ENVIRONMENTAL IMPACT ASSESSMENT...

For Obtaining MoEF and CRZ Clearance for Proposed Multi Modal Corridor from Navghar to Chirner (near JNPT)

ENVIRONMENTAL IMPACT

ASSESSMENT REPORT

January, 2017

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TABLE OF CONTENTS

CHAPTER- 1: INTRODUCTION ............................................................................................................ 1-1

1.1 General ...................................................................................................................................... 1-1

1.2 The Project ................................................................................................................................ 1-1

1.3 Purpose of Report ..................................................................................................................... 1-1

1.4 Objective of Multi Modal corridor ............................................................................................... 1-1

1.5 Objectives of the EIA ................................................................................................................. 1-3

1.6 Project Benefits ......................................................................................................................... 1-4

1.7 Identification of the Project and Project Proponent .................................................................... 1-4

1.8 Scope of Services ...................................................................................................................... 1-5

1.9 Environmental Clearance .......................................................................................................... 1-6

1.10 Structure of the EIA Report ........................................................................................................ 1-6

LIST OF TABLES

Table 1.1 Scope of Environmental Analysis, Design and Environmental Management Action Plan 1-5

LIST OF FIGURES

Figure 1.1: Alignment Route of Propose MMC Corridor ......................................................................... 1-3

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CHAPTER- 1: INTRODUCTION

1.1 General

The purpose of this chapter is to introduce the scope and objective of the project works in general

and EIA and EMP in particular within which the detailed Environmental Assessment studies of

Multi Modal corridors have been carried out. This chapter also discusses the nature, size, location

of the project along with brief structure of the EIA reports.

1.2 The Project

Multi Modal corridor has been planned to cater need of growing population along fringe areas.

Other objective of the project is to provide connectivity to industrial and commercial establishment

in SEZ area to residential areas of satellite towns of Mumbai Metropolitan region with diverse mode

of transport. The proposed MMC alignment is take off from km 490.075 of NH-8 near Navghar

and ends it open agriculture land near Chirner village (near JNPT). The Project alignment is

traversing through Palghat, Thane and Raigad District in the State of Maharashtra. The Total

Length of the Phase-1Project Mumbai Multi Modal Corridor is approx. 80 Km. The MMC alignment

along with MMC phases are presented in Figure 1.1 and 1.2 respectively.

1.3 Purpose of Report

This Environmental Impact Assessment Report is prepared to ensure that decision makers

consider the environmental impacts when deciding whether or not to proceed with a project.

Environmental Impact Assessment is a process of identifying, predicting, evaluating and mitigating

the biophysical, social, and other relevant effects by developing MMC project prior to major

decisions being taken and commitments made.

This report has been prepared in accordance with all relevant laws and regulations of the

Government of India, MoEF & CC, MHPCB, and CPCB. The key purpose of this EIA report is to:

• Predict all environmental concerns and associated impacts due to construction and operation

of Multi Modal corridor within the COI

• Evaluate any sensitive receptors going to be impacted by the project within the 10 km radius

from the MMC alignment

• Recommended strategies and action to minimize, avoid and mitigate these environmental

concern and Enhancement of positive effects.

1.4 Objective of Multi Modal corridor

The main objectives of the project (i) is to cater need of growing population along fringe areas, (ii)

establish the technical, economic and financial viability of the MMC project, and (iii) prepare an

EIA Report for the construction and operation of metro-rail and six lane highways (Multi Modal

Corridor) from Navgarh to Chirner so that development will become environmentally sound,

sustainable and people friendly. The MMC alignment along with MMC phases are presented in

Figure 1.1 and 1.2 respectively.

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Figure 1.1: Alignment Route of Propose MMC Corridor

Figure 1.2: Index Map: Multi-Modal Corridor from Navghar to Alibaug (length=126.35 km)

1.5 Objectives of the EIA

The strategic environmental scoping has been done in accordance with the Government of India

(GoI) guidelines on Environmental Impact Assessment (EIA) and to meet the statutory requirement

of Ministry of Environmental, Forests and Climate Change (MoEF & CC) under Environmental

protection Act 1986 (EA notification 14th September 2006, November 2009, 22nd Aug 2013, 25th

May 2015, 9th Feb 2011 and 2nd Feb 2015) Maharashtra State Pollution Control Board (MHSPCB),

requirement of Coastal Regulatory Authorities and Forest Department, National Board for Wildlife

Chir

Alib

Phase II

9

KALYAN

THANE

PANVEL

JNPT

TALOJE MIDC

PEN

1 -

NAVGHAR

ALIBAUG

CHIRNER

MUMBAI

Phase I

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(NBWL) Govt. of India etc. The objectives of this study is stated below:

• To present a clear assessment of potential impact associated with the proposed project

intervention,

• To apply a methodology which assesses and predict potential impacts and provides a) the

means for impact prevention and mitigation, b) the enhancement of project benefits, and c) the

minimization of long-term impacts;

• To provide a specific forum in which consultation is systematically undertaken in a manner that

allows stakeholders to have direct input to the environmental management process.

• To minimize any adverse impact on forest and wildlife sanctuary

• To minimize the land acquisition in sensitive areas Including forest and wildlife

• To analysis the alternatives to bring environmental considerations into the upstream stages of

development planning as well as the later stage of site selection, design and implementation,

and

• To recommend the environmental and social management measures to reduce adverse

impacts.

1.6 Project Benefits

As mentioned in earlier section also the proposed project will bring unhindered and free movement

of goods and traffic (mainly daily commuters) from various residential areas to upcoming growth

centers in SEZ areas. The implementation of the project will have the following direct benefits:

(i) Improved quality of life for the population in the project area.

(ii) Economic boost to the local population because of improvement of connectivity and change in

occupational Pattern.

(iii) Improvement will provide better connectivity for other towns and cities to SEZ area.

(iv) Provides employment facility for the local population during construction period.

(v) Development of growth centers will provide development of basic industries.

(vi) Connectivity to JNPT(Navaseva) port and other transport corridor

(vii) Minimize the travel time, exhaust emission from vehicle as compared to the improved and

better convectively

1.7 Identification of the Project and Project Proponent

MMRDA, Government of Maharashtra has planned to development Multi Modal corridor to cater

need of growing population along fringe areas. Other objective of the project is to provide

connectivity to industrial and commercial establishment in SEZ area to residential areas of Mumbai

region with diverse mode of transport. MMRDA has identified Navgarh to Chirner section as priority

sector as a complementary link to various transport networks in Mumbai region. In order to fulfil

the above task, MMRDA has appointed M/s Louis Berger Group, Inc., USA as Consultants to

Prepare EIA report to obtain the Environmental clearance from Ministry of Environment, Forest

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and Climate Change (MoEF & CC).

1.8 Scope of Services

Scope of Environmental Impact Assessment

The EIA for project includes establishing environmental baseline in the study area, identify the

range of environmental impacts, specify the measures to avoid, minimize, and mitigate negative

impacts and maximize positive impacts and integrate possible environmental enhancement

measures. The proposed measures will be formulated in the form of an environmental

management plan with necessary budget and institutional roles for effective implementation. The

EMPs for individual projects and integration of the same in to project implementation agreements,

including construction contract documents.

Environmental Management Plan: An Environmental Management Plan has been prepared for the

implementation of the project. The environmental management plan shall consists of overall

framework which will be developed as a guiding document providing environmental planning and

design criteria for the current as well as future project roads, generic environmental management

measures, institutional mechanism for implementation, capacity building and training process,

function adequately to mainstream the environmental management. To recommend further studies

on environmental aspects, which are required to be undertaken during project implementation, if

required

The objectives of EIA for this project include the following

• Collection of baseline data on various components of the environment.

• Identification of areas and aspects those are environmentally or socio-economically significant.

• Development of the road alignment broadly ensuring that the environment and settlements are

affected the least.

• Conduction and documentation of community consultation on various aspects of the project

with respect to environment.

• Preparation of environmental management plans for enhancing the positive impacts and

mitigating the negative impacts.

• Determination of the magnitude of environmental impacts so that due consideration is given

to these during planning / design, construction and operational phases of the project

implementation.

Table 1.1 has given brief description of Environmental scoping

Table 1.1 Scope of Environmental Analysis, Design and Environmental Management

Action Plan

Environmental Analysis

To carry out a preliminary environmental screening of the proposed corridor to determine the magnitude of actual and potential impacts and ensure that environmental considerations are given adequate weightage in the selection and design of the proposed improvement;

To collect information on existing environmental baseline conditions and undertake a preliminary evaluation of the alignment selected for

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construction in order to define the focus of the environmental assessment, design and management studies

To identify positive and negative impacts of the proposed improvement and to propose cost-effective measures to enhance positive impacts and to avoid and / or mitigate negative impacts;

To carry out Public Consultations with concerned stake holders, affected persons/families and NGOs

Environmental Design

From Environment Assessment, to identify adverse impacts such as soil erosion, loss of flora, fauna, water resources, physical resources etc. and prevent them through judicious design changes by adopting appropriate mitigation measures such as plantation of trees, installation of proper drainage system, adequate safety measures for human & animal habitats near or along the proposed corridor, provision of suitable mitigation measures etc.

Prepare cost – effective proposals to implement appropriate mitigation and remedial measures to upgrade and enhance the environmental quality along the corridor in a sustainable manner; and

Selecting stretches along the corridor, which provides opportunity for environmental enhancement and the development of cost-effective sustainable environmental assets.

Environmental Management Action Plan

To prepare an implementation schedule and supervision program with associated costs and contracting procedures for the execution of environmental mitigation and design works;

To develop a program for monitoring environmental impacts during construction and operational phases;

To spell out specific requirements for institutional strengthening and training needs; and

To recommend further studies on environmental aspects, which are required to be undertaken during project implementation, if required.

1.9 Environmental Clearance

As per the EIA notification of 14th September 2006, its amendment dated 1st December 2009, and

22 Aug 2013, this project is fall under category A because the majority of proposed alignment of

the project is passes through green field and proposed ROW for the corridor is warries from 45

mtrs to 126 mtrs at locations as per design demand and in general it is 99 m. The proposed corridor

is passes through Sanjay Gandhi National Park, and other environmental sensitive areas which

are coming within their respective buffer zones are Tungreshwar Wildlife sanctuary, Karnala bird

sanctuary and Matheran eco-sensitive zone (notified as critically polluted industrial area).

1.10 Structure of the EIA Report

The EIA report, excluding chapter 1, has been structured into the following chapters:

Chapter 2: PROJECT DESCRIPTION

Provide the description of the project which includes location, type, need and purpose of the

project.

Chapter 3: DESCRIPTION OF THE ENVIRONMENT

It presents the existing baseline status of the project influence area and is constituted into two

parts viz. brief methodology is presented in first part and baseline conditions are presented in

second part of the chapter.

Chapter 4: ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES

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Describes the environmental setting of the project area baseline conditions relating to meteorology,

physical environment, water resources, noise, air as well as flora and fauna.

Chapter 5: ANALYSIS OF ALTERNATIVES

Discusses the criteria for identification and analysis of alternatives, description of various

alternatives including “No Change” alternative.

Chapter 6: ENVIRONMENTAL MONITORING PLAN

To ensure the effective implementation of the EMP, it is essential that an effective monitoring

programme be designed and carried out. So that envisaged purpose of the project is achieved and

results in the desired benefit to the target population.

Chapter 7: ADDITIONAL STUDIES

Summaries the consultations/discussions held with the public at different levels e.g. villagers,

project affected persons (PAPs), and other stakeholders such as Govt. Officials, during the project

preparation stage to record people’s perceptions of the project and potential impacts.

Chapter 8: PROJECT BENEFITS

Gives brief description of the mitigation and enhancement measures opted for the project.

Chapter 9: ENVIRONMENTAL BENEFIT ANALYSIS

Environmental budget for the various environmental management measures proposed in the EMP

at construction and operation stages are summarized in this chapter.

Chapter 10: ENVIRONMENTAL MANAGEMENT PLAN

Provide Cost effective environmental management plan to eliminate/ offset the identified

environmental impact, so that development will become environmentally sound.

Chapter 11: SUMMARY AND CONCLUSION

Provides a brief summary of all the chapters that are detailed in the EIA and EMP Report along

with the baseline study, impacts, budget and Management plan.

Chapter 12: DISCLOSURE OF CONSULTANTS ENGAGED

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TABLE OF CONTENTS

CHAPTER- 2: PROJECT DESCRIPTION .............................................................................................. 2-1

2.1 TYPE OF THE PROJECT .......................................................................................................... 2-1

2.2 PROJECT CATEGORY ............................................................................................................. 2-1

2.3 NEED FOR THE PROJECT ....................................................................................................... 2-1

2.4 PROJECT LOCATION ............................................................................................................... 2-2

2.5 FEATURE OF THE PROJECT ................................................................................................... 2-5

2.5.1 Right of Way (ROW) ...................................................................................................... 2-5

2.5.2 Proposed Interchanges: ................................................................................................. 2-8

2.5.3 Underpass ......................................................................... Error! Bookmark not defined.

2.5.4 Service Road ............................................................................................................... 2-10

2.5.5 Fly Over ............................................................................ Error! Bookmark not defined.

2.6 PROPOSED RAIL-ROAD CROSSINGS ................................................................................... 2-10

2.7 TRAFFIC ................................................................................................................................. 2-11

2.7.1 Traffic Demand Forecast Methodology for the MMC .................................................... 2-11

2.7.2 Traffic Data Collection Plan ......................................................................................... 2-11

2.7.3 Traffic Study Conclusions ............................................................................................ 2-12

2.7.4 Creating the MMC EMME Database ............................................................................ 2-12

2.8 ROAD ACCESSORIES ............................................................................................................ 2-13

LIST OF TABLES

Table 2.1: Interchange along the MMC ................................................... Error! Bookmark not defined.

Table 2.2: Proposed location of VUP along MMC ................................... Error! Bookmark not defined.

Table 2.3: Proposed location of Pedestrian Underpass along the MMC Error! Bookmark not defined.

Table 2.4: List of proposed major and minor bridges along the MMC ... Error! Bookmark not defined.

Table 2.5: List of proposed fly over along the MMC ................................ Error! Bookmark not defined.

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CHAPTER- 2: PROJECT DESCRIPTION

The purpose of this chapter is to describe the need of the project, purpose of the report, project

location and proposed improvement activities in general for which EIA and EMP have been carried

out.

2.1 TYPE OF THE PROJECT

A Multi Modal Corridor is a single corridor in which multiple modes, such as buses, BRT, metro rail

and cars, along with utilities such as water, sewage and gas lines are present in the same Right of

Way. The Right of way (ROW) of Proposed Multi Modal Corridor is 99 meters.

The MMC was envisaged to provide connectivity to existing and future growth centers in the MMR

(Mumbai Metropolitan Region). The MMC will help the growth of 7 growth centers viz. Virar,

Bhiwandi, Kalyan, Dombivali, Panvel, Uran and Taloja MIDC in the MMR Region. It would provide

faster connectivity between the Urban Local Bodies (ULBs) located outside Greater Mumbai and

improve accessibility to inter-city freight traffic.

The MMC will connect the major roads such as NH-8, Bhiwandi bypass, NH-3, NH-4, NH-4B,

Mumbai Pune Expressway, NH-17 etc. The Corridor will provide faster connectivity to JNPT,

Proposed Navi Mumbai Airport, MTHL Project and Dedicated Freight Corridor (DFC).

The Project area traverses through the plain and rolling terrain and passes through Palghar, Thane

and Raigad district of Maharashtra. The Corridor is running parallel to Bassien Creek up to Ulhas

River (near Kalher).

2.2 PROJECT CATEGORY

After thorough study of MoEF notification September 2006 its amendment 2009 and 22 Aug 2013,

it is learnt that the item required for the improvement of highways is mentioned in Para 7(f) of MoEF

notification matrix which stated that if road length is upto 100 km involving additional right of way

or land acquisition up to 40 mts on existing alignments and 60 mts on re-alignments or by-passes

may be exempted from the preview of the notification. However, MMC project length is about 80

km with proposed ROW warries from 45mt to 126mt at locations and in general it is 99 m, alignment

passes through Sanjay Gandhi National Park and traverses through 153 m away from

Tungareshwar wildlife sanctuary & 900 m away from the boundary of Karnala bird sanctuary and

also falling within the protected radius of Matheran Eco-sensitive Zone. Hence, this project falls

under category A, therefore, environmental clearances is required from MoEFCC.

2.3 NEED FOR THE PROJECT

A Comprehensive Transportation Study (CTS) for the Mumbai Metropolitan Region (MMR), which

is also known as TRANSFORM (Transportation Study for the region of Mumbai) was conducted

by the Mumbai Metropolitan Region Development Authority (MMRDA) in consultancy with M/s Lea

International Limited and technical assistance from World Bank under the Mumbai Urban Transport

Project (MUTP) in July 2008. This Study provided the recommendation for planned development

of transport system in MMR for the period up to 2031.

The CTS objectives were to ensure the following:

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A competitive MMR

A livable MMR

A bankable MMR

A well governed MMR

Working towards above objective, the TRANSFORM was conducted to identify the travel pattern

of residents in the MMR. The aim was to provide seamless connectivity between the different

MMR areas such that people can travel from their origins to destinations within a reasonable

amount of time. One of the recommendations of TRANSFORM was to develop the Multi Modal

Corridor (MMC) from Virar to Alibaug, also known as the Middle Ring.

As per the World Bank MUTP implementation support mission during 23rd July to 6th August,

2008, it was proposed to obtain consultancy services for carrying out a “Feasibility study with

alternatives analysis of a priority Multi-Modal Corridor from Virar to Alibaug”. The study includes

the following stages.

Alternative Analysis.

Detailed Planning and Preliminary Engineering

Implementation of the project within the time frame.

Funding plan like PPP (Public Private Partnership) or public frame.

MMRDA has completed the Techno Economic and Financial Feasibility Study for the Multi Modal

Corridor by appointing Consultants M/s Louis Berger Group, Inc. (LBG) in March 2012. As per

consultants (LBG’s) recommendation, the corridor is proposed to be commissioned in two Phases:

Phase I- Navghar to Chirner near JNPT about 79 Km and

Phase II- Chirner near JNPT to Alibaug about 47 km.

MMRDA has now initiated Phase I of the Project for Obtaining MoEF and CRZ Clearance from

Navghar to Chirner (near JNPT) i.e. about 80 kms and Environmental clearance assignment was

awarded to Louis Berger in July 2014.

2.4 PROJECT LOCATION

The project alignment is traversing through Palghar, Thane and Raigad Districts in the State of

Maharashtra. The Total Length of the Project (Mumbai Multi Modal Corridor) is approx. 80 Km.

and the entire length of the project alignment is divided into 6 sections detailed below:

Table 2.1: MMC Revised Alignment (After TEFS Study - Revision # 1)

Section

Landmark Chainage

Length (Km) From To From To

1-2 Navghar Dunge 00+000 12+900 12.900 2-3 Dunge Kalher 12+900 18+800 5.900 3-4 Kalher Hedutane Gaon 18+800 35+100 16.300

4-5 Hedutane Gaon Kolkhe Gaon 35+100 60+685 25.585

5-6 Kolkhe Goan Chirner 60+685 80.336 19.651

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Figure 2.1 presents the further Refinement of Alignment in Section 5-6, to address CIDCO issues in relation to Airport R&R pockets and Pushpaknagar Development Plan. After this exercise, MMRDA Finalized the Alignment presented in Figure 2.1 and Table 2.1 as Approved Alignment (White Alignment) and the same was introduced in 27 Villages Development Plan through Special Notified Planning Authorities (SNPA) for Kalyan, Dombivali and Ulhasnagar Municipal Corporation.

Figure 2.1: Refined Alignment

Since Multi-Modal Corridor and the Mumbai-Vadodara-Expressway (MVE) are running parallel in City & Industrial Development Corporation of Maharashtra Ltd (CIDCO), it was decided to combine both the corridor and National Highways Authority of India (NHAI) will develop the corridor from Morbe (km 47.70) to Karanjade (km 66.60).

The Section 1-2 of the MMC alignment (approx. 12.900 Km) starts from the junction of NH8

(Navghar) and the Diva Vasai Rail line and runs parallel to Diva Vasai Rail Line / Kaman village

and ends near Kharbav Railway Station/Dunge Village.

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The Section 2-3 of the MMC alignment (approx. 5.900 Km) starts near Kharbav Railway

Station/Dunge Village and ends near Kalher Reti Bunder passing through Dive Village

Gavthan.

The Section 3-4 of the MMC alignment (approx. 16.300 Km) starts near Kalher Reti Bunder

and ends at Shidhon Village near Hedutane Gaon passing through Alimghar Village, Ulhas

River, west of Sandap Gaon and Kolegaon.

The Section 4-5 of the MMC alignment (approx. 25.585 Km) starts at Shidhon Village near

Hedutane Gaon and ends near Kolkhe Village (near Panvel /Mumbai Pune Express Highway)

passing through Utasane Village, Mahulangi Village and Wangani Village.

Figure 2.2: Final Alignment for Detailed Study

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The Section 5-6 of the MMC alignment (approx. 19.700Km) runs from Kolkhe Village (near Panvel / Mumbai Pune Express Highway) and ends at Chirner near JNPT running parallel to NH 4 B passing through Nandgaon and Chirle Gaon.

2.5 FEATURE OF THE PROJECT

2.5.1 Right of Way (ROW)

The MMC in general proposed with a Right of Way 99 m to accommodate access controlled

highway lanes, service lanes, parking lane, pedestrian foot path and a metro facility at the Center

(30 m). ROW details are presented in Table 2.2. The conceptual cross section of the MMC is

presented in Figure below:

TEFS Cross Section

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Alignment length of around 1.4 kms is passes through Sanjay Gandhi National Park by considering that from Km 0+000 to km 6+000 the ROW is reduced to 45m and to avoid any direct encounter between Wildlife and traffic or minimize any adverse impact with in the SGNP, a tunnel and elevated corridor is proposed in this section. Elevated cross section is also proposed on creek and mangrove area.

Table 2.2: ROW details

Sr # Chainage Length

(Km) ROW (m) Near Landmarks

Start End

1

0+000

6+000 6.00 45.00 From NH8 (Mumbai - Ahmedabad National

2

6+000

46+900 40.90 99.00 From Nagale to Morbe

3

46+900

66+225 19.33 126.00 Combined ROW: MVE & MMC from Morbe to Karanjade

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4

66+225

69+030 2.81 69.50 Airport R & R Pocket Near Karanjade

5

69+030

70+200 1.17 99.00 D Point - Hill

6

70+200

72+000 1.80 69.50 Pushpak Nagar Near Manghar

7

72+00

98+000 26.00 99.00 From Pushpak Nagar to Balavali

Figure 2.3 showing Cross section of MMC in Sanjay Gandhi National Park

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Metro Rail Corridor: 30m wide in center,

Access Control Highway for BRT and other traffic: 4 + 4 lane (each 16.5m wide )

Pedestrian footpath with Storm Water Drain: 2.5m each side

Service Road (2 lane): 7m each side

Parking/non-motorized/utility: 8.5m each side

2.5.2 Description of Base Alignment

Section 1-2 : Navghar To Dunge

Section 1-2 of the Multimodal Corridor starts at Mumbai - Ahmadabad Highway (NH8) near Navghar Village. A trumpet interchange is proposed for smooth entry and exit from NH8 to MMC. The length of this section is 12.9 Km.

This section passes through settlement of Nagale, Brahmangaon and Bangala Pada villages. The MMC alignment runs south of Diva Freight Corridor (DFC). Vertical alignment of MMC carriageway follows the existing railway Rail Top Levels in general. The Section 1-2 also cut through Sanjay Gandhi National Park (NGNP) for a length between CH 2+200 & CH 2 +700 and CH 4+200 & CH 5+100 respectively for overall length of 1.5Km approximately.

The section also crosses the Kaman River at CH 1+700. Most of section of alignment is lies in wetland area and crossing various small natural water streams. This will necessitate to provide balanced Culverts to avoid flood on North of Section 1-2

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The following structures are proposed in Section 1-2:

10 Nos. Major Bridges 7 Nos. Minor Bridges 3 Nos. Vehicular Underpasses (VUP) 2 Nos. Pedestrian Underpasses (PUP) 21 Nos. Culverts 2 Nos. Foot over Bridges (FOB)

Section 2-3 : Dunge to Kalher

Section 2-3 of the Multimodal Corridor starts on the west of Dunge village and passes through an 80m wide tributary of Ulhas River. The length of this section is 5.9 Km. The section passes through settlements (villages) namely Vadghar, Kewani, Purna and Rahanal. The following

structures are proposed in Section 2-3:

4 Nos. Major Bridges 3 Nos. Minor Bridges 2 Nos. Vehicular Underpasses (VUP) 10 Nos. Culverts

Section 3-4 : Kalher to Hedutane Gaon

Section 3-4 of the Multimodal Corridor runs parallel to the Ulhas River to east and crosses the river between Diva and Dombivali towards Hedutane Gaon. The length of this section is 16.30 km. This section serves settlements, such as, Kalher, Kasheli, Anjurd, Mankoli, Diva, and Hedutane Gaon. Other major habitation around the influence area of section 3-4 consists of Bhiwandi, Kalyan, Ulhasnagar, Airoli, Ghansoli, Mumbra, Dombivali. Mankoli, Kalher and Kasheli areas are mainly Industrial and Container Terminal Centers. The following structures are proposed in Section 3-4:

2 Nos. Flyovers of 4200m and 1610m length respectively 2 Nos. Major Bridges of length 900m and 100m 1 No. Minor bridge of 50m length 5 Nos. Vehicular Underpasses VUP 9 Nos. Pedestrian Underpasses PUP 9 Nos. Balanced Cculverts Cloverleaf Interchange is proposed to provide connectivity to Kalyan Shil-Phata Road &

Katai-Ambernath-Badlapur Road.

Section 4-5 : Hedutane Gaon to Kolkhe Gaon Section 4-5 mainly passes through green field area. The length of this section is 25.585 Km. Major Settlements are located towards the west of the MMC alignment along the suburban railline and National Highway 4. This include: Kharghar, Navade, Kalamboli, Asudgaon and Panvel The following structures are proposed in Section 4-5.

4 Nos. Major bridges, 3 Nos. Minor bridges, 26 Nos. Culverts, 16 Nos. Vehicular Underpasses (VUP) and 8 Nos. Pedestrian Underpasses (PUP)

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Section 5-6 : Kolkhe Gaon to Chirner (JNPT) Section 5-6 of the Multimodal Corridor runs along the JNPT road (NH4B) towards Uran. The length of this section is 19.651 Km. This section passes through various village settlements and proposed development areas such as Panvel, Bamandonrgi, NAINA, CIDCO etc. This section crossing Panvel - Pune & Panvel - Agra Railway Lines. This section also crossing Mumbai - Pune Expressway, NH4 and Panvel Byepass. The major section runs parallel to NH4B. The various realignment alternatives have been studied for realignment between CH 54+000 & CH 61+000 and CH 73+900 & CH 74+900 and presented in subsequent section of this report. The Mumbai-Vadodra Expressway Spur is running parallel MMC from Morbe (CH 47+7750) to Karanjade (CH 65+500). The combined Right of Way (ROW) of MMC and Mumbai-Vadodra Expressway Spur would be 126.00m wide for this particular section. NHAI has taken Mumbai-Vadodra Expressway Spur work on priority. The land acquisition of this section is being carried out.

MMRDA submitted the MMC base alignment to NHAI vide Letter D/MMRDA/MMC/Alignment/2016 dated

08/03/2016. NHAI has informed MMRDA vide letter NHAI/VME/PIU/Panvel/2016/2391 of 29.01.2016 that MMC and Mumbai Vadodra Expressway shall be developed by NHAI from CH 47+750 to CH 65+500.

2.5.3 Service Road

Service roads are provided all along the MMC to facilitate cross traffic movement from main

carriageway through underpasses and bridges and for local traffic movement. Service road level

is kept 1.5 to 2m above ground level/standing water level.

Drainage

Drainage of the road is a major issue and concerns cross drainage as well as side drainage, which

deals with keeping the embankment clear of water that may damage the pavement by entering

into the embankment and the pavement layers. Side drainage in this context is defined as the

drainage that protects the road including its embankment and especially the pavement from

being submerged for longer period of time. The side drains have to catch the water that is falling

on the road or floating towards the road and discharge the water to the cross drainage-being

rivers and streams for which bridges, CD structures and culverts are provided. For the road

carriageway and the service roads gutter type of drains will be provided on both sides between

the service road and the MMC to collect and discharge the water falling on the road carriageway

and service road. For the surrounding area channel will be provided which intercept water

reaching before the service road. The channel will be partly open and partly closed. All along the

corridor total 106 culverts will be provided for smooth flow of water from one side of alignment to

other side.

2.6 PROPOSED RAIL-ROAD CROSSINGS

The Proposed Project crosses existing railway line at 3 locations. The details of railway crossings

are given below:

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Central Rail Line at Ch 27+450 Km near Bhopar Goan

Konkan Rail Line at Ch 59+ 250 Km near Sangade Village

Konkan Rail Line Ch 62+300 Km near Derawali Village.

2.7 TRAFFIC

2.7.1 Traffic Demand Forecast Methodology for the MMC

Step by step modelling procedure has been briefed below for evaluation of the potential travel

demand of MMC:

Create a EMME databank based on the general characteristics of the MMRDA database

(dimensions) and using the “punched out” files obtained from MMRDA using EMME Modules 2

(networks and transit lines, turn tables, etc.), Module 3 (demand matrices) and Module 4 (vdf, turn

penalty and ttf functions).

Create a MMRDA base scenario for 2031 using E3P3 demand and corresponding networks;

Create (coding) a MMC network scenario describing the network and transit supply contemplated

in the multi modal corridor. At this stage, a single scenario reflecting the general alignment of the

MMC centerline is considered. Centerline alternatives in subsections of the MMC are not modeled

since they marginally impact the global demand in the corridor

Analyze absolute traffic and transit figures in the MMC corridor, compare relative performances of

traffic and transit network scenario (base and MMC).

Eventually, refine the network, transit lines, volume delay and transit time functions codification to

improve the representation of the MMC physical and operational characteristics of the road and

transit. Punch out the corresponding EMME files and input in the MMRDA database and run the

global transport demand model.

2.7.2 Traffic Data Collection Plan

This portion of the report deals with the Traffic Data collection with details on Traffic count and

Origin-Destination Surveys conducted and their results.

The traffic count and Origin-Destination survey was conducted at 7 major locations. These

locations were selected considering the major highways with maximum traffic flows in addition to

their proximity to the proposed alignment. The highways and survey locations for traffic count and

O-D survey are mentioned below Table 2.3:

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Table 2.3 Highways and location selected for Traffic Count and OD Survey

Road Survey Location IN BOUND OUT BOUND

NH8 Chinch Phata Mumbai to Surat Surat to Mumbai

NH3 Pagda Mumbai to Nasik Nasik to Mumbai

NH17 Tara Village Panvel to Pen Pen to Panvel

Mumbai Pune EW Kolkhe Village Mumbai to Pune Pune to Mumbai

NH 4 Toll plaza Panvel to Pune Pune to Panvel

NH 4B Kolkhe Village JNPT to Panvel / Kalamboli Panvel / Kalamboli to JNPT

NH 4C Vadkhal Phata Panvel to Alibaug Alibaug to Panvel

* Inbound and Outbound from Mumbai

2.7.3 Traffic Study Conclusions

The EMME-based CTS transport planning model concludes that it is adequate to fulfil the role

it has been assigned, i.e. a macroscopic, strategic traffic forecasting tool to orient the development

of the MM region transport system and evaluate the relative performances of different transport

management strategies.

Within that framework, the model can be used to evaluate the global transport demand in the

multimodal corridor. On the other hand, the model should not be used “as is” to make detailed

analysis of the MMC at the operational level. It should be reviewed, for instance, to reflect:

Population/activity growth centers: it is recommended to review the potential effect on

spatial population and employment of implementing the MMC in lieu of the reference network

proposed for 2031. At this point in time, in terms of demand scenario, the reference for 2031

is the P3-E3:

Population: MCGM 16 Mil/RoR 18 Mil

Employment: MCGM 7.2 Mil/RoR 8.1 Mil

Road network: to differentiate the performances of parallel MMC centerlines or validate the

geometric design of the corridor and interchanges with local and regional networks. It is

recommended that the volume-delay function used in the corridor be adjusted to allow for a

higher free flow travel speed in the multi modal corridor, which is presently limited at X

km/h. It is also recommended to refine the network codification of the corridor to allow for

the evaluation of alternative location of interchanges.

Transit network: to evaluate the comparative performances of different transit network

configurations (for instance, metro versus sub urban railroad: travel speed functions, service

intervals, etc.)

2.7.4 Creating the MMC EMME Database

MMRDA provided full access to the CTS model in October of 2010. We used this opportunity to

punch out the appropriate EMME files needed to replicate MMRDA database (demand

matrices and base networks, 2031) and assignment macros. The resulting database

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summarizes as follows:

Demand Matrices

ID Mode Code Trips (excluding i=j)

mf01 Private car C 440 762

mf02 2-wheeler W 332 609

mf03 Rickshaw R 225 750

mf04 Taxi X 48 028

mf05 LCV L 56 426

mf06 Trucks K 294 938

mf07 Transit mtb 4 399 197

YEAR CAR 2-W

3-W TAXI LT HT TRANSIT

2016 12,429 9,227 7,333 1,221 997 2,788 1,40, 461

2021 24,859 18,453 14,666 2,443 1,995 5,577 2, 80,921

2031 42,429 31,495 25,032 4,169 3,405 9,518 4, 79,471

2040 13,954 10,358 8,232 1,371 1,120 3,130 1, 57,687

Assumptions:

Trip generation assumes that the future growth in these areas would be similar to Navi

Mumbai;

Trip distribution is based on Gravity Model

2.8 ROAD ACCESSORIES

Road Signage

Although safety and efficiency of operation depend to a considerable degree upon the geometric

design, effective road markings, road signs and other road accessories must also be provided to

complete the physical layout. The accessories will greatly improve the driver's perception and

comprehension of the continually changing appearance of the road.

The colour, configuration, sizes and location of all traffic signs shall be in accordance with the Code

of Practice for Road Signs, IRC-67. The signs shall be of retro-reflectorized type encapsulated

lens type reflective sheeting fixed over aluminum sheeting as laid in paragraph 801 of MOST

Specifications. This would provide better visibility at night and thereby augment the safety

measures for the road users.

Overhead signs of galvanized steel conforming to MOST Specifications paragraph 802 have been

proposed in approach ramps at Interchange/flyover locations.

Reflective Delineator and hazard markers

Delineators and hazard markers have been proposed along the road to guide the road users as

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regards the delineation of carriageways or particular topographical hazards. The delineators have

been provided to delineate median openings, traffic islands at junctions, horizontal curves,

especially where sight distance has been restricted to minimum laid down standards. Thus the

delineators generally consist of roadway indicators, hazard markers and object markers.

The designs, materials to be used and locations of the road delineators shall conform to

recommended practice for Road Delineators--IRC-79 and relevant drawings.

Km-stones are not only for the convenience of the road user but are provided for road maintenance

planning and implementation. It is proposed to install km-stones in accordance with the Indian

Roads.

The road markings perform an important function of guiding and controlling traffic on a road

carriageway. The markings serve as psychological barrier and signify the delineation of traffic path

and its lateral clearance from traffic hazards for safe movement of traffic - especially at night. As

an aid to pedestrian and cyclist, they channelize movement into safe locations and in effect, provide

for extension of sidewalks/cycle tracks across the roadway. Road markings are the most important

safety measures and indispensable to ensure smooth and orderly flow of traffic.

The road markings have the advantage of conveying the required information to the road user

without distracting his/her attention from the carriageway. The following road marking have been

provided on the Project road:

Carriageway Marking

Longitudinal marking:

Traffic lanes

Edge lines Intersections:

Stop lines

Pedestrian crossing

Marking on approaches to intersection

Direction arrows

Continuity lines

Marking at Hazardous Locations

Carriageway width transition

Obstruction approaches

Marking for Parking

Bus stops

Word Message marked on the pavement

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STOP

Edge lines are provided as 'rumble strips', which increase safety substantially. The markings

have also been provided to delineate topographical obstructions along the road. The

markings shall be of hot applied thermoplastic compound as laid down in MOST Specification

paragraph 803.

2.9 Proposed list of Structure

Prosed list of structures provided are presented in Table 2.4 bellow:

Table 2.4: Proposed list of Structures

S. No.

Start Ch. Mid Ch. End Ch. length

Structure

Remarks

Special Note

m m m

0 Interchange

1 310 920 1530 1220 MJBR+PUP

Major bridge with pier placement to allow for people movement at ch 808.

2 1630 1725 1820 190 MJBR+VUP

Major bridge with pier placement to allow for Vehicle movement at ch 1745.

Structure at S. no.2 to 20 shall be replaced by two major elevated structure/tunnels between ch 1675 to 7400 after finalsation of structure details in Sanjay gandhi National Park.

3 2777 2780 2783 6 BC Balancing Culvert

4 3098.5 3100 3101.5 3 FOB

5 3454 3460 3466 12 VUP


7 3960 3975 3990 30 MNBR Kaman river tributary

8 4185 4195 4205 20 VUP Existing bridge to be

dismantle

9 4197 4200 4203 6 BC To be planned along with

VUP


11 5190 5220 5250 60 MJBR Ponds

12 5524 5530 5536 12 VUP


14 6056.5 6058 6059.5 3 FOB

15 6170 6173 6176 6 BC Stream, refer below VUP, to be planned with VUP

16 6163 6173 6183 20 VUP existing culvert to be

dismantle

17 6517 6523 6529 12 VUP

18 6920 6970 7020 100 MJBR 20m required but river is braiding at this location

19 7097 7100 7103 6 BC Wet Land

20 7230 7410 7590 360 MJBR Stream U shaped crossing+

wetlands

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S. No.


Structure

Remarks

Special Note

m m m

21 7657 7660 7663 6 BC Wet land

22 7730 7975 8220 490 MJBR 7+750: 20m Stream U

shaped crossing+ wetlands

23 8271 8274 8277 6 BC Stream

24 8500 8555 8610 110 MJBR Stream U ‐ turn

25 8642 8645 8648 6 BC Stream

26 8712.5 8806.25 8900 187.5

MJBR Stream + Wetland

27 9165.5 9178 9190.5 25 MNBR Stream

28 9629 9644 9659 25 MNBR Stream

29 9820 9925 10030 210 MJBR 20m required+ stream along road alignment

30 10290 10300 10310 20 MNBR Stream

31 10791 10796 10801 10 MNBR Stream

32 10863 10889.25 10915.5 52.5 VUP+MNBR Stream+ Adjacent Road

33 11290 11570 11850 560 MJBR 25m‐stream along road alignment+wet land

34 12110 12280 12450 340 MJBR+PUP

Stream along road alignment and Road , Road location not very clear (ch 12423)

35 12871.5 12875 12878.5 7 PUP

36 13227 13230 13233 6 BC Stream

37 13400 13490 13580 180 MJBR River

38 14120 14290 14460 340 MJBR River

39 15354 15360 15366 12 VUP

40 15590 15630 15670 80 MJBR River

41 15800 15803 15806 6 BC Stream

42 16410 16490 16570 160 MJBR Stream on road with

backwater effects due to tides

43 16630 16645 16660 30 MNBR Stream

44 17127 17133 17139 12 VUP

45 17530 17625 17720 190 MJBR

30m stream on road with backwater effects due to tides, no crossing‐Stream on road

46 18098 18108 18118 20 MNBR Stream

47 18417.5 18472.75 18528 110.5

MJBR Stream, and its tributary on road alignment,25m‐Skew Stream

48 18810 18875 18940 130 MJBR Skew Stream All these structuresprovided instead of one flyover + bridge proposed

49 19010 19040 19070 60 FVR BMC Pipe Line

50 19230 19335 19440 210 MJBR 20m‐Stream on road

51 19540 19777.5 20015 475 MJBR Skew Stream

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S. No.


Structure

Remarks

Special Note

m m m

52 20170 20230 20290 120 MJBR stream along road

alignment + wet land between ch 18798 to 22998 (km 4.2) earlier. 53 20580 20615 20650 70 FVR

54 20730 20735 20740 10 MNBR Stream

55 21067.5 21075 21082.5 15 MNBR Stream

56 21890 22035 22180 290 MJBR+FVR 60m and 20m‐streams(2)+

road

57 22285 22290 22295 10 MNBR Stream

58 22725 22745 22765 40 MNBR 15m‐Stream(backwater of

low water line area)


60 23879.5 23883 23886.5 7 PUP

61 24164 24170 24176 12 VUP

62 24730.5 24734 24737.5 7 PUP


64 25034.5 25038 25041.5 7 PUP To be confirmed by traffic

team

65 25179 25185 25191 12 VUP


67 25756.5 25760 25763.5 7 PUP

68 26045 26048 26051 6 BC Ulhas River backwater

69 26450 26961.5 27473 1023 MJBR+ROB+MNBR

Ulhas River+Railway line

70 27869 27875 27881 12 VUP


72 28589.5 28593 28596.5 7 PUP

73 28836 28851 28866 30 MNBR Ponds

74 29040 29120 29200 160 MJBR Series of Ponds

75 29299.5 29303 29306.5 7 PUP

76 29519 29525 29531 12 VUP

77 29688.5 29692 29695.5 7 PUP


79 30081 31195.5 32310 2229 INTERCHAN

GE

Placement of RE Walls, pier shall be based on presence of streams at the interchange.

80 32560 32640.75 32721.5 161.5

MJBR+PUP Ponds+Road

81 33190 33268 33346 156 MJBR+VUP Ponds + wet land+Road

82 33480 33510 33540 60 MJBR Ponds

83 33625 33712.5 33800 175 MJBR River,Ponds

84 33851.5 33855 33858.5 7 PUP

85 34160 34270 34380 220 MJBR Ponds + wet land

86 34914.5 34918 34921.5 7 PUP

87 35622 35628 35634 12 VUP

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S. No.


Structure

Remarks

Special Note

m m m


89 37234 37240 37246 12 VUP Interchange proposed earlier‐ to be discussed.

90 37600 37670 37740 140 MJBR Ponds

91 37925 37940 37955 30 MNBR Ponds

92 38219 38225 38231 12 VUP

93 39040 39052.5 39065 25 MNBR Ponds

94 39120 39140 39160 40 MNBR Stream(Not very clear)

95 39434 39440 39446 12 VUP

96 39890 39910 39930 40 MNBR Ponds (Presence of pond

not clear)

97 40102 40108 40114 12 VUP


99 40966.5 40970 40973.5 7 PUP

100 41344 41350 41356 12 VUP

101 41615 41627.5 41640 25 MNBR Ponds

102 41944 41950 41956 12 VUP


104 42686.5 42690 42693.5 7 PUP Location not clear to be confirmed by traffic team


106 43146.5 43150 43153.5 7 PUP

107 43360 43390 43420 60 MJBR Ponds + Stream(30m)

108 43496.5 43500 43503.5 7 PUP

109 43856.5 43860 43863.5 7 PUP

110 43937 43944.5 43952 15 MNBR Stream

111 44004 44010 44016 12 VUP

112 44274 44280 44286 12 VUP

113 44895 44905 44915 20 MNBR Ponds

114 44980 44997.5 45015 35 MNBR Ponds

115 45289 45295 45301 12 VUP

116 45730 45770 45810 80 MJBR Kasadi Nadi

117 45924 45930 45936 12 VUP

118 46450 46455 46460 10 MNBR Stream

119 46750 46755 46760 10 MNBR Stream

120 46835 46850 46865 30 MNBR River /Stream


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S. No.


Structure

Remarks m m m

60145 InterchangeInterchange connecting Panvel-Bypass Road and Mumbai-Pune Expressway

1 58920 62545 66170 7250 FVR

2 66220 66285 66350 130 MJBR Pond + 20.0m stream

3 66440 66455 66470 30 MNBR Pond + 6.0m stream

4 66540 66550 66560 20 MNBR Stream

5 66690 66700 66710 20 MNBR Stream

6 67269 67275 67281 12 VUP

7 67505 67520 67535 30 MNBR Ponds + 6.0m stream

8 67720 67730 67740 20 MNBR Stream

9 68390 68400 68410 20 MNBR Stream

10 68418 68424 68430 12 VUP

11 68695 68700 68705 10 MNBR Stream

12 68790 68862.5 68935 145 MNBR Ponds +10.0m stream

13 69030 69045 69060 30 MNBR Stream

14 69200 69590 69980 780 TN

15 70044 70050 70056 12 VUP

16 70055 70060 70065 10 MNBR Stream

17 70140 70200 70260 120 MJBR Stream + Ponds

18 70620 70630 70640 20 MNBR Ponds

19 70790 70825 70860 70 MJBR Stream

20 70920 70955 70990 70 MJBR Ponds

21 71070 71130 71190 120 MJBR Ponds + 40.0m stream

22 71650 71700 71750 100 MJBR Ponds

23 71772 71778 71784 12 VUP

24 72090 72150 72210 120 MJBR Stream

25 72220 72285 72350 130 MJBR Stream

26 73257.5 73270 73282.5 25 MNBR Stream

27 73564 73570 73576 12 VUP

28 73705 73710 73715 10 MNBR Stream

29 73969 73975 73981 12 VUP

30 74120 74130 74140 20 MNBR Stream

31 74150 74205 74260 110 MJBR Nala

32 74492.5 74500 74507.5 15 MNBR Stream

33 74890 74900 74910 20 MNBR Skew Stream

34 75140 75905 76670 1530 TN

35 76840 77420 78000 1160 FVR

36 78809 78815 78821 7 PUP

37 79014 79020 79026 12 VUP

38 79122 79125 79128 6 BC

39 79410 79635 79860 450 MRB

40 79950 79970 79990 40 MNBR Ponds

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DESCRIPTION OF MITIGATION MEASURES INCORPORATED INTO THE PROJECT TO

MEET ENVIRONMENTAL STANDARDS

To make the project environmentally sound and sustainable following mitigation measures have

been considered which are described in mitigation and EMP sections:

Avoidance (assess to avoid the negative impact wherever possible)

Minimization (assess to minimize the associated negative impact)

Compensation (compensate the negative impact associated with the project activity if,

avoidance and minimization is not possible for the associated impact)

2.10 MATERIAL SOURCES:

Figure 2.4 location Chart Showing Various Material Sources 2.10.1 Cement, Steel & Bitumen

Cement, steel and bitumen etc are the manufactured materials. Bitumen is produced indigenously in India and is generally supplied from the nearest oil refinery. Regular supply of bitumen can be satisfactorily met by advance agreements.

The reinforcement steel both CRS and ordinary Tor steel of different grades conforming to BIS specifications is available and can be procured directly from mills. Hence there is no difficulty in respect of its availability in this project.

Cement conforming to BIS specifications can be procured directly from factories or can be purchased from dealers of the factories in all the major towns near the project road.

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Figure 2.4: Location Chart Showing Various Material Sources

2.11 STATUTORY CLEARANCE FOR BORROW AREA AND STONE QUARRY

The quarry material will be obtained from licensed sites only, which operate with proper environmental clearances, including clearances under the Air Act. If Contractor wants to open a new Quarry he shall take the

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entire requisite licenses from concerned Govt. Departments

2.12 RAINWATER HARVESTING

Ground water recharging / rain water harvesting structures shall be provided at every 500 m interval on either side of pavement and one each in every loop of clover leaf/dumble interchange as well as suitable number of such units on either side of the vehicular underpasses wherever the profile of the cross road has been lowered, shall also be provided to take care of drainage and prevent flooding

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TABLE OF CONTENTS

CHAPTER - 3: DESCRIPTION OF THE ENVIRONMENT ..................................................................... 3-1

3.1 METHODOLOGY ADOPTED FOR ENVIRONMENTAL IMPACT ASSESSMENT ............................ 3-1

3.2 MACRO LEVEL BASELINE ............................................................................................................ 3-3

3.2.1 Physical Environment ..................................................................................................... 3-3

3.2.2 Physical Setting .............................................................................................................. 3-6

3.2.3 Geology and Seismicity .................................................................................................. 3-7

3.2.4 Soil .................................................................................................................................. 3-8

3.2.5 Water Resources ............................................................................................................ 3-9

3.2.6 Ecological Resources ................................................................................................... 3-10

3.3 MICRO LEVEL BASELINE ........................................................................................................... 3-11

3.3.1 Air Quality ..................................................................................................................... 3-11

3.3.2 Noise Level ................................................................................................................... 3-12

3.3.3 Water Resources and Quality ....................................................................................... 3-14

3.3.4 Ecological Resources ................................................................................................... 3-22

3.3.5 Costal Regulation Zone Areas: ..................................................................................... 3-26

3.4 AVAILABILITY OF CONSTRUCTION MATERIAL ......................................................................... 3-32

3.5 SOCIAL ENVIRONMENT ............................................................................................................. 3-33

3.5.1 Archaeological and Cultural Properties ......................................................................... 3-33

3.5.2 Settlements and Properties ........................................................................................... 3-34

3.6 OTHER FEATURES OF PROJECT AREA OF INFLUENCE (PIA) ................................................ 3-35

3.6.1 Industries ...................................................................................................................... 3-35

3.6.2 Educational Institutes .................................................................................................... 3-36

3.6.3 Land Use Pattern .......................................................................................................... 3-36

LIST OF TABLES

Table 3.1: Monthly Rainfall (from 2009 to 2013) of the project district Thane and Raigad ............... 3-3

Table 3.2: Soil Characteristic of the Project area ................................................................................ 3-8

Table 3.3: Project District Wise Forest Area ...................................................................................... 3-10

Table: 3.4 AAQ monitoring result along the MMC project ................................................................ 3-12

Table 3.5: National Ambient Air Quality Standards ........................................................................... 3-12

Table 3.6: Noise level along the MMC ............................................................................................... 3-13

Table 3.7: Ambient Noise Quality Standards ..................................................................................... 3-13

Table 3.8: List of Surface water Bodies Crossed the Project MMC: Stream and Rivers ................ 3-14

Table 3.9: Ponds and Low land along the Project Road .................................................................. 3-15

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Table 3.10: Surface Water Quality along the Project Road .............................................................. 3-15

Table 3.11: Ground Water Quality along the Project Road .............................................................. 3-18

Table 3.12: List of trees along the Project Road ............................................................................... 3-22

Table 3.13: Project MMC alignment in Forest Areas .............................. Error! Bookmark not defined.

Table 3.14: Project Alignment in CRZ area as per CRZ notification 2011 ....................................... 3-28

Table 3.15: Project Alignment in CRZ area as per CRZ notification 1991 ....................................... 3-30

Table 3.16: Construction Material ...................................................................................................... 3-33

Table 3.17: List of religious properties along the project .................................................................. 3-33

Table3.18: List of village along the MCC project ............................................................................... 3-34

LIST OF FIGURES

Fig-3.1: Seismic Zoning Map of India ..................................................................................................... 3-8

Fig. 3.2: Forest area (sq.km) of the Project District ............................................................................... 3-10

Fig. 3.3: Ponds and stream along the Project Road ............................................................................ 3-17

Fig. 3.4. Water Supply Pipelines crosses by the proposed MMC alignment ......................................... 3-21

Fig.3.5: View of SGNP in project area ................................................................................................. 3-24

Fig.3.6 View of Tungareshwar Wildlife sanctuary ................................................................................. 3-25

Fig 3.7: Matheran Eco Sensitive Zone .................................................................................................. 3-26

Fig.3.8: Religious Properties along the Project Road ........................................................................... 3-34

Fig.3.9: Critically Notified Areas on google image ................................................................................ 3-35

Fig.3.10: Land use of the Project Area ................................................................................................. 3-36

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CHAPTER - 3: DESCRIPTION OF THE ENVIRONMENT

As a precursor for the prediction of various types of environmental impacts likely to arise due to

the implementation of this project, it is essential to establish the baseline environmental status of

the physical, natural and socio cultural environment parameters along the project alignment and

within corridor of influence. This chapter presents the existing baseline status of the project

influence area. The data has been collected from various secondary sources and the field survey

within Proposed ROW and within the CoI i.e. 10 km on either side from the centerline of the

Project alignment (MMC) by the environmental team. The baseline data has been presented at

the Macro and the Micro level in the succeeding paragraphs. The Macro level baseline

represents data within 10km on either side of road and Micro level represents description of

baseline in the direct influence area of the project corridor i.e. within the proposed Right of Way

(45 to 99m).

This chapter is constituted into two parts viz. brief methodology is presented in first part and

baseline conditions are presented in second part of the chapter.

3.1 METHODOLOGY ADOPTED FOR ENVIRONMENTAL IMPACT ASSESSMENT

The following steps are involved in EIA methodology:

Assembly, Literature Survey and Analysis of Data

Assembly, Literature Survey and Analysis of Data Published and other recorded data e.g. on

wildlife, flora, climate, pollution etc. pertaining to the project were studied and reviewed. TOR and

MOEF guidelines were also reviewed prior to carry out EIA studies.

Incorporation of Environmental considerations into the Feasibility study

Scoping process was used to determine the anticipated range of issues to be addressed and an

in-depth study required for environmental analysis during project Design, Construction and

Operational phases. Potential impacts due to implementation of Multi Model Corridor (navghar to

Chirner) baseline data were determined by conducting physical visit to the project site and

environmental screening. The aim was to address adequately the potential impacts into the

design so as to minimize the negative impacts.

Reconnaissance Surveys

Reconnaissance Surveys were undertaken by all members of the study teams initiating with a

joint reconnaissance with the members of the MMRDA, and those responsible for the

documentation of the environmental investigations and its analysis.

Environmental Screening

The objective behind the environmental screening was to delineate affected environmental

features / issues e.g. waterways, forest areas, CRZ, mangroves, plantations / trees, cultural

heritage, market places / human settlements, agricultural land, air, water, natural resources,

noise etc. in the project area, in order to define impacts and to minimize the adverse

environmental impacts by suggesting best engineering solutions / options at optimal costs and

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further to categorize and define the scope of Environmental Impact Assessment (EIA) study to be

conducted.

Documentation of Baseline Conditions

The area of influence of the project was defined considering MoEF requirements (EIA

notification, 14th Sep 2006 and Dec 2009) and other statutory requirements. Baseline conditions

within the defined area were documented. As per MoEF guidelines for conducting EIA; the

geographical scope of the EIA study will be of 10 km radius for highway/expressway projects.

However realistically speaking, as the project relates to implementation of new alignment in

green field area, the direct influence of the project is restricted to Right of Way (ROW) only.

Therefore the baseline status has been documented at the ROW level. However, major

environmental features like wildlife sanctuary, national parks, eco-sensitive zone, and industrial

areas were recorded within 10 km radius of the project corridor.

Assessment of Potential Impacts

Potential significant impacts were identified on the basis of analytical review of baseline data,

land uses, environmental factors, socio-economic conditions and review of assessment of

potential impacts identified in previous similar kind of projects.

Integration of Environmental Assessments in the Design Process:

The design and decision-making process, integrated environmental and resettlement and

rehabilitation issues and prompted the early identification of appropriate actions. Such actions

included, for example, shifts in alignments; based on awareness of the locations of cultural

resources, and biological resources such as significant areas along the project road like trees,

water resources, temples etc. to reduce local impacts.

