 1760 72.31
29 patOLE 2067 76.16
31 Sayale 1380 69.17
32 Shivade 3242 67.33
33 Sonambe 3177 72.27
34 Sonari 1685 75.73
35 Waregaon 926 74.98
36 Wavi 3235 76.73
37 Awachitwadi (Nv) 443 69.44
38 NASHIK IGATPURI Belgaon tarhale 1753 69.51
39 Bharvir Kh. 1522 65.35
Sr. LITERATE
DISTRICT TALUKA VILLAGE PERCENT
No. POPULATION
40 Deole 1257 58.63
42 Dhamani 1595 64.89
45 Kawaddara 1072 76.52
46 Khairgaon 1276 53.98
50 Senvad Bk. 1263 54.25
51 Shenit 1333 68.01
52 Talogha 1437 57.46
53 Taloshi 1113 61.97
54 Ubhade 1130 65.13
Total 97390 68.59
WPR
Sr. WORKING
DISTRICT TALUKA VILLAGE NAME WPR
No. POPULATION
1 Bhojade 1348 49.61
3 Dauch Kh 1046 50.56
5 Dhotre 1784 48.07
AHMADNAGAR KOPARGAON
6 Ghari 826 50.61
10 Samvatsar 5079 44.06
11 Agas Khind 1103 52.20
12 Belu 841 44.73
13 Borkhind 492 52.12
14 Datli 1227 52.08
16 Dubere 2082 51.97
19 Ghorwad 905 53.39
20 Gonde 1946 58.54
22 Khambale 1623 58.28
23 Konambe 1788 57.44
NASHIK SINNAR
24 Maldhon 701 62.59
25 Marhal Bk. 1170 58.91
26 Marhal Kh. 274 37.95
27 Pandhurli 2108 47.40
28 Pathare Kh. 1330 54.64
29 Patole 1243 45.80
31 Sayale 1141 57.19
32 Shivade 2617 54.35
33 Sonambe 2396 54.50
34 Sonari 1268 56.99
35 Waregaon 741 60.00
36 Wavi 1887 44.76
37 Awachitwadi (Nv) 400 62.70
38 NASHIK IGATPURI Belgaon tarhale 1026 40.68
39 Bharvir Kh. 1381 59.30
Sr. WORKING
DISTRICT TALUKA VILLAGE NAME WPR
No. POPULATION
40 Deole 917 42.77
42 Dhamani 1317 53.58
45 Kawaddara 514 36.69
46 Khairgaon 1194 50.51
50 Senvad Bk. 883 37.93
51 Shenit 1080 55.10
52 Talogha 746 29.83
53 Taloshi 963 53.62
54 Ubhade 969 55.85
Total 70255 51.39
Main & Marginal Working Population

Sr. MAIN WORKERS MARGINAL WORKERS
DISTRICT TALUKA VILLAGE
No. POPULATION PERCENT POPULATION PERCENT
1 Bhojade 1316 97.63 32 2.37
2 Chande Kasare 1714 80.96 403 19.04
3 Dauch Kh 1026 98.09 20 1.91
4 Derde Korhale 1144 97.78 26 2.22
5 AHMADN Dhotre 1646 92.26 138 7.74
KOPARGAON
6 AGAR Ghari 811 98.18 15 1.82
7 Jeur Kumbhari 1840 96.64 64 3.36
8 Kanhegaon 1177 98.99 12 1.01
9 Kokamthan 4057 88.12 547 11.88
10 Samvatsar 4592 90.41 487 9.59
11 Agas Khind 1089 98.73 14 1.27
12 Belu 814 96.79 27 3.21
13 Borkhind 481 97.76 11 2.24
14 Datli 1208 98.45 19 1.55
15 Dhondvirnagar 894 82.47 190 17.53
16 Dubere 1778 85.4 304 14.6
17 Dusangwadi 424 90.21 46 9.79
18 Fulenagar 640 92.75 50 7.25
19 Ghorwad 796 87.96 109 12.04
20 Gonde 1780 91.47 166 8.53
21 Jayprakashnagar 425 80.04 106 19.96
22 Khambale 1415 87.18 208 12.82
23 Konambe 1678 93.85 110 6.15
NASHIK SINNAR
24 Maldhon 596 85.02 105 14.98
25 Marhal Bk. 1162 99.32 8 0.68
26 Marhal Kh. 264 96.35 10 3.65
27 Pandhurli 1965 93.22 143 6.78
28 Pathare Kh. 1234 92.78 96 7.22
29 Patole 908 73.05 335 26.95
30 Sawatamlinagar 299 99.01 3 0.99
31 Sayale 1132 99.21 9 0.79
32 Shivade 2585 98.78 32 1.22
33 Sonambe 2240 93.49 156 6.51
34 Sonari 1205 95.03 63 4.97
35 Waregaon 694 93.66 47 6.34
36 Wavi 1838 97.4 49 2.6
37 Awachitwadi (Nv) 394 98.5 6 1.5
38 NASHIK IGATPURI Belgaon tarhale 955 93.08 71 6.92
39 Bharvir Kh. 1343 97.25 38 2.75
Sr. MAIN WORKERS MARGINAL WORKERS
DISTRICT TALUKA VILLAGE
No. POPULATION PERCENT POPULATION PERCENT
40 Deole 701 76.44 216 23.56
41 Dhamangaon 1758 99.66 6 0.34
42 Dhamani 1025 77.83 292 22.17
43 Gambhirwadi 458 71.01 187 28.99
44 Kanchangaon 743 99.2 6 0.8
45 Kawaddara 448 87.16 66 12.84
46 Khairgaon 921 77.14 273 22.86
Pimpalgaon
47 847 96.14 34 3.86
Dukra
48 Pimpalgaon Mor 921 87.38 133 12.62
49 Pimpri Sadroddin 521 69.93 224 30.07
50 Senvad Bk. 853 96.6 30 3.4
51 Shenit 1045 96.76 35 3.24
52 Talogha 649 87 97 13
53 Taloshi 938 97.4 25 2.6
54 Ubhade 907 93.6 62 6.4
Total 64294 91.49 5961 8.51
Annexure 3.2: Infrastructure details
Number of households with condition:
Sr. District Village Name

