development of 8-lane spur starting from - environmental

Volume – I

Final Environment Impact

Assessment Report

Project Proponent

NATIONAL HIGHWAYS AUTHORITY OF INDIA

Ministry of Road Transport and Highways, Government of India

EIA Consultant

Development of 8-lane SPUR Starting from

Km 26.582 of Vadodara - Mumbai Expressway Main

Alignment (Design Chainage 0+000) and terminating at

proposed Junction with the Multi-Modal Corridor of MMRDA

(Design Chainage 79+783) in the state of Maharashtra

(MoEFCC F. No. No. 10-29/2019-IA.III)

Sector as per EIA Notification: 7(f); Category “A”

ICT/E&S/VME-SPUR/567/Final EIA Rev: R1 Month: August 2021

Intercontinental Consultants and Technocrats Pvt. Ltd. A-8, Green Park, New Delhi-110016, India

NABET Certificate No.: NABET/EIA/1922/RA 0202

Valid till: Nov 20,2022

Period of Baseline Monitoring

October to December 2020

Name & Address of Laboratory engaged for Baseline Monitoring

M/s Ultra-Teach Environmental Consultancy & Laboratory

NABL Accredited & MoEF Recognized Laboratory

Address: Survey No. 93/A, Conformity Hissa No. 2

G.V. Brothers Building, Bata Compound, Khopat

Near Flower Valley, Thane (West) – 400 601, Maharashtra

Development of 8-lane SPUR Starting from

Km 26.582 of Vadodara - Mumbai Expressway Main Alignment

(Design Chainage 0+000) and terminating at proposed Junction

with the Multi-Modal Corridor of MMRDA (Design Chainage

79+783) in the state of Maharashtra

Date of Public Hearing

15th March 2021 – Raigad District

16th March 2021 – Thane District

24th March 2021 – Palghar District

EIA submitted for Public Hearing in the Month of

January 2021

Project : Development of 8-lane SPUR Starting from Km 26.582 of Vadodara - Mumbai Expressway Main

Alignment (Design Chainage 0+000) and terminating at proposed Junction with the Multi-Modal Corridor

of MMRDA (Design Chainage 79+783) in the state of Maharashtra

Document : ICT/E&S/VME-SPUR/567/ Final EIA Report (Volume-I) Date: Aug 2021

Table of Contents Revision: R1

Page - I

TABLE OF CONTENTS

Page #

Compliance of ToR ......................................................................................................... 1 to 16

Executive Summary ......................................................................................................... 1 to 24

Chapter-1 Introduction ......................................................................................................... 1 to 15

1.1 Purpose of the Report ...................................................................................................... 1

1.2 Identification of Project ..................................................................................................... 1

1.2.1 Background .......................................................................................................... 1

1.2.2 Need of the Project .............................................................................................. 2

1.2.3 VME-SPUR Alignment ......................................................................................... 4

1.2.4 Project Proponent ................................................................................................ 7

1.3 Brief Description of Nature, Size, Location of the Project ................................................ 7

1.4 Scope of the Study ............................................................................................................ 7

1.5 Review of Policy, Regulations and Legal Framework ...................................................... 9

1.5.1 Clearances Required .......................................................................................... 10

1.6 Structure of the Draft EIA Report .................................................................................... 14

Chapter-2 Project Description .............................................................................................. 16 to 49

2.1 Project Profile ................................................................................................................ 16

2.2 Description of the Alignment ........................................................................................... 18

2.3 Estimated Traffic ............................................................................................................ 20

2.3.1 Capacity Analysis for SPUR Sections ............................................................... 22

2.4 Proposed Development .................................................................................................. 23

2.4.1 Configuration of Proposed Alignment ................................................................ 23

2.4.2 Right of Way ....................................................................................................... 23

2.4.3 Bridges ............................................................................................................... 24

2.4.4 Culverts ............................................................................................................... 26

2.4.5 Interchanges ....................................................................................................... 27

2.4.6 Fly-Over .............................................................................................................. 27

2.4.7 Rail over Bridge .................................................................................................. 27

2.4.8 Vehicular Underpasses ....................................................................................... 28

2.4.9 Vehicular Overpass ............................................................................................ 28

2.4.10 Land Bridge/ Animal Overpass ........................................................................... 28

2.4.11 Light and small Vehicular Underpasses ............................................................. 29

2.4.12 Connecting Roads ................................................................................................ 31

2.4.13 Way Side Amenities ............................................................................................ 31

2.4.14 Truck Parking ..................................................................................................... 32

2.4.15 Toll Plaza ............................................................................................................ 32

2.4.16 Road Safety ........................................................................................................ 32

2.5 Pavement Design ............................................................................................................ 33

2.6 Tunnel ................................................................................................................ 33

2.6.1 Portal and Portal Slope Protection .................................................................... 34






Page - II

Page #

2.6.2 Tunnel Health Monitoring System ...................................................................... 34

2.6.3 Muck Dump Disposal .......................................................................................... 35

2.6.4 Blasting ............................................................................................................... 38

2.7 Mode of Implementation ................................................................................................. 41

2.8 Sources of Construction Materials .................................................................................. 41

2.8.1 Borrow Areas ...................................................................................................... 41

2.8.2 Stone / Coarse Aggregate Material .................................................................... 42

2.8.3 Sand / Fine Aggregate Material ......................................................................... 42

2.8.4 Fly Ash ................................................................................................................ 43

2.8.5 Cement................................................................................................................ 43

2.8.6 Bitumen ............................................................................................................... 44

2.8.7 Steel ............................................................................................................... 44

2.9 Project Cost ................................................................................................................ 44

2.10 Development Process ..................................................................................................... 44

2.10.1 Stages & Activities of the Proposed Project ....................................................... 44

2.10.2 Infrastructure Requirement ................................................................................. 46

2.10.3 Resource Requirement ....................................................................................... 46

2.10.4 Pollutant Sources during Construction Phase .................................................... 48

2.10.5 Pollutant Sources during Operation Phase ........................................................ 49

Chapter-3 Description of the Environment ...................................................................... 50 to 156

3.1 General ................................................................................................................ 50

3.2 Study Area and Period ................................................................................................... 50

3.3 Physiography And Terrain ............................................................................................... 50

3.4 Geology and Seismicity ................................................................................................... 52

3.4.1 Geology ............................................................................................................... 52

3.4.2 Seismicity ............................................................................................................ 53

3.5 Hydrology ................................................................................................................ 53

3.5.1 Hydrogeological Features of the Study Area ...................................................... 53

3.5.2 Hydrological Investigations of the Proposed Alignment ..................................... 54

3.5.3 River, Nala and Canal Crossings En-route ........................................................ 56

3.5.4 Hydro-Meteorologically Homogenous Sub Zones .............................................. 57

3.5.5 Design Rainfall .................................................................................................... 57

3.5.6 Catchment Area and Drainage Network ............................................................ 58

3.6 Agriculture and Irrigation Practices ................................................................................. 59

3.7 Land Use ................................................................................................................ 60

3.7.1 Method of Data Preparation ............................................................................... 60

3.7.2 Land use within PROW ....................................................................................... 60

3.7.3 Land Use within the Study Area ......................................................................... 61

3.8 Soil Quality ................................................................................................................ 62

3.8.1 Soil Types of the Study Area .............................................................................. 62

3.8.2 Soil Monitoring Stations ...................................................................................... 63

3.8.3 Soil Characteristics of the Study Area ................................................................ 63






Page - III

Page #

3.9 Climate & Meteorology .................................................................................................... 65

3.9.1 Climatic Conditions of the Study Area ................................................................ 65

3.9.2 On-site Meteorological Monitoring ...................................................................... 68

3.10 Ambient Air Quality .......................................................................................................... 71

3.10.1 Ambient Air Quality Monitoring Locations .......................................................... 71

3.10.2 Parameters Monitored & Monitoring Period ....................................................... 73

3.10.3 Monitoring Results ............................................................................................. 73

3.11 Ambient Noise Level ....................................................................................................... 81

3.11.1 Noise Monitoring Stations ................................................................................... 81

3.11.2 Methodology of Noise Monitoring ....................................................................... 81

3.11.3 Ambient Noise Levels in the Study Area ............................................................ 81

3.12 Surface Water ................................................................................................................ 83

3.12.1 Surface Water Quality of the Study Area ........................................................... 83

3.12.2 Surface Water Sampling Location ...................................................................... 84

3.12.3 Analysis Results.................................................................................................. 85

3.13 Ground Water ................................................................................................................ 89

3.13.1 Depth of Ground Water ....................................................................................... 89

3.13.2 Ground Water Resources and Category ............................................................ 89

3.13.3 Ground Water Quality of the Study Area ............................................................ 90

3.13.4 Ground Water Sampling Locations .................................................................... 91

3.13.5 Analysis Results.................................................................................................. 92

3.14 Ecology and Biodiversity ................................................................................................. 95

3.14.1 Introduction ......................................................................................................... 95

3.14.2 Ecology Biodiversity Study ................................................................................. 95

3.14.3 Threatened Species of Flora ........................................................................... 112

3.14.4 Forest .............................................................................................................. 112

3.14.5 Faunal Composition .......................................................................................... 116

3.14.6 Aquatic Ecology ................................................................................................ 125

3.14.7 Protected Areas ................................................................................................ 126

3.14.7.1 Tungareshwar Wildlife Sanctuary ..................................................... 126

3.14.7.2 Tansa Wildlife Sanctuary ................................................................... 129

3.14.7.3 Matheran Eco- Sensitive Zone (ESZ)................................................ 129

3.15 Coastal Regulation Zone .............................................................................................. 133

3.16 Archaeological Sites ...................................................................................................... 138

3.17 Environmentally Sensitive Receptors ........................................................................... 138

3.18 Socio-Economic Profile ................................................................................................. 143

3.18.1 Demographic Features of Project Influence District ......................................... 144

3.18.2 Socio Economic Profile of the Project Area ...................................................... 149

3.18.3 Conclusion ........................................................................................................ 155

Chapter-4 Anticipated Environmental Impacts and Mitigation Measures .................. 157 to 234

4.1 Introduction ................................................................................................................... 157

4.2 Land Environment ........................................................................................................ 157






Page - IV

Page #

4.2.1 Topography & Geology .................................................................................... 157

4.2.1.1 Construction Phase ............................................................................. 157

4.2.1.2 Operation Phase .................................................................................. 160

4.2.2 Soil ................................................................................................................... 160

4.2.3 Land Use .......................................................................................................... 165


4.2.3.2 Operation Phase .................................................................................. 166

4.3 Water Environment ....................................................................................................... 166

4.3.1 Drainage & Hydrological Flow ......................................................................... 166

4.3.2 Water Use ........................................................................................................ 177

4.3.3 Water Quality ................................................................................................... 177


4.3.3.2 Operation Phase .................................................................................. 181

4.4 Air Environment ............................................................................................................ 183

4.4.1 Construction Phase ......................................................................................... 183

4.4.1.1 Hot Mix Plant ....................................................................................... 183

4.4.1.2 Stone Crushers .................................................................................... 184

4.4.1.3 Other Impacts ...................................................................................... 187

4.4.1.4 Mitigation Measures ............................................................................ 187

4.4.2 Operation Phase .............................................................................................. 188

4.5 Noise Environment ....................................................................................................... 196


4.5.2 Operation Phase .............................................................................................. 199

4.5.2.1 Source of Noise……………………………………………….…………… 199

4.5.2.2 Prediction of Impacts……………………………………….………………200

4.5.2.3 Mitigation Measures……………………………………………………….. 203

4.6 Flora .......................................................................................................................... 211


4.6.1.1 Diversion of Forest Land……………………………….…………………. 211

4.6.1.2 Trees within Proposed Right of Way………………………..……...........212

4.6.1.3 Mitigation Measures…………………………………………..…………… 215

4.6.2 Operation Phase .............................................................................................. 216

4.6.2.1 Impacts……………………………………………………………………… 216

4.6.2.2 Mitigation Measures……………………………………………………….. 216

4.7 Fauna .......................................................................................................................... 218


4.7.1.1 Impacts……………………………………………………………………… 218

4.7.1.2 Mitigation Measures………………………………………………………. .218

4.7.2 Operation Phase .............................................................................................. 219

4.7.2.1 Road Killing of Wild animals within study area………………………… .219

4.7.2.2 Other Impacts……………………………………………………...……… .221

4.7.2.3 Mitigation Measures…………………………………………...…………. .221

4.8 Protected Area ............................................................................................................. 227






Page - V

Page #

4.8.1 Construction Phase .......................................................................................... 227

4.8.2 Operation Phase ............................................................................................... 228

4.9 Solid Waste Management ............................................................................................ 229

4.10 Employment & Trading Opportunities .......................................................................... 231

4.11 Construction Camp ....................................................................................................... 231

4.12 Occupational Health & Safety ...................................................................................... 232

4.13 Road Safety .................................................................................................................. 232


4.13.2 Operation Phase .............................................................................................. 233

4.14 Migration ....................................................................................................................... 234

4.15 Positive & Beneficial Impacts ....................................................................................... 234


4.15.2 Operation Phase .............................................................................................. 234

Chapter-5 Analysis of Alternatives .................................................................................. 235 to 245

5.1 Introduction .............................................................................................................. 235

5.2 Alternatives Alignments ................................................................................................. 235

5.2.1 Compression of Various Alternative Alignments of SPUR .................................. 242

5.2.2 Selection of the Final Alignment .......................................................................... 243

5.3 “With” and “Without” Project Scenario .......................................................................... 244

Chapter-6 Environment Monitoring Program .................................................................. 246 to 254

6.1 Introduction .............................................................................................................. 246

6.2 Performance Indicators ................................................................................................. 246

6.3 Monitoring Schedule...................................................................................................... 248

Chapter-7 Additional Studies ........................................................................................... 255 to 333

7.0 Intoduction .............................................................................................................. 255

7.1 Risk Assessment And Disaster Management Plan ..................................................... 258

7.1.1 Environmental Risk of Green Field Project ...................................................... 259

7.1.2 Assessment of Risk .......................................................................................... 260

7.1.3 Disaster Scenarios of Expressway ................................................................... 278

7.1.4 Disaster Management Plan .............................................................................. 280

7.4.1.1 Introduction ........................................................................................... 280

7.4.1.2 Scope of DMP ...................................................................................... 280

7.4.1.3 Objective of DMP ................................................................................. 281

7.4.1.4 Planning Factor ..................................................................................... 281

7.4.1.5 Onsite Disaster Management Plan ...................................................... 282

7.4.1.6 Off-site Disaster Management Plan ..................................................... 285

7.2 Geophysical Surveys.................................................................................................... 291

7.2.1 Seismic Refraction Tomography (SRT) ............................................................ 291

7.2.2 Electrical Resistivity Tomography (ERT) .......................................................... 292

7.2.3 Results .............................................................................................................. 294

7.2.4 Summary and conclusions:............................................................................... 295






Page - VI

Page #

7.3 Hydrogeological & Aquifer Study and 3-D Modelling ................................................... 296

7.3.1 Study Area ........................................................................................................ 296

7.3.2 Materials and Methods ..................................................................................... 297

7.3.3 Topography and Drainage ................................................................................ 298

7.3.4 Geology ............................................................................................................. 300

7.3.5 Hydrogeology .................................................................................................... 302

7.3.6 Geotechnical Investigation Results .................................................................. 303

7.3.7 Rock mass Classification & Geological Matrix along Tunnel Alignment .......... 303

7.3.8 3D Model of the Area ........................................................................................ 307

7.3.9 Conclusions ...................................................................................................... 312

7.4 Vibration Impact Assessment of Proposed Tunnel ...................................................... 316

7.5 Social Impact Assessment ........................................................................................... 318

7.6 Traffic Study .............................................................................................................. 320

7.6.1 Validation of Classified Traffic Volume Counts ................................................ 320

7.6.2 Regional Connectivity ....................................................................................... 323

7.7 Public Hearing .............................................................................................................. 324

7.7.1 Process of Public Hearing ................................................................................ 324

7.7.2 Public Hearing in Raigad District ...................................................................... 324

7.7.3 Public Hearing in Thane District ....................................................................... 327

7.7.4 Public Hearing in Palghar District ..................................................................... 330

Chapter-8 Project Benefit .................................................................................................. 334 to 336

8.1 General .............................................................................................................. 334

8.2 Direct Benefits .............................................................................................................. 335

8.2.1 Fast Connectivity .............................................................................................. 335

8.2.2 Reductions in Vehicle Operating Cost & Travel Time ...................................... 335

8.2.3 Benefit to Local Trade and Economy ............................................................... 335

8.2 Indirect Benefits ............................................................................................................. 336

8.2.1 Employment Opportunity .................................................................................. 336

8.2.2 Development of Agriculture .............................................................................. 336

Chapter-9 Environmental Management Plan .................................................................. 337 to 393

9.1 Introduction .............................................................................................................. 337

9.2 Stage wise Environmental Management Measures ..................................................... 337

9.3 Greenbelt Development Plan ........................................................................................ 367

9.3.1 Avenue and Median Plantation ........................................................................ 367

9.3.2 Species Suggested for Plantation .................................................................... 369

9.3.3 Protection Measures ......................................................................................... 371

9.3.4 Precautionary Measures ................................................................................... 371

9.3.5 Maintenance .................................................................................................... 371

9.4 Institutional Arrangements ............................................................................................ 371

9.4.1 Reporting Protocol ............................................................................................ 372

9.5 Implementation Arrangements ...................................................................................... 373

9.5.1 Authority Engineer (AE)/ Independent Engineer .............................................. 373






Page - VII

Page #

9.5.2 Contractor ......................................................................................................... 375

9.6 Institutional Capacity Building ....................................................................................... 377

9.6.1 Training Components ...................................................................................... 377

9.6.2 Training Program .............................................................................................. 377

9.7 Time Frame for EMP Implementation ........................................................................... 378

9.8 Environmental Budget ................................................................................................... 378

9.9 Financial Allocation for Wildlife Conservation Measure……………………………..….. 385

9.10 Corporate Environment Responsibility………………………………………………..….. 391

9.10.1 Commitments by the Project Proponent ......................................................... 391

Chapter-10 Summary & Conclusion ................................................................................. 394 to 397

Chapter-11 Disclosure of Consultant .............................................................................. 398 to 400






Page - VIII

LIST OF TABLE

Table 1-1 Applicable IRC Codes

Table 1-2 Clearances required to be obtained by the Contractor

Table 2-1 Taluka wise break-up of Length of Proposed Expressway

Table 2-2 Project Coordinates

Table 2-3 Section wise Estimated AADT for SPUR (PCU per day with toll 1.8 times NH toll),

rev.2017

Table 2-4 Capacity and Service Volumes at Various LOS for 4, 6 and 8 lane Expressway

Table 2-5 Configuration of Proposed SPUR Alignment

Table 2-6 Reduction in ROW as suggested by the MoEFCC

Table 2-7 Details of Major Bridge

Table 2-8 Details of Minor Bridges over Rivers / Streams / Nallas / Utility

Table 2-9 Details of Bridges at Interchange

Table 2-10 Details of Bridges over Gas Pipeline

Table 2-11 Summary of Culvert

Table 2-12 Details of Interchanges

Table 2-13 Details of Fly-overs

Table 2-14 Details of Rail over bridge

Table 2-15 Details of Vehicular Underpass

Table 2-16 Details of Vehicular Overpass

Table 2-17 Location of Land Bridge / Animal Overpass

Table 2-18 Details of Light Vehicular / Pedestrian Underpass

Table 2-19 Details of Small Vehicular / Animal Underpass

Table 2-20 Location of Connecting Roads

Table 2-21 Details of Way Side Amenities

Table 2-22 Details of Truck Parking

Table 2-23 Location of cross passages for the tunnel portion as below

Table 2-24 Location of Proposed Borrow Areas

Table 2-25 Location of Stone / Coarse Aggregate Material

Table 2-26 Location of Sand / Fine Aggregate Material

Table 2-27 Summary of Project Cost

Table 2-28 Raw Materials requirement during Construction

Table 2-29 Breakup of Water requirement during Construction Period

Table 3- 1 HFL Information gathered from Local Enquiry

Table 3- 2 List of River and Stream Crossings en-route

Table 3- 3 Return Period and Rainfall Adopted for Expressway Bridges

Table 3- 4 Catchment Area of Rivers & Local Streams along the Proposed Expressway

Table 3-5 Agro-ecological Situations of the Study Area

Table 3-6 Secondary Data and Images Used for Preparation of Land Use Map

Table 3-7 Land Use distribution within PROW

Table 3-8 Land Use within 15 km Radius of the Proposed SPUR Alignment

Table 3-9 Details of Soil Monitoring Stations

Table 3-10 Soil Analysis Result

Table 3- 11 Summaries of Climatological Data of the Study Area






Page - IX

Table 3- 12 Monthly Rainfall, Wind Speed and Relative Humidity in the Study Area

Table 3- 13 Numbers of days with Extreme Weather Condition in the Study Area

Table 3- 14 Location of Meteorological Station and Monitored Parameters

Table 3- 15 Summary of Meteorological Data of the Study Area

Table 3- 16 Details of Ambient Air Quality Monitoring Locations

Table 3- 17 Summary of PM2.5 levels in Study Area

Table 3- 18 Summary of PM10 levels in Study Area

Table 3- 19 Summary of SO2 levels in Study Area

Table 3- 20 Summary of NO2 levels in Study Area

Table 3- 21 Summary of CO levels in Study Area

Table 3- 22 Summary of Benzene levels in Study Area

Table 3- 23 Statistical Analysis of Ambient Air Quality in the Study Area

Table 3-24 Air Quality Index (AQI) of the Study Area

Table 3- 25 Details of Noise Monitoring Locations

Table 3- 26 Ambient Noise Levels of the Study Area

Table 3- 27 Classification of Water Quality for Surface Water

Table 3- 28 Surface Water Monitoring Stations at West Flowing Rivers

Table 3- 29 Water Quality Index of Selected WQMS on West Flowing Rivers

Table 3- 30 Details of Surface Water Sampling Locations

Table 3- 31 Salient Surface Water Quality Features

Table 3- 32 Surface Water Quality Analysis Results

Table 3- 33 Ground water Resources (as on March 2009)

Table 3- 34 Classification of Ground Water based on the CGWA Classification

Table 3- 35 Details of Ground Water Sampling Locations

Table 3-36 Ground Water Quality Analysis Results

Table 3-37 List of Flora observed in the Study Area

Table 3-38 Dependence of Local Inhabitants on Plants

Table 3-39 Bird Species Sighted during Field Survey

Table 3-40 Fauna of Tungareshwar Wildlife Sanctuary

Table 3-41 Common Fresh Water Fishes

Table 3-42 Common Marine Fishes

Table 3-43 Village wise Length of VME-SPUR alignment in CRZ Crossing areas

Table 3-44 Village wise Break-up CRZ Categories in VME-SPUR Crossing Points

Table 3-45 List of Educational Institutions along the alignment of Proposed Expressway

Table 3-46 List of Medical Facilities along the alignment of Proposed Expressway

Table 3-47 List of Religious Places along the alignment of Proposed Expressway

Table 3-48 Socio-Economic Indicators of Maharashtra State and India

Table 3-49 Tehsil wise Demographic Profile of Palghar District


Table 3-51 Tehsil wise Demographic Profile of Raigarh District

Table 3-52 Details of Villages falling under Municipal Corporation/Councils

Table 3-53 Demographic Features of the Project Affected Villages

Table 3-54 Distribution of Workforce in Project Affected Area

Table 3-55 Village and Category-wise Distribution of Main Workforce

Table 4-1 Materials requirement during Construction






Page - X


Table 4-3 Hydrological Computation of 1st Order Streams crossing the proposed Expressway

Table 4-4 Hydrological Computation of 2nd Order Streams crossing the proposed Expressway


Table 4-6 Typical Points where Water to be sprayed or dust to be extracted

Table 4-7 Homogeneous Traffic Sections considered for Air Prediction Models

Table 4-8 Predicted GLC of CO in HS-01 at Peak Traffic Hour

Table 4-9 Typical Noise Level during Construction Activities

Table 4-10 Typical Noise Level of Construction Equipment

Table 4-11 Minimum Distance Required from Stationary Noise Source

Table 4-12 Sensitive Receptor Wise Predicted Noise Levels

Table 4-13 Details of proposed Noise Barriers

Table 4-14 Predicted Noise Levels after installation of Noise Barriers

Table 4-15 Predicted Noise level at Parallel Barrier Location

Table 4-16 Location of Roadside Noise barriers

Table 4-17 Details of Forest Land Proposed to be diverted

Table 4-18 Village wise & Girth Class wise Number of Trees in Forest Land

Table 4-19 Village wise & Girth Class wise Number of Trees in Non-Forest Land

Table 4-20 Wild Animals killed in road accident along NH-48 (old NH-8) (within Study Area)

Table 4-21 Total Number of Structures Proposed from Crossing the Expressway

Table 4-22 Chainage & Village wise Location of Proposed Animal Crossing


Table 4-24 Chainage & Village wise Location of Small Vehicular / Animal Underpasses

Table 4-25 Cost of Animal Overpass, Dedicated Animal Crossing and Animal Underpass

Table 5.1 Traffic Estimates for various Alternative Alignments of SPUR

Table 5.2 Cost of various Alternative Alignments of SPUR

Table-5.3 Comparison of Various Alternative Alignments

Table 5-4 “With” and “Without” Project Scenario

Table 6-1 Performance Indicators

Table 6-2 Environmental Monitoring Program

Table 7-1 Civil Construction Work Proposed In VME-SPUR

Table 7-2 Qualitative Risk Assessment: Construction Activities

Table 7-3 Emission of benzo(a)Pyrene concentration

Table 7-4 Casus of fire during Construction Period

Table 7-5 Risk Assessment of TBM Operation

Table 7-6 Details of the Data Acquisition

Table 7-7 Characterization of the Proposed Tunnelling Area based on Impact Indicators

Table 7-8 Criteria for Assessment of the Impact caused by Tunnel Excavation

Table 7-9 Impacts of Tunnel Construction and their Mitigations

Table 7-10 Comparison of Traffic Volume Counts Carried out by ICT And IHMC

Table 9-2 Typical Cross Section and Construction Package wise Number of Trees to be planted

Table 9-3 Typical Cross Section and Construction Package wise Number of Hedges to be

planted

Table 9-4 Tree Species Suggested for Plantation near Forest Area

Table 9-5 Tree Species Suggested for Plantation outside Forest Area






Page - XI

Table 9-6 Technical Specifications for Plantation

Table 9-7 Reporting and Reviewing Matrix

Table 9-8 List of Training Institutes

Table 9-9 Summary of Environmental Budget

Table 9-10 Financial Allocation for Wildlife Conservation Measures by DCF (WL) Thane

Table 9-11 Financial Allocation for Wildlife Conservation Measures by Conservator of Forests and

Director, SNGP, Boriwali

Table 9-12 Financial Allocation for Wildlife Conservation Measures by DM, FDCM Thane

Table 9-13 Financial Allocation for Wildlife Conservation Measures by Dy. Conservator of

Forests, Dahanu Forest Division, Dahanu

Table 9-14 Financial Allocation for Wildlife Conservation Measures by Dy Conservator of Forests

(T), Thane Forest Division, Thane

Table 9-15 Total Financial Allocation proposed by the Forest Department


Table 9-17 Approved Financial Allocation for Wildlife Conservation Measures

Table 9-18 Sectors Identified for Skill Development

Table 9-19 Budget for Corporate Environment Responsibility






Page - XII

LIST OF FIGURE

Figure 1-1 Index Map showing various phases of Proposed Vadodara Mumbai Expressway

Figure 1-2 Map showing the VME-SPUR alignment on Mumbai Metropolitan Regional Plan 2016-

36

Figure 1-3 Index Map showing the location of the Proposed VME-SPUR

Figure 2-1 Proposed Expressway alignment marked on Satellite Imagery (Google Earth)

Figure 2-2 Layout Plan

Figure 2-3 Typical Cross Section of Expressway in Tunnel Section

Figure 2-4 Typical Cross Section of Tunnel Cross Passage

Figure 2-5 Activities in the Typical Expressway Development Project

Figure 3-1 Elevation Profile of the Project Area

Figure 3-2 Land use map

Figure 3-3 Land Use Pattern within the Proposed Right of Way

Figure 3-4 Monthly Ambient Temperature Profile

Figure 3-5 Monthly Rainfall, Rainy Days, Wind Speed and Relative Humidity of Dahanu IMD

Figure 3-6 Wind Rose Diagram of the Study Area

Figure 3-7 Map Showing Locations of Ambient Air Quality Monitoring Locations

Figure 3-8 Spatial Distribution of EC and Chloride in ground water in the Study Area

Figure 3-9 Distance of VME-SPUR Alignment from Tungareshwar WLS and it’s Eco -Sensitive

Zone

Figure 3-10 Map Showing VME-SPUR alignment through Matheran Eco-Sensitive Zone

Figure 3-11 Proposed Development in CRZ Area in Kashid Kopar Village

Figure 3-12 Proposed Development in CRZ Area in Sange - Konderi Village

Figure 3-13 Proposed Development in CRZ Area in Sangode - Balyani Village

Figure 4-1 Typical Cross section of embankment with alternate layer of fly ash and soil

Figure 4-2 Typical Drawing of Rainwater Harvesting Structure

Figure 4-3

Figure 4-4 GLC Contours of CO (g/m3) for Homogeneous Traffic Section-02




Figure 4-8 Comparison of Noise Level Separated by Component [Donovan, 2007]

Figure 4-9 Noise Contour Map

Figure 4-10 Distance-wise No of Receptors and Predicted Noise Level in dB(A)

Figure 4-11 Predicted Noise Levels before and after installation of Noise Barriers

Figure 4-12 Typical Drawing of Solid Noise Barrier

Figure 4-13 Noise Level Contours with and without Barrier Scenario (year 2025)

Figure 4-14 Sample View of Polycarbonate / Acrylic Noise Barrier

Figure 4-15 Map Showing Locations of Wildlife Killed in the Study Area of VME-SPUR

Figure 4-16 Typical Layout of Animal Crossing including Animal Walkway

Figure 5.1 Road network 2031 MMR

Figure 5-2 Various Alternative Alignments of Proposed SPUR of Vadodara – Mumbai

Expressway

Figure 7-1 Natural Underground Water Movement






Page - XIII

Figure 7-2 Cycle of Disaster Management

Figure 7.3 Schematic diagram of a ERT data acquisition and a possible sequence of

measurements to create a 2-D pseudosection (Loke et al., 2000).

Figure 7.4 Geomorphology of the area, showing the elongated ridge of Matheran-Malang Gadh

Hills, drainage pattern of the area and the alignment of the proposed tunnel

Figure 7-5 Geological Longitudinal Section along the Proposed Tunnel Alignment

Figure 7-6 Delineation of Groundwater Level from different wells in the Region

Figure 7-7 Longitudinal geological section along the proposed tunnel alignment

Figure 7-8 Relationship of Physical Geography, Geology & Engineering aspects of the proposed

tunnel

Figure 7-9 Locations of two measurement points

Figure 7-10 ICT Traffic Survey Locations





List of Abbreviation Revision: R1

Page - I

LIST OF ABBREVIATION

AADT : Annual Average Daily Traffic

AASHTO : The American Association of State Highway Officials

ADT : Average Daily Traffic

AE : Authority Engineer

AH : Affected Households

AM : Arithmetic Mean

AP : Affected Person

AQ : Air Quality

ARAI : The Automotive Research Association of India

ASI : Archaeological Survey of India

ATMS : Advanced Traffic Management System

BC : Bituminous Concrete

BDL : Below Detection Limit

BOD : Biological Oxygen Demand

C/L : Centre Line

Ca : Calcium

CA : Compensatory Afforestation

CALINE 4 : California Line Source Dispersion Model Version 4

CBR : California Bearing Ratio

CD : Cross Drainage

CEF : Composite Emission Factor

CER : Corporate Environmental Responsibility

CGWA : Central Ground Water Authority

CGWB : Central Ground Water Board

CI : Chlorine

CO : Carbon Monoxide

CoI : Corridor of Impact

CPCB : Central Pollution Control Board

CPR : Common Property Resources

CRTN : Calculation of Road Traffic Noise

CRZ : Coastal Regulation Zone

Cu : Copper

CWC : Central Water Commission

CZMP : Coastal Zone Management Plan

dB : Decibel

DFO : Divisional Forest Officer

DO : Dissolved Oxygen

DPR : Detailed Project Report

EA : Executive Agency

EAC : Expert Appraisal Committee






Page - II

EC : Electrical Conductivity

EHS : Environment Health and Safety

EIA : Environmental Impact Assessment

EMP : Environment Management plan

EO : Environmental Officer

EPA : Environment (Protection) Act

ES : Environmental Specialist

ESZ Eco-sensitive Zone

Fe : Iron

FLS : Finite Line Source

G.I. Sheet : Galvanized Iron Sheet

GIS : Geographical Information System

GLC : Ground Level Concentration

GoI : Government of India

GSB : Granular Sub Base

GSDA : Groundwater Surveys and Development Agency

GW : Ground Water

HAM : Hybrid Annuity Mode

HDPE : High Density Polyethylene

HFL : High Flood Level

Hg : Mercury

HS : Homogeneous Section

ICAP : Indian Clean Air Program

IMD : India Meteorological Department

IRC : Indian Road Congress

IS : Indian Standards

IUCN : International Union for Conservation of Nature

IVI : Important Value Index

JMR : Joint Measurement Record

JMS : Joint Measurement Survey

JNPT : Jawaharlal Nehru Port Trust

LA : Land Acquisition

LAP : Land Acquisition Plan

LHS : Left hand Side

LPG : Liquid Petroleum Gas

MCZMA : Maharashtra Coastal Zone Management Authority

M.S. Sheet : Mild Steel Sheets

MDR : Major District Road

Mg : Magnesium

MI : Monitoring Indicators

Mn : Manganese






Page - III

MO : Medical Officer

MOEF&CC : Ministry of Environment, Forest and Climate Change

MoRT&H : Ministry of Road Transport and highways

MPCB : Maharashtra Pollution Control Board

MPN : Most Probable Number

MSL : Mean Sea Level

NAAQS : National Ambient Air Quality Standards

NABL : National Accreditation Board for Testing and Calibration Laboratories

NBWL : National Board for Wildlife

NE : Not Evaluated

NGO : Non-Government Organization

NH : National Highway

NHAI : National Highways Authority of India

NHDP : National Highway Development Program

NO2 : Nitrogen Dioxide

NOC : No Objection Certificate

NPV : Net Present Value

NQ : Noise Quality

NTU : Nephelometric Turbidity Unit

NWMP : National Water Quality Monitoring Program

OBC : Other Backward Caste

Pb : Lead

PCU : Passenger Car Unit

PD : Project Director

PIA : Project Influence Area

PIU : Project Implementation Unit

PM : Particulate Matter

POL : Petroleum, Oil & Lubricants.