Assessment of Alternatives

Alternatives were continuously assessed throughout the process. A more formal assessment

was also undertaken as a part of the environmental assessment process including the

assessment of the “No Action” Alternative as is customarily included as a part of the formal

assessment methodologies to ensure that it has been given proper consideration.

Identified Mitigation & Environmental Enhancement Measures

Positive actions not only to avoid adverse impacts, but to capitalize on opportunities to correct

environmental degradation or improve environmental conditions were determined.

Community Consultations

Consultations with concerned officials, agencies and potentially affected persons continued

through the process and will continue as the project proceeds. The issues raised by the

community and the various stakeholders were incorporated in the design and

construction/operation plan of the project.

Preparation of the Environmental Management Plan (EMP)

An EMP will be prepared to specify the steps necessary to ensure that the necessary measures

have been and will be taken. This includes the monitoring plan and gives details of the resources

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budgeted and the implementation arrangements.

3.2 MACRO LEVEL BASELINE

3.2.1 Physical Environment

Meteorology

Project road is passing through Palghar, Thane and Raigad Districts in the state of Maharashtra.

Regional meteorological conditions and the project corridor is of high significance in MMC

development projects because transportation and diffusion of all ambient air pollutants generated

during project implementation and/or operational phase once they are air borne are governed by

local meteorological conditions.

The data is used for measuring the capacity of dispersion and diffusion of pollutants during the

construction and operation stages of project. This data also plays a vital role in locating hot mix

plants/ Batch Mix Plant to offset any impact on sensitive receptors. The meteorological data also

helps in prediction using different models.

Climate

A hot and humid summer characterizes the climate of the area, except during the southwest

monsoon season when it is raining very heavily. The year may be divided into four seasons. The

cold season, December to February (not less than 18 degree) is followed by the hot season from

March to about the middle of June. The period from the middle of June to September is the

south-west monsoon season. October and November form the post monsoon or transition

period.

Rainfall

The area receives maximum rainfall during south-west monsoon period i.e. June to September.

About 90 % of the annual rainfall falls during monsoon season. Only 10 % of the annual rainfall

takes place between Octobers to May period. Thus, surplus water for ground water recharge is

available only during the southwest monsoon. The rain fall of the project district is presented in

Table 3.1

Table 3.1: Monthly Rainfall (from 2009 to 2013) of the project district Thane and Raigad

3-4 | P a g e

District Thane

Year

Month

Jan Feb March April May June

R/F %DEP R/F %DEP R/F %DEP R/F %DEP R/F %DEP R/F %DEP

2009 0 -100 0 -100 0 -100 0 -100 0 -100 131.1 -70

2010 0 -100 0 -100 1.4 367 0 -100 0 -100 380.4 -13

2011 0 -100 0 -100 0 -100 0 -100 0 -100 372.4 -15

2012 0 -100 0 -100 0 -100 0 -100 0 -100 241 -45

2013 0

-100 0 -100 0 -100 0 -100 12.5 -10 911.2 109

Year July August Sept Oct Nov Dec


2009 1290

.5 30 176.2 -73 203.2 -40

189.2

146 62.9 253 0 -100

2010 1007

.2 2 851.1 32 426.1 27

94.3

23 80.2 351 0 -100

2011 1132

.9 16 935.1 38 377.7 11

62.8

-26 0 -100 0 -100

2012 725.

7 -25 544.4 -20 577.3 70

104.5

24 0 -100 0 -100

2013 1157

.7 19 483.6 -29 357.6 5

103.8

23 0.1 -99 0 -100

District Raigad

Year Jan Feb March April May June


2009 0 -100 0 -100 0 -100 0 -100 0.1 -100 205.4 -68

2010 0 -100 0 -100 0 -100 0.5 -81 0 -100 508.3 -21

2011 0 -100 0 -100 0 -100 0 -100 0.3 -99 768.4 17

2012 0 -100 0 -100 0 -100 0 -100 0 -100 441.8 -33

2013 0 -100 0 -100 0 -100 0 -100 0.3 -99 1177.7 79

Year

Month

July August Sept Oct Nov Dec


2009 1185

.3 -4 287.5 -67 349.3 -14

228.9

121 203.3 780 0 -100

2010 1372

.6 11 946 8 520.2 28 131 26 95.9 315 0 -100

2011 1504

.5 24 1085.4 27 549.1 38

162.5

42 0 -100 0 -100

2012 937.

8 -22 898.1 5 618.7 55

174.9

53 0 -100 0 -100

2013 1712 42 457.8 -46 332.7 -16 112.7

-2 3 -85 6.5 51

3-5 | P a g e

Source: http://hydro.imd.gov.in/hydrometweb/(S(hwn0mafuqekjiz2vadqtcja4))/DistrictRaifall.aspx

Palghar district created in 1 August 2014.

Temperature

There are two meteorological observatories in the district Raigad at Alibag and Bhira for which

long period data is available. The data for the stations Alibag and Bhira may be taken as

representative of the conditions in the district generally. Being a coastal district, the diurnal and

seasonal variations of temperature at Alibag are not large. At Alibag on the coast, May is the

hottest month, with the mean daily maximum temperature at 32.3°C and the mean daily minimum

temperature at 26.4°C. At Bhira, eastward of the district, April is the hottest month with the mean

daily maximum temperature at 39.9°C and the mean daily minimum temperature at 22.2°C.

Fresh breezes from the sea relieve the oppressive heat particularly in the coastal regions in the

afternoons. The onset of the southwest monsoon early in June brings down the temperatures in

the interior part of the district. After the withdrawal of the southwest monsoon by the end of

September, the day temperatures increase slightly and the weather in October and November is

almost as in the summer months near coast. In interior towards east, mean daily maximum

temperatures in October and November are 5-6°C less than in the summer months. In the period

December to February the weather is cooler than in the post monsoon months.

The highest maximum temperature ever recorded at Alibag was 40.0°C on 19th April, 1955 and

on 12th March, 1985 and the lowest minimum temperature ever recorded was 9.4°C on 13th

January 1934. The highest maximum temperature ever recorded at Bhira was 45.5°C on 28th

April, 1995 and the lowest minimum temperature ever recorded was 6.3°C on 28th January

1973.

There is a meteorological observatory in the district Thane at Dahanu. The records of this

observatory may be taken as fairly representative of the meteorological conditions in the district.

But in the interior parts of the district, temperatures are likely to be slightly lower in the cold

season and higher in the hot season than at Dahanu. Being a coastal district the variation of

temperature during the day and the seasons is not large. After February, temperatures

progressively increase till May, which is the hottest month with the mean daily maximum

temperature at 33.4°C and mean daily minimum temperature at 26.8°C. In the summer season

and in June before the onset of the monsoon day temperatures may sometime go above 37°C in

the coastal parts while in the interior it may be a couple of degrees higher. The oppressive heat

is on most days relieved by cool sea breezes particularly in the coastal regions. The afternoon

thundershowers on some days during the hot season also bring welcome relief. With the onset of

the southwest monsoon by about the first or second week of June the temperatures decrease a

little. From about the beginning of October, when the southwest monsoon withdraws day

temperatures increase and in October and November days are nearly as hot as in the summer,

while nights become progressively cooler. After November temperatures decrease and in

January, which is the coldest month, the mean daily maximum temperature is 27.5°C and the

mean daily minimum temperature is 16.5°C. In the cold season, cold waves sometimes affect the

district when the night temperatures may go down to less than 10°C. The highest maximum

3-6 | P a g e

temperature ever recorded at Dahanu was 40.6°C on 19th April 1955 and the lowest minimum

temperature ever recorded was 8.3°C on 8th January1945.

Humidity

The air is humid throughout the year. Relative humidity is on an average 86% during the

southwest monsoon season. In the rest of the year the relative humidity is between 64 and 75%

in coastal regions. In interior parts the humidity is about 40% in summer.

The nature and Characteristics of pollutants varies with change in the humidity in the

atmosphere. Fog provides possibility for suspended particles to coalesce and also enhances

chemical reaction of the gaseous pollutants.

Cloudiness

During the southwest monsoon season the sky is heavily clouded to overcast. In the rest of the

year sky is mostly clear or lightly clouded.

Wind

Wind speed and wind directions have a significant role on dispersion of atmospheric pollutants

and therefore, the ambient air quality of the area. Ground level concentrations for the pollutants

are inversely proportional to the wind speed in the downwind direction, while in upwind direction

no effect is observed and in crosswind directions partial effect due to emission sources is

observed.

In Raigad district Winds are very strong and blow from southwest or west during the monsoon

season. During the period October to March, winds are moderate and blow from directions

between northeast and east in the mornings and from northwest in the afternoons. In April-May

there is strengthening in wind and it blows mostly from northwest.

In Thane district Winds are generally strong except in winter and post monsoon season when

they are moderate. During the southwest monsoon season, the wind speed is maximum. Winds

during May and the monsoon months are mainly from directions between southwest and west. In

the rest of the year winds blow from directions between east and southeast in the mornings.

While in the afternoon wind blows from directions between north and northwest in winter and

from west and northwest in the summer season.

3.2.2 Physical Setting

Project alignment (MMC) is passing through plain terrain, in few location alignment is

crossing through low lying areas and foot hills and hill crossing in Tahne and Raida District.

The Project road is take off from NH-8 at km 490.100 near Navghar(Thane) and end at

Chirner in plain agriculture land. It crosses major roads, rivers, streams, costal area, water

supply pipelines, ponds, railway lines, forest, national Parks, wildlife Sanctuary and built-up

areas. Proposed MMC is new alignment which will have single corridor in which multiple

modes, such as buses, BRT, metro rail and cars, along with utilities such as water, sewage

and gas lines are present in the same Right of Way. The total length of the multi model

corridor project is approximately 80 Km.

3-7 | P a g e

Topography

The topography of the project area is plain terrain, in few location alignment is crossing through

low lying areas and foot hills and rolling terain, built-up areas, railways lines, rivers, streams,

CRZ, forest, national Parks, wildlife Sanctuary etc.

3.2.3 Geology and Seismicity

3.2.3.1 Geological Description

The area of the MMC has been classified as volcanic rocks and minor basic intrusions. The

general area of the project consists mostly of nearly horizontal dispersed lava flows of Deccan

Trap Basaltic Formation of Mesozoic Era. The thickness of the Igneous Bedrock in the area is

anticipated to be more than 1500m. The Igneous rocks are generally of horizontal deposition.

However, the inclination of the rock layers near the Mumbai region range between 5 degrees to

15 degrees with the horizontal.

Layers of volcanic Breccia formed by sub-aqueous volcanic eruptions through fissures in the

basalt bedrock are often encountered in the area. The thickness of the Breccia rock is typically

less than 50m.

3.2.3.2 Seismology

Project road is fall under seismic zone-III as per the seismic zone map of India (see Fig. 3.1 )

3-8 | P a g e

Fig-3.1: Seismic Zoning Map of India

3.2.4 Soil

Most of the plain area contains Deccan trap which is made of Basaltic lava. Alluvial, Lateritic,

Lametas and Archean soil is found in small patches. Brown/black forest soil is generally found

which changes from place to place depending upon the specific site. The soils in the project area

are generally of three types Viz., black cotton soil, sandy loam soil and clayey loam soils. Soils

are generally sandy loam to muramy which contain boulder and small stones. Black cotton soil is

found at comparatively lower places along the road. Alluvial soil is also found along the road.

To understand the soil quality in the area, 6 locations were selected for soil sampling. Composite

sampling of soil up to root depth (10-15 cm) was carried out at each location.

The important properties of soil are pH, conductivity, SAR, Ca++, Mg++, Sodium, Potassium,

Total Phosphorus, Nitrogen, and moisture content results of soil analysis are given in Table 3.2

Table 3.2: Soil Characteristic of the Project area

Sr. No. Parameter Juchanda Thane Taloja Panvel Uran Chirner

2 Conductivity 1670 360 410 1200 1624 270

3 SAR 1.25 1.16 1.08 1.52 1.19 1.31

3-9 | P a g e

4 Ca 0.57 0.88 0.8 0.72 0.88 1.23

5 Mg 0.05 0.18 0.19 0.16 0.2 0.29

6 Sodium 0.7 0.85 0.76 1.01 0.88 1.15

7 Potassium 0.11 0.27 0.19 0.25 0.2 0.18

8 Total

Phosphorus% 0.28 0.14 0.16 0.18 0.2 0.18

9 Total

Nitrogen 0.09 0.07 0.04 0.06 0.04 0.07

10 Moisture Content

5.8 4.9 6.1 3.4 2.43 2.83

3.2.5 Water Resources

Hydrogeology

Hydrogeology is concerned primarily with the mode of occurrence, movement and distribution of

water occurring in the sub surface in relation to the geological environment. The occurrence and

movement of water in the subsurface is broadly governed by geological framework that is nature

of rock formation including their porosity (primary and secondary) and permeability.

Deccan Trap Basalt of upper Cretaceous to lower Eocene is the major rock formation and

intruded by a number of dykes. The western part of the district consisting Basalt flows are altered

to Laterite. Recent deposits comprising Beach Sand and Alluvium occur along the coast and in

the river mouth, however they do not form potential aquifer.

Ground water in Deccan Trap Basalt occurs mostly in the upper weathered and fractured parts

down to 10 – 15 m bgl under unconfined condition. The water bearing strata at deeper depth

exists under semi confined to confined conditions. The dug wells in these areas show rapid

decline in water level during post monsoon period and practically go dry in peak summer. In foot

hill zones the water table is relatively shallower near water course. The yield of dug wells tapping

upper phreatic aquifer ranges between 45 to 60 m3/day, whereas that of bore wells varies from

0.50 to > 20 m3/hr. depending upon the local hydrogeological conditions, however in most of the

bore wells it is up to 5 m3/hr.

Ground water Levels

Ground water accumulation was monitored in boreholes during and after completion of drilling

operations. Groundwater was encountered at depths between 0.50m and 3.80m below ground

surface, in the boreholes. Seasonal and annual fluctuations in water/ground water levels can be

expected to occur.

Regional Drainage

Drainage of Project area is part of Ulhas Drainage System. The discharge of drainage flows

through general slope of the land to Ulhas River and its tributaries.

The main hydrological features along the proposed project MMC are the small streams, ponds

and Ulhās River. The drainage system of the project area consists of various small streams,

creeks and rivers and their tributaries which receive water back water during high tides and rain

3-10 | P a g e

waters. The River Ulhas is major rivers in the project area. Project alignment (MMC) crosses

Ulhas River, Creeks and numerous small streams.

There are many discarded mining quarry area located in the project corridor which receive water

during rainfall and act as water harvesting. Ditch, low lands also noted in the project areas.

Some of them will be partially affected by the proposed alignment of the project.

3.2.6 Ecological Resources

The State of Maharashtra with geographical area of 3,07,713 sq km is having 61,939 sq km as

forest area, out of which 51549sq.km is reserve forest, 6727sq.km protected forest and

3082sq.km unclassed forests. Out of this project district Thane and Raigad cover 5629.33 sq.m

of the total forest area. Description of forest area is presented in Table 3.3 and Fig. 3.2

Table 3.3: Project District Wise Forest Area

District Forest (Area in sq.m)

Reserve Forest Protected Forest Unclassed Forest Total

Thane 2880.54 988.52 11.95 3881.01

Raigad 1407.38 171.24 169.7 1748.32

Total 4287.92 1159.76 181.65 5629.33

Source:http://www.indiaenvironmentportal.org.in/files/file/maharashtra%20forest%20statistics%202013.pdf

Fig. 3.2: Forest area (sq.km) of the Project District

3.2.5.1 Environmentally Sensitive Zones/ Hot Spots

The State has 6 National Parks,47 Wildlife Sanctuaries and 4 Conservation Reserves(Total 57

Protected Areas) with a total of 10,057.013 sq km area, amounting to 3.26% of the State’s

geographical area. There are 29 Ramsar sites in India and none of them are located in the

Maharashtra state.

3-11 | P a g e

3.3 MICRO LEVEL BASELINE

3.3.1 Air Quality

The air quality of the project alignment is influenced by emissions from stationary sources like

domestic sources from various settlements, industries and stone crushers operating in the

project areas and from mobile sources like the vehicles plying along the existing road and

construction activities. All these sources contribute to the local air pollution levels.

In order to establish the baseline air pollution status, ambient air quality were monitored at the

various locations along the project alignment. Table 3.4 provides air quality monitoring results

with respect to each location where air quality has been monitored.

Respirable dust samplers/high volume samplers of Envirotech Instruments were used for

monitoring particulate matter size 10 micron (PM10), respirable particulate matters size 2.5

(PM2.5), SO2, and NOx. M/s. International Testing Centre, Panchkula, Haryana were contracted,

which is an approved Laboratory by Ministry of Environment and Forest, GOI for collection and

analysis of air samples.

Samples were collected from seven locations namely at, km0.000 of project alignment, km6.000

of project alignment, Near chinkot -Anjur-Phata road, km32.000 of project alignment, crossing of

pipeline of alignment, km43.000 of project alignment, Matheran Eco sensitive zone, km56.000 of

project alignment, Matheran Eco sensitive area, km56.000 of project alignment, km 78.550

of project (in village road of Belandkhar village)along the proposed alignmeny of MMC project

alignment. These air quality monitoring stations were selected depending on the factors like land

use so that samples are true representatives of the project site. The samples were analyzed for

pollutants of interest (PM10 , PM2.5, SO2, NOx, CO) using the appropriate method prescribed by

Bureau of Indian Standards and Central Pollution Control Board.

All along the project road the level of PM10 level recorded higher than the prescribed permissible

limit due to higher traffic movement, earth work for construction and agriculture land use along

the project alignment. Remaining parameters are well within the permissible limits. The

Monitoring locations photos are pasted at the end of the chapter.

3-12 | P a g e

Table: 3.4 AAQ monitoring result along the MMC project

Sl.

No

.

Pa

ram

ete

r

Un

its

of

Me

asu

rem

ents

AAQ Monitoring location of MMC project

Pre

sc

rib

ed

Lim

its

Pro

toc

ol

km

0.0

00

of

pro

jec

t ro

ad

km

6.0

00

of

pro

jec

t ro

ad

, N

ear

ch

ink

ot

-An

jur-

Ph

ata

ro

ad

km3

2.0

00

of

pro

jec

t ro

ad

, cr

os

sin

g o

f p

ipel

ine

ro

ad

km4

3.0

00

of

pro

jec

t ro

ad,

Mat

her

an

Ec

o

sen

sit

ive

zon

e

km5

6.0

00

of

pro

jec

t ro

ad,

Mat

her

an

Ec

o

sen

siti

ve

are

a

Km

61.5

00

of

pro

ject

ro

ad

, cr

oss

ing

of

NH

-4

km

78

.55

0 o

f p

roje

ct

( o

n

vill

age

roa

d o

f B

ela

nd

kh

ar v

illa

ge)

Date of AAQ Monitoring 14.1.2015 14.1.201

5 17.1.2015 16.1.2015 16.1.15 15.12015 15.1.2015

1 PM10 gm �� 83 85 84 86 89 86 100 IS: 5182 (Part 23), 2006

2 PM2.5 gm �� 45 47 46 49 51 46 60 CPCB Guidelines

3 SO2 gm �� 26 28 27 27 29 27 80 IS: 5182 Part-II, 2001

4 NOx gm �� 28 31 28 30 34 32 80 IS: 5182 Part-VI, 2007

5 CO mgm 1.6 1.4 1.5 1.7 1.8 1.8 1.7 4 IS: 5182 Part- 10

National Ambient Air Quality Standards (NAAQS)

The permissible air quality standards for particulate and gaseous pollutants are presented in

Table 3.5 as laid down by the CPCB.

Table 3.5: National Ambient Air Quality Standards

Sl. No.

Parameter Units of

Measurements

Prescribed limits (Industrial/Residential, Rural and other area)

Prescribed limits (Ecologically Sensitive Area notified by Central

Govt.))

1 PM-2.5 g/m3 60 60

2 PM-10 g/m3 100 100

3 SO2 g/m3 80 80

4 NOx g/m3 80 80

5 CO mg/m3 4 4

Source: NAAQ standard MOEF, Gadget Notification B 29016/20/90PCI- I, dtd.18 Nov.2009

3.3.2 Noise Level

The existing noise environment were monitored at seven locations by ITC Consultant,

Panchkula. Result of existing noise level along the alignment is presented in the Table 3.6.The

data of monitored Noise levels revealed that the noise levels are within the permissible at all

location except at Starting point of MMC due to high traffic movement on NH-8 (Mumbai

Ahmedabad Road) and Dhaba located near the monitoring station. The Ambient Noise Quality

standard is presented in Table 3.7. The Monitoring locations photos are pasted at the end of the

chapter.

3-13 | P a g e

Table 3.6: Noise level along the MMC

Sl. No.

Name of Locations Date of

Monitoring Category of

the Area

Leq dB(A),

Day

Leq dB(A), Night

1 km0.000 of project road 15.1.2015 Residential 75.8 69.9

2

km6.000 of project road, Near chinkot -Anjur-Phata road, In between Tungreshwar WLS and SGNP

15.1.2015 Eco sensitive

Zone 45.2 44.1

3 km32.000 of project road, crossing of pipeline road, Kolegaon

18.1.2015 Residential 74.7 56.1

4 km43.000 of project road, Matheran Eco sensitive zone

17.1.2015 Residential 56.7 40.8

5 km56.000 of project road,

Matheran Eco sensitive area 17.1.2015 SILENCE ZONE 53.0 45.4

6 Km 61.500 Kone Village 16.1.2015 Residential 80.3 74.4

7 km 78.550 of project ( on village road of Belandkhar village)

16.1.2015 Residential 65.0 40.7

Table 3.7: Ambient Noise Quality Standards

Area Code Category of Area Noise dB(A) Leq

Daytime* Night time*

A Industrial Area 75 70

B Commercial Area 65 55

C Residential Area 55 45

D Silence Zone 50 40

Note: 1. Day time shall be reckoned from 6.00 a.m. and 10.00 p.m.

2. Night time shall be reckoned from 10.00 p.m. to 6.00 p.m.

3. Silence zone is defined as an area comprising not less than 100 metres around

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

declared as such by the competent authority.

4. Mixed categories of areas may be declared as one of the four above mentioned

categories by the competent authority.

*dB(A) Leq denotes the time weighted average of the level of sound in decibels on scale

A which is relatable to human hearing.

A "decibel" is a unit in which noise is measured.

"A", in dB(A) Leq, denotes the frequency weighting in the measurement of noise and

corresponds to frequency response characteristics of the human ear.

Leq : It is an energy mean of the noise level, over a specified period.

3-14 | P a g e

3.3.3 Water Resources and Quality

The inventory of water resources and their quality is conducted in the December- 2015 2015.

This helps in identification of mitigation measures as well as future monitoring to check possible

contamination of such resources.

Road development project often significantly alter the hydrological setting of an area and add to

the siltation and pollution levels of the water resources, generally when a new alignment is

developed in the region. As this project is green field project it crosses 18nos. of streams and 12

no. of discarded quarry/pond areas. List of the surface water bodies along the alignment are

presented in Table 3.8 and Fig.3.3

Table 3.8: List of Surface water Bodies Crossed the Project: Stream and Rivers

Location Water Body Distance Impacted

1.300 Stream Crossing Impacted






11.300 to 11.850 Stream/Creek Crossing Impacted

12.100 to 12.250 Stream Crossing Impacted

13.550 Kamavadi River Crossing Impacted




19.350 to 20.000 Stream Crossing Impacted




26.900 Ulhas River Crossing Impacted

33.600 River Crossing Impacted


45.000 Kasadi River Crossing Impacted

52.900 Guha River Crossing Impacted


72.250 River Stream Crossing Impacted

3-15 | P a g e

List of Ponds located along the Project Road is presented in Table: 3.9 and Fig 3.4

Table 3.9: Ponds and Low land along the Project Road

Location at proposed Chaiange of MMC

Water Body Distance Impacted

0.300 Low land Crossing Impacted

3.850 Pond 25m Not Impacted

28.700 Pond (low land) 20m Not Impacted

32.250 Pond/ Discarded

quarry area Crossing Impacted

32.600 Pond/ Discarded quarry area

Crossing Impacted


Crossing Impacted


Crossing Impacted


Crossing Impacted


Crossing Impacted


Crossing Impacted


Partially Impacted Impacted


Crossing Impacted


Crossing Impacted

Only one well is located within the ROW of the MMC project alignment which will be impacted

due to implementation of project. Within the ROW of the proposed MMC - 12 pond like water

bodies (refer Table 3.) will be impacted. This water body comes in existence after the result of

digging/quarry in the areas. Most of the year these ditch/ponds are dry but in the rainy season

they receives the water from their catchment areas and act as rain water harvesting system for 3-

6 month in the areas.

Surface Water Quality

Environmental survey was conducted in the month of December- 2015. Three sampling locations

for surface water was selected and monitored along the project road. Result of surface water

quality is presented in Table 3.10 and monitoring location photos are pasted at the end of the

chapter.

Table 3.10: Surface Water Quality along the Project Road

Sl. No

Parameters

Unit

Method

Surface Water quality Monitoring Result

Ulhas River 26.900

Panvel River,

km66.500

Pond in village Wavanje,

km43.00 of MMC

Monitoring Date 17.1.2015 15.1.2015 16.1.2015

1 pH IS:3025 7.38 6.68 6.94

3-16 | P a g e

Sl. No

Parameters

Unit

Method

Surface Water quality Monitoring Result

Ulhas River 26.900

Panvel River,

km66.500

Pond in village Wavanje,

km43.00 of MMC

2 Total Suspended

Solids (TSS) mg/l IS:3025 2 48 52

3 Total Dissolved

Solids (TDS) IS:3025 78 710 228

4 Biochemical Oxygen

Demand (BOD) mg/l IS:3025 4 15 10

5 Oil& Grease mg/l IS:3025 <0.1 <0.1 <0.1

6 Turbidity NTU IS:3025 <0.1 40 36

7 Total Hardness

(CaCO3) mg/l IS:3025 51.5 218 150.5

8 Chloride as Cl mg/l IS:3025 18.3 276 24.5

9 Fluoride as F mg/l IS:3025 0.2 0.3 0.2

10 Total Coliform mpn/100ml IS:1622 500 240 300

Water body impacted near SGNP from MMC

alignment Low land filled with back water , km 0.300

Mud land, back water, km 0.350 Creek/stream crossing at km 11.300

Cremation Place, km 13.000, 75m Pond impacted at km 32.250 of MMC

3-17 | P a g e

Pond impacted at km 33.250 River/Stream crossing at km 33.650

Pond impacted 34.250 Panvel River km 66.500

Fig. 3.3: Ponds and stream along the Project Road

Ground Water

A number of ground water sources like hand pumps and tube wells exist along the project road.

6 nos of sampling location are identified and monitored to assess the ground water quality along

the project road. Monitoring result of ground water quality is presented in the Table 3. 11.

3-18 | P a g e

Table 3.11: Ground Water Quality along the Project Road

Sl. No.

Parameter Units of Measurements

Ground Water Quality Monitoring Result along the Project Road Limits as per IS 10500

Protocol Bore well,

km 0.000 of MMC)

Bore Well Water,kasheli km 20.500 of

MMC

Bore Kolegaon, km32.00 of MMC)

Bore Well, Wavanje , km 43.000

Bore Well, Kone gaon, Km 59.500

of MMC

Well, village Belondkhar, km78.550 of

MMC

Acceptable Limit

Desirable Limit

Date of Sampling 15.1.2015 15.1.2015 16.1.2015 16.1.2015 17.1.2015 17.1.2015

1 Colour Hazen Units

<5 <5 <6 <5 <5 40 5 max 15 max IS: 3025

2 Odour Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable Agreeable IS: 3025

3 pH

7.5 7.5 7.39 7.28 8.06 7.6 6.5 to 8.5 No

relaxation IS: 3025

4 Taste * * * * * * Agreeable IS: 3025

5 Turbidity NTU <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 1 max 5 max IS: 3025

6 Total Dissolved Solids

mg/l 1651 442 430 414 411 2426 500 max 2000 max IS : 3025

7 Aluminium as Al

mg/l ND (0.02) ND (0.02) ND (0.02) ND (0.02) ND (0.02) ND (0.02) 0.03 max 0.2 max IS: 3025

8 Total Ammonia as N

mg/l ND(0.1) ND(0.1) ND(0.1) ND(0.1) ND(0.1) ND(0.1) 0.5 max No

relaxation IS: 3025

9 Anionic detergent as MABS

mg/l ND(0.05) ND(0.05) ND(0.05) ND(0.05) ND(0.05) ND(0.05) 0.2 max 1.0max Anx K of IS

13428

10 Barium as Ba

mg/l ND(0.5) ND(0.5) ND(0.5) ND(0.5) ND(0.5) ND(0.5) 250 max 1000 max Anx F of IS

13428

11 Boran as B mg/l ND(0.5) ND(0.5) ND(0.5) ND(0.5) ND(0.5) ND(0.5) 0.5 max 1 max IS:3025

12 Calicium as Ca

mg/l 111 25 72 61 42 86 75 max 200 max IS : 3025

13 Chloride as Cl

mg/l 778 44 85 50 48 1143 250 max 1000 max IS : 3025

14 Copper as Cu

mg/l ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) 0.5 max 1.5 max IS : 3025

3-19 | P a g e

Sl. No.



Protocol Bore well,

km 0.000 of MMC)


MMC




of MMC


MMC

Acceptable Limit

Desirable Limit

Date of Sampling 15.1.2015 15.1.2015 16.1.2015 16.1.2015 17.1.2015 17.1.2015

15 Fluoride as F

mg/l 0.1 ND (0.1) ND (0.1) ND (0.1) 0.1 0.6 1.0 max 1.5 max IS : 3025

16 Free residual Cholirne

mg/l NA NA NA NA NA NA 0.2 min 1 min IS : 3025

17 Iron as Fe mg/l ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) 0.38 0.3 No

relaxation IS : 3025

18 Magnesium as Mg

mg/l 19 21 35 41 11 96 30 max 100 max IS : 3025

19 Magnese as Mn


20 Mineral Oil mg/l ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) 0.5 max No


21 Nitrate as NO3

mg/l ND(0.01) ND(1.0) ND(1.0) ND(1.0) ND(1.0) ND(1.0) 45 max No


22

Phenolic Compund as C6H5OH


23 Selenium as Se



24 Silver as Ag



25 Sulphate as SO4

mg/l 24 42 28 89 35 63 200 max 400 max IS : 3025

26 Sulphide as H2S



27 Total Alkalnity as HCO3

mg/l 183 298 264 220 288 268 200 max 600 max IS : 3025

3-20 | P a g e

Sl. No.



Protocol Bore well,

km 0.000 of MMC)


MMC




of MMC


MMC

Acceptable Limit

Desirable Limit

Date of Sampling 15.1.2015 15.1.2015 16.1.2015 16.1.2015 17.1.2015 17.1.2015

28 Total hardness as CaCo3

mg/l 357 149 325 321 149 608 200 max 600 max IS : 3025

29 Zinc as Zn mg/l ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) 5 max 15 max IS : 3025

30 Cadmium as Cd



31 Cynide as CN



32 Lead as Pb mg/l ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) ND(0.01) 0.01 max No


33 Murcury as Hg



34 Nickel as Ni



35 Total Arsenic as As


36 Total Chomimum as Cr



37 Ecoli 10/100

ml Absent Absent Absent Absent Absent Absent

10MPN/100m

38 Total Coliform bacteria

100ml Absent Absent Absent Absent Absent Absent

3-21 | P a g e

Water Supply Pipe Lines:

Proposed MMC alignment crossing water supply pipelines at 5 (five) location which is presented

in fig 3.4

Proposed alignment crossing Water pipe line at km 20.650 of MMC near Toll Plaza located in Kalher

Proposed MMC alignment crossing water supply pipe lines at existing km557.050 , LHS of NH-3

Water Pipeline run along the RHS of NH-3. Proposed MMC alignment crossing at existing km557.050 of NH-3

MC crossing Water Supply Pipe Chainage 14.300 line, (2 lines) LHS of Katal- Amabarnath-Badlapur Road

MMC crossing Water Supply Pipe Chainage 14.300 line in RHS of Katal- Amabarnath-Badlapur Road

Fig. 3.4. Water Supply Pipelines crosses by the proposed MMC alignment

3-22 | P a g e

3.3.4 Ecological Resources

i) Flora

The flora of the project region and its surrounding is not rich in density except at river or stream

crossings, foot hills of Matheran eco sensitive zone. List of dominant trees occur in the project

areas is presented in Table 3.12

Table 3.12: List of trees along the Project Road

Main species Associate species

Acacia Species Pongamia pinnata

Azadirachta indica Prosopis cineraria (L) Macbr

Melia componita Ficus Sps.

Tamarindus indica Negle marmelos (bel)

Albizia procera

Magnifera indica

Syzysium cumim

ii) Forests

Project road MMC passes through 6.4 km from forest area. Length wise distribution of alignment

of MMC in the Forest area is presented in Table 3.13. Tree enumeration tress and forest land

diversion proposal is under progress therefore after finalization of tree enumeration, the tolal

number of impacted trees in forest and non- forest areas will be furnished in the final EIA report.

Similarly proposed forest land diversion area will be updated in the report after the finalization of

Forest land proposal.

Table 3.13: Abstract of Forest Land Involved Under Proposed Multi Model Corridor Sr. No.

Tehsil & Distt.

Forest Land involved under the Proposed Corridor

Non-Forest Land involved under the Proposed Corridor

Reserved Forest

(Ha.)

Mangroves (CRZ‐

1A) & 50M buffer

involved (Ha.)

Total Forest

area involved

(Ha.)

Non‐ Forest area

involved (Ha.)

1 Tehsil: Vasai

Dist. Palghar

5.9262 3.5314 9.4576 16.8257

2 Tehsil:

Bhivandi

Dist. Thane

2.5719 62.2160 64.7880 164.1669

3 Tehsil: Panvel

Dist. Raigad

8.4982 0.8777 0.8777 327.3548

Grand Total 16.9963

66.6251

75.1233

508.3474

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Sr. No.

Tehsil & Distt.



Reserved Forest

(Sqmt.)

Mangroves (CRZ‐

1A)& 50M buffer

involved (Sqmt.)

Total Forest

area involved

(Ha.)

Non‐ Forest area

involved (Ha.)

1 Tehsil: Vasai

Dist. Palghar

5.9262 3.5314 9.4577 16.825

2 Tehsil:

Bhivandi

Dist. Thane

2.5719

62.21601 64.7881 164.1669

3 Tehsil: Panvel

Dist. Raigad

0.8498 0.08777 0.8777 327.3548

Grand Total 8.4982 66.6252 75.1234

508.3475

iii) National Park:

The project alignment is passing through Sanjay Gandhi National Park about 1.4km. Sanjay

Gandhi National Park (SGNP), previously Borivali National Park, is a large protected area in the

northern part of Mumbai city in Maharashtra State in India. It encompasses an area of 104 km2

(40 sq mi) and is surrounded on three sides by India's most populous city. It is notable as one of

the major national parks existing within a metropolis limit and is one of the most visited parks in

the world.

The park is home to a number of endangered species of flora and fauna. The forest area of the

park houses over 1000 plant species, 251 species of migratory, land and water birds, 50,000

species of insects and 40 species of mammals. In addition, the park also provides shelter to 38

species of reptiles, 9 species of amphibians, 150 species of butterflies and a large variety of fish.

Kadamba, teak, karanj, shisam, and species of acacia, ziziphus, euphorbia, flame of the forest,

red silk cotton and a number of other varieties of flowers. Karvi or karvy, a flowering plant that

flowers once in seven years, can be found in the park.

Chital (or spotted deer), rhesus macaque and bonnet macaque are some of the wild mammals

that can easily be spotted roaming inside the park. Other large mammals found in the park are:

black-naped or Indian hare, muntjac (barking deer), porcupine, Asian palm civet, chevrotain

(mouse deer), Hanuman or grey langur, Indian flying-fox, sambar deer and leopard. One can also

spot striped hyena or four-horned antelope.

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Reptiles living here include: crocodiles in the Tulsi Lake, pythons, cobras, monitor lizards,

Russell's vipers, bamboo pit viper and Ceylonese cat snakes, total 172 species of butterflies have

been reported in the park.Tendua are also observed in the park areas.

Proposed alignment of Multi Model Corridor crosses Sanjay Gandhi National Park, Thane at two

locations:

Location.1

LHS

19020’20.56”N and 72054’42.83”E to 19020’13.66”N and 72054’56.46”E

RHS

19020’16.66”N and 72054’43.31”E to 19020’08.36”N and 72054’59.73”E

Location 2

LHS

19019’49.36”N and 72055’44.43”E to 19019’28.90”N and 72056’05.64”E

RHS

19019’46.59”N and 72055’42.70”E to 19019’24.23”N and 72056’05.15”E

There are Clearing of vegetation and diversion of 14.8ha national Park land is required within the

Sanjay Gandhi National Park therefore permission form the National Board of Wildlife is

necessary.

Fig.3.5: View of SGNP in project area

iv) Wild Life Sanctuary

Only one wildlife sanctuary (Tungreshwar Wildlife Sanctuary, Thane) and one bird sanctuary

(Karnal Bird Sanctuary) is exist within the 10km radius of the project.

a) Tungrshwar Wildlife Sanctuary

3-25 | P a g e

TWLS lies in the Vasai and Bhiwandi talukas in Thane district, It was a tenacious and persistent

follow up by the BNHS with the Government of Maharsahtra and Forest Department along with

BEAG, October 24, 2003, 8,570 hectares or (85.7 sq. km) of Tungareshwar reserved land was

declared, via Gazette Notification No.WLP.1002/CR-47/F-1, as TWLS. An additional 10 sq. km of

reserved forest was recently added as a restoration zone so the total notified forest area of

TWLS is now about 95.70 sq.km.

The Sanctuary protects the two water catchments that supply water to Vasai and Nallsopara.

Leopard is the main predator of the Sanctuary. The main problems that plague TWLS are

religious, agricultural, commercial and residential encroachments in the Sanctuary, if not nipped

in time this bud may flower and flourish like it has in neighboring SGNP.

Proposed Multi Model Corridor passes 153m away from the boundary of Tugareshwar Wildlife

Sanctuary, located in the district of Thane. Nearest location of Tungareshwar Wildlife Sanctuary:

19018’59.03”N and 72056’43.46”E is 153m away from proposed project alignment at

19018’54.35”N and 72056’41.72”E .

Fig.3.6 View of Tungareshwar Wildlife sanctuary

b) Karnal Bird Sanctuary

Karnala Bird Sanctuary (KBS) is located in Panvel Taluka of Raigad District in Maharashtra.

Karnala Bird Sanctuary is spread on the terrains around the historic Karnala Fort in Panvel

Taluk. Karnala Bird Sanctuary is geographically located 12 km away from Panvel Taluk on

the Mumbai-Pune National highway to Goa. Karnala Bird Sanctuary spans an area of 446 sq

km (172 sq miles) covered with deciduous forests consisting different varieties of trees and

plants. Floristic combination of Karnala Bird Sanctuary comprises different species of plants

and trees such as Koshimb, Nana, Mango, Kulu, Umbar, Teak, Asana and Kalam. KBS

3-26 | P a g e

covered with moist deciduous forests comprises various endangered species of medicinal

plants also.

Ornithologists recorded occurrence of 150 varieties of resident and 37 types of migratory bird

species. Different bird species spotted in the KBS include Paradise Flycatcher, Robin,

Shama Magpie, the Malabar Whistling Thrush, Red Vented Bulbul, Myna, Horn Bill, Owls,

Ashy Rain War Blur and Racket- tailed Drongo etc.

Proposed Multi Model Corridor passes away from the declared Ecosensitive Zone boundary

of Karnala Bird Sanctuary. Nearest location of Karnala Bird Sanctuary (180 54’ 05.57” N and

730 07’ 43.20” E) from proposed project alignment: 180 57’ 14.60” N and 730 07’ 41.10” E. No

Wildlife clearance required for Karnala Bird Sanctuary.

c) Eco Sensitive Zone

Fig 3.7: Matheran Eco Sensitive Zone

Note: Wildlife Clearance proposal has been submitted to the concerned Divisional Forest

Office/Wildlife Division vide letter ED/MMC/MOEF/Karnala/2014/290 dated 24.12.14,

ED/MMC/MOEF/matheran/2014/289 dated 24.12.2014, ED/MMC/MOEF/Tungareshwar

/2014/288 dated 24.12.2014

Proposed MMC alignment crosses the Matheran Eco Sensitive Zone. Necessary permission

shall be obtained from MOEF and Matheran Eco Sensitive Zone Authority.

3.3.5 Costal Regulation Zone Areas:

The coastal zone is the area of interaction between land and sea. The coastal Zone of

Maharashtra has a very high concentration of population along with ecologically sensitive

areas like mangroves. There is a spurt of developmental activities arising from huge

residential colonies, new industries and tourism centres along the coast and in coastal zone.

There is a need to protect the coastal environment while ensuring continuing production and

development. This zone is extremely vulnerable and has to be managed judiciously striking

a balance between ecological and developmental needs.

Government of India has issued a notification during February 1991 for regulating the

developments along the coastal stretches of seas, bays, estuaries, creeks, rivers and

backwaters which are influenced by tidal action. The land between 500 meters from the High

Tide Line (HTL) and the Low Tide Line (LTL) is identified as Coastal Regulation Zone

(CRZ). The coastal stretches within CRZ are classified into four categories, namely,

3-27 | P a g e

Category I (CRZ-I), Category II (CRZ-II), Category III (CRZ-III) and Category IV (CRZ- IV).

The notification has also laid down regulations to regulate the various activities in the

coastal zone. The Ministry of Environment and Forests, Government of India, has approved a

set of CRZ maps on 1:25,000 scale prepared from SPOT satellite imagery. On these maps,

zones are demarcated as CRZ I, CRZ II and CRZ III, by Coastal Zone Management

Authority.

Coastal Regulation Zone I includes the zone between High Tide Line and Low Tide Line. It

also includes the areas that are ecologically sensitive and important, such as national

parks/marine parks, sanctuaries, reserve forests, wildlife habitats, mangroves, corals/coral

reefs, areas close to breeding and spawning grounds of fish and other marine life, areas of

outstanding natural beauty/historically/heritage areas, areas rich in genetic diversity, areas

likely to be inundated due to rise in sea level consequent upon global warming and such other

areas as may be declared by the Central Government or the concerned authorities at the

State/Union Territory level from time to time.

CRZ-II covers the areas that have already been developed up to or close to the shoreline.

For this purpose, the "developed area" is referred to as that area within the municipal limits or in

other legally designated urban areas which are already substantially built up and have been

provided with drainage and approach roads and other infrastructural facilities, such as water

supply and sewerage mains. CRZ-III covers the areas that are relatively undisturbed and those

which do not belong to either Category-I or II. These include the coastal zone in the rural

areas (developed and undeveloped) and also areas within municipal limits or in other legally

designated urban areas which are not substantially built up. CRZ-IV refers to the coastal

stretches in the Andaman and Nicobar, Lakshadweep and small islands other than those

designated as CRZ-I, CRZ-II or CRZ-III.

The Ministry of Environment and Forest in the CRZ Notification, 2011 declared the following

areas as CRZ and imposed with effect from the date of the notification the restrictions on the

setting up and expansion of industries,

operations or processes and the like in the CRZ. The areas that are defined as CRZ as per

CRZ Notification, 2011 are

The land area from High Tide Line (HTL) to 500mts on the landward side along the sea front.

CRZ shall apply to the land area between HTL to 100 meters or width of the creek

whichever is less on the landward side along the tidal influenced water bodies that are

connected to the sea and the distance upto which development along such tidal influenced

water bodies is to be regulated shall be governed by the distance upto which the tidal effects

are experienced which shall be determined based on salinity concentration of 5 parts per

thousand (ppt) measured during the driest period of the year and distance upto which tidal

effects are experienced shall be clearly identified and demarcated accordingly in the Coastal

Zone Management Plans.

3-28 | P a g e

The land area falling between the hazard line and 500mts from HTL on the landward side,

in case of seafront and between the hazard line and 100mts line in case of tidal influenced

water body the word

„hazard line‟ denotes the line demarcated by Ministry of Environment and through the

Survey of India taking into account tides, waves, sea level rise and shoreline changes.

Land area between HTL and Low Tide Line (LTL) which will be termed as the intertidal zone.

The water and the bed area between the LTL to the territorial water limit (12 Nm) in case of sea

and the water and the bed area between LTL at the bank to the LTL on the opposite side of the

bank, of tidal influenced water bodies.

The Classification of the CRZ is also modified for the purpose of conserving and protecting the

coastal areas and marine waters as CRZ – I, CRZ – II, CRZ – III and CRZ – IV. The CRZ

– I include the areas that are ecologically sensitive and the geomorphological features which

play a role in the maintaining the integrity of the coast like (a) Mangroves(b) Corals and

coral reefs and associated biodiversity (c) Sand Dunes (d) Mudflats which are biologically active

(e) National parks, marine parks, sanctuaries, reserve forests, wildlife habitats and other

protected areas (f) Salt Marshes (g) Turtle nesting grounds (h) Horse shoe crabs habitats (i)

Sea grass beds (j) Nesting grounds of birds (k) Areas or structures of archaeological

importance and heritage sites and the area between Low Tide Line and High Tide Line. The

CRZ-II includes areas that have been developed upto or close to the shoreline. The CRZ-III

includes areas that are relatively undisturbed and those do not belong to either CRZ-I or II,

which include coastal zone in the rural areas (developed and undeveloped) and also areas

within municipal limits or in other legally designated urban areas, which are not substantially

built up. The CRZ-IV includes the water area from the Low Tide Line to twelve nautical miles on

the seaward side and the water area of the tidal influenced water body from the mouth of the

water body at the sea upto the influence of tide which is measured as five parts per thousand

during the driest season of the year.

The Ministry of Environment and Forest has also provided guidelines for demarcation of High

Tide Line in the CRZ Notification, 2011. As per the guidelines, Cadastral (village) maps in

1:3960 or the nearest scale shall be used as the base maps. HTL and LTL will be

demarcated in the cadastral map based on detailed physical verification using coastal

geomorphological signatures or features in accordance with the CZM Maps approved by the

Central Government. 500metre and 200metre lines shall be demarcated with respect to the HTL.

CRZ mapping is carried out by Anna Malai university which is approved from MOEF for

conducting CRZ mapping. According to CRZ mapping of the project area village wise and CRZ

class wise area is presented in Table 3.14 As per CRZ notification 2011 and Table 3.15 are as

per CRZ notification 1991.

Table 3.14: Project Alignment in CRZ area as per CRZ notification 2011

Sl. No Village CRZ Classification Area in sq.m

Taluka Bhiwandi

1 Anjur CRZ-IA (Mangroves & 50m Buffer) 5,909

3-29 | P a g e


Taluka Bhiwandi

CRZ-IB 120

CRZ-III 10,348

2 Bharodi

CRZ-IA (Mangroves & 50m Buffer) 81,192

CRZ-IB 3,608

CRZ-III 18,193

CRZ-IVB 6,620

3 Dive

CRZ-IA (Mangroves & 50m Buffer) 1,23,678

CRZ-IB 2,17,181

CRZ-III 1,44,052

4 Dunge


CRZ-IB 309

CRZ-III 13,577

5 Kalher


CRZ-IB 47,505

CRZ-III 1,00,360

6 Kasheli


CRZ-IB 14,135

CRZ-III 76,119

7 Kewani


CRZ-IB 19,974

CRZ-III 45,641

8 Kharbav


CRZ-IB 4,530

CRZ-III 33,284

9 Kopar CRZ-IB 2,341

CRZ-III 7,766

10 Malodi


CRZ-IB 28,277

CRZ-III 59,766

11 Paye


CRZ-IB 26,028

CRZ-III 54,979

12 Paygoan


CRZ-IB 1,032

CRZ-III 8,046

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Taluka Bhiwandi

13 Vadunavghar


CRZ-IB 1,781

CRZ-III 9,774

Taluka Vasai

1 Bapane


CRZ-IB 34,756

CRZ-III 52,629

2 Juchandra


CRZ-IB 84

CRZ-III 5,141

3 Kaman CRZ-III 151

4 Mori

CRZ-IA (Reserved Forest) 50,035

CRZ-IB 93

CRZ-III 1,386

5 Nagle CRZ-IA (Reserved Forest) 59,487

CRZ-III 966

6 Sarjamori

CRZ-IA (Mangroves & 50m Buffer) 926

CRZ-IB 69,860

CRZ-III 14,309

7 Saunavghar


CRZ-IA (Reserved Forest) 15,775

CRZ-IB 5,096

CRZ-III 9,230

Taluka Kalyan

1 BHOPAR


CRZ-IB 2,236

CRZ-III 49,462

CRZ-IVB 18,567

Taluka Thane

1 Belondakhar CRZ-IB 1,187

CRZ-III 8,388

2 Kauli Bandhankar

CRZ-III 367

Source: CRZ mapping, IRS, Anna University, Chennai

Table 3.15: Project Alignment in CRZ area as per CRZ notification 1991

3-31 | P a g e

Sl. No

Village CRZ Classification Area in sq.m

Taluka Bhiwandi

1 Bharodi CRZ-III 10,835

CRZ-IVB 88,577

2 Dive

CRZ-III 91,468

CRZ-IVB 74,161

3 Dunge CRZ-III 22,065

CRZ-IVB 24,894

4 Kalher CRZ-III 34,415

CRZ-IVB 485

5 Kasheli CRZ-III 10,635

CRZ-IVB 2,14,809

6 Kewani CRZ-III 53,384

CRZ-IVB 16,268

7 Kharbav CRZ-III 9,938

CRZ-IVB 13,596

8 Malodi CRZ-III 88,466

CRZ-IVB 13,276

9 Paye CRZ-III 68,836

CRZ-IVB 108,728

10 Paygoan CRZ-III 26,394

CRZ-IVB 11,206

11 Vadunavghar CRZ-III 27,909

CRZ-IVB 14,938

Taluka Vasai

1 Bapane CRZ-III 32,602

CRZ-IVB 2,816

2 Juchandra CRZ-III 7,272

CRZ-IVB 10,096

3 Nagle CRZ-III 4,809

4 Sarjamori CRZ-III 3,445

Taluka Kalyan

1 Bhopar CRZ-III 57,395

CRZ-IVB 71,476

Source: CRZ mapping, IRS, Anna University, Chennai

i) Mangroves and 50m Buffer

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Project alignment will affect 69.2743ha mangroves and its 50m buffer areas (as per CRZ

notification 2011). Village wise mangroves and its 50m buffer areas are to be affected from the

proposed alignment of MMC is presented in above Table 3.15.

MCZMA has recommend CRZ proposal to MOEFCC on their 113th Meeting held on 9th to

10th Aug 2016.

3.4 AVAILABILITY OF CONSTRUCTION MATERIAL

An initial inventory program was undertaken to identify suitable sources of all construction

materials such as soil, sand, stone aggregates and other materials like cement, steel and

bitumen. The Consultants conducted necessary surveys to find out the characteristics of

materials available in the area. Furthermore, the locations of quarries and borrow areas were

reviewed and noted from the corresponding projects of MMRDA in and around the project area to

the extent available.

Construction material can be made available from the quarry area which has been identified by

the feasibility engineer keeping in mind the following:

Sufficient quantity of suitable soil is available from the borrow pit

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

The loss of productive and fertile agricultural soil is minimum and

There is minimal loss of vegetation.

And also have valid permissions

Location of the availability of Borrow Quarries area, Sand Source and its quantity is to be used in

construction of MMC of the project road is given in Table 3.16

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Table 3.16: Construction Material

Material Location Distance from

Alignment Availability of material (cum)

Murum

Chinchoti Anjur Phata Road 1.5km 242580

Nitlas Village of kalyan Road 0.5km 2229556

Nitlas Village of kalyan Road 2.2km 1680000

Aggregate

Chinchoti Anjur Phata Road 2.25km 2991800

Near Bhiwandi lake 4.46km 176120

Mumbai nasik Highway NH-222 Junction

7km

Of NH-4B 0.25km 40284390

Of NH-4B 0.25km 14971027

Of NH-4B on Thal Road 3.20km 3433800

Of NH-4B on Near RCF Thal 4.15km 6520808

i) Fly ash

Keeping in mind the provisions of the fly ash notification, 14th September 1999, as amended up to

17th August 2003 under the Environment (Protection) Act and the vicinity to the thermal power

plant, fly ash will be utilized for the project.

There are two thermal power plant located within the 100km radius from the alignment viz. (a)

Tata Thermal Power Plant, Trombay, Mumbai about 30km away from the project alignment

and(b) Dahanu Thermal Power Station, Dahanu, Thane- 70km away from the project alignment.

3.5 SOCIAL ENVIRONMENT

3.5.1 Archaeological and Cultural Properties

No Archaeological monument conserved by ASI is located within project areas.

There are 7 numbers of cultural properties existing along the proposed project road out of them 3

will be affected from the construction of MMC. List of these properties are presented in table 3.17

and Fig. 3.8

Table 3.17: List of religious properties along the project

Chainage (km) Religious Properties

Distance from Proposed Centerline

Remarks

6.550 Temple 50m Not Impacted

20.500 Temple 5m Impacted

33.550 Temple 10m Not Impacted

44.000 Mosque 50m Not Impacted


70.050 Mosque 70m Not Impacted


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Temple, MMC km6.550, 50m

Fig.3.8: Religious Properties along the Project Road

3.5.2 Settlements and Properties

There are 42 number of village/market/town recorded along the proposed alignment of MMC

project road (Table 3.18)

Table3.18: List of village along the MCC project

Sr. No.

Village Sr. No

Village Sl. No Village name

1 Barham Pur 16 Dongagaon 31 Motijhoni

2 Umelman 17 Kalwar 32 Digora

3 Navghar 18 Kasarvadoli 33 Saigaon

4 Rajoali 19 Anjur 34 Dapoli

5 Tihuri 20 Kopargaon 35 Dadar Para

6 Joochandra 21 Kalher 36 Dronagiri

7 Sarjja 22 Kehulidive 37 Navghar

8 Chandra

Para 23 Mankholi 38 Bhendghar

9 Khopari Parra

24 Balgaon 39 Kopta

10 Kamman

Road 25 Daptoa 40 Koproli

11 Silotar 26 Gundoli 41 Mothijuhi

12 Nagla 27 Allimghar 42 Chirner

13 Paya Gaon 28 Kolkhegaon

14 Kharbhav 29 Nadgaon 15 Barghar 30 Chindoli

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3.6 OTHER FEATURES OF PROJECT AREA OF INFLUENCE (PIA)

3.6.1 Industries

There are two critically polluted industrial area notified by CPCB located within the 10km radius of

the project alignment. Dombivili (MIDC Phae-I&Phase-II) is critically polluted Industrial area exist

2.350km away from the MMC alignment and Navi Mumbai (TTC Industrial area, Kalwa and

Mahape) located 8.5 km away from the proposed alignment of MMC.

Critically Polluted Notified Area, Dombivili

Critically Polluted Notified Area, MIDC, Navi Mumbai

Fig.3.9: Critically Notified Areas on google image

3-36 | P a g e

3.6.2 Educational Institutes

There are 3 educational institutions exists along the project alignment and none of them are going

to be impacted from the proposed project.