Taluka Total Good Liveable Dilapidated
No.
1 Bhojade 100 40.1 57.9 2
2 Chande Kasare 100 39.2 49 11.8
3 Dauch Kh 100 54.2 40.7 5.1
4 Derde Korhale 100 61.4 30.2 8.4
5 Dhotre 100 53.7 40.6 5.7
6 Ghari 100 62.6 26.2 11.2
7 Jeur Kumbhari 100 55.3 30.9 13.8
8 Kanhegaon 100 26 54 20
9 Kokamthan 100 59.8 28.7 11.5
10 Samvatsar 100 39.3 45.8 15
11 Agas Khind 100 54.5 41.4 4.1
12 Belu 100 39.8 37.4 22.8
13 Borkhind 100 77.2 21.7 1.1
14 Datli 100 56.4 42.2 1.4
15 Dhondvirnagar 100 57.2 34.3 8.6
16 Dubere 100 81.7 16.5 1.8
17 Dusangwadi 100 68 28.1 3.9

Nashik Sinnar
18 Fulenagar 100 71.2 26.7 2.1
19 Ghorwad 100 27 72.5 0.5
20 Gonde 100 39.1 58.2 2.7
21 Jayprakashnagar 100 73 25.9 1.1
22 Khambale 100 84.1 14.7 1.3
23 Konambe 100 86 12.3 1.8
24 Maldhon 100 90.1 9.6 0.3

No.
25 Marhal Bk. 100 64.8 29.6 5.6
26 Marhal Kh. 100 79.2 19.4 1.4
27 Pandhurli 100 88.2 8.5 3.2
28 Pathare Kh. 100 55.3 32.7 12.1
29 Patole 100 80.3 16.5 3.2
30 Sawatamlinagar 100 55.9 20.6 23.5
31 Sayale 100 62.8 34 3.3
32 Shivade 100 50 42.9 7.1
33 Sonambe 100 72.8 20.5 6.6
34 Sonari 100 61.4 37.8 0.8
35 Waregaon 100 22.9 72.9 4.2
36 Wavi 100 68.6 23.5 7.8
37 Awachitwadi (Nv) 100 66.1 33 0.9
38 Belgaon tarhale 100 49.7 49.5 0.9
39 Bharvir Kh. 100 67 27 6
40 Deole 100 46.8 49 4.2
41 Dhamangaon 100 79.2 18.9 1.9
42 Dhamani 100 32.6 60.4 7
43 Gambhirwadi 100 68.7 24.8 6.5

Nashik Igatpuri
44 Kanchangaon 100 73.4 24.7 1.9
45 Kawaddara 100 67.7 25.9 6.5
46 Khairgaon 100 78.6 17.7 3.7
48 Pimpalgaon Dukra 100 72.1 13.8 14.1
49 Pimpalgaon Mor 100 58.9 40.5 0.6
50 Pimpri Sadroddin 100 54 39.3 6.7
51 Senvad Bk. 100 44.6 39 16.4