PP : Project Proponent

PPE : Personal Protective Equipment

PT : Performance Target

PTV : Percent Time Violation

PUC : Pollution under Control

RAP : Reclaimed Asphalt Pavement

RCC : Roller Compacted Concrete

RHS : Right Hand Side

RoW : Right of Way

SAR : Sodium Absorption Ratio

SC : Schedule Caste

SCZMA : State Coastal Zone Management Authority

SD : Standard Deviation






Page - IV

SH : State Highway

SIA : Social Impact Assessment

SO : Safety Officer

SO2 : Sulphur Dioxide

SPL : Sound Pressure Level

ST : Schedule Tribes

SW : Surface Water

SWM : Solid Waste Management

TCS : Typical Cross Section

TDS : Total Dissolved Solids

ToR : Terms of Reference

TWLS : Tungareshwar Wildlife Sanctuary

VDF : Vehicle Damage Factor

VME : Vadodara Mumbai Expressway

VOC : Vehicle Operating Costs

WQI : Water Quality Index

WEIGHTS AND MEASURES

Cum : Cubic Meter

dB(A) : A Weighted Decibel

gm/cm3 : Gram per Centimeter Cube

g/km : Gram Per Kilometer

ha : Hectare

ham : Hectare meter

km : Kilometer

Km/l : Kilometer Per Liter

Km2 : Square Kilometer

Leq : Equivalent Continuous Noise Level

µg : Microgram

µg/m3 : Microgram Per Cubic Meter

m : Meter

mg/kg : Milligram per Kilogram

mg/l : Milligram per Liter

mg/m3 : Milligram Per Cubic Meter

mbgl : Meter Below Ground Level

PM2.5 : Particulate Matter of 2.5 Micron size

PM10 : Particulate Matter of 10 Micron size

ppm : Parts Per Million

Sq. m. : Square Meter





Compliance of ToR issued by the MoEFCC Revision: R1

Page - 1

Compliance of TOR issued by the MoEFCC dated 16 March 2020

S. N. ToR Compliance

A. Project Specific Conditions

i) CRZ clearance shall be obtained as per extant

CRZ regulation

A length of 0.609 km falls in Coastal Regulation

Zone (CRZ) across Bhatsa River and Kalu

River in Thane district of Maharashtra.

Total CRZ Area is 6.972 ha and there is no

mangrove area affected within CRZ.

The proposal was considered by the

Environment and Climate Change Department,

Government of Maharashtra for CRZ Clearance

on 21.09.2021.

The Government of Maharashtra recommend

the proposal to MoEF&CC, New Delhi vide

letter dated 29.09.2021.

ii) The proponent shall carry out the Cumulative

Impact Assessment studies for all

stretches/sections of the Vadodara-Mumbai

Expressway including the proposed alignment

and submit to the Ministry at the time of

submitting application for the environmental

clearance of the project.

Cumulative Impact Assessment Report for all

stretches of the Vadodara Mumbai Expressway

including SPUR has been prepared

iii) MoRT&H Notification declaring National

Highway to be furnished at the time of

submitting application for environmental

clearance of the project.

MoRTH vide Gazette Notification dated 10th

January 2020 declared the proposed

expressway as NE-4.

Copy of the Gazette Notification is given in

Annex-1.2 of EIA Report (Volume-II)

iv) The proposed road shall pass through a tunnel

in the entire stretch of Matheran as provided by

the project proponent.

To preserve ecology of the Matheran Eco-

Sensitive Zone, 4.160 km long tunnel is

proposed which will start at km 71.520 (before

buffer zone) and end at km 75.680 (after buffer

zone).

Cut and cover section of tunnel has been

proposed at entry point from km 71.520 to

71.675 to minimise the impact on ecology.

v) Before the approach (entry points) of proposed

tunnel, RoW shall not exceed 50.5 m so as to

minimise the tree cutting.

vi) Not more than two pillars be constructed over

riverbed of Kalu River

Piers has been proposed at 2 locations in the

riverbed of Kalu River and area of piers is

0.0627 ha

vii) The proponent shall furnish a certificate from

Chief Wildlife Warden of Maharashtra regarding

distances of Protected Areas from proposed

alignment/SPUR

The proposed expressway (SPUR) does not

pass through any Wildlife Sanctuary. The

Conservator of Forests, Sanjay Gandhi

National Park, Bborivali vide letter dated

08.10.2021 certified that the proposed SPUR

alignment is located at a distance of 0.619 km

from the boundary of the Tungareshwar Wildlife






Page - 2


Sanctuary. Copy of the letter is enclosed as

Annex-3.4 of EIA Report (Volume-II).

The alignment of proposed expressway is

located at a distance of 0.275 km from the

notified ESZ boundary i.e. outside the ESZ. It

may be mentioned that the same has been

vetted by the forest officials who were present

during site visit of EAC sub-committee on

14.11.2019.

viii) The proponent shall submit fresh permission

from Matheran Eco-Sensitive Area (ESA)

Monitoring Committee for construction of

proposed alignment / spur

Fresh proposal was submitted to the Monitoring

Committee of Matheran ESZ on 24.11.2020.

The District Collector, Raigad and Member

Secretary, Matheran Eco-Sensitive Zone

Committee vide letter dated 24.03.2021

communicated that the approval given by the

Matheran Monitoring Committee for VME-

SPUR project vide letter dated 16.04.2013 is

still valid.

ix) The proponent, with the help of an independent

institute/ expert of national repute, shall carry out

the topographic and geophysical surveys in the

study area with special mention of the tunnel

area. The study should also include 3 D

modelling of the proposed alignment with

interpretation on hydrology, rock type,

lineaments, fractures, vegetation cover etc.

using latest high-resolution Remote Sensing

data and Survey of India toposheets at 1:50,000

scale.

PMT Infra Science in association with

Indian Institute of Technology, ISM Dhanbad

was engaged for conducting the study. For

summary of the study findings, please refer

Section 7.2 and Section 7.2 of Chapter-7 of EIA

Report (Volume-I)

x) The proponent shall take up detailed aquifer

study at various depths and its impact of

ambient ground water regime due to

construction of tunnel and spur especially in the

eco-sensitive zone. A specialized

hydrogeological and hydrological study is

essential to address this issue. It is preferred to

take up resistivity profiling/ VES or advanced

geophysical studies on the either side of the

tunnel to decipher the fracture pattern and

weathered portion. The foot hills of both sides of

the proposed tunnel have high possibility of

weathered rocks having good repository of

ground water that need to be taken care for

tunnel alignment

The detailed analysis of Geophysical study

shows that there is no water body encountered

along the SPUR alignment and the rock is hard

and compact which will not affect on the

alignment and it is safe for tunnelling.

xi) The proponent shall ensure that the proposed The detailed analysis of Geophysical study






Page - 3


tunnel does not obstruct any major source of

ground water which deprives availability of

desired ground water in the down gradient side.

All precautions to be taken to avoid any

interference to sub-surface ground water flow.

shows that there is no water body encountered

along the SPUR alignment and the rock is hard

and compact which will not affect on the

alignment and it is safe for tunnelling.

xii) Proponent shall ensure that a detailed Project

Report for construction of the proposed

alignment includes all the 1st and 2

nd order

streams passing through spur alignment and

should be provided with necessary culverts. The

span of the culverts must be at least 20%

excess of the total width of the drainage

crossing

It has been ensured that all the 1st and 2

nd

order streams crossing the proposed

expressway alignment provided with necessary

culverts, mirror bridges and major bridges with

capacity of 20% excess discharge.

Please refer Section 4.3.1 of Chapter-4 of EIA

Report (Volume-I)

xiii) Since, the area is important from wildlife point of

view and Schedule-I species exists in the study

area (10 km radius of the proposed project), the

proponent shall prepare a detailed Wildlife

Conservation Plan along with adequate

mitigation measures. The Wildlife Conservation

Plan shall be approved by the Chief Wildlife

Warden concerned.

The Wildlife Conservation Plan has been

prepared covering 2 seasons (winter &

summer) data.

APCCF (Wildlife), West, Mumbai approved the

Wildlife Conservation Plan of VME-SPUR and

forwarded the same to the Chief Wildlife

Warden / PCCF (Wildlife), Govt. of

Maharashtra for final approval vide letter dated

27.08.2021.

Chief Wildlife Warden, Govt. of Maharashtra

vide letter no. Desk-22(6)/Plan/C.R.117/1569/

2021-22 dated 01.09.2021 approved the

Wildlife Conservation Plan for VME-SPUR

Approved Financial Allocation for Wildlife

Conservation Measures has been incorporated

in the EMP (Section 9.9 of Chapter-9) and

approval letter is enclosed as Annex-9.14 of

EIA Report (Volume-II).

xiv) The proponent shall also study wildlife corridor

along the proposed alignment covering at least

two seasons, winter and summer in consultation

with Chief Wildlife Warden, Government of

Maharashtra. The suggested mitigation

measures should include options of long

elevated stretches of the road to maintain and

ensure contiguity of animal movement between

Tungareshwar and Tansa forest areas.

xv) Since, the proposal involves acquisition of fertile

agriculture land and R&R issues, the proponent,

with the help of an independent institution

/expert of national repute, shall carry out a

comprehensive socio-economic assessment

with emphasis on impact of on-going land

acquisition on the local people living around the

proposed alignment. The Social Impact

Assessment shall take into consideration of key

parameters like people’s dependency in the

study area, socio-economic spectrum, impact of

the project at local and regional levels

Socio-economic assessment has been carried

out and separate report has been prepared.

Please refer Section 7.5 of Chapter-7 of EIA

Report (Volume-I) for summary of the study

findings






Page - 4


xvi) The proponent, with the help of an independent

institute / expert of national repute, shall carry

out a detailed traffic study to assess inflow of

traffic from adjoining areas like airport / urban

cities. The detailed traffic planning studies shall

include complete design, drawings and traffic

circulation plans (taking into consideration

integration with proposed alignment and other

state roads etc.). Wherever required adequate

connectivity in terms of VUP (vehicle

underpass)/ PUP (Pedestrian underpass) needs

to be included.

The project is green field alignment and there is

no existing traffic. Hence to estimate the

expected traffic on the expressway, a regional

travel demand model was developed

considering the existing traffic flow pattern on

the existing road network in the project

influence area.

Therefore traffic studies such as MCC at 25

locations, TMC at 27 locations, willingness to

pay in all toll plazas on parallel roads and

Origin destination survey were conducted in

2009. These data were also validated in 2016

and the traffic forecast has been modified

accordingly.

However the traffic data collected during the

above survey has also been validated with data

of INDIAN Highways Management Company

Ltd (Ministry of Road Transport and Highways)

for the same locations. The details are given in

Comprehensive Traffic Study Report.

To facilitate the local inhabitant, adequate cross

passages in form of Flyovers, VUP, LVUP and

PUP has been proposed as listed below.

Further to access the expressway,

interchanges at 7 locations have been

proposed which is about 10km on average

distance.

Type SPUR Main Expressway

& SPUR

Fly-over 3 25

Interchange 7 20

VUP 5 66

VOP 8 21

PUP 29 153

SVUP 33 267

xvii) The proponent, with the help of an independent

institute / expert of national repute, shall carry

out a detailed vibration analysis associated with

the construction and operation phases of the

proposed tunnel and its impact on the wildlife

along with mitigation measures.

Detailed vibration analysis has been carried out

through Independent institute and separate

report has been prepared.

For study findings, please refer Section 7.4 of

Chapter-7 of the EIA Report (Volume-I)

xviii) Road safety audit by any third party competent

organization at all stages namely at detailed

design stage, construction stage and preopening

stage to ensure that the project road has been

Road safety audit an integral part of Project

Implementation by the concerned contractor/

concessioner as per scope






Page - 5


constructed considering all the elements of road

safety.

xix) The RoW shall not exceed 70m at any point of

the proposed 8-lane alignment, except for the

junction improvement at the intersections of the

other roads. The area of land for forest diversion

shall be reduced accordingly

The proposed RoW of VME-SPUR is 100 m in

general After ToR, design has been modified

and ROW has been reduced from 100 m to 70

m in 8.756 km stretch in the Forest Area and

24.276 ha forest land has been saved


Report (Volume-I)

xx) The alignment of road should be such that the

cutting of trees is kept at bare minimum and for

this the proponent shall obtain permission from

the competent authorities

Cutting of trees has been kept at bare minimum

xxi) A comprehensive plan for plantation of three

rows of native species, as per IRC guidelines,

shall be provided. Such plantation alongside of

forest stretch will be over and above the

compensatory afforestation. Tree species should

be same as per the forest type.


Report (Volume-I)

xxii) Rain water harvesting structures to be

constructed at the either sides of the road with

special precaution of oil filters and de-silting

chambers.

As per MoEFCC Notification and MoRTH

Guidelines, the construction of rain water

harvesting structure is mandatory in and

around Water Crisis area, notified by the

Central Ground Water Board. All the Talukas

through which the proposed expressway is

passing are fall under safe category. However,

75 numbers (1 structure in every km excluding

tunnel area) of Rain water harvesting with

provision of oil filters and de-silting chambers

shall be provided along project road as per

requirement of IRC SP: 42-2014 and IRC SP:

50-2013. The location shall be finalized in

consultation with IE/ AE as per requirement of

IRC: SP-42. If there is any requirement of

additional structures, the same is to be

constructed by the Contractor during

implementation of the EMP

xxiii) Provide compilation of road kill data on existing

roads (national and state highways) in the

vicinity of the proposed project


Report (Volume-I)

xxiv) Provide measures to avoid road kills of wildlife

by the way of road kill management plan

xxv) The PP shall not use groundwater/surface water

without obtaining approval from CGWA/SGWA

as the case may be. The project proponent shall

Will be complied at the time of Construction






Page - 6


apply to the Central Ground Water Authority

(CGWA)/State Ground Water Authority

(SGWA)/Competent Authority, as the case may

be, for obtaining No Objection Certificate (NOC),

for withdrawal of ground water.

xxvi) The Action Plan on the compliance of the

recommendations of the CAG as per Ministry’s

Circular No. J-11013/71/2016-IA.I (M), dated

25th October, 2017 needs to be submitted at the

time of appraisal of the project and included in

the EIA/EMP Report.

All directions and guidelines of MoEF&CC in

compliance to the Circular shall be adhered

xxvii) The activities and budget earmarked for

Corporate Environmental Responsibility (CER)

shall be as per ministry’s O.M No 22-65/2017-

IA.II (M) dated 1st May, 2018 and the action plan

on the activities proposed under CER shall be

submitted at the time of appraisal of the project

included in the EIA/EMP Report. The CER shall

be computed on slab basis

MoEFCC vide Office Memorandum (OM)

dated 30th September 2020 suspended the

OM dated 1st May 2018 i.e. guidelines in

respect of CRE

A capital cost provision of about Rs. 40.5

Crore has been proposed under CER

Please refer Section 9.10 of Chapter-9 of

EIA Report (Volume-I)

General Conditions

i) A brief description of the project, project name,

nature, size, its importance to the region / state

and the country shall be submitted

Project description provided in Chapter 2 of the

EIA report (Volume-I)

ii) In case the project involves diversion of forests

land, guidelines under OM dated 20.03.2013

may be followed and necessary action taken

accordingly.

The proposed project involves diversion of

forest land. Proposal has been uploaded on 6th

November 2020 (FC Proposal No.

FP/MH/ROAD/53857/2020) and it is under

examination with the State Government.

iii) Details of any litigation(s) pending against the

project and/or any directions or orders passed

by any court of law/any statutory authority

against the project to be detailed out.

No litigation pending

iv) Submit detailed alignment plan, with details such

as nature of terrain (plain, rolling, hilly), land use

pattern, habitation, cropping pattern, forest area,

environmentally sensitive places, mangroves,

notified industrial areas, sand dunes, sea, river,

lake, details of villages, teshils, districts and

states, latitude and longitude for important

locations falling on the alignment by employing

remote sensing techniques followed by ground

truthing and also through secondary data

sources.

The land use pattern within the study area and

along the proposed expressway has been

given in Section 3.7 of Chapter 3 of EIA Report

(Volume-I)

v) Describe various alternatives considered,

procedures and criteria adopted for selection of

The details of the alternatives considered have

been presented in Chapter 5 of EIA Report






Page - 7


the final alternative with reasons. (Volume-I)

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 land use map of the study area covering

15 km on either side of the expressway in

1:25,000 scale is provided in Section 3.7 of

Chapter 3 of EIA Report (Volume-I)

vii) If the proposed route is passing through any hilly

area, examine and submit the stability of slopes,

If the proposed road is to pass through cutting or

embankment / control of soil erosion from

embankment. Landslide, rock fall protection

measures to be indicated.

5.623 km of the SPUR alignment lies in hilly zone in the eastern part of the Raigad district. 4.160 km tunnel has been proposed at this location. A special care has been taken for slope

stabilization at and above the portal where

system such as sprayed concrete with bolts,

retaining cable nets, anchoring of boulders,

removal of instable boulders to avoid any rick of

rock falling during construction and even during

tunnel operation.

viii) If the proposed route involves tunnelling, the

details of the tunnel and locations of tunnelling

with geological structural fraction should be

provided. In case the road passes through a

flood plain of the river, the details of micro

drainage, flood passages and information on

high levels flood periodicity at least of last 50

years in the area should be examined.


Report (Volume-I)

ix) The projects is located within 10km. of the

sanctuary a map duly authenticated by Chief

Wildlife Warden showing these features vis-à-vis

the project location and the recommendations or

comments of the Chief Wildlife Warden thereon

should be furnished at the stage of EC.

The proposed expressway does not pass through any Wildlife Sanctuary. Proposed alignment is located at a distance of

0.619 km from the boundary of the

Tungareshwar Wildlife Sanctuary and 0.275 km

from the notified ESZ boundary.

As per MoEFCC Office Memorandum dater 8th

August 2019 (F. No. 22-43/2018-IA.III),

“Proposal involving developmental activity /

project located outside the stipulated boundary

limit of notified ESZ and located within 10km of

National Park / Wildlife Sanctuary, prior

clearance from Standing Committee of the






Page - 8


National Board for Wildlife may not be

applicable. However, such proposal

………would be examined by the sector

specific Expert Appraisal Committee and

appropriate conservation measures ….. shall

be made.”

Hence, Not required

x) Study regarding the Animal bypasses /

underpasses etc. across the habitation areas

shall be carried out. Adequate cattle passes for

the movement of agriculture material shall be

provided at the stretches passing through

habitation areas.

Total 364 structures (which includes 2 animal overpass, 53 numbers of dedicated animal crossings and 33 numbers of animal underpasses) have been proposed along the entire stretch of the VME-SPUR Total length of the structures is 13.447 km and in every km stretches of the VME-SPUR; around 5 structures have been proposed. Circular issued by the Principle Chief Conservator of Forest, Maharashtra State dated 24.09.2020 has been complied. All underpass and animal crossing having a minimum size of width 4.00 m and height 3.00 m has been proposed Cost of construction of the animal overpass, dedicated animal crossing & animal underpass is Rs. 173.39 Crore.

Chief Wildlife Warden, Govt. of Maharashtra

vide letter dated 01.09.2021 approved the

Wildlife Conservation Plan for VME-SPUR

xi) Study regarding in line with the recent guidelines

prepared by Wildlife Institute of India for linear

infrastructure with strong emphasis on animal

movement and identifying crossing areas and

mitigation measures to avoid wildlife mortality.

xii) The information shall be provided about the

details of the trees to be cut including their

species and whether it also involves any

protected or endangered species. Measures

taken to reduce the number of the trees to be

removed should be explained in detail. Submit

the details of compensatory plantation. Explore

the possibilities of relocating the existing trees.

Animal and wild life crossings to be provided in

areas inhabited by wild life.

Details are provided in Section 4.6.1 of

Chapter-4 of EIA Report (Volume-I)

xiii) Necessary green belt shall be provided on both

sides of the highway with proper central verge

and cost provision should be made for regular

maintenance.

The Green Belt Development Plan has been

presented in Section 9.3 of Chapter 9 of EIA

Report (Volume-I)

The cost of Green Belt Development has been

included in EMP budget.

xiv) If the proposed route is passing through a city or

town, with houses and human habitation on the

either side of the road, the necessity for

It is a greenfield expressway and major land

use (73%) within RoW of the expressway is

agricultural and allied uses. human habitations






Page - 9


provision of bypasses/diversions/under passes

shall be examined and submitted. The proposal

should also indicate the location of wayside

amenities, which should include petrol

station/service centre, rest areas including public

conveyance etc. Noise reduction measures

should also be indicated.

are away from the alignment.

Details of wayside amenities are provided in

Section 2.4.11 of Chapter-2 of Final EIA Report

(Page 20)

xv) Details about measures taken for the pedestrian

safety and construction of underpasses and

foot-over bridges along with flyovers and

interchanges shall be submitted

For the pedestrian safety - 5 Vehicular Underpasses, 8 vehicular overpasses, 29 Light Vehicular / Pedestrian Underpasses, 33 Small Vehicular / Animal Underpasses, 7 Interchanges and 3 Flyovers have been proposed. To improve the safety, Thrie beam metal crash barriers shall be provided in entire length on both sides of each main carriageway Advanced Traffic Management System (ATMS) for entire expressway have been proposed to facilitate the road users

xvi) The possibility that the proposed project will

adversely affect road traffic in the surrounding

areas (e.g. by causing increases in traffic

congestion and traffic accidents) shall be

addressed.

The project will enhance traffic movement and

the design of the proposed expressway shall

address safety concerns and reduce accidents.

xvii) 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.

83,12,133 cum fly ash will be required for

construction of the expressway.

With the aim to use fly ash / pond ash in

embankment construction, three sources of fly

ash within 300 Km were visited. One is Tata

Power Plant located at Mahul, Trombay

(Bombay) which is about 80 km from Km.

38.300 of the SPUR. On enquiry, we

understand that the quality of fly-ash is very

good and the fly Ash generation of the plant in

2018-19 is 50,312 MT per annum. The other

source is Reliance Thermal Power Plant (250

MW) located at Dahanu, Maharashtra which is

about 150 Km and its production of fly-ash in

2018-19 is around 5,64,376 MT per annum.

The third source is Nashik Thermal Power

plant, Ekalahre which is around 170 Km from

project road and its fly ash production in 2018-

19 is around 7,02,227 MT per annum. The fly

Ash for the embankment construction can be

used from these sources as per guidelines of

MoEFCC and IRC:SP:58.






Page - 10


xviii) The possibilities of utilizing the debris/ waste

materials available in and around the project

area.

The waste generated during the construction

shall be used under subgrade as per it’s

suitability.

xix) Submit the details on compliance with respect to

Research Track Notification of MoRTH

This project is being compiled all the Guidelines

& Notifications issued by MoRTH

xx) The details of sand quarry and borrow area as

per OM no.2-30/2012-IA-III dated 18.12.2012 on

'Rationalization of procedure for Environmental

Clearance for Highway Projects involving borrow

areas for soil and earth" as modified vide OM of

even no. dated March 19, 2013 shall be

examined and submitted.

Details of Sand Quarry and Borrow Area

(proposed for the project) is given in Section

2.8 of Chapter-2 of EIA report

The Extraction or sourcing or borrowing of

ordinary earth for the linear projects such as

roads, pipelines, etc. has been exempted

from Environmental Clearance as per

MoEF&CC Notification dated 28th March

2020.

Quarry material shall be arranged from

already approved quarries.

xxi) Climate and meteorology (max and min

temperature, relative humidity, rainfall,

frequency of tropical cyclone and snow fall); the

nearest IMD meteorological station from which

climatological data have been obtained to be

indicated.

The details have been presented in Section 3.9

of Chapter 3 of EIA Report (Volume-I)

xxii) The air quality monitoring shall be carried out as

per the notification issued on 16th Nov, 2009.

Input data used for Noise and Air quality

modelling shall be clearly delineated.

Details of ambient air quality monitoring have

been presented in section 3.10 of Chapter 3 of

EIA Report (Volume-I)

Input data used for Air quality and Noise

modelling has been defined in section 4.4.2 &

4.5.2 of Chapter-4 of EIA report

xxiii) The project activities during construction and

operation phases, which will affect the noise

levels and the potential for increased noise

resulting from this project. Discuss the effect of

noise levels on nearby habitation during the

construction and operational phases of the

proposed highway. Identify noise reduction

measures and traffic management strategies to

be deployed for reducing the negative impact if

any. Prediction of noise levels should be done

by using mathematical modelling at different

representative locations.

The impact on the noise levels during

construction and operation phase has been

presented in section 4.5 of Chapter 4 of EIA

Report (Volume-I)

xxiv) 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

The impact on the air quality during

construction and operation phase has been

presented in section 4.4 of Chapter 4 of EIA

Report (Volume-I)






Page - 11


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.

xxv) Details about the protection to existing

habitations from dust, noise, odour etc. during

construction stage. Shall be examined and

submitted

Protection to existing habitations from dust and

noise during construction stage has been

examined and mitigation measures have been

suggested. Details are given in Section 4.4 and

4.5 of EIA Report (Volume-I)

IRC guidelines have been followed for traffic

safety while passing through the habitat.

xxvi) If the proposed route involves cutting of earth,

the details of area to be cut, depth of cut,

locations, soil type, volume and quantity of earth

and other materials to be removed with location

of disposal/dump site along with necessary

permission.

Details have been provided in Section 4.2 of


xxvii) If the proposed route is passing through low

lying areas, details of fill materials and initial and

final levels after filling above MSL, should be

examined and submit.

The proposed expressway is passing through

mainly plain and rolling terrain. There is no

stretches having level below MSL. However,

the final FRL/ embankment height is designed

based on the HFL as per IRC:SP:99-2013.

The fill material for the embankment has been

considered from selected quarry which confirm

IS codes and MoRTH specification.

xxviii) The water bodies including the seasonal ones

within the corridor of impacts along with their

status, volumetric capacity, quality likely impacts

on them due to the project along with mitigation

measures shall be examined and submitted

Details are provided in Section 4.3.1 of


xxix) Details of water quantity required and source of

water including water requirement during the

construction stage with supporting data and also

categorization of ground water based on the

CGWB classification.

The total demand of water for construction

phase will be about 23,75,760 KL. In

compliance to the Sub-Clause 111.8.3 of

MoRTH Specifications, the Contractor will

identify the nearest source of water body and

shall source the water preferably from

surface water bodies, rivers, canals and

tanks in the project area.

Only at locations where surface water

sources are not available, the Contractor

shall contemplate extraction of ground water,

after intimation and consent from the CGWB

As per the CGWA classification, all the

Talukas, through which the proposed

expressway is passing, fall under safe

category.






Page - 12


xxx) The details of measures taken during

constructions of bridges across river / canal /

major or minor drains keeping in view the

flooding of the rivers and the life span of the

existing bridges. Provision of speed breakers,

safety signals, service lanes and foot paths

should be examined at appropriate locations

throughout the proposed road to avoid the

accidents.

13 major bridges and 23 minor bridges have

been proposed. The details provision of safety

signals, service lanes and foot paths to avoid

accidents has been presented in chapter 2 of

EIA Report (Volume-I).

Provision of diversions with direction signs and

other safety requirements followed as per IRC

& MoRTH guidelines

xxxi) If there will be any change in the drainage

pattern after the proposed activity, details of

changes shall be examined and submitted.

No change in the drainage pattern is envisaged

for the project. Bridges have been designed for

a return period of 100 years and culverts have

been designed for a return period of 50 years

with capacity of minimum 20% excess

discharge

xxxii) Rain water harvesting pit should be at least 3 - 5

m. above the highest ground water table.

Provision shall be made for oil and grease

removal from surface runoff.

As per the CGWA classification, all the

Talukas, through which the proposed

expressway is passing, fall under safe

category.

However, rainwater harvesting structure has

been proposed along the expressway, toll plaza

and wayside amenities as per MoRTH

requirement. Total number of Rainwater

Harvesting structures proposed is 75 and cost

of the same has been included in the EMP

budget.

xxxiii) 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.

The impact on the Flora, Fauna and Forest due

to the construction of the expressway and its

mitigation measures has been presented in

Section 4.6, 4.7 and 4.8 of Chapter 4 of EIA

Report (Volume-I)

xxxiv) The details of road safety, signage, service

roads, vehicular under passes, accident prone

zone and the mitigation measures shall be

submitted

The details provision for road safety has been

presented in Section 2.4.15 chapter 2 of EIA

Report (Volume-I).

xxxv) IRC guidelines shall be followed for widening &

up-gradation of road.

Complied

xxxvi) Submit details of social impact assessment due

to the proposed construction of road.

Infer Development Consulting Pvt. Ltd., New

Delhi was engaged for conducting Social

Impact Assessment for the project and

standalone report has been prepared. The

summary of the social impacts is given below:

Total land acquisition: 1045.1492 ha

Total private land unit affected: 10,526

Fully displaced land owner: 526 no.

Total number of structures affected of all






Page - 13


categories

(Including Private, Government and

Religious) : 1,130 no.

Total number of affected private structures:

1,110

Number of fully affected structure owner :

955

Total number of Govt. /Communities

properties: 6

Total number of religious properties: 14

xxxvii) Examine road design standards, safety

equipment specifications and Management

System training to ensure that design details

take account of safety concerns and submit the

traffic management plan.

All relevant guideline has been followed for

designing the expressway as per traffic,

pedestrian and accident safety.

The proposed project is a greenfield alignment

and there is no normal operating traffic as in

the case of existing highways. Therefore, there

is no specific standard requirement for traffic

management plan during construction phase. It

is normally the construction vehicles, which will

be plying on temporary roads for the

constriction works. Wherever the proposed

expressway is crossing any existing road,

during construction phase, the Contractor shall

provide and maintain a passage for traffic either

along a part of the proposed RoW or along a

temporary diversion constructed close to the

crossing. The Contractor shall take prior

approval of the Authority Engineer regarding

traffic arrangements during construction.

Guideline for Preparing of Traffic Management

Plan is given in Annex-9.10 of EIA Report

(Volume-II)

xxxviii) Accident data and geographic distribution should

be reviewed and analysed to predict and identify

trends – in case of expansion of the existing

highway and provide Post accident emergency

assistance and medical care to accident victims.

Proposed expressway is green field alignment.

However, provision for accident emergency

assistance and medical care to accident victims

has been considered as road safety measures.

xxxix) 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.

The proposed project does not involve any land

reclamation.

xl) Details of the properties, houses, businesses

religious and social places etc. activities likely to

be effected by land acquisition and their financial

loses annually.

Compensation will be determined in

accordance with First Schedule, rehabilitation

and resettlement assistance specified in the

Second & Third Schedule of RFCTLARR Act,

2013 applicable to the land acquisition under






Page - 14


the National Highways Act, 1956

xli) 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, shall be

submitted

Land will be acquired by the CALA (Competent

Authority for Land Acquisition) as per National

Highways Act, 1956 and relevant provisions of

the Right to Fair Compensation and

Transparency in Land Acquisition,

Rehabilitation and Resettlement (RFCTLARR)

Act, 2013 & amendment of State Government.


accordance with First Schedule, rehabilitation

and resettlement assistance specified in the

Second & Third Schedule of RFCTLARR Act,

2013 applicable to the land acquisition under

the National Highways Act, 1956

xlii) The environment management and monitoring

plan for construction and operation phases of

the project shall be submitted. A copy of your

corporate policy on environment management

and sustainable development, shall also be

submitted.