3.6.3 Land Use Pattern

The land use pattern of the project area consists of agricultural, residential, mangroves, reserve

forests, National Park, Orchards, quarry areas, creeks, river. Paddy, sugarcane, cotton are the

predominant crops of the project area. Fig.3.10 showing the land use along the Project Road

areas. The land use along the road is presented in google map and in G.T. Sheet as Annexure

3.1 and Annexure 3.2 respectively.

Mud land, back water, km 0.350 Land use at km 20.750 : mangroves, and low land

Land Use at km 25.000 Land Use at km 32.750

Land Use at km 33.550 Land Use at km 67.000

Fig.3.10: Land use of the Project Area

3-37 | P a g e

PHOTO: ENVIRONMENTAL MONITORING ALONG THE PROJECT ROAD

Surface Water Quality Monitoring along the Project

Pond at km 43.600 Pond at km 32.250

Water Quality Monitoring at km 26.900 Panvel River, km66.500

3-38 | P a g e

Ground Water Quality Monitoring

Bore well water at km 0.000 of MMC At km 20.500 of MMC, Kasheli village

Km32.00 of MMC, Village Wavanje Km43.000 of MMC, Near Enkay School

3-39 | P a g e

Photos: Ambient Air Quality Monitoring along the alignment of MMC At Km. 0.000 of MMC - Chandika Hotel Left Side (Site 1) (Date 14.01.15)

At km 6.00 of MMC near Chincoti-Anjur Phata Road (Site- 2) (Date 14.01.15)

At Km. 32.000 of MMC Crossing of Pipeline Road (Site- 3) (Date 17.01.15)

Wavenje Vill. (Km 43.000 of MMC Matheran Eco Sensitive Zone Area) (Site 4) Date 16.01.15

Near Village (Km. 56.000 of MMC Matheran Eco- Sensitive Zone Area) (Site- 5) Date 16.01.15

Kone Village (Km 61.500 of MMC NH-4 Crossing) (Site- 6) Date 15.01.15

CH 78.55Kh on Village Road Belondakhar Village (Site 7) Date 15.01.15

3-40 | P a g e

Photos: Ambient Noise Level Monitoring along the alignment of MMC

Starting point of Multi Model Corridor (at Km. 0.000 of MMC) (Site- 1) Date 15.1.15

At Km. 6.00 of MMC near Chincoti-Anjur Phata Road (Nagla Village) (Site 2) Date 15.1.15

Kolegaon (Km 32.000 of MMC Crossing of Pipeline Road) (Site 3) Date 18.1.15

Wavenje Vill. (Km. 43.000 of MMC Crossing of Pipeline Road, Inkey School) (Site 4) Date 17.1.15

Near Village (Km. 56.000 of MMC Matheran Eco Sensitive Zone Area) (Site 5) Date 17.1.15

Kone Village (Km 61.500 of MMC NH-4 Crossing) (Site- 6) Date 16.1.15

CH- 78.55 Km on Village road Belondakhar Village (Site 7) Date 16.1.15

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TABLE OF CONTENTS

CHAPTER - 4: ANTICIPATED IMPACTS AND MITIGATION MEASURES ......................................... 4-1

PART-1: ANTICIPATED IMPACTS ....................................................................................................... 4-1

4.1 GENERAL .................................................................................................................................... 4-1

4.1.1 Impacts on Physical Environment ................................................................................... 4-2

4.1.2 Impact on soil .................................................................................................................. 4-3

4.1.3 Contamination of Soil ...................................................................................................... 4-3

4.1.4 Impact of Soil Borrow Areas ............................................................................................ 4-4

4.1.5 Impact on Water Resources ............................................................................................ 4-4

4.1.6 Impacts on Air Environment ............................................................................................ 4-6

4.1.7 Noise environment .......................................................................................................... 4-7

4.1.8 Impact on Ecological Resources ..................................................................................... 4-9

4.1.9 Impact on Cultural Environment .................................................................................... 4-11

4.2 IMPACT ON SOCIO -ECONOMIC ENVIRONMENT ................................................................... 4-11

4.2.1 Scope and Objectives ................................................................................................... 4-11

4.2.2 Methodology ................................................................................................................. 4-12

4.2.3 Likely Loss of Properties ............................................................................................... 4-13

4.2.4 Type of Commercial Structures likely to be affected ..................................................... 4-13

4.2.5 Loss of Land ................................................................................................................. 4-14

4.2.6 Impacted Persons ......................................................................................................... 4-15

4.2.7 Vulnerable Households ................................................................................................. 4-15

4.2.8 Religious Properties ...................................................................................................... 4-15

4.2.9 Type of Utilities Likely To Be Affected ........................................................................... 4-15

4.2.10 Impact on Safety and Public Health Road Safety .......................................................... 4-16

4.3 PART-2: MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES .............................. 4-17

4.3.1 Overview ....................................................................................................................... 4-17

4.3.2 Meteorological Parameters ........................................................................................... 4-17

4.3.3 Topography ................................................................................................................... 4-17

4.3.4 Geology and Soil........................................................................................................... 4-18

4.3.5 Loss of Agriculture Land ............................................................................................... 4-21

4.3.6 Water Environment ....................................................................................................... 4-21

4.3.7 Air Environment ............................................................................................................ 4-23

ii | P a g e

4.3.8 Noise Environment ........................................................................................................ 4-25

4.3.9 Construction Camp ....................................................................................................... 4-26

4.3.10 Facilities at workers camps ........................................................................................... 4-27

4.3.11 Ecology ......................................................................................................................... 4-27

4.3.12 Enhancement Measures ............................................................................................... 4-28

4.3.13 Natural Environment ..................................................................................................... 4-29

4.3.14 Road Safety .................................................................................................................. 4-31

4.3.15 Cultural Environment .................................................................................................... 4-32

4.3.16 R&R and Land Acquisition Cost .................................................................................... 4-32

4.3.17 Institutional Arrangement .............................................................................................. 4-33

LIST OF TABLES

Table 4.1: Impacts on Water Resources and Indicators ....................................................................... 4-4

Table 4.2: Typical noise levels of principal construction equipments ...................................................... 4-7

Table 4.3 Summary of impacted CRZ and Wildlife area ....................................................................... 4-10

Table 4.4: Likely Loss of Properties in the Project Road ...................................................................... 4-13

Table 4.5: Type of Commercial Structures Likely to be affected ........................................................... 4-14

Table 4.6: Village likely to be affected by Land Acquisition .................................................................. 4-14

Table 4.7: Preliminary Project Affected peoples ................................................................................... 4-15

Table 4.8: Vulnerable Families/ Persons .............................................................................................. 4-15

Table 4.9: Type of Utilities Likely to be affected ................................................................................... 4-16

Table 4.10: Silt Fencing Locations ........................................................................................................ 4-22

Table 4.11: Sources of Air Pollution, Impacts and Suggested Mitigation Measures ............................. 4-24

Table 4.12: Sources of Noise Pollution, Impacts and Suggested Mitigation Measures ......................... 4-26

Table 4.13: Trees recommended for plantation along Project Road ..................................................... 4-30

4-1 | P a g e

CHAPTER - 4: ANTICIPATED IMPACTS AND MITIGATION MEASURES

PART-1: ANTICIPATED IMPACTS

4.1 GENERAL

The project Multi Modal Corridor is a single corridor in which multiple modes, such as buses,

BRT, metro rail and cars, along with utilities such as water, sewage and gas lines are present in

the same Right of Way. The Right of way (ROW) of Proposed Multi Modal Corridor is 99 meters”.

Proposed construction of Multi Model Corridor (MMC) from Navghar to Chirner will cause

biophysical and socio-cultural impacts. The nature and magnitude of impacts vary depending on

the character of components of construction works and the physical and socio-economic setting

in which such project is located.

This coupled with the fact that the project road (MMC) is passing through the Sanjay Gandhi

National Park and Matheran Eco Sensitive Zone. No other sensitive area or properties like

monuments/ heritages are to be directly impacted or falling with in the proposed MMC. Impacts

have been assessed based on the information collected during the field surveys and available

additional secondary data collected as part of the EIA study.

The project MMC is traversing through agricultural areas, mangroves areas, low lands and from

forest areas at some locations.

Although most of the works are planned to be carried out within the proposed ROW (99m) except

road interchanges where flyover proposed. However, proposed project is a new green field

alignment therefore, acquisition of non-forest land diversion of National Park area, Eco-sensitive

areas and forest areas will be involved for the proposed activities. While selecting the MMC

alignment the stress has been given to keep in mid view of less acquisition of structures, forest

areas. National Park land etc. In this chapter only environmental related issues have been

discussed.

During the various surveys, consultations and site investigations, a number of environmental

issues were identified and discussed. For all the identified issues and potential impacts effective

mitigation and avoidance measures were considered and included in the report. During the EIA

process major and minor issues were classified and provided in the bellow table.

4-2 | P a g e

Identified environmental issues/and impacts

CORRIDOR NAME

MAJOR ISSUES OTHER ISSUES

Mu

lti M

od

el C

orr

ido

r (N

avg

har

–

Ch

irn

er,

Len

gth

80k

m)

Cutting of Trees in non Forest area or private land Cutting of tree exist in proposed ROW of project MMC

falling under Forest Areas Water for construction Loss of agricultural areas Loss of Mangroves Social impacts including land acquisition and

resettlement Impact to wildlife- traffic/wildlife conflict Replacement of Bore well Provision for parking areas Impact to religious properties Longitudinal and cross drainage Stabilization of slopes Impact to religious properties

Shifting of Water Supply Pipeline, Operational phase impacts, Health and safety issues during construction and operational phases.

The qualitative and quantitative assessment of bio-physical and socio-cultural environmental

components can have direct or indirect impacts and such impacts are described in the following

sections and proposed mitigation measures are presented in second part of this chapter.

4.1.1 Impacts on Physical Environment

4.1.1.1 Impact on Meteorology

The project will involve removal of trees and mangroves from the proposed ROW of MMC in

forest and non- forest areas. No. of trees in of National Parks area, forest areas, and non-forest

areas will be finished after the final tree enumeration in proposed ROW of MMC. Removal of

trees and mangroves from the proposed project corridor will result in temporary loss of shade for

some areas causing some discomfort for local people. The paving of surfaces will also lead to

very minor changes in temperature. However, with the provision of grass turf on the embankment

and restoration of the vegetal cover through compensatory afforestation. There will be minimal

impacts on the micro-meteorology of the project impact corridor.

4.1.1.2 Impact on Physiography

The maximum portion of the project is passes through plain terrain, except at few location close

to Matheran Eco Sensitive area, near Panvel there is rolling terrain and also crosses the Sanjay

Gandhi National park about 1.4km. There will be substantial cutting will be required at or near Hill

areas. In low lying areas, elevated road/rail is proposed. Cutting material will be utilized in raising

embankment of the proposed corridor. However the storage of materials at identified sites may

cause very minimal changes in Physiography only for a temporary period. The impact therefore

on the corridor will be very low and insignificant.

4.1.1.3 Impact on Topography

The overall topography of vicinity of the project will have little impacted in terms of change in land

use.

4-3 | P a g e

4.1.1.4 Impact on Geology

The project area is represented by alluvium soil and there is no area, which can be termed as

fragile. Collection and transportation of material from identified quarries and borrow pits may

cause very little or insignificant impact on the geology of the project corridor. Moreover, geology

of the area may be impacted due to Quarrying operations. In this project the requirement of

coarse aggregate is high. Moreover, both existing and new quarries will be used if, it has valid

NOC.

4.1.2 Impact on soil

4.1.2.1 Loss of productive Soil

The proposed project MMC (Navghar to Chirner) will require diversion of N.P, RF, Eco-sensitive

Zone, and agricultural land. This is a minimal change in land use and therefore, the impact on

agriculture production will be very low. This is also not going to have an adverse impact on the

hydrology of the project corridor. There may be temporary loss of production during construction

stage if workers camps, stockyards and borrow areas are established on agricultural land. Use of

some lands for haul loads and traffic detours may cause minimal, temporary and short term

impact on productivity of the project corridor.

4.1.2.2 Soil Erosion

Pre-construction Stage

Site clearance and cutting of trees may set the process of soil erosion.

Construction Stage

Embankment height of the corridor will higher than the ground level. In low lying areas, elevated

road is proposed. At interchanges of the corridor will have elevated structure. However, on

approaches to the ROB/VUP the embankments will be higher from ground level. During

construction if, proper drainage is not maintained then soil erosion process may be set in.

Operation Stage

Slope embankments will be provided with the grass turf and run off from the project corridor shall

be safely disposed off to the existing drainage system to prevent any possibility of soil erosion.

The vegetal cover that will come up through compensatory afforestation will also hold the soil

firmly through their root system and also by cutting down on quantum of precipitation reaching

the ground through canopy interceptions and evaporation through canopy foliage.

4.1.3 Contamination of Soil

Construction Stage

Soil contamination may take place in the construction stage through construction of labour-

camps; stockyards and construction of camping sites for parking of construction machinery

equipment, movement of construction machinery, vehicles during construction especially haul

roads. Sub soil contamination may also be attributed to:

Scarified bitumen wastes

4-4 | P a g e

Maintenance of the machinery and operation of the diesel generator sets on site

Oil Spill from the operation of the mechanical work shops, diesel pumps and diesel

storage, during transportation and transfer, parking places, and diesel generator sets

Operation of the emulsion sprayer and laying of hot mix

Operation of the residential facilities for the labour and staff

Storage and stock yards of bitumen and emulsion

Excess production of hot mix and rejected materials

Operation Stage

During this stage there is possibility of soil contamination by spills from accidents or leakage from

vehicles carrying hazardous chemicals. The probability of incidents is low and such impacts will

depend to a great extent on how such situations are handled on ground.

4.1.4 Impact of Soil Borrow Areas

Extraction of materials from soil borrow areas can result in direct or indirect impact on local

environment. The earth will be taken from borrow areas which may result in loss of productive

soil, Change in topography.

4.1.5 Impact on Water Resources

Due to the proposed project there will be some impacts on the water resources. The typical

impacts on water resources and indicators of the impacts during the construction and operation

stage of the project are given below in the Table 4.1.

Table 4.1: Impacts on Water Resources and Indicators

Water Resources Indicators

Surface Water Bodies Water quality degradation, Siltation

Ground Water Sources Loss of, tube wells and wells

Alteration of drainage, lack of adequate drainage

Overtopping, flooding, water logging

Depletion of ground water Increase in Ground water level

Impact on Surface Water body

The Project MMC is crossing 5 rivers, 18 streams and 12 ponds exists within or along the

proposed corridor, for location detail Refer Table 3.9 and 3.10 of Chapter 3. These surface

water bodies may be impacted in terms of degradation in water quality and increase in sediment

load during construction if EMP recommendation will not be followed.

Pre-construction stage

Water resources can get impacted through increase in sediment load arising out of stripping of

ground and tree vegetation for establishment of workers camps, stock yards for materials,

camping grounds for equipments etc. Such impacts will be short term and largely mitigable

through management measures. Temporary increase in turbidity may also temporarily affect

aquatic flora and fauna resulting in their migration to safer stretches of surface water.

4-5 | P a g e

Construction Stage

The Project MMC is crossing 5 rivers, 18 streams and 12 ponds exists within or along the

proposed corridor, for location detail Refer Table 3.9 and 3.10 of Chapter 3. The existing 12

pond are seems to be a part of discarded quarry area located within the proposed alignment of

project MMC. The water quality of these surface water bodies may degrade due to falling of

construction materials, spoils or inflow of silt because of soil erosion along the bank river, stream

distributary during construction stages. The storage of materials and construction wastes may

also add to such sediment load. The construction activities on this live canal will be carried out

when there will be no flow of water which will result in disruption of water supply to the

downstream user. The sources of water pollution from the construction activities include the

following:

Storage and stockyards of bitumen and emulsion.

Oil spill from the operation of the mechanical workshop, diesel pumps, diesel storage,

transportation and transfer

From the foundation work of bridges and culverts such as piling and excavation for open

/ well foundation

Operation of construction camps

Water flow from scarified bitumen material

Operation of emulsion sprayer and laying of hot-mix.

There will be increased surface run-off because of construction of new pavements resulting in

sealing off a substantial permeable surface and removal of vegetation cover leading to loss of

evapo-transpiration and increased through-fall. Increased through-fall may to some extent negate

the impact of sealing particularly in areas where the vegetal cover exists currently.

Operation Stage

There is very little chance of deterioration in water quality in this stage. This may happen only in

case of accidental spills. As all safety measures will become operative during the operation

phase there is very less probability of such incidents

4.1.5.1 Impact on Ground water

There is only 1 tube-well/bore well and 11 hand pumps are exists along the project corridor which

will be affected. The loss of the tube wells and Hand pumps will be a loss to the communities,

which have been using these as water resources. The water will be extracted from river/stream/

ground water for construction after approval from concerned authority but as total water required

for construction activity including for domestic use in labour camp is 360KLD only. This demand

is spread over for period of 30 months, so no major impact is anticipated.

4.1.5.2 Alteration of Cross Drainage

Such changes can be attributed to the construction of new bridges. The details of major cross

drainage structures are furnished in Table 3.9 of chapter-3, construction activities may result in

obstruction to flow in short term and localised.

4-6 | P a g e

4.1.5.3 Increased Surface Run-off

Provision of MMC will result to increase in run-off quantum through reduction in water infiltration.

The increase paved area is not being significant, and will not have any major impact on the

ground water table.

4.1.6 Impacts on Air Environment

Table 3.5 showed that all the parameters monitored are within the permissible limits except PM10

because of project MMC is passing through the agricultural areas and the monitoring was carried

out in winter season at the time of paddy harvesting.

Pre-construction Stage

The pre-construction stage is characterized by activities like site clearance, tree cover removal,

shifting of utilities, transportation of men and material, establishment of construction camps,

stockyards, installation of plants and equipments. All these activities lead to generation of dust

especially when such activities are undertaken during the dry season. Such impacts are Short-

term, location specific, temporary and reversible.

Construction Stage

The most important pollutant during this phase will be suspended particulate matter along with

gaseous pollutants like dioxides of nitrogen, sulphur, and carbon monoxide. Such deterioration of

air quality can be assigned to:

Fugitive dust emission from construction activities like excavation, back-filling and

concreting

Hauling and dumping of earth & construction spoils and vehicular movement along

unpaved roads or temporary diversions

Gaseous emission from construction equipment and vehicular traffic

Emissions from asphalt and hot-mix plants

Such impacts will be felt locally as well as along the project MMC particularly at the sites of

bridge construction and the spans of the project taken up for rehabilitation.

Generation of Dust

Dust generation due to procurement and transport of raw materials from quarries and borrow

pits, site clearance, use of heavy vehicles, machinery/ equipment, stone crushing, handling and

storage of aggregates and generation of fine particulate matter (smoke) in asphalt processing will

be responsible for short-term and localized degradation of air quality.

Generation of Exhaust Gases

Hot mix plants contribute substantially to the deterioration of air quality due to emissions of

oxides of sulphur, hydrocarbons and particulate matter. During this stage, due to the increased

speed and volumes of vehicular traffic on the project corridor, marginal increase in the air

pollutant levels, is expected but not significant.

4-7 | P a g e

Operation Stage

This stage is characterized by increased intensity of vehicular movement because of improved

connectivity thereby increasing pollution load. The impacts of oxides of nitrogen, carbon

monoxide, and respirable particulate matter will increase with the increasing number of vehicles

using this project road. Such impacts will be of long term and will be felt within a corridor width of

75m –100m on both sides from the edges of the project road. The abrasive action of tyres will

also add to degradation in air quality.

4.1.7 Noise environment

Ambient noise quality was monitored at three locations representative of a residential, Eco

sensitive Zone and silent zone along the corridor. At all these locations the noise level are within

the permissible standard. Noise quality level during daytime is comparatively higher than those of

during night. This definitely is indicative of a very high degree of use of the road stretch by the

vehicular traffic.

Pre-Construction stage

The noise level will not be impacted appreciably at this stage (Table 3.7 and Table 3.8 of

chapter-3). The noise levels may increase due to pre construction activities like establishment of

workers’ camps, movement of construction materials and movement of machineries and

equipments for construction. This impact of increased noise level will be localized, short-term and

reversible.

Construction Stage

Impacts during this stage are going to be significant for the communities residing along the

project corridor. Impacts on different receptors will also vary considerably during the construction

stage and these impacts will be localized and limited to stretches where construction work will be

under progress, near Equipment / vehicle yard, Plant sites. The machineries and equipment

used in construction during their operation add significantly to the noise level. Proper scheduling

of operation of such machineries during the construction phase may to a great extent attenuate

the noise level leading to lessening of the discomfort level of the affected communities. Other

activities related to construction that affect noise quality include stone crushing, asphalt

production and batching plants and diesel generators.

Operation Stage

During operation stage noise levels will slightly decrease due to decongestion of traffic load on

this project road. Noise will be mitigated by planting trees along the project road as noise barrier.

Typical noise level of construction equipments is provided in Table 4.2.

Table 4.2: Typical noise levels of principal construction equipments

(Noise Level in db (A) at 50 Feet)

Clearing Structure construction

Bulldozer 80 Crane 75-77

Front end loader 72-84 Welding generator 71-82

4-8 | P a g e

Clearing Structure construction

Jack hammer 81-98 Concrete mixer 74-88

Crane with ball 75-87 Concrete pump 81-84

Concrete vibrator 76

Excavation and Earth Moving Air compressor 74-87

Bulldozer 80 Pneumatic tools 81-98

Backhoe 72-93 Bulldozer 80

Front end loader 72-84 Cement and dump trucks 83-94

Dump truck 83-94 Front end loader 72-84

Jack hammer 81-98 Dump truck 83-94

Scraper 80-93 Paver 86-88

Grading and Compaction Landscaping and clean-up

Grader 80-93 Bulldozer 80

Roller 73-75 Backhoe 72-93

Truck 83-94

Paving Front and end loader 72-84

Paver 86-88 Dump truck 83-94

Truck 83-94 Paver 86-88

Tamper 74-77 Dump truck 83-94

Source: U.S. Environmental Protection Agency, noise from Construction Equipment and

Operations. Building Equipment and Home Appliance. NJID. 300.1. December 31,1971.

The noise levels indicated for various construction activities/ equipments, though far in excess of

the permissible standards, due to their intermittent nature, the impact of increased noise levels

would only be temporary. Even so, the extremely high sound levels present a risk to the workers

on the site.

In general, it is evident that the impact of road-related noise is maximum when the road passes

through densely populated areas, townships and markets, and when there is a traffic bottleneck

(or a high mix of slow and fast moving vehicles) or when the speed of traffic stream is low and

idling of vehicles.

During complete engineering design particular attention will be paid to densely populated build

up areas. At all such locations, separate service roads on both sides along with ten-lane

carriageway and wide median for metro rail have been provided. This will ensure segregation of

slow and local traffic from the fast moving through traffic. This will have significant effect on

reducing the noise level due to higher speeds of vehicles and due to increased distance between

the main carriageway and the buildings. The present project, as such, shall significantly mitigate

the adverse effect existing under “No Project” case.

4-9 | P a g e

4.1.8 Impact on Ecological Resources

Flora

Pre-Construction Stage

Some trees and ground vegetation will be impacted through establishment of construction

workers’ camps, stockyards for material storage and construction machinery and equipment

camps and establishment of new alignment. Such impacts will be temporary and reversible.

The project will involve removal of trees at forest/ National Parks area/ mangroves and non-forest

areas from the proposed ROW of MMC. Tree enumeration is under progress and trees data

will be updated in final EIA report (after getting tree enumeration) from the other

consultant engaged for the tree enumeration work by MMRDA.

Construction Stage

The impact will be significant at this stage, as the tree cover within the proposed RoW will be

removed in phases as the project road work progresses. This will affect the aesthetics of the

corridor. Some of those were available for the communities like shade, fruits, flowers and dry fuel

wood from the branches will stop flowing to such communities. This denial will persist for a

significant period, as the compensatory vegetation will get established over a time -frame of 7 to

10 yrs. The loss of vegetal cover will also result in higher run-off because of absence of canopy

cover of trees.

Operation Stage

There will be only beneficial impact during this stage. With the removal of causative factors the

ground vegetation will reappear in areas not sealed off during the construction process as most

of these species are colonizers. Strip plantations will be raised along the stretch of the project

road and this will cover a much larger area .The composition of such plantations will also be

designed in such a manner so as to make useful to the communities that will be lost during the

process of execution of the project.

Fauna

The field survey and interviews conducted during the investigation survey indicate presence of

wild animal along the MMC especially in the part of project alignment passes through Sanjay

Gandhi National Park and run close to Tungareshwar WLS and Matheran Eco Sensitive Zone.

Except Sanjay Gandhi N.P, project corridor not entering in the protected zone but Tungareshwar

WLS, Karnala Bird Sanctuary and Matheran Eco sensitive zone are located within the 10km

radius of the project. Peacock, the national bird of the country is one of the main birds seen along

the project road particularly NP/WL locations. It can be concluded that the project will not have

any adverse impact on the wild fauna component of the project corridor.

Costal Regulation Zone Areas:

CRZ mapping is carried out by Anna Malai University which is approved by MOEF for conducting

CRZ mapping. According to CRZ mapping of the project area, village wise and CRZ class wise

area is presented in Table 3.15

4-10 | P a g e

Project alignment will affect 69.2743 ha mangroves and its 50m buffer areas (as per CRZ

notification 2011). Village wise mangroves and its 50m buffer areas are to be affected from the

proposed alignment of MMC is presented in above Table 3.15. Below table 4.3 summarized the

CRZ along with wildlife area along the project corridor.

Table 4.3 Summary of impacted CRZ

Wildlife Clearance and CRZ Clearance of MMC

Se

cti

on

of

MM

C

Ta

luk

a

Vill

age

CRZ class wise area (in sq.m) as per CRZ Notification

2011

Sal

t P

an

Wildlife C

RZ

-IA

(M

an

gro

ve

s &

50

m B

uff

er)

CR

Z-I

A

(Re

se

rve

F

ore

st)

CR

Z-I

B

CR

Z-I

I

CR

Z-I

II

CR

Z-I

V

To

tal C

RZ

are

a in

sq

.m

1--2

Vasai

Bapane 21721 0 34756 52629 109106

No salt pan

Jucharanda 9568 0 84 0 5141 0 14793

Kaman 0 0 0 0 151 0 151

Mori 0 50035 93 1386 51514

Nagle 0 59487 0 0 966 0 60453

Sanjay Gandhi National Park/ Tungreshwar WLS ( alignment located 153m away from Tungareshwar WLS)

Sarjamori 926 0 69860 14309 85095

Saunaghar 1740 15775 5096 0 9230 0 31841

Sanjay Gandhi National Park( alignment crossing the SGNP and will divert 14.4ha land)

Bhiwandi

Kharbhav 42344 0 4530 0 33284 80158

Kopar 0 2341 0 7766 10107

Malodi 12951 0 28277 0 59766 100994

Paye 115710 0 26028 0 54979 196717

Paygaon 16933 0 1032 0 8046 26011

2--3 Dunge 31916 0 309 0 13577 45802

Nil Kewani 15527 0 19974 0 45641 81142

3--4 Bhiwandi

Anjur 5909 0 120 0 10348 16377

Nil

Bharodi 81192 0 3608 0 18193 6620

109613

Dive 123678 0 21718

1 0

144052

484911

Kalher 50612 0 47505 0 10036

0 198477

Kasheli 104590 0 14135 0 76119 194844

0

Vadunavghar

22055 0 1781 0 9774 33610

4-11 | P a g e

Wildlife Clearance and CRZ Clearance of MMC S

ecti

on

of

MM

C

Ta

luk

a

Vill

ag

e

CRZ class wise area (in sq.m) as per CRZ Notification 2011

Sa

lt P

an

Wildlife

CR

Z-I

A

(Man

gro

ves

&

50m

Bu

ffer

)

CR

Z-I

A

(Re

se

rve

F

ore

st)

CR

Z-I

B

CR

Z-I

I

CR

Z-I

II

CR

Z-I

V

To

tal C

RZ

are

a

in s

q.m

Kalyan Bhopar 35362 0 2236 0 49462 18567

105627

4--5 0 0 0 0 0 0 0

5--6 Thane

Belonda Khar

0 0 1187 8388 9575 Karnala Bird Sanctuary( 5813m away from alignment

Kauli 0 0 0 0 367 367

Conclusion 692734 12529

7 48013

3 0

723934

25187

2047285

No salt pan

Wildlife clearance proposal submitted to Wildlife Department. Now waiting for online submission of proposal on MOEF Website due to non-submission of online forest proposal waiting for online

4.1.9 Impact on Cultural Environment

There are no archeological monument exist within the 300m either side of the proposed corridor.

However, 7 cultural properties exist along the project corridor (Table 3.18 out of them 3 temple

will be impacted due to proposed MMC project.

4.2 IMPACT ON SOCIO -ECONOMIC ENVIRONMENT

The initial social assessment survey for the project corridor has been conducted to determine the

magnitude of actual and potential impact due to proposed corridor and to ensure that social

considerations has been given adequate weightage in the selection and design of proposed

alignment. Basic idea is to minimize adverse social impacts with best possible engineering

solutions at the optimal cost.

The present social impact assessment report of proposed alignment of MMC deals with the

several objectives related to social impact at this stage in accordance with the TOR.

The main objectives of this report is to delineate the major social impact issues, identify the

potential hotspots and determine the magnitude of actual and potential impacts. It also

recommends the cost-effective measures for minimizing the adverse social impacts. The main

features and findings of this report is as follows:

4.2.1 Scope and Objectives

The Social Assessment process generally begins with screening at the time of project

identification where steps are taken from the beginning and plans/ designs/ alignments are

finalized in such a way that to the extent possible adverse impacts are avoided at the designing

stage itself and make this project people friendly. These steps are:

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Avoiding the adverse social impact at the designing stage especially while finalising the

alignments

Mitigating the adverse impacts at designing stage and construction /operation phase

Compensating the affected people/common properties and rehabilitation and resettlement

measures.

The overall objective of conducting Social Screening is to provide input of social concerns to be

dovetailed in the design and to avoid or minimize the adverse social impacts with the best

possible engineering solutions at the most optimal cost with complete co-ordination between the

engineering, environmental and social teams during the entire design process.

In brief, keeping in mind the scope and objectives of the study, the following main tasks has been

accomplished:

To highlight the need for a project;

To describe the proposed project and alternatives;

To evaluate the potential impacts of the project options on the valued ecosystem

components within the project study area;

To consult the local people, officials and experts on options and impacts in order to establish

institutional capacity;

To encourage the public participation during consultation;

To select the preferred project option and suggest mitigation plan.

4.2.2 Methodology

Social impact assessment need clear defination of the Corridor of Impact (CoI) and the Right of

Way (ROW) for establishing the extent of social impact. To achieve the target which needs

comprehensive data involves the following methodology:

Establishing the width that may include carriageway, shoulder, safety zone, borrowed areas,

etc. Determining the COI at the initial stage is important for undertaking social assessment

surveys within the defined area.

Collection of data from different agencies and sources which is already existing and

documented by them.

Thus, both primary and secondary data are required for establishing the extent of impact, which

need to be collected by administering the questionnaire for collecting information on structures,

properties, land and type of ownership and social groups etc. with the help of enumerators/

investigators and by collecting secondary data from different govt. and non- Govt. sources.

However, here the data has been collected on the basis of social survey and public consultation

as this study is restricted to only feasibility stage for which social screening survey, applying

rapid survey methods, has been conducted. The census and other related survey in details is

done only when the study require information at advance project level

The tabulated data has been summarized in tables and analyzed so that social situation

4-13 | P a g e

prevailing in the area is visualized and potential social issues are estimated. The analysis will

prove the feasibility of the project and will help in suggesting various socially viable alignment

options for engineering design and also come out with the mitigation measures to make the

project socio-economically acceptable.

The following steps have been followed in the social screening process adopted for the project:

Assessment of Socio-Economic Profile of the Project influence Area

Examination of Alignment Options

Social Screening & assessment of potential social impacts

Public Consultation

Analysis of alternatives

Identification of critical stretches

Preliminary budget for Social management

A brief discussion highlighting the methodology adopted to accomplish each of the above-

mentioned tasks is being presented in the following sub-sections.

4.2.3 Likely Loss of Properties

As per the Social Survey, it is estimated that as many as 516 existing properties are likely to be

affected by the proposed project within 99 meters ROW of the proposed carriageway. Land

Acquisition work is under progress and the actual impact will be updated on completion of LA

work. The details of properties are summarized in the Table: 4.4.

Table 4.4: Likely Loss of Properties in the Project Road

S. No. Type of Properties Total Percentage

1 Residential properties 394 76.36

2 Commercial properties 81 15.70

3 Industrial properties 14 2.71

4 Religious properties 3 0.58

4 Ponds/HP/TW 24 4.65

Total 516 100.00

Source: Social Survey

In terms of percentage, Residential property accounts 76.36%, Commercial 15.703%, Industrial

properties 2.71% and Utilities 4.65% % of all likely affected properties.

4.2.4 Type of Commercial Structures likely to be affected

There are 5 various types of commercial structures likely to be affected due to the proposed

project. As recorded in the primary data maximum numbers of commercial establishments

75.31%. The details of the commercial structures by the type of use are given in the Table 4.5.

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Table 4.5: Type of Commercial Structures Likely to be affected

Sl. No. Type of Commercial Structures No. of

Structures Percentage

1 Commercial Building 61 75.31

2 Water park 1 1.23

3 Car Parking 1 1.23

4 Hotel/Dhaba 3 3.70

5 Logistic Yards 15 18.52

Total 81 100


4.2.5 Loss of Land

Since, the proposed corridor required fresh alignment, the project would entail fresh land

acquisition of about 792 hectare for developing the proposed MMC Corridor. The additional land

would be required in around 42 villages of Palghar,Thane and Raigad districts. The proposed

land Acquisition will be made as per the “Right to Fair componsation and Transperancy in Land

Acquisiton, Rehabilitation and Ressettlement Act 2013” on this project. Since, Land Acquisition

work is in process, the accurate figure of LAvwill be updated on completeion of LA work. The

details of likely affected villages are given below.

Table 4.6: Village likely to be affected by Land Acquisition

Sr. No.

Village Sr.No Village Sl. No Village name

1 Barham Pur 16 Dongagaon 31 Motijhoni

2 Umelman 17 Kalwar 32 Digora

3 Navghar 18 Kasarvadoli 33 Saigaon

4 Rajoali 19 Anjur 34 Dapoli

5 Tihuri 20 Kopargaon 35 Dadar Para

6 Joochandra 21 Kalher 36 Dronagiri

7 Sarjja 22 Kehulidive 37 Navghar

8 Chandra

Para 23 Mankholi 38 Bhendghar

9 Khopari Parra

24 Balgaon 39 Kopta

10 Kamman

Road 25 Daptoa 40 Koproli

11 Silotar 26 Gundoli 41 Mothijuhi

12 Nagla 27 Allimghar 42 Chirner

13 Paya Gaon 28 Kolkhegaon

14 Kharbhav 29 Nadgaon

15 Barghar 30 Chindoli


4-15 | P a g e

4.2.6 Impacted Persons

It is difficult to estimate the exact number of impacted person at this stage of the project.

However, estimated figure of impacted persons has been calculated on the basis of number of

structures likely to be affected and Land to be acquired as number of families multiplied by

district level household size i.e. 5.8 persons per family. Similary, 10 families per hectres on an

averages has been considered likely to be affected by the land acquisition. This will atleast give

some rough idea of the magnitude of impact. These figure will be updated on completion of LA

work. According to the primary survey there are about 48772 project-affected persons in 8409

families likely to be impacted directly or indirectly by the project. Details of estimated impacted

persons are given in the following Table 4.7.

Table 4.7: Preliminary Project Affected peoples

Type of affect Families Population

Male Female Total

Structures 489 1493 1343 2836

Land Acquisition 7920 24181 21755 45936

Total 8409 25674 23099 48772


4.2.7 Vulnerable Households

Like project impacted persons, vulnerable persons impacted by the project has been estimated.

To arrive at this figure the district level SC and ST proportion has been considered as base. As

per 20011 census, project affected district having average 5.86% SC and 12.76% of ST of the

total population. The number of vulnerable families estimated as likely to be affected by this

project are 1740. The details of affected SC and ST population are given in following Table 4.8.

Table 4.8: Vulnerable Families/ Persons

S. No.

Category Families Persons

1 SC 493 2858

2 ST 1073 6223

Total 1740 10092


4.2.8 Religious Properties

There are 3 religious structure are likely to be affected by the proposed alignment at this stage of

the project. All the likely affected structures are Temples.

4.2.9 Type of Utilities Likely To Be Affected

In the social survey the utilities have been enumerated, which reveals that there are 24 utilities

are likely to be affected. Out of which 11 are hand pumps, 1 tube wells and 12 pounds or ponds

like water bodies are likely to be affected. The details of utilities are summarized in the Table

below 4.9.

4-16 | P a g e

Table 4.9: Type of Utilities Likely to be affected

Sl. No. Type of Utilities Number In%

1 Hand Pump 11 45.83

2 Ponds 12 50.00

2 Well 1 4.17

Total 24 100


4.2.10 Impact on Safety and Public Health Road Safety

Construction Stage

Communities inhabiting the area of impact corridor will obviously bear the brunt of discomforts

arising out of increasing pollution load during the construction stage. There will also be some

concern for them as far as safety measures are concerned. Such levels of discomfort can be

reduced with proper planning and rotation of work in different stretches of the road. However,

special attention will be given while organizing construction work particularly in and around minor

and major settlements along the project road. The impacts can be classified as:

Psychological impacts of project affected people

Migration of workers and siting of construction camps may lead to problems of sanitation.

This might also lead to transmission of communicable diseases

Discomforts arising due to air and noise pollution.

Operation Stage

The operation stage will obviously envisage both negative and positive impacts. Positive impacts

will arise from increase width of pavement on road way, more effective cross and lateral drainage

and increasing safety measures at areas of urbanization. The negative impact will ensue arise

from movement of large number of vehicles and generation of dust in the area wherever present

there is least traffic movement which are negligible. Installation of proper road safety system

through signage, barricades, crash barriers, edge posts / parapets will add to be safety of the

vehicular traffic on the stretch of the road. It may also be necessary to properly designate areas

for cross over by pedestrians, school children and cattle. All these factors are likely to

cumulatively lead to better safety of the road users and local inhabitants.

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4.3 PART-2: MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES

4.3.1 Overview

Any infrastructure development work is likely to bring in both adverse and beneficial impacts on

biophysical, socio-cultural environment of a particular. It needs to be consciously pursued to

devise measures to mitigate adverse impacts if it is not possible to avoid it. Management

measures may to a great extent help in reducing the magnitude on such impacts and to keep

them at acceptable levels keeping in view the long term sustainable development of a region on

sound environmental considerations.

Multi Model Corridor projects particularly bring in adverse impacts on pollution load of different

environmental parameters like soil, water, air, noise, and ecological resources. There will also be

impact on the socio- economic parameters of the locality resulting in displacement / dislocation /

relocation for people and properties. This may also impact sensitive areas as far as conservation

of biological resources of a particular area is concerned. Cultural properties / heritage sites may

also be affected by such project execution. However, the impacts resulting from the project have

been discussed in details in the preceding chapter and the present chapter deals with mitigation,

management and enhancement measures of different components of the environment impacted

by this project.

4.3.2 Meteorological Parameters

Whatever the little impact will be on the climate at micro level will be mitigated by way of

compensatory afforestation on double the land to be diverted and new avenue plantations to be

done at the stretches where tree covers do not exist. The tree removal resulting in loss of shade

by road users is also a temporary negative impact; such impacts will disappear with the

restoration of vegetal cover over a much larger area.

Thus the proposed construction of MMC will be a relatively localized activity, which implies that

the road and rail development will not have any significant impact on climatic condition of the

project area.

The localized short-term adverse impacts will be offset by compensatory afforestation of

vegetation and tree plantation. No other specific mitigation measures are proposed for off-setting

adverse impacts on the climate in the project area.

4.3.3 Topography

Generally Embankment height will be raised from 4-5m all along the project corridor except at

location mentioned in Table 3.9 of chapter-3 where minor bridges and VUP or Flyover

proposed.

During construction phase following restrictions should be imposed to mitigate the impact on

topography:

i. Existing vegetation including shrubs and grasses along the route (except within the strip

directly under embankment or cutting) will be properly maintained during construction

phase,

4-18 | P a g e

ii. Quarrying, borrowing and disposal of spoils will conform to applicable laws and

regulations in India (including practice followed in recent/ongoing internationally funded

road projects in India)

iii. Any work in forest area will be carried after proper permission, and care should be taken

to avoid any impact on fauna.

iv. Cutting and felling will be balanced in Forest area.

4.3.4 Geology and Soil

The proposed project is not likely to have significant impact on the existing geology, hence no

mitigation measures have been proposed

4.3.4.1 Soil Erosion Control

For most of the project corridor stretches land level is plain/flat except where proposed alignment

passes through or close to hills.. This makes such slopes less vulnerable to rill and sheet

erosion. The problem of soil erosion during the construction stage is likely to be more

pronounced along bridge/VUP-end fills, over steep banks and embankment slopes. To check soil

erosion on critical road embankment slops turfing with shrubs and grasses will be carried out, in

accordance with the recommended practice for treatment of embankment slopes for erosion

control. Soil erosion checking measures as the formation of sediment basins, slope drains, etc.,

will be carried out at construction sites. Proper side drains for the storm water from the road will

be constructed so as to avoid pooling of water near toe line of the road and combination of water

bodies

Grass turfing of exposed slopes will also reduce possibilities of erosion. Construction of

embankments in bridge approaches may be organized in dry season to avoid erosion process

setting in high embankment on bridge approaches. Grass turfing will be taken up as practice

provided in IRC: 56-1974. Apron and approaches of bridges and cross drainage structures will be

paved with suitable paving materials for prevention of erosion during heavy rains.

Control of soil erosion will also include;

To place control measures in position for prevention of sedimentation by surface run-off

during the monsoon

Sitting storage yards of excavated materials with protection measure to prevent their

movement.

4.3.4.2 Soil Contamination

Such contamination may occur because of leakage of fuel, lubricants, waste oils, bitumen,

emulsion etc for the construction and allied activities but by nature this impact will be localized.

At the various construction sites, the vehicles and equipment will be maintained and refueled in

such a fashion that oil/diesel spillage does not contaminate the soil. It will be ensured that the

fuel storage and refueling sites are kept away from drainage channels and important water

bodies.

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Construction Stage

Control measures will include:

Stripping and preservation of topsoil of Borrow areas, land acquired for temporary

diversion during construction,

Restricting the movement of Heavy machinery and construction vehicles on productive

land.

Refueling, Change of lubricants / oil and repairing to be carried at designated places

provided cemented platform and oil interceptors.

Construction of sump and provision of an impervious concrete base at all fuel, waste oil,

bitumen, emulsion etc storage yards

Use of non-toxic wastes in the project as far as possible

Measures for minimization of waste and proper collection, storage, of all solid and liquid

wastes generated

Provision of concrete platforms at parking bays

Construction of washing bays with interceptor and use of oil trays for collection of oil

spills during emergency repairs at site

Restoration of borrows areas and land used for temporary diversion by laying topsoil.

Operation Stage

Impacts are anticipated only in case of accidents involving large spills of hazardous materials

and petroleum products. This will require to be handled through the local authorities installed for

disaster management.

4.3.4.3 Compaction of Soil

To prevent the compaction of soil and the trampling of the vegetation around the construction

sites and temporary access roads, it will be ensured that the construction machinery and

equipment will move, or be stationed in the designated area. If the equipment and machinery are

operating on temporarily hired land, it will be ensured that the topsoil for agriculture remains

preserved and not destroyed by storage, material handling or any other construction related

activities. To minimize compaction of soil, all the vehicles will as far as possible, follow per-

designated routes.

4.3.4.4 Management of Soil Borrow Areas and Quarries

The quarry material will be obtained from licensed quarries, which operate with proper

environmental clearances, including clearance under the Air Act. If the contractors decide to use

quarries other quarries, they would be required to obtain material from licensed quarries only.

For the borrowing of earth for the project, borrow area locations will be identified and

recommended. However, in case of any new borrow area being selected by the contractor, it will

be ensured that no earth will be borrowed from within the ROW. If new borrow areas are

4-20 | P a g e

selected, it will be ensured by the contractor that, there will be no loss of productive soil, and that

the requisite environmental considerations are met with.

To avoid any embankment slippages, the borrow areas will not be dug continuously, and the size

and shape of borrow pits will be decided by the Supervision Consultants. The borrow pits will be

redeveloped, wherever required by creating ponds for fisheries, etc; or by leveling an elevated,

raised earth mound. If this is not possible, then excavation slopes will be smoothed and

depression will be filled in such a way that it looks more or less like the original ground surface.

Re-plantation of trees in borrows areas will also to be carried out, if required.

Precautionary measures as the covering of vehicles will be taken to avoid spillage during

transport of borrow materials. To ensure that the spills likely to result from the transport of borrow

and quarry materials do not impact the settlements, it will be ensured that the excavation and

carrying of earth will be done during day time only. The unpaved surfaces used for the haulage of

borrow materials will be maintained properly.

Mitigation for Quarries:

The following mitigation measures will be implemented.

Aggregates will be sourced only from the licensed quarry sites, complying with the

environmental and other applicable regulations,

Occupational Safety procedures/practices for the work force will be adhered in all

quarries as per law,

Quarry and crushing units will have adequate dust suppression measures like sprinkler

in work area and along approach road to quarry site,

Regular monitoring of the quarries by the supervision consultant to ensure compliances

of environmental management and monitoring,

Water tankers with suitable sprinkling system will be deployed along the haulage roads.

Water will be sprinkled regularly to suppress the airborne dust due to the dumper/truck

movement. Required frequency will be determined by the site condition.

Trucks deployed for the material transportation will be spillage proof.

Mitigation of Borrow Areas:

Impact due to borrowing soil can be significantly mitigated by the following measures:

Prior approval will be issued from the concerned authorities and all local environmental

regulations will be complied,

Within all identified borrow areas, the actual extent of area zones to be excavated will be

demarcated with signboards and the operational area will be access controlled,

Borrow operation plant and machineries will strictly conform to Central Pollution Control

Board (CPCB) noise standards;

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Provision of protective wears like earplugs will be made available to the workforce

exposed to noise level beyond the threshold limits. Rotation of personnel will be

ensured.

All operation area will be water sprinkled to control dust levels to the National Ambient

Air Quality Standards.

Opening and management of borrow areas be done as per Guidelines 5 Borrow Area

Management and Clause 111 of Road and Bridge specification of MoRTH&CC. The borrow to

the extent possible will not opened in Agricultural field, In Right of way and loss of vegetation

should be minimum. Borrow areas should be rehabilitated as per agreement and in line with

measures detailed in Guidelines V for Borrow Area management.

4.3.4.5 Seismicity

Nature and magnitude of proposed work, does not create any seismicity hence no mitigation

measures required.

4.3.5 Loss of Agriculture Land

Proposed MMC project is passing through the cultivated land, low land, mangroves areas, and

forest and built up areas. Proposed MMC project will require 40 ha. Forest land and 752 hact

non forest land (LA work is in progress on completion of that work this figure will be updated).

The acquisition of agriculture land will result little impact on agricultural production of the project

area due to change in land use pattern. All the affected persons will be compensated as per the

persisting LA law.

4.3.6 Water Environment

4.3.6.1 Impact on Surface Water Bodies

The project involves construction of nine bridges on existing canals/Drain (refer Table 3.9 of

chapter-3) and one pond is located very near to the project road (Table 3.10 of chapter-3).

Potential mitigation measures to protect water quality will include:

Use of sediment traps and minimization of soil movement

Use of oil/ water separators to extract floating oils.

Channeling run-off with high level of suspended solids into sedimentation ponds.

Proper storage of contaminated liquids and disposal after treatment to bring such liquids

within prescribed permissible limits.

Turing with grass or planting with tress of all exposed areas as soon as possible to

reduce erosion risks.

Restricting construction activities near water bodies or canals as far possible during the

dry season.

On site fueling area of vehicles and equipments will be selected away from water bodies

and should be protected by a berm to prevent run-off leaving the area.

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Construction material handling procedures e.g. storage away from water sources and

provision of retention areas to contain accidental spills of such toxic, hazardous and

Harmful construction materials like asphalt, oil and petroleum products will be prepared

and applied.

Silt fencing will be provided to prevent sediments from the construction site entering into nearby

courses. The number of silt fencing proposed is given in Table 4.10.

Table 4.10: Silt Fencing Locations

Location Water Body

13.550 Kamavadi River/Creek

16.650 Stream

18.500 Stream

26.900 Ulhas River

33.600 River

35.650 Stream

45.000 Kasadi River

52.900 Guha River

64.300 Stream

72.250 River Stream

Working within Water Courses

All precautions will be taken to prevent blockage of water channels during excavation,

foundation, piling works and construction of diversions. Such precautions will include:

Construction work for irrigation canals will be taken up only after due consultation with

stake holders

Works will be planned in a manner so as to avoid taking up foundation works during

monsoon. Such works will be scheduled for completion during the dry season.

All spoils and debris generated during construction shall be cleaned up quickly and

regularly.

Bentonite slurry pits will be located away from water bodies and after completion of piling

works such slurry pits will be disposed off away from the watercourse.

Disruption to Water Users

During construction while working on live irrigation canals or drainage or water body connected

to agriculture fields, flow may require to be stopped. In such eventuality contractor has to inform

all the downstream users well in advance about the duration of disruption in water and this will be

done in consultation with the downstream users. The construction schedule on these canals or

irrigation source is such that flow of water is not disrupted during peak irrigation time.

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Ground Water Resources

1 wells and 11 hand pumps are recorded within the proposed project corridor which is going to

be impacted by the proposed activity. Corridor of Impact will be suitably compensated.

4.3.7 Air Environment

Pre Construction Stage

Some control measures have been built into the design phase. These measures will reduce

pollution load of suspended particulate matter in particular.

Construction Stage

The Construction activities are primary responsible for dust generation whereas the operation of

the plant and machineries are responsible for emission of gaseous pollutants. The dust

dispersion can be controlled through dust suppression methods of sprinkling of water at regular

intervals. As far as gaseous pollutants from construction plant and machinery are concerned, this

can be kept under control through a the adoption of following measures:

Vehicles delivering fine materials like soil and fine aggregates shall be covered to

avoid/reduce spills on existing roads.

Batch type hot mix plants fitted with the bag filter / cyclone and scrubber will be installed

for the reduction of the air pollution.

Pollution control systems like water sprinkling and dust extractors and cover on

conveyors will be installed for the crushers.

All vehicles, equipment and machinery used for construction will be regularly maintained

to ensure that the emission levels conform to the SPCB/CPCB norms.

Air pollution monitoring plan has been delineated for construction phase separately for

checking the effectiveness of the mitigation measures adopted during the construction

phase of the Contract.

Asphalt and hot mix plants will be located at least 1000 m away from settlements and

300m from the road.

Plantation of pollution resistant species like Azadirachta indicia, Ficus bengalensis, Albizzia

lebbek, Polyalthia longifolia etc while replacing the strip plantation may help in attenuating

pollution load of gases and particulate matter.

Operation Stage

Because of smooth traffic on improved surface roads the vehicular pollution is likely to improve.

However, such beneficial impact may also be negated by substantial rise in density of vehicular

traffic at this stage because of improved connectivity of the region and resulting induced

development. To minimize impact during this particular stage, it also will be necessary to avoid

ribbon development along the road stretch. Strict monitoring of emission norms of vehicles on

this road need be enforced for appreciation of the beneficial impact. Monitoring of the air pollution

4-24 | P a g e

levels has been proposed in this stage to keep pollution levels within the prescribed limits of

CPCB / SPCB.

Table 4.11 presents a comparative account of the sources of air pollution, their impact and

mitigation measures planned as given below.

Table 4.11: Sources of Air Pollution, Impacts and Suggested Mitigation Measures

Sl. No. Sources of Air

Pollution Impacts Suggested Mitigation Measures

1.

Cutting of slopes for construction of MMC;

Transportation and tipping of cut material;

Soil erosion Transportation

of raw materials from quarries and borrow sites;

Stone crushing, handling and storage of aggregates in the asphalt plants;

Site leveling, clearing of trees, laying of asphalt, construction of bridges;

Asphalt mix plants due to mixing of aggregates with bitumen

Generation of Dust (SPM)

To ensure that crushers, batching plants and asphalt plants all are located at a distance of 500 m away in the downwind direction from the nearest human settlement;

To ensure that all precautions shall be taken to reduce the level of dust emissions from crushers, batching and asphalt plants and from transportation of other materials;

Provision of wind breaking wall around the sources of dust such as vibrating screens, conveyors, etc. should be made and regularly checked for all stone crushers used to supply material for the project;

Vehicles delivering loose and fine materials like crusher dust and soil/spoils shall be covered to reduce spills on existing roads;

The hot mix plant will be fitted with dust extraction units;

Water will be sprayed on earthworks, temporary haulage and detour roads on a regular basis. During and after compaction of the sub-grade, water will be sprayed at regular intervals to prevent dust generation;

It shall be ensured that the dust emissions from the vibrating screen and crusher at the stone quarries do not exceed the emission standards set by CPCB; and

Monthly monitoring shall be conducted at locations where earthworks or slope cutting operations shall be conducted.

An adequate cyclone/scrubber to control emissions from the stock of hot mix plants will need to be provided in the event of emissions exceeding the CPCB norms;

2.

Hot mix plants; Large

construction equipment trucks and asphalt

Generation of polluting gases including SO2, NOx and HC

All vehicles, equipment and machinery used for construction work shall be regularly maintained to ensure that the pollution emission levels conform to the CPCB norms; and

4-25 | P a g e

Sl. No. Sources of Air

Pollution Impacts Suggested Mitigation Measures

producing and paving equipment;

Movement of heavy machinery, oil tankers etc. on steep lopes shall relatively contribute towards higher emissions of gases;

Toxic gases released through the heating process during bitumen

To ensure the efficiency of the mitigation measures suggested, air quality monitoring shall be carried out at least once a month at all these locations to check as to whether the emission levels are within the norms as prescribed by CPCB.

4.3.8 Noise Environment

Construction Stage

During construction stage, noise and vibration will be significant particularly in the busy

intersections and near settlements. Mitigation of disturbing noise level will be achieved through

following measures:

All construction equipments and vehicles should be maintained in good working

condition to keep their noise level within permissible limit of CPCB/ SPCB standards

Construction camp and temporary labour sheds will be located away from the vicinity of

construction site and major traffic areas.

Stationary construction equipments will be placed at a minimum distance of 300 m. from

settlements and silence zones.

Construction activities in settlements and near by areas will be scheduled to be carried

out during the hours of the day to cause minimum discomfort to community.

Operation Stage

With the improvement of road surface after rehabilitation noise level is likely to get attenuated in

the initial years after commission. But over a period of time the increased vehicular traffic along

the stretch of road may negate such beneficial impact. The proposed raising of tree cover along

the sides of road embankment and toe with the right mix of small, medium and tall trees is likely

to attenuate noise level to acceptable limits. Provisions have been made for monitoring of noise

level during operation stage to obtain a trend to enable the proponent organization to decide on

adoption of measures like erection of sound barriers particularly to protect silence zones and

sensitive receptors if dictated by such monitoring measures. A masonry noise barrier has been

proposed around a sensitive receptor to minimize the noise impact.