No.
52 Shenit 100 71.5 21 7.5
54 Talogha 100 55.3 42 2.7
55 Taloshi 100 57.6 40.4 2
56 Ubhade 100 70.5 27.7 1.8

Household Size:
Sr. District Village Name 1 2 3 4 5 6-8 9+

Taluka
No.
1 Bhojade 2.4 11.2 11.6 22.8 19.5 28.5 4
2 Chande Kasare 2.5 7.6 10.7 23.5 20.2 26 9.6
3 Dauch Kh 2.6 6.1 9.5 21.5 23.5 27.4 9.5
4 Derde Korhale 6.5 10.1 9.4 24.7 22 21 6.3
5 Dhotre 3.5 9.1 10.1 22 22.8 25.8 6.8

6 Ghari 3.4 8.2 5.1 18.7 24.5 29.3 10.9
7 Jeur Kumbhari 3.4 9.2 10.5 23.9 21.3 24.5 7.2
8 Kanhegaon 3.8 7.7 10 26.9 20 25.2 6.5
9 Kokamthan 4.1 6.9 9.6 22.5 20.3 26 10.6
10 Samvatsar 4.3 8.1 9.6 23.8 21 25.9 7.3
11 Agas Khind 3.8 7.9 9.6 18.4 25.1 25.7 9.6
12 Belu 3 8.3 7.9 17.6 19.2 30.3 13.7
13 Borkhind 4.3 12 5.4 20.7 22.8 27.2 7.6
14 Datli 3.5 6 9.5 19.2 22 28.6 11.2
15 Dhondvirnagar 3.1 8 7 24.8 24.2 25.1 8
16 Dubere 4.1 8.5 9.2 25.2 19.5 24.1 9.4
17 Dusangwadi 3.9 8.7 11.4 22.4 21.2 25.1 7.4
18 Nashik Sinnar Fulenagar 2 5.5 10.1 19.3 19.4 32.1 11.7
19 Ghorwad 3.2 5.3 7.9 23.3 23.8 29.1 7.4
20 Gonde 2.7 8.9 7.9 20 23 26.7 10.6
21 Jayprakashnagar 2 8.5 9.1 21 21.3 27.6 10.5
22 Khambale 2.4 7.9 8.4 15.8 25.8 29.5 10.3
23 Konambe 1.2 9.4 7.6 25.7 17.5 29.2 9.4
24 Maldhon 2 4.1 7.9 21.6 24.9 28.4 11.1
25 Marhal Bk. 4.3 7.7 10.2 23.5 22.2 25.6 6.5

Taluka
No.
26 Marhal Kh. 5.4 6.8 9.3 16.6 22.7 29.2 10
27 Pandhurli 2.6 9.1 7.9 20.3 18.8 28.7 12.6
28 Pathare Kh. 1.8 6.3 7.8 23.3 20.8 26.2 13.9
29 Patole 2.8 8 9.2 23.7 22.9 24.5 8.8
30 Sawatamlinagar 3.6 9.7 10.7 17.4 22 28.3 8.2
31 Sayale 3.7 6 7 21.9 18.1 33.5 9.8
32 Shivade 3.5 7.1 12.4 19.4 20.6 33.5 3.5
33 Sonambe 4.5 8.2 9.2 25.5 22.2 24.3 6.2
34 Sonari 4 8.5 5.9 13.8 23.9 33.8 10.1
35 Waregaon 4.2 13.9 10.4 19.4 20.8 21.5 9.7
36 Wavi 8.3 12.3 8.3 16.2 22.1 27.9 4.9
Awachitwadi
37 (Nv) 0.9 4.5 8.9 10.7 24.1 42 8.9
38 Belgaon tarhale 4.4 9.8 8.3 15.3 22.1 29.3 10.7
39 Bharvir Kh. 5 6.8 9.5 17.8 19.5 30 11.5
40 Deole 0.3 4.2 6.2 17.7 22.8 34.4 14.4
41 Dhamangaon 4.2 7.1 5.7 15.8 21 34.2 12
42 Dhamani 3.5 6.5 5.1 17.5 18.9 35.2 13.3
43 Gambhirwadi 7 9.8 12.6 17.8 17.3 25.2 10.3