The details of Environmental Monitoring Plan is provided in Chapter-6 of the EIA Report (Volume-I) The details of Environmental Management Plan

is provided in Chapter-9 of the EIA Report

(Volume-I)

xliii) Estimated cost of the project including

environmental management plan and source of

funding, Also mode of execution of the project

viz. EPC, BOT etc. shall be submitted

Total Project Cost including Centage & Pre-construction Cost – Rs. 10,510 Cr.

EMP Budget – Rs. 56.98 Cr. The proposed project will be implemented on

Hybrid Annuity mode under Bharatmala Pariyojana

xliv) A copy of your CSR Policy and Plan for meeting

the expenditure to address the issues raised

during Public Hearing shall be submitted.

NHAI abides by the Central Govt. CSR Policy.


Report (Volume-I)

xlv) Details of blasting if any, methodology/

technique adopted, applicable regulations /

permissions, timing of blasting, mitigation

measures proposed keeping in view mating

season of wild life.

The permission for blasting will be taken from

the concerned authorities by the Contractor /

Concessionaire before start of tunnelling work

with methodology, technique, timing of blasting

and mitigation measures.

The Concessionaire shall comply the following

rules in respect of controlled perimeter blasting:

Indian Explosives Act 1884 Indian Explosive Rules 2008 and further

amendment in Jan.2009 The Manufacture and Storage of Explosives

Regulations 2005 BS 5607:1998 Code of practice for the safe

use of explosives in the construction industry Control of Explosives Regulations 1991 Carriage of Explosives by Road. Road Traffic

(Carriage of Explosives) Regulations 1996 PD CLC/TR 50426:2004 Assessment of






Page - 15


inadvertent initiation of bridge wire electro-explosive devices by radio- frequency radiation. Guide Quarries (Explosives) Regulations 1988, as far as it is relevant to tunnel works

xlvi) In case of river/ creek crossing, details of the

proposed bridges connecting on either banks,

the design and traffic circulation at this junction

with simulation studies.

There is no intersection at location where the

bridge ends at the river banks. There are no at-

grade junctions in the expressway and all entry

and exits are through grade-separated

interchanges with loops and ramps, which are

designed for the traffic capacity based on traffic

forecasts.

xlvii) Details to ensure free flow of water in case the

alignment passes through water bodies/river/

streams etc.

It has been ensured that free flow of water is

maintained wherever the expressway alignment

crosses river / local streams / nallah etc., as

detailed in Section 4.3 of Chapter-4 of EIA

Report (Volume-I)

xlviii) In case of bye passes, the details of access

control from the nearby habitation / habitation

which may come up after the establishment of

road.

Proposed expressway is access controlled and

bypassing all major habitations

xlix) Bridge design in eco sensitive area / mountains

be examined keeping in view the rock

classification hydrology etc.

The proposed expressway is not passing

through eco sensitive area.

5.623 km of the SPUR alignment lies in hilly

zone in the eastern part of the Raigad district

where tunnel has been proposed

l) Details of litigation pending against the project, if any, with direction / order passed by any Court of Law against the Project should be given

No litigation pending

li) The cost of the Project (capital cost and recurring cost) as well as the cost towards implementation of EMP should be clearly spelt out.

Total Project Cost including Centage & Pre-construction Cost – Rs. 10,510 Cr. EMP Budget – Rs. 56.98 Cr.

lii) In case of alignment passing through coastal

zones

CRZ map and report has been prepared by the National Centre for Earth Science Studies (NCESS), Thiruvananthapuram, a MoEFCC approved agency.

No area in CRZ-IA and no cutting of mangrove

Area in CRZ-1B - 0.713 ha No labour camp, machinery in CRZ area The proposal was considered by the

Environment and Climate Change Department, Government of Maharashtra for CRZ Clearance on 21.09.2021.

The Government of Maharashtra recommend the proposal to MoEF&CC, New Delhi vide letter dated 29.09.2021.

a) HTL/LTL map prepared by authorized

agencies superimposed with alignment and

recommendation of Coastal Zone

Management Authority

b) Details of CRZ-I (I) areas, mangroves

required to be removed for the project along

with the compensatory afforestation, area

and location with budget

c) Details of road on stilt in CRZ-I areas, design

details to ensure free tidal flow

d) Details of Labour camps, machinery location






Page - 16


liii) Any further clarification on carrying out the

above studies including anticipated impacts due

to the project and mitigative measure, project

proponent can refer to the model ToR available

on Ministry website

http://moef.nic.in/Manual/Highways".

Referred as advised





Executive Summary Revision: R1

Page - 1

EXECUTIVE SUMMARY

E.1 INTRODUCTION

The proposed project is 8 lane access controlled green field SPUR of Vadodara Mumbai

Expressway. As per the EIA Notification, 2006 and its subsequent amendments, it falls

in item. No 7 (f) of the Schedule to the Notification and is a category “A” project,

requires Prior Environment Clearance from the Ministry of Environment, Forest and

Climate Change (MoEFCC), GOI.

Form-I for obtaining ToR from the MoEFCC was submitted on 13th July 2019. The

project was considered in 220th meeting of Expert Appraisal Committee (EAC) of

MoEFCC held on 26th July 2019. After detailed deliberation, the EAC decided to carry

out site inspection before issuing the ToR.

Accordingly a Sub-committee of EAC was constituted and the Sub-committee visited the

proposed site from 13th to 15th November 2019. The site visit report of the Sub-

committee was discussed and approved in the 227th EAC meeting held on 28th

November, 2019 and compliance of the same was submitted on 18th February 2020.

The project was further considered in 232nd meeting of EAC held on 27th February 2020

and the EAC recommended for grant of ToR. Accordingly, the MoEFCC issued the ToR

for conducting EIA Study vide letter dated 16th March 2020 (MoEFCC File No. 10-

29/2019-IA.III). This EIA Report has been prepared in accordance with the approved

ToR.

E.2 NEED OF THE PROJECT

During the draft Feasibility Study of the Mumbai – Vadodara Expressway, it was felt that

the starting point of proposed Vadodara Mumbai Expressway on NH-8 near Dahisar at

Mumbai end would pose a serious problem for safe and quick dispersal of traffic from

the Expressway and also would not serve the purpose of connecting to major traffic

generators like JNPT Port and to Mumbai-Pune expressway. Currently, the traffic bound

for Gujarat and further north from JNPT, NH-4 and Mumbai – Pune Expressway follows

Thane-Ghodbandar Road which is already congested and passes through / close to

Sanjay Gandhi National Park. Widening of this stretch as per IRC standard is not

feasible. This traffic has to pass through congested road network of Mumbai Metropolis

from southward destination and the goods earmarked for export and import also find

difficulty in commuting to and from JNPT, Navi Mumbai. Therefore it would be prudent to

connect the proposed Vadodara Mumbai Expressway to major traffic generators like

JNPT and Mumbai – Pune Expressway.

Keeping view of the above, provision of SPUR to VME was explored. The spur will not






Page - 2

only connect to these major traffic generators but will also result in better dispersal of

traffic in the Mumbai Metropolitan Region. Therefore, the Consultants proposed that the

VM Expressway should be connected to JNPT and Mumbai-Pune expressway via NH-3,

NH-8 NH-222 and NH4B for proper traffic dispersal.

The project highway will provide smooth, safe and uninterrupted traffic movement

between Vadodara to Mumbai in respect to the alternative road NH 48. The NH 48 (Old

NH8) is currently carrying more than 100,000 PCUs with much substandard geometry

and is heavily congested. It will reduce the travel time about 3 to4 hours between

Vadodara to Mumbai. The proposed expressway falls in the Delhi-Mumbai Industrial

Corridor. It will connect to the largest container port, JNPT near Mumbai with northern

part and Dahej port, other ports in Gujarat. Surat is at the heart of the world's diamond-

polishing industry contributing billions of dollars to the Indian GDP. Vapi, Daman and

Silvassa are the major industrial hub will be connected. Development of this section will

reduce the existing distance between Vadodara-Mumbai by about 22 km and ultimately

there will be reduction in distance between Delhi-Mumbai.

The SPUR connects the main expressway to JNPT, Maha Samrudhi Marg (Mumbai-

Nagpur Expressway) and Mumbai Pune Expressway. Therefore the traffic bound for

JNPT, Nagpur and Pune will ply on SPUR and will not enter the Mumbai city. This will

reduce both traffic congestion and pollution in the city. The proposed SPUR of VME will

be linking Vadodara – Mumbai Expressway, Ahmedabad- Vadodara Expressway,

Mumbai –Nagpur Expressway and Mumbai - Pune Expressway and thus will provide

expressway connectivity from Delhi – Ahmedabad – Mumbai – Nagpur - Pune.

This will further improve connectivity in terms of achieving smooth and safe traffic flow

and improve level of service. In addition to above, substantial economic gain, this would

eventually lead to reduction in the travel time and savings in terms of time, fuel and

maintenance cost of vehicles. Further this stretch will be a part of Delhi- Mumbai

expressway corridor.

E.3 PROJECT PROPONENT

National Highways Authority of India (NHAI), an autonomous agency of the Government

of India is the project proponent.

E.4 LOCATION OF THE PROJECT

The proposed VME – SPUR is a Greenfield alignment, which starts at km 26.582 of

main alignment of the Vadodara Mumbai Expressway at Koshimb village of Palghar

district at Ch. 0+000 and terminate at the proposed junction with the Multi-Modal

Corridor of Mumbai Metropolitan Region Development Authority (MMRDA) in Morbe

village of Raigad district at Ch. 79+783. Total length of the SPUR alignment is 79.783

km; out of which 18.900 km lies in Palghar district, 55.260 km lies in Thane district and






Page - 3

remaining 5.623 km lies in Raigad district of Maharashtra.

The proposed VME – SPUR is also declared as part of NE-4 vide Gazette Notification

dated 10th January 2020.

Table E-1 Taluka wise break-up of Length of Proposed Expressway

District Taluka No. of Village Start Chainage End Chainage Length (Km)

Palghar Vasai 12 0+000 13+520 13.520

Wada 3 13+520 18+900 5.380

Thane

Bhiwandi 22 18+900 45+400 26.500

Kalyan 12 45+400 58+830 13.430

Ambarnath 13 58+830 74+160 15.330

Raigad Panvel 6 74+160 79+783 5.623

Total 68 79.783 Km

Source: DPR Prepared by ICT Pvt. Ltd.

E.5 STUDY METHODOLOGY

The study methodology for the EIA employs a simplistic approach in which the critical

environmental issues have been identified before initiation of the baseline study. Based

on the identification, baseline data was collected during the study period from October

to December 2020. This data has been analyzed to predict and quantify the impacts and

suggest best suited mitigation measure to mitigate the identified impacts.

E.6 POLICY AND LEGAL FRAMEWORK

Various statutory clearances / approval required to be obtained by the Project

Proponent before start of construction of the proposed expressway is:

Type of Clearance Required

(Yes / No) Remarks

Environment

Clearance Yes Green field expressway (category “A” project)

CRZ Clearance Yes

The proposed VME-SPUR alignment crosses tidal

influenced parts of a small nala (connected to Tansa

River), the Bhatsa River and Kalu River. The

proposal for CRZ Clearance was uploaded through

online portal of MCZMA on 13.07.2021. The

proposal was considered by the Environment and

Climate Change Department, Government of

Maharashtra on 21.09.2021. The Government of






Page - 4

Type of Clearance Required

(Yes / No) Remarks

Maharashtra recommends the proposal to

MoEF&CC vide letter dated 29.09.2021

Forest Clearance Yes

The proposed project involves diversion of approx.

122.6133 ha Forest Land. Proposal has been

uploaded on 6th November 2020 (FC Proposal No.

FP/MH/ROAD/53857/2020) and it is under

examination with the State Government

Clearance from

Monitoring Committee

for Matheran ESZ

Yes

The proposed alignment passes through Matheran

ESA from km 71+532 to 75+426(both buffer and

eco-sensitive zone) and from km 77+115 to km

77+691 (only buffer zone).

The Member Secretary of Monitoring Committee of

Matheran Eco-Sensitive Zone and District Collector,

Raigad vide letter dated 24.03.2021 communicated

that the approval given by the Matheran Monitoring

Committee vide letter dated 16.04.2013 is still valid.

Consent to Establish Yes NOC from MPCB under Air Act & Water Act

NBWL Clearance No Alignment does not passes through any Protected

Area

ASI Clearance No No Protected Monument within 300m of the

proposed expressway alignment

Apart from the above clearances, the contractor before starting the construction work

has to obtain the various Clearances / NOCs from concerned authorities.

E.7 SALIENT FEATURES OF PROPOSED PROJECT

Proposed Project Development of 8-lane SPUR of Vadodara - Mumbai Expressway Main Alignment

Total length 79.783 km

Start Point Km 26.582 of VME main alignment (design Ch. of SPUR 0+000) at Koshimb village of Vasai Taluka, Palghar district

End Point Terminate at the proposed junction with the Multi-Modal Corridor of MMRDA in Morbe village of Panvel Taluka, Raigad district (design Ch. of SPUR 79+783)

District and State Palghar, Thane and Raigad districts in the State of Maharashtra

No. of affected villages 68

Proposed Right of Way 100 m in general / 70 m in forest area






Page - 5

Interchanges 7

Fly-over 3

Rail over bridge (RoB) 1

RoB cum Viaduct 1

Major bridges 7

Major bridges cum viaduct 6

Minor bridges 23

Land Bridge / Animal Overpass

2

Dedicated Animal Crossing 53

Small Vehicular / Animal Underpasses

33

Vehicular Underpass 5

Vehicular Overpass 8

Light Vehicular Underpasses 29

Culverts 185

Way side Amenities 1 at Km 50+800

Smaller Parking Places with Toilet Facilities

2 at Km 11+000 and Km 16+000

Toll Plaza 7 at Km 1+860, Km 20+136, Km 39+748, Km 43+000, Km 52+810, Km 69+000 and Km 78+750

Truck Parking At 2 locations

Tunnel To preserve ecology of the Matheran, 4.160 km long tunnel (from Km 71.520 to Km 75.680) is proposed which will go under the Matheran Eco-Sensitive Zone.

Safety Measures Thrie beam metal crash barriers Advanced Traffic Management System (ATMS)

Cost of Civil Construction Rs, 5,672.99 Cr.

E.8 DESCRIPTION OF THE ENVIRONMENT

As per the EIA Guidance Manual for Highways (MoEF&CC, February 2010), a study

area of 15 km radius from the proposed expressway was considered for secondary data

collection. Primary data has been collected within 500 meters on either side of the

proposed alignment. Baseline environment monitoring was carried out for the period of

October to December, 2020.

E.8.1 Physiography and Terrain

Geographically the proposed expressway lies between latitude 19°29'19.44"N, to 19°

3'59.65"N and between 72°52'58.86"E to 73°10'49.57"E longitude with elevation varies

from about 3 m to 639 m above MSL. The proposed expressway passes through mainly

plain & rolling terrain except for a small stretches where it passes through hilly terrain in






Page - 6

Matheran area.

E.8.2 Seismicity

The project area is situated in the Zone III (having moderate seismic intensity) of the

Seismic Map of India (as per IS: 1893, Part I, 2002) and therefore has a moderate risk

of potential damage due to earthquake.

E.8.3 Hydrology

The proposed SPUR alignment runs along River Tansa mainly over its right bank

between chainage 0+000 to 18+800. The alignment crosses Tansa river twice at Ch.

3+400 and again at Ch. 18+850. No major tributary of Tansa crosses the proposed

alignment within this stretch of about 18.8 km.

Between chainage 19+000 to 45+000 the proposed alignment crosses only one

major river namely Kamvadi River at Ch. 33+334.

Between Ch. 45+000 to 67+400 the proposed alignment crosses major rivers

namely River Bhatsa (Ch. 45+400), River Kalu (Km 47+300), River Barvi (Km

57+619) and River Ulhas (Km 67+470).

From Km 70+000 onwards, the proposed alignment runs through Matheran hills upto

Km 76+200. Rolling / Plain terrains are visible where the alignment approaches

Panvel

Rocks are visible in the beds and banks of almost all the rivers crossing the

proposed alignment.

Major Rivers of the study area are Tansa, Bhatsa, Kalu, Kamvadi, Barvi and Ulhas

River.

The Study area comes under Sub zone 5(a) for West Coast Region (Konkan

Coasts) as per classification of The Central Water Commission.

E.8.4 Land Use

Land Use within PROW: Agricultural and allied uses occupied largest part

amounting 63.93% of the total area, followed by barren / waste land (16.06%), forest

(11.91%), industrial area (4.31%), built-up area (2.46%) and water bodies (1.33%).

Land Use within Study Area: Total study area is 301296.21 ha. Agriculture land

occupied major part (36.53%) of the total area, followed by forest (31.06%), barren/

waste land (15.25%), built-up area (9.6%), water bodies (5.37%) and industrial area

(2.19%)

E.8.5 Soil Quality

M/s Ultra-Teach Environmental Consultancy & Laboratory, Thane (A NABL Accredited

and MoEFCC recognized laboratory) was engaged for collection and analysis of Soil

samples. Four (4) sampling locations of different land use (forest, agricultural &






Page - 7

residential) within 500 meters on either side of the proposed alignment were collected

for studying soil characteristics.

Analysis of samples reveals that soil is slightly acidic in nature except soil of residential

area. Soil is moderately good in terms of nutrient availability. Low quantities of nitrogen,

phosphorus and organic matter content estimated for the soil of residential area as

compared to forest and agriculture areas. Soil quality is good for limited varieties of

agricultural crops but addition of nitrogen, phosphorus and organic matter will help in

improving the soil fertility and thereby obtaining variety of agricultural crops.

E.8.6 Climate

Past climatic data show that May is the hottest month with the mean daily maximum

temperature around 34.4C and January is recorded to be the coldest month with the

mean daily minimum temperature of 17.3C. The normal annual rainfall in the study

area ranges from 1900 mm to 2600 mm and mean annual rainfall during the year 1981

to 2010 is 1874.6 mm.

A maximum temperature of 36.2C and minimum temperature of 19C was observed

during the monitoring period (October to December 2020). Maximum Relative humidity

is found to be 93.5% while minimum relative humidity was about 16.6%. Total rainfall

during this period was 155.3 mm.

E.8.7 Ambient Air Quality

Six sampling stations were set up for monitoring ambient air quality within the study

area. Monitoring locations were selected following the CPCB guidelines for ambient air

quality monitoring so as to accord an overall idea of the ambient air quality scenario in

the study area. The ambient air quality at the monitored locations does not exceed

National Standards and well within the limits. No industrial sources of air emission are

observed along the proposed alignment of the SPUR. Air quality data of the study area

generated through manual monitoring network has been utilized to calculate the

monitoring date wise AQI of the study area and it can be concluded that 68.5% time of

the monitoring period air quality of the area was satisfactory while 29% time of the

monitoring period air quality of the area was good and 2.5% time of the monitoring

period air quality of the area was moderately polluted.

E.8.8 Ambient Noise Level

To assess the background noise levels in the study area ambient noise monitoring was

conducted at six locations. The daytime and night time equivalent noise levels show that

the ambient noise levels are within the stipulated noise standards of residential and

silence area. Maximum equivalent noise level during day time [54.3 dB(A)] is observed






Page - 8

and during night time [43.9 dB(A)] is observed at at Kuske Village (NQ3). The measured

and calculated values of the study area indicate that ambient noise levels not

exceeding the threshold limits

E.8.9 Surface Water

Surface water samples (grab samples) were collected once in the month of November

2020 from 6 locations covering river and pond and analyzed for physical, chemical and

bacteriological parameters as per established standard methods and procedures. pH

values of the surface water are varies between 7.1-7.9 which is within the tolerance limit

of 8.5. The slight alkalinity of the water may be associated with alkaline soil of the

region. Dissolved Oxygen (DO) levels are found to be in the range of 5.9-6.8 mg/l. BOD

ranges from 2.1-2.9 mg/l while COD ranges are found to be 8.1-18.2 mg/l. The values of

BOD indicate that greater amount of oxidizable organic material in the water resulting

increase of oxygen demand and thereby, lowering of dissolved oxygen levels. The BOD

level in river water can be attributed to use of fertilizers in the agricultural fields of river

catchment as well as industrial activities in the surrounding area. Chloride and sulphate

contents were 19-880 mg/l and 21-440 mg/l respectively. Calcium content varied

between 16-150 mg/l, magnesium ranged between 5-87 mg/l. Level of iron in all

samples were less than 0.06 mg/l while arsenic, chromium, cadmium, copper,

manganese, zinc and mercury are found to be below detectable limit. Fecal coliforms

are also present in all the samples

E.8.10 Ground Water

Depth of Ground Water: In the study area, pre monsoon depth to water level (May-

2012) ranging between 2 to 5 mbgl and 5 to 10 mbgl while post-monsoon depth to

water level (Nov- 2012) ranging between 2 to 5 mbgl in major part of the study area..

Ground Water Category: As per the CGWA classification, all the Talukas, through

which the proposed SPUR is passing, fall under safe category.

Ground Water Quality: Ground water samples were collected once in the month of

November 2020 from 6 locations comprising hand operated tube wells (hand-

pumps) and analyzed for physical, chemical and bacteriological parameters as per

established standard methods and procedures. The physico-chemical qualities of

the ground water satisfy the acceptable limit as stipulated in Drinking Water

Standards of India (IS 10500 : 2012) and suitable for human consumption.

E.8.11 Ecology and Biodiversity

Quadrat Study of Flora: Entire stretch of the proposed alignment comprises various

land uses; Forest, forest land, human settlement, agricultural land etc. The survey was

carried out between 19.12.2020 to 23.12.2020. For vegetation sampling quadrate






Page - 9

method was used. For trees 10x 10m, for shrub 3x 3m while for herbs and grasses 1x

1m size of quadrate was used. A total 25 quadrates were laid out and calculated

species’ frequency, density abundance, diversity indices etc. Analysis of trees data

shows that among six sites Acacia auriculiformis was the most frequent species

followed by Tectona grandis. Density of Tectona grandis was also recorded highest

among the tree species followed by Acacia auriculiformis.

Analyzing the shrub layer data it was found that the most frequent and dominant shrub

species were Calotropis procera, and Cassia siamea among the six sampling sites.

Data of herbaceous layer showed that in all the six sites most frequent and dominant

herb species were Cynodon dactylon, and Dactyloctenium aegypticum, in all the six

sampling sites, these species were also observed to be the densest species among the

six forest sites.

Diversion of Forest Land: The proposed project involves diversion of 122.6133 ha of

forest land, which includes reserved forest (48.4616 ha), protected forest (49.6245 ha)

and section-35 forest (24.5272 ha). Proposal has been uploaded on 6th November 2020

(FC Proposal No. FP/MH/ROAD/53857/2020) and it is under examination with the State

Government

Mangrove: Proposed project does not involve diversion of mangrove forest. Hence,

there will be no impact on mangrove.

Faunal Composition: The fauna of project area is based on direct sighting during field

survey, stakeholder consultation, review of Forest working plans of Dahanu Division,

Thane Division and Alibag Division, Wildlife Management plan of Tungeshwar Wildlife

Sanctuary and published literature. During filed visit no direct sighting of wildlife was

occurred, except some birds. Hence local people and concerned forest departments

were approached and information on wild life was gathered. It was noted that in areas

which come within buffer zone, some Schedule-I species were reported. It was noted

that total 24 Schedule-I species are noted in the buffer zone of the proposed alignment.

E.8.12 Protected Areas

The proposed SPUR does not pass through any protected areas. The Conservator of

Forests, Sanjay Gandhi National Park, Bborivali vide letter dated 08.10.2021

certified that the proposed SPUR alignment is located at a distance of 0.619 km from

the boundary of the Tungareshwar Wildlife Sanctuary and outside it’s ESZ. The

alignment of proposed expressway is located at a distance of 0.275 km from the notified

ESZ boundary i.e. outside the ESZ. It may be mentioned that the same has been vetted

by the forest officials who were present during site visit of EAC sub-committee on

14.11.2019.






Page - 10

Tansa Wildlife Sanctuary is located at a distance of approx. 13.6 km from the proposed

alignment of SPUR.

The proposed alignment passes through Matheran ESA from km 71+532 to 75+426

(both buffer and eco-sensitive zone) and from km 77+115 to km 77+691 (only buffer

zone). To preserve ecology of the Matheran, 4.160 km long tunnel is proposed in this

section which will go under the Matheran Eco-Sensitive Zone. The start point of the

tunnel is at km 71.520 (before buffer zone) and end point of the tunnel is at km 75.680

(after buffer zone). The Monitoring Committee for Matheran ESZ has approved the

SPUR alignment inside the Matheran ESZ vide letter dated 16.04. 2013. However, as

suggested by the MoEFCC in the approved ToR, fresh application was submitted on

24.11.2020. The District Collector, Raigad and Member Secretary, Matheran Eco-

Sensitive Zone Committee vide letter dated 24.03.2021 communicated that the

approval given by the Matheran Monitoring Committee vide letter dated 16.04.2013 is

still valid.

E.8.13 Coastal Regulation Zone (CRZ)

The proposed VME-SPUR crosses Tansa River, Bhatsa River and Kalu River, which are

regulated under CRZ Notification. CRZ map and report has been prepared by the

National Centre for Earth Science Studies (NCESS), Thiruvananthapuram, a MoEFCC

approved agency. Village wise length of VME – SPUR alignment in CRZ crossing area

and category wise breakup of CRZ area are given in Table E-2 and Table E-3.

Table E-2 Village wise length of VME-SPUR Alignment in CRZ Crossing Areas

Proposed Chainage Length (km) Village River

From To

45+256 45+535 0.278 Sange – Konderi Bhatsa River

47+124 47+455 0.331 Sangode - Balyani Kalu River

0.609

Source: CRZ Map & Report prepared by NCESS, July 2021

Table E-3 Village wise Break-up CRZ Categories in VME SPUR Crossing Points (in Sq. m.)

Location

CRZ IA

CRZ IB CRZ II CRZ III CRZ IVA

CRZ IVB Mangrove

Mangrove Buffer

Kashid Kopar - - 141.19 - 1533.8 - 280.47

Sange - - 2161.09 - 9093.73 - 4810.18

Konderi - - 938.22 - 9355.1 - 1488.8

Sangode - - 3889.35 - 16573.49 - 10472.23

Balyani - - 0 8978.1 0 - 0

Total (in sq. m.) 7129.85 8978.1 36556.12 17051.68






Page - 11

Location

CRZ IA


CRZ IVB Mangrove

Mangrove Buffer

Total (in ha) 0.713 0.898 3.656 1.705

Grand Total = 69715.75 Sq. m / 6.972 ha


The proposal for CRZ Clearance was uploaded through online portal of MCZMA on 13th

July 2021. The proposal was considered by the Environment and Climate Change

Department, Government of Maharashtra on 21.09.2021 and recommended the

proposal for grant of CRZ clearance vide letter dated 29.09.2021

E.8.14 Archaeological Sites:

There are no archaeological sites within 300 m on either side of the proposed

expressway.

E.8.15 Socio-Economic Profile

The proposed alignment is passing through 68 villages and 6 Talukas (Vasai, Wada,

Bhiwandi, Kalyan, Ambarnath and Panvel) in the State of Maharashtra. Out of 68

villages / towns only 62 villages are affected in terms of loss of private land.

Total Population: Out of total 68 affected villages 11 villages of Vasai, Kalyan and

Ambarnath tehsil fall under Municipal Corporations / Councils. The population details

of these villages are not available separately. Total population of remaining 57

villages is 63,383 out of which 32,252 are male and 31,131 are female. The

composition of schedule caste (SC) and schedule tribe (ST) is 2,418 and 23,526

respectively.

Distribution of Workforce: In general, 43.64% of the total affected population is

working. Majority of work force belongs to the category of main workers (74.19% of

the total workers). Around 55.36% of total affected population is non-workers.

Around 54.66% of total main workers are engaged in agriculture production and of

them 24.6% are cultivators. Due growing industrialization many of the people

(42.92%) are engaged in other work in cities






Page - 12

E.9 ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A summary of the anticipated environmental impacts during construction and operation

phase along with recommended mitigation measures is summarized in Table-E.4:

Table E-4 Summary of Anticipated Impacts and Recommended Mitigation Measures

Area Impacts Mitigation Measures

Construction Phase:

Topography

and geology

Disfiguration & change in

existing profile of the land due

to borrow pits & construction of

realignments.

Disturbance on geological

setting due to quarrying.

Uncontrolled digging of borrow

pits resulting in water

accumulation & breeding of

vector disease.

Establishment of construction

camp

Borrow pits shall be allowed at only pre-identified

locations with prior permission from competent

authority

Borrow pits shall be restricted to 1 m depth

followed by resurfacing of pits.

Road building materials shall be procured from

approved and licensed quarries.

Suitable seismic design of the structures shall be

adopted to mitigate the earthquake impacts.

Soil Disruption & loss of productive

top soil from agricultural fields

Soil erosion and contamination

Adequate measures like drainage, embankment

consolidation & slope stabilization shall be taken

to avoid soil erosion.

Top soils (15 cm) of borrow pit sites shall be

conserved and restored after excavation is over.

Accidental spills of lubricants/oil and molten

asphalt shall be avoided by adherence to good

practices.

Oil Interceptor shall be provided for wash down,

refueling areas

Vehicle parking area of the construction camp will

be made impervious using 75 mm thick P.C.C.

bed over 150 mm thick rammed brick bats.

Land use Changes in existing land use

pattern of the PROW for

construction of the expressway

Loss of agricultural land, forest

land etc. due to land acquisition

Earth material generated from excavation shall be

reused for embankment construction and 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.

Construction activities shall be kept confined to

PROW only

Drainage &

Hydrology

The drainage network along the

expressway is subject to

impacts due to construction of

embankment

A pond is located at chainage 37+420. Major

bridges has been proposed at this location.

Hence, there will be no impact on pond.

To minimize the impact drainage & hydrological






Page - 13


flow, 13 major bridges, 23 minor bridges, 238

culverts are proposed to be constructed along the

expressway

It has been ensured that all the 1st and 2

nd order

streams crossing the proposed expressway

alignment provided with necessary culverts, mirror

bridges and major bridges with capacity of 20%

excess discharge

All bridges have been designed for a return period

of 100 years and culverts have been designed for

a return period of 50 years

Silt fencing shall be provided between

expressway and water bodies to avoid any

siltation due to runoff from construction area

Shoulder and toe drains has been proposed along

the expressway on both side

Water use Impact on the local water

sources due to use of

construction water.

Minimum use of water from existing sources for

construction purpose

The contractor shall arrange water required for

construction in such a way that the water

availability and supply to nearby communities

remain unaffected.

If new tube-wells are to be bored, due to the non-

availability of water required for construction, prior

sanctions and approvals by the Ground Water

Department has to be obtained by the Contractor

Wastage of water during the construction should

be minimized

Water quality Increase of sediment load in the

run off from construction sites

and increase in turbidity in

receiving water bodies.

Water pollution due to

generation of wastewater from

construction camps

Water pollution due to use of fly

ash in the embankment

Silt fencing will be provided to reduce sediment

load

Oil interceptor to stop and separate the floating

oils

Packaged Wastewater Treatment Plant has been

recommended for the construction camp

All the construction activities will be carried out

during dry seasons only.

In line with specifications of IRC:SP:58, method of

construction of Fly Ash embankments is proposed

by alternate layers of fly ash and soil i.e.

Sandwich Type Construction

Rainwater Harvesting Structures has been

proposed at toll plaza, way side amenities and

along the expressway with oil & grease removal

provisions. Total number of Rainwater

Harvesting structures proposed is 75 and cost of

the same has been included in the EMP budget

The fuel storage and vehicle cleaning area shall






Page - 14


be stationed at least 500m away from the nearest

water body

Apart from provision of the mitigation measures,

water quality shall be monitored during

construction and operation phases as per

environmental monitoring program to understand

the effectiveness of mitigation measures

suggested

Air quality Deterioration of air quality due

to fugitive dusts emission from

construction activities 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 hot mix plants

and stone crusher.

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.

Dust suppression measures such as regular water

sprinkling on haul & unpaved roads particularly

near habitation

Hot Mix Plant with Pollution Control Measures

having Fabric Filter with multiple wet scrubber

shall be installed and elevators at loading section

shall be fully covered

A combination of dry and wet type control system

is suggested for stone crusher to minimize the

impact on air quality

Hot mix plants & stone crusher shall be located at

least 500 m away from inhabited areas &

sensitive receptors

Air quality shall be monitored during construction

and operation phases as per environmental

monitoring program to understand the

effectiveness of mitigation measures suggested

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.