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4.3.9 Construction Camp

The following criteria will guide the establishment of labour camps, offices and construction plat

sites:

These will be located at a distance of 1000m away from any major settlement or village

These will never be located at a distance of less than 1000m from surface water

sources.

Some principles as laid down here in below should be adhered to in management of these

camps:

Such camps should always be provided with a proper fence or a boundary wall.

There should be restriction on the movement of workers from the camps particularly

during the hours of the light.

Plant and machinery operation should be restricted between the hours of 6 am to 9 pm.

Under the proposed development the noise levels will be much more pronounced during

construction stage particularly around settlements and in inhabited areas. Mitigation measures as

listed in Table 4.12 shall therefore be adopted for mitigating noise levels.

Table 4.12: Sources of Noise Pollution, Impacts and Suggested Mitigation Measures

Source of Noise Pollution

Impacts Suggested Mitigation

Measures

Mobilization of heavy construction machinery; Acceleration/deceleration/gear changes by the vehicles depending on the level of congestion and smoothness of road surface; Excavation for foundations and grading of the site; Construction of structures and facilities; Crushing plants, asphalt production plants; and Loading, transportation and unloading of construction materials .

Increased Noise Levels causing discomfort to local residents and workers

All construction equipment, plants, machinery and vehicles will follow prescribed noise standards. All construction equipment used for an 8 hour shift shall conform to a standard of less than 90 dB (A); At construction sites within 150 m of human settlements, noisy construction shall be stopped between 10.00 PM and 6.00 AM; Vehicles and construction machinery shall be monitored regularly with particular attention to silencers and mufflers to maintain noise levels to minimum; Workers in the vicinity of high noise levels must wear ear plugs, helmets and should be engaged in diversified activities to prevent prolonged exposure to noise levels of more than 90 dB (A) per 8 hour shift; Hot mix plant, batching or aggregate plants shall not be located within 500 m of

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Source of Noise Pollution

Impacts Suggested Mitigation

Measures sensitive land use as schools, hospitals etc; At critical locations, especially along sensitive receptors such as hospitals and schools, noise barrier walls and mounds of various materials such as earth, concrete, wood, metal or double glazing of windows for façade insulation shall be used.

4.3.10 Facilities at workers camps

Workers camps should be provided with facilities like sanitation, shelter, canteen, health care

and day crèche.

4.3.11 Ecology

Flora

The impact has been proposed to be mitigated through planting at least 3 times the number of

trees/mangroves removed or as per instruction of state forest department. This afforestation plan

will be drawn up and executed by state forest department. This department generally consults

stakeholders while deciding on the species mix and the pattern of planting in such afforestation

projects. Sprinkling of some fruit bearing and flowering species in this afforestation plan will

enrich this region with a variety of birds in addition to restoration of all associated benefits to the

community that were lost to them during construction stage through the removal of vegetal cover.

Local grasses, shrubs, and herbs will generally reappear in all blank/barren patches in the project

corridor during the operation stage, as most of these species are pioneer colonizing ones.

Fauna

Field indicates presence of wild animal near the project corridor. Wild animal like barking

dear, mouse dear, Langur, Monkey, Rabbit, Fox, and Neelgai and birds like Flycatcher,

Robin, Shama Magpie, the Malabar Whistling Thrush, Red Vented Bulbul, Myna, Horn

Bill,

Tungreshwar WLS(0.153km), Thane and Karnala Bird Sanctuary(5.183km), Riagd)

located within the 10km radius of the project road.

Proposed project MMC traverse through Sanjay Gandhi National Park and will divert

habitat of wild animals about 14.8 ha. Of N.P land

In vicinity of sanctuary area and in Sanjay Gandhi National park both side of the of the

project corridor will be well protect to avoid any direct contact with the wild life by

boundary wall or elevated corridor with view & noise protection or protection measure

shall be taken as advised by the Wildlife Department, Maharashtra.

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Suitable no. of cross drainage structure/Wild Life/cattle underpass shall be provided for

easy movement of wildlife animals from one parts of the road/rail to other parts.

Road Safety signage like No pressure horn, Slow Drive, Wildlife Area shall be displayed

on the road.

Dense vegetation shall be grown within the ROW of bypasses to reduce the noise

intensity.

Eco sensitive Areas

Few km of proposed alignment of MMC passes through Matheran Eco sensitive areas and run in

close to the eco-sensitive zone. During construction phase no establishment of labour camp, Hot

mix plant, and quarry area selected in eco-sensitive zone.

Suitable no. of cross drainage structure/Wild Life/cattle underpass shall be provided for easy

movement of local wildlife animals from one parts of the road/rail to other parts.

Any activity will be carried in the Eco-sensitive zone after the permission from SPCB/MOEF.

Costal Regulation Zone Areas

Prior permission shall be obtained from the MOEF and State authority for the proposed work and

all the subjected measure will be followed during implementation of this project

4.3.12 Enhancement Measures

In accordance with EIA operative directives additional positive actions need be encouraged is a

part of EA process apart from remedial mitigation measures that have been proposed to adjust

the negative impact during the project. Such environment enhancements are undertaken with the

specific purpose of giving benefits to the road users and communities living along the MMC

project. Such gestures bring a lot of goodwill from the local communities and this helps to rally

support of the stakeholders in execution of the project in the fixed time frame.

4.3.12.1 Objectives

Following are the objectives of the environmental enhancement measures:

To enhance the environmental quality of the project corridor to its users,

To enhance visual quality along the corridor, and

To generate goodwill among the local community towards the project, by the

enhancement of common property resources.

The various enhancement measures proposed for the MMC project include:

Enhancement of road-side facilities viz. bus bays, truck terminals, junction development

etc.

Improvement of aesthetic qualities of the project (landscaping, selective tree plantation)

and plantation of bushes in median.

Management of existing problems (lack of shade to the slow moving traffic);

Landscaping along the project corridor;

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Improvement of the natural resources for the local population (provision of fodder, fuel

wood, etc. by careful selection of species to be planted along the road if land is

available) and,

The proposed enhancement measures are described in the following sections.

4.3.13 Natural Environment

4.3.13.1 Landscaping

Project road will be landscaped by using various techniques of soft landscapes, principally

through planting of various types of trees. Proposed plant can be categorized into trees, shrubs,

and ground covers.

4.3.13.2 Tree Plantation Schemes

Some basic norms to be followed in tree plantation scheme are:

1. Pure avenues plantation with single species (only to be) planted for a number of

kilometers (the stretch between two market places) provide harmonious and pleasing

look, and a regular and wavelike skyline. This row of trees forms the first and innermost

line.

2. There is a remarkable coordination between the topography, shape of tree and sky.

Accordingly the umbrella-like acacias and Gulmohars and semi-umbrella like Neem,

Shisham, and Arjun are admirably suited to the flat nature of the country.

3. Selections of tree species in outer rows (where multiple rows are to be grown) were

considered from economic point of view. Therefore, trees that provide fuel and fruit as

well as small timber for agricultural implements have been suggested. Some fuel and

small timber producing trees include babul, acacia; the fruit producing trees are varieties

of Mango,

4. The plantation of trees according to different densities may be:

Replantation: trees having girth less than 900mm.

Sparse plantation: one linear row of trees plantation

Medium density plantation: Two rows of tree plantation with the flowering shrub

plantation

Dense plantation: More than two rows of tree plantation with dense shrubs.

4.3.13.3 Criteria for selection of tree species

The planting type was decided based on their requirement and feasibility at various sites along

the project corridors. Physical growth characteristics of trees, like form and shape, foliage and

rooting characteristics, growth rate, canopy type and branching pattern were the major criteria in

the selection of plantation type and density. From climatologically point of view, elimination of

solar glare during low elevations of the sun was considered in the design decisions. Water table

depths helped in the choice of plant material from the point of their survival rate after plantation.

In a tropical country like India, where the temperature during summer months may rise up to a

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maximum of 460C or more, the ‘shade’ is of greatest value to the travellers. Following are criteria

for selection of species to be planted along the road at different locations.

In stretches where the soil is largely alkaline, some salt-resistant varieties like Shisham,

babul, Neem, Kikar, and Siris have been selected.

In stretches where water logging occurs, on both sides of the road, the selection of tree

species should be from amongst the moisture loving trees, for example, Eucalyptus, etc.

Some of the trees like Pipal, Jamun (Syzygium Jambolana) have very week wood and

break easily in a wind storm. As a result, after the storm, roads become blocked and

traffic is stopped for a long time. Such trees are unsuitable for roadside avenues and

should only be planted in outer rows.

Near market places and congested areas, the trees known for behaving as ‘pollution

sink’ have been proposed. Though, trees in general absorb the pollutants, filter the air

from pollutants, and act as noise barrier, but some trees like Neem (Azadirachta Indica),

Mango (Mangifera Indica), Ashok (Polyalthia Longifolia), Ficus Retura, Pakur (Ficus

Infectoria), Shisham (Dalbergia Sisso), Imli (Tamarindus Indica), Mahua (Bassia

Latifolia) can do it in a better way.

Near sensitive areas like schools and hospitals, tall trees with thick canopies can create

a wind screen through which the air can be filtered and the noise levels be considerably

reduced. Some such trees are Ashok (Polyalthia Longifolia), Putranjiva Roxburghii etc.

Thorny trees like Acacia Arabica and Ber (Zizyphus jujuba) should be avoided since their

thorns are a nuisance for the pneumatic tiers of motor vehicles.

In order to prevent glare from the headlights of incoming vehicles, various kinds of

shrubs and low-heights trees are proposed in the median. The objective is to prevent

glare without blocking vision. Some recommended species are: Casuarina (Casurina

equisetifolia), Chandani (Tabernemontana), Kachnar (Bauhinia Purpurea), Plumeria

Rubra, Plumeria Alba, Hamelia Patens, Thespesia Populnea, Jackaranda Mimosaefolia,

Kaner (Thevetia Nerifolia), etc.

On the basis of the above criteria, the tree species recommended for landscaping of the road

have been described in Table 4.13.

Table 4.13: Trees recommended for plantation along Project Road

Species of plants / Bushes / Herbs Minimum No. of

Rows

Distance from the edge of Carriage

Way (m) Botanical Name Local Name

Mangifera indica Mango 2 (Depends upon the availability of space)

As per standards prescribed by Ministry of Road Transport &

Highways

Azadirachta Indica Neem 2 -do-

Eucalyptus Atriodora Globulus

Eucalyptus Only where stagnant

water exists -do-

Bouhunia Pupuria Kanchan 3 -do-

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Species of plants / Bushes / Herbs Minimum No. of

Rows

Distance from the edge of Carriage

Way (m) Botanical Name Local Name

Tamarindus indica Imli 2 -do-

Ficus Bengalensis Bargad 2 -do-

Delonix regia Gulmohar 2 -do-

Dalbergia sisso Shisham 2 -do-

Ficus religiosa Pipal 2 -do-

Acacia arabica Babul 3 -do-

Bauhinia Variegata Kachnar 2 -do-

Under Growth and Edges along Clear Zone

The clear zone along various corridors is of varied nature depending upon the different

embankment heights. Some areas have slight gradients that need intensive stone pitching

treatment. In order to increase the structural stability of this type of treatments, plant materials

such as shrubs and ground covers have been introduced in the interstices. They have been

used with emphasis on their rooting characteristics so that they help in binding the stone pitching

treatments. In areas of high water table or water logging, special emphasis has been given on

the selection of plant materials that can survive in moist conditions.

Developing herbal cover and turfing with grasses reduces the degree of soil erosion. The most

important grasses recommended at the outmost boundary of the RoW include Khas, Kans and

Sarpat. The Khas has an added advantage since its roots produce the scented oil used in

perfumeries. Small cottage industries of perfumery can be developed in certain areas if such

planting is carefully implemented

4.3.14 Road Safety

Design Stage

Safety of road users, particularly pedestrians, given due consideration at this particular stage.

Both sides of the MMC will have pavements for use by pedestrians. In addition to this keeping

view the safety of vehicular traffic on approaches to bridges the road is being constructed into

5x5lane with rail.

Construction Stage

For provision of required safety precaution traffic management plan will be prepared and

implemented during construction in accordance of IRC: SP: 55 (Guidelines on Safety in Road

Construction Zones). During the process of construction bridges over the canals appropriate

route diversion signage and management of traffic detours will be implemented.

4.3.14.1 Health/ Safety Measures for Labours

First Aid boxes with first aid leaflets will be placed at all work places and at least four sets in the

each construction camp. Some of the workers will be given first aid training to treat some of the

emergencies at the working zones and at auxiliary sites. Arrangements with nearby health

centers and local doctors will be made for treating injuries, which needs attention of specialist

4-32 | P a g e

doctors. During the construction phase, workers will be provided personal protective equipment

based on the nature of the work. Personal protective equipment will include:

Safety glasses for protection of eyes

Face Shields and Masks for protection of face and nose

Helmets and Safety shoes for protection of Head and Feet

Gloves, Vests and Earplugs for protection of Hand/Arms, Bodies and Hearing

4.3.14.2 Traffic Safety Plans

Design Stage

If required, service road will be provided along the road to segregate the local traffic from the

project road.

Construction Stage

All required safety precautions and traffic management plans will be prepared and implemented

during construction in accordance with the IRC: SP: 55 (Guidelines of Safety in road construction

zones) will be followed. There will be conscious effort to ensure that the road users and the

communities near the work site suffer minimal discomfort during the construction phase of

different stretches of the road. A suitable Traffic Management Plan will be prepared especially for

construction sites and bridge locations and their approaches.

4.3.15 Cultural Environment

The proposed construction of MMC project will involve relocation of 7 cultural properties (refer

Annexure3.18). The cost of such relocation has been provided for in the RAP. The impact of

private property is very minimal and a suitable compensation package has been designed in the

RAP to compensate for the loss / relocation of such properties. As far as the Project Affected

Households and the Project Affected Families are concerned, a suitable package for

compensating their losses has been provided in the Resettlement Action Plan (RAP).

4.3.16 R&R and Land Acquisition Cost

R&R-cum-Land Acquisition cost would only be work out on receive of Actual Land Acquisition

(Private) data along with their classification and approved entitlement matrix. It is pertain to

mention that to work out the actual R&R cost it is mandatory to know the actual impact on likely

affected properties to know the displacement and survival ratio of structures in post project

scenario. The Land acquisition is under progress by the consultant hired by the MMRDA and on

completion of work detailed R&R Cost will be prepare on the basis of approved entitle matrix.

The project MMC will in general have beneficial impact on socio- economic front both locally and

regionally through improved better and safer connectivity of the project area with markets located

in the state adjoining areas. But there will be also some adverse impacts resulting from

i. Resettlement of People

ii. Relocation of community structures

iii. Acquisition of land and structures

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iv. Influx of Construction Workers

4.3.17 Institutional Arrangement

4.3.17.1 General

The Monitoring and Evaluation are critical activities in implementation of the Project. Monitoring

involves periodic checking to ascertain whether activities are going according to plan or not. It

provides the necessary feedback for project management to ensure project objectives are met

and on schedule. The reporting system is based on accountability to ensure that the

Environmental Management Plan is implemented.

This chapter summarizes the institutional arrangements, reporting system arrangements and

training details for the implementation of the environmental management plan.

4.3.17.2 Existing Institutional Arrangements

Existing Institutional Capacity in MMRDA

The Mumbai Metropolitan Regional Development Authority (MMRDA), a nodal agency for

development of infrastructure projects in the in the Mumbai Area. On behalf of Government of

Maharashtra, MMRRDA is entrusted to develop MMC from Navghar to Chirner. The project will

be either by EPC or Public Private Partnership (PPP) venture pattern.

The Chief Engineer, MMRDA will responsible for the successful implementation of the Project.

Executive Engineers and his supporting staff as Employers representatives nominated for the

project are responsible for the implementation of the Projects under his division.

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TABLE OF CONTENTS

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

5.1 LONG TERM SCENARIO “WITH” AND “WITHOUT” PROJECT .............................................. 5-1

5.2 OVERALL ANALYSIS OF PROJECT IMPACT ......................................................................... 5-3

5.3 ALTERNATIVE METHODS OF CONSTRUCTION ................................................................... 5-4

5.3.1 Alignment selection ...................................................................................................... 5-7

LIST OF TABLES

Table 5.1: “With” and “Without” Project Scenarios. ................................................................................ 5-1

Table 5.2: Quantitative analysis of overall project impact ...................................................................... 5-6

Table 5.3: Cost Comparison with Merits and Demerits of Three Alternatives ........................................ 5-8

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CHAPTER - 5: ANALYSIS OF ALTERNATIVES

The analysis of alternative is a documented illustration/evidence to show and ensure that final

decisions taken are;

In accordance with the project objectives

In compliance with the country laws, policies and legal requirements

To confirm that the project is actually needed and not imposed on the State

Not to lead any major loss or destruction to natural resources either directly or indirectly

To confirm that the implementation of the project will not lead to any major crisis or conflict in

the community during construction phase

To confirm that the Public/Government financial resources are not worn out for wrong

projects/infrastructural works without the consideration of views of the stakeholders

To confirm that no individual and biased approach (for example implementation of a personal

ambition using public money in a secretive manner) from the responsible implementing

official/s has taken place

In accordance with the actual requirements of the country and people.

In sub-sequence section, analysis of alternatives for the project is discussed. The section begins

with an analysis of the likely resulting scenario “with” and “without” the project. This is based on

a quantitative analysis of overall impacts using the Delphi Technique. Various engineering

alternatives for the methods of construction are then considered – this involves analysis of the

environmental, social, engineering, economic and institutional implications of each option.

5.1 LONG TERM SCENARIO “WITH” AND “WITHOUT” PROJECT

Qualitative analysis of the long-term scenarios likely to occur “with” and “without” project scenario

is provided in Table 5.1. The “with” project scenarios will, however, only occur only if the

recommendations provided in Chapter 4 for the construction stage are followed and all

construction activities are carried out according to principles of Environment Friendly Road

Construction..

Table 5.1: “With” and “Without” Project Scenarios.

Scenario type Long-Term Scenario “With” Project Long-Term Scenario

“Without” Project

Environment

Physical Environment

Atmosphere and Climate

Travel time and traffic congestion will reduce as a result of 4-laning of highway. Overall, a lower or similar level of air pollution. No change in climatic condition

Congested road will consume more travel time and will increase air pollution. No change in climatic condition

Topography and Soils

Significant change in topography and no impact on existing soil conditions, however, better road will reduce soil erosion and dust Landscaping along the highway will also enhance the esthetic beauty of the area

As it is

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Geology and Seismology

No Impact

No change and possibly some deterioration in problems due to naturally weak geological conditions.

Water Bodies and Drainage

Improved drainage due to improvement in drainage structures and facilities

No changes in present problems associated with inadequate drainage.

Ecological Environment

Flora

About 1200 trees and plants exist in proposed ROW of project corridor which are going to be affected by the proposed activity. It will change the micro level environment of the area. However, through compensatory afforestation @ 1:3or as per the instruction of the forest department will again improve the greenery of the area but it will take some time. 14.8 ha land and 5135 trees going to be affected in SGNP.

No change in vegetation and number of trees.

No change in present land use

Fauna

Increase disturbance and chances of illegal hunting during construction period which will be minimized by the patrolling of forest department proposed MMC construction. After construction of MMC side fencing/netting will be carried out in National Park area which will improve positively.

Continued, and possibly increased disturbance to the fauna. Increased disturbance and chances of illegal hunting due to overall traffic growth on existing roads.

CRZ Some mangrove are going to be affected No change

Agricultural Land

About 725ha agricultural land will be involved for the proposed project MMC.

No change in present land use

Social and Cultural Environment

Social and Cultural

Environment

Increased comfort and safety while traveling. Improved business environment for those living along the project road-increased passing trade from generated traffic and reduced transportation costs for imports and exports of the area.

Traveling may increase time, thereby transportation costs will increase. Reductions in comfort and safety due to congestion and deterioration in highway condition. Business opportunities remain largely the same as before.

Connectivity Improve the connectivity between various proposed growth center

No change

Institutional Requirements

Training of PIU

Training will need to be provided to relevant PIU officials to improve their environmental monitoring capacity during and after project construction. More staff will need to be recruited at the PIU office to enable smooth flow of all paperwork with regard to implementation of environmental policies and regulations.

No institutional strengthening is required.

Economic Situation

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Financial Implications

Higher capital costs for using Environmental Friendly techniques for proposed MMC. Costs will also be incurred for training of PIU officials. Lower vehicle operating costs associated with smoother riding surfaces and shorter travel times.

No capital costs. However, increasing road maintenance and vehicle operating costs as road deteriorates and as travel times increase.

Induced development

Surrounding the project induced development will take place

No chage

Overall

Long term improved social and environmental conditions but an increase in expenses for project activities during the course of project construction.

Small deteriorations in environmental conditions, no increase in economic opportunities and increased expenses associated with maintenance.

The project should lead to an overall improvement in environmental and social conditions. It is,

nevertheless important to use environmentally friendly road construction techniques.

5.2 OVERALL ANALYSIS OF PROJECT IMPACT

A quantitative analysis of the impact of all construction activities on various environmental, social,

institutional and economic factors is provided in matrix format in Table 5.2. A quantitative

estimate of overall total impact is also provided.

Various environmental, social, institutional and economic parameters are weighted as to their

perceived importance and within a total of 1,000. The weights are professional judgments

concerning: (i) the importance of baseline conditions; and (ii) the factors themselves.

Scores ranging from -5 to 0 to 5 were given to the presumed level of impact from each of nine

construction activities and an average calculated. A positive number indicates a positive impact

and a negative number, a negative impact – “0” indicates no impact. The criteria for awarding

scores are expanded below:

Score1 Level of Impact

5 Permanent positive impact

4 Major long term positive impacts

3 Significant positive impacts

2 Short term positive impacts

1 Minimal positive impacts

0 No impact

-1 Minimal negative impacts

-2 Significant reversible short term impacts

-3 Significant irreversible impacts

1 The Delphi Technique was used assign the scores relating to the likely impact of each parameter on each category of activity. The Delphi Technique is a process of refining the opinions of a group of people, who are representative of various disciplines, background and/or different points of view. The Delphi process is the synthesis of professional judgment and an interactive way of determining the impact of project activities.

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-4 Major long term reversible impacts

-5 Permanent negative impact

The “Total Impact Score” = “Weightage Applied to Each Factor” x “Average Score against

Each Construction Activity”

Different overall “Total Impact Scores” may be deemed to imply the following and to lead to the

recommendations alongside:

> 400 Permanent positive impacts. Project highly recommended.

300 – 400 Major long term positive Impacts. Project highly recommended.

200 – 300 Long and short term positive impacts and negative but reversible

impacts. Control measures are needed. Project recommended.

100 – 200 significant positive impacts and mostly reversible negative impacts.

0 – 100 Positive and negative impacts closely balanced – an alternate project

site might be considered.

-ve Positive and negative impacts closely balanced - permanent irreversible

negative impacts may be occurring and an alternative project may need

to be considered.

The overall total impact score for the project MMC is 123.3 and the project might, thus, be

characterized as having, generally significant, positive and, mostly reversible, negative impacts.

The project is recommended but the adoption of mitigation measures is crucial in order to avoid

adverse negative impacts.

5.3 ALTERNATIVE METHODS OF CONSTRUCTION

All methods except those involving heating with firewood are acceptable. However the quality of

work should be good. Seepage of water through the pavement and causing damage to the

underlying base courses needs to be prevented. Such will cause a rapid deterioration in

structural strength and riding quality, resulting in higher vehicle operating costs, longer travel

times and more emissions. Bitumen emulsion should be used wherever possible

The key recommendations for each type of engineering or construction parameter are:

1. Pavement:

- Use paving methods and bitumen types according to economic and engineering needs and

the engineering suitability of the road.

- All methods of paving, except those involving heating with firewood, are acceptable.

However the quality of work should be good. Seepage of water through the pavement and

causing damage to the underlying base courses needs to be prevented. Such will cause a

rapid deterioration in structural strength and riding quality, resulting in higher vehicle

operating costs, longer travel times and more emissions. Bitumen emulsion should be used

wherever possible.

- Detailed design engineers, supervisory engineers and contractors should be aware of, or

5-5 | P a g e

made aware of, the suitability of each method of pavement construction and the behaviour of

different types of bitumen under varying climatic, traffic and other road conditions.

2. Highway Side Drainage and Drain Alternative

The road side drainage is ensured by three alternatives/forms, these are decided keeping in

view of the land use along the corridors, economical aspects for the over all project cost, the

three types of drain that was used was as follows:

i) Trapezoidal Drain

This drain section is used in plain and or flat areas where the embankment heights are

shallow; this drain is normally unlined and would require regular maintenance by means of

cleaning regularly.

ii) V-Shaped Drain

This drain is provided normally in the cut slopes located in hilly and rolling terrain, this drain

is of lined in nature. Predominant lengths in hilly areas are provided with this type of drain.

iii) Covered Drain

The locations, which are highly built up and it has been anticipated with pedestrian

movements; covered drains with side walk has been proposed. In the locations where the

drains out lets are not available the covered footpath with side walk has been proposed.

Construction option

- Drains lined with cement mortar should be used. This will minimise damage to the road

from leakages and should minimise total costs.

- Cross drainage structures should be designed to accommodate and support the

expected water flows.

3. Way Side Amenities-Alternative

The consultants have studied requirement of various way side amenities which includes the

following:

Bus bays

Rain Shelter

Parking Areas

4. Retaining Wall Location

Based on the designed alignment and on the basis of the topographic surveys results, with

the location where the normal hill slopes can not be used due to the topographic conditions,

consultants have adopted the retaining wall alternative. Normally the Stone Masonry with

Plum concrete was used for the retaining wall as it is being practiced in the various States.

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Table 5.2: Quantitative analysis of overall project impact

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A Physical Environment

1 Atmosphere and Climate 30 0 -2 1 -1 0 -2 0 -2 0 -1 0 -2 0 0 0 -1 0 -1 -1.2 -36.7

2 Topography and Soils 200 0 -2 3 -3 0 -2 0 0 3 0 0 0 0 -2 2 -1 0 0 -0.2 -44.4

3 Geology and Seismology 20 0 -1 0 0 0 -2 0 0 0 0 0 0 0 0 0 -1 0 0 -0.4 -8.9

4 Water bodies and Drainage 100 0 -1 1 -1 0 0 0 1 5 0 1 -1 0 -2 0 -1 0 -1 0.1 11.1

B Ecological Environment

1 Flora 100 0 -4 3 -4 0 0 0 -2 0 0 0 0 0 -2 0 0 0 -1 -1.1 -111.1

2 Fauna 100 0 -4 0 -3 0 -2 0 -2 0 0 0 -1 0 -2 0 -2 3 -1 -1.6 -155.6

3 Protected Areas 50 0 -1 0 0 0 -2 0 0 0 0 0 0 0 -1 0 0 0 -1 -0.6 -27.8

4 Aquatic Ecology 20 0 -1 1 -1 0 -1 0 -1 3 0 0 -1 0 -1 0 -1 0 -1 -0.4 -8.9

C Social and Cultural Environment

1 Community environment 20 0 -1 1 -1 0 -2 0 0 1 0 0 -1 0 -2 0 -1 0 -1 -0.8 -15.6

2 Social issues (health, disagreement etc.) 30 0 0 0 0 0 0 0 -2 0 0 0 -1 0 -2 0 -1 3 -1 -0.4 -13.3

3 Employment and Income 80 2 0 2 0 2 0 2 0 2 0 2 0 2 0 2 0 3 1.9 151.1

4 Benefits to travelers 100 3 -1 2 0 0 -1 0 0 4 0 5 -1 0 0 0 0 5 0 1.4 144.4

D Institutional Requirements 50 0 0 0 -2 0 -2 0 0 0 0 0 0 0 0 0 0 3 0 -0.1 -5.6

E Overall economic benefits 100 2 0 2 0 2 0 2 0 2 0 2 0 2 0 5 0 5 0 2.4 244.4

TOTAL 1000 123.3

5-7 | P a g e

5.3.1 Alignment selection

Alignment selection was carried out on the basis of evaluation of various alternatives for each

option. Both qualitatively and quantitatively evaluation has been done for various factors

influencing the selection process. These factors can be broadly grouped under main heads

such as geometrics, cost, economic benefits and social and environmental impacts. The

qualitative evaluation rates the alternative as less desirable, desirable, more desirable and

most desirable against each factor. The factors that were considered for qualitative

comparison are:

(i) Land availability.

(ii) Effect on residential/commercial buildings.

(iii) Ponds affected.

(iv) Religious structures affected.

(v) Flora and fauna affected.

(vi) Long term utility.

(vii) Environmental Quality.

(viii) Ecological sensitive area (WL/NP/ESZ/BS/RF/PF/CRZ)

(ix) Critically notified polluted area

Similarly quantitative evaluation was done for the following factors:

i) Route length.

ii) Number of sharp horizontal curves.

iii) Length of agricultural land affected.

iv) Length of barren land affected.

v) Length of residential land affected.

vi) Length of commercial land affected.

vii) Number of road crossings.

viii) Number of river/canal crossings.

ix) Pucca / Kutcha - commercial / residential structures affected.

x) Telephone/Electric poles to be shifted.

5-8 | P a g e

The alignment alternative with the best rating has been selected.

Table 5.3: Cost Comparison with Merits and Demerits of Three Alternatives

Sl. No.

Alignment Alternative-1 Alternative-2 Alternative-3

1 Route

Proposed alignment of MMC start from Junction of NH-8 and Diva Vasai Rail Line near Navghar and passes through Dunge – Kalher – Kasheli – Anjurdive – Kopar – Dombivali – Hedutane – Kolkhe – JNPT Road and end at Chirner (near Indian Oil Tanking)

It also start from Junction of NH-8 and Diva Vasai Rail Line near Navghar passes through Dunge, Kalher, Kasheli, Anjurdive, Alimghar, Karavle, Sangtoli, Nere, Kolkhe Dhutum and finally end at Chirner (near Indian Oil Tanking)

It also start from Junction of NH-8 and Diva Vasai Rail Line near Navghar passes through Dunge, Kalher, Kasheli, Anjur, Bharodi, Ayare, Nere, Nandivali, Bhopar, Nilje, Kon, JNPT Road and finally end at Chirner (Indian Oil Tanking)

2

Length (km)

80 Km 85 Km 83 Km

3

Alignment feature (Engineering view point)

Navghar – Kolkhe section passes through Green Field area. Kolkhe – Chirner section passes near to NH 4B. Sound strata available except near creek area. Features: Flyover/Elevated Structure 19.1 Km Major Bridges 17 nos Minor Bridges Nos 13 Interchange Nos 10 Tunnels Km 3.02

Navghar – Kolkhe section passes through Green Field area. Kolkhe – Chirner section passes near to NH 4B. Sound strata available except near creek area. Features: Flyover/Elevated Structure 19.8 Km Major Bridges, 22 Nos Minor Bridges 18 Nos Interchange 11 Nos Tunnels Km 3.32

Navghar – Kolkhe section passes through Green Field area. Kolkhe – Chirner section passes near to NH 4B. Sound strata available except near creek area. Features: Flyover/Elevated Structure 19.5 Km Major Bridges, 20 Nos Minor Bridges 15Nos Interchange 11 Nos Tunnels Km 3.32

4 Geometric feature of alignment

Linear geometry – easy and economical to construct. Appropriate for Rail geometry.

Curvaceous geometry – Intricate and expensive to construct. Inappropriate for Rail geometry

Curvaceous geometry – Intricate and expensive to construct. Inappropriate for Rail geometry

5 Environmental

Forest area

Passes through protected forest/Reserve Forest at length of 5.2 km and will divert 51.4 Ha forest land.

Passes through protected forest/Reserve Forest at length of 6.0 km and will divert 59.4 Ha forest land.

Passes through protected forest/Reserve Forest at length of 6.7 km and will divert 66 Ha forest land.

National Park

Passes through Sanjay Gandhi National Park at two locations. Total 14.4 ha forest land belongs to National Park to be diverted.

Passes through Sanjay Gandhi National Park at two locations. Total 13 ha forest land belongs to National Park to be diverted.

Passes through Sanjay Gandhi National Park at two locations. Total 13ha forest land belongs to National Park to be diverted.

Wildlife Sanctuary

One wildlife Sanctuary and one Bird Sanctuary located within the 10km radius of the project road. Minimum distance of the Sanctuaries boundary from proposed alignment are as Tungareshwar Wildlife Sanctuary 153 m

One wildlife Sanctuary and one Bird Sanctuary located within the 10km radius of the project road. Minimum distance of the Sanctuaries boundary from this alignment are as Tungareshwar Wildlife Sanctuary 73m

One wildlife Sanctuary and one Bird Sanctuary located within the 10km radius of the project road. Minimum distance of the Sanctuaries boundary from this alignment are as Tungareshwar Wildlife Sanctuary 73m km away

5-9 | P a g e

Sl. No.

Alignment Alternative-1 Alternative-2 Alternative-3

Karnala Bird Sanctuary 5813m

Karnala Bird Sanctuary 6825m

from the proposed alignment Karnala Bird Sanctuary 6237m away from the proposed alignment

Eco-sensitive zone

Matheran Eco – sensitive zone is fall under the 10km radius of the project and is located 361m away from the proposed MMC alignment

This alternative alignment passes through Matheran Eco – sensitive zone. For length of 2319m

This alternative alignment passes through Matheran Eco – sensitive zone. For length of 2319m

CRZ area Crosses Ulhas river for 2 km All along Creek of Ulhas river for 8 Km.

Crosses Ulhas river and partly along the creek for 4 Km

6 Social / R&R

725 Ha of agricultural / Forest Land Structures along the road intersection are affected About 180 structures are affected

797 Ha of agricultural / forest Land Structures along the road intersection are affected About 250 structures are affected

817 Ha of agricultural / forest land Structures in villages and along the cross road are affected, More than 400 structures are affected

7 Project cost 9326 Crores 10798 Crores 11064 Crores

8 Conclusion Accepted Not Accepted Not Accepted

i | P a g e

TABLE OF CONTENTS

CHAPTER - 6: ENVIRONMENTAL MONITORING PROGRAM ........................................................... 6-1

6.1 AMBIENT AIR QUALITY MONITORING (AAQM) ............................................................ 6-1

6.2 WATER QUALITY MONITORING .................................................................................... 6-2

6.3 NOISE QUALITY MONITORING ..................................................................................... 6-7

6.4 ENVIRONMENTAL MONITORING PLAN ........................................................................ 6-7

LIST OF TABLES

Table 6.1: National Ambient Air Quality Standards ............................................................................... 6-2

Table 6.2: Primary Water Quality Standards ........................................................................................ 6-3

Table 6.3: Indian Standard Drinking Water Specifications: IS 10500: 1991 .......................................... 6-4

Table 6.4: National Ambient Noise Quality Standards .......................................................................... 6-7

Table 6.5: Environmental Monitoring Plan ............................................................................................ 6-8

6-1 | P a g e

CHAPTER - 6: ENVIRONMENTAL MONITORING PROGRAM

The purpose of the monitoring programme is to ensure that the envisaged purpose of the project

is achieved and results in desired benefits to the target population. To ensure the effective

implementation of the EMP, it is essential that an effective monitoring program be designed and

carried out. Monitoring ascertains whether agreed and required actions have been implemented

as stipulated in the EMP. The environmental monitoring programmer provides such information

based on which management decision may be taken during construction and operational phases.

It provides basis for evaluating the efficiency of mitigation and enhancement measures and

suggest further actions that need to be taken to achieve the desired effect.

The monitoring includes:

Visual observations;

Selection of environmental parameters at specific locations;

Sampling and regular testing of these parameters.

Objectives

The Objectives of environmental monitoring programme are:

Evaluation of the efficiency of mitigation and enhancement measures;

Updating of the actions and impacts of baseline data;

Adoption of additional mitigation measures if the present measures are insufficient;

Generating the data, which may be incorporated in environmental management plan in future

projects.

Methodology

Monitoring methodology covers the following key aspects:

Components to be monitored;

Parameters for monitoring of the above components;

Monitoring frequency;

Monitoring standards;

Responsibilities for monitoring;

Monitoring costs.

Environmental monitoring of the parameters involved and the threshold limits specified are

discussed below:

6.1 AMBIENT AIR QUALITY MONITORING (AAQM)

The air quality parameters viz. Sulphur Dioxide (SO2), Oxides of Nitrogen (NOX), Carbon

Monoxide (CO), Hydro-Carbons (HC), Particulate Matter (PM10) and Particulate Matter (PM2.5)

shall be monitored(regularly, seasonal-24 hours) at identified locations from the start of the

6-2 | P a g e

construction activity. The air quality parameters shall be monitored in accordance with the

National Ambient Air Quality Standards as given in Table 6.1. The location, duration and the

pollution parameters to be monitored and the responsible institutional arrangements are detailed

out in the Environmental Monitoring Plan Table 6.5.

Table 6.1: National Ambient Air Quality Standards

Pollutants Time weighted

Prescribed limits (Industrial/Residential, Rural and other

area)

Prescribed limits

(Ecologically Sensitive Area

notified by Central Govt.)

Method of Measurement

Sulphur Dioxide (SO2)

Annual* 50 µg/m3 20µg/m3 Improved West and

Gaeke method

24 hours** 80 µg/m3 80µg/m3 Ultraviolet

fluorescence

Oxides of Nitrogen (NOx)

Annual 40µg/m3 30µg/m3 Jacob and

Hochheiser modified (Na-Arsenite)

24 hours** 80 µg/m3 80µg/m3 Gas phase

Chemiluminescence Carbon

Monoxide (CO) 8

hours** 2mg/m3 2mg/m3

Non dispersive infrared spectroscopy

1

Hour 4mg/m3 4mg/m3

Lead (Pb) Annual* 0.50µg/m3 0.50 µg/m3 AAS Method 24 hours after sampling using EPM 2000 or

equivalent filter paper 24 hours** 1 µg/m3 1µg/m3

Respirable Particulate

(RPM) – Size l0 µm

Annual* 60 µg/m3 60 µg/m3 ----

24 hours** 100µg/m3 100 µg/m3 Repirable Particulate

sampler,TOEM

Respirable Particulate

Matter – size less than 2.5

µm

Annual* 40 µg/m3 40µg/m3

TOEM 24 hours** 60 µg/m3 60 µg/m3

* Average Arithmetic mean of minimum 104 measurements in a year taken for a week 24 hourly

at uniform interval.

** 24 hourly/8hourly values should meet 98 percent of the time in a year.

(Source: National Ambient Air Quality Standards, CPCB Notification dated 18th November 2009)

6.2 WATER QUALITY MONITORING

Water quality parameters such as PH, BOD, COD, DO coli form count, total suspended solids,

total dissolved solids, lead, Cadmium, Zinc etc. shall be monitored at all identified locations

during the construction stage as per standards prescribed by Central Pollution Control Board and

Indian Standard Drinking water specifications IS 10500 -1991, presented in Table 6.2 and Table

6.3 respectively. The location, duration and the pollution parameters to be monitored and the

responsible institutional arrangements are detailed out in the Environmental Monitoring Plan

Table 6.5.

6-3 | P a g e

Table 6.2: Primary Water Quality Standards

Sl. No.

Designated Best Use Class of Water

Criteria

1 Drinking Water source

(with conventional treatment)

A

1. Total Coliforms MPN/100 ml shall be 50 or less

2. pH between 6.5 to 8.5 3. Dissolved Oxygen 6 mg / l or more 4. Biochemical Oxygen demand (BOD) 5

days 200C 2mg/l or less

2 Outdoor bathing

(organized) B


2. pH between 6.5 to 8.5 3. Dissolved Oxygen 5 mg / l or more 4. Biochemical Oxygen demand (BOD) 5

days 200C 3mg/l or less

3. Drinking Water source (without conventional

treatment) C


2. pH between 6 to 9 3. Dissolved Oxygen 4 mg / l or more 4. Biochemical Oxygen demand (BOD) 5

days 200C 3 mg/l or less

4. Propagation of Wildlife D 1. pH between 6.5 to 8.5 for fisheries 2. Dissolved Oxygen 4 mg / l or more 3. Free Ammonia (as N) l.2 mg/l or less

5. Irrigation, Industrial Cooling, Controlled

Waste E

1. pH between 6.0 to 8.5 2. Electrical Conductivity at 250 C

µmhos/cm Max. 2250 3. Sodium absorption ration Max. 26 4. Boron, Max.2 mg/l

Ref: CPCB (l999). Bio-mapping of rivers. Parivesh New Letter, 5 (iv), Central Pollution Control Board, Delhi, PP.20

6-4 | P a g e

Table 6.3: Indian Standard Drinking Water Specifications: IS 10500: 1991

Sl. No.

Substance or Characteristics

Requirement (desirable limit)

Undesirable effect outside the desirable limit

Permissible limit in the absence of alternate source

Methods of test (ref. To IS)

Remarks

Essential Characteristics

1. Colour, Hazen Units, Max.

5 Above 5, consumer acceptance decreases

25 3025 (part4) 1983 Extended to 25 only if toxic substances, in absence of alternate sources.

2. Odour Unobjectionable - - 3025 (parts 5): 1984

A test cold and when heated Test at several dilution

3. Taste Agreeable - - 3025 (part 8): 1984

Test to be conducted only after safety has been established

4. Turbidity NTU, Max. 5 Above 5, consumer acceptance decreases

10 3025 (part 7): 1984

5 PH value 6.5 to 8.5 Beyond this range the water will not effect the mucous membrane and /or water supply system

No relaxation 3025 (part 11): 1984

6. Total hardness (as CaCo3) mg/l, Max.

300 Encrustation in water supply structures an adverse effect on domestic use

600 3025 (part 21): 1983

7. Iron (as Fe) mg /l Max. 0.3

Beyond this limit taste/appearance are affected has adverse effect on domestic uses and water supply structures and promotes iron bacteria

1.0 3025 (part 21): 1983

8. Chlorides (as CI) mg/l Max.

250 Beyond this limit, taste corrosion and palatability are affected

1000 3025 (part 32): 1988

9. Residual, free chloride, mg/l Min.

0.2 3025 (part 26): 1986

To be applicable only when water is chlorinated. Tested at consumer end. When protection against viral infection is required, it should be Min. 0.5 mg/l

Desirable characteristics

l. Dissolved solids mg/l Max.

500 Beyond the palatability decreases and may cause gastro intestinal irritation

2000 3025 (part 16): 1986

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Sl. No.






Remarks

2. Calcium (as Ca) mg/l Max.

75 Encrustation in water supply structure and adverse effects on domestic use

200 3025 (Part 16) 1986

3. Magnesium (as Mg) mg/l, Max.

30 Encrustation in water supply structure and adverse effects on domestic use

1.5 16,33,34 of IS 3025: l964

4. Copper (as Cu) mg/l Max.

0.05 Beyond taste, discoloration of pipes, fitting and utensils will be caused beyond this

0.3 35 of 3025: 1964

5. Manganese (as Mn) mg/l, Max.

Beyond this limit taste/appearance are affected, has adverse effect on domestic uses and water supply structures.

0.3 35 of 3025: 1964

6. Sulphate (as 200 So2), mg/l, Max.

200 Beyond this causes gastro intestinal irritation when magnesium or sodium are present

400 3025(part 24):l986 May b extended up to 400 provided ( as Mg) does not exceed 30

7. Nitrate (as No2) mg/l, Max.

45 Beyond this methamoglobunemia take place

100 3025 (part24): 1988

To be tested when pollution is suspected

8 Fluoride (as F) mg/l, Max.

1.0 Fluoride may be kept as low as possible. High fluoride may cause fluorosis

1.5 23of 3025:1964 To be tested when pollution is suspected

9 Phenolic compounds (as C6H5OH) mg/l, Max.

0.001 Beyond this it may cause objectionable taste and odour

0.002 54of 3025:1964 To be tested when pollution is suspected

10 Mercury (as Hg) mg/l, Max.

0.001 Beyond this the water becomes toxic

No relaxation (See not mercury ion analyzes)


11 Cadmium (as cd), mg/l, Max.


No relaxation (See note) To be tested when pollution is suspected

12 Selenium, (as Se). mg/l, Max.


No relaxation 28of 3025:1964 To be tested when pollution is suspected

13 Arsenic (As) mg/l, Max.


No relaxation 3025 (part 37); 1988


14 Cyanide (as CN) mg/l, Max.


No relaxation 3025 (part 27) 1988


6-6 | P a g e

Sl. No.






Remarks

15 Lead (as Pb), mg/l, Max.


No relaxation (See note) To be tested when pollution is suspected

16 Zinc (as Zn) mg/l, Max.

5

Beyond this limit it can cause astringent taste and an opalescence taste and an opalescence in water

15 39 of 3025:l964 To be tested when pollution is suspected

17 Anionic detergents (as MBAS) mg/l, Max.

0.2 Beyond this it can cause a light froth in water

1.0 Methylene-blue extraction method


18 Chromium (as Cr6+) mg/l, Max.

0.05 May be carcinogenic above this limit

No relaxation 38 of 3025:l964 To be tested when pollution is suspected

19 Poly nuclear aromatic hydro carbons (as PAH) mg/l, Max.

- May be carcinogenic above this limit

- - -

20 Mineral oil mg/l, Max. 0.01 Beyond this limit undesirable taste and odour after chlorination take place.

0.03 Gas Chromatography method

-

21 Pesticides mg/l, Max. Absent Toxic 0.001 - -

22 Radioactive material - - - 58of 3025:1964 -

23 Alpha emitter’s bq/l, Max.

- - 0.1 - -

24 Beta emitter’s pci/l, Max.

- - 1 - -

25 Aluminum (as Al) mg/l, Max.

200 Beyond this limit taste becomes unpleasant

600 13of3025: 1964 -

26 Aluminum (as Al) mg/l, Max.

0.03 Cumulate effect is reported to cause dementia

0.2 31of 025: 1964 -

27 Boron mg/l, Max. 1.0 - 5 29of3029: 1964 -

Source: Indian Standard Drinking Water Specification – IS 10500, 1991

6-7 | P a g e

6.3 NOISE QUALITY MONITORING

As with air and water quality, the noise levels shall be monitored at already designated locations

in accordance with the Ambient Noise Quality standards given in Table 6.4 below. The location,

duration and the noise pollution parameters to be monitored and the responsible institutional

arrangements are detailed in the Environmental Monitoring Plan Table 6.5

Table 6.4: National Ambient Noise Quality Standards

Sl. No. Area Code Category of Zone Limit Leq in dB (A)

*Day **Night

1 A Industrial 75 70

2 B Commercial 65 55

3 C Residential 55 45

4 D Silence Zone 50 40

* Day Time – 6.00 am – 9.00 pm (l5 hours)

** Night Time – 9.00 pm – 6.00 am (9 hours)

6.4 ENVIRONMENTAL MONITORING PLAN

Monitoring plan for various performance indicators for construction and monitoring stages is

summarized in Table 6.5.

6-8 | P a g e

Table 6.5: Environmental Monitoring Plan

Env. Component

Project Stage

Monitoring Institutional Responsibility

Parameters Special

Guidance Standards Location Frequency Duration

Implementation

Supervision

Air

Construction Stage

PM10,PM2.5, SO2, NOX, CO, HC

Respirable Dust sampler to be located 50 m from the hot mix plant in the downwind direction. Use method specified by CPCB for analysis

Air (P&CP) Act,1981 and its amendment

Hot mix Plant / Batching Plant

Seven locations Quarterly for three years

Continuous 24 hours or for 1 full working day.

Contractor through

approved monitoring

agency

P I U, MMRDA

Construction Stage

PM10,PM2.5

Respirable Dust Sampler to be located 40 m from the earthworks site downwind direction. Use method specified by CPCB for analysis

Air (P&CP) Act, 1981 and its amendment.

Stretch of the MMC where construction is in progress at the site

Seven locations, thrice in a year for three years

Continuous 24 hours or for 1 full working day

Contractor through

approved monitoring

agency

P I U, MMRDA

Operational Stage

PM10,PM2.5, SO2, NOX, CO, HC

Respirable Dust Sampler to be located 50m from the plant in the downwind direction. Use method specified by CPCB for analysis

Air(P&CP) Act,1981 and its amendment

At locations as listed in Chapter 3 (Table 3.5) Air quality locations or as specified by the EO-IC/ P I U/ MMRDA

Three times in a year for one year at Seven locations

Continuous 24 hours or for 1 full working day

P I U, MMRDA

P I U, MMRDA

6-9 | P a g e

Env. Component

Project Stage


Parameters Special


Implementation

Supervision

Water Quality

Construction Stage

PH, BOD, COD, TDS, TSS, DO, Oil & Grease and Pb

Grab sample collected from source and analyze as per Standard Methods for Examination of Water and Wastewater

Water quality standards by CPCB

As in Chapter 3 (Table 3.12) or other locations identified by the independent consultant

End of summer before the onset of monsoon every year for 3 years

-

Contractor through

approved monitoring

agency

P I U, MMRDA

Operation Stage

Flooding and Cleaning of drains/water bodies

Flooding locations to be identified and choked drains, water bodies under going siltation and subject to debris disposal should be monitored under cleaning operations

Water quality standards of CPCB and cleaning shall be to the satisfaction of the engineer P I U, MMRDA

At locations as listed in Chapter 3 (Table 3.12) or as specified by the EO-IC /P I U, MMRDA

Thrice in monsoon and post-monsoon seasons in a year for 1 year

- P I U,

MMRDA P I U, MMRDA

Noise Levels Construction Stage

Noise levels on dB (A) scale

Free field at 1 m from the equipment whose noise levels are being determined

Noise standards by CPCB

At equipment yards

Seven locations, thrice in a year for three years, as required by the engineer

Reading to be taken at 15 seconds interval for 15 minutes every hour and then averaged

Contractor through

approved monitoring

agency

P I U, MMRDA

6-10 | P a g e

Env. Component

Project Stage


Parameters Special


Implementation

Supervision

Operation Stage

Noise levels on dB (A) scale

Equivalent Noise levels using an integrated noise level meter kept at a distance of 15 m from edge of Pavement

Noise standards by CPCB

As directed by the Engineer (At maximum 4 locations)

Seven locations, thrice a year for 1 years during the construction period

Readings to be taken at 15 seconds interval for 15 minutes every hour and then averaged.

P I U, MMRDA

P I U, MMRDA

Soil Erosion

Construction Stage

Turbidity in Storm Water Silt load in ponds, water courses

----

As specified by the engineer P I U, MMRDA), Water quality standards

As specified by the engineer P I U, MMRDA Independent Consultant, all along the project corridor

Seven locations ,Pre-monsoon and post-monsoon seasons for 3 years

---- Contractor P I U, MMRDA

Operational Stage

Turbidity in Storm Water Silt load in ponds, water courses

----

As specified by the engineer P I U, MMRDA / Water quality standards

As specified by the engineer P I U, MMRDA / Independent consultant, all along the project corridor

Seven locations Three times a year for one year

---- P I U,

MMRDA P I U, MMRDA

Plantation of trees

Construction as well as Operational Stage

75% Plant Survival

The success of tree planting. Rate of survival after six months, one

-

All along the project corridor(in acquired land)

Maintenance for three to five years after plantation

-

NGO, and P I U,

MMRDA P I U, MMRDA

6-11 | P a g e

Env. Component

Project Stage


Parameters Special


Implementation

Supervision

year and 18 months in relation to total planted

Construction Sites and Construction Camps

Construction Stage

Monitoring of: Storage Area Drainage Arrangements Sanitation in Construction Camps

The parameters as mentioned in chapter-3 and Guidelines 01, 02 but to be checked for adequacy.

To the satisfaction of the P I U, MMRDA and the Water quality standards given by CPCB

At storage area and construction camps

Quarterly in the construction stage

---- Contractor P I U, MMRDA

Operation and Maintenance (OM)

Air OM SPM,RSPM, SO2,NOX

As mentioned in Construction phase

As mentioned in Construction phase

Only Specific location

Half yearly MMRDA MMRDA

Water OM pH,BOD,COD SS,Heavy Metals

do do do do do do

Noise OM Level (dB) do do do do do do

Trees Planted OM Survival Rate do do do Quarterly do do

7-i | P a g e

TABLE OF CONTENTS

CHAPTER- 7: ADDITIONAL STUDIES ................................................................................................. 7-1

7.1 PUBLIC CONSULTATION ......................................................................................................... 7-1

7.1.1 Identification of Stakeholders ........................................................................................ 7-2

7.1.2 Planning For Consultation ............................................................................................. 7-2

7.1.3 Consultation during Feasibility Stage ............................................................................ 7-3

7.1.4 Structured Consultation with Stakeholders ................................................................... 7-5

7.1.5 Consultation Mechanism: Developing Sense of Ownership .......................................... 7-5

7.1.6 Role and Responsibilities Identified During Consultation .............................................. 7-5

7.1.7 Strategies for Continued Consultation........................................................................... 7-6

7.1.8 Lessons Learnt from Consultation and Suggested Framework for Social Management 7-7

7.2 RISK ASSESSMENT ................................................................................................................. 7-8

7.3 DISASTER MANAGEMENT PLAN ............................................................................................ 7-8

7.3.1 Types of Disaster Causing Interruption to Metro Train Services ................................... 7-9

7.3.2 Classification of mergencies ......................................................................................... 7-9

7.3.3 Potential Mergencies .................................................................................................. 7-10

7.3.4 Categorization of Emergency ...................................................................................... 7-10

7.3.5 Scenarios .................................................................................................................... 7-11

7.3.6 Response Organization .............................................................................................. 7-12

7.3.7 District Disaster Management Authority ...................................................................... 7-15

LIST OF TABLES

Table 7.1: Planning and Present Status of Consultation .................................................................... 7-2

Table 7.2: Role and Responsibilities Identified after Consultation ..................................................... 7-5

7-1 | P a g e

CHAPTER- 7: ADDITIONAL STUDIES

7.1 PUBLIC CONSULTATION

Stake holder consultation and participation is an integral part of the environmental and social

impact assessment and management process. The stake holders of a project include;

Affected persons/communities (on either side of the project corridor),

Institutional stakeholders such as PCB, local bodies, water resources department,

environmental department, Industrial (mining & geology) department, Forest, district

administration and wildlife department etc.

Non-governmental institutions like NGOs.

Conducting consultations at micro-level (e.g. project level along the corridor) and macro-level

(e.g. District/State level institutional consultations) is to help the planners to integrate the short

term and long term requirements of the Local, State, Regional and National goals in to the

planning process. The State, National and Regional goals are generally set by the legislations

and policies in the various human actions by controlling or limiting the activities in order to reduce

and nullify the adverse impact generated by infrastructure projects like multi transportation

system. The quality of MMC design does not limit itself in to just the engineering requirements of

the product but should integrate the quality assurance in the process, product and services as

well. In that process the benefits accrued due to the project implementation multiply many fold

and the general appreciation from all sections of the society would be largely vibrant positive.

The various players directly or indirectly involved in the process, product and services are design

and supervision consultants (engineers and other professionals) contractors (who actually build

the Highway and Railways).

The proposed Multi Model Corridor (MM) from Navghar to Chirner, requires active participation of

the people in issues related to land acquisition preferably through negotiation, and adverse

impact of construction of MMC on high embankment in terms of accessibility, bifurcation of

village land and parcel of land of a farmer. More often suggestion, opinion given by the people

improves technical and economic efficiency of the project, suggested improvements proposal of

the people also generates sense of ownership within communities thus eases implementation as

well as operation and management.