Nashik Igatpuri Kanchangaon 1.9 6.2 9.4 14.4 19.7 35 13.4
44
45 Kawaddara 5.5 6 10 19.9 22.4 28.9 7.5
46 Khairgaon 2.8 5.4 4.8 12.4 16.1 38.6 20
Pimpalgaon
48 Dukra 3.3 4.5 7.8 17.8 21.6 35.3 9.7
49 Pimpalgaon Mor 2.8 4.7 7.6 15.5 22.5 30.7 16.1
Pimpri
50 Sadroddin 4.4 7.5 7.5 14.2 17.8 32 16.5
51 Senvad Bk. 2.4 4.8 5.6 14 16.4 37.6 19.1

Taluka
No.
52 Shenit 4.4 7.7 7.7 21.3 19.3 30.4 9.1
54 Talogha 2.7 4.4 6.1 13.3 22.4 35.6 15.5
55 Taloshi 2 5.7 10.4 16.8 20.2 26.9 17.8
56 Ubhade 2.2 6.8 6.1 18 12.2 33.5 21.2

Main Source of Drinking Water: -
Tap Tap Cove Un- Hand Tube Sprin River Tank/ Other
wate wate red cover pump well/ g / Pond/ source
r r well ed Bore Canal Lake s
from from well hole
Sr. Distric Taluk Village
treat un-
No. t a Name
ed treat
sour ed
ce sour
ce
1 Bhojad
e 19.3 30 0 40.4 7.9 2 0.2 0 0 0.2
2 ChaNde
Kasare 11.4 0.1 5.5 40.5 4.9 24.3 0 0.2 0.3 12.8
3 Dauch
Kh 15.6 20.5 0 53.2 8.4 1.5 0 0 0 0.8
4 Derde
Korhal
e 18.2 22.2 1.7 56.8 0.6 0.4 0 0 0 0
5 Ahme Dhotre 20.6 19.6 0.3 44.6 0.1 14 0 0 0.3 0.6

dnaga Kopa
6 r rgaon Ghari 54.8 3.1 0.7 38.8 1.4 1.4 0 0 0 0
7 Jeur
Kumbh
ari 17.4 9.5 6.1 39.3 4.5 10.1 0.1 1.3 0.3 11.5
8 Kanhe
gaon 0 1.5 0.8 39.6 33.3 0.2 0 0 0.6 24
9 Kokam
than 67.8 7 1.1 15.4 2.9 1.4 0.1 0.5 0.1 3.6
10 Samva
tsar 26.1 5 0.9 44.1 16.3 2.6 0.1 0.9 2.7 1.2
Agas
11 Khind 53.4 0.3 1.2 30.3 13.7 0.3 0.9 0 0 0
Nashik Sinna
12 r Belu 0.6 2.4 0 87.1 5.7 2 0.4 0 1.6 0.2
13 Borkhi 37 2.2 26.1 7.6 25 2.2 0 0 0 0

from from well hole
treat un-
No. t a Name
ed treat
sour ed
ce sour
ce
nd
14 Datli 40.6 6.4 6.3 23.2 18.8 0.8 1.1 2.4 0 0.3
Dhond
15 virnag
ar 8 1.2 0 88.4 0 0.6 0.3 0 0.6 0.9
Duber
16 e 32.8 20.9 2.1 42 1.1 0.2 0 0 0 0.9
Dusan
17 gwadi 14.9 3.8 15.1 33.6 29.8 2.6 0 0 0.2 0
Fulena
18 gar 51.2 12.4 2.2 30.9 1.5 1.2 0.6 0 0 0
Ghorw
19 ad 63 0 0.5 28.6 0 0 0 0 7.9 0
20 Gonde 56.7 5.2 4.5 30 0.7 0.7 1.2 1 0 0
Jaypra
21 kashna
gar 29.8 31.5 0 37.2 0.3 0 0.3 0.9 0 0
Khamb
22 ale 0.5 50.7 0 43.8 4.2 0 0.7 0 0 0
Konam
23 be 19.3 27.5 1.2 52 0 0 0 0 0 0
Maldh
24 on 2 0 0 98 0 0 0 0 0 0
Marhal
25 Bk. 1.6 59.1 7 28.6 3.2 0.5 0 0 0 0
26 Marhal 26.6 23.8 0.7 26.6 22 0 0 0 0 0.2