PPEs will be provided to construction personnel

exposed to high noise levels as preventive

measure.

Low noise construction equipment will be used.

Stationary construction equipment will be placed

113 m away from inhabited areas.

Stationary construction equipment will be placed

200 m away from the silence zones

Construction activities carried out near residential

area will be scheduled to the daytime only so that

minimum disturbances are caused to people.

Noise barrier will be constructed in silence zone,

interchanges (300m on each side on outer edge),

fly-overs (200m on each side on outer edge),

truck parking (500m on one side on outer edge),






Page - 15


way side amenity - type A (500m on one side on

outer edge) and way side amenity - type B (150m

on one side on outer edge)

Noise level shall be monitored during construction

and operation phases as per environmental

monitoring program to understand the

effectiveness of mitigation measures suggested

Floral and

Forest

Proposed project involves

diversion of approx. 122.6133

ha forest land

There area 55,355 trees within

the proposed RoW; out of

which 13,839 trees in forest

land and 41,516 trees in non-

forest land

Loss of habitat of fauna due to

felling of trees and diversion of

forest land

Note: Forest land proposed to be

diverted and trees in forest land

non-forest land may be changed

during Forest Clearance process

and land acquisition process. The

same will be updated time to time

Forest clearance for diversion of forest land

As suggested by the MoEFCC, RoW has been

reduced from 100 m to 70 m in the forest area. In

8.756 km stretch, RoW has been reduced and

24.276 ha forest land has been saved

Average width of construction zone in the non-

forest area is 70 m out of 100 m RoW (Right of

Way). Tree counting has been conducted in 100

m area and there are 41,516 trees in non-forest

land. Approx. 30% i.e. 12,454 trees standing

outside the construction zone on edge of the RoW

may be saved in the non-forest area

69,680 no. of trees and 40,098 no. of hedges

proposed to be planted under greenbelt

development plan

As per Compensatory afforestation notification

7th November, 2017, the requirement is 1,000

plants per ha of Forestland diverted. Therefore

the plantation required under CA for diversion of

122.6133 ha forestland shall be 2,45,226 plants.

However, this shall be finalized by the Forest

Department

Cooking fuel (LPG) shall be provided to

construction workers to avoid cutting / felling of

trees for fuel wood.

Soil erosion shall be checked by adopting bio-

engineering measures

Fauna &

Wildlife

Diversion of forest land shall

directly cause loss of habitat for

wildlife. The wildlife dwelling in

the forest will be forced to move

to other locations and compete

for space and food.

Proposed expressway may

cause obstruction in movement

of wildlife

Movement of animals between

Tungareshwar to Tansa Wildlife

Sanctuary is reported near

364 structures (which include 2 animal overpass,

53 numbers of dedicated animal crossings and

33 numbers of small vehicular / animal

underpasses) have been proposed along the

entire stretch of the VME-SPUR and total length

of the structures is 13.447 km. It can be

concluded that in every km stretches of the VME-

SPUR; around 5 structures have been proposed

Circular issued by the Principle Chief Conservator

of Forest, Maharashtra State vide letter no. Desk-

17/17-4/CR-118/20-21/541 dated 24 September

2020 has been complied. All underpass and






Page - 16


Mandvi village between

chainage 2+000 to 2+500 and

near village Kelthan and Akloli

i.e. chainage between 18+000

to 19+000 near the crossing of

Vaitarna River

Movement of animal between

Tungareshwar and Tansa forest

areas observed and reported

between the areas from design

chainage 2+000 to 19+000.

Between chainage 0+000 to

2+000 and beyond chainage

19+000 to end point, no such

incident neither observed nor

reported

animal crossing having a minimum size of width

4.00 m and height 3.00 m has been proposed and

distance between such structures is less than 1

km

The wildlife kills reported by Tungeshwar Wildlife

Sanctuary (TWLS) shows that all the incidence of

road kill occurred towards south side and approx.

2.0 km away from the proposed start point of

expressway

NH-48 (old NH-8) is acting as a barrier for the

movement of wild animals from eastern side of

the proposed expressway

Cost of construction of the animal overpass,

dedicated animal crossing & animal underpass is

Rs. 173.39 Crore which is part of mitigation cost.

Total financial outlay for implementation of wildlife

conservation plan and mitigation measures, Rs.

3.57 Crore

Wildlife Conservation Plan prepared for the

project has been approved by the Principle

Chief Conservator of Forests and Chief

Wildlife Warden, Maharashtra State vide letter

dated 01.09.2021

The Contractor shall ensure that no open fire is

done in construction camp as it may lead to fire to

surrounding forest causing injury to wildlife

Noise will be kept under control by regular

maintenance of equipment and vehicles.

Noisy activity shall be prohibited during night time

Protected

Area

The proposed expressway does

not pass through any National

Park, Wildlife Sanctuary,

Conservation Reserve and

Community Reserve; hence no

direct impact is envisaged

The proposed SPUR alignment

is intervening Matheran Eco

Sensitive Zone at two locations

between Km 71.532 to 75.426

and km 77.115 to km 77.691

To preserve ecology of the Matheran, 4.160 km

long tunnel is proposed in this section which will

go under the Matheran Eco-Sensitive Zone. Start

and end point of the tunnel is outside the buffer

zone of Matheran ESZ.

The Member Secretary, Matheran Eco-Sensitive

Zone Committee and District Collector, Raigad

vide letter dated 24.03.2021 communicated that

the approval given by the Matheran Monitoring

Committee for VME-SPUR project vide letter

dated 16.04.2013 is still valid.

Wildlife awareness & environmental protection

training shall be provided to the work force by the

Contractor and a budget of Rs. 32 lakh has been

proposed for training in the EMP Budget

Monitoring of wild animals should be done during

construction phase and any incidence of sighting

should be immediately reported to Forest






Page - 17


Department.

Monitoring of Wildlife movement and identify

accident prone areas or hot spots for wildlife kill.

Fencing has been proposed along the ROW

boundary of the entire expressway.

Boards depicting wildlife awareness instructions

and cautions should be placed near forest areas

and at start and end point of the expressway.

Animal feeding along the expressway will not be

permitted and clearly conveyed through sign

boards.

Measures recommended during Environment &

CRZ Clearance, Forest Clearance and from the

Chief Wildlife Warden, Govt. of Maharashtra shall

be complied; progress report of implementation of

EMP and recommendations by various authorities

shall be submitted as per the schedule

Tunneling Disturbance on geological

setting due to tunneling.

Run off from unprotected tunnel

faces can result in excessive

soil erosion.

Muck generated from tunnel

construction

Change in underground

drainage system due to tunnel.

Draining of excess water from

excavated tunnel.

Increase in noise & vibration

level due to construction

activities like tunneling

Trees in tunnel locations saved,

thus preserving the ecology of

the area

The detailed analysis of Geophysical study shows

that there is no water body encountered along the

SPUR alignment and the rock is hard and

compact which will not affect on the alignment

and it is safe for tunneling.

The structural geology study shows that the area

is good for tunneling.

The lineament study and Aquifer mapping shows

that the area is safe for tunneling and will not

affect any ground water body present in the area.

Stabilization measures for tunnel and slope shall

be as per final recommendation of Geotechnical

Investigation report.

Careful planning, timing of cut and fill operations

and re-vegetation shall be done to minimize soil

erosion.

Muck generated from tunnel construction shall be

reused in filling operations, embankment

construction and other construction activities.

Continuous pumping of excess water into the

storm water drains, which finally meet the natural

water source.

Pits, tunnels and headings shall always be kept

ventilated to maintain an atmosphere fit for

respiration and free from oxygen deficiency,

potentially explosive or noxious gases and dust,

whether present naturally or otherwise. Ventilation

shall also be used to maintain a safe working

temperature

Tunnel ventilation system shall include the Axial






Page - 18


and Jet Fans, Motorized Fire Dampers, Sound

Attenuation, Ductwork and Support Steelwork,

Inside Tunnel and External Environmental

Sensors and Monitoring Equipment

It is to be ensured that the ventilation system

and its associated equipment meet the

requirements of IRC:SP-91-2019, BD78/99,

PIARC and NFPA

Blasting operations shall be carried out only under

the direction of an experienced operator. The

Concessionaire shall appoint one competent

person to be responsible for the security of

explosives

The tunnel environment shall be monitored by CO

sensors, Visibility (haze) sensors, Velometers, NO

sensors and N02 sensors (Provision for future

use)

Noise & vibration monitoring as per Environmental

Monitoring Program

Solid Waste Waste generated during

construction may impact soil,

agriculture and water quality

Waste generated from workers’

camps may impact surface and

ground water quality and

agriculture

Approx. 300 kg/day domestic waste will be

generated by the construction workers in all the

packages, out of which biodegradable waste is

estimated to be 120 kg/day and remaining 180

kg/day is non-biodegradable waste. There will be

“Refuse Containers” at site for the management of

domestic waste generated by the construction

labourers and these containers shall be emptied

at least once daily and will be disposed of as per

Solid Waste Management Rules, 2016 in

consultation with the local authority.

Construction

camp

Influx of construction work-force

& suppliers 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 labourers.

Temporary construction camps with adequate

potable water supply, primary health facilities and

fuel for cooking shall be provided

Packaged Wastewater Treatment Plant has been

recommended for the construction camp

It will be ensured that the construction workers

are provided fuel for cooking to avoid cutting of

trees from the adjoining areas.

Contractor to provide a full-fledged dispensary.

The number of beds shall be as per the

requirement of the labour license

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

Contractor shall conduct monthly health check-

ups of all his laborers in his camps through






Page - 19


registered medical practitioner

Contractor to conduct workshop on HIV / AIDS for

all his laborers at all his camps at least once in a

quarter

Road safety Increase on incidence of road

accidents due to disruptions

caused in existing traffic

movements.

The proposed project is a greenfield alignment

and there is no normal operating traffic as in the

case of existing highways. Therefore, there is no

specific standard requirement for traffic

management plan during construction phase. It is

normally the construction vehicles, which will be

plying on temporary roads for the constriction

works. Wherever the proposed expressway is

crossing any existing road, during construction

phase, the Contractor shall provide and maintain

a passage for traffic either along a part of the

proposed RoW or along a temporary diversion

constructed close to the crossing. The Contractor

shall take prior approval of the Authority /

Independent Engineer (AE / IE) regarding traffic

arrangements during construction.

Reduction of speed through construction zones.

Operation Phase

Land use and

Encroachment

• Change of land use by squatter/

encroachment within ROW and

induced development outside

the ROW.

Boundary wall has been proposed along the ROW

boundary of the entire expressway

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.

Shoulder drain & toe drain of sufficient capacity

has been provided on both sides of the

expressway to accommodate increased run-off.

The out fall for these drains will be the nearby

culverts / bridges or natural drainage channel. Silt

fencing will be provided to sediment entering into

the water courses.

Water quality • Chances of contamination of

water bodies from road surface

run off containing oil spills due to

traffic movement & accidents.

Adequate drains have been proposed to

accommodate increased run-off. The out fall for

these drains will be the nearby culverts / bridges

or natural drainage channel.

Silt fencing will be provided to sediment entering

into the water courses.

Contingent actions will be taken for speedy

cleaning up of oil spills, fuel and toxic chemicals in

the event of accidents.

Regular maintenance of rainwater harvesting






Page - 20


structures shall be done during the operation

stage to prevent choking of these structures

Monitoring of water quality at specified locations

will be conducted at fixed interval

Air quality Air pollution due to vehicular

emission from road traffic.

Results of air quality modeling indicate that due to

higher carriageway width, air turbulence and high

design speed, emissions from traffic are low at

receptor locations. With the introduction of BS-VI

compliant fuels and vehicles, the vehicular

emission is expected to further reduce and may

offset the increased pollutant concentration due to

increased traffic volume. Hence, the pollutant

concentration is not expected to increase beyond

stipulated limits in operation phase of the

expressway.

Plantation along the expressway will act as sink of

air pollutants

Monitoring of air quality at specified locations will

be conducted at fixed interval

Noise level Noise pollution due to trafic

noise.

Plantation along the expressway will act as a

natural noise barrier.

Monitoring of noise level at specified

representative locations will be conducted at fixed

interval.

Maintenance of noise barrier

Flora & fauna Illegal felling of trees along the

expressway

Effect on aquatic fauna in case

of accidental spill of oil, fuel &

toxic chemicals into water

bodies

Monitoring of avenue plantation along the

expressway to be done. Dead sapling shall be

replaced and survival rate of 90% shall be

maintained. Saplings shall be provided with tree

guards to protect from cattle grazing.

Regular watering of plants to be done in dry

season through drip irrigation system.

Regular maintenance of the cattle underpass and

culverts, which will act as animal crossing.

Road safety • Impacts on human health due to

accidents.

• Damage of expressway due to

wear & tear.

To improve the safety of such high speed corridor,

Thrie beam metal crash barriers shall be provided

in entire length on both sides of each main

carriageway (i.e. on median and on earthen

shoulder of both carriageway), Loops and Ramps

excluding stretches covered by bridges and RE

wall structures, where concrete barriers to be

provided.

In addition to safety barrier, safety features like

road marking, traffic sign, boundary stones,

kilometer stones and hectometer stones,

pavement marking and lighting has been






Page - 21


proposed. Advanced Traffic Management System

(ATMS) for entire expressway have been

proposed to facilitate the road users, which will

include mobile communication system,

meteorological data system, automatic traffic

counter and vehicle classification, video

surveillance system, video incident detection

system. To improve antiglare, hedge plantation on

median have been proposed

E.10 RESETTLEMENT POLICY AND MITIGATION MEASURES

Land will be acquired by the CALA (Competent Authority for Land Acquisition) as

per National Highways Act, 1956 and relevant provisions of the Right to Fair

Compensation and Transparency in Land Acquisition, Rehabilitation and

Resettlement (RFCTLARR) Act, 2013 & amendment of State Government.

Compensation will be determined in accordance with First Schedule, rehabilitation

and resettlement assistance specified in the Second & Third Schedule of

RFCTLARR Act, 2013 applicable to the land acquisition under the National

Highways Act, 1956

E.11 ANALYSIS OF ALTERNATIVES

The main objective of the proposed SPUR of VME is to take the through traffic of VME

to JNPT and further southward so that it does not enter Mumbai. A Comprehensive

Transportation Study for the Mumbai Metropolitan Region has been done in 2008-2009

by the MMRDA. The alignment options studied for VME & SPUR follow the links

identified in the MMRDA study and have been modified to suit site conditions.

Six alternative alignments for the SPUR to connect JNPT and Mumbai Pune

Expressway have been studied. It was desired that the SPUR alignment should be

synergized with the other developments being envisaged in the Mumbai Metropolitan

Region by the Government of Maharashtra.

A Committee under the chairmanship of the Divisional commissioner (Konkan Division)

was constituted vide Public Works Department Govt. Circular dated 24-5-2010 for the

selection of the greenfield alignment of VME including SPUR. The other members of the

committee included CGM NHAI; Chief Engineer (NH) PWD; Chief Conservator of

Forest, Thane; Chief Engineer MMRDA; Collector Thane; Additional Chief

Transportation Engineer, CIDCO and Additional Collector (Tribal), Jawhar, Thane. The

committee held 5 meetings between April 2010 to August 2010 after joint site visit and

the final report of the committee was submitted to Chief Secretary on November 2010.






Page - 22

Considering technical aspects brought out from the visit made by the NHAI, Forest

Department. PWD and CIDCO and taking into account the merits of the outer

alignments, the Committee recommends the outer alignment (Node No. 1-2-4-11-12-9-

10-14) of SPUR of the main Vadodara Mumbai Expressway in Maharashtra. The

Government of Maharashtra accepted the recommendations of the committee. A formal

approval of the alignment was granted by the Government of Maharashtra in February

2011. The alignment of SPUR has also been included in the Mumbai Metropolitan

Regional Plan 2016-36 of MMRDA

E.12 ENVIRONMENTAL MONITORING PROGRAM

Environmental monitoring involves regular checking of the environmental management

issues detailed in the EMP and to ascertain whether the mitigation measures are

achieving their objectives, according to the EMP, with the progress of the works.

To mitigate the potential negative impacts of proposed development and measurement

the performance of mitigation measures, an Environmental Monitoring and Management

Plan is developed. Contractor is the main executor of the implementation activities. The

contractor will report to the Sr. Environmental Specialist of Authority / Independent

Engineer (AE / IE) who in turn shall report to the PIU. The Contractor will submit monthly

and quarterly environmental compliance reports to the AE / IE. The AE / IE will submit

separate quarterly environmental monitoring reports to Project Implementation Unit

(PIU) of NHAI and PIU will be responsible for preparation of the targets for non-

compliances identified by the AE / IE.

E.13 ENVIRONMENTAL MANAGEMENT PLAN

EMP has been prepared addressing the following issues:

Stage wise (design & pre-construction stage, construction stage & operation stage)

environmental management measures;

Environmental monitoring program during construction and operation phase

including performance indicator, monitoring schedule (parameters, locations,

frequency of monitoring & institutional responsibility) and reporting system;

Green belt development plan

Institutional & implementation arrangement and capacity building

Various guidelines such as Top Soil Conservation and Reuse, Siting and Layout of

Construction Camp, Slope Stabilization, Management of Borrow and Quarry Area,

Sediment Control, Comprehensive Waste Management Plan, Traffic Management

Plan, Worker’s Safety during Construction, Storage, Handling, Use and Emergency

Response for Hazardous Substances etc.

Environmental Budget: A capital cost provision of about Rs. 56.98 Crore has been

kept towards implementation of environmental management plan.






Page - 23

Table E-3 Summary of Environmental Budget

Component Description To be

implemented by

Amount in Rs.

A Greenbelt Development

Contractor

14,46,18,000

B Cutting of Trees including trunks, branches & removal

3,20,88,630

C Mitigation / Enhancement 5,41,85,000

D Environmental Monitoring 96,19,500

E Training, Capacity building & Mobilization 32,00,000

F Subtotal (A+B+C+D+E) 24,37,11,130

G Contingency @3% 73,11,334

H Total (F + G) 25,10,22,464

I CA & NPV NHAI 31,87,94,580

Grand Total (H + I) 56,98,17,044

Say Rs. 56.98 Cr.

Budget for Implementation of Wildlife Conservation Plan

Cost of construction of the animal overpass, dedicated animal crossing & animal

underpass is Rs. 173.39 Crore which is part of mitigation cost

Total financial outlay for implementation of wildlife conservation plan and mitigation

measures, Rs. 3.57 Crore has been proposed.

The total financial allocation proposed for implementation of the Wildlife

Conservation Plan including its implementation responsibility, as approved by the

Principle Chief Conservator of Forests and Chief Wildlife Warden, Maharashtra

State is Rs. 177.18 Cr.

Budget for Corporate Environment Responsibility

A capital cost provision of about Rs. 40.5 Crore has been kept for training and

institutional arrangement for implementation of skill development program and

improvement of facilities of Primary Health Centre (PHC) in 12 villages under Corporate

Environment Responsibility.

E.14 CONCLUSIONS

The proposed Greenfield expressway (VME-SPUR) will have impacts on the

environment during construction and operation phase. Based on the EIA study, it can be

concluded that adverse environmental impacts can be mitigated to an acceptable level

by implementation of the mitigation measures as stated in the EIA Report. The






Page - 24

mitigation measures suggested and the Environment Management Plan (EMP)

prepared for this project seems sound enough to mitigate the present as well future

consequences if any during implementation and operation phase.

The proposed VME-SPUR will reduce the traffic load on NH-48 (Old NH-8), NH-3 & NH-

222; which will mitigate the safety issues, reduce pollution load in the surrounding area,

increase employment opportunity and improve economic development of the region.

Further, the expressway will be linking Vadodara – Mumbai Expressway, Ahmedabad-

Vadodara Expressway, Mumbai – Nagpur Expressway and Mumbai - Pune Expressway

and thus will provide expressway connectivity from Delhi – Ahmedabad – Mumbai –

Nagpur - Pune.





Chapter-1 : Introduction Revision: R1

Page - 1

CHAPTER-1: INTRODUCTION

1.1 PURPOSE OF THE REPORT

Intercontinental Consultants and Technocrats Private limited (ICT) has been appointed

as a Consultant by the National Highways Authority of India (NHAI) through agreement

dated 29th January, 2009 for carrying out the consultancy services for “Preparation of

Feasibility cum Preliminary Design Report for Vadodara Mumbai Expressway under

NHDP Phase-VI”.

This Environment Impact Assessment (EIA) Report has been prepared as a part of this

consultancy services for “Development of 8-lane SPUR Starting from Km 26.582 of

Vadodara - Mumbai Expressway Main Alignment (Design Chainage 0+000) and

terminating at proposed Junction with the Multi-Modal Corridor of MMRDA

(Design Chainage 79+783) in the state of Maharashtra” and purpose of the report are

as follows:

Establishment of present environmental conditions along the proposed corridor of

the expressway through available data / information supported by field studies /

monitoring, wherever necessary;

Prediction of impacts on various environmental attributes due to the construction &

operation of the proposed expressway;

Recommendation of mitigation measures to minimize / reduce adverse impacts on

the environment;

Preparation of Environmental Monitoring Program;

Preparation of an Environmental Management Plan (EMP) to make the project

environmentally sound and sustainable.

Obtaining statutory clearances from the concerned authorities

(ToR) issued by the Minister of Environment, Forest and Climate Change This EIA

Report has been prepared in accordance with the Terms of Reference (MoEFCC) vide

letter dated 16th March 2020. Copy of the approved ToR is given as Annex-1.1.

1.2 IDENTIFICATION OF PROJECT

1.2.1 Background

The Mumbai–Ahmedabad Corridor in the western part of the country is one of the

important transport corridors of the country. On one side of this corridor is Mumbai

which is the financial capital of the country and on the other side is Vadodara, an

important commercial and business city. Many industries like, textile, gems & jewelries,

petrochemical & fertilizer etc. have been established along this corridor. This corridor

also serves SEZ areas and ports. New NH 48 (old NH 8) is of great significance for

transportation in this corridor starting from the country’s administrative capital of Delhi to

financial capital of Mumbai.






Page - 2

Keeping in view of the importance of the National Highways for the economic

development, the Government of India has taken up an ambitious program of

development of the National Highways under different phases of National Highway

Development Program (NHDP). The construction of about 379 km long proposed

Vadodara Mumbai Expressway along with SPUR is envisaged to fulfill this objective and

decided to be implemented under NHDP (Phase-VI). The proposed Vadodra - Mumbai

Expressway has been divided into three phases for implementation (Figure 1-1):

A. Phase I: From proposed chainage 104+700 to chainage 378+722 in the State of

Gujarat, Union Territory of Dadra and Nagar Haveli and Maharashtra. Environment

& CRZ Clearance has been obtained from the MoEF&CC vide letter dated 11th

February 2016 for Phase-I development.

B. Phase II (Main Expressway): This section starts from chainage 26+320 near Vasai

(revised to chainage 26+582 in March 2019). It terminates at chainage 104+700 on

the junction with new NH-48 [km.390.864 of new NH-48 (old NH-8)]. Environment &

CRZ Clearance has been obtained from the MoEF&CC vide letter dated 7th

December 2020 for Phase-II Main Expressway.

C. Phase II (SPUR): Start point of SPUR (Ch. 0+000) is chainage 26+320 of the main

expressway (revised to Ch. 26+582 in March 2019). It ends at chainage 94+390 at

km 24.476 of NH-4B near JNPT (length 94.390 km) in the state of Maharashtra.

D. Phase III: From proposed chainage 0+000 to 26+320 in Thane District of

Maharashtra. It was recommended to delete this stretch to avoid large scale

displacement of people & demolition of residential, commercial and industrial

establishments at Mira-Bhaynder & Vasai-Virar Municipal area. This

recommendation has been accepted by the PWD, Government of Maharashtra

Gazette Notification of the Expressway dated 10.01.2020 is given as Annex 1.2.

1.2.2 Need of the Project

The main objective of the proposed SPUR of VME is to take the through traffic of VME

to JNPT and further southward so that it does not enter Mumbai. A Comprehensive

Transportation Study for the Mumbai Metropolitan Region has been done in 2008-2009

by the MMRDA. The alignment options studied for VME & SPUR follow the links

identified in the MMRDA study and have been modified to suit site conditions.


the starting point of proposed Vadodara Mumbai Expressway on NH-8 near Dahisar at

Mumbai end would pose a serious problem for safe and quick dispersal of traffic from

the Expressway and also would not serve the purpose of connecting to major traffic

generators like JNPT Port and to Mumbai-Pune expressway. Currently, the traffic bound

for Gujarat and further north from JNPT, NH-4 and Mumbai – Pune Expressway follows

Thane-Ghodbandar Road which is already congested and passes through / close to






Page - 3

Figure 1-1 Index Map showing various phases of Proposed Vadodara Mumbai Expressway

End of V-M Expressway Km 378.722

Km 378.722

Phase I: Km 104.700

Km 378+722 (Main Exp.) Phase IA: Km 245.430 to Km 378.722

Phase IB: Km 104.700 to Km 254.430






Page - 4

Sanjay Gandhi National Park. Widening of this stretch as per IRC standard is not

feasible. This traffic has to pass through congested road network of Mumbai Metropolis

from southward destination and the goods earmarked for export and import also find

difficulty in commuting to and from JNPT, Navi Mumbai. Therefore it would be prudent to

connect the proposed Vadodara Mumbai Expressway to major traffic generators like

JNPT and Mumbai – Pune Expressway. Keeping view of the above, provision of SPUR

to VME was explored. The spur will not only connect to these major traffic generators

but will also result in better dispersal of traffic in the Mumbai Metropolitan Region.

Therefore, the Consultants proposed that the VM Expressway should be connected to

JNPT and Mumbai-Pune expressway via NH-3, NH-8 NH-222 and NH4B for proper

traffic dispersal.



NH8) is currently carrying more than 100,000 PCUs with much substandard geometry









The SPUR connects the main expressway to JNPT, Maha Samrudhi Marg (Mumbai-



reduce both traffic congestion and pollution in the city. The proposed SPUR of VME will

be linking Vadodara – Mumbai Expressway, Ahmedabad- Vadodara Expressway,

Mumbai –Nagpur Expressway and Mumbai - Pune Expressway and thus will provide

expressway connectivity from Delhi – Ahmedabad – Mumbai – Nagpur - Pune.






1.2.3 VME-SPUR Alignment

Year- 2009: During the feasibility study of VME, it was noted that the proposed start

point of VME on NH8 at Mumbai would pose a serious problem of safe and quick

dispersal of traffic from the expressway and would not serve the purpose of connecting

the major traffic generators like Jawaharlal Nehru Port and to Mumbai-Pune

expressway. To ensure proper dispersal of traffic a proposal for providing a SPUR

connection to the VME originating at about km 27 of the expressway and connecting to






Page - 5

Jawaharlal Nehru Port and Mumbai Pune expressway was mooted in the year 2009.

Year- 2011: Government of Maharashtra approved SPUR alignment in the year 2011,

which starts from the main alignment of Vadodara Mumbai Expressway near Koshimb

village and ends at km 24.476 of NH-4B at Panvel near JNPT. Length of the SPUR

alignment was 94.390 km

Year-2013: A meeting was held on 13th September 2013 under the Chairmanship of

Secretary, MoRTH regarding Vadodara-Mumbai Expressway (VME). Based on the

progress of land acquisition and other pre-construction activities, NHAI asked

repackaging of the project. As decided by the NHAI, the development of SPUR has

been included in Phase II of the VM Expressway project.

Year- 2014 to 2019: In further stage it was observed that, ribbon development occurred

along the alignment of Main expressway from Km 0 to Km 26.3 (Phase-III) and land

acquisition in this stretch could not be taken up due to large scale development and

public resistance. To avoid large scale demolition of residential & commercial structures,

Government of Maharashtra gave NOC to delete Phase-III (Km 0 to Km 26.3) of main

expressway. Hence, the SPUR is to be designed in continuity of the Vadodara Mumbai

Expressway (main expressway) at meeting point.

In later stage, MMRDA planned to develop a Multi-Modal Corridor (MMC) which

connects SPUR alignment at km 79+800 and further connect at JNPT and Aulibag.

During the meeting between MMRDA & NHAI, it was decided to have a common

corridor of MMC & SPUR beyond km 79+780 (village Morbe) to JNPT.

During the meeting held on 22nd March 2019 in the office of Regional Officer (NHAI)

Mumbai, it is decided that:

Start point of SPUR will be at Km 26+582 after introduction of one curve for free flow

traffic from expressway to SPUR and vice versa;

SPUR will be initially developed up to km 79+783 i.e. the proposed junction with the

Multi-Modal Corridor of MMRDA.

Development of the remaining section (up to JNPT) shall be clubbed with the

development of Multi-Modal Corridor and shall be taken up later.

Hence, length of the SPUR alignment to be developed in the initial stage (Phase-II) is

79.783 km. The alignment of SPUR has already been included in the Mumbai

Metropolitan Regional Plan 2016-36 of MMRDA. A map showing the VME-SPUR

alignment on Mumbai Metropolitan Regional Plan 2016-36 is shown in Figure 1-2. This

EIA Report deals with SPUR of Vadodara Mumbai Expressway from Km 0+000 to

Km 79+783.






Page - 6

Start Point of SPUR (Ch. 0+000)

End Point of SPUR (Ch. 79+783)

SPUR Alignment

inside Matheran ESZ

Crossing with NH-8

Crossing with NH-3

Vadodara Mumbai

Expressway Main

Alignment

Figure 1-2 Map showing the VME-SPUR alignment on

Mumbai Metropolitan Regional Plan 2016-36






Page - 7

1.2.4 Project Proponent

National Highways Authority of India (NHAI) is an autonomous body and nodal agency

of the Ministry of Road Transport and Highways (MoRTH), Government of India. NHAI is

the project proponent for the development of the proposed SPUR of Vadodara Mumbai

Expressway.

1.3 BRIEF DESCRIPTION OF NATURE, SIZE, LOCATION OF THE PROJECT

The proposed VME – SPUR is a greenfield alignment, which starts at km 26.582 of main

alignment of the Vadodara Mumbai Expressway at Koshimb village of Palghar district at

Ch. 0+000 and terminate at the proposed junction with the Multi-Modal Corridor of

Mumbai Metropolitan Region Development Authority (MMRDA) in Morbe village of

Raigad district at Ch. 79+783. Total length of the SPUR alignment is 79.783 km; out

of which 18.900 km lies in Palghar district, 55.260 km lies in Thane district and

remaining 5.623 km lies in Raigad district of Maharashtra. The proposed alignment is

passing through 68 villages and 6 Talukas (Vasai, Wada, Bhiwandi, Kalyan, Ambarnath

and Panvel) in the State of Maharashtra. Chainage wise village list is given in Annex

1.3. The predominant land use along the alignment is agricultural followed by vegetation

cover. An Index Map showing the location of the proposed expressway is presented in

Figure 1-3.

1.4 SCOPE OF THE STUDY

The proposed project is 8 lane access controlled green field expressway. Applicability of

various environmental laws, regulations and guidelines was reviewed for the proposed

project and its allied activities. As per the EIA Notification, 2006 and its subsequent

amendments, it falls in item. No 7 (f) of the Schedule to the Notification and is a

category “A” project, requires Prior Environment Clearance from the MoEFCC, GOI.

Form-I for obtaining ToR from the MoEFCC was submitted on 13th July 2019. The

project was considered in 220th meeting of Expert Appraisal Committee (EAC) of

MoEFCC held on 26th July 2019. After detailed deliberation, the EAC deferred the

proposal for want of additional information / documents and decided to carry out site

inspection before issuing the ToR.

Accordingly a Sub-committee of EAC was constituted and the Sub-committee visited the

proposed site from 13th to 15th November 2019. The site visit report of the Sub-

committee was discussed and approved in the 227th EAC meeting held on 28th

November, 2019 and compliance of the same was submitted on 18th February 2020.

The project was further considered in 232nd meeting of EAC held on 27th February 2020

and the EAC recommended for grant of ToR. Accordingly, the MoEFCC issued the ToR

for conducting EIA Study vide letter dated 16th March 2020 (MoEFCC File No. 10-

29/2019-IA.III).






Page - 8

Figure 1-3

Index Map showing the

location of the

Proposed VME-SPUR






Page - 9

This EIA Report has been prepared as per the approved ToR and compliance of the

ToR is given in the beginning of this EIA report.