During the project preparation stage, the consultant has conducted consultation focusing on

impact of loss of fertile agricultural land and suitable methodology to arrive out realistic market

prices, compensation for other assets which are otherwise not under the purview of LA Act,

alternative source of livelihood of the people, impact of loss of accessibility and way to find out

solution etc. The consultant has also attempted to develop strategies for continued consultation

during construction and post construction stages. The sustained communication strategies during

project cycle will suggest corrective measures to project output. Following sections also illustrate

efforts undertaken by the project preparation team to involve stakeholders in project planning

such as identification of stakeholders, planning for consultation at different stages, future

communication strategies for sustainable community capacity building and ensuring people

about their involvement during project cycle.

7.1.1 Identification of Stakeholders

While conducting regular meeting with Mumbai Metropolitan Development Authority (MMRDA),

Engineers (Government of Maharashtra), Divisional Forest Officials, Wildlife Warden and

Revenue Officials for proposed MMC. The consultant has identified following important

Stakeholders for this project while doing field level studies.

Primary Stakeholders (Main stakeholders)

Potential PAPs, Forest Department, Wildlife department, and Revenue department

Secondary Stakeholders (Other stakeholders)

MMRDA engineers Forest Officials Wildlife Warden Pollution Control Board Field level MMRDA Engineers, Groups of affected persons; Village representatives like Sarpanch and members, Village level health workers, Patwaris Local voluntary organizations like NGOs; State AIDS Control Society representatives Other project stakeholders such as official of line Department

7.1.2 Planning For Consultation

The consultation mechanism has been planned in stages at each level of project preparation.

While village level and Tehsil level consultation is already initiated and other consultation is

planned during course of preparation Resettlement Plan. One of the features of present

consultation programme is have continued involvement of MMRDA and concern stake holders.

The consultation strategies and Planning have been discussed below.

Table 7.1: Planning and Present Status of Consultation

Stakeholders Level of

Consultation Start

Stages Future course

PAPs, community, Women groups, NGOs and

other vulnerable groups like ST & SC

Village level EIA

preparation Started, Contd…

MMRDA Officials at the Field At Bridge and Road

Division EIA

preparation First round completed

Forest Official, Wild life and CRZ officials

Range officers, DFO, In charge Wild Life warden and CCF, State CRZ athority

EIA preparation

Forest & Wild life land

diversion and joint inspection

in progress District Officials of line

Department, such as Revenue Authority, Forest, CRZ & Wild

life, Land Acquisition

District level EIA

preparation In progress

PSACS and its PSU, Social welfare Board,

State level EIA

preparation In progress

The above mentioned planning of consultation have been done after having understood the

mechanism of execution of project especially LA, Forest, CRZ and Wild life clearance issues,

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methodologies to be adopted for matter related compensation etc. The planning will envisage

future course of stakeholder’s involvement.

7.1.2.1 Type of Consultations

Various type of consultations carried out during the investigations include;

One to one meetings with affected communities

Focus group meetings with a group or section of communities

Consultation with stakeholder institutions

At project level (e.g. DFO, Forest Range Officer, Wildlife Warden and Panchayat

pradhans and members)

At State level (PCB)

CRZ Authority

One to one meetings are generally held with a few members of local communities. These

consultations sometimes focus on one or more specific issues for example saving of trees along

the proposed corridor. Wherever possible such types of consultations were generally held with

informed people. Informed people are those members of the local communities who in their past

had a thorough experience and has geographic, political and general knowledge about the

country and requirements of the communities.

Focus group meetings are usually conducted with a sample section of the community generally

with a good representation from the affected communities. Such meetings usually provided

substantial information about the community concerns.

Further, stake holder institutions were consulted at project level (e.g. DFOs, Forest Range Officer

etc), wildlife officer and also at State level (PCB & CRZ etc).

Formal and informal Local consultations

A number of formal and informal consultations have been carried out as a part of the project

preparation. During the formal consultations which are very important; minutes of meetings

(MOM) were also prepared. Since meetings with DFOs & wild life wardens are crucial to

implement the forest regulations, all meetings with DFOs & Wild life warden have been noted.

The informal consultations are usually held informally with officials to understand the institutional

concerns at a given specific location for example issue related to a section of the project road.

7.1.3 Consultation during Feasibility Stage

At the feasibility stage of the project preparation, consultation at individual level, in groups and

focused group discussions in the villages, were held. The consultation mechanism devised to

ensure that people are consulted; their project related opinion are gathered, opinion and

preferences about project related engineering inputs are shared with the community and

outcome of consultation has been recorded. Following steps have been initiated to have better

communication of the project.

7.1.3.1 Information Dissemination

While doing social assessment survey the consultant has conducted information dissemination

along the project route in following manner.

Potential project affected families of the affected were inform about the proposed widening of

the highway.

Pictorial Methods and to explain about improvement proposals like location of underpasses,

cart crossing for the affected villages,

Information dissemination through pamphlet among the villagers explaining feature of

proposed widening (4-laning) of highway.

People are requested to gather at common places such as places of panchayat, Gramsabha and

resource person of project preparation team explaining about the project using board and

markers.

INFORMATION DISSEMINATION ABOUT PROPOSED MULTI MODEL CORRIDOR (NAVGHAR

TO CHIRNER) (leaflet) MUMBAI METROPOLITAN DEVELOPMENT AUTHORITY

MMRDA, Government of Maharashtra through has planned to Multi Model Corridor from Navghar to Chirner, by providing better quality and safer roads/metro rail to the users in sustainable manner. Some of the basic features of Mumbai Multi Model Corridor project are: This project will have good quality of 8-lane express with 4 lane service road with Metro Rail

facility in median. Provision of underpasses and overpasses at important location for safe movement Land acquisition mainly through mutual negotiation. Resettlement and Rehabilitation will be done as per National Policy on rehabilitation and

resettlement. Felling of trees and diversion of forest land Traffic safety will be on priority in present road planning. HIV/AIDS awareness will be part of social planning under the project.

The people should suggest about the project Improved MMC planning Role of Elected member (PRIs) in planning and Implementation especially in consent award Areas of conflict of the project Location of underpasses and overpasses Major junction where accidents occur frequently and require grade separators and service roads Management of drainage

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Felling of trees within the ROW of MMC, Diversion of forest land within the ROW of MMC. Option of compensation (Cash or replacement of properties like in place of commercial structure

only commercial structure) Avoid diversion of Wildlife area

7.1.4 Structured Consultation with Stakeholders

Structured consultation with important stakeholders whose involvement is very much important

for successful and smooth implementation of the project has been considered important.

Generally the consultations are being organized at pre-decided dates and venues. Issues related

to projects are being put on record for future project planning and incorporation of suggestions in

detailed (technical) report preparation. For this purpose the project preparation team had series

of consultation with these stakeholders and future consultation is also planned. Following table

describes issues raised and suggestion given by the people in these meetings. This is to ensure

findings of consultation as an input of project planning and to establish feedback mechanism.

7.1.5 Consultation Mechanism: Developing Sense of Ownership

As mentioned in earlier section, consultation mechanism has given weightage to the local elected

representatives of PRIs. Since, these members are key for successful and fruitful consultation

and later on important stakeholders for the implementation of LA through consent award. These

PRIs representatives have certified some of the consultation. This has given a basis how they

are becoming part of the project planning. Second round of the consultation particularly with

these PRIs with specific issues is expected to produce results in terms of agreement reached on

consent award, Loss of irrigation pipe line etc. However, pro-active involvement will be ensured

by organizing more round of consultation with these stakeholders during implementation stage is

done.

7.1.6 Role and Responsibilities Identified During Consultation

Important related issues concerning LA, R&R and EIA and responsibilities of officials and

expected benefits has been envisaged in the following section.

Table 7.2: Role and Responsibilities Identified after Consultation

Stakeholders Roles and Responsibility Expected Benefit for the

Project

Potential Project Affected Persons, Project affected groups, Project Affected Communities, Host population (if any)

Participate in formal and informal public meeting,

Raise critical issues relevant to the project,

Suggest location of underpasses

Suggest need for road safety issues

Methodologies for agreement on compensation and assistance

Suggest methodologies for continued participation in project cycle

Easing implementation. Incorporation of good

practices (From long term memories of the people) of the past in project design.

Planning for road safety issues.

Community Capacity building and developing sense of ownership of the project.

Engineers –MMRDA

Land Acquisition Forest Clearance & Wild life

Ease implementation People oriented planning

Stakeholders Roles and Responsibility Expected Benefit for the

Project Clearance

Participate in Public meetings Participate in Tahsil and

District Level Meeting

Ensured public cooperation Determination of market

value

Forest Official/PCB/wildlife/ CRZ

Enumeration of trees within the Row of MMC

Identification of eco sensitive hot spots(if any)

Scrutiny of application form for forest clearance

Permission for tree cutting Salvaging/Auctioning of trees Land Diversion and NOC from

wild life NOC under air and water

prevention Act CRZ mapping & clearance

Faster Forest and wildlife Clearance for the project

Transfer of Forest Land will become easier

Achievement of Sustainable development goal

Land Acquisition Officials

Authentication of existing 4(1) notification

Ensure availability of land for construction of MMC

Timely evacuation of Corridor

Speedy and timely land acquisition

Line Department Officials (Irrigation, Telephone, Municipalities, Panchayat)

Permission to acquire land from irrigation department, PHED,

Estimates for Utilities Dovetailing Government

schemes

Eases implementation

NGOs/CBOs Self Help Group, Water User Association PRIs. ORWs

Ensure public participation in project preparation and implementation,

Assist MMRDA and Government for dovetailing Government schemes for income generation schemes

Public are informed Opinion and preferences

are known Easy to develop

community capacity development plan.

7.1.7 Strategies for Continued Consultation

The consultation will be continued as the project enters in the implementation stage. Several

additional rounds of consultations with PAPs will be done through NGOs involvement during

Resettlement Plan implementation. These consultations during implementation will involve

agreements on compensation and assistance options and entitlement package preferably under

consent award. The other round of consultation will take place when possession of acquired land

is transferred from the PAFs to the requiring body.

The following set of activities will be pursued for effective implementation of Social/

Environmental Management Plan.

1. For the benefit of the community in general and PAPs in particular, Resettlement Plan will be

translated in Marathi and will be made available at local public offices for easy access for

information.

2. Key features of the entitlements under consent award as well as under the provision of LA

Act will be displayed in billboards of the affected villages.

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3. Together with the Land Acquisition Expert, the PIU will conduct information dissemination

sessions and solicit the help of the local community/religious leaders and encourage the

participation of the PAPs in the implementation.

4. Focus attention will be made for people who lose their entire land or become small farmer or

marginal farmer; this will be ensured that their needs are specifically taken into

consideration.

5. The Land Acquisition Expert involved in the implementation Resettlement Plan will organize

public meetings, and will appraise the communities about the progress in the implementation

of project works.

6. The Land Acquisition Expert will organize public meetings to inform the community about the

payment and assistance paid to the community under the project. Regular update of the

resettlement program will be placed for public display at MMRDA offices.

7. Participation of PAPs will also be ensured through their involvements in various local

committees such as, committees for consent award, District committees, and Grievance

Redress Committee etc.

7.1.8 Lessons Learnt from Consultation and Suggested Framework for Social Management

7.1.8.1 Issues of Compensation

Following the Right to Fare Compensation and Transparency in Land Acquisition, Rehabilitation

and Resettlement Act 2013, PAPs will receive compensation at replacement value. In order to

help PAFs in their economic rehabilitation process consent award should be preferred. MMRDA

should devise a mechanism in such a manner that compensation at true market value is given to

the land owner as compensation and rehabilitation package for the loss of accessibility under

social exaction cost as per the persisting law.

7.1.8.2 Implementation Framework

Implementation of RAP entirely will be done by the MMRDA with the help of Administrator or the

nominated competent authority. However, MMRDA will have very limited capacity of handling

issue of LA and R&R. Therefore, it is suggested that RAP should be implemented with the help

of facilitating NGOs.

7.1.8.3 Community Properties Resources (CPRs) Enhancement

Regarding community properties enhancement, village community is willing to come forward to

cooperate with MMRDA in the enhancement of religious properties. This is learnt from

consultation that generally CPRs do not receive due attention during construction as a result

actual enhancement do not take place. Therefore, project authority should plan for alternative

implementation arrangement or strengthen its periodic monitoring of physical and financial

progress of such enhancement.

7.1.8.4 Issues of Tree Cutting

Proposed MMC alignment will traverses through agricultural land, low land areas, mangroves,

forests & wild life national park and eco sensitive zone. The embankment height at most of

stretches will be raised so that accident could be avoided or minimized. People have suggested

to plant local species of tree along the stretches so that damage to environment could be

minimized. Even people have suggested to plant herbs and canopy building trees at the along

the corridor.

7.1.8.5 Compensatory Afforestation

As per the provision of Forest Dept., Government of Maharashtra, compensatory afforestation

will be done on land equal to thrice of affected Forest and Mangroves area. Community during

consultation has suggested that the compensatory afforestation should be carried out in

consultation with the community and selection of tree should provide shelter to the people

(Canopy building trees) and fruit bearing trees.

7.1.8.6 Monitoring Plan and Training

Information collected during environment (air quality, water quality and other parameters) survey

and consultation with key stakeholders suggests periodic monitoring plan should be gauged by

considering specific but limited number of environmental parameters. Therefore, Monitoring

strategies for the project should devise a specific plan. Training and capacity building component

of environmental team should be part of consolidated training program of MMRDA and budgeted

in training and institutional component of the project.

7.2 RISK ASSESSMENT

The objectives of carrying out Risk Assessment Study for any project is to study the risk involving

hazardous chemicals and their consequences. Present project does not create any hazardous

chemicals which will create risk to the human as well as environmental health. All efforts will be

made to preserve trees including evaluation of minor design adjustments/ alternatives to save

trees. Specific attention will be given for protecting giant trees, and locally important trees

(religiously important etc.).

Tree cutting is to proceed only after all the legal requirements including attaining of In-principle

and Formal Tree felling and forest land diversion permission from Forest Dept. under Forest

Conservation Act, 1980. A clearance from the Forest Dept. and subsequently a written order is

issued to the Contractor.

All environmental impact associated with the project which will be either avoid or minimized

during planning stage if it is not possible then it will be compensated suitably, so that project will

become eco-friendly.

7.3 DISASTER MANAGEMENT PLAN

India is prone to a large number of natural as well as man-made disasters. Disasters disrupt

progress and destroy the hard-earned fruits of painstaking developmental efforts in quest for

progress. Considering the consequences of past disasters priority has been given to preventive,

mitigation and preparedness measures. Preparation of Disaster Management Plan (DMP) is a

part of it.

Disasters can be due to human error or to rough weather conditions, they can cause serious

injuries, loss of lives, and extensive damages to property and equipment. Most of the time

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disasters arise with no warning and sometimes they may not be controlled. The first few minutes

determines the effectiveness of the emergency plan. Dealing with an emergency situation may

require external aid. The quickest and well prepared the response is, the less likely there will be

serious damages. Emergency planning enables to reduce the thinking time and thus permit to

decrease the potentiality of damages. Emergency plans and equipment may never be used but

they are essential. The key objectives of the disaster management plan are:

Provide the framework for an integrated multi-agency crisis response to a significant disaster

incident within the MMC

Clarify specific roles and responsibilities

Safest possible environment during the resolution of the incident

Reduce the adverse impacts of an emergency incident on personal, business and the

general community

Provide a management framework for the sub plans and associated specific response plan

Provide continued education review and testing.

7.3.1 Types of Disaster Causing Interruption to Metro Train Services

Human/Equipment failure:

The following disasters/ accidents may be caused by human/equipment failure, which may affect

normal movement of train and road transport services with loss of life or property or both.

Collision and Road Accident

Derailment

Fire in vehicle and Train/ at Station/ with in ROW

Natural Calamities:

• Landslide

• Earth quake

• Flood

Sabotage:

• Terrorist Attack

• Setting fire to train/railway installations and railway property

• Bomb blasts

• Placing of obstructions on track to cause disruption to traffic

• Tampering with railway fittings to cause accidents

• Release of Chemical or Biological Gas in trains, stations, tunnel

7.3.2 Classification of mergencies

In an emergency situation defining the level of risk is the initial step. Classifying emergencies

enable to understand quickly what is likely to happen and to what extent the emergency plans

will be driven. The nature of the emergency refers as if it is a man-made disaster or a natural

one and the level of an emergency refers to the intensity of potential damages.

7.3.3 Potential Mergencies

The potential emergencies likely to occur in a project area include:

� Nature 1: Natural Disasters and Calamities � Nature 2: Man-Made Disasters

� Flood � Cyclone � Coastal hazards:

erosion/storm surge/tidal waves/swell waves

� Earthquakes � Tsunami

� Fire and Explosion � Major release of flammable/toxic chemical or gases � Person falling in harbor water � Collapse of lifting appliances � War and terrorism � Industrial unrest � Oil Spill,

7.3.4 Categorization of Emergency

Any emergency situation has to be first categorized as an onsite emergency or an offsite

emergency, the difference being that the effects of the onsite emergency are confined within

the premises while those of an offsite emergency spill over beyond the port premises or

even beyond the project site premises. Thus, the onsite and offsite emergency plans are

detailed below:

7.3.4.1 Onsite & Offsite Emergency Plans

These plans would have the following components:

Components of an Onsite Emergency Plan

Components of an offsite emergency plan

� Formulation of Disaster Management

Plan and Emergency Services � Organization Structure � Roles and Responsibilities of Emergency

Teams � Communication � Emergency Control Centre Alarm Systems & Assembly Points Mutual Aid Scheme Onsite Emergency Plan and

Rehearsals Spillage & Contingency Plan Formulation of Disaster

Management Plan for Cyclones

� Identification of location of hazardous or dangerous substances, personnel and emergency control rooms

� Technical information such as chemical andphysical properties, dangers, etc. Background information, past accidents, control techniques and effects of hazardous materials of relevance

� Identification of facilities and transport routes for toxicmaterials Contact for further advice such as meteorological

information, transport, temporary food and accommodation, first aid and hospital services, water, etc.

Establishing communication links including firefightingmaterials, damage control and repair items

Detailing emergency response procedures Notification to public at large Evacuation arrangements Press / media handling Addressing longer term environmental cleanup t for further advice such as meteorological information,

7.3.4.2 Onsite Emergency Plan (Formulation of DMP and Emergency Services)

The assessment of the risks and hazards leads either to improvements being made at the

installation in the form, for example, of additional safeguards or better procedures, or the

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decision being taken that the risk is sufficiently small to be accepted. The DMP must be

related to the final assessment and it is the responsibility of the MMC management to

formulate it. The plan will include the following elements.

Assessment of the magnitude and nature of the events foreseen and the probability of

their occurrence

o Formulation of the plan and liaison with outside authorities, including the emergency services

o Procedures for raising the alarm and communication both within and outside the port

o Appointment of key personnel and their duties and responsibilities (organizational structure)

o Emergency Control Centre

o Action on site and Action off site

7.3.5 Scenarios

Coastal flooding: Coastal flooding occurs when high tides, combine with low barometric

pressure and high winds. During the south west monsoon heavy rainfall and flood are more

likely to occur.

Cyclonic storms: Storms vary in size and intensity, in severe situation port operations

should be interrupted. High winds are particularly hazardous.

Earthquake: Project area falls under earthquake zone III which corresponds to a magnitude of

6.5 or more on the Richter scale. That means that the risk of earthquake and its

consequences are non- negligible. Buildings and facilities construction must be designed to

minimize the consequences of an earthquake.

Tsunami: The phenomenon Tsunami is a series of travelling ocean waves of extremely long

length generated primarily by Submarine earthquakes. Tsunami has already occurred in the

southern coast (Tamilnadu and Kerala) and thus may likely to occur again. Nevertheless,

Tsunamis are unexpected and unpredictable but are a rare natural phenomenon. Mumbai lies

on the western coast of India by the bank of Arabian Sea. Mumbai is made from the group

of seven islands and is thus referred to as the Island city. MMC may also get impacted by

the Tsunami.

Fire and explosion: A fire incident is described as the destruction or partial destruction by

fire of a building or its contents. In metro there are a lot of sources of fire ignition because of

the presence of wooden facilities and inflammable substances. A fire spread can be very

fast, to confine the fire to manageable limits the reaction must be very quick. Fire can also

accrue due to road accident and sparking in running vehicle may also cause serious

causalities.

Collapse of lifting appliances, buildings, sheds: Road and Metro construction include

the intervention of a lot of lifting and heavy appliances, which can collapse under man-made

error or rough weather condition. The managers are trained to respond to this problem. They

should monitor all safety measures necessary and coordinate response with other authorities

if necessary.

Transportation Accidents: Transportation mishaps could endanger human lives, lead to

chemical spills, fires, explosions and other problems. These emergencies may call for special

operations such as evacuation and rescue. Usually transportation incidents affect only

relatively small areas and involve only a small number of people.

Terrorist attack and Bomb threat: Due to political climate, emotional and psychological

stresses that exist, terrorist acts could happen anywhere at any time. Bomb threats are the

majority of the time false threat, however the threat itself is a crime and appropriate action

should be taken to provide safety of employee.

7.3.6 Response Organization

7.3.6.1 General Action Plan

The primary role of the emergency response organization should be to determine the degree

to which the emergency action plan should be activated, to coordinate the response and to

assess the consequences. We can define three or four phases that composed an emergency

action plan regarding the fact that there had been or not a warning.

First phase: Planning and preparedness: This phase generally consist of

constituting an emergency response team and making all the liaisons with all the parties

susceptible to intervene. The number of person constituting the emergency response team

will be based on the need to ensure safety to all port workers, property and equipment.

Second (optional) phase: Action before effective period: It consists of ensuring that

all the protective measures are well implemented. It is only possible when the danger has

been identified by advance. Generally, the evacuation of the personnel which is not

implicated in the emergency action plan takes place during this phase whenever possible.

Third phase: Action during effective period: It consists of stopping all the activities at

stakes and ensuring the safety of the employees, taking the action to minimize damages.

Action after effective period: When the normalcy and safety of the area is ensured, it

consists of making impacts assessment, undertake repairing measures and restart port

activities.

7.3.6.2 Assembly Point

A list of all the emergency assembly points should be made, notified on a plan and

distributed to employees. All personnel that are not involved in handling the emergency

response should assemble at the appropriate assembly point.

7.3.6.3 Emergency Control Centre

The emergency control center should be established separately for Metro and Road should be

equipped with the following:

An adequate number of external telephones. If possible, one should accept outgoing calls

only, in order to bypass jammed switchboards during an emergency.

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An adequate number of internal telephones, Radio equipment/pager system.

A layout plan of the facility.

Location of possible spillage/fire points.

Sources of safety equipment and other fire-fighting system elements.

Escape Routes.

A nominal roll of employees at the facility.

A list of KEY PERSONNEL with addresses, telephone numbers, etc.

An adequate number of personnel protective/safety equipment available on site /

backup in warehouse or with other member groups of mutual aid programme.

7.3.6.4 Alarm Systems

The emergency (due to fires or spillages) should be initiated by the first person noticing it by

activating the fire alarm from the nearest call-point or by contacting the fire control room

immediately on the internal telephone in case of any emergency.

7.3.6.5 Communication

Communication is a v e r y important issue, a good communication that liaise all the services

will enable a more effective response.

Some means ofcommunication

Inside include With government authorities include � Telephone � Mobile � Port announcement system � Wireless radio � Email � Emergency vehicles

� Telephone � Fax � E-mail � Emergency vehicles

7.3.6.6 7.3.6.6 Training

Emergency response drills should be conducted once in a month, all types of siren codes

should be exercised, and a clear notice should be distributed to all the employees.

7.3.6.7 Reporting and investigation

Reporting: Any minor or major incident should be reported and a complete analysis of the

incident should be done to understand causes, consequences and the level of failure. Special

procedure and forms should be provided for this purpose (Incident report form, Work injury

report etc.). A report should also be provided to government authorities.

Investigation: Each incident should be investigated to identify the causes, take appropriate

preventive measures and comply with requirements. Special procedures and forms should

also be provided for investigation.

Individual Plans: Following are proposed general mitigation measures for emergency

action plan related to the disasters described above.

Nature 1 Disasters:

Cyclonic

Action By Action

MMRDA � Immediately inform control room� Consult stations/operator and activate Emergency Action Plan

Flood

Individual � Do not panic � Avoid standing near to sea side � Assembly at emergency assembly point

Earthquake

Individual

� Do not panic � Avoid standing near windows, external walls � Stand near columns or duck under sturdy furniture � Assembly at emergency assembly point

MMRDA

� Take head count � Activate Emergency Action Plan � Stop metro rail movement if required � Arrange medical assistance

Tsunami

Individual

� Do not panic � Avoid standing near to sea side � Stand near columns or duck under sturdy furniture � Assembly at emergency assembly point

PIU � Activate Emergency Action Plan � Stop movement of metro rail and movement of traffic � Arrange medical assistance

2. Manmade Disaster

Electric short circuit

PIU

Although the chances of an electric shock accident occurring is not high, once theaccident occurs there is a high chance that the disaster will result in casualties andproperty damage. Sufficient preparation must be done because electric shockaccidents happen in the blink of an eye – once the accident is detected it is usuallytoo late

General Prevention Measures: Do not expose the live part of any electrical appliance or wire. Be sure to ground electrical appliances. Reduce the severity of electric shock accidents by installing circuit

breakers. Limit the authorized personnel responsible for handling switches on

electrical appliances. Do not touch electrical appliances with wet hands. Be sure to use standard regulation fuses for switches and not to use

copper/steel wire. Do not use faulty or malfunctioning electrical products. Do not use wiring with a link in the middle connecting two separate wires Conduct periodical (monthly safety inspection days, every semester)

safety inspections on the necessary items in order to prevent electrical fires

Electricity

Prolonged electricity failure The affected victims may be panicked Halt of all activities specially jamming communication-networking systems in

the affected site The members of (Quick Response Team) QRTs will establish temporary

electricity supplies for transit camps, feeding centers, relief camps, District Control Room and on access roads to the same.

The members of QRTs will establish temporary electricity supplies for relief material go downs.

Compile an itemized assessment of damage, from reports made by various electrical receiving centers and sub-centers.

Report about all the activities to the head office Communication

Mahanagar Telephone There would be a congestion in the network because of increased calls to

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Nigam Limited (MTNL)

control rooms due to panic created in the community, The initial reports on damage may not give a clear picture of the extent of

damageto communication network, The affected site may cut off from the state control rooms and the officials on

site and find difficulty in communicating to the District/State EOC.

Water Supply

PIU

Existing water storage bodies will be damaged and unusable. There would be an urgent need of water to assist victims in rescue operation. Break down of sanitation system Contamination of water due to outflow from sewers or due to breakage of

water pipelines. Identify unacceptable water sources and take necessary precautions to ensure

that no water is accessed from such sources, either by sealing sucharrangements or by posting the department guards.

Arrange for alternate water supply and storage in all transit camps, feeding centers, relief camps, cattle camps, and also the affected areas, till normalwater supply is restored.

Ensure that potable water supply is restored as per the standards andprocedures laid down in “Standards for Potable Water

Debris and Road Clearance

PIU

Access to disaster-affected area would depend upon the re-establishment of ground and water routes

Undertake construction of temporary roads to serve as access to temporarytransit and relief camps, and medical facilities for disaster victims.

Repairing of all paved and unpaved road surfaces including edge metalling,pothole patching and any failure of surface, foundations in the affected areasby maintenance engineer's staff and keep monitoring their conditions

Transport PIU

Transport should ensure smooth transportation links at state and district level.Within the disaster context, quick and safe movement of material and humans area priority. It should coordinate the use of transportation resources to support the needs of emergency support forces requiring transport capacity to perform theiremergency response, recovery and assistance missions

Relief (Food & shelter)

PIU

In the event of a disaster there would be a need of disbursing relief materials due to massive destruction of life and property taken place. The ESF on Relief shouldensure coordination of activities involving with the emergency provisions oftemporary shelters, emergency mass feeding and bulk distribution of relief suppliesto the disaster victims as also the disaster managers and relief workers. Initiate, direct and market procurement of food available from different

inventories and ensuring food supplies to the affected population Preparing take-home food packets for the families Ensuring distribution of relief material to the all the people including vulnerable

groups of the target area such as women with infants, pregnant women,children, aged people and handicapped.

Addressing Health related issues

PIU

Ensure sufficient stock of emergency medicines, antidotes, etc in all hospitalsat district and taluka level.

Keep all hospitals on ready position with manpower and medicines to addressany emergency situation.

Ensure that the required medical assistance/aid and medicines/antidotes are provided to the affected people at site as well as at evacuation/relief centers inthe affected area and necessary records are maintained.

Contact with State authority for any additional help like doctors, medicines,equipment etc.

Mobilize doctors/paramedics If required, from one district/taluka to other

7.3.7 District Disaster Management Authority

The District Disaster Management Authority shall act as the district planning, coordinating and

implementing body for disaster management and take all measures for the purpose of disaster

management in the district in accordance with the guidelines laid down by National and State

Authorities.

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TABLE OF CONTENTS

CHAPTER - 8: PROJECT BENEFITS .................................................................................................. 8-1

8.1 GENERAL ANALYSIS ........................................................................................................ 8-1

8.2 POSITIVE IMPACTS .......................................................................................................... 8-2

8.3 NEGATIVE IMPACTS ......................................................................................................... 8-2

8.4 EMPLOYMENT POTENTIAL .............................................................................................. 8-3

8.5 OTHER TANGIBLE BENEFITS ........................................................................................... 8-3

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CHAPTER - 8: PROJECT BENEFITS

A benefit-cost analysis is a systematic evaluation of the economic advantages (benefits) and

disadvantages (costs) of a set of investment alternatives. The objective of a benefit-cost analysis

is to translate the effects of an investment into monetary terms and to account for the fact that

benefits generally accrue over a long period of time while capital costs are incurred primarily in

the initial years. The primary transportation-related elements that can be monetized are travel

time costs, vehicle operating costs, safety costs, ongoing maintenance costs, and remaining

capital value (a combination of capital expenditure and salvage value). For some kinds of

projects, such as bypasses, travel times and safety may improve, but operating costs may

increase due to longer travel distances. A properly conducted benefit-cost analysis would

indicate whether travel time and safety savings exceed the costs of design, construction, and the

long-term increased operating costs.

Benefit-cost analyses have been used as a tool by project managers to help evaluate preliminary

concepts during early planning studies, to evaluate alternatives and select a Preferred Alternative

as part of project environmental documentation, and to evaluate potential design and

construction staging options as part of detailed design and/or construction. A benefit-cost

analysis provides monetary measure of the relative economic desirability of project alternatives,

but decision-makers often weigh the results against other non-monetized effects and impacts of

the project.

This chapter provides project benefits, particularly on social and environmental aspects, from

implementation of the project. Positive and negative aspects of the project have been discussed

detailed in following paragraph.

8.1 GENERAL ANALYSIS

i) Travel-Time Savings

Travel-time savings typically generate the greatest amount of benefit. These savings are

calculated based on the difference in travel time between the Base Case and an alternative.

Travel time is often expressed as vehicle-hours traveled (VHT) and can be estimated using

computer models, spreadsheets, and/or travel time runs, depending on the level of analysis

needed and data availability.

The estimation of travel time savings should include both the driver and passengers in the

vehicle (i.e., vehicle occupancy rates). In many cases, vehicle occupancy rates vary between

peak and off-peak hours as well as between alternatives. Several vehicle occupancy rates may

be used to represent different conditions.

The valuation of travel time savings is calculated using standardized cost-per-hour-per-person

figures for different vehicles.

ii) Vehicle Operating Cost Savings

When transportation improvements are made, the cost of operating vehicles along a particular

facility or set of facilities can change. Operating costs can change because the number of miles

driven changes, as in the case of a shorter bypass or a reduction in circuitry or diversion of trips,

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or it can change because of changes in the number of stops or speed-cycle changes.

The number of vehicle-miles traveled (VMT) is the most common variable that affects vehicle

operating costs. Once the change in vehicle miles is estimated, the valuation of vehicle operating

costs is calculated using standardized cost-per-mile figures for different vehicles (auto or truck).

However, if significant benefits are expected from other types of changes in travel characteristics,

such as reducing the number of vehicle stops, reducing the number of speed-cycle changes, and

possibly changes in pavement condition, those benefits can also be estimated.

iii) Safety Benefits

Safety benefits are one of the principal benefits that can result from transportation improvements.

Benefits occur when the number of crashes is reduced and/or the severity of the crashes is

reduced on a facility or set of facilities because of the transportation improvement. Standard

engineering methods can be used to evaluate both the potential crash reductions and/or changes

in severity.

8.2 POSITIVE IMPACTS

Key long-term environmental and social benefits from the project will arise mainly from traditional

sources, viz:

savings in travel times – from faster vehicle speeds and reductions in congestion of Greater

Mumbai-Navi Mumbai the projected overall savings in travel time and fuel consumption and

it will also reduce the emission of dust;

reduced cargo delays – from faster vehicle speeds and reductions in travel time;

reduced vehicle operating costs – from improved riding surfaces;

reduced road maintenance costs – from higher quality infrastructure;

reduction in exhaust emission-

reduced accidents – mainly as a result of reduced travel time and congestion but also

because of the provision of safety infrastructure and warning signs, though this latter

element was impossible to quantify – it was, however, estimated that the benefits from a

50% reduction in accidents; and

A large volume of generated traffic is, however, also forecast. This is traffic stimulated by the

reduction in travel costs and associated with new economic development. The benefits

calculated subsume the benefits from:

improved access to the Greater Mumbai, Bhiwanid, Panvel, JNPT,

new businesses, including that from increased passing trade

8.3 NEGATIVE IMPACTS

The key negative, permanent and irreversible impacts will occur along the proposed alignment

and will be:

loss of forest land

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loss of trees and mangroves

loss of agricultural land

a marginal reduction in aesthetic beauty

diversion of Sanjay Gandhi National Park land

acquisition of private land

demolition of structure falling within the proposed corridor

All the trees felled due to this project will be compensated to reduce the negative impact of the

area.

8.4 EMPLOYMENT POTENTIAL

During construction work large number of local people will be employed in construction work from

the contractor. Local machinery, vehicle will also get engaged in construction work. Both skilled

and non skilled labors will be benefited with the implementation of this project.

During operation skilled people will need to be employed for metro operation and maintenance

8.5 OTHER TANGIBLE BENEFITS

Other tangible benefits associated with the project are:

Project will help in ribbon development along the project corridor

Enhance the connectivity of corridor side villages and markets

Enhance the local employment opportunity along with various developmental works

Reduce the travel time and exhaust emission to the local environment

Improve the drainage condition along the project corridor

Addition plantation/landscaping along the corridor will enhance the aesthetic beauty of the

area.

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TABLE OF CONTENTS

CHAPTER - 9: ENVIRONMENTAL BENEFIT ANALYSIS .................................................................... 9-1

9.1 CONSTRUCTION RELATED ENVIRONMENTAL MITIGATION COSTS ........................... 9-1

9.2 CONSTRUCTION / OPERATION RELATED MONITORING COSTS ................................ 9-2

LIST OF TABLES

Table 9.1: Environmental Budget for various Environmental Management Measures ............................. 9-3

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CHAPTER - 9: ENVIRONMENTAL BENEFIT ANALYSIS

The principles of cost-benefit analysis (CBA) provide a theoretically sound framework for the

maximization of economic efficiency within decision making. The rationale for any assessment process is to enable the advantages and disadvantages of a proposed policy or project to be clearly identified and evaluated.

Cost-benefit analysis is a way of assessing the consequences of public projects and reforms, in which the estimated benefits are weighed against the costs. For this purpose, all consequences

must be measured in the same unit, and the traditional choice of unit is money. To be explicitly

included in a cost-benefit analysis, then, environmental changes must be valued in monetary terms.

An Environmental cost-benefit analysis is a process by which business decisions are analyzed.

The environmental budget for the various environmental management measures proposed in the

EMP and environmental monitoring plan are presented in Table 9.1. There are several other environmental issues that have been addressed as part of good engineering practices, the costs

for which have been accounted for in the Engineering Cost. Various environmental aspects covered under engineering costs are listed below:

Turfing and Pitching of slopes

Construction of slope protection works as retaining walls, crash barriers etc.

Cleaning of culverts

Safety signage

Junction development etc.

9.1 CONSTRUCTION RELATED ENVIRONMENTAL MITIGATION COSTS

This includes the mitigation costs for the following items as indicated in Table 9.1

Dust Suppression / Management

The contractor shall take an all out effort to reduce the level of dust during construction. As a good practice, the contractor shall use the “vehicle mounted vacuum cleaner brooms’ instead

through manual labour and brooms, which creates lot of dust during road cleaning operation. The cost for this is a part of good engineering practices, while cost incurred for additional water

sprinkling along the construction surface to suppress excessive dust will be completely met from

the environmental mitigation costs.

Prevention of Water and Soil Pollution

In order that water and soil does not get polluted from discharge of oil and grease from

construction vehicle area, vehicle parking area, and workshops, etc., an oil interceptor shall be

provided at such locations.

Borrow Area Rehabilitation

The borrow areas shall be rehabilitated as per the Contractor’s Environmental Management Plan.

Compensatory Afforestation and its Maintenance

Due to propose activity forest land diversion, trees, mangroves and plant will be impacted both in the forest and non-forest areas. In the case of forest areas impacted trees, mangroves and plants will be compensated as per the state forest department guidelines and in the case of non-

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forest areas trees or plants will be compensated by the district/competent authority as per their evaluation. Thus, afforestation work along the available land within ROW shall be carried out to

enhance the environmental quality as well as aesthetics of the project areas.

Environmental Enhancement Measures

In general environmental enhancement measures such as landscaping, selective tree planting,

improvement of the natural resources for the local population (provision of fodder, fuel wood, etc. by careful selection of species to be planted within the RoW) etc. shall be carried out to improve

the aesthetics in the project area. Environmental enhancement measures pertaining to Bus

Shelter / Bus Bay, Truck terminals, and Junction improvement should be provided as per engineering designs.

Waste Disposal

Disposal of waste shall be carried out as per the Contractor’s Environmental Management Plan

and waste disposal guideline.

Site Restoration

Restoration of construction sites such as diversions, workers camps (with respect to drainage arrangements, sanitation and storage area), and at construction yards shall be taken up once the

works at such locations have been completed as per the Contractor’s Site Restoration Plan and

Environmental Management Plan.

9.2 CONSTRUCTION / OPERATION RELATED MONITORING COSTS

This includes the mitigation costs for the following items as indicated in Table 9.1

Air Quality

Air quality parameters such as PM2.5, PM10, SO2, NOx, CO shall be monitored at hot-mix plant / batching plant locations at stretches of the project road where construction is in progress. During

operational stage the same parameters shall be measured at locations as given in chapter- 3 or as advised by EO-IC.

Water Quality

Water quality parameters such as pH, BOD, COD, TDS, TSS, DO, Oil and grease and Pb etc. shall be monitored as indicated in chapter-3 or at other locations as advised by the EO Independent Consultant (IC).

Noise Levels

Noise quality parameters during construction stage will be monitored at equipment yards and at other locations as indicated in Chapter-3 or as advised by the EO of the IC.

Soil Erosion

During construction, parameters such as turbidity in storm water, silt load in pond/rivers as listed in chapter-3 shall be monitored as directed in the monitoring plan. Similarly during operational

stage the same parameters shall be monitored.

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Table 9.1: Environmental Budget for various Environmental Management Measures

Component Stage Item Unit Unit Cost (Rs.) Quantity Total Cost (INR)

(A) Mitigation cost

Air Construction

Dust Management with

sprinkling of water, covers

for vehicles transporting

construction material

Km 1,25,000.00 About 80kms 10000000.00

Water Pre-

Construction

Relocation of tub wells No. - -

covered in

Engineering and

R&R Cost

Combined oil &

Sedimentation chambers No. 1,00,000.00 2 200000.00

Rain Water harvesting pit at

the interval of 500m

covered in

Engineering Cost

Oil Interceptors at Vehicle

parking areas No. 20,000.00 4 80000.00

Flora Construction

Cost of Forest land.(NPV) ha

To be estimated

by Forest

Department

Cost of Compensatory

afforestation ha

To be estimated

by Forest

Department

Cost of Avenue plantation

along the MMC (per km 400

plants 400x75km=30,000

plants)

No. 1500.00 75km 44400000.00

Median shrub plantation No. 300.00 70km 31500000.00

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(Shrubs will be planted in

median in three rows with 2

meter gaps i.e1500

shrubs/Km)

Fauna/ Wild

Life Safety Construction

Both side boundary wall

construction adjacent to the

NP

km

Safety measure for

SGNP area cost

to be estimated by

Wildlife Dept.

Safety Constructions

Demarcating borrow areas

clearly using fencing if

needed

- - - Covered in

Engineering cost.

Miscellaneous informatory

signs and others - - -

Covered in

Engineering cost.

(A) Mitigation cost 86180000.00

(B) Monitoring costs

Air Quality

Construction

Monitoring along the road by

contractor

No. of

Samples12000.00

At 7 locations, thrice in a

year for a period of 3

years(Total 7x3x3 =

63Samples))

756000.00

Monitoring at Hot mix plant

and batch plant

No. of

Samples12,000.00

At 3 locations thrice in a

year for 3 years (Total

3x3x3 =27 Samples)

324000.00

Operation

Monitoring along the road at

locations where monitoring

was done during

constructions

No. of

Samples12000.00


year for a period of one

years (Total7x3x1= 21

samples)

252000.00

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Water Quality

Construction

Drinking water quality

monitoring of labour camps/

works site

No. of

Samples15000.00

At 4 location, Thrice in a

year for 3 years(Total 4x3x3

= 36 samples)

540000.00


locations (Surface Water

Quality

15000.00


year for 3 years(Total 4x3x3

= 36 samples)

540000.00


locations (Ground Water

Quality

15000.00



6x3x3=54 samples)

810000.00

Operation



was done during

constructions

No. of

Samples15000.00


year for 1 year (Total

10x3x1 = 30samples)

450000.00

Noise Quality

Construction

Monitoring along the Hot mix

plant and Batch plant

No. of

Samples2500



4x3x3 =36Samples)

90000

Monitoring along the Hot mix

plant and Batch plant

No. of

Samples2500

At 7 locations, Thrice in a


7x3x3 =63 Samples)

157500

Operation



was done during

constructions

No, of

Samples2500

At 7 locations, Thrice in a


7x3x1 =21 Samples)

52500

Soil Quality Construction Monitoring along hot mix

plant and batch plant

No of

Samples8000



3x3x3 = 27 samples)

216000

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Operation Monitoring at hot mix plant

and batch plant

No. of

Samples8000


year for 1years (Total 3x3x1

=9 samples)

72000

Sub-Total B- Monitoring Costs 4260000

(C)Training & Other costs

Training &

Mobilization

costs

Construction

and operation As per modules developed L.S. 300000

Enhancement Construction

and operation

Covered in

Engineering CostAs per Engineering Design

Sub-Total C: Training & Mobilization costs 300,000.00

Sub Total A: Mitigation 86180000

Sub Total B: Monitoring Cost 4260000

Sub Total C: Training & Mobilization Costs 300000

Environmental Expert Salary during Construction 2,50,000.00/month for 3 years 9000000

TOTAL 99740000

Contingency @ 5% 4987000

TOTAL BUDGETED COSTS 104727000

Ten Crore Forty Seven Lakh Twenty Seven thousand Only

Note: Final cost for Environmental Management Plan will be furnished after availability of final details on forest land diversion area, total no. of trees to be cut, mangroves and plants to be fell from the proposed project activities.

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TABLE OF CONTENTS

CHAPTER - 10: ENVIRONMENTAL MANAGEMENT PLAN ............................................................... 10-1

10.1 PRE-CONSTRUCTION STAGE ............................................................................................... 10-1

10.1.1 Pre-construction activities by PIU/ Independent Consultant ......................................... 10-1

10.1.2 Pre-construction activities by Contractor ...................................................................... 10-1

10.2 CONSTRUCTION STAGE ........................................................................................................ 10-2

10.2.1 Construction activities by the Contractor ...................................................................... 10-2

10.2.2 Construction activities by the PIU/Independent Consultants ........................................ 10-2

10.3 OPERATION STAGE ............................................................................................................... 10-2

LIST OF TABLES

Table 10.1: Generic Environmental Management Plan ........................................................................ 10-3

Table 10.2: Environmental Management Plan for Operation Phase ................................................... 10-27

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CHAPTER - 10: ENVIRONMENTAL MANAGEMENT PLAN

An important objective of environmental assessment is to develop procedures and plans to

ensure that the mitigation measures and monitoring requirements shall be approved during the

environmental compliance review will actually be carried out in subsequent stages of the project.

As a result, preparation of EMPs during project processing and on setting out conditions and

targets to be met during project Implementation.

The environmental management measures shall be implemented during the various stages of

the project viz: Pre-construction stage, Construction Stage and Operational Stage. The

environmental management plan is as described below.

Environmental Management Plan (EMP)

Objectives of EMP

The Environmental Management Plan (EMP) consists a set of mitigation, monitoring and

institutional measures to be taken during the design, construction and operational phases of the

project to eliminate adverse environmental impacts, to offset them, or to reduce them to

acceptable levels. The main aim of the Environmental Management Plan is to ensure that the

various adverse impacts are mitigated and the positive impacts are enhanced. The objectives of

the EMP at various stages of the project planning and implementation are as follows:

A description of the various management measures suggested during different stages of

proposed project (viz. Construction and operation) is provided in Table 10.1 and Table 10.2

respectively.

10.1 PRE-CONSTRUCTION STAGE

10.1.1 Pre-construction activities by PIU/ Independent Consultant

Prior to the contractors mobilization, the MMRDA will ensure that an encumbrance free Corridor

of Impact is handed over to enable the start of construction. Clearance involves the following

activities:

Removal and felling of trees at very minimal possible level.

Relocation of common property resources and community assets like telephone poles,

electric poles and hand pumps will be impacted.

Formal arrangements for maintenance of enhancement sites. This includes plantation of

trees and barricades along the highway.

Modification (if any), of the contract documents by the Engineer of the MMRDA/PIU

NOC/Clearance related to the project such as wildlife/forest/EC etc.

10.1.2 Pre-construction activities by Contractor

Pre-construction stage involves mobilisation of the contractor and the activities undertaken

by the contractor pertaining to the planning of logistics and site preparation necessary for

commencing construction activities. The activities include:

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Joint field verification of EMP by the Environment Specialist of the Independent Consultant

and Contractor.

Identification and selection of material sources (quarry and borrow material, water, sand etc).

Procurement of construction equipment / machinery such as crushers, hot mix plants,

batching plants and other construction equipment and machinery.

Selection, design and layout of construction areas, hot mix and batching plants, labour

camps etc.

Apply for and obtain all the necessary clearances/ NOC,s/ consents from the agencies

concerned.

Planning traffic diversions and detours including arrangements for temporary land

acquisition.

10.2 CONSTRUCTION STAGE

10.2.1 Construction activities by the Contractor

Construction stage is the most crucial stage in terms of activities that require careful

management to avoid environmental impacts.

There are several other environmental issues that have been addressed as part of good

engineering practices, the costs for which have been accounted for in the Engineering Costs.

They include providing roadside drainage, provision of cross drainage structures etc.

10.2.2 Construction activities by the PIU/Independent Consultants

The PIU/Independent Consultant shall be involved in the smooth execution of the project and

assisting the contractor during this phase. Their work shall include but not limited to:

Monitoring and guiding the contractor on adopting good environmental and engineering

practices.

Arrangement of plantation through the Forest Department

Arranging training to the contractor and other stakeholders according to the needs arising.

Making changes in the design if need arises

10.3 OPERATION STAGE

The operational stage involves the following activities by PIU:

Monitoring of environmental conditions through approved monitoring agency.

Monitoring of operational performance of the various mitigation/enhancement measures

carried out.

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Table 10.1: Generic Environmental Management Plan

Sl. No. Environmental Issue Management Measures Reference Location Responsibility

Planning and Execution

Supervision/ Monitoring

PRE-CONSTRUCTION STAGE

Pre-construction activities by PIU

P.1 Alignment, Width of the MMC and religious structures

The proposed corridor was selected by shifting / adjusting the centerline, adopting of suitable cross-sections and adjustment of the median width to minimize land acquisition, loss of settlements and to avoid environmentally sensitive features like PF/RF/WL/NP/religious structures etc. compatible with project activities.

The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act 2013, And Maharashtra Regional and Town Planing Act,1966 FCA-1980,WLPA-1972

Throughout out Corridor

PIU, Revenue Dept., NGOs, Collaborating Agencies

EO-IC (Independent Consultant)

P.2 Land Acquisition

The acquisition of land and private properties will be carried out in accordance with the RAP and entitlement framework for the project. It will be ensured that all R & R activities including implementation of Environment Management Plan are completed before the start of work. PIU has to ascertain that any additional environmental impacts resulting from acquisition of land are addressed and integrated into the EMP and other relevant documents.

The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act 2013, And Maharashtra Regional and Town Planing Act,1966


PIU, Revenue Dept., NGOs, Collaborating Agencies

EO-IC

P.3 Preservation of Trees

All efforts will be made to preserve trees including evaluation of minor design adjustments/ alternatives to save trees. Specific attention will be given for protecting giant trees, and locally important trees (religiously important etc.).

Clause No. 201.2 MORT&H Specifications for Road and Bridge


PIU, Forest Department, Contractor

EO-IC

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Tree cutting is to proceed only after all the legal requirements including attaining of In-principle and Formal Clearances from the Forest Dept. / DoEF/ MoEF & CC and after permission of local authority are completed and subsequently a written order is issued to the Contractor. Particular species declared as ‘protected’ by the State’s Forest Dept. in the private land will be felled only after due clearance from the Forest Dept./ concerned agencies is obtained. In the event of design changes, additional assessments including the possibility to save trees shall be made. Stacking, transport and storage of the wood will be done as per the relevant norms. Systematic corridor level documentation for the trees cut and those saved will be maintained with “EO-IC”.

works Table 3.14, of Chapter 3,

P.4

Relocation of Community Utilities and Common Property Resources

All community utilities and properties i.e., water supply lines, sewer lines, hand pumps will be relocated before construction starts, on any section of the project corridor. The PIU will relocate these properties in consultation and written agreement with the agency/ owner/community. Environmental considerations with suitable/required actions including health and hygiene aspects will be kept in mind while relocating all community utilities and resources.

As in RAP


PIU, Concerned Agencies, Contractor

EO-IC

P.5

Orientation of Implementing Agency and Contractors

The PIU shall organize orientation sessions and regular training sessions during all stages of the project. This shall include on-site training (general as well as in the specific context of a sub-project). These sessions shall involve all staff of Independent Consultants, field level implementation staff of PIU and Contractor, Environmental Experts. The contractor will ensure that his staff including engineers, supervisors and operators attend the training sessions.

Project Requirements


Contractor EO-IC

P.6

P.6.1 Joint Field The Environmental Expert of IC and the Contractor will carry Project Throughout Contractor/ PIU

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Verification out joint field verification to ascertain any additional possibility to saving trees, environmental and community resources. The verification exercise should assess the need for additional protection measures or changes in design/ scale/ nature of protection measures including the efficacy of enhancement measures suggested in the EMP. Proper documentation and justifications/reasons shall be maintained in all such cases where deviation from the original EMP is proposed.

Requirements out Corridor Environmental Expert of IC

P.6.2

Assessment of Impacts due to Changes/Revisions/Additions in the Project Work

The Environmental Expert of IC will assess impacts and revise/ modify the EMP and other required sections of the project documents in the event of changes/ revisions (including addition or deletion) in the project’s scope of work.



Contractor/ Environmental Expert of IC

PIU

P.6.3 Crushers, hot-mix plants and Batching Plants Location

Hot mix plants and batching plants will be sited sufficiently away from settlements and agricultural operations or any commercial establishments. Such plants will be located at least 1000 m away from the nearest village/ settlement preferably in the downwind direction. The Contractor shall submit a detailed layout plan for all such sites and approval of Environmental Expert of IC shall be necessary prior to their establishment. Arrangements to control dust pollution through provision of windscreens, sprinklers, and dust encapsulation will have to be provided at all such sites. Specifications of crushers, hot mix plants and batching 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 “PIU through Independent Consultant. The Contractor shall not initiate plant/s operation till the required legal clearances are obtained and submitted. The engineer will ensure that the regulatory and legal requirements are being complied with.

Clause No 111.1 MoRT&H Air (P&CP) Act 1981,


Contractor Engineer, EO-IC

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P.6.4 Other Construction Vehicles, Equipment and Machinery

All vehicles, equipment and machinery to be procured for construction will confirm to the relevant Indian Standard (IS) norms. The discharge standards promulgated under the Environment Protection Act, 1986 will be strictly adhered to. Noise limits for construction equipments to be procured such as compactors, rollers, front loaders concrete mixers, cranes (moveable), vibrators and saws will not exceed 75 dB (A), measured at one meter from the edge of the equipment in free field, as specified in the Environment (Protection) Rules, 1986. The Contractor shall maintain a record of PUC for all vehicles and machinery used during the contract period, which shall be produced for EO - IC and PIU verification whenever required. Mobile equipment shall be placed at least 100metres away from the nearest dwelling.

Project Requirement Guideline-I


Contractor Engineer, EO-IC

P.7

7.1 Borrow Areas

Finalizing borrows areas for borrowing earth and all logistic arrangements as well as compliance to environmental requirements, as applicable, will be the sole responsibility of the contractor. The Contractor will not start borrowing earth from select borrow area until the formal agreement is signed between landowner and contractor and a copy is submitted to the “EO-IC/PIU through the Engineer. Locations finalized by the contractor shall be reported to the Environmental Expert of IC and who will in turn report to PIU. Planning of haul roads for accessing borrow materials will be undertaken during this stage. The haul roads shall be routed to avoid agricultural areas as far as possible (in case such a land is disturbed, the Contractor will rehabilitate it as per Borrow Area Rehabilitation Guidelines and will use the existing village roads wherever available.

Clause No. 111.2 & 305.2.2 MORT&H Specifications for Road and Bridge works Guideline-I and V Guidelines for Borrow Area Management).

Borrow Areas Contractor EO-IC, PIU

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In addition to testing for the quality of borrow materials by the IC, the environmental personnel of the IC will be required to inspect every borrow area location prior to approval The IC will make sure that each such site is in line with IRC and other Project Guidelines.

P.7.2 Quarry

Contractor will finalize the quarry for procurement of construction materials after assessment of the availability of sufficient materials, quality and other logistic arrangements. In case the contractor decides to use quarries other than recommended by Feasibility consultants, then it will be selected based on the suitability of the materials and as per established law. The contractor will procure necessary permission for procurement of materials from Mining Department, District Administration and State Pollution Control Board and shall submit a copy of the approval and the rehabilitation plan to the “PIU through Engineer. Contractor will also work out haul road network and report to Environmental Expert of IC and IC will inspect and in turn report to PIU before approval.

Clause No. 111.3 & MORT&H Specifications for Road and Bridge works

Along the Project Influence Area

Contractor EO-IC, PIU

P.7.3 Arrangement for Construction Water

The contractor will use ground water as a source of water for the construction and can set up the own bore well facility for construction work. To avoid disruption/disturbance to other water users, the contractor will extract water from fixed locations and consult the Environmental Expert of IC before finalizing the locations. The Contractor will provide a list of locations and type of sources from where water for construction will be used. The contractor will seek approval from the EO-IC prior to the finalization of these locations The contractor will not be allowed to pump from any irrigation canal and surface water bodies used by community. The contractor will need to comply with the requirements of

Clause No. 1010 MORT&H Specifications for Road and Bridge works EP Act 1986

Along the Project Corridor


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the State Ground Water Department and seek their approval for doing so and submit copies of the permission to IC and PIU prior to initiation of any construction work.