from from well hole
treat un-
No. t a Name
ed treat
sour ed
ce sour
ce
Kh.
Pandh
27 urli 6.8 0 0.9 88.9 0 3.2 0 0 0 0.2
Pathar
28 e Kh. 11.6 13.6 0.2 64 3.1 1.3 0 0.2 3.8 2
29 Patole 34.1 20.5 0.4 38.6 4.4 0.8 0 0 0.4 0.8
Sawata
30 mlinag
ar 0.2 2.7 0 79.4 2.9 14.5 0 0 0 0.2
31 Sayale 0 0 2.3 47.4 42.8 7.4 0 0 0 0
Shivad
32 e 2.4 0 0.6 48.8 40 8.2 0 0 0 0
Sonam
33 be 45.2 11.6 1.8 20.4 8.7 10.3 0.1 0 0.4 1.6
34 Sonari 3.2 12 0 83.2 1.1 0.3 0 0 0.3 0
Wareg
35 aon 22.2 9.7 4.9 61.8 0.7 0 0.7 0 0 0
36 Wavi 45.1 0 1 45.1 6.4 2.5 0 0 0 0
Awachi
37 twadi
(Nv) 46.4 42.9 0 0.9 0.9 0 2.7 4.5 0.9 0.9
Igatp Belgao
Nashik
38 uri n
tarhale 0.2 28.7 0.2 49.7 15.1 0 0 5.9 0.2 0
Bharvir
39 Kh. 54 1.2 0 33.8 0 0.8 0.8 9.5 0 0
from from well hole
treat un-
No. t a Name
ed treat
sour ed
ce sour
ce
40 Deole 11 1.1 9.3 25.4 49 0 0.3 0.3 3.7 0
Dhama
41 ngaon 57.1 14.1 0.2 27.7 0.2 0 0.6 0 0 0.2
Dhama
42 ni 0.5 1.2 0 80 0 0.7 0.2 16.3 0.9 0.2
Gamb
43 hirwad
i 0 0 0 94.9 0 0 0 0 5.1 0
Kancha
44 ngaon 0.3 0 0 75.6 19.7 1.6 0.6 2.2 0 0
Kawad
45 dara 3 35.8 0 60.7 0 0 0 0 0 0.5
Khairg
46 aon 0.8 49 0.3 41.7 0 0.6 5.1 0 1.7 0.8
Pimpal
48 gaon
Dukra 16.7 34.9 0 43.9 0 0 0 4.5 0 0
Pimpal
49 gaon
Mor 0.9 57.6 0.3 32.3 0 8.5 0.3 0 0 0
Pimpri
50 Sadrod
din 2.1 10.1 0 50.9 35.4 1 0.3 0 0.3 0
Senvad
51 Bk. 0.5 0.5 0 50.5 16.4 0 9.4 0 22.6 0
52 Shenit 31.2 13.3 3 33.1 0 0.8 0.6 13.8 3.6 0.6
54 Talogh 3.4 1.2 18.2 69.8 0 0 5.2 2.2 0 0

from from well hole
treat un-
No. t a Name
ed treat
sour ed
ce sour
ce
55 Taloshi 11.8 59.3 0 3.7 0 0 22.9 2 0.3 0
Ubhad
56 e 25.2 0 1.8 5.8 59.7 2.5 0.4 4.7 0 0
Main Source of lighting: -

Sr. Electricity Kerosene Solar Other Any No
District Taluka Village Name
No. energy oil other lighting
1 Bhojade 66.9 27.6 0 0 0 5.5
2 Chande Kasare 58.7 39.7 0.1 1 0.1 0.3
3 Dauch Kh 79.8 19.9 0 0 0 0.3
4 Derde Korhale 75.7 23.9 0.4 0 0 0
5 Dhotre 68.4 31.4 0.1 0 0 0.1

6 Ghari 70.7 29.3 0 0 0 0
7 Jeur Kumbhari 78.3 18.6 0.5 0 0 2.6
8 Kanhegaon 39.6 59.4 0.6 0 0.2 0.2
9 Kokamthan 65 31.7 0.2 0 0.7 2.4
10 Samvatsar 62.1 35.1 0.2 0.3 0.1 2.2
11 Agas Khind 78.4 21.6 0 0 0 0
12 Belu 35.4 64.4 0.2 0 0 0
13 Borkhind 63 37 0 0 0 0
14 Datli 75.6 20 0.8 0.1 0.1 3.2
15 Dhondvirnagar 69.7 27.8 1.5 0.3 0 0.6
16 Dubere 89.7 8.9 0.5 0.5 0 0.5
17 Dusangwadi 78.2 21 0.4 0.2 0 0.2
18 Fulenagar 91 7.7 0 0 0 1.2