1.5 REVIEW OF POLICY, REGULATIONS AND LEGAL FRAMEWORK

The relevant / applicable sections of following acts, policy guidelines, regulations and

legislations framed by the Government of India / Government of Maharashtra for

environmental safeguards are to be followed:

Environment (Protection) Act and Rules, 1986

EIA Notification, 14th September 2006 and its subsequent amendments

The Water (Prevention and Control of Pollution) Act and Rules, 1974, 1975

The Air (Prevention and Control of Pollution) Act, Rules and Amendment, 1981,

1982, 1983, 1987

Noise Pollution (Regulation & Control) Rules, 2003 and amended in 2010

Forest (Conservation) Act, 1980 and its amendments

Forest (Conservation) Rules, 2003 and its amendments

Forest (Conservation) Second Amendment Rules,2014

The Schedule Tribes and other Traditional Forest Dwellers (Recognition of Forest

Rights) Act, 2006

The Schedule Tribes and other Traditional Forest Dwellers (Recognition of Forest

Rights) Amendment Rules, 2012

Maharashtra Felling of Trees (Regulation) Act, 1964 and its amendments

Wildlife (Protection) Act, 1972 and its amendments

Coastal Regulation Zone (CRZ) Notification, 2011 & 2019

MoEFCC approved CZMP Coastal Zone Management Plan of Palghar & Thane

district, dated 28.02.2019

Solid Waste Management Rules, 2016 and amendments

Construction and Demolition Waste Management Rules, 2016

The Hazardous and Other Waste (Management and Transboundary Movement)

Rules, 2016

Maharashtra Plastic and Thermocol Products (Manufacture, Usage, Sale, Transport,

Handling and Storage) Notification, 2018

Chemical Accident (Emergency Planning, Preparedness and Response) Rules,

1996

Ancient Monuments and Archaeological Sites and Remains (Amendment and

Validation) Act, 2010

Disposal of Fly Ash Notification 2009 and its amendments on 25th January 2016

MoEFCC Office Memorandum (File No. 22-13/2019-IA.III) dated 28th August 2019

regarding Fly Ash Notification and subsequent amendments

The Motor Vehicles (Amendment) Act, 2019

The Motor Vehicles (Amendment) Bill, 2019

The Explosive Act, 1884 and The Explosive Rules, 2008

Public Liability Insurance Act, 1991

The Mines Act. 1952

Mines and Minerals (Development and Regulation) Amendment Act, 2015






Page - 10

The Building and Other Construction workers (Regulation of Employment and

Conditions of Service) Act 1996

Any other applicable Acts, Policies, Notification, Circulars, Guidelines etc.

Over and above, the project also gives due importance to the road construction

standards, norms, guidelines and management procedures prescribed by the Indian

Roads Congress (IRC), which includes:

Table 1-1 Applicable IRC Codes

IRC:SP:108 Guidelines on Preparation and Implementation of EMP

IRC:119 Guidelines for Traffic Safety Barriers

IRC:120 Recommended Practice for Recycling of Bituminous Pavement

IRC:SP:98 Guidelines for the use of Waste Plastic in Hot Bituminous Mixes

IRC:SP:99 Manual of Specifications and Standards for Expressways

IRC:37 Guidelines for the Design of Flexible Pavements

IRC:SP:93 Guidelines on Requirements for Environmental Clearance for

Road Projects

IRC:SP:21 Guidelines on Landscaping and Tree Plantation

IRC:SP:58 Guidelines for Use of Fly Ash in Road Embankments

IRC: SP:55 Guidelines for Safety in Construction Zones

IRC: SP: 44 Highway Safety Code

IRC:103 Guidelines for Pedestrian Facilities

IRC: SP: 32 Road Safety for Children

IRC:56 Recommended Practices for Treatment of Embankment Slopes

for Erosion Control

IRC:10 Recommended Practices for Borrow pits for Road Embankments

Constructed by Manual Operation

Any other applicable IRC codes as given in IRC:SP 99 - 2013

1.5.1 Clearances Required

A summary of various statutory clearances required to be obtained by the Project

Proponent before start of construction of the proposed expressway is discussed below:

a. Environment Clearance: The proposed project is a green field expressway. As per

the EIA Notification, 2006 and its subsequent amendments, it is a category “A”

project and Environmental Clearance is required from the EAC of MoEF&CC.

b. CRZ Clearance: The proposed VME-SPUR alignment crosses tidal influenced parts

of a small nala (connected to Tansa River), the Bhatsa River and Kalu River. The

proposal for CRZ Clearance was uploaded through online portal of MCZMA on

13.07.2021. The proposal was considered by the Environment and Climate Change






Page - 11

Department, Government of Maharashtra on 21.09.2021. The Government of

Maharashtra recommends the proposal to MoEF&CC vide letter dated 29.09.2021

subject to compliance of the specific and general conditions.

c. Forest Clearance: The proposed project involves diversion of approx. 122.6133 ha

Forest Land. Hence, Forest Clearance is required. Proposal has been uploaded on

6th November 2020 (FC Proposal No. FP/MH/ROAD/53857/2020) and it is under

examination with the State Government.

d. NBWL Clearance: The proposed SPUR does not pass through any protected

areas and is located at a distance of 0.698 km from the boundary of the

Tungeshwar Wildlife Sanctuary. Final ESZ Notification of Tungeshwar Wildlife

Sanctuary has been published on [S.O.3250 (E)] 11th September 2019. The

proposed expressway is located at a distance of 0.275 km from the notified ESZ

boundary i.e. outside ESZ. It may be mentioned that the same has been vetted by

the forest officials who were present during site visit of EAC sub-committee on

14.11.2019. Further, the distance has been verified from the office of the Chief

Wildlife Warden, Govt. of Maharashtra while approving the Wildlife Conservation

Plan for VME-SPUR. As per MoEFCC Office Memorandum dater 8th August 2019

(F. No. 22-43/2018-IA.III), clearance from Standing Committee of NBWL is not

required.

e. Clearance from Monitoring Committee for Matheran ESZ: The proposed

alignment passes through Matheran ESA from km 71+532 to 75+426(both buffer

and eco-sensitive zone) and from km 77+115 to km 77+691 (only buffer zone). The

Monitoring Committee for Matheran ESZ has approved the SPUR alignment inside

the Matheran ESZ vide letter dated 16th April 2013. However, as suggested by the

MoEFCC in the approved ToR, fresh application was submitted on 24.11.2020. The

District Collector, Raigad and Member Secretary of Monitoring Committee of

Matheran Eco-Sensitive Zone vide letter dated 24.03.2021 communicated that

the approval given by the Matheran Monitoring Committee vide letter dated

16.04.2013 is still valid.

f. Consent to Establish: NOC under Air Act & Water Act from Maharashtra Pollution

Control Board (MPCB) is required for the proposed greenfield expressway before

start of construction.

g. ASI Clearance: No ASI Protected Monument or World Heritage Monument is

located within 300m of the proposed expressway alignment. Therefore, ASI

Clearance is not required.

Apart from the clearances as mentioned above, the contractor before starting the

construction work has to obtain the Clearances / NOCs as listed in Table 1-2 for

operating his equipment and starting construction activity.






Page - 12

Table 1-2 Clearances required to be obtained by the Contractor

Sl.

No.

Construction Activity &

Type of Clearance

Required

Statutory Authority Statute Under which Clearance is

Required

1. Consent for Establishment

of Hot Mix Plant, WMM

Plant, Stone Crushers and

Batching Plant

Maharashtra Pollution

Control Board

Air (Prevention and Control of Pollution)

Act, 1981

Water (Prevention and Control of

Pollution) Act, 1974

The Noise Pollution (Regulation and

Control) Rules, 2000 2. Consent for Operation of

Hot Mix Plant, WMM Plant,

Stone Crushers and

Batching Plant

3. Permission for withdrawal of

groundwater for

construction

Central Ground Water

Authority

State Ground Water

Board

Environment (Protection) Act, 1986

Ground Water Rules, 2002

4. Permission for extraction of

sand from river bed

Department of Mines &

Geology, Government

of Maharashtra

Mines and Minerals (Development and

Regulation) Amendment Act, 2015

5. Permission for extraction of

sand from river bed

District Level

Environment Impact

Assessment Authority

(DEIAA)


6. Opening of new quarry area Department of Mines &

Geology, Government

of Maharashtra


Control Board


The Mines Act. 1952

Mines and Minerals (Development and

Regulation) Amendment Act, 2015

The Explosive Rules, 2008


Act, 1981



7. Location and layout of

workers camp, & equipment

and storage yards


Control Board

Environment (Protection) Act, 1986;

The Hazardous and Other Waste

(Management and Transboundary

Movement) Rules, 2016

8. Discharges from labour

camp


Control Board



9. Storage, handling and

transport of hazardous

materials


Control Board

Hazardous and Other Waste

(Management and Trans-boundary


10. NOC for controlled blasting Revenue Department /

District Collector


Control Board

The Explosives Rules, 2008






Page - 13

Sl.

No.

Construction Activity &

Type of Clearance

Required

Statutory Authority Statute Under which Clearance is

Required

11. Disposal of Bituminous

Wastes (if any)

Intimate local civic body

to use local solid waste

disposal site

Hazardous and Other Waste

(Management and Trans-boundary


12. PUC Certificate for all

construction vehicles and all

machineries

Transport Department

of Govt. of Maharashtra

The Motor Vehicles (Amendment) Act,

2019

The Motor Vehicles (Amendment) Bill,

2019

13. Installation of DG Set

(Consent to Establish)


Control Board


Act, 1981

The Noise Pollution (Regulation and

Control) Rules, 2000 14. Operation of DG Set

(Consent to Operate)

15. Engagement of Labour

- Labour License

Labour Commissioner

(Ministry of Labour and

Employment)

The Building and Other Construction

workers (Regulation of Employment

and Conditions of Service) Act 1996

Contract Labour (Regulation and

Abolition) Act 1970 along with Rules,

1971

16. Engagement of Labour

- Social Security

- Labour Welfare

- Wages

Labour Commissioner

(Ministry of Labour and

Employment)

The Employees’ Provident Fund &

Miscellaneous Provisions (Amendment)

Act, 1996

The Personal Injuries (Compensation

Insurance) Act, 1963

The Inter-State Migrant Workmen

(Regulation of Employment and

Conditions of Service) Act, 1979

Equal Remuneration Act, 1976

The Payment of Wages (Amendment)

Act, 2005

The Minimum Wages Act, 1948

The Minimum Wages (Central) Rules,

1950

In addition to the above, Contractor has to obtain:

Insurance related to 3rd party insurance, Indemnity, Workmen Compensation etc.

Permission / license to store explosive materials

Permission from local Panchayat / Municipal body for setting up Construction Camp

Change of Land Use Certificate from District Land Revenue Officer (DLRO)






Page - 14

1.6 STRUCTURE OF THE FINAL EIA REPORT

Volume: I Final Environment Impact Assessment Report

Compliance of ToR

Executive Summary

Chapter-1 : Introduction

Chapter-2 : Project Description

Chapter-3 : Description of the Environment

Chapter-4 : Anticipated Environmental Impacts & Mitigation Measures

Chapter-5 : Analysis of Alternatives

Chapter-6 : Environmental Monitoring Program

Chapter-7 : Additional Studies

Chapter-8 : Project Benefits

Chapter-9 : Environmental Management Plan

Chapter-10 : Summary and Conclusion

Chapter-11 : Disclosure of the Consultant

Volume: II Annexes to Final Environment Impact Assessment Report

Annex-1.1 : ToR of MoEF&CC dated 16th March 2020

Annex-1.2 : Gazette Notification of VME-SPUR

Annex-1.3 : Chainage wise Village List

Annex-2.1 : Layout Plan of the VME-SPUR

Annex-3.1 : VME-SPUR Alignment on Survey of India Toposheet

Annex-3.2 : Map of Catchment Area and Drainage Network

Annex-3.3 : Flora and Fauna of Matheran

Annex-3.4 : Distance Certificate issued by the Conservator of Forests, Sanjay

Gandhi National Park, Bborivali

Annex-3.5 : VME-SPUR alignment in Zonal Master Plan of Matheran ESZ

Annex-3.6 : Approval of Monitoring Committee of Matheran ESZ

Annex-3.7 : CRZ recommendations of Government of Maharashtra

Annex-4.1 : Typical Drawing of Silt Fencing

Annex-4.2 : Typical Drawing of Oil & Grease Interceptor

Annex-5.1 : Approval of SPUR Alignment by the Government of Maharashtra

Annex-7.1 : Public Hearing Minutes of Raigad District

Annex-7.2 : Public Hearing Minutes of Thane District

Annex-7.3 : Public Hearing Minutes of Palghar District

Annex-9.1 : Guidelines for Top Soil Conservation and Reuse

Annex-9.2 : Guidelines for Siting and Layout of Construction Camp

Annex-9.3 : Guidelines for Siting, Operation & Re-Development of Borrow Areas

Annex-9.4 : Guidelines for Siting, Operation and Re-development of Quarry Site

and Stone Crushing Unit

Annex-9.5 : Monitoring Format for Use of Fly Ash

Annex-9.6 : Guidelines for Sediment Control






Page - 15

Annex-9.7 : Guidelines for Waste Water Treatment in Construction Camp

Annex-9.8 : Guidelines for Siting and Management of Debris Disposal Site

Annex-9.9 : Guidelines for Preparing Comprehensive Waste Management Plan

Annex-9.10 : Guidelines for Traffic Management Plan

Annex-9.11 : Guidelines to Ensure Worker’s Safety during Construction

Annex-9.12 : Guidelines for Storage, Handling, Use and Emergency Response for

Hazardous Substances

Annex-9.13 : Reporting Formats of EMP Implementation

Annex-9.14 : Approval of Chief Wildlife Warden, Maharashtra State





Chapter-2 : Project Description Revision: R1

Page - 16

CHAPTER-2: PROJECT DESCRIPTION

2.1 PROJECT PROFILE



district (design chainage 0+000) and terminate at the proposed junction with the Multi-

Modal Corridor of Mumbai Metropolitan Region Development Authority (MMRDA) in

Morbe village of Raigad district (design chainage 79+783). Total length of the SPUR

alignment is 79.783 km; out of which 18.900 km lies in Palghar district, 55.260 km lies

in Thane district and remaining 5.623 km lies in Raigad district of Maharashtra. The

District and Taluka wise length of proposed VME-SPUR is given in Table 2.1.

Table 2-1 Taluka wise break-up of Length of Proposed Expressway

District Taluka No. of Village Start Chainage End Chainage Length (Km)

Palghar Vasai 12 0+000 13+520 13.520

Wada 3 13+520 18+900 5.380

Thane

Bhiwandi 22 18+900 45+400 26.500

Kalyan 12 45+400 58+830 13.430

Ambarnath 13 58+830 74+160 15.330

Raigad Panvel 6 74+160 79+783 5.623

Total 68 79.783 Km


The Geo-graphical Coordinates of start and end points of the proposed expressway are

given in Table 2-2.

Table 2-2 Project Coordinates

Description Coordinates

Starting Point (design chainage 0+000) 19°29'19.44"N, 72°52'58.86"E

End Point (design chainage 79+783) 19° 3'59.65"N, 73°10'49.57"E


Project : Project: Development of 8-lane SPUR Starting from Km 26.582 of Vadodara - Mumbai Expressway Main Alignment (Design Chainage 0+000) and terminating at

proposed Junction with the Multi-Modal Corridor of MMRDA (Design Chainage 79+783) in the state of Maharashtra



Page - 17

Tungareshwar

Wildlife Sanctuary

Figure 2-1 Proposed Expressway alignment marked on Satellite Imagery (Google Earth)

MATHERAN

ESZ

Start Point

(Ch. 0+000)

End Point (Ch. 79+783)

NH 8

NH 8

NH 3

Proposed

VME-SPUR

Proposed MMC

Corridor

TUNGARESHWAR

WLS






Page - 18

Crossing with Kalu River at km 47.300 Crossing with Railway line at km 47.940

2.2 DESCRIPTION OF THE ALIGNMENT

Section from Ch. 0+000 to crossing of NH8 (Ch. 1+860)

The SPUR alignment takes off from km 26.582 of the main expressway in Vasai at

Palghar district and crosses NH8 (New NH-48) at km 1.860. At NH8 full cloverleaf is

proposed. There is one village road and one track crosses in this section. The section is

in plain terrain.

Section from Ch. 1+860 to 39+750 (Interchange on NH-3)

The alignment in this section crosses the Tansa River at km 3.400 and then moves

westwards parallel to Tansa River in the valley between the hills of Tungareshwar and

Damna reserved forest upto km 18.850. Then the alignment crosses Tansa River and

moves down southwards. After crossing Tansa River, the alignment enters into Thane

District at Ch. 18+864. The alignment crosses SH-35 at km 31.300 and NH-3 at km

38.260. Due to difficult terrain at crossing location and land constraint, a offset (double

trumpet) interchange has been proposed on NH-3 at Km 39.748.

The alignment in this section is in plain / rolling terrain. In this section the alignment has

8 major bridges, 7 minor bridges, 1 Vehicular Underpasses, 21 Pedestrian

Underpasses, 3 flyovers and 14 Cattle Under passes.

Section from km 39.750 (offset interchange on NH3) to 52.810 (NH-222)

The alignment moves in the south easterly direction after crossing NH3. The alignment

crosses the two tributaries of Ulhas river at km 45.400 (Vatsa River) and at km 47.300

(Kalu River).The alignment lies mostly in plain terrain. Recently Maharashtra

Government planned to build Maharashtra Samurddhi Mahamarg from Nagpur to

Mumbai.






Page - 19

Crossing with NH-222 at km 52.810 Crossing with Railway line at km 67.500

As per plan the expressway will take up from Km43+00 of SPUR. In this section the

alignment has 2 major bridges, 1 minor bridge, 1 Vehicular Underpass, one flyover, 2

Pedestrian Underpasses and 7 Cattle Underpasses. It crosses central railway line at km

47.938 where an ROB is proposed. The interchange at NH222 is a partial cloverleaf

mainly catering to movement to and from Mumbai Metropolitan Region (MMR).

Section from 52.810 (NH222) to km 67.960 (SH 43 near Badlapur)

The alignment in this section moves parallel to Ulhas River on its western side. It passes

the Badlapur village on the west side and turns south west before crossing Ulhas River

at km 67.200. Then the alignment crosses Mumbai-Karjat (central railway) and SH-43

near Sape village at km 67.960.

In this section the alignment has one major bridge, 2 minor bridges, 2 Vehicular

Underpasses, 3 Vehicular overpasses 5 Pedestrian Underpasses, 5 Cattle Underpasses

and one ROB cum major bridge.

Section from 67.960 (SH 35) to km 79.783 (MMC merging near Morbe)

During discussion with NHAI, it was decided to provide interchange on SH-43 to cater to

the traffic flow of Badlapur and Ulhas Nagar. Thereafter the alignment moves westwards

and enters the hills of the Matheran Eco-Sensitive Zone / Reserved Forest. A 4.160 km

long tunnel has been proposed which will go under the Matheran Eco-Sensitive Zone.

The start point of the tunnel is at km 71.520 (before buffer zone of Matheran ESZ). This

tunnel will preserve the ecology of the Matheran.

During further Geotechnical and Hydrological investigation, it is observed that, there is a

nallah running from Matheran and crossing the alignment at km 75.760. Provision of

tunnel under the nallah will create hydrological hazard to the tunnel such as seepage

and disturbance to flow. Hence, to keep the natural flow as it is and to protect the tunnel

from seepage; a minor bridge has been proposed over the nallah. Accordingly, the

tunnel portal has been terminated before nallah at km 75.680. However, after this

shifting also, the end point of the tunnel is outside the buffer zone of the Matheran ESZ.






Page - 20

Total length of the tunnel is 4.160 km.

The alignment enters Raigarh district at km 74.160. As explained above, Mumbai

Metropolitan Region Development Authority (MMRDA) is planning to construct a Multi

Modal Corridor (MMC). The MMC meets the proposed SPUR alignment at Km 79+783.

As decided during the meeting with MMRDA and NHAI, the development of the

remaining section of SPUR up to JNPT (NH4B) shall be clubbed with the development

of MMC and shall be taken up later. In this section the alignment has one major bridge,

4 minor bridges, 3 Cattle Underpasses and 1 pedestrian underpass.

2.3 ESTIMATED TRAFFIC

To estimate the expected traffic movement on V-M Expressway and the SPUR, traffic

surveys were conducted on the important roads in the vicinity of the proposed

alignment. These are: NH-8, NH-6, NH4, NH4B, Mumbai Pune expressway and state

highways cutting across the proposed V-M Expressway and the SPUR alignments.

Manual classified traffic volume / occupancy survey at 25 locations, Intersection turning

movement survey at 27 locations, one day Origin-Destination survey at 13 locations,

and axle load survey at 4 locations were carried out during April-May, 2009 and Dec

2009.

The average daily traffic PCU/Day in these count stations was found to be varying from

7402 vpd to 67709 vpd or 13148 PCU/Day to 107591 PCU/Day. NH8 is carrying traffic

in the range of 50,000 to 80,000 PCU per day. The average journey speed on Mumbai-

Vadodara section of NH 8 was found to be in the range of 50-60 km/ hr. to 80-90 km/hr.,

where as the speed within MMR is about 30 – 50 km/hr. The Vehicle Damage Factor

(VDF) as assessed on NH-8 section for 2 axle vehicles varies from 2.04 to 5.86 whereas

VDF for 6 axle vehicles were in the range of 19.48 to 25.69.

Speed-flow equations were also developed for different category of roads in the

influence area. The origin-destination details were collected from the trip makers during

the O-D Survey on sample basis. The vast data and information collected as part of the

traffic and travel surveys were utilized in assessing the traffic estimates for the proposed

Expressway facility, and for identifying the locations of toll plazas and interchanges. The

O-D survey samples revealed that the proportions of different categories of trips

(internal-internal, internal-external and external-external) captured in the sample was

more or less uniform in all the locations of O-D survey.

From the data collected in willingness to pay survey, a detailed analysis of the

acceptable toll rates for various categories of passenger and goods traffic was done.

The analysis has shown the sensitivity of acceptable toll rates to the distance and

frequency of travel, the commodity transported or purpose of travel. The basic

willingness to pay for better service was established from the WTP survey and large

proportion of both car users and trucks have expressed willingness to pay toll rates

higher than the normal NH toll rates.






Page - 21

The traffic zone system developed for the study area comprises of 89 traffic zones. The

traffic zone system has been developed in such a manner so as to identify the traffic

originating and destined from various important cities, ports and industrial areas located

in the influence area of proposed expressway. The district level zoning system has been

adopted outside the immediate influence area of expressway alignment while the block

level zoning system has been developed to study the traffic demand pattern from/to the

areas located close to the alignment. This zoning scheme has been used for the

development of the Regional Transport Demand Model (RTDM).

The consultant developed a RTDM (i.e. the influence area of the proposed expressway)

considering number of parameters during the process of transport demand generation,

distribution and assignment on the road network of study area.

In order to consider comprehensive network deterrence, the parameters which

encompass the main cost component of travel between a pair of zones, accounted in

the Generalised Cost equation were developed for various modes and road categories.

The generalized cost equation adopted for the RTDM has the following form:

GC = (CFt*VOCt) + (CFd*VOCd) + Toll Fee

Where, CFt is the cost function affecting the VOT and CFd is the cost function

influencing the VOC. The toll charges for using a particular link of the network is

considered in the overall cost of travel in the network for a particular mode. The

generalized cost equation therefore captures both the direct and indirect cost to the road

user in the adopted network. The toll rate for the expressway is considered as 1.25

times the NH8 toll rates.

The equilibrium assignment technique has been used for traffic assignment in this study.

In this method, the trip matrices derived are assigned on the network based on All-or-

Nothing assignment before updating the cost. Once the trips are assigned on the

network, the cost is updated using the generalized cost function which has an in-built

V/C function (speed-flow function) in it. With the updated cost of each link, the trips are

again getting reassigned in the way that no trip maker can reduce his path costs by

switching routes on the network based on the user equilibrium concept. The model

assignment was validated using data on NH-8.

The error level was within + 10%, the model and is considered validated for use in the

forecast. Using the growth rates estimated from transport elasticity and the trend, mode

wise trip ends were projected for different horizon years (2015, 2020, 2025, 2030, 2035

and 2045).

Based on the traffic survey conducted in year 2009, and the DPR for VM Expressway

was submitted in 2012. Further as per the instruction of NHAI, the Consultant carried out

traffic surveys on selected locations in 2016 to update the traffic figures, analysis and

forecast. Based on the observed traffic volumes in the year 2016, the estimated traffic of






Page - 22

the expressway sections and competing road links (NH-8 and NH-4) was revised.

The traffic estimates for VME were carried out earlier by adopting toll rates for

expressway 1.25 times that of NH toll rates. However, during the meetings held with

NHAI in April 2017 it was discussed that the Base Toll Rates of Expressway are 1.25

times that of NH toll rates. The effective toll rates of VME including the structures are 1.8

times. Hence, the traffic estimates for VME have been revised by considering higher toll

rates. This has resulted in lesser traffic being diverted on VME as compared to the

previous traffic estimates. The section wise traffic assignment for the SPUR for various

horizon years is given in Table 2-3.

Table 2-3 Section wise Estimated AADT for SPUR

(PCU per day with toll 1.8 times NH toll), revised in 2017

Section No.

Chainage (Km) Estimated AADT (in PCU)

Start End 2021 2025 2030 2035 2045

1 0+000 1+860 9,972 12,146 14,469 15,711 18,953

2 1+860 39+748 15,744 19,236 22,837 24,467 28,512

3 39+748 52+810 23,184 28,353 33,519 35,441 40,056

4 52+810 90+610 22,362 27,338 32,293 34,094 38,302

5 90+610 94+390 11,199 13,789 16,217 16,700 17,627

2.3.1 Capacity Analysis for SPUR Sections

As per Section 6.3.4 of IRC:SP-99 “Capacity Analysis”, design service volumes for four

lane, six lane and eight lane expressway were considered as given in Table 2-4.

Table 2-4 Capacity and Service Volumes at Various LOS for 4, 6 and 8 lane Expressway

Peak Hour Proportion Design Service Volume (LOS B) in PCU/Day

4-lane 6-lane 8-lane

6% 86,000 1,30,000 1,73,000

8% 65,000 98,000 1,30,000

Based upon the traffic volume in futures years as given in table 2 and design service

volume mentioned in Table 2-4, it is appropriate to provide 4-lane facility so that the

Spur operates within the desired LOS B.

Since the expressway from Vadodara to Mumbai has been proposed to be 8 lane

configurations in the opening year and keeping the continuity, SPUR also proposed as

8 lane facility. The matter was also discussed in the meeting held on 22nd March 2019

in the office of RO, Mumbai, NHAI has agreed in principle.






Page - 23

2.4 PROPOSED DEVELOPMENT

2.4.1 Configuration of Proposed Alignment

The proposed SPUR of Vadodara Mumbai Expressway is to be built as an access

controlled expressway with access allowed only at proposed interchanges. It will be an 8

lane divided carriageway and all structures will be eight lanes from the opening year.

The details of proposed cross sections for 8 lanes are given in Table 2-5.

Table 2-5 Configuration of Proposed SPUR Alignment

Sl. No. Element Section Description

1. Carriage way Dual carriageway : 4 x 3.75 x 2 (8 lane)

2. Paved shoulder 3.0 m on outer edge of each carriageway

3. Earthen shoulder 2.0 m on outer edge of each carriageway

4. Flushed Median 6.0 m including edge strip

Further it is proposed to build connecting roads along the expressway at some locations

to facilitate movement of local traffic. The expressway has been designed as per IRC

SP 99-2013. The typical cross sections are shown in Figure 2-2. Layout Plan of the

proposed VME-SPUR is given in Annex 2.1.

2.4.2 Right of Way

The proposed Right of Way (RoW) of VME-SPUR is 100 m in general except at

interchanges, highway amenities, truck parking, where additional land shall be required

as per actual design.

MoEFCC at the time of issue of the ToR suggested reducing the RoW to 70 m except

for the junction improvement at the intersections of the other roads. Accordingly, the

design of the expressway has been further revised and efforts were made to reduce the

RoW to 70 m to the extent possible, especially in the forest stretches to minimize the

diversion of the forest land.

Chainage wise stretches, where ROW has been reduced from 100 m to 70 m as

suggested by the MoEFCC is presented in Table 2-6.

Table 2-6 Reduction in ROW as suggested by the MoEFCC

Stretches Village Name

Forest land saved (ha)

Forest Type From (Ch.) To (Ch.) Length (m)

0+000 0+250 250 Koshimb 0.356 Protected Forest

0+400 0+800 400 Khardi, Shirsad 1.060 Protected Forest

3+038 3+343 305 Chandip 1.420 Protected Forest

10+912 11+100 188 Kalambhon 1.105 Protected Forest

13+660 14+185 525 Nimbvali 3.538

Reserved & Protected Forest 14+600 15+100 500 Nimbvali

16+100 16+260 160 Gorad 1.350 Protected Forest

TYPICAL CROSS SECTION (TCS-1) OF EXPRESSWAY 8-LANE DIVIDED C/W WITHOUT CONNECTING ROAD

TYPICAL CROSS SECTION (TCS-2) OF EXPRESSWAY 8-LANE DIVIDED C/W WITH RIGHT SIDE CONNECTING ROAD


RevisionsPh : 4086-3000, Fax 2685-5252

Prepared by Designed by Checked by Approved by File Name :

A-8, Green Park, New Delhi - 110016Intercontinental Consultants & Technocrats Pvt.Ltd,

NATIONAL HIGHWAYSAUTHORITY OF INDIA DEEPAK KUMARB.K SWAIN ASEEM PRABHAKAR

R1DateRevisions

INITIAL PLANDescription Checked by

Scale : Development of 8-Lane SPUR Starting from Km. 26.582 of VadodaraMumbai Expressway Main alignment (Design Chainage 0+000) andTerminating at Propopsed Junction with the Multi-Modal Corridor of

MMRDA (Desing Chainage 79+783) in the State of Maharashtra

January, 2021

SUMIT

Not to ScaleFIGURE NO. 2.2

TYPICAL CROSS SECTION






Page - 24

Stretches Village Name

Forest land saved (ha)

Forest Type From (Ch.) To (Ch.) Length (m)

16+450 16+550 110 Kelthan 1.170 Protected Forest

16+700 16+935 235

20+972 21+088 116 Mahalunge 0.355 Reserved Forest

24+217 24+550 333 Kasbe Dugad 1.007 Reserved &

Protected Forest

31+010 31+075 65 Nandithane 0.303 Protected Forest

31+100 31+227 127 Supegaon 1.366 Protected Forest

31+360 31+625 265

33+000 33+305 305 Nivali 0.849 Protected Forest

33+360 33+615 255 Pundas 0.8091 Protected Forest

37+780 38+235 455 Vadpe, Boriwali 1.033 Reserved Forest & Section 35 Forest 57+693 58+305 612 Apti Tarfe Bahe 2.921

71+700 74+160 2460# Bhoj 3.593 Reserved Forest

74+160 74+600 440# Wangani Tarfe Taloje

1.875 Reserved &

Protected Forest 74+600 75+050 450# Karambeli Tarfe Taloje

77+400 77+600 200# Shiravali 0.1666 Protected Forest

Total 8756

24.276

# Note: Tunnel has been proposed at this stretch. RoW has been reduced from 100 m to 85 m. However, in

this stretch, there will be no impact on the forest land.

In can be concluded from Table 2-6 that in 8.756 km stretch, RoW has been reduced

and 24.276 ha forest land has been saved.

2.4.3 Bridges

The VME-SPUR alignment is crossing major / minor rivers, drains and nala at number of

locations where major / minor bridges have been proposed as per hydraulic

considerations. During the meeting of the Expert Appraisal Committee (EAC) of

MoEFCC for issue of ToR, the Committee suggested to provide viaduct between km

3.000 to km 19+000 of proposed SPUR, which will act as an animal crossing.

Considering the same, the length of bridges between km 3.000 to km 19+000 has been

increased with addition of viaduct span.

7 major bridges and 6 major bridges cum viaduct (Table 2-7) and 14 minor

bridges (Table 2-8) have been proposed along the proposed stretch of SPUR.

Apart from that 3 minor bridges have been proposed at interchange (Table 2-9);

2 minor bridges have been proposed over gas pipeline (Table 2-10),

2 minor bridges have been proposed on interchange connecting road at Km

39+748 and

2 minor bridges have been proposed on gas pipeline on VOP road and NH-222.






Page - 25

Table 2-7 Details of Major Bridge

Sl. No.

Chainage Description Span Arrangement c/c Expansion (m)

Total Length (m)

Structure Type

1. 3+408 Tansa River (bridge + Viaduct)

15 x 42.200 634.0 PSC Girder

& Slab

2. 6+375 Local Nala (bridge + Viaduct)

26 x25.0 650.0 RCC Girder

& Slab

3. 10+264 Tansa Tributary (bridge + Viaduct)

3x42.200 + 2x21.100 + 18x42.200

929.0

PSC / RCC Girder & Slab

4. 13+463 Murumla Nadi (bridge + Viaduct)

LHS - 16 x 42.20; RHS - 9 x 42.20 + 1 x 20.0 + 1 x 47.20 + 1 x 17.2 + 5 x 42.2

675.0

5. 15+162 Local Nala (bridge + Viaduct)

11 x25.0 275.0

PSC Girder & Slab

6. 18+421 Tansa River (bridge + Viaduct)

9 x 37.200 + 2 x 18.600 +

18 x 37.200 1042.0

7. 33+334 Kamvadi River 3 x 38.479 115.508

8. 37+420 Pond 4 x 30 120.050

9. 45+400 Vatsa River 7 x 47.20 330.45

10. 47+300 Kalu River 7 x 47.200 + 2 x 42.200 414.800

11. 57+619 Barvi River 4 x 42.2 168.850

12. 69+985 Stream 4 x 23.794 95.304 RCC Girder

& Slab


In addition to above, one major bridge has been proposed on interchange connecting

road at km 69+000.