P.7.4 Labor Requirements The contractor preferably will use unskilled labour drawn from local communities to give the maximum benefit to the local community.

Special Conditions of Contract

Along the Project Area


P.7.5

Construction Camp Locations – Selection, Design and Lay-out

Siting of the construction camps will be slected by the contractor as per the guidelines. 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 applies only in case where a construction camp doesn’t house plant sites. Location for stockyards for construction materials will be identified at least 1000 m from watercourses. The waste disposal and sewage system for the camp will be designed, built and operated such that no odor is generated.

Guidelines II Guidelines for Siting and Layout of Construction Camp


Contractor EO- IC, PIU

P.7.6 Arrangements for Temporary Land Requirement

The contractor as per prevalent rules will carry out negotiations with the landowners for obtaining their consent for temporary use of lands for construction sites/hot mix plants/traffic detours/borrow areas etc. The Contractor will submit a copy of agreement to the Environment Expert of Independent Consultant. The Environmental Expert of IC will be required to ensure that the clearing up of the site prior to handing over to the owner (after construction or completion of the activity) is included in the contract.




P.7.7 Implementation -Information Meetings

The contractor will organize at least 2 implementation information meetings in the vicinity of Project Site (minimum one in each section) for general public to consult and inform people about his plans covering overall construction schedule, safety, use of local resources (such as earth, water), traffic safety and management plans of debris disposal, drainage protection, canal training work during construction, pollution abetment and other plans, measures




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to minimize disruption, damage and in convenience to roadside users and people along the road. The first Implementation information meeting be conducted within four weeks of mobilization. The people should be informed about the date, time and venue at least 7 days prior to meetings. Public shall be informed about the meeting through display of posters at prominent public places (panchayat offices, offices of Market committees, Notice board of religious places etc.) and distribution of pamphlets along roadside communities or in any manner deemed fit. The contractor will maintain a channel of communication with the communities through his designated Environment and Safety Officer to address any concern or grievances. Periodic meetings will also be conducted during the construction period to take feedback from communities or their representatives to ensure minimum disturbance. The mechanism and contents for disclosure shall be approved by PIU prior to the meetings.

CONSTRUCTION STAGE

C.1

C.1.1 Clearing and Grubbing

Vegetation will be removed from the construction zone before commencement of construction. All works will be carried out such that the damage or disruption to flora other than 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 of IC. The Contractor under any circumstances will not cut trees other than those identified for cutting and for which he has written instructions from the PIU. The PIU will issue these instructions only after receiving all stages of clearances from the Forest Department/ MoEF. Vegetation only with girth of over 30 cm will be considered

Clause No. 201 MORT&H Specifications for Road and Bridge works Table 3.14, of

chapter 3

Along the project Corridor work in progress


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as trees and shall be compensated, in the event of PIU’s instruction to undertake tree cutting. The sub grade of the existing pavement shall be used as embankment fill material. The existing base and sub-base material shall be recycled as sub-base of the haul road or access roads. The existing bitumen surface may be utilized for the

paving of cross roads, access roads and paving works in construction sites and campus, temporary traffic diversions, haulage routes etc.

C.1.2

Disposal of debris from dismantling structures and road surface

The contractor shall identify disposal sites. The identified locations will be reported to the Environmental Expert of IC. These locations will be checked on site and accordingly approved by Environmental Expert of IC prior to any disposal of waste materials. All arrangements for transportation during construction including provision, maintenance, dismantling and clearing debris, will be considered incidental to the work and will be planned and implemented by the contractor as approved and directed by the Environmental Expert of IC. The pre-designed disposal locations will be a part of Comprehensive Solid Waste Management Plan to be prepared by Contractor in consultation and with approval of Environmental Expert of IC. Debris generated from pile driving or other construction activities shall be disposed such that it does not flow into the surface water bodies or form mud puddles in the area.

Clause No. 201.4 MORT&H Specifications for Road and Bridge works

Along the project Corridor work in progress


C.1.3 Other Construction Wastes Disposal

The pre-identified disposal locations will be a part of Comprehensive Waste Disposal Management Plan to be prepared by the Contractor in consultation and with approval of Environmental Expert of IC. Location of disposal sites will be finalized prior to initiation of works on any particular section of the road. The Environmental Expert of IC will approve these disposal sites after conducting a joint inspection on the site with the

Clause No. 301.3.2 MORT&H Specifications for Road and Bridge works



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Contractor. Contractor will ensure that any spoils of material unsuitable for embankment fill will not be disposed off near any water course, agricultural land, and natural habitat like grass lands or pastures. Such spoils from excavation can be used to reclaim borrow pits and low-lying areas located in barren lands along the project corridors (if so desired by the owner/community and approved by the Environment Expert IC). Non-bituminous wastes other than fly ash may be dumped in borrow pits (preferably located in 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 Environmental Expert of IC. All waste materials will be completely disposed and the site will be fully cleaned and certified by Environmental Expert of IC before handing over. The contractor at its cost shall resolve any claim, arising out of waste disposal or any non-compliance that may arise on account of lack of action on his part.

C.1.4 Stripping, stocking and preservation of top soil

The topsoil from all areas of cutting and all areas to be permanently covered will be stripped to a specified depth of 150 mm and stored in stockpiles. A portion of the temporarily acquired area and/or Right of Way will be earmarked for storing topsoil. The locations for stock piling will be pre-identified in consultation and with approval of Environmental Expert of IC. The following precautionary measures will be taken to preserve them till they are used: Stockpile will be designed such that the slope does not exceed 1:2 (vertical to horizontal), and height of the pile is restricted to 2 m. To retain soil and to allow percolation of water, silt fencing will protect the edges of the pile. Stockpiles will not be surcharged or otherwise loaded and multiple handling will be kept to a minimum to ensure that no compaction will occur. The stockpiles shall be covered with




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gunny bags or vegetation. It will be ensured by the contractor 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 only in case where these are to be rehabilitated as farm lands (not those in barren areas) top dressing of the road embankment and fill slopes filling up of tree pits, in the median and In the agricultural fields of farmers, acquired temporarily. Residual topsoil, if there is any will be utilized for the plantation at median and side of the main carriageway.

C.1.5 Accessibility

The contractor will provide safe and convenient passage for vehicles, pedestrians and livestock to and from roadsides and property accesses connecting the project corridor, providing temporary connecting road. The Contractor will take care that Schools and religious places are accessible to Public. The contractor will also ensure that the work on / at existing accesses will not be undertaken without providing adequate provisions and to the prior satisfaction of Environmental Expert of IC. The contractor will take care that the cross roads are constructed in such a sequence that construction work over the adjacent cross roads are taken up one after one so that traffic movement in any given area not get affected much.



C.1.6 Planning for Traffic Diversions and Detours

Temporary diversions will be constructed with the approval of the Resident Engineer and Environmental Expert of IC for which contractor will seek prior approval for such plans. Detailed Traffic Control Plans will be prepared and submitted to the Resident Engineer for approval, seven days prior to commencement of works on any section of road. The traffic control plans shall contain details diversions; traffic safety arrangement during construction; safety measures for night

Clause No. 112 MORT&H Specifications for Road and Bridge works IRC; SP 55 Guideline-VII Guidelines for



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– time traffic and precautions for transportation of hazardous materials. Traffic control plans shall be prepared in line with requirements of IRC’s SP- 55 document and The Contractor will ensure that the diversion/detour is always maintained in running condition, particularly during the monsoon to avoid disruption to traffic flow. The contractor will also inform local community of changes to traffic routes, conditions and pedestrian access arrangements with assistance from IC and PIU. The temporary traffic detours will be kept free of dust by sprinkling of water three times a day and as required under specific conditions (depending on weather conditions, construction in the settlement areas and volume of traffic).

Traffic management during construction

C.2

C.2.1 Earth from Borrow Areas for Construction

No borrow area will be opened without permission of the Environmental Expert of IC. The location, shape and size of the designated borrow areas will be as approved by the Environmental Expert of IC and in accordance to the IRC recommended practice for borrow pits for road embankments (IRC 10: 1961). The borrowing operations will be carried out as specified in the guidelines for siting and operation of borrow areas. The unpaved surfaces used for the haulage of borrow materials, if passing through the settlement areas or habitations; will be maintained dust free by the contractor. Sprinkling of water will be carried out twice a day to control dust along such roads during their period of use. During dry seasons (winter and summer) frequency of water sprinkling will be increased in the settlement areas and Environmental Expert of IC will decide the numbers of sprinkling depending on the local requirements. Contractor will rehabilitate the borrow areas as soon as borrowing is over from a particular borrow area in accordance with the Guidelines for Redevelopment of

Clause No. 305.2.2 MORT&H Specifications for Road and Bridge works Guideline-V Guidelines for Borrow areas management

Borrow Areas Contractor EO- IC, PIU

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Borrow Areas or as suggested by Environmental Expert of IC. The final rehabilitation plans will be approved by the Environmental Expert of the IC.

C.2.2 Quarry Operations

The contractor shall obtain materials from quarries only after the consent of the Department of Mining / SPCB (both the states) / District Administration or will use existing approved sources of such materials. Copies of consent/ approval/ rehabilitation plan for opening a new quarry or use of an existing quarry source will be submitted to Environment Expert IC and the Resident Engineer. The contractor will develop a Comprehensive Quarry Redevelopment plan, as per the Mining Rules of the state and submit a copy to PIU and IC prior to opening of the quarry site. The quarry operations will be undertaken within the rules and regulations in force in the state.

Clause No. 111.3 MORT&H Specifications for Road and Bridge works Guidelines VI Guideline for Quarry Management

Quarry Areas Contractor EO- IC, PIU

C.2.3

Transporting Construction Materials and Haul Road Management

Contractor will maintain all roads (existing or built for the project), which are used for transporting construction materials, equipment and machineries as précised. All vehicles delivering fine materials to the site will be covered to avoid spillage of materials. All existing highways and roads used by vehicles of the contractor or any of his sub-contractor or suppliers of materials and similarly roads, which are part of the works, will be kept clear of all dust/mud or other extraneous materials dropped by such vehicles. Contractor will arrange for regular water sprinkling as necessary for dust suppression of all such roads and surfaces with specific attention to the settlement areas. The unloading of materials at construction sites/close to settlements will be restricted to daytime only.

Project Requirement

All Roads Used


C.2.4 Construction Water Contractor will arrange adequate supply and storage of water for the whole construction period at his own costs. The Contractor will submit a list of source/s from where water will

Clause No. 1010 EP Act 1986 MORT&H



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be used for the project to ‘PIU’ through the Engineer. The contractor will source the requirement of water preferentially from ground water but with prior permission from the Ground Water Board. A copy of the permission will be submitted to ‘PIU’ through the Engineer prior to initiation of construction. The contractor will take all precaution to minimize the wastage of water in the construction process/ operation.

Specifications for Road and Bridge works

C.3

C.3.1 Disruption to Other Users of Water

While working across or close to any perennial water bodies, contractor will not obstruct/ prevent the flow of water. Construction over and close to the non-perennial streams shall be undertaken in the dry season. If construction work is expected to disrupt users of community water bodies, notice shall be served well in advance to the affected community by the contractor. The contractor will take prior approval of the River Authority or Irrigation Department for any such activity. The PIU and the Engineer will ensure that contractor has served the notice to the downstream users of water well in advance.

Table 3.9 and 3.10 of Chapter-3

All Water Bodies


C.3.2 Drainage

Contractor will ensure that no construction materials like earth, stone, ash or appendage is disposed off in a manner that blocks the flow of water of any water course and cross drainage channels. Contractor will take all-necessary measures to prevent any blockage to water flow. In addition to the design requirements, the contractor will take all required measures as directed by the ‘EO-IC’ and the ‘Resident Engineer’ to prevent temporary or permanent flooding of the site or any adjacent area.


Drainage line along the road


C.3.3

Siltation of Water Bodies and Degradation of Water Quality

The Contractor will not excavate beds of any stream/canals/ any other water body for borrowing earth for embankment construction. Contractor will construct silt fencing at the base of the embankment construction for the entire perimeter of any


All Surface Water Bodies Along the Project Corridor


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water body (including wells) adjacent to the ROW and around the stockpiles at the construction sites close to water bodies. The fencing will be provided prior to commencement of earthwork and continue till the stabilization of the embankment slopes, on the particular sub-section of the road. The contractor will also put up sedimentation cum grease traps at the outer mouth of the drains located in truck lay byes and bus bays which are ultimately entering into any surface water bodies / water channels with a fall exceeding 1.5 m. in present case three Sedimentation Cum Grease Trap are proposed, However the item has been kept in case need arises during construction. Contractor will ensure that construction materials containing fine particles are stored in an enclosure such that sediment-laden water does not drain into nearby watercourse.

Water (P & CP) Act 1981 Table 3.9 of Chapter-3

C.3.4 Slope Protection and Control of Soil Erosion

The contractor will take slope protection measures as per design, or as directed by the Environmental Expert of IC to control soil erosion and sedimentation. 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 as no separate payment will be made for them. Contractor will ensure the following aspects: During construction activities on road embankment, the

side slopes of all cut and fill areas 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

Clause No. 306 & 305.2.2 MORT&H Specifications for Road and Bridge works

Guideline-IX Soil Erosion & Sedimentation Control)



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section of the bank. Along sections abutting water bodies, stone pitching as

per design specification will protect slopes.

C.4

C.4.1

C.4.1.1 Water Pollution from Construction Wastes

The Contractor will take all precautionary measures to prevent the wastewater generated during construction from entering into streams, water bodies or the irrigation system. Contractor will avoid construction works close to the streams or water bodies during monsoon. All waste arising from the project is to be disposed off in the manner that is acceptable and as per norms of the State Pollution Control Board.

Clause No. 501.8.6 MORT&H Specifications for Road and Bridge works Water (P & CP) Act 1974



C.4.1.2 Water Pollution from Fuel and Lubricants

The contractor will ensure that all construction vehicle parking location, fuel/lubricants storage sites, vehicle, machinery and equipment maintenance and refueling sites will be located at least 500 m from rivers and irrigation canal/ponds. All location and layout plans of such sites will be submitted by the Contractor prior to their establishment and will be approved by the ‘EO-IC, PIU/ MMRDA. Contractor will ensure that all vehicle/machinery and equipment operation, maintenance and refueling will be carried out in such a fashion that spillage of fuels and lubricants does not contaminate the ground. Oil interceptors will be provided for vehicle parking, wash down and refueling areas as per the design provided. In all, fuel storage and refueling areas, if located on agricultural land or areas supporting vegetation, the top soil will be stripped, stockpiled and returned after cessation of such storage. Contractor will arrange for collection, storing and disposal of oily wastes to the pre-identified disposal sites (list to be submitted to IC and PIU) and approved by the

Clause No. 501.8.6 MORT&H Specifications for Road and Bridge works Water (P & CP) Act 1974 Guideline XI Guidelines For The Storage, Handling, Use And Emergency Response For Hazardous Chemicals



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Environmental Expert of IC. All spills and collected petroleum products will be disposed off in accordance with MoEF and state PCB guidelines. ‘EO-IC and Resident Engineer’ will certify that all arrangements comply with the guidelines of PCB/ MoEF or any other relevant laws.

C.4.1.3 Chemical Attack

To limit the potential chemical attack the concrete foundation should contain minimum cement concrete of 330 kg/cc For Under water concrete 10% extra cement is used. Clear Concrete cover of minimum 75mm shall be provided to under water structures.




C.4.2

C.4.2.1 Dust Pollution

The contractor will take every precaution to reduce the level of dust from crushers/hot mix plants, construction sites involving earthwork by sprinkling of water, encapsulation of dust source and by erection of screen/barriers. All the plants will be sited at least 1 km in the downwind direction from the nearest human settlement. The contractor will provide necessary certificates to confirm that all crushers used in construction conform to relevant dust emission control legislation. The suspended particulate matter value at a distance of 40m from a unit located in a cluster should be less than 500 micro gram/m3. The pollution monitoring is to be conducted as per the monitoring plan. Alternatively, only crushers licensed by the SPCB shall be used. Required certificates and consents shall be submitted by the Contractor in such a case to the ‘EO-PIU’ through the ‘Engineer’. Dust screening vegetation will be planted on the edge of the RoW for all existing roadside crushers. Hot mix plant will be fitted with dust extraction units.

Clause No. 111 & 501.8.6 MORT&H Specifications for Road and Bridge works Air (P & CP) Act 1981

Along the Project Road, Construction Site/ Camps


C.4.2.2 Emission from Construction

Contractor will ensure that all vehicles, equipment and machinery used for construction are regularly maintained

Clause No. 501.8.6 MORT&H

Along the Project Road,

Contractor EO- IC, PIU,

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Vehicles, Equipment and Machineries

and confirm that pollution emission levels comply with the relevant requirements of SPCB. The Contractor will submit PUC certificates for all vehicles/ equipment/machinery used for the project. Monitoring results will also be submitted to ‘PIU’ through the ‘IC’.

Specifications for Road and Bridge works Air (P & CP)Act 1981 Central Motor & Vehicle Act 1988

all vehicles used/ Camps

C.4.3.3 Ventilation

The workplace must be ventilated to enable workers to carry out work without risk to health and safety. The Contractor will be fully responsibility for providing Power Supply and illumination during construction, The Contractor shall also provide suitable movable lamps to illuminate any area in Underground Works including areas for instrumentation and where the Engineer may wish to carry out inspection and rock mechanics tests or instrumentation The contractor shall design, install and operate ventilation system for the Underground Works and provide an underground atmosphere monitoring system.

As per the Labor Act

Underground work

contractor EO-IC,PIU

C.4.3

C.4.3.1

Noise Pollution: Noise from Vehicles, Plants and Equipments

The Contractor will confirm the following: All plants and equipment used in construction shall

strictly conform to the MoEF/CPCB noise standards. All vehicles and equipment used in construction will be

fitted with exhaust silencers. Servicing of all construction vehicles and machinery will

be done regularly and during routine servicing operations, the effectiveness of exhaust silencers will be checked and if found defective will be replaced.

Limits for construction equipment used in the project such as compactors, rollers, front loaders, concrete mixers, cranes (moveable), vibrators and saws shall not exceed 75 dB (A) (measured at one meter from the

Clause No. 501.8.6 MORT&H Specifications for Road and Bridge works EP Act 1986 Noise Rules 2002

Along the Project Road , all vehicles used/Camps


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edge of equipment in the free field), as specified in the Environment (Protection) rules, 1986.

Maintenance of vehicles, equipment and machinery shall be regular to keep noise levels at the minimum.

At the construction sites within 150 m of the nearest habitation, noisy construction work such as crushing, concrete mixing, batching will be stopped during the night time between 9.00 pm to 6.00 am.

No construction activities will be permitted around educational institutes/health centers (silence zones) up to a distance of 100 m from the sensitive receptors i.e., school, health centers and hospitals between 9.00 am to 6.0 pm. Monitoring shall be carried out at the construction sites as per the monitoring schedule and results will be submitted to ‘PIU’ through the ‘EO-IC’.

C.5

C.5.1 Personal Safety Measures for Labour

Contractor will provide: Protective footwear and protective goggles to all

workers employed on mixing asphalt materials, cement, lime, mortars & concrete etc.

Welder's protective eye-shields to workers who are engaged in welding works

Protective goggles and clothing to workers engaged in stone breaking activities and workers will be seated at sufficiently safe intervals

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.

The contractor will comply with all regulations regarding safe scaffolding, ladders, working platforms, gangway, stairwells, excavations, trenches and safe means of entry and egress.

The Building and Other Construction workers (Regulation of Employment and Conditions of Service) Act 1996 and cess Act of 1996 Factories Act 1948 Guideline VIII Guideline for workers safety During construction

Along the Project Road , all vehicles used/ Camps/quarry area


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The contractor will comply with all the precautions as required for ensuring the safety of the workmen as per the International Labor Organization (ILO) Convention No. 62 as far as those are applicable to this contract. The contractor will make sure that during the construction work all relevant provisions of the Factories Act, 1948 and the Building and other Construction Workers (regulation of Employment and Conditions of Services) Act, 1996 are adhered to. The contractor will not employ any person below the age of 14 years for any work and no woman will be employed on the work of painting with products containing lead in any form. The contractor will also ensure that no paint containing lead or lead products is used except in the form of paste or readymade paint. Contractor will provide facemasks for use to the workers when paint is applied in the form of spray or a surface having lead paint dry is rubbed and scrapped. The Contractor will mark ‘hard hat’ and ‘no smoking’ and other ‘high risk’ areas and enforce non-compliance of use of PPE with zero tolerance. These will be reflected in the Construction Safety Plan to be prepared by the Contractor during mobilization and will be approved by ‘IC’ and ‘PIU’.

C.5.2 Traffic and Safety

The contractor will take all necessary measures for the safety of traffic during construction and provide, erect and maintain such barricades, including signs, markings, flags, lights and flagmen as proposed in the Traffic Control Plan/Drawings and as required by the ‘EO-IC’ and ‘Resident Engineer’ for the information and protection of traffic approaching or passing through the section of any existing cross roads. The contractor will ensure that all signs, barricades, pavement markings are provided as per the MOSRT&H specifications. Before taking up of construction on any

IRC: SP: 55 Guidelines VII Guidelines for Traffic Management during Construction

Along the Project Road , all vehicles used/ Camps


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section of the project corridore, a Traffic Control Plan will be devised and implemented to the satisfaction of ‘EO-IC’ and ‘ Resident Engineer’

C.5.3 Risk from Electrical Equipment(s)

The Contractor will take all required precautions to prevent danger from electrical equipment and ensure that - No material will be so stacked or placed as to cause

danger or inconvenience to any person or the public. All necessary fencing and lights will be 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, will be free from patent defect, will be kept in good working order, will be regularly inspected and properly maintained as per IS provision and to the satisfaction of the ‘Resident Engineer’.

The Building and other construction workers (Regulation of Employment and Conditions of Service) Act 1996 and Cess Act of 1996 Factories Act 1948

Along the Project Road /Camp


C.5.4 Risk Force Measure

The contractor will take all reasonable precautions to prevent danger to the workers and public from fire, flood etc. resulting due to construction activities. The contractor will make required arrangements so that in case of any mishap all necessary steps can be taken for prompt first aid treatment. Construction Safety Plan prepared by the Contractor will identify necessary actions in the event of an emergency.


Along the Project Road, construction Camps


C.5.5 First Aid

The contractor will arrange for - a readily available first aid unit including an adequate

supply of sterilized dressing 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.




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C.5.6 Informatory Signs and Hoardings

The contractor will provide, erect and maintain informatory/safety signs, hoardings written in English and local language, wherever required as per IRC and MoSRTH specifications.

IRC:SP:55



C.6

C.6.1 Road side Plantation Strategy

The contractor will do the plantation at median and/or turfing at embankment slopes as per the tree plantation strategy prepared for the project. Minimum 80 percent survival rate of the saplings will be acceptable otherwise the contractor will replace dead plants at his own cost. The contractor will maintain the plantation till they handover the project site to PIU. The Environmental Expert of IC will inspect regularly the survival rate of the plants and compliance of tree plantation guidelines.

Forest Conservation Act 1980 Guideline X Guideline for median plantation and grass turfing

Along the Project Road


C.6.2 Flora and Chance found Fauna

The contractor will take reasonable precaution to prevent his workmen or any other persons from removing and damaging any flora (plant/vegetation) and fauna (animal) including fishing in any water body and hunting of any animal. If any wild animal is found near the construction site at any point of time, the contractor will immediately upon discovery thereof acquaint the Environmental Expert of IC and carry out the IC's instructions for dealing with the same. The Environmental Expert of IC will report to the near by forest office (range office or divisional office) and will take appropriate steps/ measures, if required in consultation with the forest officials.

Forest Conservation Act 1980 Wild Life Act 1972



C.6.3 Chance Found Archaeological Property

All fossils, coins, articles of value of antiquity, structures and other remains or things of geological or archaeological interest discovered on the site shall be the property of the Government and shall be dealt with as per provisions of the relevant legislation. The contractor will take reasonable precautions to prevent his workmen or any other persons from removing and

The Ancient Monument and Archaeological Site Remains Act 1958

Along the Project Road, construction sites/Camps


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damaging any such article or thing. He will, immediately upon discovery thereof and before removal acquaint the Environmental Expert of IC of such discovery and carry out the IC's instructions for dealing with the same, waiting which all work shall be stopped. The IC will seek direction from the Archaeological Survey of India (ASI) before instructing the Contractor to recommence the work in the site.

C.7

C.7.1 Accommodation

Contractor will follow all relevant provisions of the Factories Act, 1948 and the Building and the other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 for construction and maintenance of labor camp. The location, layout and basic facility provision of each labor camp will be submitted to‘EO-IC and ‘PIU’ prior to their construction. The construction will commence only upon the written approval of the Environmental Expert of IC. The contractor will maintain necessary living accommodation and ancillary facilities in functional and hygienic manner and as approved by the IC.

The Building and other construction workers (Regulation of Employment and Conditions of Service) Act 1996 and Cess Act of 1996 Factories Act 1948Guidelines II Guidelines for Siting and Layout of construction camp

Along the Project Road, construction Camps/site


C.7.2 Potable Water

The Contractor will construct and maintain all labour accommodation in such a fashion that uncontaminated water is available for drinking, cooking and washing. The Contractor will also provide potable water facilities within the precincts of every workplace in an accessible place, as per standards set by the Building and other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996. The contractor will also guarantee the following: a) Supply of sufficient quantity of potable water (as per IS)

The Building and other construction workers (Regulation of Employment and Conditions of Service) Act 1996 and Cess Act of 1996 Factories Act

Along the Project Road, construction Camps/construction site


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in every workplace/labor campsite at suitable and easily accessible places and regular maintenance of such facilities.

b) If any water storage tank is provided that will be kept such that the bottom of the tank at least 1mt. 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) All such wells will be entirely covered and provided with a trap door, which will be dust proof and waterproof.

e) 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.

Testing of water will be done as per parameters prescribed in IS 10500:1991.

1948

C.7.3 Sanitation and Sewage System

The contractor will ensure that - the sewage system for the camp are designed, built and

operated in such a fashion that no health hazards occurs and no pollution to the air, ground water or adjacent water courses take place

separate toilets/bathrooms, wherever required, screened from those from men (marked in vernacular) are to be provided for women

adequate water supply is to be provided in all toilets and urinals

All toilets in workplaces are with dry-earth system (receptacles) which are to be cleaned and kept in a strict sanitary condition.

Project Specific Requirement

Along the Project Road, construction Camps/Construction Sites


C.7.4 Waste Disposal

The contractor will provide garbage bins in the camps and ensure that these are regularly emptied and disposed off in a hygienic manner as per the Comprehensive Solid Waste Management Plan approved by the Environmental Expert of

Guidelines II Guidelines for Siting and Layout of Labor Camp



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IC. Unless otherwise arranged by local sanitary authority, arrangements for disposal of night soils (human excreta) suitably approved by the local medical health or municipal authorities or as directed by Environmental Expert of IC will have to be provided by the contractor.

C.8

C.8.1 Accessibility

The ‘EO-IC’ will contact the responsible people with the enhancement drawing of the site for which enhancement has been proposed and take their consent before the start of work. Accesses to Different Schools along the road will be developed to the satisfaction of ‘PIU’.



C.9

C.9.1

Clean-up Operations, Restoration and Rehabilitation

Contractor will prepare site restoration plans, which will be approved by the Environmental Expert of IC. The clean-up and restoration operations are to be implemented by the contractor prior to demobilization. The contractor will clear all temporary structures; dispose all garbage, night soils and POL waste as per Comprehensive Waste Management Plan and as approved by IC. All disposal pits or trenches will be filled in and effectively sealed off. Residual topsoil, if any will be distributed in pre identified approved areas or in places suggested by the ‘EO - IC’ areas in a layer of thickness of 75 mm-l50 mm. All construction zones including river-beds, culverts, road-side areas, camps, hot mix plant sites, crushers, batching plant sites and any other area used/affected by the project will be left clean and tidy, at the contractor's expense, to the entire satisfaction to the Environmental Expert of IC and PIU/ MMRDA will certify in this regard.

Guidelines IV Guidelines for Disposal Site management



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Table 10.2: Environmental Management Plan for Operation Phase

Sl. No. Environmental Issue Management Measures Reference Time Frame

Location Responsibility

Execution/ Civil Work

Supervision/Monitoring

OPERATION STAGE

Activities to be Carried Out by the PIU

O.1 Monitoring Operation Performance

The PIU will monitor the operational performance of the various mitigation/ enhancement measures carried out as a part of the project. The indicators selected for monitoring include the survival rate of trees; utility of enhancement provision, status of rehabilitation of borrow areas and disposal sites,

Operation

Phage Along the

Project RoadPIU PIU

O.2 Maintenance of Drainage

PIU will ensure that all drains (side drains, median drain and all cross drainages) are periodically cleared especially before monsoon season to facilitate the quick passage of rainwater and avoid flooding. PIU will ensure that all the sediment and oil and grease traps set up at the water bodies are cleared once in every three months.

Operation

Phase Along the

Project RoadPIU PIU

O.3 Pollution Monitoring

The periodic monitoring of the ambient air quality, noise level, water (both ground and surface water) quality, soil pollution/contamination in the selected locations as suggested in pollution monitoring plan or as recommended by IC-EO (Refer Chapter 3 for Monitoring Locations of air, water and noise ) will be responsibility of PIU. PIU will either appoint PCB or its approved pollution-monitoring agency for the purpose

Operation

Phase Along the

Project Road

PIU through Pollution Monitoring Agency

PIU

O.3.1 Atmospheric Pollution Ambient air concentrations of various pollutants shall be monitored as envisaged in the pollution-monitoring plan

Air (P & CP) Act 1981

Operation Phase


PIU through Pollution Monitoring Agency

PIU

O.3.2 Noise Pollution

Noise pollution will be monitored as per monitoring plan at sensitive locations. Noise control programs are to be enforced strictly. Monitoring the effectiveness of the pollution attenuation

Noise Rules 2002

Operation Phase


PIU through Pollution

Monitoring

PIU

10-28 | P a g e

Sl. No. Environmental Issue Management Measures Reference Time Frame

Location Responsibility

Execution/ Civil Work

Supervision/Monitoring

barriers Hospital Boundary wall will be taken up thrice in the operation period.

Agency

O.3.3 Water Pollution Water Quality will be monitored as per monitoring plan Water (P & CP) Act 1974

Operation Phase


PIU through Pollution

Monitoring Agency

PIU

O.4. Soil Erosion and

Monitoring of Borrow Areas

Visual monitoring and inspection of soil erosion at borrow areas, quarries (if closed and rehabilitated), and embankment > 2m and other places expected to be affected, will be carried out once in every three months as suggested in monitoring plan.

IRC/Environmental Conservation Act

Operation Phase


PIU PIU

O.5 Road Safety Road Safety will be monitored during operation especially at location where traffic-calming measures have been proposed.

IRC Guidelines Operation

Phase Along the

Project RoadPIU PIU

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TABLE OF CONTENTS

CHAPTER - 11: SUMMARY AND CONCLUSION .............................................................................. 11-1

11.1 PROJECT BACKGROUND AND DESCRIPTION ............................................................ 11-1

11.2 ENVIRONMENTAL ASSESSMENT OF THE PROJECT .................................................. 11-3

11.3 ANTICIPATED ENVIRONMEMNTAL IMPACTS AND MITIGATION MEASURES ........... 11-4

11.4 ANALYSIS OF ALTERNATIVES ...................................................................................... 11-5

11.5 ENVIRONMENTAL MONITORING PROGRAMME .......................................................... 11-8

11.6 ADDITIONAL STUDIES ................................................................................................... 11-8

11.7 PROJECT BENEFITS ...................................................................................................... 11-9

11.8 MITIGATION AND ENHANCEMENT MEASURES .......................................................... 11-9

11.9 INSTITUTIONAL ARRANGEMENTS ............................................................................. 11-14

11.10 CONCLUSIONS ............................................................................................................. 11-14

LIST OF TABLES

Table 11.1: Baseline Environmental Scenario in the Project Area ........................................................ 11-3

Table 11.2: Environmental Impact Summary ........................................................................................ 11-4

Table 11.3: “With” and “Without” Project Scenarios. ............................................................................. 11-5

Table 11.4: Key Environmental Impacts and Management/ Mitigation Measures ............................... 11-10

Table 11.5: Summary of Environment Budget* ................................................................................... 11-14

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CHAPTER - 11: SUMMARY AND CONCLUSION

11.1 PROJECT BACKGROUND AND DESCRIPTION

The purpose of this chapter is to introduce the scope and objective of the project works in

general and EIA and EMP in particular within which the detailed Environmental Assessment

studies of Multi Modal corridors have been carried out. This chapter also discusses the nature,

size, location of the project along with brief structure of the EIA reports.

Multi Modal corridor has been planned to cater need of growing population along fringe areas.

Other objective of the project is to provide connectivity to industrial and commercial

establishment in SEZ area to residential areas of satellite towns of Mumbai Metropolitan region

with diverse mode of transport. The proposed MMC alignment is take off from km 490.075 of

NH-8 near Navgarh and ends it open agriculture land near Chirner village (near JNPT). The

Project alignment is traversing through Palghar, Thane and Raigad District in the State of

Maharashtra. The Total Length of the Project Mumbai Multi Modal Corridor is approx. 80 Km

Project Description

A Multi Modal Corridor is a single corridor in which multiple modes, such as buses, BRT, metro

rail and cars, along with utilities such as water, sewage and gas lines are present in the same

Right of Way. The Right of way (ROW) of Proposed Multi Modal Corridor is 99 meters.

The MMC was envisaged to provide connectivity to existing and future growth centers in the

MMR. The MMC will help the growth of 7 Growth centers viz. Virar, Bhiwandi, Kalyan, Dombivali,

Panvel, Uran and Taloja MIDC in the MMR Region. It would provide faster connectivity between

the Urban Local Bodies (ULBs) located outside Greater Mumbai and improve accessibility to

inter-city freight traffic.

The MMC will connect the major roads such as NH-8, Bhiwandi bypass, NH-3, NH-4, NH-4B,

Mumbai Pune Expressway, NH-17 etc. The Corridor will provide faster connectivity to JNPT,

Proposed Navi Mumbai Airport, MTHL Project and Dedicated Freight Corridor (DFC).

The Project area traverses through the plain and rolling terrain and passes through Palghar,

Thane and Raigad district of Maharashtra. The Corridor is running parallel to Bassien Creek up

to Ulhas River (near Kalher).

The Project alignment is traversing through Palghar, Thane and Raigad Districts in the State of

Maharashtra. The total length of the Project Mumbai Multi Modal Corridor is approx. 80 Km. The

entire length of the project alignment is divided into 6 sections are as follows:

The Section 1-2 of the MMC alignment (approx. 13 Km) starts from the junction of NH8

(Navghar) and the Diva Vasai Rail line and runs parallel to Diva Vasai Rail Line / Kaman village

and ends near Kharbav Railway Station/Dunge Village.

The Section 2-3 of the MMC alignment (approx. 5 Km) starts near Kharbav Railway

Station/Dunge Village and ends near Kalher Reti Bunder passing through Dive Village Gavthan.

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The Section 3-4 of the MMC alignment (approx. 16 Km) starts near Kalher Reti Bunder and ends

at Shidhon Village near Hedutane Gaon passing through Alimghar Village, Ulhas River, west of

Sandap Gaon and Kolegaon.

The Section 4-5 of the MMC alignment (approx. 25 Km) starts at Shidhon Village near Hedutane

Gaon and ends near Kolkhe Village (near Panvel /Mumbai Pune Express Highway) passing

through Utasane Village, Mahulangi Village and Wangani Village.

The Section 5-6 of the MMC alignment (approx. 20Km) runs from Kolkhe Village (near Panvel /

Mumbai Pune Express Highway) and ends at Chirner near JNPT running parallel to NH 4 B

passing through Nandgaon and Chirle Goan.

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11.2 ENVIRONMENTAL ASSESSMENT OF THE PROJECT

The detailed design of the project has been closely coordinated with the preparation of this

Environmental Impact Assessment Report and the Environmental Management Plans. The EA

preparation led to identification of potential negative environmental impacts and their feasible

remedial measures (including avoidance, mitigation and enhancements). Based on these

findings Environmental Management Plans (EMPs) have been prepared for the implementation

for each construction package. The EMPs detail the potential negative impacts and list specific

mitigation measures that are required to be included and will form the part of the Contract

documents between the Contractor and the Client.

Baseline Environmental Status

Baseline data has been collected including meteorological data, water quality, air quality, soil

quality, noise levels, flora, fauna, land used and socio-economic status for the Project influence

area during the project preparation stage, which is summarized in Table 11.1.

Table 11.1: Baseline Environmental Scenario in the Project Area

Environmental Parameters Multi Model Corridor (Navghar –Chirner)

Terrain Flat and rolling terrain

Geology Deccan trap, Basaltic

Soil Type Alluvium and lateritic and sandy loam

Surface water bodies crossing/ along the MMC: River/Stream/ Pond or discarded area filled with water

5 River/16 streams or creek distributaries/13 Pond or discarded area filled with water,

Ground Water Bodies along the Project Road: HP/TW/Well

1 well / bore well.

Surface and ground Water Quality Within permissible limit except BOD and Total Coli form which is slightly high

Air Quality Within permissible limit except PM-10

Noise Level Within permissible limit

Forest Along the Project Road Only Road linear plantation declare as PF exist along the Project Road.

Trees in non forest areas like agricultural land/private land

Tree counting is under process

Eco-sensitive area with 10 km

Sanjay Gandhi National Park (SGNP)- crossing, Tungreshwar Wildlife Sanctuary, Thane-153m away, Karnala Bird Sanctuary (KBS)-5813m away and Matheran Eco-sensitive zone-105m away from the project alignment

Revenue village/ settlement area where land acquisition proposed )

42 Nos.

Religious Properties along the Project Corridor (Nos)

7 Nos.

Archaeological Properties along the Project Corridor

Nil

Educational Institutes Along the Project Corridor( Nos)

3

Critically Polluted Industrial Area along the corridor

2 critically Industrial polluted area Dombivili and Navi Mumbai located within the 10 km radius of the project.

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Environmental Parameters Multi Model Corridor (Navghar –Chirner)

Land Use Along the road Agriculture, Built up Area, residential and river, creeks, road, railways, mangroves and CRZ areas

Diversion of land for proposed MMC 14.8ha National Park land, 69.2743ha Mangroves area, Non Forest= 725 hectares

11.3 ANTICIPATED ENVIRONMEMNTAL IMPACTS AND MITIGATION MEASURES

Key Environmental Issues along the Project Road:

Surface Water Pollution

Impact on Religious Properties

Felling of trees along the project road as well as in agriculture areas

Diversion of Forest land declare

Diversion of Mangroves land

Diversion of forest land

Loss of agriculture land

Road Safety

The assessment of impacts on various environmental components from the project roads is

summarized in Table 11.2:

Table 11.2: Environmental Impact Summary

Sl. No. Parameter Details

Negative Impacts

1 Wells (Nos.) 1 Well

2 Diversion of Agricultural land (ha.) 725 hectares

3 Diversion of Forest Land Under progress

4

Diversion of CRZ-I area (ha.) CRZ IA (RF) Other CRZ(III & IVB)

69.2743ha

12.5297ha 122.1294ha

5 Borrow Earth (Cum) Require d in large amount

6 Quarry Material (Cum) Required in large amount

7 Water (Kl) Required in large amount during construction

9 Nos of trees to be felled (Nos) in non forest + forest

Tree counting under process

10 Surface water body 5 River/18 streams or creek distributaries/12 Pond or discarded area filled with water,

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Sl. No. Parameter Details

11 Cultural/Religious Properties 3 nos.

Positive Impacts

1 Enhancement sites Through compensatory afforestation in degraded forest area/ revenue area and avenue plantation along the corridor

2 Median Plantation Provided (1500 plants / km ) i.e 450000 Shrubs

3 Connectivity and road safety Improved

4 Safe Assess to Educational Institute

Improved

5 Enhancement of Service road Improved

6 Junctions/Interchange All junction/ Interchange will be improve through provision of under passes

7 Sitting Arrangement improved

Road safety Measures

1 Interchange At 10 location interchange

2 Street lighting (locations) Provided\ Improved all along the major bridges and flyovers /elevated sections

3 Signage Improved all along the project road

4 Intersection Signs Provided

5 Sign on Side roads provided

6 School Signs provided

7 Place identification Sign Provided

8 Traffic calming measures (locations)

provided

9 Drainage provided

10 Crash Barriers / Guardrails Provided where as it required

11 Silence Zone Signs Provided

12 Industrial establishment Signs Provided

Mitigation measures are provided in the Table 11.4.

11.4 ANALYSIS OF ALTERNATIVES

Analysis for alternatives was carried out for different parameters as given below:

Table 11.3: “With” and “Without” Project Scenarios.

Sl. No.



Environment

A. Physical Environment

i) Atmosphere and Climate

Travel time and traffic congestion will reduce as a result of 4-laning of the project road. Overall, a lower or similar level of air pollution. No change in climatic condition

Congested road will consume more travel time and will increase air pollution. No change in climatic condition

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Sl. No.



ii) Topography and Soils

No major change in topography and soils, however, better road will reduce soil erosion and dust.

Further deterioration in present conditions

iii) Geology and Seismology

No Impact

No change and possibly some deterioration in problems due to naturally weak geological conditions.

iv) Water Bodies and Drainage

Improved drainage due to improvement in drainage structures and facilities but care should be taken during construction

No changes in present problems associated with inadequate drainage.

B. Ecological Environment

Flora

Tree enumeration is under process, and through compensatory afforestation @ 1:3 will again improve the greenery of the area. Additional plantation along the project road will enhance the esthetic beauty of the area

No change in vegetation and number of trees.

Fauna

Increase disturbance and chances of illegal hunting during construction period which will be minimized by the patrolling of forest department during construction. After MMC along with road side fencing/netting situation will improve positively.

Continued, and possibly increased disturbance to the fauna. Increased disturbance and chances of illegal hunting due to overall traffic growth on existing road

C. Social and Cultural Environment

Social and Cultural Environment

Increased comfort and safety while traveling. Improved business environment for those living along the project road-increased passing trade from generated traffic and reduced transportation costs for imports and exports of the area.

Traveling may increase time, thereby transportation costs will increase. Reductions in comfort and safety due to congestion and deterioration in highway condition. Business opportunities remain largely the same as before.

D. Institutional Requirements

Training of PIU

Training will need to be provided to relevant PIU officials to improve their environmental monitoring capacity during and after project construction. More staff will need to be recruited at the PIU office to enable smooth flow of all paperwork with regard to implementation of environmental policies and regulations.

No institutional strengthening is required.

E. Economic Situation

Financial Implications

Higher capital costs for using Environmental Friendly techniques for preparation of project. Costs will also be incurred for training of PIU officials. Lower vehicle operating costs associated with smoother riding surfaces and shorter travel times.

No capital costs. However, increasing road maintenance and vehicle operating costs as road deteriorates and as travel times increase.

F Overall

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Sl. No.



Long term improved social and environmental conditions but an increase in expenses for project activities during the course of project construction and it will slightly effect the forest area during construction period

Small deteriorations in environmental conditions, no increase in economic opportunities and increased expenses associated with maintenance.

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The project should lead to an overall improvement in environmental and social conditions

through the landscaping. It is, nevertheless important to use environmentally friendly road

construction techniques.

11.5 ENVIRONMENTAL MONITORING PROGRAMME

To ensure the effective implementation of the EMP, it is essential that an effective monitoring

program be designed and carried out. The environmental monitoring programme provides such

information based on which management decision may be taken during construction and

operational phases. It provides basis for evaluating the efficiency of mitigation and enhancement

measures and suggest further actions that need to be taken to achieve the desired effect.

The monitoring includes:

Visual observations;

Selection of environmental parameters at specific locations;

To know the effective implementation of the EMP, air, water and noise levels will be monitored

during construction and operation phase of the project, details are described in chapter 6.

11.6 ADDITIONAL STUDIES

PUBLIC CONSULTATIONS

Discussions were held with most of the stakeholders with different type of consultations such as

formal, informal and group discussions. The following issued have been discussed during public

consultation which will be suitability incorporated in EMP

Parking facilities

Dust suppression measures should be adopted

Sign boards for road safety

Provision of service road

Employment opportunity to local people during 4-laning of project road

Junction improvement

Drainage management

Suitable compensation

Plantation of trees along the project road

Plantation of plant in median

Air, and Noise management during construction

CONTINUED PARTICIPATION MECHANISM

Two stages consultation was carried out in Project Corridor. In first stage consultation

Information about the project was disseminated to the local people and their views/Grievances/

Suggestions were solicited. These suggestions were incorporated into the design to the extent

possible and Second round of consultation was carried out with a objective to inform the people

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about the design, suggestions which could be addressed and reasons for non incorporation of

their suggestion thereof and communities were shown enhancement drawings and briefed about

the enhancement measures and this process will continue through out the construction period.

11.7 PROJECT BENEFITS

Positive and negative aspects of the project have been discussed detailed in following paragraph. Key long-term environmental and social benefits from the project will arise mainly from traditional sources

savings in travel times, reduce the emission of dust;

reduced cargo delays – from faster vehicle speeds and reductions in travel time;

reduced vehicle operating costs – from improved riding surfaces;

reduced road maintenance costs – from higher quality infrastructure;

reduced accidents – mainly as a result of reduced travel time and congestion but also because of the provision of safety infrastructure and warning signs, though this latter

element was impossible to quantify – it was, however, estimated that the benefits from a 50% reduction in accidents; and

A large volume of generated traffic is, however, also forecast. This is traffic stimulated by the

reduction in travel costs and associated with new economic development. The benefits calculated subsume the benefits from:

improved access to the Navaghar to Chirner (JNPT)

new businesses, including that from increased passing trade

The key negative, permanent and irreversible impacts will occur along the realignment and will

be:

loss of hectares of forest land;

loss of mangroves area

loss of trees in forest and non-forest area

loss of agriculture land

a marginal reduction in aesthetic beauty

All the trees felled due to this project will be compensated to reduce the negative impact of the

area

11.8 MITIGATION AND ENHANCEMENT MEASURES

As far as possible avoidance and reduction of adverse impacts approaches were adopted during

the design stage with consideration of the views of local communities and the design team

including engineers, environmental and social experts. This is reflected in the finalization of the

cross sections, construction methods, construction materials and alignment.

Compensatory and additional plantation along with landscaping will be carried to improve the

esthetic value of the areas in future. All identified impact will be either suitably mitigated or

compensated, so that development will become eco-Friendly. A summary of mitigation measures

proposed to mitigate the adverse impacts are presented in Table 11.4:

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Table 11.4: Key Environmental Impacts and Management/ Mitigation Measures

Area Impacts Management/Mitigation Measures

Construction Phase

Topography & geology

• Disfiguration & change in existing profile of the land due to borrow pits & construction of new bypass.

• Disturbance on geological setting due to quarrying.

• Uncontrolled digging of borrow pits resulting in water accumulation & breeding of vector disease.

• Borrow pits will be restricted to 1 m depth followed by resurfacing of pits. • Road building materials will be procured from approved and licensed quarries

only. • Suitable seismic design of the bridge structures will be adopted to mitigate the

earthquake impacts.

Soil

• Disruption & loss of productive top soil from agricultural fields due to borrow pits which may reduce crop yield.

• Loosening of top soil & loss of vegetative cover along the road due to excavation & back filling which will lead to enhanced soil erosion.

• Adequate measures like adequate drainage, embankment consolidation & slope stabilization will be taken along the road to avoid soil erosion.

• Top soils (15 cm) of borrow pit sites will be conserved and restored after excavation is over.

• Accidental spillage of lubricants/oil and molten asphalt will be avoided by adherence to good practices.

Land use

• Loss of agricultural land resources due to land acquisition for the road.

• Generation of solid waste in the form of construction spoils from construction sites.

• Changes in existing land use pattern of the ROW for construction of the road.

• Loss of trees and diversion of forest land • Generation of bituminous waste due to scarifying

of damaged pavement

• Earth material generated from excavation of roadways & drainage will be reused during site development.

• Construction debris will be disposed of in suitable pre-identified dumping areas. • Dumping areas will be biologically reclaimed. • Construction camp will be provided to avoid indiscriminate settlement of

construction workers. • Compensatory and additional plantation will be carried out along the road • Staging of the debris on / along the road will not be allowed. Regular inspection

of construction site will be carried out to ensure for this. • Scarified bitumen will be recycled for use below Sub grade under pavement or

below GSB under shoulder.

Drainage

• Change in drainage pattern of the land. • Increased incidence and duration of floods due to

obstruction of natural drainage courses by the road embankment.

• Chances of filling of existing drainage courses during earth filling.

• Adequate lined and covered drains are provided for the project to facilitate its long life, and to avoid soil erosion & land degradation.

• Adequate cross drainage works & structures will be provided for smooth passage of runoff to avoid flooding.

• Steps at the bridge sites will be provided to inspect, regular cleaning and inspection of these sites.

• Filling of existing drainage courses will be strictly avoided. • Suitable drainage at construction site & camp will be provided to avoid water

stagnation, soil erosion & mosquito breeding.

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Water bodies • Loss of water resources due to complete or partial

filling up of few ponds/water bodies along the road. • Filling of water bodies along the road alignment will be minimized by providing

retaining walls.

Water use • Impact on the local water sources due to use of

construction water. • Minimum use of existing water sources for construction will be ensured to

minimize likely impacts on other users.

Water quality

• Increase of sediment load in the run off from construction sites and increase in turbidity in receiving streams/water bodies.

• Water pollution due to sewage from construction camps.

• Sediment traps will be provided to reduce sediment load in construction wastewater.

• Proper sanitation facilities will be provided in construction camp to prevent health related problems.

• All the construction activities will be carried out during dry seasons only.

Air quality

• Deterioration of air quality due to fugitive dusts emission from construction activities like excavation, backfilling & concreting, and hauling & dumping of earth materials & construction spoils, and vehicular movement along unpaved roads.

• Deterioration of air quality due to gaseous emissions from construction equipment & vehicular traffic.

• Deterioration of air quality due to emission from asphalt and hot mix plants.

• Construction materials will be stored in enclosed spaces to prevent fugitive emissions.

• Truck carrying soil, sand and stone will be duly covered to avoid spilling. • Adequate dust suppression measures such as regular water sprinkling on haul &

unpaved roads particularly near habitation will be undertaken to control fugitive dust.

• Stringent construction material handling/overhauling procedures will be followed. • Low emission construction equipment & vehicles will be used. • It will be ensured that all construction equipment & vehicles are in good working

condition, properly tuned & maintained to keep emissions within permissible limits.• Asphalt and hot mix plants will be located at least 500 m away from inhabited

areas and 300 m from the road.

Noise level • Increase in noise level due to construction activities

like operation of construction equipment & vehicular traffic.

• Construction camp and temporary labour sheds will be located away from the immediate vicinity of the construction sites and major road traffic.

• Protective gears such as ear plugs etc. will be provided to construction personnel exposed to high noise levels as preventive measure.

• Low noise construction equipment will be used. • It will be ensured that all construction equipment & vehicles are in good working

condition, properly lubricated & maintained to keep noise within permissible limits. • Stationary construction equipment will be placed sufficiently away from inhabited

areas and silence zones. • Construction activities carried out near residential area will be scheduled to the

day time only so that minimum disturbances are caused to people.

Floral & fauna • Loss of flora & loss of habitat of avian fauna due to

felling of trees along the ROW. • Short term disturbance to avian fauna.

• No tree shall be felled beyond the toe line of proposed cross section. • Two times of area of diverted forest land will be afforested as per direction of

forest department. PIU will deposit the required amount for afforested as forest department will specify for compensatory plantation. In addition to this Net

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Present Value (NPV) for the diverted forest land will be paid to forest department • Median hedge will be developed to enhance the aesthetic look & reduce headlight

glare on the four lane roads. • Cooking fuel should be provided to construction workers to avoid cutting/felling of

trees for fuel wood.

Amenities & cultural properties

• Partial or total effect on roadside educational, medical & other amenities, and religious & cultural properties like temples & mosques due to additional land acquisition.

• Affected tube wells, temples & mosques will be suitably relocated. • Compensation will be given for other affected amenities like schools, colleges,

hospitals, banks, post-offices & markets.

Rehabilitation & resettlement

• Acquisition of agricultural land which is the source of sustenance of those families.

• Demolition of houses & other structures within ROW resulting in displacement of people.

• Adequate & equitable compensation, rehabilitation & resettlement measures for PAPs are provided in RAP prepared for the project.

Construction camp

• Influx of construction work-force & supplier who are likely to construct temporary tents in the vicinity.

• Likely sanitation & health hazards & other impacts on the surrounding environment due to inflow of construction laborers.

• Temporary construction camps with adequate potable water supply, sanitation & primary health facilities and fuel for cooking will be provided to accommodate construction workers.

• It will be ensured that the construction workers are provided fuel for cooking to avoid cutting of trees from the adjoining areas.

• Domestic as well as the sanitary wastes from construction camps will be cleared regularly and disposed as per local practice stipulated by local administration (Municipalities, Panchayats etc.).

Occupational health & safety

• Health & safety related problems to construction workers due to inadequate health & safety measures.

• Adequate safety measures complying to the occupational safety manuals will be adopted to prevent accidents/hazards to the construction workers

• Periodic health check-up of construction workers will be done.

Road safety • Increase in incidence of road accidents due to

disruptions caused in existing traffic movements.

• Proper traffic diversion and management will be ensured during construction at the interactions and construction areas.

• Traffic calming measures Provided.

Operation Phase

Land use & Encroachment

• Change of land use by squatter/ encroachment within ROW and induced development outside the ROW.

• Planning agencies and Collector/ Revenue Officer will be made involved for controlled development and prohibiting squatter/ encroachment within ROW.

Drainage • Filthy environment due to improper maintenance of

drainage. • Drainage system will be properly maintained.

Water quality • Chances of contamination of water bodies from

road surface run off containing oil spills due to traffic movement & accidents.

• Oil interceptor will be provided at construction yard. • Contingent actions will be taken for speedy cleaning up of oil spills, fuel and toxic

chemicals in the event of accidents.

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Air quality • Air pollution due to vehicular emission from road

traffic.

• Vehicular emission will be controlled through enforcement of laws and public awareness.

• Truck parking lay-byes and bus bays will be provided at required locations to facilitate smooth traffic flow.

• Regular monitoring of air quality at specified locations will be conducted.

Noise level • Noise pollution due to trafic noise.

• Vehicular noise & use of horns will be controlled through enforcement of laws and public awareness.

• Road signs prohibiting the use of horns will be placed at residential areas, sensitive locations & silence zones.

• Regular monitoring of noise level at specified locations will be conducted by PIU.

Flora & fauna • Illegal felling of road side plantation. • Effect on aquatic fauna in case of accidental spill of

oil, fuel & toxic chemicals into water bodies.

• Plantation along the ROW will be maintained properly and protected from illegal felling.