Nashik Sinnar
19 Ghorwad 66.1 33.9 0 0 0 0
20 Gonde 70 29.5 0 0.5 0 0
21 Jayprakashnagar 74.4 25.6 0 0 0 0
22 Khambale 80.6 18.9 0.5 0 0 0
23 Konambe 69 29.8 1.2 0 0 0
24 Maldhon 84.2 15.8 0 0 0 0
25 Marhal Bk. 84.6 14.5 0 0 0 0.9
26 Marhal Kh. 90.2 9.6 0 0 0.2 0

27 Pandhurli 71.5 28.2 0.2 0.2 0 0
28 Pathare Kh. 54.1 43 2.7 0 0 0.2
29 Patole 59.8 23.7 0 0 0.4 16.1
30 Sawatamlinagar 24.9 74.6 0.5 0 0 0
31 Sayale 53 46 0.5 0.5 0 0
32 Shivade 20.6 78.2 0.6 0.6 0 0
33 Sonambe 80.6 17.3 0 0.1 0.1 1.9
34 Sonari 42.8 56.4 0.8 0 0 0
35 Waregaon 89.6 6.9 0 0.7 0 2.8
36 Wavi 57.8 41.7 0.5 0 0 0
Awachitwadi
37 (Nv) 50 50 0 0 0 0
38 Belgaon tarhale 51.9 47.5 0.7 0 0 0
39 Bharvir Kh. 31.5 68 0.5 0 0 0
40 Deole 60.8 38.9 0 0.3 0 0
41 Dhamangaon 88.5 10.9 0.4 0 0 0.2
42 Dhamani 56.2 40.8 0.9 0 0 2.1
43 Gambhirwadi 32.2 64 0.5 0 0 3.3

Nashik Igatpuri Kanchangaon 59.4 40.3 0 0.3 0 0
44
45 Kawaddara 39.8 57.7 2.5 0 0 0
46 Khairgaon 34.9 65.1 0 0 0 0
Pimpalgaon
48 Dukra 58.4 40.9 0.4 0 0 0.4
49 Pimpalgaon Mor 59.2 39.2 0 0 0 1.6
Pimpri
50 Sadroddin 67.7 32 0.3 0 0 0
51 Senvad Bk. 36 63.4 0 0 0 0.5

52 Shenit 71 27.9 0 0 0.3 0.8
54 Talogha 44 55.5 0.2 0 0 0.2
55 Taloshi 60.3 38.7 1 0 0 0
56 Ubhade 52.5 46.8 0.7 0 0 0
Number of households having latrine facility within the premises: -

Number of
Sr. District Village Name households having
Taluka
No. latrine
1 Bhojade 27.9
2 ChaNde Kasare 27.3
3 Dauch Kh 28.9
4 Derde Korhale 42.6
5 Dhotre 27.9
6 Ghari 49.7
7 Jeur Kumbhari 37.2
8 Kanhegaon 16.5
9 Kokamthan 32.6
10 Samvatsar 23.8
11 Agas Khind 17.5
12 Belu 12.5
13 Borkhind 31.5
14 Datli 31.2
15 Dhondvirnagar 28.1
16 Dubere 14.9
17 Dusangwadi 23.2
18 Nashik Sinnar Fulenagar 10.4
19 Ghorwad 23.3
20 Gonde 17.3
21 Jayprakashnagar 7.1
22 Khambale 26.7
23 Konambe 12.3
24 Maldhon 14.9
25 Marhal Bk. 20.5

Number of
Taluka
No. latrine
26 Marhal Kh. 21
27 Pandhurli 34.2
28 Pathare Kh. 23.5
29 patOLE 61.8
30 Sawatamlinagar 11.1
31 Sayale 4.7
32 Shivade 24.1
33 Sonambe 32
34 Sonari 13.8
35 Waregaon 36.8
36 Wavi 37.3
37 Awachitwadi (Nv) 4.5
38 Belgaon tarhale 19.7
39 Bharvir Kh. 9.8
40 Deole 5.9
41 Dhamangaon 13.7
42 Dhamani 14.2
43 Gambhirwadi 2.3
Nashik Igatpuri
44 Kanchangaon 10.3
45 Kawaddara 17.9
46 Khairgaon 24.8
48 Pimpalgaon Dukra 38.7
49 Pimpalgaon Mor 7.9
50 Pimpri Sadroddin 14
51 Senvad Bk. 15.6

Number of
Taluka
No. latrine
52 Shenit 21.3
54 Talogha 17.2
55 Taloshi 13.5
56 Ubhade 60.1
Type of Fuel used for Cooking: -