Table 2-8 Details of Minor Bridges over Rivers / Streams / Nallas / Utility

Sl. No.

Chainage Description Span Arrangement c/c

Expansion (m) Total Length

(m) Structure Type

1. 20+955 Nallah 1 x 27.2 27.250 PSC Girder & Slab

2. 21+760 Stream 1 x 27.2 27.250

3. 22+572 Stream 1 x 10.420 10.440 RCC Solid Slab

4. 24+915 Stream 1 x 39.603 39.690

PSC Girder & Slab 5. 26+760 Stream 1 x 27.200 27.250

6. 31+080 Stream 1 x 42.2 42.250

7. 34+235 Stream 1 x 27.2 27.250 RCC Girder & Slab

8. 51+340 Stream 1 x 45.648 45.708

PSC Girder & Slab 9. 55+600 Minor Bridge 1 x 30.765 30.84

10. 58+945 Minor Bridge 1 x 27.847 27.91

11. 70+540 Stream 1 x 32.523 32.581

12. 71+350 Stream 1 x 22.850 22.90 RCC Girder & Slab






Page - 26

Sl. No.


Expansion (m) Total Length

(m) Structure Type

13. 75+760 Stream 2 x 6.0 x4.0 13.40 Twin cell box

14. 76+780 Stream 2 x 6.0 x6.0 13.40


Table 2-9 Details of Bridges at Interchange

Sl. No.


Expansion (m)

Total Length

(m) Structure Type

1. 39+748

Minor bridge 3 x 5 x 3 16.80 PSC Girder &

Slab 2. Major bridge 1 x 15.85 15.90

3. Major bridge 3 x 5 x 2.9 16.80


Table 2-10 Details of Bridges over Gas Pipeline

Sl. No.


Expansion (m)

Total Length

(m) Structure Type

Deck Configuration

(m)

1. 41+665 Minor bridge

over Gas Pipe Line

1 x 37.202 37.254 PSC Girder &

Slab 2 x 21.25

2. 52+642 Major bridge

over Gas Pipe Line

1 x 62.900 63.0 Steel composite

Girder &RCC slab 21.25 + 21.25


2.4.4 Culverts

107 RCC Box culverts are proposed across the expressway to prevent disturbance of

the natural and artificial drainage system. 53 culverts cum animal crossing are

proposed which will act as dedicated animal crossing throughout the year. Apart from

the above, culvert has been proposed on interchanges and VOP locations as

summarized in Table 2-11.

Table 2-11 Summary of Culvert

Sl. No. Description Number of Culverts

1 Culverts along main expressway 107

2 Culvert cum dedicated Animal Crossing 53

3 Culverts for Interchanges 61

4 Culverts for Cross Road (VOP locations) 17

Total number of proposed culverts 238


Total number of culverts proposed along VME-SPUR is 238.






Page - 27

2.4.5 Interchanges

Interchanges are required on expressways for transfer of traffic from the expressways to

other intersecting roads/expressways or vice versa avoiding any conflict. The objective

of provision of interchanges is to allow safe and uninterrupted travel for expressway

users. Chainage wise details are provided in Table 2-12.

Table 2-12 Details of Interchanges

Sl. No. Chainage Connecting Roads

1 01+860 NH-48 (old NH-8)

2 20+136 Shirsad Bhiwandi / Ambadi (SH)

3 39+748 NH-3

4 43+000 MSM

5 52+810 NH 222

6 69+000 SH 35

7 79+783 Multi-modal Corridor (MMC)


2.4.6 Fly-Over

The expressway is an access controlled facility and all other road crossings therefore

will be provided either with a flyover or with a vehicular underpass with no access to the

expressway. Flyovers are proposed at 3 locations on major roads. Details are given in

Table 2-13.

Table 2-13 Details of Fly-overs

Sl. No. Description Chainage Length (m)

1. SH 35 (Vada - Bhiwandi) 31+313 87.383

2. Water pipe line & Chinchavali - Thane Road 36+215 74.911

3. Water pipe line & Road 43+915 64.653


2.4.7 Rail over Bridge

Rail over bridge (ROB) has been proposed at 1 location and ROB cum viaduct has

been proposed at 1 location as given in Table 2-14.

Table 2-14 Details of Rail over bridge

Chainage Description Length (m)

47+938 Titwada – Kalyan ROB (2 tracks) 68.95

67+081 to 68+388

Karjat – Kalyan Rail over Bridge cum Viaduct over Ulhas River & Stream & Railway line (2 Tracks)

1306.45







Page - 28

2.4.8 Vehicular Underpasses

Vehicular underpasses of size 20m x 5.5 m have been proposed on Major District

Roads (MDRs). Vehicular underpasses have been proposed at 5 locations as given in

Table 2-15.

Table 2-15 Details of Vehicular Underpass

Sl. No. Chainage Name of Cross Roads Size (m) Structure Type

1. 4+490 Bhatne-Sirsad 20.0 x 5.50 RCC Box

2. 48+675 Balyani – Mohili 20.0 x 5.50 RCC Box

3. 64+530 Badlapur Road 20.0 x 5.50 RCC Box

4. 65+445 Bagani – Badlapur 20.0 x 5.50 RCC Box

5. 76+410 NAINA Master plan road 2 x 10 x 5.5 RCC Box


2.4.9 Vehicular Overpass

Based on the topography of the area, at few locations cross roads have been proposed

to cross over the expressway. 8 such overpasses of size 2 x 41 m span have been

proposed at following locations.

Table 2-16 Details of Vehicular Overpass

Sl. No. Chainage Name of Cross Roads Total Length (m) Structure Type

1. 26+300 Mohili-Vorli 82.75

2 Span Continuous PSC Box Girder

2. 34+000 Pandds -Nivli 82.75

3. 38+260 NH-3 (Nasik – Mumbai) 96.67

4. 40+775 Usroli - Khandvai 82.75

5. 42+512 Vashere - Amne 97.05

6. 54+930 Vaholi - Rayta 82.75

7. 61+692 Vaholi - Badlapur 82.75

8. 63+505 Soniwali-Murbad 140.15 RCC Box


2.4.10 Land Bridge / Animal Overpass

A presentation on the Draft Wildlife Conservation Plan was held on 22nd July 2021

before the Hon’ble APCCF (Wildlife) West, Mumbai & other members and it was

suggested to explore the possibility of land bridge / animal overpass between chainage

2+000 to 19+000 of the expressway. According, 2 land bridges / animal overpasses

have been included in the design thereafter. Location of the proposed animal overpass

is presented in Table 2-17.






Page - 29


Design Chainage Size (m) Village Type of Land

From To

8+260 8+290 82 x 30 Adane Non-forest

14+050 14+080 82 x 30 Nimbvali Forest

Source: Recommendation of APCCF (Wildlife) West, Mumbai and DPR Prepared by ICT Pvt. Ltd.

2.4.11 Light and Small Vehicular / Animal Underpasses

The VME-SPUR is a greenfield expressway and is access controlled therefore it will be

bifurcating the communities on either side. Since it is passing mainly through rural belt

the farming communities on either side need to be provided with suitable connection. To

serve this purpose, 29 light vehicular / pedestrian underpasses (Table 2-18) and 33

small vehicular / animal underpasses (Table 2-19) have been proposed. In addition

to above, the box culverts of size 6m x 4m and 5m x 4m will act as cattle underpass

during summer season.

Table 2-18 Details of Light Vehicular / Pedestrian Underpass


1. 7+110 Dalani-Tulsipada 12 x 4.0 RCC Box

2. 8+522 Bhinar- Tulsipada 12 x 5.5 RCC Box

3. 9+070 Bhinar- Jalakai pada 12 x 4.0 RCC Box

4. 11+820 Khabon – Tukripada 12 x 5.5 RCC Box

5. 12+750 Khabon-Lendi pada 12 x 4.0 RCC Box

6. 14+650 Nimboli – Bhivali 12 x 5.5 RCC Box

7. 15+584 Karerepada – Bhivali 12 x 5.5 RCC Box

8. 17+105 Kelthan - Gorad 12 x 5.5 RCC Box

9. 17+383 Kelthan – Akloli 12 x 5.5 RCC Box

10. 21+100 Bhiwandi- Golhan Pada 12 x 4.0 RCC Box

11. 21+650 Golhan Pada to Dugad 12 x 4.0 RCC Box

12. 22+100 Gothan to Dugad Phata 12 x 4.0 RCC Box

13. 24+700 Dugad to Dugad Phata 12 x 4.0 RCC Box

14. 27+533 Malbid to Bombay chapad 12 x 5.5 RCC Box

15. 29+803 Bhiwandi to Sutrapada 12 x 4.0 RCC Box

16. 30+227 Nandithane to Sutrapada 12 x 4.0 RCC Box

17. 32+684 Bhilpada to Angan 12 x 4.0 RCC Box

18. 35+620 Khandpay to Chincavali 12 x 4.0 RCC Box

19. 37+777 Chincavali to NH3 12 x 4.0 RCC Box

20. 38+950 NH3 to Vashere 12 x 4.0 RCC Box

21. 41+750 Vashere to Amne 12 x 5.5 RCC Box

22. 48+950 Balyani-Umbharani 12 x 4.0 RCC Box

23. 50+365 Goveli- Deshpandipada 12 x 5.5 RCC Box

24. 54+161 Rayete - Pimploli 12 x 4.0 RCC Box

25. 59+695 Dabtouli- Ambernath 12 x 4.0 RCC Box






Page - 30


26. 60+260 Dhoke- Bhoipada 12 x 4.0 RCC Box

27. 60+805 Ambesit- Vadol 12 x 4.0 RCC Box

28. 66+390 Bagani-Badlapur 12 x 4.0 RCC Box

29. 70+200 Tarwadi-Badlapur 12 x 5.5 RCC Box


Table 2-19 Details of Small Vehicular / Animal Underpass

Sl. No. Chainage Size (m) Structure Type

1. 0+340 7.0 x 4.0 RCC Box

2. 5+440 7.0 x 4.0 RCC Box

3. 14+260 7.0 x 4.0 RCC Box

4. 16+630 7.0 x 4.0 RCC Box

5. 19+370 7.0 x 4.0 RCC Box

6. 20+700 7.0 x 4.0 RCC Box

7. 22+740 7.0 x 4.0 RCC Box

8. 23+660 7.0 x 4.0 RCC Box

9. 28+720 7.0 x 4.0 RCC Box

10. 29+300 7.0 x 4.0 RCC Box

11. 30+780 7.0 x 4.0 RCC Box

12. 31+690 7.0 x 4.0 RCC Box

13. 33+510 7.0 x 4.0 RCC Box

14. 34+400 7.0 x 4.0 RCC Box

15. 41+050 7.0 x 4.0 RCC Box

16. 43+300 7.0 x 4.0 RCC Box

17. 45+935 7.0 x 4.0 RCC Box

18. 46+635 7.0 x 4.0 RCC Box

19. 48+360 7.0 x 4.0 RCC Box

20. 49+198 7.0 x 4.0 RCC Box

21. 49+600 7.0 x 4.0 RCC Box

22. 51+725 7.0 x 4.0 RCC Box

23. 55+780 7.0 x 4.0 RCC Box

24. 56+755 7.0 x 4.0 RCC Box

25. 58+075 7.0 x 4.0 RCC Box

26. 62+500 7.0 x 4.0 RCC Box

27. 69+250 7.0 x 4.0 RCC Box

28. 77+900 7.0 x 4.0 RCC Box

29. 78+591 7.0 x 4.0 RCC Box

30. 79+200 7.0 x 4.0 RCC Box


In additional to above, 3 small vehicular / animal underpasses have been proposed

on interchange cross road.






Page - 31

2.4.12 Connecting Roads

The roads where underpasses have not been provided have been connected to the

nearest underpass by connecting roads so that the movement of local traffic across the

expressway is not hindered. Connecting roads have also been provided at in the urban

areas. Locations of connecting roads are presented in Table 2-20.

Table 2-20 Location of Connecting Roads

Left Side Connecting Road Right Side Connecting Road

From (Ch.) To (Ch.) Length (km) From (Ch.) To (Ch.) Length (km)

4+400 4+580 0.180 6+070 6+200 0.130

13+055 13+125 0.070 8+400 8+530 0.130

24+515 24+745 0.230 9+070 9+310 0.240

31+286 31+490 0.204 11+190 12+050 0.860

38+320 38+950 0.630 12+400 13+125 0.725

54+000 54+165 0.165 19+900 20+125 0.225

59+590 59+700 0.110 21+190 21+650 0.460

62+980 63+380 0.400 22+100 22+400 0.300

70+070 70+470 0.400 37+700 37+860 0.160

Total Length (km) 2.389 43+750 43+900 0.150

45+070 45+240 0.170

Source: DPR Prepared by ICT Pvt. Ltd. 54+000 54+165 0.165

59+630 59+700 0.070

60+200 60+500 0.300

Connecting road along Interchange (79+783)

1.085

Total Length (km) 5.170

2.4.13 Way Side Amenities

Wayside amenities along the expressway are integral parts and these facilities provide

useful services to the traveling public. As per MoRTH guideline, way side amenities

along the expressway have been proposed. These facilities provide services to the

users who desire to stop for rest, refreshment, information and fuelling or for some

emergency requirement. The facilities will include food plaza, restaurant, trauma centre,

highway patrol building, toilets, drinking water, passenger shelters, parking lots, kiosk for

sale of snacks & miscellaneous items etc. The proposed locations are as follows:

Table 2-21 Details of Way Side Amenities

Sl. No. Chainage Side

Way side amenities / Service Areas

1 50+800 Left


1 11+000 Right

2 16+000 Left







Page - 32

2.4.14 Truck Parking

To facilitate the road user, truck parking has been proposed along the expressway at

following locations:

Table 2-22 Details of Truck Parking

Sl. No. Chainage Side

1 25+662 Left

2 61+300 Right


2.4.15 Toll Plaza

Since the expressway will be closed tolling systems, toll plazas have been proposed on

interchange. In VME-SPUR, toll plaza on interchange at chainage 20+136, 39+748,

43+000, 52+810, 69+000 and 78+750 have been proposed.

2.4.16 Road Safety

To improve the safety of such high speed corridor, Thrie beam metal crash barriers shall

be provided in entire length on both sides of each main carriageway (i.e. on median and

on earthen shoulder of both carriageway), Loops and Ramps excluding stretches

covered by bridges and RE wall structures, where concrete barriers to be provided.

In addition to safety barrier, safety features like road marking, traffic sign, boundary

stones, kilometer stones and hectometer stones, pavement marking and lighting has

been proposed. Advanced Traffic Management System (ATMS) for entire expressway

have been proposed to facilitate the road users, which will include mobile

communication system, meteorological data system, automatic traffic counter and

vehicle classification, video surveillance system, video incident detection system. To

improve antiglare, hedge plantation on median have been proposed.

The engineering design of the expressway has also considered IRC codal provisions

related to road safety such as:

IRC: SP: 32 Road Safety for Children

IRC: SP: 44 Highway Safety Code

IRC: SP: 55 Guidelines for Safety in Construction Zones

IRC:119 Guidelines for Traffic Safety Barriers

IRC:SP:99 Guidelines for Expressway






Page - 33

2.5 PAVEMENT DESIGN

Rigid pavement shall be provided for the main carriageway including paved shoulders,

loops and ramps of the interchanges. For slip roads, cross roads, connecting roads and

interconnecting roads of VUPs / LVUPs / SVUPs, flexible pavement shall be provided.

Design Period and Strategy: Rigid pavement shall be designed for a minimum design

period of 30 years and flexible pavement for 15 years. Stage construction shall not be

permitted.

Design Traffic: Notwithstanding anything to the contrary contained in this agreement or

the Manual, the design of the pavement shall be carried out in accordance with Section

5 of the Manual considering future traffic projections for design life or as per the actual

traffic, whichever is higher subject to minimum design requirement detailed below:

Section Minimum Design Requirements

Pavement Type CBR (%) Design Period

Main Carriageway Rigid 8 30

Connecting Road Overpass Cross-roads

Flexible 8 15


Based on life cycle analysis, rigid pavement has been proposed for main expressway,

which will reduce pollution in comparison with flexible pavement.

2.6 TUNNEL

To preserve ecology of the Matheran, 4.160 km long tunnel is proposed in this section

which will go under the Matheran Eco-Sensitive Zone. The start point of the tunnel is at

km 71.520 (before buffer zone) and end point of the tunnel is at km 75.680 (after buffer

zone). The tunnel shall be twin tube (2x4-lane) configuration. The tunnel cross section

shall be 4-lanes in each direction without paved shoulders. The unidirectional tunnel

tubes are aligned parallel at spacing of about 55.70 m from center line of one tube to

center line of another tube. The twin tubes are aligned in N60E – S60W direction

approximately. The maximum overburden cover along the tunnel alignment is of about

550 m. The proposed tunnel shall be connected by orthogonal cross passage to traffic

flow direction at locations indicated in Table 2.23 below to facilitate the diversion in the

event of any emergency in accordance with Section 7 of IRC:SP:99-2013 and IRC

SP:91:2019. Typical cross section of Tunnel is shown in Figure 2-3 and typical cross

section of tunnel cross passage is shown in Figure 2-4. Other tunnel ancillary works but

not limited to drainage, water-proofing, ventilation, tunnel illumination, electrical sub-

station on both sides portals including power supply from supply agencies, furnishing,

signage, emergency facilities, etc. shall be as per section 7 of IRC:SP:99-2013, IRC

SP:91:2019.






Page - 34

Table 2-23 Location of cross passages for the tunnel portion as below

Sl. No Location (Km) Carriageway Width (m) Length (m)

1 72+100 5.75 42.90

2 72+600 5.75 42.90

3 73+100 5.75 42.90

4 73+600 5.75 42.90

5 74+100 5.75 42.90

6 74+600 5.75 42.90

7 75+100 5.75 42.90


2.6.1 Portal and Portal Slope Protection

Portal is the structures that allow the starting of tunnel and shafts excavation in safe

manner. Depending on the soil characteristics, slope protection and stabilization

scheme shall be designed and implemented on site. Concessionaire should ensure

adequate safety measures to arrest any shooting/rolling stones including rock/earth

mass at the portals.

Open cut excavations of the Portals are deemed necessary to plan proper approach

road at entry to the portal and to have sufficient space for other utility structures and to

ensure adequate cover of sound rock over the crown of the underground opening. Huge

open cut excavation in-rock/talus material could be contemplated at the portals.

Therefore, adequate retaining structures and slope stabilization measures shall be

provided at and around portals depending on the site conditions found in the terrain.

Anchors with Grouting, Concrete cladding and Double twisted wire mesh to the full

cutting faces shall be done at such open cut locations.

Approach road upto the portal will have to be constructed by the Concessionaire at his

own cost. Necessary approval for the construction of the road up-to portals will have to

be obtained by the Concessionaire.

A special care will be taken for slope stabilization at and above the portal where system

such as sprayed concrete with bolts, retaining cable nets, anchoring of boulders,

removal of instable boulders to avoid any rick of rock falling during construction and

even during tunnel operation. The catch water drains shall be placed at least 2.0m

above the top and shall be channelized / connected to nearby nallah / depression zone

or culvert as per site specific conditions.

2.6.2 Tunnel Health Monitoring System

Adequately designed Tunnel Health Monitoring System for rapid assessment of a

tunnel’s state of health, identifying global (e.g., major deformations due to earthquakes

etc.) and local (crack and delamination leading to water seepage) deformations in the

tunnel so as to increase safety and optimize the operational and maintenance activities

of tunnels shall be provided as per specifications given in Schedule D






Page - 35

Tunnel Wall Painting: The inner surface of tunnel tubes shall be painted with florescent

paint to improve the Aesthetic view of tunnel portal.

2.6.3 Muck Dump Disposal

The proposed project would involve a number of civil engineering activities leading to

production of large quantities of muck. The Concessionaire will have to present a Muck

Disposal Plan according to the applicable rules and regulations of Government of

Maharashtra and Government of India. The excavated material available from

excavation (tunnel, etc.) can be used by the Concessionaire for the construction of

project related works provided it meets the standards and specifications as defined in

the bid document and after payments of all applicable royalties and levies including

taxes on excavated material as per Government of Maharashtra and Government of

India rules and regulations. The proposed Muck Disposal Plan must indicate the

expected quantities of muck materials, the reusable expected quantities and the

volumes of material that will need to be relocated and dumped.

The Concessionaire shall also have to identify the suitable area in or around the project

site, as directed by authority, at his own cost to relocate and dump the excess material,

if any, in the way to avoid any negative impact on terrestrial and aquatic environment.

The excess excavated material shall be property of the Authority. For stabilization of

dumped material engineering and/or phyto-remedial measures must be proposed by the

Concessionaire, with individual plans and cross sections for any muck disposable area

proposed.

Project : Development of 8-lane SPUR Starting from Km 26.582 of Vadodara - Mumbai Expressway Main Alignment (Design Chainage 0+000) and terminating at proposed

Junction with the Multi-Modal Corridor of MMRDA (Design Chainage 79+783) in the state of Maharashtra



Page - 36

Figure 2-3 Typical Cross

Section of Expressway in

Tunnel Section





Page - 37

Figure 2-4 Typical Cross Section of Tunnel Cross Passage






Page - 38

2.6.4 Blasting

Not less than 40 days prior to commencement of rock excavation in each area, the

Concessionaire shall submit, for review by the Authority’s Representative, details of the

drilling and blasting methods which he intends to use in that area. If, at any time in a

specific area, a plan which has been previously adopted does not produce conditions at

the excavated rock face that conform to the requirements of these Specifications, the

Concessionaire shall submit a revised plan to the Authority’s Representative before

continuing excavation in adjacent areas.

The Concessionaire shall develop controlled blasting techniques, which will satisfy the

excavation requirements specified herein. In each different type of rock conditions, the

Concessionaire's initial blasts shall be performed as trials, and the burden, drill hole

pattern and depth, explosive type and quantity, blasting sequence and drill delay pattern

shall be modified to achieve the requirements specified herein. Blasting means have to

follow the licensing requirements and orders as well as the manufacturer’s instructions.

Blasting operations shall be carried out only under the direction of an experienced

operator. The Concessionaire shall appoint one competent person to be responsible for

the security of explosives. Blasting shall be carried out carefully so as to avoid loosening

or shattering rock beyond the required line of excavation, and loose or shattered rock

(where it does not contribute to stability of the excavation) shall be removed by scaling

down or other means before personnel will be permitted to restart operations after

blasting. Notices of blasting operations shall be posted at site. Before each firing, the

Concessionaire shall give audible warning, clear the area and shall take positive

measures to prevent personnel from entering the danger area.

The Concessionaire shall monitor the results of blasting closely and, where it is proper

to do so, shall propose changes to his blasting operation for the agreement of the

Authority’s Representative. Under no circumstances shall any holes be charged until

completion of all drilling operations at the face.

After each blasting operation the tunnel drive shall be sufficiently ventilated to remove

any nitrous gases and the atmospheric conditions shall be constantly checked prior to

personnel accessing the excavated face.

No person shall be allowed to approach the face and no face operation shall commence

until the Concessionaire’s authorized person in charge of the operation has given

permission after blasting round. As soon as practicable after blasting and without undue

delay the Concessionaire shall erect such support as may be necessary to safeguard

the excavation and personnel.

The shot-firer must keep a record of the number of shots fired, their time of firing, type

and weights of explosives used, and the type and number of detonators used, together

with a record of the post-blast situation for each and every location. A copy of the record

shall be available to the Authority’s Representative at the end of every shift on which






Page - 39

shots are fired.

Controlled Perimeter Blasting: Controlled perimeter blasting techniques shall be used

to produce rock faces conforming to the required excavation lines, slopes, elevations

and dimensions shown on the drawings with a minimum of disturbance to the rock at, or

outside of, the excavation pay lines.

Drill holes for controlled perimeter blasting shall not be less than 42 millimeters in

diameter and shall be a single row of closely spaced holes drilled to a maximum depth

of one round length along the excavation pay lines and a spacing of 0.4 to 0.6 m

depending on the ground condition. The spacing of the perimeter holes may be modified

on the basis of results obtained and in agreement with the Authority’s Representative.

All blast holes within a distance of 5 meters normal to the excavation pay lines shall be

less than 75 millimeters in diameter and shall be loaded in a manner and detonated in a

sequence to ensure that a minimum of damage will result to the face when the main

charge is fired.

Explosives: The Concessionaire shall use explosives only in circumstances where it is

safe to do so having due regard to the safety of persons, third-party property and the

safety of the Works. Explosives shall not be used without the agreement of the

Authority’s Representative.

The Concessionaire shall obtain all necessary licences and consents and shall provide

secure storage facilities for all explosives and equipment in accordance with Indian or

International Standards Code of practice for the safe use of explosives in the

construction industry and the requirements of the local Authorities and the Authority’s

Representative.

Explosives shall be handled and used only by the Concessionaire’s duly authorized

personnel. The names and qualifications of such personnel shall be submitted to the

Authority’s Representative in writing in advance of any possible use of explosives.

At an early stage, in advance of the proposed use of explosives, the Concessionaire shall

notify the Authority’s Representative, third parties, statutory authorities and services

which have an interest in or are likely to be affected by blasting operations, of the

general nature of the operation. The Concessionaire shall subsequently give a

minimum of 14 days’ notice to the Authority’s Representative and others described

above of the proposed use of explosives. With this notification the Concessionaire shall

submit to the Authority’s Representative a detailed method statement on all aspects of

the proposed use of explosives, including the treatment of misfires.

The Concessionaire shall comply with the following documents in respect of the use of

explosives:






Page - 40

Indian Explosives Act 1884

Indian Explosive Rules 2008 and further amendment in Jan.2009

The Manufacture and Storage of Explosives Regulations 2005

BS 5607:1998 Code of practice for the safe use of explosives in the construction

industry

Control of Explosives Regulations 1991

Carriage of Explosives by Road. Road Traffic (Carriage of Explosives) Regulations

1996

PD CLC/TR 50426:2004 Assessment of inadvertent initiation of bridge wire electro-

explosive devices by radio- frequency radiation. Guide Quarries (Explosives)

Regulations 1988, as far as it is relevant to tunnel works

Blasting Vibrations: For structures in the proximity of blasting, the peak particle

velocity shall be measured at the locations immediately adjacent to the structure nearest

to the face being blasted or any other location where it is necessary to limit vibration.

Vibration monitoring proposals shall be submitted to the Authority’s Representative.

The measurement of peak particle velocity shall be obtained from instruments capable

of measuring along three orthogonal axes, one of them shall be aligned parallel to the

center line of the excavation and another shall be vertical. The Concessionaire has to

provide supports for the measuring instrument if so, required by the manufacturer’s

instructions. The measurements of the particle velocities shall be the responsibility of

the Concessionaire. Copies of the readings in an agreed form shall be supplied to the

Authority’s Representative.

Prior to the commencement of blasting in any location, the Concessionaire shall

demonstrate using test firings, or by other means, that neither the peak particle

velocities given in the particular Standards and Specifications will be exceeded.

The maximum allowable blasting vibrations shall be defined by the Concessionaire for

every influenced structure with reference to the applicable Standards and Specifications

for the relevant structure. The allowable blasting vibrations shall be approved by the

Authority’s Representative prior to any blasting operations.

Geological Mapping: Geological mapping shall be performed by qualified geologist to

provide a documentation of rock and rock mass condition encountered during

excavation. Additionally, all exposed rock surfaces of the open and underground

excavations shall be washed down for inspection and geological mapping. Exposed

rock surfaces at the required excavation pay lines shall be mapped after preparation but

before shotcrete application. Tunnel and other underground faces shall be mapped just

before the start of drilling. The Concessionaire shall allow in his construction procedure

and schedule for the geological mapping of each tunnel face not less than 30 minutes.






Page - 41

2.7 MODE OF IMPLEMENTATION

The proposed project will be implemented on Hybrid Annuity mode under Bharatmala

Pariyojana.

2.8 SOURCES OF CONSTRUCTION MATERIALS

Soil and material investigation for a greenfield expressway is very essential to assess

the availability of suitable construction material in the vicinity of the proposed

expressway. This includes investigation of suitable borrow area for borrowing earth and

quarries for stone /aggregate material and also for the other construction materials like

cement, steel, bitumen etc.

2.8.1 Borrow Areas

Extensive survey was conducted to locate the potential source of borrow area soil

required for the construction of embankment and subgrade. A total of 14 borrow areas

located on both sides along the project road were identified. The distance of these

borrow areas from the project road location varies from 0.3 km to 2.0 km. Proposed

chainage and village wise location of proposed borrow areas are presented in Table 2-

24.


Sl. No.

Chainage Side Village Name Lead from Proposed

Alignment (km)

Type of Land

Approx. Quantity (m

3)

1. 1+600 L/S Kashid 1 Pvt. Land 202344

2. 9+000 L/S Bhinar 0.5 Pvt. Land 890311

3. 22+400 R/S Ghoatgav 0.5 Pvt. Land 70820

4. 27+500 R/S Maldide 0.3 Govt. Land 202344

5. 36+700 L/S Vadadpi 1.5 Pvt. Land 242812

6. 40+000 L/S Vasholi 0.5 Pvt. Land 202344

7. 42+000 R/S Vashora 0.5 Pvt. Land 323750

8. 45+700 L/S Konderi 0.5 Pvt. Land 242812

9. 47+900 R/S Titwala 1 Pvt. Land 161875

10. 55+400 L/S Waholi 1 Pvt. Land 202344

11. 55+400 R/S Waholi 1.5 Pvt. Land 121406

12. 63+000 L/S Anzed 2 Pvt. Land 202344

13. 63+000 L/S Anzed 1.5 Pvt. Land 202344

14. 70+500 R/S Bhoj 2 Pvt. Land 202344







Page - 42

2.8.2 Stone / Coarse Aggregate Material

Six (6) stone quarries (privately owned) were identified as the potential source of coarse

aggregates required for road construction. Samples were collected from the crushers for

testing purposes. The lead distance from the project road is found in the range from 0.1

km to 35 km. The collected samples were found to be flaky and elongated. Flakiness

and Elongation are affected by stratification of the rock and method of crushing. This

property can be improved considerably and it is possible to produce aggregates of

flakiness / elongation indices specified in MORT&H by adopting suitable technique of

crushing. The Aggregate Impact Value (AIV) of the above quarries is found in the range

from 11% to 21% which is considered as suitable for use in bituminous surfacing.

The water absorption of all the aggregates is more than 2%, so soundness test was

carried out on the aggregates samples. From the results it is observed that the average

loss of weight of aggregate when tested with magnesium sulphate (MgSo4) is within the

acceptable limit. Because of high water absorption, soundness test is recommended to

be performed afresh prior to use in bituminous wearing course at the time of

construction. The alkali-aggregate reaction test results are within the acceptable range

for the identified sources.

The quantity available in the identified quarries is adequate meeting the requirements

for the construction of the expressway. Proposed chainage and village wise location are

presented in Table 2-25.

Table 2-25 Location of Stone / Coarse Aggregate Material

Sl. No. Chainage Side Location /

Village Name Lead distance (km)

1 7+400 LHS Adani 0.1

2 11+600 LHS Kalbhone 0.5

3 39+000 LHS Vasholi 1.0

4 40+000 RHS Vasholi 0.5

5 67+000 RHS Temvore 32.0

6 67+000 RHS Temvore 35.0


2.8.3 Sand / Fine Aggregate Material

Three (3) sources were identified as potential sources for sand. The lead distance from

the project vicinity is found in the range from 0.5 km to 25 km. Proposed chainage and

village wise location are presented in Table 2-26.






Page - 43

Table 2-26 Location of Sand / Fine Aggregate Material

Sl. No. Chainage Side Description Lead distance

(km) Suitability

1 1+700 LHS Tansa River Sand

0.5

The sand contains oversize materials (more than 10 mm) and also high fineness modulus. It is therefore recommended that before its use in the concrete work, the sand be screened to remove the oversize materials. Suitable for components of granular base / sub-base mix and filling work. If used for concrete work, suggest restricting the use in concrete up to M-30 Grade for higher than acceptable fineness modulus.

2 1+700 RHS Ulhas River Sand

25.0

Suitable for all grades of concrete and also can be considered to be used in granular base and sub-base course of pavement structure.

3 38+300 RHS Kashi River Sand

24.0

Suitable for all grades of concrete and also can be considered to be used in granular base and sub-base course of pavement structure. Due to comparatively higher fineness modulus, suggested to restrict the use in concrete up to M-30 Grade.