• Contingent actions will be taken in the event accidental spill of oil, fuel & toxic chemicals.

Access • Significant severance problem on pedestrian &

cattle crossing and cross traffic due to widening, partially access control & increase in traffic speed.

• Intersection & approach of existing major cross roads will be upgraded. • Cattle/animal crossings to facilitate smooth traffic & pedestrian movement to avoid

accidents. • Access of primary schools will be modified in S shaped to slow down the speed of

the primary school children, when they come out. It will avoid chances for accidents of school children.

• Bus bays will be provided at suggested suitable locations.

Road safety • Impacts on human health due to accidents. • Damage of road due to wear & tear.

• Adequate traffic safety measures e.g. crash barriers & pedestrian railings will be provided wherever required.

• Proper & adequate road signs, road markings, kerb paintings and road furniture like overhead gantry signs, roadway delineators etc. will be provided.

• Adequate illumination will be provided at interchange locations for safe and efficient traffic operations especially during night and inclement weather.

• Periodical inspection of the road will be conducted to detect anomalies in pavement.

• Emergency telephone communication system, highway patrolling, crane and ambulance facilities will be provided.

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Environmental Enhancement Measure

To improve the aesthetic beauty of the corridor enhancement measures are provided for the

project like plantation of trees along the project road, plantation of bushes and flowers in median,

provision of dust sprinkling during consecution etc.

Environmental Budget

An Estimate of the cost component involved in mitigation of impacts, enhancements (through

landscaping or specific enhancement measures for cultural properties and typical enhancements

such as ponds) monitoring and evaluation of various components in pre-construction,

construction and operation period has been estimated. The summary of Environment Budget is

as follows in Table 11.5.

Table 11.5: Summary of Environment Budget*

Items Cost (Rs.)

Mitigation 86180000.00

Monitoring 4260000.00

Training and other 300000.00

Environmental Expert Salary

9000000.00

Total 99740000.00

Contingency 4987000.00

Total 104727000.00

Cost of compensatory afforestation, cost of NPV, and wildlife management are to be

estimated by the forest department and Wildlife department

11.9 INSTITUTIONAL ARRANGEMENTS

The Mumbai Metropolitan Regional Development Authority (MMRDA), a nodal agency for

development of infrastructure projects in the in the Mumbai Area. On behalf of Government of

Maharashtra, MMRRDA is entrusted to develop MMC from Navghar to Chirner. The project will

be either by EPC or Public Private Partnership (PPP) venture pattern.

The Chief Engineer, MMRDA will responsible for the successful implementation of the Project.

Executive Engineers and his supporting staff as Employers representatives nominated for the

project are responsible for the implementation of the Projects under his division.

11.10 CONCLUSIONS

The key improvements anticipated are:

savings in travel time – from faster vehicle speeds and reductions in travel time;

reduced cargo delays – also from faster vehicle speeds and reductions in travel time;

reduced vehicle operating costs and passenger comfort– from improved riding surfaces;

reduced maintenance costs – from higher quality infrastructure;

reduced accidents – mainly as a result of reduced travel time and use of signage

11-15 | P a g e

A large volume of generated traffic is forecasted. This will be traffic stimulated by the

reduction in travel costs and associated with new economic development and deriving,

amongst other things, from:

New businesses, including those from increased passing trade.

In addition to the above, there should be:

an overall reduction in problems from exhaust emission improved drainage; and

A wide range of short-term negative impacts are, however, envisaged during construction - these

include: disturbance to wildlife and settlements; localised dust pollution; increased sediments in

water bodies; small-scale erosion; and health hazards amongst construction workers and those

residing in nearby settlements. However, most of these can be adequately mitigated through:

practicing Environmental Friendly Road Construction techniques; proper location of construction

camps; and equipping construction sites with adequate medical facilities.

The major long-term negative impact will be the permanent loss of about 14.8ha land of Sanjay

Gandhi national Park, and 793 ha non forest land tree located within the proposed ROW of MMC

will be removed. This can, however, be mitigated by plantation under compensatory

afforestation. There may also be some small-scale temporary impacts on wildlife habitats.

However, investigations show that this is not a significant issue for important protected species.

Removal of only necessary vegetation during construction, and thereafter the maintenance of

forest cover on both sides of the project road, will help minimise long-term negative impacts.

12-i | P a g e

TABLE OF CONTENTS

CHAPTER - 12: DISCLOSURE OF CONSULTANTS ENGAGED ....................................................... 12-1

12.1 DISCLOSURE OF CONSULTANTS ........................................................................................ 12-1

12.2 DISCLOSURE OF PROJECT AND EIA/EMP REPORT .......................................................... 12-1

12.2.1 Approved Key Professional from QCI ......................................................................... 12-1

12-1 | P a g e

CHAPTER - 12: DISCLOSURE OF CONSULTANTS ENGAGED

12.1 DISCLOSURE OF CONSULTANTS

Messrs Louis Berger Consulting Pvt. Ltd, have been entrusted with the Consultancy services for

obtaining environmental clearance from the Ministry of Environment, Forests and Climate

Change (MoEF&CC) , Government of India.

In order to full fill the above task, MMRDA has appointed M/s Louis Berger Consulting, Pvt. Ltd.

as Consultants to carry out the above tasks and Contract agreement was signed on 16 July 2014

LBG is one of the largest multi-disciplinary consulting organizations in the world, being amongst

the leaders in the transportation (urban roads, highways, expressways, bridges etc.), urban

infrastructure development (water supply, sewerage, solid waste management, etc.) and

environmental engineering sectors (as per rankings of the Engineering News Record published

by McGraw Hill). With over 55 years of experience worldwide including about 50 years in South

Asia, the Berger Group can draw upon the experience, versatility and innovativeness of over

5,000 professional staff members in all facets of planning, design, design vetting, supervision,

project management, monitoring, evaluation, technical assistance, operation and maintenance,

independent engineering, impact assessment and management of multi-faceted and complex

projects worldwide.

12.2 DISCLOSURE OF PROJECT AND EIA/EMP REPORT

In order to enable timely project implementation, continued dialogue and coordination will need to

take place between the Client, Consultant and relevant agencies.

Intimation on the availability of the report to the public will be made through mass media. The

English version of the document will be available in the offices of MMRAD PCB/Concerned

Collectors.

This EIA report will also be made available on the websites of the MMRAD/MOEF&CC.

12.2.1 Approved Key Professional from QCI

Sl. No.

Name of the Expert

Position Responsibility Signature

1 Dr. D K Pandey

EIA Coordinator (Category 7(f), 8(b) Highways, Railways, transport terminals, mass rapid transport system)

Preparation of EIA and EMP, liaising with MOEF/J&K PCB/Forest Dept., monitoring of data etc.

2

Dr. D K Pandey Functional Area Expert- Ecology & Biodiversity

Study of the ecological profile of the project area.

3 Dr. D K Pandey Functional Area Expert- Noise & Vibration

Study of Noise of the project area

4 Mr. Anil Sharma Functional Area Expert- Socio-

Study of socio-economic profile of the area, impact of

12-2 | P a g e

Sl. No.

Name of the Expert

Position Responsibility Signature

economic development

5 K. Mohan Functional Area Expert- Land Use

Land use mapping

6 Akhilesh Khairwar

Functional Area Expert –Water Pollution Monitoring and Prevention Control AP

Study of water pollution source, impact analysis and mitigation measure. Also AP

7 P.M. Agarwal

Functional Area Expert –Hydrology Ground water & water conservation.

Hydrology

8 M.S. Kotkar Functional Area Expert –WP,SHW

Study for Water Pollution and Solid waste

9 D.M Godbole Geo and SC Highway Design and Soil conservation, geological study

10 P. Sawant Functional Area Expert –Air Quality

Study for Air Quality

NAME OF WORK:‐DIVERSION OF FOREST LAND INVOLVED UNDER FOR PROPOSED MULTIMODAL CORRIDOR FROM NAVGHAR TO CHIRNER.

ABSTRACT OF FOREST LAND INVOLVED UNDER PROPOSED MULTI MODEL CORRIDOR

Sr.

No.

Name of

Village

through

Forest

area to be

diverted

Tahsil &

Dist.



S.N./

G

No.

Approx.

Avg.

(Length X

Width)

(Sqmt.)

Class of Forest

Chaina

ge

km

Reserved

Forest

(Sqmt.)

Mangroves

(CRZ‐1A)&

50M buffer

involved

(Sqmt.)

Total

Forest area

involved

(Ha.)

S.N./

G. N.

Approx. Avg.

(Length X

Width)

(Sqmt.)

Non‐ Forest

area

involved

(Sqmt.)

Non‐ Forest

area

involved

(Ha.)

1. Bapane Vasai

Dist.

Palghar

34

33

32

25

36.3978x

45

26.9431x

45

29.1235x

45

137.8422

x45

Km0

/00 To

Km.

0/760

1637.9010

1212.4395

1310.5575

6202.8990

0.1637901

0.1212439

5

0.1310557

5

0.6202899

35

21

22

23

31

89B/1

30

96

27

26

60

61

59

62

58/1/

2

30.7896x45

22.3134x45

69.7724x45

46.1473x45

53.5972x45

58.4650x45

0.4192x45

67.3125x45

106.5987x45

68.8895x45

59.1599x45

0.9139x45

39.7021x45

84.7747x45

77.0291x45

1385.3520

1004.1030

3139.7580

2076.6285

2411.8740

2630.925

18.864

3029.0625

4796.9415

3100.0275

2662.1955

41.1255

1786.5945

3814.8615

3466.3095

0.1385532

0.1004103

0.3139758

0.20766285

0.2411874

0.2630925

0.0018864

0.30290625

0.47969415

0.31000275

0.26621955

0.00411255

0.17865945

0.38148615

0.34663095

10363.797 1.0363797 35364.6225 3.53648025

2. Sarjamori Vasai

Dist.

Palghar

4

NA

11.6564x

45

45.8156x

45

Km

0/760

To Km.

1/640

‐‐

‐‐

524.538

2061.702

0.0524538

0.2061702

63

64

65

57

54

55

Wada

1

2

5

98

3

3.0650x45

25.2696x45

3.4807x45

20.3773x45

248.0206x45

13.0789x45

3.7434x45

46.1277x45

120.8679x45

3.9766x45

55.4949x45

19.2152x45

137.925

1137.132

156.6315

916.9785

11160.927

588.5505

168.453

2075.7465

5439.0555

178.947

2497.2705

864.684

0.0137925

0.1137132

0.01566315

0.09169785

1.1160927

0.05885505

0.0168453

0.20757465

0.54390555

0.0178947

0.24972705

0.0864684

‐‐ 2586.24 0.258624 25322.301 2.5322301

3. Mori Vasai

Dist.

Palghar

66

65

889.2815

x45

82.6955x

45

Km.

1/640

to Km.

3/670

40017.6675

3721.2975

‐‐

‐‐

4.0017667

5

0.3721297

5

68

67

203

24

52

78.4355x45

23.1213x45

13.6765x45

20.2976x45

3.9227x45

3529.5975

1040.4585

615.4425

913.392

176.5215

0.35295975

0.10404585

0.06154425

0.0913392

0.01765215

43738.9650 ‐‐ 4.3738965 6275.412 0.6275412

4. Sasunavgh

ar

Vasai

Dist.

Palghar

30

26

27

44

163.6057

x45

36.0931x

45

43.3862x

45

101.8843

x45

Km.

3/670

to

Km.

4/630

7362.2565

1624.1895

1952.379

4584.7935

‐‐

‐‐

‐‐

‐‐

0.7362256

5

0.1624189

5

0.1952379

0.4584793

5

29

28

32

40

46

40

45

47

203

23

11.5440x45

124.3305x45

0.5907x45

0.6167x45

121.3948x45

5.3901x45

15.8728x45

38.0085x45

301.5627x45

1.0836x45

519.48

5594.8725

26.5815

27.7515

5462.766

242.5545

714.276

1710.3825

13570.3215

48.762

0.051948

0.55948725

0.00265815

0.00277515

0.5462766

0.02425545

0.0714276

0.17103825

1.35703215

0.0048762

15523.6185 ‐‐ 1.5523618

5

27917.748 2.7917748

5. Nagale Vasai

Dist.

Palghar

73/1

73/2

73/3

282.8660

x45

203.9783

x45

8.89477x

45

Km.

4/630

to

Km.

6/775

‐‐

‐‐

‐‐

12728.97

9179.0235

400.26465

1.272897

0.9179023

5

0.0400264

65

38

37

00

59

34

35

33

32

66

30

29

28

25

Pada

27

10

23

26

48

49

50

51/8

51/9

51/10

4A

51/1

53

79

11.0187x45

15.8435x45

53.5622x45

36.5864x45

19.3024x45

55.6708x45

165.7222x45

42.4267x45

16.0869x45

226.9186x45

8.9483x45

115.4633x45

4.3571x45

34.8399x45

144.5414x45

7.0618x45

10.0586x45

84.3133x45

59.0482x45

108.7353x45

23.8946x45

104.5127x45

11.2506x45

11.8113x45

42.0764x45

15.0309x45

37.1103x45

25.0142x45

495.8415

712.9575

2410.299

1646.388

868.608

2505.186

7457.499

1909.2015

723.9105

10211.337

402.6735

5195.8485

196.0695

1567.7955

6504.363

317.781

452.6370

3794.0985

2657.169

4893.0885

1075.257

4703.0715

506.277

531.5085

1893.438

676.3905

1669.9635

1125.639

0.04958415

0.07129575

0.2410299

0.1646388

0.0868608

0.2505186

0.7457499

0.19092015

0.07239105

1.0211337

0.04026735

0.51958485

0.01960695

0.15677955

0.6504363

0.0317781

0.0452637

0.37940985

0.2657169

0.48930885

0.1075257

0.47030715

0.0506277

0.05315085

0.1893438

0.06763905

0.16699635

0.1125639

52

71

138.7814x45

0.6067x45

6245.163

27.3015

0.6245163

0.00273015

‐‐ 22308.2581

5

2.2308258

15

73376.7615 7.33767615

6. Shillottar Vasai

Dist.

Palghar

23 1.2443x4

5

Km.

6/775

to

Km.

6/776

‐‐ 55.9935 0.0055993

5

‐‐ ‐‐ ‐‐ ‐‐

‐‐ 55.9935 0.0055993

5

‐‐ ‐‐ ‐‐ ‐‐

Total Area 35314.28 9.4576872

15

168256.845 16.8257025

7. Paye Bhivandi

Dist.

Thane

05A

14

13

12

11

5

10

212

208

205

189

190

191

192

196

193

179

52.0285x

99

58.0660x

99

22.7359x

99

126.2624

x99

52.7893x

99

227.4612

x99

37.7314x

99

118.0054

x99

Km.

6/776

to

Km.

8/701

‐‐

‐‐

‐‐

‐‐

5150.8215

5748.534

2250.8541

12499.9776

5226.1407

22518.6588

3735.4086

11682.5346

11366.2692

13374.6129

1404.5031

13093.0173

13825.8648

6866.5509

321.8193

8033.2263

35.0955

0.5150821

5

0.5748534

0

0.2250854

1

1.2499977

6

0.5226140

7

2.2518658

8

0.3735408

6

1.1682534

6

16

15

23

210

207

17

117.8651x99

35.2787x99

29.9159x99

147.8554x99

10.1359x99

74.0042x99

11668.6449

3492.5913

2961.6741

14637.6846

1003.4541

7326.4158

1.16686449

0.34925913

0.29616741

1.46376846

0.10034541

0.73264158

NA1

NA2

114.8108

x99

135.0971

x99

14.1869x

99

132.2527

x99

139.6552

x99

69.3591x

99

3.2507x9

9

81.1437x

99

0.3545x9

9

74.6964x

99

14.6823x

99

7394.9436

1453.5477

1.1366269

2

1.3374612

9

0.1404503

1

1.3093017

3

1.3825864

8

0.6866550

9

0.0321819

3

0.8033226

3

0.0035095

5

0.7394943

6

0.1453547

7

145982.380

5

14.598238

1

41090.4648 4.10904648

8. Payegaon Bhivandi

Dist.

Thane

NA

17/0

1

68

69

33.3110x

99

47.8421x

99

153.9544

x99

Km.

8/701

to

Km.

9/621

3297.7890

4736.3679

15241.4856

12607.9767

0.3297789

0

0.4736367

9

1.5241485

6

68

82

72

74

76

75

153.9543x99

20.6471x99

76.8526x99

5.8420x99

258.7615x99

1.7394x99

15241.4757

2044.0629

7608.4074

578.3580

25617.3885

172.2006

1.52414757

0.20440629

0.76084074

0.05783580

2.56173885

0.01722006

127.3533

x99

1.2607976

7

35883.6192 3.5883619

2

51261.8931 5.12618931

9. Malodi Bhivandi

Dist.

Thane

124

113

113/

01

112

103

104

102

50.5164x

99

15.6462x

99

10.8597x

99

26.3734x

99

21.2303x

99

6.5774x9

9

14.9744x

99

Km.

9/621

to

Km.

11/301

5001.1236

1548.9738

1075.1103

2610.9666

2101.7997

651.1626

1482.4656

0.5001123

6

0.1548973

8

0.1075110

3

0.2610966

6

0.2101799

7

0.0651162

6

0.1482465

6

125

123

122

120

119

118

00

117

48

49

89

52

89

90

53

91

106

85

86

92

105

95

96

97

96

95

125.8063x99

26.1231x99

177.4241x99

25.9332x99

173.0102x99

55.0217x99

14.9785x99

5.3846x99

23.7546x99

44.5852x99

119.3038x99

22.3725x99

88.7994x99

5.1275x99

112.2095x99

13.7188x99

14.0372x99

131.8242x99

67.0939x99

46.1351x99

83.3129x99

7.7023x99

2.4313x99

21.7731x99

89.2244x99

25.8730x99

12454.8237

2586.1869

17564.9859

2567.3868

17128.0098

5447.1483

1482.8715

533.0754

2351.7054

4413.9348

11811.0762

2214.8775

8791.1406

507.6225

11108.7405

1358.1612

1389.6828

13050.5958

6642.2961

4567.3749

8247.9771

762.5277

240.6987

2155.5369

8833.2156

2561.4270

1.24548237

0.25861859

1.75649859

0.25673868

1.71280098

0.54471483

0.14828715

0.05330754

0.23517054

0.44139348

1.18110762

0.22148775

0.87911406

0.05076225

1.11087405

0.13581612

0.13896828

1.30505958

0.66422961

0.45673749

0.82479771

0.07625277

0.02406987

0.21555369

0.88332156

0.25614270

14471.6022 1.4471602

2

150773.0796 15.0773079

10. Kharbhav Bhivandi

Dist.

Thane

98

99

95

92

93

71‐

83

70

9

15

NA

70.5257x

99

38.8778x

99

49.8696x

99

76.9577x

99

26.5188x

99

315.6441

x99

32.5908x

99

37.9754x

99

107.4124

x99

32.4742x

99

Km.

11/301

to

Km.

13/541

6982.0443

3848.9022

4937.0904

7618.8123

2625.3612

31248.7659

3226.4892

3759.5646

10633.8276

3214.9458

0.6982044

3

0.3848902

2

0.4937090

4

0.7618812

3

0.2625361

2

3.1248765

9

0.3226489

2

0.3759564

5

1.0633827

6

0.3214945

8

00

101

100

69

68

111

67

64

66

62

63/01

58

59

12

00

11

10

14

16

00

274.4905x99

7.8813x99

39.1013x99

35.8319x99

107.7236x99

107.7236x99

10.8154x99

23.3235x99

0.9144x99

160.4184x99

5.0135x99

63.9190x99

36.8110x99

98.8577x99

14.2886x99

61.8604x99

64.1790x99

27.2077x99

2.1282x99

32.1402x99

27174.5595

780.2487

3871.0287

3547.3581

10664.6364

10664.6364

1070.7246

2309.0265

90.5256

15881.4216

496.3365

6327.9810

3644.2890

9786.9123

1414.5714

6124.1796

6353.7210

2693.5623

210.6918

3181.8798

2.71745595

0.07802487

0.38710287

0.35473581

1.06646364

1.06646364

0.10707246

0.23090265

0.00905256

1.58814216

0.04963365

0.63279810

0.36442890

0.97869123

0.14145714

0.61241796

0.63537210

0.26935623

0.02106918

0.31818798

78095.8035 7.8095803

4

116288.2908 11.62882908

11. Wadungh

ar

Bhivandi

Dist.

Thane

292

F

NA1

NA2

259.7973

x99

30.7400x

99

55.4750x

99

Km

13/541

to

Km.

14/301

25719.9327

3043.2600

5492.0250

2.5719932

7

0.3043260

0

0.5492025

0

‐‐ ‐‐ ‐‐

25719.9327 8535.2850 3.4255217

7

12. Dunge Bhivandi

Dist.

Thane

NA

113

96

95

113A

‐1A‐

1

97

100

48.8014x

99

71.7946x

99

42.9856x

99

67.3221x

99

24.7538x

99

57.6447x

99

51.7433x

99

Km.

14/301

to

Km.

15/621

4831.3386

7107.6654

4255.5744

6664.8879

2450.6262

5706.8253

5122.5867

0.4831338

6

0.7107665

4

0.4255574

4

0.6664887

9

0.2450626

2

0.5706825

3

0.5122586

7

102

101

83

Dunge

72

73

79

74

77

75

76

14.2056x99

111.4402x99

7.0664x99

269.7568x99

9.8310x99

69.5656x99

136.3666x99

47.6175x99

48.5809x99

46.6596x99

83.6147x99

1406.3544

11032.5798

699.5736

26705.9232

973.2690

6886.9944

13500.2934

4714.1325

4809.5091

4619.3004

8277.8553

0.14063544

1.10325798

0.06995736

2.67059232

0.09732690

0.68869944

1.35002934

0.47141325

0.48095091

0.46193004

0.82778553

36139.5045 3.6139504

5

83625.7851 8.36257851

13. Kewani Bhivandi

Dist.

Thane

181

13

134

21

233.0047

x99

56.2299x

99

51.9859x

99

21.6423x

99

Km.

15/621

to

Km.

17/421

23067.4653

5566.7601

5146.6041

2142.5877

2.3067465

3

0.5566760

1

0.5146604

1

0.2142587

7

12

135

00

131

132

129

102

178

127

128

126

125

27.4674x99

47.3543x99

2.9158x99

59.4892x99

6.8801x99

10.3176x99

1.5492x99

1.0907x99

36.9432x99

11.7759x99

9.5076x99

50.1185x99

2719.2726

4688.0757

288.6642

5889.4308

681.1299

1021.4424

153.3708

107.9793

3657.3768

1165.8141

941.2524

4961.7315

0.27192726

0.46880757

0.02886642

0.58894308

0.06811299

0.10214424

0.01533708

0.01079793

0.36573768

0.11658141

0.09412524

0.49617315

22

106

25

00

107

105

26

104

70

69

68

66

67

73

63

51

53

52

54

189

190

55

175

193

165

183

50.8342x99

61.5436x99

69.2005x99

31.3112x99

10.4961x99

50.5919x99

4.108x99

83.1436x99

70.8589x99

78.8151x99

29.5423x99

26.2333x99

102.1524x99

3.9629x99

41.7333x99

33.0313x99

63.9900x99

37.4972x99

4.7338x99

22.6037x99

35.1199x99

108.4901x99

10.5020x99

16.6262x99

51.7583x99

13.1691x99

5032.5858

6092.8164

6850.8495

3099.8088

1039.1139

5008.5981

406.6920

8231.2164

7015.0311

7802.6949

2924.6877

2597.0967

10113.0876

392.3271

4131.5967

3270.0987

6335.0100

3712.2228

468.6462

2237.7663

3476.8701

10740.5199

1039.6980

1645.9938

5124.0717

1303.7409

0.50325858

0.60928164

0.68508495

0.30998088

0.10391139

0.50085981

0.04066920

0.82312164

0.70150311

0.78026949

0.29246877

0.25970967

1.01130876

0.03923271

0.41315967

0.32700987

0.63350100

0.37122228

0.04686462

0.22377663

0.34768701

1.07405199

0.10396980

0.16459938

0.51240717

0.13037409

35923.4172 3.5923417

2

136368.3816 13.63683816

14 Kopar Bhivandi Km.

17/421

61

62

12.4489x99

16.1705x99

1232.4411

1600.8795

0.12324411

0.16008795

Dist.

Thane

to

Km.

17/571

57

63

3.0162x99

88.6571x99

298.6038

8777.0529

0.02986038

0.87770529

11908.9773 1.19089773

15. Kalleher Bhivandi

Dist.

Thane

133

132

118

119

120

102

113

110

109

14

112

76.5555x

99

0.8457x9

9

79.8800x

99

9.5281x9

9

4.0673x9

9

19.4503x

99

11.7431x

99

127.1911

x99

159.9229

x99

77.7997x

99

83.2613x

99

Km.

17/571

to

Km.

20/301

7578.9945

83.7243

7908.1200

943.2819

402.6627

1925.5797

1162.5669

12591.9189

15832.3671

7702.1703

8242.8687

0.7578994

5

0.0083724

3

0.7908120

0

0.0943281

9

0.0402662

7

0.1925579

7

0.1162566

9

1.2591918

9

1.5832367

1

0.7702170

3

0.8242868

7

193

192

195

211

196

210

204

209

205

206

202

170

171

169

166

167

168

00

144

141

142

143

134

135

184

111

73.4938x99

36.7428x99

53.4275x99

24.1512x99

34.8598x99

62.3920x99

42.4717x99

5.1987x99

102.4539x99

70.1064x99

3.9379x99

106.1982x99

11.2511x99

73.6826x99

14.8090x99

7.8856x99

74.8760x99

12.7999x99

136.9341x99

15.7244x99

15.6437x99

83.9478x99

106.5874x99

64.9015x99

31.2509x99

140.3317x99

7275.8862

3637.5372

5289.3225

2390.9688

3451.1202

6176.8080

4204.6983

514.6713

10142.9361

6940.5336

389.8521

10513.6218

1113.8589

7294.5774

1466.0910

780.6744

7412.7240

1267.1901

13556.4759

1556.7156

1548.7263

8310.8322

10552.1526

6425.2485

3093.8391

13892.8383

0.72758862

0.36375372

0.52893225

0.23909688

0.34511202

0.61768080

0.42046983

0.05146713

1.01429361

0.69405336

0.03898521

1.05136218

0.11138589

0.72945774

0.14660910

0.07806744

0.74127240

0.12671901

1.35564759

0.15567156

0.15487263

0.83108322

1.05521526

0.64252485

0.30938391

1.38928383

108

35

36

00

31

37

38

30

28

27

20

21

15

199

198

196

195

194

144

217

111

110

97A

100

99

98

97B

96

97A

8.7022x99

32.7481x99

23.5425x99

6.9171x99

100.3246x99

2.2347x99

14.5147x99

46.7736x99

34.0691x99

36.0143x99

0.4785x99

109.0672x99

9.5112x99

47.1591x99

134.1964x99

3.2292x99

2.6578x99

78.1741x99

9.0981x99

214.4686x99

72.7495x99

54.2944x99

295.7093x99

48.7146x99

2.2084x99

141.4382x99

19.5355x99

46.1957x99

70.6999x99

861.5178

3242.0619

2330.7075

684.7929

9932.1354

221.2353

1436.9553

4630.5864

3372.8409

3565.4157

47.3715

10797.6528

941.6088

4668.7509

13285.4436

319.6908

263.1222

7739.2359

900.7119

21232.3914

7202.2005

5375.1456

29275.2207

4822.7454

218.6316

14002.3818

1934.0145

4573.3743

6999.2901

0.08615178

0.32420619

0.23307075

0.06847929

0.99321354

0.02212353

0.14369553

0.46305864

0.33728409

0.35654157

0.00473715

1.07976528

0.09416088

0.46687509

1.32854436

0.03196908

0.02631222

0.77392359

0.09007119

2.12323914

0.72022005

0.53751456

2.92752207

0.48227454

0.02186316

1.40023818

0.19340145

0.45733743

0.69992901

64374.2550 6.4374255 304077.1338 30.40771338

16. Kasheli Bhivandi

Dist.

Thane

199

198

112

110

111

97

100

98

97A

47.1592x

99

134.1964

x99

83.2595x

99

54.2945x

99

72.7496x

99

19.5355x

99

48.7146x

99

141.4382

x99

295.7094

x99

Km.

20/301

to

Km.

21/931

4668.7608

13285.4436

8242.6905

5375.1555

7202.2104

1934.0145

4822.7454

14002.3818

29275.2306

0.4668760

8

1.3285443

6

0.8242690

5

0.5375155

5

0.7202210

4

0.1934014

5

0.4822745

4

1.4002381

8

2.9275230

6

‐‐ ‐‐ ‐‐

88808.6331 8.8808633

1

‐‐ ‐‐ ‐‐

17. Dive Bhivandi

Dist.

Thane

NA

146

140

148

42.9231x

99

3.5558x9

9

71.2288x

99

1.1953x9

9

Km.

21/931

to

Km.

22/741

4249.3869

352.0242

7051.6512

118.3347

0.4249386

9

0.0352024

2

0.7051651

2

0.0118334

7

‐‐ ‐‐ ‐‐

11771.3970 1.1771397 ‐‐ ‐‐ ‐‐

18. Anjur Bhivandi

Dist.

Thane

184

189

39.2567x

99

52.6506x

99

Km.

22/741

to

Km.

24/801

3886.4133

5212.4094

0.3886413

3

0.5212409

4

187

186

188

185

178

179

177

173

176

193

175

174

150

132

133

134

129

135

136

129

202

203

309

308

307

306

305

Goant

han

4

23.4456x99

65.7508x99

6.0662x99

37.4574x99

47.8435x99

24.9306x99

44.1770x99

0.9165x99

26.6365x99

8.0447x99

75.3241x99

95.8390x99

11.2620x99

32.5191x99

111.6275x99

53.8757x99

40.9005x99

17.7278x99

21.4003x99

152.3284x99

73.9267x99

6.2114x99

2.2397x99

15.9224x99

63.9246x99

54.2705x99

32.2907x99

16.7562x99

79.6813x99

23.6016x99

2321.1144

6509.3292

600.5538

3708.2826

4736.5065

2468.1294

4373.5230

90.7335

2637.0135

796.4253

7457.0859

9488.0610

1114.9380

3219.3909

11051.1225

5333.6943

4049.1495

1755.0522

2118.6297

15080.5116

7318.7433

614.9286

221.7303

1576.3176

6328.5354

5372.7795

3196.7793

1658.8638

7888.4487

2336.5584

0.23211144

0.65093292

0.06005538

0.37082826

0.47365065

0.24681294

0.43735230

0.00907335

0.26370135

0.07964253

0.74570859

0.94880610

0.11149380

0.32193909

1.10511225

0.53336943

0.40491495

0.17550522

0.21186297

1.50805116

0.73187433

0.06149286

0.02217303

0.15763176

0.63285354

0.53727795

0.31967793

0.16588638

0.78884487

0.23365584

12

5

11

13

14

24

23

15

17

18

17

19

20

49.4923x99

116.8247x99

1.1911x99

29.8345x99

1.2410x99

113.7218x99

12.3563x99

77.3079x99

14.0757x99

4.3848x99

20.1823x99

1.1024x99

4899.7377

11565.6453

117.9189

2953.6155

122.8590

11258.4582

1223.2737

7653.4821

1393.4943

434.0952

1998.0477

109.1376

0.48997377

1.15656453

0.01179189

0.29536155

0.01228590

1.12584582

0.12232737

0.76534821

0.13934943

0.04340952

0.19980477

0.01091376

9098.8227 0.9098822

7

169152.6969 16.91526969

19. Bharodi Bhivandi

Dist.

Thane

92

106

107

108

120

119

121

117

115

116

37.4345x

99

10.0711x

99

68.7619x

99

105.1555

x99

20.4208x

99

35.8567x

99

8.6134x9

9

Km.

24/801

to

Km.

26/951

3706.0155

997.0389

6807.4281

10410.386

2021.6592

3549.8133

852.7266

6673.4316

6677.6886

2582.2467

0.3706015

5

0.0997038

9

0.6807428

1

1.0410386

0.2021659

2

0.3549813

3

0.0852726

6

0.6673431

6

202

201

210

200

211

212

213

214

215

219

224

223

8

4

3

1.0673x99

107.5334x99

9.0555x99

22.5607x99

7.9522x99

57.9017x99

2.5720x99

0.4271x99

26.8561x99

45.9052x99

108.6781x99

34.7432x99

52.2875x99

38.6671x99

64.6327x99

105.6627

10645.8066

896.4945

2233.5093

787.2678

5732.2683

254.6280

42.2829

2658.7539

4544.6148

10759.1319

3439.5768

5176.4625

3828.0429

6398.6373

0.01056627

1.06458066

0.08964945

0.22335093

0.07872678

0.57322683

0.02546280

0.00422829

0.26587539

0.45446148

1.07591319

0.34395768

0.51764625

0.38280429

0.63986373

67.4084x

99

67.4514x

99

26.0833x

99

0.6677688

6

0.2582246

7

2

94

95

96

85

00

73

118

0.3339x99

88.8953x99

6.3123x99

88.2527x99

14.8820x99

155.5633x99

90.8828x99

81.6212x99

33.0561

8800.6347

624.9177

8737.0173

1473.3180

15400.7667

8997.3972

8080.4988

0.00330561

0.88006347

0.06249177

0.87370173

0.14733180

1.54007667

0.89973972

0.80804988

44278.4345 4.4278434

5

109650.7467 10.9650747

20. Bhopar Kalyan

Dist

Thane

172

261

151

150

149

126

141

127

128

49.0805x

99

39.6346x

99

47.0804x

99

62.9828x

99

74.7435x

99

59.6017x

99

11.2679x

99

111.9267

x99

36.5885x

99

Km.

26/951

to

Km.

28/951

4858.9695

3923.8254

4660.9596

6235.2972

7399.6065

5900.5683

1115.5221

11080.7433

3622.2615

0.4858969

5

0.3923825

4

0.4660959

6

0.6235297

2

0.7399606

5

0.5900568

3

0.1115522

1

1.1080743

3

0.3622261

5

‐‐ ‐‐ ‐‐ ‐‐

48797.7534 4.8797753

4

‐‐ ‐‐ ‐‐ ‐‐

21 Sandap Kalyan

Dist

Thane

Km.

28/951

to Km.

29/231

22 Usarghar Kalyan

Dist

Thane

Km.

29/231

to

Km.

30/131

23 Gharivali Kalyan

Dist

Thane

Km.

30/131

to

Km.

30/441

24 Katai Kalyan

Dist

Thane

30/441

to

30/741

25 Koegaon Kalyan

Dist

Thane

Km.

30/741

to Km.

31/721

26 Hendutan

e

Kalyan

Dist

Thane

Km.

31/721

to Km.

33/211

27 Shirdhon Kalyan

Dist

Thane

Km

33/211

to

91

95

122

123

24.5544x99

138.5887x99

34.5927x99

8.7671x99

2430.8856

13720.2813

3424.6773

867.9429

0.24308856

1.37202813

0.34246773

0.08679429

Km.

34/411

124

126

133

127

133

128

91.0386x99

16.7207x99

79.1099x99

59.2350x99

33.7431x99

21.5087x99

9012.8214

1655.3493

7831.8801

5864.2650

3340.5669

2129.3613

0.90128214

0.16553493

0.78318801

0.58642650

0.33405669

0.21293613

50278.0311 5.02780311

28 Betavde Thane

Dist

Thane

Km.

34/411

to Km.

34/801

29 Pali Ambarn

ath

Dist

Thane

Km.

34/801

to

Km.

35/451

94

89

88

84

87

85

79

77

76

78

74

81

75

73

72

23.3132x99

36.5470x99

131.7023x99

2.2282x99

6.9926x99

15.3572x99

48.2492x99

9.7170x99

15.8121x99

21.2663x99

3.8712x99

0.6059x99

61.8098x99

16.8108x99

8.4958x99

2308.0068

3618.1530

13038.5277

220.5918

692.2674

1520.3628

4776.6708

961.9830

1565.3979

2105.3637

383.2488

59.9841

6119.1702

1664.2692

841.0842

0.23080068

0.36181530

1.30385277

0.02205918

0.06922674

0.15203628

0.47766708

0.09619830

0.15653979

0.21053637

0.03832488

0.00599841

0.61191702

0.16642692

0.08410842

39875.0814 3.98750814

30 Narhen Ambarn

ath

Km

35/451

88

139

3.6737x99

40.2900x99

363.6963

3988.7100

0.03636963

0.39887100

Dist

Thane

to

Km.

37/301

140

143

141

126

127

143

125

124

123

145

151

150

152

164

155

158

159

160

180

173

179

178

181

177

1

2

4

191

14

17

7.9251x99

133.7105x99

5.4846x99

42.8016x99

9.4076x99

16.1694x99

179.6487x99

29.2879x99

3.4504x99

61.6054x99

134.9682x99

20.0256x99

29.6752x99

102.7733x99

29.7965x99

39.0262x99

78.2347x99

32.4862x99

33.8474x99

10.2305x99

4.7366x99

168.3812x99

42.7479x99

83.8714x99

19.4558x99

8.4336x99

30.2427x99

43.0251x99

129.2174x99

38.5146x99

784.5849

13237.3395

542.9754

4237.3584

931.3524

1600.7706

17785.2213

2899.5021

341.5896

6098.9346

13361.8518

1982.5344

2937.8448

10174.5567

2949.8535

3863.5938

7745.2353

3216.1338

3350.8926

1012.8195

468.9234

16669.7388

4232.0421

8303.2686

1926.1242

834.9264

2994.0273

4259.4849

12792.5226

3812.9454

0.07845849

1.32373395

0.05429754

0.42373584

0.09313524

0.16007706

1.77852213

0.28995021

0.03415896

0.60989346

1.33618518

0.19825344

0.29378448

1.01745567

0.29498535

0.38635938

0.77452353

0.32161338

0.33508926

0.10128195

0.04689234

1.66697388

0.42320421

0.83032686

0.19261242

0.08349264

0.29940273

0.42594849

1.27925226

0.38129454

13

20

19

18

192

21

90.2040x99

90.2348x99

36.6244x99

2.0908x99

10.7170x99

9.6608x99

8930.1960

8933.2452

3625.8156

206.9892

1060.9830

956.4192

0.89301960

0.89332452

0.36258156

0.02069892

0.10609830

0.09564192

183415.0032 18.34150032

31 Karwale Ambarn

ath

Dist

Thane

Km.

37/301

to

Km.

39/271

58

60

61

63

55

54

53

52

65

51

66

72

49

68

48

6P

47

46

44

43

45

42

41

44.7876x99

83.8119x99

114.1804x99

119.7943x99

43.4760x99

61.5243x99

2.3063x99

29.4818x99

37.1265x99

103.2333x99

71.7851x99

1.1120x99

83.2674x99

2.1709x99

68.2333x99

0.5657x99

122.5806x99

5.7913x99

151.1453x99

26.2722x99

28.1834x99

6.7542x99

238.1921x99

4433.9724

8297.3781

11303.8596

11859.6357

4304.1240

6090.9057

228.3237

2918.6982

3675.5235

10220.0967

7106.7249

110.0880

8243.4726

214.9191

6755.0967

56.0043

12135.4794

573.3387

14963.3847

2600.9478

2790.1566

668.6658

23581.0179

0.44339724

0.82973781

1.13038596

1.18596357

0.43041240

0.60909057

0.02283237

0.29186982

0.36755235

1.02200967

0.71067249

0.01100880

0.82434726

0.02149191

0.67550967

0.00560043

1.21354794

0.05733387

1.49633847

0.26009478

0.27901566

0.06686658

2.35810179

40

39

35

33

34

32

57.7481x99

102.0225x99

8.7263x99

22.1041x99

197.9099x99

124.3419x99

5717.0619

10100.2275

863.9037

2188.3059

19593.0801

12309.8481

0.57170619

1.01002275

0.08639037

0.21883059

1.95930801

1.23098481

193904.2413 19.39042413

Usatne Ambarn

ath

Dist

Thane

‐‐

Total 622160.907

8

64.788084

09

1641669.807 164.1669806

32 Chorbhe Panvel

Dist.

Raigad

Km

39/271

to

Km.

40/801

20

35

18

33

17

36

37

16

15

14

11

42

13

12

56

57

55

322.3751x99

29.0277x99

2.5390x99

9.7895x99

45.4952x99

24.4402x99

54.0751x99

91.9617x99

78.6521x99

34.5767x99

23.2813x99

5.9906x99

57.6490x99

122.3365x99

130.5802x99

1.4492x99

50.0637x99

31915.1349

2873.7423

251.3610

969.1605

4504.0248

2419.5798

5353.4349

9104.2083

7786.5579

3423.0933

2304.8487

593.0694

5707.2510

12111.3135

12927.4398

143.4708

4956.3063

3.19151349

0.28737423

0.02513610

0.09691605

0.45040248

0.24195798

0.53534349

0.91042083

0.77865579

0.34230933

0.23048487

0.05930694

0.57072510

1.21113135

1.29274398

0.01434708

0.49563063

68

53

49

Wadi

50

52

26.3008x99

115.2157x99

28.4025x99

29.1362x99

24.3113x99

28.1898x99

2603.7792

11406.3543

2811.8475

2884.4838

2406.8187

2790.7902

0.26037792

1.14063543

0.28118475

0.28844838

0.24068187

0.27907902

132248.0709 13.22480709

33 Nitale Panvel

Dist.

Raigad

Km.

40/801

to

Km.

42/371

132

131

130

129

133

128

127

124

125

126

124

102

136

103

136

96

95

94

70

78

80

82

79

35.2014x99

15.60522x99

4.4840x99

151.1502x99

15.8838x99

41.7107x99

61.9308x99

3.4674x99

70.4745x99

131.0050x99

52.6162x99

63.8344x99

4.7194x99

85.4236x99

26.5879x99

117.9727x99

41.9530x99

7.6940x99

33.9484x99

22.6389x99

198.4936x99

32.9951x99

57.4237x99

3484.9386

1544.6178

443.9160

14963.8698

1572.4962

4129.3593

6131.1492

343.2726

6976.9755

12969.4950

5209.0038

6319.6056

467.2206

8456.9364

2632.2021

11679.2973

4153.3470

761.7060

3360.8916

2241.2511

19650.8664

3266.5149

5684.9463

0.34849386

0.15446178

0.04439160

1.49638698

0.15724962

0.41293593

0.61311492

0.03432726

0.69769755

1.29694950

0.52090038

0.63196056

0.04672206

0.84569364

0.26322021

1.16792973

0.41533470

0.07617060

0.33608916

0.22412511

1.96508664

0.32665149

0.56849463

78

35

82

84

1

2

32

3

24

11

23

18

12

13

10

14

15

3.5301x99

118.6974x99

11.5221x99

37.9616x99

41.2185x99

283.4666x99

89.9320x99

44.6288x99

35.4999x99

84.3375x99

8.9828x99

3.0410x99

12.9705x99

127.8633x99

26.3826x99

33.0017x99

3.7593x99

349.4799

11751.0426

1140.6879

3758.1984

4080.6315

28063.1934

8903.2680

4418.2512

3514.4901

8349.4125

889.2972

301.0590

1284.0795

12658.4667

2611.8774

3267.1683

372.1707

0.03494799

1.17510426

0.11406879

0.37581984

0.40806315

2.80631934

0.89032680

0.44182512

0.35144901

0.83494125

0.08892972

0.03010590

0.12840795

1.26584667

0.26118774

0.32671683

0.03721707

222156.6534 22.21566534

34 Wavanje Panvel

Dist.

Raigad

Km.

42/371

to

Km.

44/901

27

21

28

14

44

35

252.4832x99

18.7050x99

12.9678x99

286.4381x99

134.1152x99

77.3935x99

24995.8368

1851.7950

1283.8122

28357.3719

13277.4048

7661.9565

2.49958368

0.18517950

0.12838122

2.83573719

1.32774048

0.76619565

77428.1772 7.74281772

35 Mahodar Panvel

Dist.

Raigad

Km.

44/901

to

Km.

45/501

174

201

200

1/188

2/188

176.4127x99

13.7321x99

5.7679x99

65.1130x99

31.2424x99

17464.8573

1359.4779

571.0221

6446.1870

3092.9976

1.74648573

0.13594779

0.05710221

0.64461870

0.30929976

3/188

1/198

5/198

4/198

186

1/180

00

185

184

1/244

2/244

183

182

240

239

245

1/241

2/241

247

242

1/12

2/12

1/11

2/11

5

3/11

1/10

2/10

4/10

3/10

19.7864x99

4.6074x99

13.3671x99

29.3293x99

17.5212x99

6.5888x99

9.2699x99

56.3633x99

17.8771x99

14.6425x99

77.6973x99

51.4573x99

4.7279x99

42.8281x99

22.7924x99

22.3663x99

49.8030x99

2.5740x99

7.3627x99

52.3648x99

2.5528x99

6.6092x99

65.5638x99

19.2279x99

5.4298x99

25.8180x99

24.1740x99

6.2722x99

35.9146x99

26.8563x99

1958.8536

456.1326

1323.3429

2903.6007

1734.5988

652.2912

917.7201

5579.9667

1769.8329

1449.6075

7692.0327

5094.2727

468.0621

4239.9819

2256.4476

2214.2637

4930.4970

254.8260

728.9073

5184.1152

252.7272

654.3108

6490.8162

1903.5621

537.5502

2555.9820

2393.2260

620.9478

3555.5454

2658.7737

0.19588536

0.04561326

0.13233429

0.29036007

0.17345988

0.06522912

0.09177201

0.55799667

0.17698329

0.14496075

0.76920327

0.50942727

0.04680621

0.42399719

0.22564476

0.22142637

0.49304970

0.02548260

0.07289073

0.51841152

0.02527272

0.06543108

0.64908162

0.19035621

0.05375502

0.25559820

0.23932260

0.06209478

0.35555454

0.26587737

14

Thaku

rwadi

18

20

22

19

56

95.1711x99

17.1217x99

31.0444x99

23.2804x99

13.4961x99

76.9551x99

9.9509x99

9421.9389

1695.0483

3073.3956

2304.7596

1336.1139

7618.5549

985.1391

0.94219389

0.16950483

0.30733956

0.23047596

0.13361139

0.76185549

0.09851391

15317.9631 1.53179631

36 Chndram

inamgaon

Panvel

Dist.

Raigad

Km.

45/501

to

km.

46/221

37 Chinchava

li

Panvel

Dist.

Raigad

Km.

46/221

to

Km.

46/301

0

23

31

30

34

33

34

36

43

36.5824x99

9.3376x99

126.6732x99

6.0534x99

5.9523x99

84.7719x99

70.7247x99

29.4434x99

16.0167x99

3621.6576

924.4224

12540.6468

599.2866

589.2777

8392.4181

7001.7453

2914.8966

1585.6533

0.36216576

0.09244224

1.25406468

0.05992866

0.05892777

0.83924181

0.70017453

0.29148966

0.15856533

38170.0044 3.81700044

38 Mahalung

e

Panvel

Dist.

Raigad

Km.

46/301

to Km.

47/201

39 Shirvali Panvel ‐‐ 1

00

8.7719x99

22.8099x99

868.4181

2258.1801

0.08684181

0.22581801

Dist.

Raigad

125

124

123

122

121

00

87

119

99

100

101

98

102

107

97

1/97

96

108

110

95

109

33

14.8290x99

26.6685x99

18.4842x99

28.1622x99

2.4162x99

8.3498x99

72.6360x99

36.9442x99

36.6373x99

14.0289x99

21.5838x99

30.3095x99

7.5781x99

46.2941x99

2.3170x99

4.6996x99

12.5276x99

83.6109x99

113.8898x99

1.9104x99

37.2564x99

18.3861x99

1468.0710

2640.1815

1829.9358

2788.0578

239.2038

826.6302

7190.9640

3657.4758

3627.0927

1388.8611

2136.7962

3000.6405

750.2319

4583.1159

229.3830

465.2604

1240.2324

8277.4791

11275.0902

189.1296

3688.3836

1820.2239

0.14680710

0.26401815

0.18299358

0.27880578

0.02392038

0.08266302

0.71909640

0.36574758

0.36270927

0.13888611

0.21367962

0.30006405

0.07502319

0.45831159

0.02293830

0.04652604

0.12402324

0.82774791

1.12750902

0.01891296

0.36883836

0.18202239

66439.0386 6.64390386

40 Ambhe Panvel,

dist.

Raigad

‐‐‐ 110

19

20

Ambh

e

23

22

33.5821x99

286.3109x99

33.9734x99

205.2071x99

61.6685x99

127.1925x99

36.2999x99

3324.6279

28344.7791

3363.3666

20315.5029

6105.1815

12592.0575

3593.6901

0.33246279

2.83447791

0.33633666

2.03155029

0.61051815

1.25920575

0.35936901

25

26

27

48.7788x99

11.6335x99

4829.1012

1151.7165

0.48291012

0.11517165

83620.0233 8.36200233

41 Morbe Panvel,

dist.

Raigad

Km.

47/201

To

Km.

49/491

167

145

165

168

64

183

182

168

186

186

187

188

172

171

170

00

27/2

204

203

241

205

206

207

00

233

234

111.5388x126

5.6428x126

42.2904x126

386.4250x126

7.1040x126

27.9679x126

58.4297x126

12.9762x126

55.3021x126

101.7537x126

51.5244x126

36.3608x126

136.8136x126

157.2109x126

40.6568x126

1.5998x126

2.9539x126

1.1245x126

165.7756x126

7.2005x126

15.0157x126

142.4456x126

18.1807x126

30.0504x126

75.3633x126

13.8997x126

14053.8888

710.9928

5328.5904

48689.55

895.104

3523.9554

7362.1422

1635.0012

6968.0646

12820.9662

6492.0744

4581.4608

17238.5136

19808.5734

5122.7568

201.5748

372.1914

141.687

20887.7256

907.263

1891.9782

17948.1456

2290.7682

3786.3504

9495.7758

1751.3622

1.40538888

0.07109928

0.53285904

4.868955

0.0895104

0.35239554

0.73621422

0.16350012

0.69680646

1.28209662

0.64920744

0.45814608

1.72385136

1.98085734

0.51227568

0.02015748

0.03721914

0.0141687

2.08877256

0.0907263

0.18919782

1.79481456

0.22907682

0.37863504

0.94957758

0.17513622

222

231

223

223/1

219

217

165.9532x126

55.9814x126

131.0704x126

16.4678x126

42.0594x126

5.9752x126

20910.1032

7053.6564

16514.8704

2074.9428

5299.4844

752.8752

2.09101032

0.70536564

1.65148704

0.20749428

0.52994844

0.07528752

267512.3892 26.75123892

42 Kondale Panvel

dist.

Raigad

Km.

49/491

to

Km.

49/871

1

1/1

00

28

27

27/1

147.6531x126

104.5670x126

75.4231x126

19.6431x126

16.2424x126

39.8269x126

18604.2906

13175.442

9503.3106

2475.0306

2046.5424

5018.1894

1.86042906

1.3175442

0.95033106

0.24750306

0.20465424

0.50181894

50822.8056 5.08228056

43 Ritghar Panvel

dist.

Raigad

Km.

49/871

to

Km.

51/081

14

158

157

00

00

159/1

159

170

170/1

162

161

170

163

171

17.9511x126

50.6366x126

52.9700x126

69.9627x126

15.9211x126

27.7164x126

37.1327x126

11.2822x126

11.3153x126

18.5763x126

16.6499x126

4.2371x126

29.0078x126

16.7650x126

2261.8386

6380.2116

6674.2200

8815.3002

2006.0586

3492.2664

4678.7202

1421.5572

1425.7278

2340.6138

2097.8874

533.8746

3654.9828

2112.3900

0.22618386

0.63802116

0.667422

0.88153002

0.20060586

0.34922664

0.46787202

0.14215572

0.14257278

0.23406138

0.20978874

0.05338746

0.36549828

0.211239

155

164

154

160

168

167

165

153

166

147

148

149

150

151

146

145

144

142

143

136

137

138/1

138/2

132

135

134

176

117/1

118/1

130

8.6509x126

47.0922x126

10.0461x126

1.4130x126

1.7794x126

18.4542x126

9.2318x126

18.7626x126

12.3822x126

1.0199x126

28.1848x126

42.3183x126

20.3341x126

0.7497x126

0.7097x126

2.7804x126

26.4009x126

1.8990x126

24.4447x126

86.0964x126

24.9077x126

15.8945x126

1.4498x126

1.1093x126

31.2419x126

38.6506x126

10.5579x126

5.4594x126

11.8240x126

2.1169x126

1090.0134

5933.6172

1265.8086

178.038

224.2044

2325.2292

1163.2068

2364.0876

1560.1572

128.5074

3551.2848

5332.1058

2562.0966

94.4622

89.4222

350.3304

3326.5134

239.274

3080.0322

10848.1464

3138.3702

2002.707

182.6748

139.7718

3936.4794

4869.9756

1330.2954

687.8844

1489.824

266.7294

0.10900134

0.59336172

0.12658086

0.0178038

0.02242044

0.23252292

0.11632068

0.23640876

0.15601572

0.01285074

0.35512848

0.53321058

0.25620966

0.00944622

0.00894222

0.03503304

0.33265134

0.0239274

0.30800322

1.08481464

0.31383702

0.2002707

0.01826748

0.01397718

0.39364794

0.48699756

0.13302954

0.06878844

0.1489824

0.02667294

128/2

128/1

129

118/2

118/3

128

00

128

126/1

126

126

127

125

124

10.6741x126

26.9955x126

13.7426x126

4.5256x126

19.9526x126

14.9248x126

33.0636x126

63.5304x126

2.3836x126

8.6399x126

9.0309x126

10.3245x126

28.5743x126

60.9015x126

1344.9366

3401.433

1731.5676

570.2256

2514.0276

1880.5248

4166.0136

8004.8304

300.3336

1088.6274

1137.8934

1300.887

3600.3618

7673.589

0.13449366

0.3401433

0.17315676

0.05702256

0.25140276

0.18805248

0.41660136

0.80048304

0.03003336

0.10886274

0.11378934

0.1300887

0.36003618

0.7673589

150362.1504 15.03621504

44 Usaroli Panvel

dist.

Raigad

Km.

51/081

to

Km.

51/451

5

5/1

4

4/1

4/2

64/1

64/3

64/2

63/1

63/2

63/3

63/4

63/5

118.5533x126

14.3598x126

66.9760x126

26.6213x126

21.2699x126

3.9403x126

39.0013x126

29.4593x126

15.0866x126

23.6080x126

38.6977x126

7.4091x126

4.8134x126

14937.7158

1809.3348

8438.976

3354.2838

2680.0074

496.4778

4914.1638

3711.8718

1900.9116

2974.608

4875.9102

933.5466

606.4884

1.49377158

0.18093348

0.8438976

0.33542838

0.26800074

0.04964778

0.49141638

0.37118718

0.19009116

0.2974608

0.48759102

0.09335466

0.06064884

51634.296 5.1634296

45 Chinchava

li

Panvel

dist.

Raigad

Km.

51/451

to

Km.

51/911

76Pt.

93

92

76P

79

77

140.7097x126

8.5301x126

13.0025x126

100.4317x126

101.7298x126

1.5204x126

17729.4222

1074.7926

1638.3150

12654.3942

12817.9548

191.5704

1.77294222

0.10747926

0.16383150

1.26543942

1.28179548

0.01915704

46106.4492 4.61064492

46 Manghar Panvel

dist.