Fire- Crop Cowd Coal,Li Keros LPG/P Elect Bioga Any No
Sr. Distric Taluk Village woo resid ung gnite, ene NG ricity s other cookin
No. t a Name d ue cake Charc g
oal
1 Bhojad
e 75.6 0.6 0.2 0 1.5 22.1 0 0.2 0 0
2 ChaNde
Kasare 73.7 1.1 0 0 0.8 20.6 0.2 2.5 0.9 0.1
3 Dauch
Kh 59.6 0.5 5.4 0 1.5 31.2 0 1 0 0.8
4 Derde
Korhal
e 70.4 0.4 0 0 3.4 21.4 0 3.6 0 0.8
5 Ahme Dhotre 74 1.5 0.7 0 4.3 17.5 0.1 1.5 0 0.3

dnaga Kopa
6 r rgaon Ghari 73.5 1.7 0.3 0 0.7 21.4 1.7 0.7 0 0
7 Jeur
Kumbh
ari 57.9 1.1 3.2 0.1 3.4 28 0 5 0.6 0.6
8 Kanhe
gaon 84.4 0.2 0.4 0 0.6 12.1 0.2 1.7 0 0.4
9 Kokam
than 61.5 1.8 1.1 0.1 4.3 29.2 0.2 0.9 0 1
10 Samva
tsar 70.3 1 1 0.2 1.6 24.7 0.1 0.4 0 0.7
Agas
11 Khind 49.3 9.6 1.7 0 2 37.3 0 0 0 0
12 Belu 80 0.4 2 0 0.4 1.8 0 3.2 1.6 10.7
Borkhi
13 Nashik Sinna nd 69.6 0 5.4 0 0 21.7 0 2.2 0 1.1
r
14 Datli 50 3.5 7.8 0.3 1.5 36.8 0 0 0 0
Dhond
15 virnag
ar 64.2 12.5 2.8 0 0.9 19.3 0 0.3 0 0
oal
Duber
16 e 45.2 0 11.2 0 0 42.7 0 0.9 0 0
Dusan
17 gwadi 50.1 2 0.2 0 0.9 45.3 0 0.2 0.1 1.2
Fulena
18 gar 61.7 0.6 2.6 0.4 3.1 29.2 2 0.1 0.2 0.1
Ghorw
19 ad 72 0 0 0 0 27.5 0 0 0 0.5
20 Gonde 54.2 0 6.7 0 0.7 38.1 0 0 0 0.2
Jaypra
21 kashna
gar 27.8 0.3 27 0 1.1 43.5 0 0 0 0.3
Khamb
22 ale 64.1 0 1.5 0 0.4 31.9 0 0.7 0 1.5
Konam
23 be 51.5 2.3 2.3 0 0.6 38.6 0 0 0 4.7
Maldh
24 on 29.8 0 2.3 0 0 66.4 0 0 0 1.5
Marhal
25 Bk. 19.4 1.4 6.2 0 2.1 70.7 0 0 0 0.2
Marhal
26 Kh. 22.2 0.5 2.1 0 1.2 73.6 0 0.2 0 0.2
Pandh
27 urli 41.7 1.2 2.6 0.2 2.1 51.3 0 0 0 1
Pathar
28 e Kh. 61.3 0.9 17.7 0 0.4 19 0 0.2 0.4 0
29 patOLE 81.5 0.8 0 0 2 14.9 0 0.8 0 0
Sawata
30 mlinag
ar 90.8 1.5 0.2 0 0 7.3 0 0 0 0.2
oal
31 Sayale 98.6 0.5 0 0 0 0.9 0 0 0 0
Shivad
32 e 87.6 3.5 4.7 0 0 4.1 0 0 0 0
Sonam
33 be 50.2 1.9 1.6 0 4.1 41.2 0 0.4 0 0.6
34 Sonari 76.6 6.9 2.4 0 0 13.6 0.3 0 0 0.3
Wareg
35 aon 43.8 0 37.5 0 2.8 15.3 0 0 0 0.7
36 Wavi 88.7 1 0.5 0 0 8.8 0 0.5 0 0.5
Awachi
37 twadi
(Nv) 83.9 4.5 2.7 0 0 8.9 0 0 0 0
Belgao
38 n
tarhale 96.5 0.2 0 0 0 2.2 0 0 1.1 0
Bharvir
39 Kh. 94 1.5 0 0 0 3.8 0 0 0.2 0.5
40 Deole 84.8 0.6 0 0 1.4 11.8 0 0.3 0 1.1
Dhama
41 Igatp ngaon 82.8 0.4 1.9 0 0.8 13.7 0.2 0.2 0 0
Nashik
uri
Dhama
42 ni 87.2 1.2 2.1 0 0 9.1 0 0.5 0 0
Gamb
43 hirwad
i 98.6 0.5 0 0 0.5 0.5 0 0 0 0
Kancha
44 ngaon 67.5 0 0 0 0.3 32.2 0 0 0 0
Kawad
45 dara 73.1 2.5 2.5 0 1 20.4 0 0 0 0.5
46 Khairg 80.6 2 0.6 0.3 0.3 16.1 0 0 0 0.3