2.8.4 Fly Ash

With the aim to use fly ash / pond ash in embankment construction, three sources of fly

ash within 300 Km were visited. One is Tata Power Plant located at Mahul, Trombay

(Bombay) which is about 80 km from Km. 38.300 of the SPUR. On enquiry, we

understand that the quality of fly-ash is very good and the fly Ash generation of the plant

in 2018-19 is 50312 MT per annum. The other source is Reliance Thermal Power Plant

(250 MW) located at Dahanu, Maharastra which is about 150 Km and its production of

fly-ash in 2018-19 is around 5,64,376 MT per annum. The third source is Nashik

Thermal Power plant, Ekalahre which is around 170 Km from project road and its fly ash

production in 2018-19 is around 7,02,227 MT per annum. The fly Ash for the

embankment construction can be used from these sources as per guidelines of

MoEFCC and IRC:SP:58.

2.8.5 Cement

Ordinary Portland cement of Grade 43 and 53 manufactured by various manufacturers

are locally available. During material survey, 19 factories are identified nearby the

project area.






Page - 44

2.8.6 Bitumen

Since the project road will be subjected to high intensity of traffic during the design

period, it is recommended to use elastomeric type of Polymer Modified Bitumen (PMB –

Styrene Butadiene Styrene i.e. SBS) in the bituminous wearing course. Elastomeric type

of PMB is preferred over plastomeric type PMB as the former has the ability to resist

permanent deformation as well as to minimize fatigue cracking, thermal cracking and

ageing. The strength of bituminous mix of SBS type of PMB increases with elongation

and hence will be more suitable for high traffic growth.

For binder course, viscosity grade of bitumen conforming to IS: 73 – 2006 is suggested.

Considering the climatic condition prevailing in the project influence area, VG-40 grade

will be suitable.

Three (3) sources are identified as nearest sources of bitumen one is HPCL, Mumbai in

Maharashtra State, IOCL, Vadodara and Jamnagar in Gujarat State.

2.8.7 Steel

High strength deformed bars manufactured by various steel manufacturing companies

conforming to IS 1786 are available with local traders.

2.9 PROJECT COST

Total Project Cost for the proposed expressway is summarized below:

Table 2-27 Summary of Project Cost

S No. Description Amount in Crores

1 Cost of Civil Construction 5,627.99

2 Total Project Cost including Centage & Pre-construction Cost

10,510

2.10 DEVELOPMENT PROCESS

2.10.1 Stages & Activities of the Proposed Project

The development process of the proposed expressway has three distinct stages and

each of the stage has several activities and sub-activities. These three stages are:

A) Design and Pre-Construction Stage

B) Construction Stage

C) Post-Construction / Operations & Maintenance Stage

The activities and sub-activities which would be undertaken in each of the three stages

are detailed in Figure 2-5.






Page - 45

C. POST - CONSTRUCTION / OPERATION & MAINTENANCE STAGE

C.01 Decommissioning

Decommissioning of camps

Removal of C&D waste

Site restoration & rehabilitation

Operation of vehicle and safety of road users

Enforcement of vehicle emission & traffic rules in coordination with transport department

Highway patrolling Environmental monitoring

C.02 Operation C.03 Maintenance

Maintenance of expressway Maintenance of drain Maintenance of RoW and Safety Maintenance of noise barrier,

rainwater harvesting structures Tree survival audit

B.01 Site Clearing & Camp

Clearing and Grubbing of the Road Construction Area

Traffic diversion & management Operation of camp &

maintenance yard

Operation of borrow pits, crusher plants

Material transport & Storage Storage and handling of oil &

chemicals

Embankment construction Subgrade construction Construction of bridge, culvert,

drain, flyover, toll plaza, interchange etc.

Environmental monitoring

B.02 Material Procurement B.03 Construction Work

B. CONSTRUCTION STAGE

B.06 Construction Mgt.

Quality, environment & safety management

Construction risk management Site supervision Program & budget control Contract and claim management

Turfing & pitching Avenue plantation Highway safety devices Enhancement measures Noise barrier Training & capacity building

Operation of batching plant, GSB, WBM, other machinery

Operation of HMP, transport and laying of hot mix, bituminous waste

Rainwater harvesting structures

B.05 EMP Implementation B.04 Construction Work

A. DESIGN AND PRE-CONSTRUCTION STAGE

A.01 Feasibility Study

Development of Ideas

Studies of infrastructure needs

Feasibility Study

Analysis of Alternatives from

technical, environmental &

social point of view

Finalization of the alignment

Approval of the alignment

Preparation of DPR

Consultation / FGD

EIA & EMP, RA & DMP

SIA, R&R

Proposal for Forest / Wildlife /

ESZ / CRZ / ASI Clearance (as

applicable)

Public Hearing

Marking of the alignment Joint tree enumeration Tree felling permission Obtaining Statutory Clearances Detailed design Preparation of Tender

Document Inclusion of EHS clauses in the

Contract

A.02 DPR A.03 Clearance & Tendering

A.06 Pre-construction Work

Clearances / NOC required to be obtained by the Contractor

License to store explosive materials

3rd party insurance

Certificate from DLRO for change of land use

Location for construction camp, plant & machinery

Permission from concerned body for setting up Construction Camp

Procurement of machinery considering EHS provisions of the Contract

Land acquisition and transfer of ownership

Marking of alignment Relocation of utilities Clearing of vegetation Dismantling of structures Identification of borrow area,

quarry area, waste disposal site

A.05 Pre-construction Work A.04 Pre-construction Work

Figure 2-5 Activities in the Typical Expressway Development Project






Page - 46

2.10.2 Infrastructure Requirement

During the construction and operations of the highway the following infrastructure would

be developed and maintained by the Contractor.

Construction Camp: Even though local labour would be employed to the extent

possible, the number of activities would require specialized skilled labour e.g.

operator of the vehicle and machinery, skilled crews for operations of bar-bending

and casting etc. These labours in most cases would be migrant from other parts of

the state or country. The Contractor would setup a construction camp for the

accommodation of the workers.

Hot Mix Plant: For the manufacturing of the bituminous material, the Contractor

would setup a Hot mix Plant. The plant would be setup considering the sitting

guidelines specified by regulatory authorities.

Batching Plant: The Concrete batching plant

would be installed for concrete casting of structures

i.e. minor bridges, box and hume pipe culverts. The

Batching plant in addition to silos for cement,

aggregates and sand; would also require an area

for storage of cement and additives.

Lay down Areas: The contractor would identify an

area for storage of the raw-material required for construction including soil, sand

GSB and aggregates. These would be stored as open heaps within the laydown

area. The lay down area might also be used as a maintenance yard for the vehicles

and machinery.

Waste Storage Area: The excavate material would have to be stored at some

places before it can be utilized or disposed of at a permanent disposal site provided

by the concerned local body

.

2.10.3 Resource Requirement

Construction Material: The Project entails development of a green-field expressway

and will require construction materials like aggregates, sand, stone, etc., which shall be

procured from nearby approved quarries. However, separate environmental approval

shall be sought by the Contractor for any new quarry. The estimated raw materials

requirement during construction stage is given in Table 2-28.






Page - 47

Table 2-28 Raw Materials requirement during Construction

Sl. No.

Item & Unit Unit Quantity Mode of

Transport Source

1. Earth Work – fill Cum 90,43,991 Truck

Identified Borrow areas / generated from cutting

2. Granular Sub Base Cum

8,25,618

Truck

Pre-identified quarry areas and Local Traders

3. Wet Mix Macadam Cum 60,848 Truck

4. Dense Bituminous Macadam

Cum 13,758 Truck

5. Bituminous Concrete Cum 9,173 Truck

6. DLC Cum 172,550 Truck

7. PQC Cum 9,12,265 Truck

8. Bitumen MT 2460 Tanker Refinery

9. Emulsion MT 322 Tanker Refinery

10. Cement MT 6,38,600 Truck Local traders

11. Aggregates (cum) Cum 51,44,900 Truck

Pre-identified quarry areas

12. Sand (cum) Cum 18,14,300 Truck


13. Steel (MT) MT 90,625.00 Truck Local traders

14. Fly Ash (cum) Cum 83,12,133

Covered Dumper

Thermal Power Station

15. Diesel (KL) KL 54,880 Tanker Local petrol pumps

Source: DPR prepared by ICT Pvt. Ltd.

Water Requirement: During construction period water is required for compaction of

embankment, dust suppression, concrete making and domestic use in construction

camp. The estimated tentative water requirement during construction stage is given in

Table 2-29.


S. N Purpose Unit Quantity

1

For road construction:

a) Construction related to earthwork

KL 23,16,300

b) Construction related to Fly Ash

c) Construction of GSB

d) Construction of WMM

e) Bridges, culverts, retaining walls & other structures

2 Dust suppression KL 28,800

3 For drinking & other domestic purpose KL 30,660

Total 23,75,760







Page - 48

During the operations phase the water would be required primarily for drinking and

domestic use at the toll plaza and for landscaping.

Power Requirement: Power required at the construction camp would be drawn from

the grid where it is available else DG sets would be used to supply the power to the

Construction & Labour Camps.

Land Requirement: The land required for construction of proposed expressway is

tentatively 1031.91 ha, which includes 122.6133 ha forest land and 909.2967 ha non-

forest land. Joint measurement of both private and forest land is ongoing and the above

data may revise during the process of forest clearance and preparation of Joint

Measurement Records (JMR).

Manpower Requirement: The manpower requirement would vary over the construction

period depending on the quantum and type of work involved. About 600 (150 persons

per construction package) persons would be required during the construction phase.

Construction Period: The proposed VME-SPUR has been divided into 4 construction

packages (package XIV, XV, XVI & XVII) for implementation. Construction period of

package XIV to package XVI shall be 2 years / 24 months and construction period of

package XVII shall be 2.5 years / 30 months.

2.10.4 Pollutant Sources during Construction Phase

During construction phase environmental impacts are likely to result primarily from

operation of heavy machinery and equipment’s, vehicular movement and from

construction camp. The potential pollutant sources for construction phase and their

characterization has been discussed in the subsequent section.

Operations of Heavy Machineries & Vehicular Movement: The operations of

construction vehicles, diesel generators and machineries would contribute to particulate

matter (PM), sulphur dioxides (SO2), oxides of nitrogen (NOX), carbon monoxide (CO)

and hydrocarbons (HC). In addition, fugitive emissions are envisaged from plying of

vehicles and also from storage, handling and transportation of materials during the

construction phase. Dust will be emitted during material transport and loading-unloading

activities. Noise will be generated from operating heavy machineries and from vehicular

movement. During construction phase, spillage of construction materials, such as,

cement, POL, bitumen etc. could lead to an increase in water pollution level of the

receiving water body.

Generation of Construction Waste: There would be waste from the batching plant, hot

mix plant, demolition of structures within proposed ROW. Some of the material would be

recycled and used for back filling. Material which cannot be recycled would be

considered as construction and demolition waste and has to be disposed of as per the






Page - 49

Construction and Demolition Waste Management Rules, 2016 as well as “Guidelines on

Environmental Management of Construction & Demolition (C&D) Wastes” of Central

Pollution Control Board, March 2017.

Construction Camp: liquid & solid waste will be generated from construction camps.

2.10.5 Pollutant Sources during Operation Phase

During operation phase of the proposed expressway, liquid & solid (municipal) waste

would be primarily generated from toll plaza and rest area. Bituminous layer would be

excavated during the repair of pavement, which is hazardous in nature.





Chapter-3 : Description of the Environment Revision: R1

Page - 50

CHAPTER-3: DESCRIPTION OF THE ENVIRONMENT

3.1 GENERAL

Baseline environmental status outlines the existing environment conditions of the project

area. EIA is a formal process for identifying the likely impacts of particular activities or

projects on the environment, human health and welfare. EIA also encompasses the

development of mitigation measures to address these impacts and suggested

approaches for implementation of mitigation and monitoring measures. EIA is not to be

regarded as an academic exercise as this has to ensure that environmental values and

factors have to be integrated into the decision-making process. EIAs convey information

about environmental impacts of a project to decision makers at a stage when such

information can materially affect the output. As a precursor for the prediction of various

types of environmental impacts likely to arise due to implementation of the project, it is

essential to establish the baseline environmental status of the physical and biological

parameters in the Direct and Indirect Area of Influence. Details of baseline environment

parameters are required for decision making for the project are discussed in this

chapter.

3.2 STUDY AREA & PERIOD

As per the EIA Guidance Manual for Highways (MoEF&CC, February 2010), a study

area of 15 km radius from the proposed expressway was considered for secondary data

collection. Primary data has been collected within 500 meters on either side of the

proposed alignment. Baseline environment monitoring was carried out for the period of

October to December, 2020.

3.3 PHYSIOGRAPHY AND TERRAIN

The proposed expressway (VME-SPUR) is passing through 2 Talukas (Vasai & Wada)

of Palghar district, 3 Talukas (Bhiwandi, Kalyan & Ambarnath) of Thane district and 1

Taluka (Panvel) of Raigad district in the state of Maharashtra.

Geographically the proposed SPUR lies between latitude 19°29'19.44"N, to 19°

3'59.65"N, and between 72°52'58.86"E to 73°10'49.57"E longitude with elevation varies

from about 3 m to 639 m above MSL (Figure 3-1).

Physiographically, the study area of Palghar & Thane districts can be divided into two

broad divisions - Undulating Hilly Tract and Coastal Plain in western part. 18.900 km

stretch of the SPUR alignment lies in Palghar district, 55.260 km lies in Thane district.

The area is drained by innumerable streams and tributaries of Vaitarna and Ulhas River.

The four main tributaries of river Vaitarna are Surya, Tansa, Deharaja and Pinjal Rivers.

Ulhas River is the other important river in the district.





Page - 51

Start Point

(Ch. 0+000)

End Point (Ch. 79+783)

Figure 3-1 Elevation Profile of the Project Area






Page - 52

Coastal Plain Region: The Coastal Plain Region, adjacent to the sea, is flat and is

therefore subject to flooding and periodic inundation both by the sea and the rivers. It is

characterized by mud flats, rice paddy and in some locations, the marshes support

mangrove vegetation. These estuaries and tidal marshes provide fishing grounds, as

well as feeding and breeding areas for a wide variety of aquatic plant and animal life.

Rolling Terrain Region: The rolling terrain region is characterized by undulating

landscape and soils with good constructability.

5.623 km of the SPUR alignment lies in hilly zone in the eastern part of the Raigad

district. This area is highly uneven in altitude and covered with forest. This hill range is

characterized by ruggedness and uneven topography, with crestline of peaks and

saddles forming the eastern horizon.

3.4 GEOLOGY AND SEISMICITY

3.4.1 Geology

Palghar & Thane region is underlain by basaltic rocks. Basalt flow forms the

predominant formation capped at a few places by laterite at higher levels. A number of

hot springs occur in Palghar district which have positive relation with the geology of the

area. However, there is no hot spring within the RoW of the proposed SPUR. The hill

ranges in the area are predominantly aligned north-south and have more or less

escarpments. Basalt flows, popularly known as Deccan traps, forms the predominant

formation. It is capped by laterite on a few high plateaus and covered by shore sands

along the coast. The topographical sheets, superimposed with the alignment of

proposed expressway and its 10 & 15 km radius are provided in Annex 3.1.

Geological Conditions at the Tunnel Site: The area around the proposed tunnel site

is occupied by extensive lava flows, popularly known as the Deccan traps of

Cretaceous-Eocene Age. The dendritic drainage pattern of the area is controlled by

structural lineaments along the Western Coast. The local surface water along the ridge

through which the tunnel is aligned is characterized by the western drainage of the

stream debouching into the mud flats and end in Panvel creek. The eastward drainage

is in the form of local streams.

The regional geological and tectonic studies of the area show that the Western Ghats of

the area lie in tectonically disturbed zone of weakness which developed as a

consequence of west coast rifting, volcanic eruptions and subsequent effects.

The individual rock types are basalts, vesicular basalts, amygdaloidal basalts with

cavities filled with secondary minerals, agglomerates, flow and tuff breccia and red bole.

The basalts often exhibit slicken-siding, close spaced fractures and crisscross pattern of

veins filled with iron oxide. The term massive basalt is generally applied to uniform,

medium to fine grained basalts with practically no vesicles. Vesicular basalts have

vesicles ranging from 4-6 mm in diameter, sometimes lined with zeolites, calcite. Tuff

breccia is a fragmentary volcanic rock consisting of pieces of basalt, tuff and ash with






Page - 53

zeolites. Bole is a local name given to amorphous fine grained clay like material baked

into hard and dense beds, usually occurring between two successive flows and marks

the top of a flow. The Deccan traps are intruded by dolerites. The dyke swarms occur

along N-S trending fracture system. Pronounced shearing along the dykes has been

noticed. Dolerite dykes dip steeply about 60o to 80o towards east and vary in thickness

from 1 m to 6 m.

The thickness of Deccan Traps increases from east to west with sub-horizontal attitude

of about 40 to 100 m and that changes around Panvel and Kalyan area, where minor

flexures and undulations in the basaltic flows have been noticed. These flexures

trending NNW – SSE is a monoclonal structure with its western limb dipping towards

west. Although there are several faults lineaments in and around Mumbai-Panvel-

Kalyan, the most conspicuous is the Panvel flexure. The major geo-fracture of this

terrain is west coast fault which occurs about 10 km west of the tunnel site.

3.4.2 Seismicity

The project area is situated in the Zone III (having moderate seismic intensity) of the

Seismic Map of India (as per IS: 1893, Part I, 2002) and therefore has a moderate risk

of potential damage due to earthquake.

3.5 HYDROLOGY

3.5.1 Hydrogeological Features of the Study Area

Deccan trap Basalt of Upper Cretaceous to Lower Eocene age is the major rock type in

the study area while coastal alluvium is occurring in western end of the alignment.

Deccan Trap Basalt: 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 dugwells in these areas show rapid decline in water level during postmonsoon

period and practically go dry in peak summer. In foot hill zones the water table is

relatively shallower near water course. The yield of dugwells tapping upper phreatic

aquifer ranges between 45 to 60 m3/day, whereas that of borewells varies form 0.50 to >

20 m3/hour depending upon the local hydrogeological conditions, however in most of the

borewells it is up to 5 m3/hour.

Alluvium: These are developed in the western part of the area along the coast and river

courses and are lacustrine in nature. Along the coast, alluvium consists of clayey and

mud deposits. The quality of water is slightly brackish. The alluvium constitutes the

potential aquifer in the area. The river alluvium is highly stable and has high water

holding capacity. Alluvium forms good aquifer with high degree of porosity and

permeability. Alluvium has lesser vertical and more horizontal permeability due to

deposition of material in horizontal layers.






Page - 54

In Thane & Palghar districts, the coastal alluvium occurs from north of Chikhaley to

Dahanu and extends to Palghar, Virar, Vasai and Nalasopara in the south. The beach

sands are less than half a km wide but the mud flats have width upto 5 km and

thickness up to 36 m. It comprises clay, silt, sands, and gravel. The yield potential of

dug wells ranges from 150 to 900 m3/day in winter to 100 to 230 m3/day in summer. The

fluviatile alluvial deposits occur along river courses (Vaitarna and Ulhas Rivers) and

form locally significant hydrogeological units wherever they have adequate thickness

(more than 10 m) and considerable lateral extent. The alluvium generally comprises

silts, clays, sands, gravels and occasionally the cobble beds. Due to higher topographic

gradients the extent of alluvial deposits is rather restricted and the thickness along the

riverbanks seldom exceeds 4 to 6 m. The quality of ground water in areas experiencing

tidal backwater effects is brackish or saline but fresh in the elevated lands.

3.5.2 Hydrological Investigations of the Proposed Alignment

The proposed SPUR alignment starts at km 26.582 (Ch. 0+000 of SPUR) of the

Main Expressway alignment at Koshimb village. From Chainage 0+000 to Chainage

18+800 of SPUR, it runs along River Tansa mainly over its right bank. The alignment

crosses Tansa at two places namely at Ch. 3+400 and again at Ch. 18+850. The

HFL of River Tansa may have a bearing on the vertical profile of the proposed

embankment of SPUR depending on the depth of overbank flow during flood. Road

to Vajreswari runs parallel to Tansa on the other side (over Left Bank) of it. This road

is known to have been affected significantly from the flood spread of Tansa during

1998 when the road was overtopped near Chandip village.

No major tributary of Tansa crosses the proposed alignment within this stretch of

about 18.8 km. Between Ch. 19+000 and Ch. 45+000 the proposed alignment

crosses only one major river namely Kamvadi River at Ch. 33+334.

Between Ch. 45+000 to 67+400 the proposed alignment crosses major rivers

namely River Bhatsa (Ch. 45+400), River Kalu (Km 47+300), River Barvi (Km

57+619) and River Ulhas (Km 67+470).

From Km 70+000 onwards, the proposed alignment runs through Matheran hills upto

Km 76+200. Rolling / Plain terrains are visible where the alignment approaches

Panvel near Vichumbe.

Rocks are visible in the beds and banks of almost all the rivers crossing the

proposed alignment.

Major Rivers namely Tansa – Crossing 1 (3+400), Bhatsa (45+400) and Kalu

(47+300) experience tidal flow at the proposed points of crossings. Other Major

Rivers crossing the proposed alignment are Kamvadi River (33+334), Barvi River

(57+619) and Ulhas River (67+470).

Sand mining, wherever feasible, in the river beds of Kalu, Bhatsa, Ulhas is very

common as observed during site investigation.

Most of the existing bridges upstream or downstream of the proposed crossings

were overtopped a number of times during their lifespan. Many of these bridges are

causeways or low level bridges. The following existing bridges were known to have

not been overtopped even during the critical flood year of 2005:

Bridge across River Tansa at Ganeshpuri near km 14 (134m, 7 Spans),






Page - 55

Bridge across River Kalu just downstream of its confluence with River Bhatsa at

Ambivli (308m, 10 Spans)

Some of the prominent / major bridges known to have been overtopped during the

flood of 1998 / 2005 are as follows:

Bridge across River Tansa (near km 19) at Akloli (130m, 13 Spans)

Bridge across local stream near km 33 (40m, 8 spans)

Bridge across River Kalu over Sangoda Road near km 47 (150m, 15 Spans)

Bridge across River Barvi near km 58 (160m, 16 Spans)

Bridge across River Ulhas near km 63 (Satsang, 120m, 5 Spans)

Bridge across Tributary of River Ulhas near km 67+400 (32m, 3 Spans)

HFL information during the critical Flood Year of 2005 (1998 for Tansa), as gathered

through local enquiry and topographical survey, are tabulated below:

Table 3- 1 HFL Information gathered from Local Enquiry

S. N. Reference Structure

HFL from local enquiry and topo survey (mGTS)

Location Remarks

Latitude Longitude

1. Existing Bridge across Tansa over NH-8, Khanivade

7.3 190 29‘ 35‘‘ 72

0 54‘ 30‘‘

VC encroached

2. Submersible Bridge across Tansa, Sai Vatika Road

8.5 190 28‘ 31‘‘ 72

0 55‘ 46‘‘ Overtopped

3.

Submersible Bridge cum gated structure across Tansa, Medha Road

11.17 190 29‘ 08‘‘ 72


4. Existing Bridge across Tansa near Ganeshpuri

13.574 190 30‘ 08‘‘ 73

0 00‘ 36‘‘

Not Overtopped

5. Submersible Bridge across Tansa, Akloli

16.479 190 29‘ 30‘‘ 73


6. Weir across Tansa near km 19, Vajreswari

18.41 190 29‘ 34‘‘ 73

0 02‘ 49‘‘ --

7.

Existing bridge across Kalu after confluence with Bhatsa near Ambivli

10.329 190 16‘ 39‘‘ 73

0 10‘ 38‘‘

Not Overtopped

8. Existing bridge across Kalu over Sangoda Road

11.87 190 18‘ 24‘‘ 73


9. Existing bridge across River Barvi

18.29 190 12‘ 30‘‘ 73


10. Existing bridge across River Ulhas, Satsang

23.6 190 10‘ 47‘‘ 73


11. Railway Bridge over 24.21 190 08‘ 23‘‘ 73







Page - 56

View of Tansa River at proposed bridge

location (Ch. 3+400)

S. N. Reference Structure

HFL from local enquiry and topo survey (mGTS)

Location Remarks

Latitude Longitude

Tributary of Ulhas, Badlapur

12. Existing bridge across River Godeswar

28.88 190 01‘ 18‘‘ 73


Source: Hydrological Investigation conducted by ICT Pvt. Ltd

3.5.3 River, Nala and Canal Crossings En-route

The alignment of the proposed

greenfield expressway (VME-SPUR)

crosses many river, canal and nala en-

route, which have been provided in

Table 3-2. Tansa, Bhatsa, Kalu and

Ulhas are the major rivers in the study

area; out of which, Tansa-crossing (Ch.

3+400), Bhatsa (Ch. 45+400) and Kalu

(km 47+300) experiences tidal flow at

the proposed crossing points. River

crossings between Ch. 0+000 to 68+000

though pass discharges from hilly

catchments, are near rolling terrain

whereas the crossings between Ch. 70 onwards are at steep longitudinal stream slopes.

The river beds are mostly rocky. Scour should not, therefore, be a major problem for the

proposed bridges. However, the river beds, wherever feasible, experiences sand

mining. Design of foundation shall have to be carried out accordingly.

Table 3- 2 List of River and Stream Crossings en-route

Sl. No. Proposed Chainage Name of River/ Canal Village

1. 3+400 Tansa River Chandip

2. 6+300 Local Stream Bhatane

3. 10+264 Tansa Tributary Ambode

4. 13+463 Murumla Nadi Kalambhon

5. 15+150 Local Stream Gorad

6. 18+000 Local Stream Kelthan

7. 18+118 Local Stream Kelthan

8. 18+850 Tansa River Kelthan

9. 20+955 Local Stream Mahalunge

10. 21+760 Local Stream Ghotgaon

11. 22+572 Local Stream Ghotgaon

12. 24+915 Local Stream Kasbe Dugad

13. 26+760 Local Stream Mohili Budrak

14. 31+080 Local Stream Nandithane






Page - 57

Sl. No. Proposed Chainage Name of River/ Canal Village

15. 33+334 Kamvadi River Nivali

16. 34+235 Local Stream Pundas

17. 45+400 Bhatsa River Sange

18. 47+300 Kalu River Sangode

19. 51+340 Local Stream Manivali

20. 55+600 Local Stream Vaholi Tarf Bahe

21. 57+619 Barvi River Apti Tarfe Bahe

22. 58+945 Local Stream Dapivali

23. 67+300 Ulhas River Chamtoli

24. 69+985 Local Stream Bhoj

25. 70+540 Local Stream Bendshil

26. 71+350 Local Stream Bendshil

Source: Field Survey conducted by ICT Pvt. Ltd

Apart from the above, the proposed SPUR alignment crosses 1st order streams at

several locations.

3.5.4 Hydro-Meteorologically Homogenous Sub Zones

The Central Water Commission (CWC) has divided the Geographical Territory of India

into 26 distinct hydro-meteorologically homogenous sub zones. The Study area comes

under Sub zone 5(a) for West Coast Region (Konkan Coasts). River bridges of the

study area shall come under relevant Hydro-Meteorologically Homogenous Sub zone

based on the locations of proposed crossing.

3.5.5 Design Rainfall

The Design Rainfall (24 hr. maximum) of the study area has been judiciously selected

from the following:

The 50 Year / 100 Year Isopluvial Map of the Sub zone concerned

The recorded and published daily maximum rainfalls of Palghar district

The recorded daily maximum rainfall as collected during reconnaissance survey

The following Table 3-3 reflects the return periods and corresponding maximum 24 hour

rainfall adopted for design of the proposed major bridges of expressway.

Table 3- 3 Return Period and Rainfall Adopted for Expressway Bridges

Sl. No. Proposed bridge over River

Proposed Chainage

100-Year / 24-Hr rainfall (mm)


1. Tansa River 3+400 480 440

2. Murumla Nadi 13+463 500 460

3. Tansa River 18+850 480 440

4. Kamvadi River 33+334 480 420






Page - 58

Sl. No. Proposed bridge over River

Proposed Chainage



5. Bhatsa River 45+400 440 410

6. Kalu River 47+300 400 360

7. Barvi River 57+619 440 400

8. Ulhas River 67+300 520 480

Source: DPR prepared by ICT Pvt. Ltd

3.5.6 Catchment Area and Drainage Network

The watersheds of the rivers at the proposed crossing points have been delineated with

the help of ArcGIS 9.2 Software. The watershed area, total and centroidal stream

lengths, segmental stream length and corresponding falls have been determined with

the help of GIS Software. The superimposition of delineated catchment areas over the

digitized Isopluvial Maps (50 Year / 100 Year-24 hr.) has also been done. For small

watersheds not traceable in Digital Elevation Model, catchment areas, stream lengths

and falls have been estimated through study of toposheets of the concerned area and

satellite imagery. Annex-3.2 reflects the catchment areas over the whole study are of

the proposed expressway including drainage network, delineated with the help of

ArcGIS Software and details of catchment area is presented in Table 3-4.

Table 3- 4 Catchment Area of Rivers & Local Streams along the Proposed Expressway

Sl. No. Proposed Chainage Name of River/ Canal Village Catchment

Area (sq.km)

27. 3+400 Tansa River Chandip 640.2

28. 6+300 Local Stream Bhatane 8.16

29. 10+264 Tansa Tributary Ambode 19.2

30. 13+463 Murumla Nadi Kalambhon 19.87

31. 15+150 Local Stream Gorad 12.4

32. 18+000 Local Stream Kelthan 4.87

33. 18+118 Local Stream Kelthan 15.71

34. 18+850 Tansa River Kelthan 443.27

35. 20+955 Local Stream Mahalunge 2.62

36. 21+760 Local Stream Ghotgaon 3.41

37. 22+572 Local Stream Ghotgaon 1.21

38. 24+915 Local Stream Kasbe Dugad 2.38

39. 26+760 Local Stream Mohili Budrak 4.18

40. 31+080 Local Stream Nandithane 19.58

41. 33+334 Kamvadi River Nivali 67.93

42. 34+235 Local Stream Pundas 5.7

43. 45+400 Bhatsa River Sange 984.1

44. 47+300 Kalu River Sangode 1232.28

45. 51+340 Local Stream Manivali 10.92

46. 55+600 Local Stream Vaholi Tarf Bahe

2.62






Page - 59

Sl. No. Proposed Chainage Name of River/ Canal Village Catchment

Area (sq.km)

47. 57+619 Barvi River Apti Tarfe Bahe 406.65

48. 58+945 Local Stream Dapivali 4.11

49. 67+300 Ulhas River Chamtoli 873.24

50. 69+985 Local Stream Bhoj 7.96

51. 70+540 Local Stream Bendshil 4.69

52. 71+350 Local Stream Bendshil 2.3

Source: DPR prepared by ICT Pvt. Ltd

3.6 AGRICULTURE AND IRRIGATION PRACTICES

In the study area agriculture is a primary source of livelihood activity. The area is

predominantly rainfed and receives an annual rainfall of more than 2500 mm, but steep

slopes and rocky terrain results in poor water retention. According to 2011 Census the

land use pattern indicates that 41.93% is the net sown area and only 1.9% of the total

area is sown more than once. In order to overcome the problem, Social Forestry

Department and Agriculture Department of Govt. of Maharashtra have undertaken small

schemes of water conservation and artificial recharge.

Agro-ecological situations of the study area including their characteristics and coverage

are given in the Table 3-5

Table 3-5 Agro-ecological Situations of the Study Area

Items Description

Agro Ecological Sub Region (ICAR)

Western Ghats and Coastal Plain, Hot Humid-Perhumid Eco-Region (19.1) Western Ghats And Coastal Plain, Hot Humid-Perhumid Eco-Region (19.3)

Soil Type Medium black soil

Irrigation source available Medium irrigated conditions

Special Features Coastal zone resulting in soil affected by salt

Major Field crops Paddy, Finger millet, Proso millet, Pulses (Cowpea, blackgram,

pigeon pea, chick pea, etc.), ground nut etc.

Horticultural crops – Fruits Mango, Sapota, Cashew

Horticulture crops – Vegetables

Okra, Brinjal, Chilli and Leafy vegetables

Plantation crops Coconut

Source: Dept. of Agriculture, Govt. of Maharashtra






Page - 60

3.7 LAND USE

3.7.1 Method of Data Preparation

The land use / land cover of the study area i.e. covering aerial distance of 15 Km from

the alignment of proposed expressway has been presented in the form of a map on 1:

25,000 scale as per requirement of the MoEFCC. The map has been prepared using

Survey of India Topographical sheet (1:50000 scale), satellite images, maps of forest

division etc. as listed in Table 3-6.