Raigad

Km.

51/911

to

Km.

52/801

12

11

11/1

15

16

17

10

18

18

1/1

31.3660x126

114.8492x126

1.2517x126

26.7292x126

45.9653x126

22.9387x126

20.8846x126

5.7849x126

59.5488x126

24.0150x126

3952.116

14470.9992

157.7142

3367.8792

5791.6278

2890.2762

2631.4596

9548.8974

7503.1488

3025.89

0.3952116

1.44709992

0.01577142

0.33678792

0.57916278

0.28902762

0.26314596

0.95488974

0.75031488

0.302589

53340.0008 5.33400008

47 Umbroli Panvel

dist.

Raigad

‐‐‐ 71

70

68

66

67

65

21.3183x126

10.5045x126

73.9892x126

136.4907x126

2.1583x126

46.0119x126

2686.1058

1323.5670

9322.6392

17197.8282

271.9458

5797.4994

0.26861058

0.13235670

0.93226392

1.71978282

0.02719458

0.57974994

36599.5854 3.65995854

48 Nere Panvel

dist.

Raigad

Km.

52/801

to

Km.

287

289/1

286

289/2

10.0781x126

9.4377x126

51.0842x126

108.8839x126

1269.8406

1189.1502

6436.6092

13719.3714

0.12698406

0.11891502

0.64366092

1.37193714

54/751 290

289/3

289/4

291

339/1

334

333

89.8590x126

64.8511x126

32.3057x126

13.7407x126

411.4654x126

34.0379x126

10.9352x126

11322.234

8171.2386

4070.5182

1731.3282

51844.6404

4288.7754

1377.8352

1.1322234

0.81712386

0.40705182

0.17313282

5.18446404

0.42887754

0.13778352

105421.5414 10.54215414

49 Ambivali Panvel

Dist.

Raigad

Km.

54/751

to Km.

55/841

50 Sangtoli Panvel

dist.

Raigad

‐‐‐ 16

18

18

9

4

87.6389x126

680.5478x126

355.9206x126

22.8284x126

59.3485x126

11042.5014

85749.0228

44845.9956

2876.3784

7477.9110

1.10425014

8.57490228

4.48459956

0.28763784

0.7477911

151991.8092 15.19918092

51 Moho Panvel

Dist.

Raigad

Km.

55/841

to

Km.

56/431

52 Wangani Panvel

dist.

Raigad

Km.

56/431

to Km.

57/021

31/2

31/5

37/1

37/2

36/1

36/2

36/2

112.4191x126

25.7522x126

22.9122x126

38.9544x126

5.5487x126

75.8338x126

80.3453x126

14164.8066

3244.7772

2886.9372

4908.2544

699.1362

9555.0588

10123.5078

1.41648066

0.32447772

0.28869372

0.49082544

0.06991362

0.95550588

1.01235078

46/1

46/2

35/10

35/8

35/9

47

35/7

54

54/1

55

56

57

98/2

97/1

92/1

97/2

98/2

96

95

105

107

94

10.6804x126

203.7669x126

2.2777x126

78.1123x126

28.4975x126

117.5654x126

144.0823x126

94.2969x126

1.8507x126

23.9092x126

142.7319x126

38.5639x126

16.8021x126

162.1362x126

26.5225x126

8.2649x126

29.5261x126

31.9159x126

39.6971x126

35.3287x126

57.7220x126

8.5675x126

1345.7304

25674.6294

286.9902

9842.1498

3590.685

14813.2404

18154.3698

11881.4094

233.1882

3012.5592

17984.2194

4859.0514

2117.0646

20429.1612

3341.835

1041.3774

3720.2886

4021.4034

5001.8346

4451.4162

1079.5050

1079.5050

0.13457304

2.56746294

0.02869902

0.98421498

0.3590685

1.48132404

1.81543698

1.18814094

0.02331882

0.30125592

1.79842194

0.48590514

0.21170646

2.04291612

0.3341835

0.10413774

0.37202886

0.40214034

0.50018346

0.44514162

0.1079505

0.1079505

203544.0918 20.35440918

53 Lonivali Panvel

dist.

Raigad

‐‐ 156 25.9566x126 3270.5316 0.32705316

3270.5316 0.32705316

54 Palikhurad Panvel

dist.

Raigad

Km.

57/021

to Km.

26

26/9

26/8

3.2291x126

160.6387x126

33.6162x126

406.8666

20240.4762

4235.6412

0.04068666

2.02404762

0.42356412

58/471 26/6

26/7

27/3

2

1/3

29/1

1/4

Gaoth

an

29/3

29/2

32

6

31/2

31/1

31/32

29/5

6

8/1

29/7

10

14

29/8

13

12

10

11

13

100.4538x126

3.6568x126

32.8708x126

2.9886x126

136.7396x126

2.7886x126

27.4727x126

11.2522x126

33.9245x126

19.0551x126

14.5209x126

23.8658x126

25.6112x126

43.3408x126

45.8614x126

26.4477x126

4.6894x126

3.8159x126

7.5120x126

170.4367x126

18.8374x126

61.3652x126

11.4275x126

17.266x126

117.9986x126

17.5802x126

207.7941x126

12657.1788

460.7568

4141.7208

376.5636

17229.1896

351.3636

3461.5602

1417.7772

4274.487

2400.9426

1829.6334

3007.0908

3227.0112

5460.9408

5778.5364

3332.4102

590.8644

480.8034

946.512

21475.0242

2373.5124

7732.0152

1439.865

2175.5160

14867.8236

2215.1052

26182.0566

1.26571788

0.04607568

0.41417208

0.03765636

1.72291896

0.03513636

0.34615602

0.14177772

0.4274487

0.24009426

0.18296334

0.30070908

0.32270112

0.54609408

0.57785364

0.33324102

0.05908644

0.04808034

0.0946512

2.14750242

0.23735124

0.77320152

0.1439865

0.2175516

1.48678236

0.22151052

2.61820566

174769.245 17.4769245

55 Chikhle Panvel

Dist.

Raigad

Km.

58/471

to

Km.

58/781

(INTER

CHANG

E)

36/1

36/2

33/2

36/4

36/3

36/5

38/1

34

35.3724x126

43.9143x126

148.5502x126

15.5052x126

21.3419x126

5.1651x126

6.0168x126

6.6528x126

4456.9224

5533.2018

18717.3252

1953.6552

2689.0794

650.8026

758.1168

838.2528

0.44569224

0.55332018

1.87173252

0.19536552

0.26890794

0.06508026

0.07581168

0.08382528

35597.3562 3.55973562

56 Kaman Panvel

Dist.

Raigad

Km.

58/781

to Km.

58/841

57 Belvali Panvel

Dist

Raigad

Km.

58/841

to

Km.

59/691

00

136

165/3

165/2

165/1

165/4

164/1

164/2

161/1

161/2

162

167/3

167/1

161/3

161/4

160/2

160/1

76.3910x126

36.3902x126

7.2209x126

40.3374x126

6.6157x126

1.0366x126

44.7215x126

4.7684x126

0.4385x126

12.5534x126

55.9807x126

29.2702x126

2.7041x126

11.5445x126

2.8262x126

3.5232x126

3.4317x126

9625.266

4585.1652

909.8334

5082.5124

833.5782

130.6116

5634.909

600.8184

55.251

1581.7284

7053.5682

3688.0452

340.7166

1454.607

356.1012

443.9232

432.3942

0.9625266

0.45851652

0.09098334

0.50825124

0.08335782

0.01306116

0.5634909

0.06008184

0.0055251

0.15817284

0.70535682

0.36880452

0.03407166

0.1454607

0.03561012

0.04439232

0.04323942

159

168

167/5

160/1

158

157

152

153

155

156

155

128

129/2

129/1

136

133

134

135

54.3223x126

3.4373x126

25.6921x126

4.0965x126

30.5787x126

48.3245x126

9.4394x126

35.4899x126

17.2281x126

75.6966x126

13.1411x126

2.7444x126

89.1297x126

3.2846x126

136.5059x126

2.9875x126

12.6021x126

26.4216x126

6844.6098

433.0998

3237.2046

516.159

3852.9162

6088.887

1189.3644

4471.7274

2170.7406

9537.7716

1655.7786

345.7944

11230.3422

413.8596

17199.7434

376.425

1587.8645

3329.1216

0.68446098

0.04330998

0.32372046

0.0516159

0.38529162

0.6088887

0.11893644

0.44717274

0.21707406

0.95377716

0.16557786

0.03457944

1.12303422

0.04138596

1.71997434

0.0376425

0.15878646

0.33291216

117290.4389

11.7290489

58 Sangade Panvel

Dist.

Raigad

Km.

59/691

to

Km.

60/301

(INTER

CHANG

E)

183

182

180

181

184

179

176/1

188

187

178

21.3886x126

13.8491x126

15.9290x126

11.8781x126

22.6582x126

11.5536x126

8.1440x126

17.5652x126

4.3046x126

0.5638x126

2694.9636

1744.9866

2007.054

1496.6406

2854.9332

1455.7536

1026.144

2213.2152

542.3796

71.0388

0.26949636

0.17449866

0.2007054

0.14966406

0.28549332

0.14557536

0.1026144

0.22132152

0.05423796

0.00710388

176/2

189

175

177

173

174

190

Gaoth

an

171

172

116

117

115

108/1

108/2

114

114/1

113/2

113/1

113

113

111

21.2851x126

19.7001x126

28.0690x126

2.6579x126

47.2352x126

20.1544x126

1.1450x126

23.6003x126

18.3943x126

14.6680x126

10.4723x126

25.1185x126

64.6881x126

1.8116x126

2.5092x126

17.8365x126

27.7176x126

15.4258x126

5.7023x126

6.8058x126

40.0176x126

30.9074x126

2681.9226

2482.2126

3536.694

334.8954

5951.6352

2539.4544

144.27

2973.6378

2317.6818

1848.168

1319.5098

3164.931

8150.7006

228.2616

316.1592

2247.399

3492.4176

1943.6508

718.4898

857.5308

5042.2176

3894.3324

0.26819226

0.24822126

0.3536694

.03348954

0.59516352

0.25394544

0.014427

0.29736378

0.23176818

0.1848168

0.13195098

0.3164931

0.81507006

0.02282616

0.03161592

0.2247399

0.34924176

0.19436508

0.07184898

0.08575308

0.50422176

0.38943324

59837.06 5.983706

59 Borle Panvel

Dist.

Raigad

Km.

60/301

to

Km.

61/141

156

157/6

169

157/6

167

168

2.7364x126

123.0616x126

22.3755x126

1.6415x126

37.9225x126

7.9005x126

297.864

1550.57616

2819.313

206.829

4778.235

995.463

0.0297864

0.155057616

0.2819313

0.0206829

0.4778235

0.0995463

(INTER

CHANG

E)

170

161/2

166

166

162/1

3/1

3/2

3/3

162/2

164/6

162/5

164/4

165

13/3

13/4

14

164/3

164/2

15/2

16

24/2

17

19/3

19/2

24

18

20

21/1

19/1

21/2

0.2514x126

1.0305x126

39.8263x126

44.1878x126

4.1602x126

17.3718x126

4.7261x126

9.2157x126

2.3976x126

4.2244x126

5.6195x126

3.5238x126

22.7048x126

7.0164x126

11.5033x126

35.7922x126

15.4992x126

16.6199x126

10.4111x126

39.8005x126

10.7334x126

16.1724x126

18.6747x126

45.8349x126

35.0204x126

9.9462x126

22.0626x126

23.8670x126

20.4501x126

26.4192x126

31.6764

129.843

5018.1138

5567.6628

524.1852

2188.8468

595.4886

1161.1782

302.0976

532.2744

708.057

443.9988

2860.8048

884.0664

1449.4158

4509.8172

1952.8992

2094.1074

1311.7986

5014.863

1352.4084

2037.7224

2353.0122

5775.1974

4412.5704

1253.2212

2779.8876

3007.242

2576.7126

3328.8192

0.00316764

0.0129843

0.50181138

0.55676628

0.05241852

0.21888468

0.05954886

0.11611782

0.03020976

0.05322744

0.0708057

0.04439988

0.28608048

0.08840664

0.14494158

0.45098172

0.19528992

0.20941074

0.13117986

0.5014863

0.13524084

0.20377224

0.23530122

0.57751974

0.44125704

0.12532212

0.27798876

0.3007242

0.25767126

0.33288192

21/3

22

23

24.8712x126

4.8582x126

51.9251x126

3133.7712

612.1332

6542.5626

0.31337712

0.06121332

0.65425626

87094.74 8.709474

60 Arivali Panvel

Dist.

Raigad

Km.

61/141

to Km.

61/701

61 Kon Panvel

dist.

Raigad

Km.

61/701

to

Km.

62/651

(INTER

CHANG

E)

50

51

72

73/2F

73/1F

73A

62

66

61

60

59

99

98

66

67

69

95

96

20.9825x126

150.6715x126

17.5747x126

15.7411x126

75.8185x126

13.6906x126

82.4180x126

26.6118x126

29.2991x126

119.7097x126

9.2528x126

46.1129x126

56.4589x126

105.7710x126

8.1228x126

23.9979x126

136.1956x126

26.1864x126

2643.795

18984.609

2214.4122

1983.3786

9553.131

1725.0156

10384.668

3353.0868

3691.6866

15083.4222

1165.8528

5810.2254

677.5068

13327.146

1023.4728

3023.7354

17160.6456

3299.4864

0.2643795

1.8984609

0.22144122

0.19833786

0.9553131

0.17250156

1.0384668

0.33530868

0.36916866

1.50834222

0.11658528

0.58102254

0.06775068

1.3327146

0.10234728

0.30237354

1.71606456

0.32994864

115105.276 11.5105276

62 Dervali Panvel

dist.

Raigad

Km.

62/651

to

Km.

63/091

78

79/2

80

96

97/2

29P

98

99

100/2

57

Derval

i

18.3496x126

63.7882x126

33.8512x126

68.7003x126

6.7305x126

24.9643x126

2.2960x126

4.3450x126

0.6709x126

7.7761x126

89.2865x126

2312.0496

8037.3132

4265.2512

8656.2378

848.043

3145.5018

289.296

547.47

84.5334

979.7886

11250.099

0.23120496

0.80373132

0.42652512

0.86562378

0.0848043

0.31455018

0.0289296

0.054747

0.00845334

0.09797886

1.1250099

40415.5836 4.04155836

63 Palspe Panvel

dist.

Raigad

Km.

63/091

to

Km.

64/691

58

93

81

79/1

48

59

56

55

54

53

64

65

63

66

63

67

52

131.8763x126

54.4001x126

17.5766x126

24.3499x126

4.0640x126

71.4827x126

25.2530x126

155.3961x126

2.1605x126

57.0080x126

66.4028x126

139.2012x126

7.8296x126

47.5543x126

11.2883x126

50.6904x126

2.0879x126

16616.4138

6854.4126

2214.6516

3068.0874

512.064

9006.8202

3181.878

19579.9086

272.223

7183.008

8366.7528

17539.3512

986.5296

5991.8418

1422.3258

6386.9904

263.0754

1.66164138

0.68544126

0.22146516

0.30680874

0.0512064

0.90068202

0.3181878

1.95799086

0.0272223

0.7183008

0.83667528

1.75393512

0.09865296

0.59918418

0.14223258

0.63869904

0.02630754

67

68

69

70

91

123A

123B

122

92

102

103

109

106

109

107

108

106

69.5871x126

90.8378x126

10.3907x126

0.8562x126

13.6409x126

13.9156x126

41.2672x126

44.4435x126

13.8639x126

43.9922x126

7.6184x126

34.4157x126

84.3555x126

38.8197x126

49.6901x126

57.9447x126

11.2640x126

8767.9746

11445.5628

1309.2282

107.8812

1718.7534

1753.3656

5199.6672

5599.881

1746.8514

5543.0172

959.9184

4336.3782

10628.793

4891.2822

6260.9526

7301.0322

1419.264

0.87679746

1.14455628

0.13092282

0.01078812

0.17187534

0.17533656

0.51996672

0.5599881

0.17468514

0.55430172

0.09599184

0.43363782

1.0628793

0.48912822

0.62609526

0.73010322

0.1419264

188436.1374 18.84361374

64 Kudao Panvel

dist.

Raigad

Km.

64/691

to

Km.

65/461

28/7

28/8

22/1

22/2

31/6

31/3

31/1

31/2

30/1

29/1

29/6

29/2

21.5217x126

10.7930x126

41.1613x126

2.2978x126

3.1883x126

12.4152x126

28.0015x126

0.8085x126

30.9786x126

9.2147x126

11.0577x126

1.3720x126

2711.7342

1359.9180

5186.3238

289.5228

401.7258

1564.3152

3528.189

101.871

3903.3036

1161.0522

1393.2702

172.872

0.27117342

0.1359918

0.51863238

0.02895228

0.04017258

0.15643152

0.3528189

0.0101871

0.39033036

0.11610522

0.13932702

0.0172872

29/5

29/4

29/3

30/2

24/5

41/4

41/5

41/6

30/2

38/3

38/2

38/1

41/3

40/2

40/4

40/5

40/3

40/1

45/6

45/4

45/5

45/2

46/3

46/5

46/7

47/4

47/2

47/1

46/1

48/4

27.6865x126

18.4488x126

13.2674x126

2.9933x126

2.9242x126

0.7990x126

9.1344x126

32.3228x126

2.9933x126

1.3979x126

1.6901x126

11.5527x126

39.1134x126

5.6424x126

9.0417x126

1.7216x126

8.4909x126

16.2455x126

0.9972x126

4.6614x126

11.0013x126

16.4789x126

22.2648x126

22.0602x126

25.1548x126

3.7967x126

10.4024x126

24.3036x126

40.4027x126

33.4464x126

3488.499

2324.5488

1671.6924

377.1558

368.4492

100.674

1150.9344

4072.6728

377.1558

176.1354

201.726

1455.6402

4928.2884

710.9424

1139.2542

216.9216

1069.8534

2046.933

125.6472

587.3364

1386.1638

2076.3414

2805.3648

2779.5852

3169.5048

478.3842

1310.7024

3062.2536

5090.7402

4214.2464

0.3488499

0.23245488

0.16716924

0.03771558

0.03684492

0.0100674

0.11509344

0.40726728

0.03771558

0.01761354

0.0201726

0.14556402

0.49282884

0.07109424

0.1139254

0.02169216

0.10698534

0.2046933

0.01256472

0.05873364

0.13861638

0.20763414

0.28053648

0.27795852

0.31695048

0.04783842

0.13107024

0.30622536

0.50907402

0.42142464

48/3

39/1

46/2

48/2

51.0931x126

6.3333x126

23.2103x126

13.7405x126

6437.7306

797.9958

2924.4978

1731.303

0.64377306

0.07979958

0.29244978

0.1731303

86629.3722 8.66293722

65 Vadvali Panvel

Dist.

Raigad

Km.

65/461

to Km.

65/661

66 Nandgaon Panvel

dist.

Raigad

Km.

65/661

to

Km.

66/351

28

29P

42

43

50P

44P

40

46

47

91.9141x139

123.4597x139

36.6911x139

115.5630x139

28.3213x139

107.3428x139

82.4143x139

95.4107x139

61.6854x139

12776.0599

17160.8983

5100.0629

16063.257

3936.6607

14920.6492

11455.5877

13262.0873

8574.2706

1.27760599

1.71608983

0.51000629

1.6063257

0.39366607

1.49206492

1.14555877

1.32620873

0.85742706

103249.5336 10.32495336

67 Karnjade Panvel

dist.

Raigad

Km.

66/351

to

Km.

68/676

(INTER

CHANG

E)

47

46

45

52

40

55

39

57

58

59

67

16.8814x139

71.3566x139

54.2456x139

74.6133x139

58.5401x139

133.3016x139

1.7613x139

125.2363x139

86.8701x139

9.0687x139

61.7411x139

2346.5146

9918.5674

7540.1384

10371.2487

8137.0739

18528.9224

244.8207

17407.8457

12074.9439

1260.5493

8582.0129

0.23465146

0.99185674

0.75401384

1.03712487

0.81370739

1.85289224

0.02448207

1.74078457

1.20749439

0.12605493

0.85820129

Forest

66

65

64

71

72

73A

78

77

79

88

87

86

85

82

83

84

95

96

320.2029x139

71.4746x139

49.6325x139

96.2814x139

4.3393x139

112.0157x139

53.8738x139

102.7596x139

55.4248x139

32.3916x139

87.3109x139

93.0346x139

167.8432x139

18.7415x139

94.2139x139

77.9762x139

33.8857x139

120.3844x139

77.7940x139

44508.2031

9934.9694

6898.9175

13383.1146

603.1627

15570.1823

7488.4582

14283.5844

7704.0472

4502.4324

12136.2151

12931.8094

23330.2048

2605.0685

13095.7321

10838.6918

4710.1123

16733.4316

10813.366

4.45082031

0.99349694

0.68989175

1.33831146

0.06031627

1.55701823

0.74884582

1.42835844

0.77040472

0.45024324

1.21362151

1.29318094

2.33302048

0.26050685

1.30957321

1.08386918

0.47101123

1.67334316

1.0813366

328484.3413 32.84843413

68 Vadghar Panvel

Dist.

Raigad

Km.

68/676

to

Km.

69/761

96

26

96

26

29

30

Forest

54

52

51

4.2533x139

30.0473x139

28.7811x139

8.8965x139

69.9787x139

66.1961x139

57.5771x139

76.0724x139

12.3465x139

19.5282x139

591.2087

4176.5747

4000.5729

1236.6135

9727.0393

9201.2579

8003.2169

10574.0636

1716.1635

2714.4198

0.05912087

0.41765747

0.40005729

0.12366135

0.97270393

0.92012579

0.80032169

1.05740636

0.17161635

0.27144198

53

60

59

61

57

57

Forest

59.5241x139

5.1228x139

153.8104x139

23.9970x139

116.4870x139

154.8334x139

137.4552x139

8273.8499

712.0692

21379.6456

3335.583

16191.693

21521.8426

19106.2728

0.82738499

0.07120692

2.13796456

0.3335583

1.6191693

2.15218426

1.91062728

142462.0869 14.2462087

69 Kopar Panvel

Dist.

Raigad

63 63.1443x

139

Km.

69/761

to Km.

69/826

8777.0577 0.8777057

7

61

62

57

8.8665x139

11.5171x139

2.1482x139

1232.4435

1600.8769

298.5998

0.12324435

0.16008769

0.02985998

8777.0577 0.8777057

7

3131.9202 0.31319202

70 Pargaon Panvel

Dist.

Raigad

Km.

69/826

to

Km.

70/436

33 252.2233x139 35059.0387 3.50590387

35059.0387 3.50590387

71 Dapoli Panvel

dist.

Raigad

Km.

70/436

to

Km.

72/176

NA

NA

103

101

28/2

NA

23/4

23/1

23/3

23/2

155.4881x139

176.3009x139

1.4547x139

48.8656x139

8.1289x139

40.8662x139

16.4901x139

2.0082x139

12.7239x139

19.2936x139

21612.8459

24505.8251

202.2033

6792.3184

1129.9171

5680.4018

2292.1239

279.1398

1768.6221

2681.8104

2.16128459

2.45058251

0.02022033

0.67923184

0.11299171

0.56804018

0.22921239

0.02791398

0.17686221

0.26818104

23/1

28/1

24/6

28/3

24/7

24/3

24/2

24/4

24/5

25/1

18/6

18/3

18/5

18/7

18/4

17/2

17/3

17/1

18/2

16/5

16/6

16/4

17/4

16/3

16/7

3.4692x139

19.7992x139

16.8692x139

7.4546x139

8.8825x139

9.7427x139

7.804x139

8.3231x139

28.7909x139

7.1993x139

10.2024x139

1.1804x139

20.7699x139

16.0263x139

19.4403x139

15.0340x139

16.6311x139

48.5356x139

14.3182x139

13.0838x139

29.7308x139

21.4310x139

0.5419x139

5.3255x139

7.3935x139

482.2188

2752.0888

2344.8188

1036.1894

1234.6675

1354.2353

1084.756

1156.9109

4001.9351

1000.7027

1418.1336

164.0756

2887.0161

2227.6557

2702.2017

2089.726

2311.7229

6746.4484

1990.2298

1818.6482

4132.5812

2978.909

75.3241

740.2445

1027.6965

0.04822188

0.27520888

0.23448188

0.10361894

0.12346675

0.13542353

0.1084756

0.11569109

0.40019351

0.10007027

0.14181336

0.01640756

0.28870161

0.22276557

0.27022017

0.2089726

0.23117229

0.67464484

0.19902298

0.18186482

0.41325812

0.2978909

0.00753241

0.07402445

0.10276965

72 Manghar Panvel

Dist.

Raigad

Km.

72/176

to Km.

72/636

73 Kunde‐

Wahal

Panvel

Dist.

Raigad

Km.

72/636

to Km.

73/801

74 Babavi Panvel

Dist.

Raigad

Km.

73/801

to Km.

74/291

75 Pande

ghar

Panvel

Dist.

Raigad

Km.

74/291

to Km.

74/901

76 Wahal Panvel

Dist.

Raigad

Km.

74/901

to Km.

76/151

77 Chirle Uran

Dist.

Raigad

Km.

76/151

to KM.

80/001

84982.5162

qmt.

666252.254

5Sqmt.

75.123477

07

Ha.

5086368420

Sqmt.

508.6368420

1 Ha.

Total

Total Forest area identified under proposed multimodal corridor =75.12347707 Ha

1 | P a g e

Compliance Report of the 141st Meeting of the Expert Appraisal Committee for Building/ Construction

Projects/ Township and Area Development Projects, Coastal Regulation Zone, Infrastructure Development

and Miscellaneous Projects held on 26th &28th November, 2014 at MOEF&CC, New Delhi.

Development of Multi model Corridor from Navghar to Chirner (Near JNPT) in the State of

Maharashtra by M/s Mumbai Metropolitan Regional Development Authority (F. No. 10-25/2014-IA.III)

Sl. No. Additional TOR for further

study Comply Remarks

(i)

Justification for selecting the alignment along with the various alternatives considered, procedures and criteria adopted for selection of final alternative reasons.

Refer Chapter-5 Refer Chapter-5

(ii)

Submit detailed alignment plan, with details such as nature of terrain (plain, rolling, hilly), land use pattern, habitation, cropping pattern, forest area, environmentally sensitive places, mangroves, notified industrial areas, sand dunes, sea, river, lake, details of villages, tehsils, districts and states, latitude and longitude for important locations falling on the alignment by employing remote sensing techniques followed by ground truthing and also through secondary data sources.

Terrain: Terrain along the project is plain terrain except for few stretches can be classified as rolling. Land use: The predominantly land use along the project road is agriculture followed by settlements, barren and waste land, creeks, river, road, railways line. Forest Area: Forest proposal preparation is under progress Environmentally Sensitive Places: National Park: MMC alignment is traversing through the Sanjay Gandhi National Park and will divert 14.4ha. land of NP. Wildlife Sanctuary: Tungareshwar Wildlife Sanctuary, Thane located 153.0m away from the MMC alignment Bird Sanctuary : Karnala Bird Sanctuary, Panvel located 5813m away from the MMC alignment Eco-sensitive Zone : proposed alignment of MMC is passing 105 m away from the boundary of Matheran Eco-sensitive zone Notified Critically Polluted Industrial Area: Two critically polluted industrial area notified by CPCB are located within the 10km radius of the alignment of the proposed MMC. The CPI area are Domviwili (MIDC Phase I&II) and Navi Mumbai TCC industrial area, Kalwa and

Refer section 3.3.4 of Chapter-3 of EIA report Refer section 3.3.4 of Chapter-3 of EIA report

2 | P a g e



Mahape) located 2.350km and 8.5km away from the proposed alignment. Mangroves: Proposed alignment of MMC is affecting mangroves areas. Village wise detail of affected mangroves area is presented in Table 3.15 of Chapter 3 Sand Dunes: No such issue is involved. Sea. No such issue is involved. River/Creek/streams: MMC alignment crosses river and creeks and other streams District: Palghar, Thane, Raigad

Palghar Vasai Bapane, Sarjamori, Saunnavaghar, Shilotar, Nagle

Thane

Bhivandi

Paye, Paygaon, Malodi, Kharbhav, Wadunaghar, Dunge, Kewani, Kopar, Kalher,

Kasheli, Dive Anjur, Anjur, Bharodi

Kalyan

Bopar, Sandap, Usarghar, Gharivali, Kolegaon, Hedutane, Shridhon

AmbarnathPali, Narhen, Karvale Khurd,

Raigad Panvel

Chorbhe, Nitale, Wavanje, Mahador,

Chadram Enagaon, Chichvali,

Mahalunge, Morbe

Refer section 3.3.5 of Chapter 3 of EIA report

Refer Table 3.15 of Chapter 3 of EIA report Refer Table 3.9 of Chapter 3 of EIA report

(iii)

The proposal indicate the acquisition of 14.4ha forest land in Sanjay Gandhi National Park. Necessary permission from NBWL and Stage-I forestry clearance shall be obtained. The grant of TOR shall not be cited as a reason

To obtain necessary NBWL clearance for the project a wild life clearance proposal has already been submitted to the concerned Divisional officer.


3 | P a g e



for grant of approvals for diversion of Sanctuary land/ Forest land for the project.

(iv)

The project involve removal of mangroves, necessary permission from High Court of Bombay Shall be obtained as applicable

Necessary permission shall be obtained from Bombay High Court before removal of mangroves from the proposed ROW of MMC.

(v)

Any litigation (s) pending against the proposed project and/ or any directions or orders passed by any court of law/ any statuary authority against the project to be detained out.

No litigations(s) related to project are pending in any court.

(vi)

Submit Land use map of the study area to a scale of 1: 25,000 based on recent satellite imagery delineating the crop lands (both single and double crop), agricultural plantations, fallow lands, waste lands, water bodies, built-up areas, forest area and other surface features such as railway tracks, ports, airports, roads, and major industries etc. and submit a detailed ground surveyed map on 1:2000 scale showing the existing features falling within the right of way namely trees, structures including archaeological & religious, monuments etc. if any

The project MMC crosses only river, creek, streams/ drains There is no lake along the project MMC. Two notified critically polluted industrial area exists within 10 km radius of the project road. Project MMC pass through RF/Mangroves, Sanjay Gandhi National Park, agriculture land etc. There are no archaeological monument exist with the PROW or close to PROW of MMC conserved by Archaeological Survey of India. Total 3 religious structures located along the project road.

Refer Table 3.9 and table 3.10 of Chapter 3 of EIA report Refer section 3.5 of chapter 3 of EIA report Refer section 3.3.4 of Chapter-3 of EIA report Refer section 3.3.5 of Chapter-3 of EIA report Refer Table 3.18 of Chapter-3 of EIA report

(vii)

Study regarding animal bypass/ underpasses etc. across the sanctuary and habitation area shall be carried out.

All along the proposed MMC 31 Vehicular underpasses and 21 Pedestrian underpasses will be provided. PUP will serve as cattle animal underpass in rural areas. MMC alignment wherever passes close to the boundary of Sanctuary (Tungareshwar WLS) or traverse through the NP (Sanjay Gandhi National Park) as per the suggestion or recommendation of wildlife department additional underpasses/fencing will be provided.

Refer table 2.2 and Table 2.3 chapter 2 of EIA report for underpasses in habitation area

(viii)

The information should be provided about the number of trees to be cut, their species and whether it also involved any protected or endangered

Tree enumeration for tree cutting from the proposed ROW of MMC is under progress. In addition to Compensatory afforestation avenue plantation will be carry out in the balance

4 | P a g e



species, Necessary green belt shall be provided on both side of the highways with proper central verge and cost provision should be made for regular maintenance.

ROW of the MMC. Budget for the avenue plantation is incorporated in environmental budget

Refer table 9.1 of Chapter of EIA report

(ix)

If proposed route is passing through a city or town, with houses and human habitation on either side of the road, the necessity for provision of bypass/ diversion/ underpass/ underpasses shall be examined and submitted. The proposal should also indicate the location of wayside amenities, which should include petrol station/ service centre, rest areas including public conveyance etc.

Proposed route MMC is new alignment in agriculture land. Fly over, vehicular under passes and Pedestrian underpasses will be provided. Other amenities such as petroleum, rest area etc will be provided

Refer Table 2.2 and Table 2.3 and Table 2.5 of chapter 2 of EIA report Refed in DPR

(x)

Submit the details about measure taken for the pedestrian safety and construction of underpasses and foot over bridge along with flyovers and interchanges.

Provided in EMP

Refer Table 2.2 and Table 2.3 and Table 2.5 of chapter 2/10 of EIA report

(xi)

Examine and submit the details of use of fly ash in the road construction, if the project road is located within the 100 km from the Thermal Power Plant.

There are two thermal power plant located within the 100km radius from the alignment viz. (a) Tata Thermal Power Plant, Trombay, Mumbai about 30km away from the project alignment and(b) Dahanu Thermal Power Station, Dahanu, Thane- 70km away from the project alignment.


(xii) Examine and submit the details of sand quarry, borrow area and rehabilitation

Refer Table 3.17 of Chapter 3 and section 4.2.4.4 of chapter 4 of EIA report.

(xiii)

The air quality monitoring should be carried out as per the new notification issued on 16th November, 2009.

AAQ monitored as per notification issued on 16.11.2009

Refer Table 3.5 of Chapter 3 of EIA report

(xiv)

Identify project activities during construction and operation phases, which will affect the noise levels and the potential for increased noise resulting from this project. Discuss the effect of noise levels on near by habitation during the construction and operational phases of the

The project construction activities will involve clearing and grubbing, trees cutting, site development works, road and rail construction, construction of bridges, way side facilities, etc. The project actives proposed during construction phase are presented in Chapter 2 of EIA Report. The construction activities will have adverse impacts on the environment. Identification and

Refer f Chapter 2 and Chapter 4 of EIA report

5 | P a g e



proposed highway. Identify noise reduction measures and traffic management strategies to be deployed for reducing the negative impact if any. Prediction of noise levels should be done by using mathematical modelling at different representative locations.

assessment of anticipated environmental impacts have been carried out and presented in Chapter 4.

(xv)

Examine the impact during construction activities due to generation of fugitive dust from crusher units, air emissions from hot mix plants and vehicles used for transportation of materials and prediction of impact on ambient air quality using appropriate mathematical model, description of model, input requirement and reference of derivation, distribution of major pollutants and presentation in tabular form for easy interpretation shall be carried out.

The impact of the project road during the construction phase due to generation of dust emissions, air emissions from hot mix plants and vehicles used for transportation of materials are anticipated during construction phase. Prediction of impact on ambient air quality by CALINE - 4 mathematical model, using CPCB emission factors has been be carried out and presented in Chapter 4. • Hot mix plant will have in-built provision of

pollution control equipment. • Hot mix plants will be installed in down wind

direction minimum 1 km away from any populated area.

• Hot mix plant will be installed with “Consent to Establish” and operated with “Consent to Operate” of State Pollution Control Boards.

• All construction equipment and vehicles will be operated with pollution under control certificate.

• Regular maintenance of vehicles and construction equipment’s,

• Water sprinkling will be carried out to control fugitive dust emission.

Regular monitoring of ambient air quality will be carried during construction and operation phase.

(xvi)

Also examine and submit the details about the protection to existing habitations from dust, noise, odour etc. during construction stage

During construction and operation phases, following mitigation measures will be adopted to minimise impacts from dust, noise and odour : • Sprinkling of water to suppress dust • Maintenance of vehicles and construction

equipment’s. • Use of silencers and mufflers, • Construction activities only during day time. • Collection of debris and waste and deposal as

per standards practices. Use of applicable IRC guidelines

Refer Chapter-4 of EIA report

(xvii) If the proposed route involves cutting of earth, the details of area to be cut, depth of cut,

Minor earth cutting will required in rolling terrain and cut material will be utilised for felling of embankment.

Chapter 10/4

6 | P a g e



locations, soil type, volume and quantity of earth and other materials to be removed with location of disposal/ dump site along with necessary permission

(xviii)

If the proposed route is passing through low lying areas, details of fill materials and initial and final levels after filling above MSL, should be examined and submit.

Yes, In maximum portion of the low lying areas fly overs are proposed. And at few locations embankment height of the MMC alignment will be 2-3 m from the MSL. Fly ash and soil will be used for this.

Refer Table 2.5 of Chapter 2 of chapter 2.

(xix)

Examine and submit the water bodies including the seasonal ones within the corridor of impacts along with their status, volumetric capacity and quality likely impacts on them due to the project

Project road crosses river, creek and small streams and drains. Major or minor bridges will be constructed over these water bodies. Following mitigation measures will be taken to avoid the impact on water bodies during construction of MMC: Construction camps, if any, shall be

properly located to avoid contamination of surface water bodies by the generated waste and waste water.

Good engineering practices to be followed to avoid the clogging of water channels along the project road.

Coffer dam will be constructed to minimise the impact on water quality.

No waste will be dumped in the water bodies

Refer subsection 3.3.3 of chapter-3 and section 4.2.6 of chapter 4 of the EIA report

(xx)

Examine and submit details of water quantity required and source of water including water requirement during the construction stage with supporting data and also classification of ground water based on the CGWA classification

About 250KLD water will be required for construction of the project for 3 years. Water for road construction will be taken from surface water bodies and partly from ground water resources. Public water sources and supply will not be used for road construction.

Refer section 4.1.5 of chapter 4.

(xxi)

Examine and submit the details of measures taken during constructions of bridges across river/canal/major or minor drains keeping in view the flooding of the rivers and the life span of the existing bridges. Provision of speed breakers, safety signals, service lanes and footpaths should be examined at appropriate locations throughout the

Following measures shall be taken during construction of bridges across the rivers, major or minor drains keeping in view the flooding of the rivers and the life span of the existing bridges: Slope stabilization on the banks of

river/drains by turfing. Provision of gabion mattresses and

geotextile. Provision of gabion retaining wall for river

bank protection.

Traffic safety measures to be taken are described in Chapter 2,Chapter 3 and Chapter 4 and Chapter 10 of EIA Report

7 | P a g e



proposed road to avoid the accidents.

Scour protection measures below the bridge. Traffic safety measures to be taken are described in Chapter 2, Chapter 3 and Chapter 4 of EIA Report. IRC guideline IRC:103-1988 and other have

been followed. Safety signage, marking, zebra cross way will be provided.

(xxii)

If there will be any change in the drainage pattern after the proposed activity, details of changes shall be examined and submitted.

No impact is anticipated on drainage along the project road.

(xxiii)

If there is a possibility that the construction/widening of road will cause impact such as destruction of forest, poaching, reductions in wetland areas, if so, examine the impact and submit details.

Only diversion of forest land will involve and proposal will be prepared and submitted to the FD

Chapter 3/4/10

(xxiv)

Submit the details of road safety, signage, and service roads, vehicular under passes, accident prone zone and the mitigation measures.

IRC Guidelines (IRC: 67-2001) shall be strictly followed to provide road safety measures and signage along the project road.

MS Crash Barriers on outer side of

carriageway wherever the embankment height is more than 3m.

Interchange Improvements carried out at all junctions.

Railings, elaborate road signs, road markings.

Blinker signals at all major intersections. Road studs and hazard markers / delineators

at intersections and curves. Highway patrolling, ambulance during

operation of project road. For the safety of local people, pedestrian and cattle underpass have been provided. In populated areas, service road has been provided

Chapter 10

(xxv)

IRC guidelines shall be followed for widening & up-gradation of road.

The IRC codes followed for design of the project road are given in Chapter 2 of EIA Report.

Chapter 2

(xxvi) Submit the details of social impact assessment due to the proposed construction of road

Provided in Chapter 3/4 Chapter 3/4

8 | P a g e



(xxvii)

If the proposed project involves any land reclamation, details to be provided for which activity land to reclaim and the area of land to be reclaimed.

NA

(xxviii)

Details of the properties, houses, businesses etc. activities likely to be effected by land acquisition and their financial loses annually.

Cost for compensation (LA/R&R) will be provided after actual data received

(xxix)

Detailed R&R plan with data on the existing socio-economic status of the population in the study area and broad plan for resettlement of the displaced population, site for the resettlement colony, alternative livelihood concerns/ employment and rehabilitation of the displaced people, civil and housing amenities being offered, etc and the schedule of the implementation of the project specific.

(xxx)

Estimated cost of the project including environmental monitoring cost and funding agencies, whether governmental or on the basis of BOT etc and provide details of budget provisions (capital & recurring) for the project specific R&R Plan

Total project cost approximately 12000 coror. The environmental cost Rs. 10.472 crore and Social Cost Rs.1601 crore Civil Cost of the project 9326 crore

Refer Table 9.1 of Chapter 9 of the EIA report (Environmental Budget).

(xxxi)

Submit environmental management and monitoring plan for all phases of the project viz. construction and operation.

Presented in chapter 6, chapter 9 and chapter 10 of the EIA report

Presented in chapter 6, chapter 9 and chapter 10 of the EIA report

(xxxii)

A detailed draft EIA /EMP report should be prepared in terms of the above additional TOR. Public hearing to be conducted for the project in accordance with the provison of Environment Impact assessment Notification, 2006 and the issue raised by the public should be made in the Environmental Management Plan.

EIA/EMP report is prepared in accordance with TOR.

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•F.No.10-25/2014-IA.III

Government of IndiaMinistry of Environment, Forests & Climate Change

(IA.IIISection)Indira Paryavaran Bhawan,

J or Bagh Road,New Delhi - 110 003.

Dated: 12thJanuary, 2015

ToThe Chief Engineer - Engineering Division,Mj s Mumbai Metropolitan Regional Devl. Authority (MMRDA),Plot NO. C-14 and 15, E Block, Bandra - Kurla Complex,Bandra (E), Mumbai - 400051

Subject: Development of Multimodal Corridor from Navghar to Chirner(Near JNPT) in the State of Maharashtra by MIs MumbaiMetropolitan Regional Development Authority - ToR reg.

Sir,

This has reference to your letter No. Nil dated 17.09.2014 forwardingalong with application seeking for Terms of Reference for the aforesaid project.

2. The proposal was considered by the EAC in its 141st meeting held on26th- 2SthNovember, 2014 and the proponent has informed that:

1. The project involves development of Multimodal Corridor fromNavghar to Chirner (Near JNPT) in the State of Maharashtra.

11. Multi Modal Corridor (Navghar to Chirner) is a single corridor inwhich multiple modes, such as buses, BRT, metro rail and cars,along with utilities such as water, sewage and gas lines arepresent in the same Right of Way.

111. The total length of the multi model corridor project IS

approximately SOKm.IV. Proposed Multi Model Corridor start from Navghar (Near

Juchandra, NH-S) and end at Chirner (near JNPT). The projectroad falls in the Tehsils of Vasai, Bhiwandi, Kalyan, Ambernath,Panvel, Uran in the Districts Thane and Raigad in Maharashtra.

v. Land use pattern within 10 km on either side of Multi ModelCorridor project area is agriculture, forest, sanctuaries, mangrove,commercial, residencies, urban & villages.

VI. It is a green field project and the proposed right of way (RoW)iskept as 99 m to accommodate access controlled highway lanes,service lanes, parking lane, pedestrian foot path and a metrofacility at the Centre (30 m).

Vll. Approximately 725 hectares of land is proposed to be acquired inwhich mostly is agriculture, forest, mangrove and mud areas.

Vlll. There is one National Park (Sanjay Gandhi national Park) and twoSanctuaries (Karnala Bird Sanctuary and Tungreshwar WildlifeSanctuary) are located within the 10 km radius of the project.

•ix. Project (Multi Model Corridor) traverse through the Sanjay Gandhi

National Park and will divert 14.4 ha of National Park land.Proposed Multi Model Corridor is located 153 m away from theboundary of Tungareshwar Wildlife Sanctuary and 5816 m awayfrom the boundary of Karnala Bird Sanctuary.

x. Matheran Ecological Sensitive Zone is located within 10 kmradius of the project and its boundary is 105m away from theproposed alignment of the project.

Xl. The project does traverse through forest land and mangroves atfew locations.

xu. Project corridor crosses over five rivers namely Kamvadi river,Ulhas river, Kasadi river, Gudha river and Dhartar river.

Xlll. Project corridor also passes through the costal/low lying areas.xiv. 26 bridges, 04 ROB's, 10 Interchanges, 4 Flyovers, 34 Vehicular

Underpasses, 21 Pedestrian underpasses, 19.1 km elevated areproposed.

xv. Service Road has been provided.XVI. Approximately 3200 families are going to be affected because of

land acquisition & resettlement.XVll. Plantation will be done on the available spare RoW.

XVlll. CRZ study, Wildlife Clearance proposal and environmentalmonitoring are under process.

XlX. The approximate budget for environmental management worksworked out to Rs. 15 Crores. Land Acquisition includingacquisition of structures and R & R Costs for resettlement andcompensation is estimated as Rs. 1601 Crores. The estimated civilcost of the project is approximately Rs. 9326 Crores.

xx. There are no court cases/violation pendingwith the projectproponent.

3. The Expert Appraisal Committee (EAC)has considered the proposal inits 141st meeting held on 26th - 28th November, 2014 and recommended for theTOR with the following specific TOR with general conditions for preparation ofthe Environment Impact Assessment (EIA) Report and EnvironmentManagement Plan (EMP) in respect of the Development of MultimodalCorridor from Navghar to Chirner (Near JNPT) in the State of Maharashtraby M/s Mumbai Metropolitan Regional Development Authority:

(i) Justification for selecting the alignment along with the variousalternatives considered, procedures and criteria adopted forselection of the final alternative with reasons.

(ii) Submit detailed alignment plan, with details such as nature ofterrain (plain, rolling, hilly), land use pattern, habitation, croppingpattern, forest area, environmentally sensitive places, mangroves,notified industrial areas, sand dunes, sea, river, lake, details ofvillages, teshils, districts and states, latitude and longitude forimportant locations falling on the alignment by employing remotesensing techniques followed by ground truthing and also throughsecondarydaQ:::S.

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•(iii) The proposal indicates the acquisrtion of 14.4 ha forest land in

Sanjay Gandhi National Park. Necessary permission from NBWLand stage -I forestry clearance shall be obtained. The grant of ToRshall not be cited as a reason for grant of approvals for diversion ofSanctuary land/Forest land for the project.

(iv) The project involves removal of mangroves, necessary permissionfrom High Court of Bombay shall be obtained as applicable.

(v) Any litigation(s) pending against the proposed project and/ or anydirections or orders passed by any court of law/any statu toryauthority against the project is to be detailed out.

(vi) Submit Land use map of the study area to a scale of 1: 25,000based on recent satellite imagery delineating the crop lands (bothsingle and double crop), agricultural plantations, fallow lands,waste lands, water bodies, built-up areas, forest area and othersurface features such as railway tracks, ports, airports, roads, andmajor industries etc. and submit a detailed ground surveyed mapon 1:2000 scale showing the existing features falling within theright of way namely trees, structures including archaeological &religious, monuments etc. if any.

(vii) Study regarding the Animal bypasses / underpasses etc. acrossthe Sanctuary and habitation areas shall be carried out.

(viii) The information should be provided about the number of trees tobe cut, their species and whether it also involved any protected orendangered species. Necessary green belt shall be provided onboth side of the highway with proper central verge and costprovision should be made for regular maintenance.

(ix) If the proposed route is passing through a city or town, withhouses and human habitation on the either side of the road, thenecessity for provision of bypasses/ diversions/under passes shallbe examined and submitted. The proposal should also indicate thelocation of wayside amenities, which should include petrolstation/ service centre, rest areas including public conveyance, etc.

(x) Submit details about measures taken for the pedestrian safety andconstruction of underpasses and foot-over bridges along withflyovers and interchanges.

(xi) Examine and submit the details of use of fly ash in the roadconstruction, if the project road is located within the 100 km fromthe Thermal Power Plant.

(xii) Examine and submit the details of sand quarry, borrow area andrehabilitation.

(xiii) The air quality monitoring should be carried out in accordancewith the new notification issued on 16th November, 2009.

•(xiv) Identify project activities during construction and operation

phases, which will affect the noise levels and the potential forincreased noise resulting from this project. Discuss the effect ofnoise levels on near by habitation during the construction andoperational phases of the proposed highway. Identify noisereduction measures and traffic management strategies to bedeployed for reducing the negative impact if any. Prediction ofnoise levels should be done by using mathematical modelling atdifferent representative locations.

(xv) Examine the impact during construction activities due togeneration of fugitive dust from crusher units, air emissions fromhot mix plants and vehicles used for transportation of materialsand prediction of impact on ambient air quality using appropriatemathematical model, description of model, input requirement andreference of derivation, distribution of major pollutants andpresentation in tabular form for easy interpretation shall becarried out.

(xvi) Also examine and submit the details about the protection toexisting habitations from dust, noise, odour etc. duringconstruction stage.

(xvii) If the proposed route involves cutting of earth, the details of areato be cut, depth of cut, locations, soil type, volume and quantity ofearth and other materials to be removed with location of disposal/dump site along with necessary permission.

(xviii) If the proposed route is passing through low lying areas, details offill materials and initial and final levels after filling above MSL,should be examined and submit.

(xix) Examine and submit the water bodies including the seasonal oneswithin the corridor of impacts along with their status, volumetriccapacity, quality likely impacts on them due to the project.

(xx) Examine and submit details of water quantity required and sourceof water including water requirement during the constructionstage with supporting data and also classification of ground waterbased on the CGWA classification.

(xxi) Examine and submit the details of measures taken duringconstructions of bridges across river / canal/ major or minor drainskeeping in view the flooding of the rivers and the life span of theexisting bridges. Provision of speed breakers, safety signals,service lanes and foot paths should be examined at appropriatelocations through out the proposed road to avoid the accidents.

(xxii) If there will be any change in the drainage pattern after theproposed activity, details of changes shall be examined and

submitted. d2.-.ToR_MMRDA_Navghar_Chirner Page 4 of 7

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•(xxiii)If there is a possibility that the construction/widening of road will

cause impact such as destruction of forest, poaching, reductionsin wetland areas, if so, examine the impact and submit details.

(xxiv)Submit the details of road safety, signage, service roads, vehicularunder passes, accident prone zone and the mitigation measures.

(xxv) IRe guidelines shall be followed for widening & upgradation ofroad.

(xxvi)Submit the details of social impact assessment due to theproposed construction of road.

(xxvii)If the proposed project involves any land reclamation, details to beprovided for which activity land to reclaim and the area of land tobe reclaimed.

(xxviii) Submit the details of the properties, houses, businesses etc.activities likely to be effected by land acquisition and theirfinancial loses annually.

(xxix)Detailed R&Rplan with data on the existing socio-economic statusof the population in the study area and broad plan forresettlement of the displaced population, site for the resettlementcolony, alternative livelihood concerns/employment andrehabilitation of the displaced people, civil and housing amenitiesbeing offered, etc and the schedule of the implementation of theproject specific

(xxx) Estimated cost of the project including environmental monitoringcost and funding agencies, whether governmental or on the basisof BOT etc and provide details of budget provisions (capital &recurring) for the project specific R&RPlan.

(xxxi)Environmental management and monitoring plan for all phases ofthe project viz. construction and operation be submitted.

(xxxii)A detailed draft EIA/EMP report should be prepared in terms ofthe above additional TOR. Public Hearing to be conducted for theproject in accordance with the provisions of Environment ImpactAssessment Notification, 2006 and the issues raised by the publicshould be addressed in the Environmental Management Plan.

General Guidelines

(i) The EIA document shall be printed on both sides, as for aspossible.

(ii) All documents should be properly indexed, page numbered.

(iii) Period/date of data collection should be clearly indicated.

(iv) Authenticated EnglishRegional languages.c.

translation of all material provided In

•(v) The letter/application for EC should quote the MoEF&CC File No.

and also attach a copy of the letter prescribing the TOR.

(vi) The copy of the letter received from the Ministry on the TORprescribed for the project should be attached as an annexure tothe final ErA-EMP Report.

(vii) The final ErA-EMP report submitted to the Ministry mustincorporate the issues in TOR and that raised in Public Hearing.The index of the final ErA-EMP report, must indicate the specificchapter and page no. of the ErA-EMP Report where the specificTOR prescribed by Ministry and the issue raised in the P.H. havebeen incorporated. Questionnaire related to the project (posted onMoEF&CC website) with all sections duly filled in shall also besubmitted at the time of applying for EC.

(viii) Grant of TOR does not mean grant of EC.

(ix) Grant of TOR/EC to the present project does not mean grant ofapprovals in other regulations such as the Forest (Conservation)Act 1980 or the Wildlife (Protection) Act, 1972.

(x) Grant of EC is also subject to Circulars issued under the EIANotification 2006, which are available on the MoEF&CC website:www.envfor.nic.in.

(xi) The status of accreditation of the EIA consultant with NABET/ QClshall be specifically mentioned. The consultant shall certify thathis accreditation is for the sector for which this EIAis prepared.

(xii) On the front page of ErA/EMP reports, the name of theconsultant/ consultancy firm along with their complete detailsincluding their accreditation, if any shall be indicated. Theconsultant while submitting the ErA/EMP report shall give anundertaking to the effect that the prescribed TORs (TORproposedby the project proponent and additional TOR given by the MoEF)have been complied with and the data submitted is factuallycorrect (Refer MoEF office memorandum dated 4th August, 2009).

(xiii) While submitting the ErA/EMP reports, the name of the expertsassociated with/involved in the preparation of these reports andthe laboratories through which the samples have been gotanalysed should be stated in the report. It shall clearly beindicated whether these laboratories are approved under theEnvironment (Protection) Act, 1986 and the rules made thereunder (Please refer MoEF office memorandum dated 4th August,2009). The project leader of the EIA study shall also be mentioned.

(xiv) All the TOR points as presented before the Expert AppraisalCommittee (EAC)shall be covered.

4. A detailed draft ErA/EMP report should be prepared in terms of theabove additional ToRs and should be submitted to the State Pollution Control

ToR_MMRDA_Navghar_Chirner ~. Page 6 of 7

http://www.envfor.nic.in.

•Board for conduct of Public Hearing. Public Hearing to be conducted for theproject in accordance with the provisions of Environmental Impact AssessmentNotification, 2006 and the issues raised by the public should be addressed inthe Environmental Management Plan. The Public Hearing should be conductedbased on the ToR letter issued by the Ministry and not on the basis of Minutesof the Meeting available on the web-site.

5. You are required to submit the detailed final EIA/EMP prepared as perToRs including issues raised during Public Hearing to the Ministry forconsidering the proposal for environmental clearance within 3 years as per theMoEF&CCO.M. No.J-11013/41/2006-IA-II(I) (P)dated 08.10.2014.

6. The consultants involved in the preparation of EIA/EMP report afteraccreditation with Quality Council of India/National Accreditation Board ofEducation and Training (QCI/NABET) would need to include a certificate inthis regard in the EIA/EMP reports prepared by them and data provided byother Organization(s)/Laboratories including their status of approvals etc. videnotification of the MoEF dated 19.07.2013.

7. The prescribed ToRs would be valid for a period of three years forsubmission of the EIA/EMP Reports.

(Dr.Ma~~~Director

Copy to:

The Member Secretary, Maharashtra Pollution Control Board, KalpataruPoints, 3rd & 4th floor, Opp. Cine Planet, Sion Circle, Sion (E), Mumbai - 400022, Maharashtra

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