oal
aon
Pimpal
48 gaon
Dukra 57.6 1.1 14.1 0 0.4 25.7 0 0 0 1.1
Pimpal
49 gaon
Mor 93 0.9 1.3 0 0 4.4 0 0 0 0.3
Pimpri
50 Sadrod
din 64.6 1.6 4.4 0 2.3 26.1 0 0 0 1
Senvad
51 Bk. 95.2 0.8 0 0 0 4 0 0 0 0
52 Shenit 78.5 1.4 1.7 0 0 18.2 0 0.3 0 0
Talogh
54 a 92.4 2.2 1.2 0 0 4.2 0 0 0 0
55 Taloshi 33.3 4 42.1 0 0 19.9 0 0 0 0.7
Ubhad
56 e 89.2 1.1 0.4 0 0 7.2 0 0.7 0 1.4

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EXECUTIVE SUMMARY FOR DHOTRE TO TARANGANPADA OF 120.

696 KM (PACKAGE IV) OF ACCESS CONTROLLED NMEW 01/11/2017

1.2 Project Location and Description:

Sr. No. Particulars : Details

Sr. No. Particulars : Details

1.3 Alternative Alignments Considered

While laying the alignments, following basic principles were followed:

1.4 Environmental Impact Assessment

1.4.1 Need of the Study

1.4.2 Scope of Work

1.5 Project Location and Connectivity

1.6 Need for the Project and Its Importance

1.7 Project Benefits

1.8 Existing Environmental Features

1.8.1 Climatic Data from Secondary Sources

1.8.2 Geomorphology and Soil Types

1.9 Policy, Legal and Administrative Framework

1.9.1 Environmental Clearance

Task 1: Environmental Screening of the project

Task 2: Review of Proposed Improvements and Review of Policies, Regulations and

Task 3: Base line Environmental Profile of the Project

Task 4: Prediction of Environmental Impacts

Task 5: Preparation of Environmental Management and Monitoring Plan

1.11 Environmental Impact Assessment

1.11.1 Construction Phase

During the construction phases there would be minimal impact on:

Causes of impacts on Air quality are:

Noise Pollution Impacts:

Water quality impacts:

Impact on Ecology (flora & fauna):

1.11.2 Operation Phase

1.12 Mitigation Measures

1.12.1 Construction Phase

a. Prevention of top soil / erosion:

b. Prevention of dust nuisance:

c. Noise emission from vehicles and construction activities:

d. Protection of Water quality:

e. Health and Safety of Workers:

f. Environmental health & safety consideration at construction campsites & work-sites:

g. Preventing impacts on places of cultural importance:

1.12.2 Operation Phase

a. Prevention of Air Quality Impacts:

b. Prevention of Noise Level Impact:

c. Protection of Land Environment:

1.13 Environmental Management Plan

1.13.1 Construction Phase

Environmental Management Plan during construction stage is comprised the followings:

1.13.2 Operation Stage

1.14 Environmental Monitoring Programme

1.15 Additional Studies:

 Studies directed by MOEFCC during TOR hearing are carried out.

1.16 Proposed table of content for EIA report:

1.17 Identification of Implementing Authority

A separate environment management cell comprising of a team of experienced and qualified

Chapter 1. Introduction .............................................................................................................................. 11

Chapter 2. Project Description ................................................................................................................... 19

2.12.1 Water Requirement ..................................................................................................................... 41

Chapter 3. Environmental and Social Baseline......................................................................................... 47

3.16 Category of Land ................................................................................................................................ 89

Chapter 4. Anticipated Environmental Impacts ....................................................................................... 99

Chapter 5. Analysis of Alternatives ......................................................................................................... 154

5.4 Comparative Analysis of Alternative Alignments .............................................................................. 156

Chapter 6. Environment Monitoring Program ....................................................................................... 160

Chapter 7. Additional Studies .................................................................................................................. 167