Table 3-6 Secondary Data and Images Used for Preparation of Land Use Map

Sr. No. Data/Maps Source

1

SOI Toposheets at 1:50000 scale (47A10, 47A11,

47A14, 47A15, 47E2, 47E3, 47E4, 47E7, 47E8,

47F1, 47F5)

Survey of India

2

Remote Sensing Data:

Satellite Imagery- Resourcesat- LISS - III Data

Year- 2015

Spatial Resolution- 24 meter

Bhuvan Open Data Service

National Remote Sensing Center

(NRSC)

3 Tungreshwar Wildlife Sanctuary Boundary Map

Final Notification declaring Eco

Sensitive Zone 11th September

2019

4 Matheran Eco Sensitive Area

Zonal Master Plan Report for

Matheran ESZ, 2016-36 dated 7th

August, 2019

5 Others Google Earth Images

Source: EIA Study carried out by ICT Pvt. Ltd.

The data has been processed using geo-processing software ArcGIS and Erdas

Imagine software supported with ground truth verification. Area and distance

calculations have been carried out using the software after geo-referencing the

interpreted data with the help of the topographical maps. The land use map of the

study area covering 15 km on either side is provided in Figure 3-2.

3.7.2 Land Use within PROW

Agricultural and allied uses occupied largest part amounting to 659.57 ha. (63.92%) of

the total area, followed by followed by barren / waste land 165.76 ha (16.06%), forest

122.61 ha (11.91%), Industrial Area 44.51 ha (4.31%), built-up area 25.43 ha (2.46%)

and water bodies 13.72 ha (1.33%). Land use distribution with in proposed RoW is

presented in Table 3-7. This has been graphically represented in Figure 3-3. Based on

analysis of data and ground verification, it can be concluded is that majority portion of

the alignment is passing through agricultural land followed by barren land with plain /

rolling terrain. The main agricultural activities within PROW are plantation, cropland and

pasture.

Project Start Point

Project End Point

Proposed Row

15km Radius

Village Boundary

Railway Line

Major Roads

Matheran Eco Sensitive Area

200m Buffer

ESZ Boundary

Tungareshwar Wildlife Sanctury

Eco-Sensitive Zone Boundary

Wildlife Sanctuary Boundary

Landuse Classification

Agriculture Land

Barren Land

Wetland

Forest

Builtu Area - Rural

Builtu Area - Urban

Mining

Sandy/Salt Affected Area

Mangroves

Rivers

Water Bodies(Ponds/Reservoir)

LEGEND

Map Showing Land Use Pattern within 15km Distance from the Proposed Development of 8-Lane SPUR Starting from Km 26.582 of Vadodara Mumbai Expressway Main Alignment (Design Chainage Km 0.000 of SPUR) and terminatingat proposed Junction with the Multi-Modal Corridor of MMRDA (Design Chainage of SPUR Km 79.783) in the State of Maharashtra (Total Lenght is 79.783 km) in 1:25000 Scale

Development of 8-Lane SPUR Starting from Km 26.582 of Vadodara MumbaiExpressway Main Alignment (Design Chainage Km 0.000 of SPUR) and terminatingat proposed Junction with the Multi-Modal Corridor of MMRDA (Design Chainage of

SPUR Km 79.783) in the State of Maharashtra (Total Lenght is 79.783 km)

PRJECT NAME

National Highway Authority of India

TUNGARESHWARWILDLIFE SANCTURY

CLINT NAME :-

Intercontinental Consultants & Technocrats Pvt. LtdA-8, Green Park, New Delhi-110016

FIGURE : 3-2

Prepared by : Kiran Kumar Jadav

Checked by : Surjit Singh Saini

Approved by: Subhajit Mitra

MATHERAN






Page - 61

Figure 3-3 Land Use Pattern within the Proposed Right of Way

Table 3-7 Land Use distribution within PROW

Land Use Classes & Types Area (Ha) Area (%)

Agriculture Land Agriculture Land 659.57 63.93

Forest Forest 122.61 11.91

Mangroves 0.00 0.00

Builtup Area

Mining 2.60 0.25

Rural Area 9.07 0.88

Urban Area 13.76 1.33

Industrial Area Industrial Area 44.51 4.31

Water Bodies

Rivers 13.03 1.26

Water Bodies 0.69 0.07

Wetland 0.00 0.00

Barren/ Waste Land Barren Land 165.76 16.06

Sandy/Salt Affected Area 0.00 0.00

Grand Total 1031.91 100


3.7.3 Land Use within Study Area

Total study area is 301296.21 ha. Agriculture land occupied major part (36.53%) of the

total area, followed by forest (31.06%), Barren/ Waste Land (15.25%), built-up area

(9.6%), water bodies (5.37%) and industrial area (2.19%). Land Use within 15 km

Radius of the Proposed SPUR Alignment is presented in Table 3-8.






Page - 62

Table 3-8 Land Use within 15 km Radius of the Proposed SPUR Alignment

Land Use Classes & Types Area (Ha) Area (%)

Agriculture Land Agriculture Land 110069.00 36.53

Forest Forest 90294.14 29.96

Mangroves 3304.15 1.10

Builtup Area

Mining 1110.96 0.37

Rural Area 5814.73 1.93

Urban Area 21991.68 7.30

Industrial Area 6584.20 2.19

Water Bodies

Rivers 6833.03 2.27

Water Bodies 3407.60 1.13

Wetland 5947.82 1.97

Barren/ Waste Land Barren Land 40180.22 13.34

Sandy/Salt Affected Area 5758.68 1.91

Grand Total 301296.21 100


3.8 SOIL QUALITY

Soil serves as a natural medium for the growth of plants that sustains human and animal

life. is the essence of life on earth, essentially soil is a natural body of mineral and

organic constituents differentiated into horizons usually unconsolidated, of variable

depth which differ among themselves as well as from the underlying parent material in

morphology, physical makeup, chemical properties and composition and biological

characteristics Whitney (1982) Hilgard (1892) Dokuchaiev (1900) Joffe (1936). Healthy

soils provide us with a range of ecosystem services such as resisting erosion, receiving

and storing water, retaining nutrients and acting as an environmental buffer in the

landscapes. Any alteration to it leads to degradation in soil quality. Soil quality is the

capacity of the soil to function within the ecosystem boundaries to sustain biological

productivity, maintain environmental quality and promote plant and animal growth. In the

modern world we need to do development

3.8.1 Soil Types of the Study Area

Most of the soils in the study area can be considered as being derived from trap

(Basaltic) rocks. The soil has been classified into three broad categories based on the

characteristics and relationship with topographic set up.

a) Soil of Coastal Lands with Residual Hills - These soils are slightly deep, poorly

drained, fine soils on gentle sloping land and very fine soil on sloping land. These

soils are calcareous and occur along the coast of Vasai, Palgarh and Dahanu

b) Lighter Colored soils - These soils are occurring on the undulating, elongated hills

and intervening valleys. These are medium to deep grayish in color, poor in fertility,

clayey to loamy in nature, shallow in depth and coarse in texture. These soils are

known as Varkas and are suitable for rice. These soils occur on the eastern part of






Page - 63

Forest Area Agricultural Area

Photographs of Soil Sampling

the district.

c) Black Colored Soil - These soils occur on plains in the middle and eastern part of

the district along the valleys.

3.8.2 Soil Monitoring Stations

The physico-chemical characteristics of soils within the study area were examined by

obtaining soil samples from selected points and analyzing the same. Details of the

sampling stations are provided in Table 3-9. M M/s Ultra-Teach Environmental

Consultancy & Laboratory, Thane (A NABL Accredited and MoEFCC recognized

laboratory) was engaged for collection and analysis of Soil samples. Four (4) sampling

locations of different land use within 500 meters on either side of the proposed

alignment were collected for studying soil characteristics.

Table 3-9 Details of Soil Monitoring Stations

SN Station Code Location Chainage Latitude & Longitude Type of Land Use

1 SQ1 Shirsad Village 0+500 19°29'15.0"N 72°53'12.6"E

Forest

2 SQ2 Ghotgaon Village 22+100 19°27'49.8"N 73°02'54.9"E

Agricultural

3 SQ3 Amne Village 42+550 19°19'16.3"N 73°09'42.8"E

Residential

4 SQ4 Shiravali Village 77+500 19° 5'10.58"N 73°11'5.48"E

Forest

Source: Field Sampling in December 2020

3.8.3 Soil Characteristics of the Study Area

Composite soil samples from 4 different land use area were taken from 6 to 15 cm soil

layer by following all the standard procedures. The samples weighing approximately 1.0

Kg were packed, tagged and transported to the laboratory for detailed analysis.






Page - 64

The soil analysis data of forest area (SQ1 & SQ4), agriculture (SQ2) and residential

area (SQ3) are presented in Table 3-10 below reveal that the soils are clay loam in

texture and acidic in reaction. Low electrical conductivity of water extract indicated that

the soil have low concentrations of some of the nutrients like potassium, sodium, iron

etc. Lead was below detection limit in all the samples. Soil analysis reveals that pH of

the slightly acidic in nature except soil of residential area. Soil Organic Carbon (SOC)

content was heighest in soil samples of forest area (1.42 – 1.46%) followed by

agricultural land (0.90%). Lowest SOC was estimated from the residential area (0.48%).

Carbon – Nitrogen (C:N) ratio depicts a relatively slow rate of decomposition of organic

matter. Highest soil bulk density was recorded from the soil collected from residential

area and lowest was recorded from the soil of forest followed by agriculture land. Soil is

normally good in terms of nutrient availability. Low quantities of nitrogen, phosphorus

and organic matter content estimated for the soil of residential area as compared to

forest and agriculture areas. Soil is normally good for limited varieties of agricultural

crops but addition of nitrogen, phosphorus and organic matter will help in improving the

soil fertility and thereby obtaining variety of agricultural crops.

Table 3-10 Soil Analysis Result

S. N. Parameters Units SQ 1 SQ2 SQ3 SQ4

1 pH - 6.1 6.4 7.8 6.5

2 Bulk Density gm/cm3 1.12 1.28 1.49 1.15

3 Conductivity Micro

mhos/cm 2.3 3 6.5 2.9

4 Moisture % 13.6 9.6 8.8 11.8

5 Porosity - 57.3 47.9 26.3 49.2

6 Texture - Clay Loam Clay Loam Clay Loam Clay Loam

7 Sand % 19.4 28.6 25.5 20.4

8 Clay % 49.8 48.3 42.7 51.2

9 Silt % 30.8 23.1 26.9 28.4

10 Sodium mg/kg 61 78 252 68

11 Total Potassium mg/100gm 2.02 1.86 0.94 1.97

12 Total Nitrogen mg/100gm 24.68 19.67 12.52 23.12

13 Total Phosphorous mg/100gm 3.81 3.24 0.89 4.06

14 Organic Carbon % 1.46 0.90 0.48 1.42

15 Organic Matter % 2.52 1.55 0.83 2.45

16 Phosphate as PO4 mg/kg 1.48 2.1 2.8 1.22

17 Mg mg/kg 66 56 3.02 1.86

18 Iron mg/kg 20.8 10.9 8.9 17.6

19 Manganese mg/kg 2.44 1.98 1.32 1.90

20 Nitrates mg/kg 23.5 24.9 12.5 27.1

21 Lead as Pb mg/kg BDL (DL=5) BDL (DL=5) BDL (DL=5) BDL (DL=5)

Source: Test Report provided by M/s Ultra-Teach Environmental Consultancy & Laboratory, Thane






Page - 65

3.9 CLIMATE & METEOROLOGY

3.9.1 Climatic Conditions of the Study Area

Climate of the study area is characterized by high humidity throughout the year, a hot

summer followed by well distributed and heavy rainfall during the southwest monsoon

season. The winter season starts from December to February followed by summer from

March to May. The southwest monsoon season is from June to September while

October and November constitute the post monsoon season.

Past meteorological data of nearest IMD Observatory at Dahanu is considered to be

deemed representative for the study area, has been collected for the period of 1981-

2010 to establish the baseline climatic conditions of the study area. The key parameters

of collected meteorological data have been summarized in Table 3-11 below.

Table 3- 11 Summaries of Climatological Data of the Study Area

Parameter IST Monthly Range Annual Total

OR Mean

Mean Daily Maximum Temperature (C) 27.7 (Jan) – 34.3 (May) 31.2

Mean Daily Minimum Temperature (C) 17.3 (Jan) – 27.2 (May) 22.9

Relative Humidity (%) 0830 63 (Feb) – 88 (Jul) 73

1730 62 (Mar) – 84 (Jul) 70

Total Rainfall (mm) 0.0 (Feb) – 650.7 (Jul) 1874.6

Wind Speed (km/h) 5.2 (Dec) – 16.6 (Jul) 9.4

Cloud Cover (Oktas of sky) 0830 0.9 (Jan) – 6.8 (Aug) 3.0

1730 0.6 (Feb) - 6.6 (Jul) 2.7

Source: Climatological Data of Dahanu, Indian Meteorological Department (1981-2010)

Temperature: A tropical climate, characterized by typical monsoon, tropical hot

summers and warm winters is observed in the study area. Past climatic data shows that

May is the hottest month with the mean daily maximum temperature around 34.4C.

With the onset of the monsoon in June, there is gradual decrease in day temperature

but the night temperature remains almost the same. January is recorded to be the

coldest month with the mean daily minimum temperature of 17.3C. The monthly

ambient temperature profile in the study area is presented in Figure 3-4.

Rainfall & Relative Humidity: The normal annual rainfall in the study area ranges from

1900 mm to 2600 mm and mean annual rainfall during the year 1981 to 2010 is 1874.6

mm. Historical data shows that heavy rains occur in the month of July due to SW

monsoon. The southwest monsoon contributes around 96.5 percent of the annual

rainfall. The northeast monsoon yields around 3.2 percent rainfall and the balance of

around 0.3 percent results from the pre-monsoon and winter shower.






Page - 66

Figure 3-4 Monthly Ambient Temperature Profile

The average monthly rainfall, number of rainy days, mean wind speed and relative

humidity at 08:30 hours and 17:30 hours are provided in Table 3-12.

Table 3- 12 Monthly Rainfall, Wind Speed and Relative Humidity in the Study Area

Source: Climatological Data of Dahanu, Indian Meteorological Department (1981-2010)

The rainfall profile in the study area is presented in Figure 3-5.






Page - 67

Figure 3-5 Monthly Rainfall, Rainy Days, Wind Speed and Relative Humidity of Dahanu IMD

July and August are the wettest months with more than 19 rainy days on average and

maximum relative humidity (88% in the morning to 83% in the evening). Mean annual

humidity in the study area is 73% in the morning and 70% in the evening.

Weather Extremes: High summer temperature over 40°C occurs occasionally during

the month of April to June. Highest temperature has been recorded to be 40.6°C in April

1955 and 40.4°C in May 2004. Thunder storms occur in June - July and also in

September-October but dust storm and hails have not been recorded. Due to the

geographical location, climatological conditions and other natural factors put western

coast of Maharashtra under the moderately vulnerable category as far as cyclones are

concerned1. However, the study area is vulnerable to floods. On an average, the study

area received 0.3 mm or more rainfall in 91.6 days in a year. Occurrence of fog in winter

is rare. Table 3-13 shows the extreme weather data with bar projections denoting

incremental frequency.

1 Maharashtra State Disaster Management Plan, April 2016






Page - 68

Table 3- 13 Numbers of days with Extreme Weather Condition in the Study Area

Source: Climatological Data of Dahanu, Indian Meteorological Department (1981-2010) # Hyphenated values refer to the visibility at 0830 hours and 1730 hours

3.9.2 On-site Meteorological Monitoring

An automatic weather station was established at Vadape village for collection of

meteorological data from 20th October 2020 to 31st December 2020 (post-monsoon

season). M/s Ultra-Teach Environmental Consultancy & Laboratory, Thane (A NABL

Accredited and MoEFCC recognized laboratory) was engaged for collection of on-site

meteorological data. The location details and meteorological monitoring parameters

measured through the meteorological station are provided in Table 3-14.

Table 3- 14 Location of Meteorological Station and Monitored Parameters

Parameters Frequency Location Latitude & Longitude

Hourly Wind Speed, Wind Direction,

Relative Humidity, Temperature, Rainfall

and Atmospheric Pressure

Hourly data Vadape 19°20'45.03"N 73° 6'49.37"E

Source: Field Survey during 20.10.2020 to 31.12.2020

The weather station is equipped with sensors for temperature, relative humidity, wind

speed, wind direction, atmospheric pressure, solar radiation and rain fall mounted on a

tripod stand. The station consists of a weatherproof enclosure, which contains the data

logger & power supply. The data stored in a pocket-sized data shuttle from where the

data is downloaded in the computer. After downloading, the data has been processed.

Summary of daily average of meteorological parameters like temperature, relative

humidity, wind speed, wind direction and rain fall is presented in Table 3-15. Wind Rose

diagram of the study area are presented in Figure 3-6






Page - 69

Table 3- 15 Summary of Meteorological Data of the Study Area

Parameters Oct – Dec, 2020

Maximum Temperature (o C) 36.2

Minimum Temperature (o C) 19.0

Maximum Relative Humidity (%) 93.5

Minimum Relative Humidity (%) 16.6

Total Rainfall (mm) 155.3

Average Wind Speed (m/sec) 1.70

Calm condition (%) 1.33

Predominant wind direction (blowing from) North - Esst

Dry hours (%) 99.2%

Source: Field Survey during 20.10.2020 to 31.12.2020

Meteorological Monitoring at Vadape Village






Page - 70

Figure 3-6 Wind Rose Diagram of the Study Area






Page - 71

3.10 AMBIENT AIR QUALITY

3.10.1 Ambient Air Quality Monitoring Locations


and MoEFCC recognized laboratory) was engaged for ambient air quality monitoring.

Six sampling stations were set up for monitoring ambient air quality within the study

area. Monitoring locations were selected following the CPCB guidelines for ambient air

quality monitoring so as to accord an overall idea of the ambient air quality scenario in

the study area. Logistic considerations such as accessibility, security and availability of

reliable power supply were also considered while finalizing the monitoring locations.

Details of ambient air quality monitoring locations are given in Table 3-16 and shown in

Figure 3-7

Table 3- 16 Details of Ambient Air Quality Monitoring Locations

SN Station Code

Location Chainage Side Distance#

(m) Area category

1 AQ1 Shirsad Village 2+100 RHS 500 Ecologically Sensitive Area

2 AQ2 Mahalunge Village 20+800 LHS 225 Residential

3 AQ3 Vadape Village 38+000 RHS 135 Residential

4 AQ4 Rayate Village 52+600 RHS 192 Residential

5 AQ5 Chamtoli Village 68+200 LHS 465 Residential

6 AQ6 Wangani Taraf Taloje 76+200 RHS 385 Ecologically Sensitive Area

Source: On-site Field Monitoring during October to December 2020 # Distance in meter from edge of the RoW

Chamtoli Village Mahalunge Village Rayate Village

Ambient Air Quality Monitoring at various locations





Page - 72

Figure 3-7 Map Showing Locations of Ambient Air Quality Monitoring Locations

AQ2

MATHERAN

ESZ

AQ3

AQ4

AQ5

AQ6

AQ1

NH 3






Page - 73

Statistical Analysis of PM2.5

3.10.2 Parameters Monitored & Monitoring Period

Monitoring was conducted in respect of the following parameters:

Particulate matter of size less than 2.5 micron or PM2.5

Particulate matter of size less than 10 micron or PM10

Sulphur Dioxide (SO2)

Nitrogen Dioxide (NO2)

Carbon monoxide (CO)

Benzene (C6H6)

Benzo(a)Pyrene (BaP)

Ambient air quality monitoring was conducted in post-monsoon season (mid October to

December 2020) at a frequency of twice a week at each station adopting a 24-hours

schedule. CO has been measured 1-hourly. Benzene and Benzo(a)Pyrene have been

monitored twice a month at each location for two months i.e. November and December

2020.

3.10.3 Monitoring Results

Particulate Matter of Size less than 2.5 micron or PM2.5: There is no major variation

in PM2.5 levels across the monitoring locations. The lowest concentration (12.40 g/m3)

was found at Wangani Taraf Taloje village (AQ-6) while highest concentration (42.10

g/m3) was found at Vadape Village (AQ3). The 98-percentile values of PM2.5 across

all stations was found to be 38.28 g/m3 which is within the stipulated limit of 60 g/m3

for Industrial, Residential, Rural & other areas and Ecologically Sensitive Area as per

National Ambient Air Quality Standards, 2009. Station wise minimum, maximum,

median and 98 percentile values of PM2.5 during the monitoring period are presented in

Table 3-17. Station wise minimum, maximum and average values of PM2.5 during the

monitoring period are graphically presented below. The graph showing statistical

analysis depicts the most occurring levels (median values), levels within 98% of

measured time as well as stipulated standards for comparative typecasting.






Page - 74

Statistical Analysis of PM10

Table 3- 17 Summary of PM2.5 levels in Study Area

Station Code

Station Location PM2.5 (g/m

3)

Minimum Maximum Median 98% NAAQS

AQ1 Shirsad Village 21.30 27.90 24.75 27.60

60

AQ2 Mahalunge Village 18.10 25.90 21.70 25.29

AQ3 Vadape Village 24.70 42.10 31.35 41.15

AQ4 Rayate Village 12.50 37.90 25.90 37.63

AQ5 Chamtoli Village 15.10 38.50 28.80 36.87

AQ6 Wangani Taraf Taloje 12.40 20.80 15.30 20.19

Overall of 6 locations 12.40 42.10 24.30 38.28

Source: On-site Field Monitoring during October to December 2020

Particulate Matter of Size less than 10 micron or PM10: Minor variation is observed in

PM10 levels across the monitoring locations. The lowest concentration (29.30 g/m3)

was found at Rayate Village (AQ-4) while highest concentration (71.50 g/m3) was

found at Vadape Village (AQ3). The 98-percentile values of PM10 across all stations was

found to be 62.74 g/m3 which is within the stipulated limit of 100 g/m3 for Industrial,

Residential, Rural & other areas and Ecologically Sensitive Area as per National

Ambient Air Quality Standards, 2009. Station wise minimum, maximum, median and 98

percentile values of PM10 during the monitoring period are presented in Table 3-18.

Station wise minimum, maximum and average values of PM10 during the monitoring

period are graphically presented below. The graph showing statistical analysis depicts

the most occurring levels (median values), levels within 98% of measured time as well

as stipulated standards for comparative typecasting.

Table 3- 18 Summary of PM10 levels in Study Area

Station Code

Station Location PM10 (g/m

3)



100










Page - 75

Statistical Analysis of SO2

Station Code

Station Location PM10 (g/m

3)





Sulphur Dioxide (SO2): The lowest concentration (5.10 g/m3) was found at Wangani

Taraf Taloje village (AQ-6) while highest concentration (17.0 g/m3) was observed at

Vadape Village (AQ3). The 98-percentile value of SO2 across all station were found to

be 15.5 g/m3 which is within the stipulated limit of 80 g/m3 for Industrial, Residential,

Rural & other areas and Ecologically Sensitive Area as per National Ambient Air Quality

Standards, 2009. Station wise minimum, maximum, median and 98 percentile values of

SO2 during the monitoring period are presented in Table 3-19.

Table 3- 19 Summary of SO2 levels in Study Area

Station Code

Station Location SO2 (g/m

3)



80








The minimum, maximum and average values of SO2 during the monitoring period are

graphically presented below. The graph showing statistical analysis depicts the most

occurring levels (median values), levels within 98% of measured time as well as

stipulated standards for comparative typecasting.

Nitrogen Dioxide (NO2): The lowest concentration (7.68 g/m3) was found at Wangani

Taraf Taloje village (AQ-6) while highest concentration (32.80 g/m3) was observed at






Page - 76

Statistical Analysis of NO2

Vadape Village (AQ3). The 98-percentile value of NO2 across all station were found to

be 31.92 g/m3 which is within the stipulated limit of 80 g/m3 for Industrial, Residential,



NO2 during the monitoring period are presented in Table 3-20.

Table 3- 20 Summary of NO2 levels in Study Area

Station Code

Station Location NO2 (g/m

3)



80








The minimum, maximum and average values of NO2 during the monitoring period are




Carbon monoxide (CO): The lowest concentration (0.41 mg/m3) was found at Wangani

Taraf Taloje village (AQ-6) while highest concentration (2.69 mg/m3) was observed at

Vadape Village (AQ3). The 98-percentile value of CO across all stations were found to

be 1.98 mg/m3 which is within the stipulated limit of 4 mg/m3 for Industrial, Residential,



CO during the monitoring period are presented in Table 3-21.






Page - 77

Statistical Analysis of CO

Table 3- 21 Summary of CO levels in Study Area

Station Code

Station Location CO (mg/m

3)



04








The minimum, maximum and average values of CO during the monitoring period are




Benzene and Benzo(a)Pyrene: To assess the background concentration, Benzene and

Benzo(a)Pyrene have been monitored twice a month at each location for two months.

Station wise minimum, maximum and median values of benzene during the monitoring

period are presented in Table 3-22. The 98-percentile value of Benzene across all

stations were found to be 1.45 g/m3 which is within the stipulated limit of 5 g/m3 for

Industrial, Residential, Rural & other areas and Ecologically Sensitive Area as per

National Ambient Air Quality Standards, 2009.

Values of Benzo(a)Pyrene in all monitoring locations remain below the detection limit i.e.

less than 0.5 ng/m3 which is within the stipulated limit of 01 ng/m3 for Industrial,

Residential, Rural & other areas and Ecologically Sensitive Area as per National

Ambient Air Quality Standards, 2009.






Page - 78

Table 3- 22 Summary of Benzene levels in Study Area

Station Code

Station Location Benzene (g/m

3)



05







Source: On-site Field Monitoring during November & December 2020

Monitoring station-wise as well as overall statistical analysis comprising of minimum,

maximum, arithmetic mean, median, standard deviation and 98-percentile of the

ambient air quality data are shown in Table 3-23. Arithmetic mean of the 24-hourly

average values have been calculated to show the average levels of various parameters

in ambient air, while the median values represents the most occurring levels of a

particular parameter during the monitoring period.

Table 3- 23 Statistical Analysis of Ambient Air Quality in the Study Area

Parameters AAQMS Location Mes Min Max AM MD SD p98 PTV

PM2.5 (µg/m

3)

AQ1 Shirsad Village 20 21.30 27.90 24.57 24.75 1.70 27.60 0

AQ2 Mahalunge Village 20 18.10 25.90 21.52 21.7 2.11 25.29 0

AQ3 Vadape Village 20 24.70 42.10 32.16 31.35 4.11 41.15 0

AQ4 Rayate Village 20 12.50 37.90 26.27 25.9 7.41 37.63 0

AQ5 Chamtoli Village 20 15.10 38.50 27.75 28.8 5.96 36.87 0

AQ6 Wangani Taraf Taloje 20 12.40 20.80 15.56 15.3 2.39 20.19 0

Overall 6 Locations 100 12.40 42.10 24.71 24.3 6.82 38.28 0

PM10 (µg/m

3)

AQ1 Shirsad Village 20 48.90 62.00 55.03 53 3.61 60.97 0.00

AQ2 Mahalunge Village 20 34.70 56.30 44.23 43.9 5.85 56.11 0.00

AQ3 Vadape Village 20 40.80 71.50 50.38 48.15 7.92 68.80 0.00

AQ4 Rayate Village 20 29.30 58.10 40.92 40.25 7.75 57.26 0.00

AQ5 Chamtoli Village 20 34.70 58.70 46.52 46.55 6.46 57.79 0.00

AQ6 Wangani Taraf Taloje 20 37.30 45.70 40.42 40.2 2.13 45.17 0.00

Overall 6 Locations 100 29.30 71.50 46.25 45.4 7.93 62.74 0.00

SO2 (µg/m

3)








NOx AQ1 Shirsad Village 20 13.40 20.20 16.37 15.9 2.07 20.16 0






Page - 79

Parameters AAQMS Location Mes Min Max AM MD SD p98 PTV

(µg/m3) AQ2 Mahalunge Village 20 8.85 29.52 20.45 20.85 6.39 29.13 0






CO (mg/m

3)









Note: AAQMS: Ambient Air Quality Monitoring Station Code, Mes: Number of Measurements, Min: Minimum; Max: Maximum, AM:

Arithmetic Mean; MD: Median; SD: Standard Deviation, p98: 98-Percentile Value, PTV: Percent time violation with respect to the

Indian standards

As evident from Table 3-23 and the discussion above, the ambient air quality at the

monitored locations does not exceed National Standards and is well within the limits. No

industrial sources of air

emission are observed

along the proposed

alignment of the

expressway.

Indian Air Quality Index

(IND - AQI): An AQI

scheme transforms

weighted values of

individual air pollutant

concentrations into a

single number or set of

numbers. AQI is a number used by government agencies to communicate to the public

how polluted the air currently is or how polluted it is forecast to become. There are six

AQI categories, namely Good, Satisfactory, Moderately Polluted, Poor, Very Poor, and

Severe. The AQI considered various pollutants for which short-term (up to 24-hourly

averaging period) National Ambient Air Quality Standards are prescribed. Based on the

measured ambient concentrations, corresponding standards and likely health impact, a

sub-index is calculated for each of these pollutants. The worst sub-index reflects overall

AQI.

AQI of the Study Area: Air quality data of the study area generated through manual

monitoring network has been utilized to calculate the monitoring date wise AQI of the

study area and presented in Table 3-24.






Page - 80

Table 3-24 Air Quality Index (AQI) of the Study Area

AQ1 Shirsad

AQ2 Mahalunge

AQ3 Vadape

AQ4 Rayate

AQ5 Chamtoli

AQ6 Taloje

Date AQI Date AQI Date AQI Date AQI Date AQI Date AQI

19.10.20 80 19.10.20 85 19.10.20 51 20.10.20 40 20.10.20 64 20.10.20 44

22.10.20 92 22.10.20 57 22.10.20 72 23.10.20 67 23.10.20 40 23.10.20 42

27.10.20 59 27.10.20 55 27.10.20 67 28.10.20 76 28.10.20 55 28.10.20 82

30.10.20 76 30.10.20 47 30.10.20 81 31.10.20 40 31.10.20 53 31.10.20 74

2.11.20 57 2.11.20 41 2.11.20 91 3.11.20 61 3.11.20 48 3.11.20 41

7.11.20 59 7.11.20 43 7.11.20 72 6.11.20 71 6.11.20 57 6.11.20 60

9.11.20 59 9.11.20 77 9.11.20 66 10.11.20 97 10.11.20 44 10.11.20 62

11.11.20 66 11.11.20 44 11.11.20 70 12.11.20 62 12.11.20 57 12.11.20 40

17.11.20 53 17.11.20 66 17.11.20 48 18.11.20 68 18.11.20 53 18.11.20 46

20.11.20 53 20.11.20 46 20.11.20 58 21.11.20 56 21.11.20 57 21.11.20 64

24.11.20 52 24.11.20 42 24.11.20 76 23.11.20 60 23.11.20 65 23.11.20 55

28.11.20 49 28.11.20 61 28.11.20 52 26.11.20 69 26.11.20 59 26.11.20 48

3.12.20 39 3.12.20 75 3.12.20 109 1.12.20 63 1.12.20 45 1.12.20 87

6.12.20 53 6.12.20 37 6.12.20 53 4.12.20 116 4.12.20 44 4.12.20 73

9.12.20 61 9.12.20 47 9.12.20 60 8.12.20 81 8.12.20 55 8.12.20 40

12.12.20 84 12.12.20 62 12.12.20 52 11.12.20 52 11.12.20 49 11.12.20 40

15.12.20 70 15.12.20 49 15.12.20 108 14.12.20 43 14.12.20 56 14.12.20 52

18.12.20 58 18.12.20 56 18.12.20 64 17.12.20 47 17.12.20 51 17.12.20 45

21.12.20 71 21.12.20 43 21.12.20 53 23.12.20 64 23.12.20 50 23.12.20 72

24.12.20 67 24.12.20 48 24.12.20 63 26.12.20 100 26.12.20 44 26.12.20 68

From the above interpretation of AQI, it can be concluded that 68.5% time of the

monitoring period air quality of the area was satisfactory while 29% time of the

monitoring period air quality of the area was good and 2.5% time of the monitoring

period air quality of the area was moderately polluted.






Page - 81

3.11 AMBIENT NOISE LEVEL

3.11.1 Noise Monitoring Stations

To assess the background noise levels in the study area ambient noise monitoring was

conducted at six locations. The stations were selected judiciously based on the following

considerations:

Obstruction free exposure of equipment

Away from temporary noise generating sources to monitor true background levels

Accessibility of the location during day and night

Security and safety of the instrument


and MoEFCC recognized laboratory) was engaged for ambient noise monitoring. The

locations of the ambient noise level monitoring stations in the study area are given in

Table 3-25.

Table 3- 25 Details of Noise Monitoring Locations

SN Station Code


(m) Area category

1 NQ1 Mandvi Village 2+100 RHS 500 Silence

2 NQ2 Mahalunge Village 20+750 LHS 220 Residential

3 NQ3 Kuske Village 40+300 RHS 160 Residential

4 NQ4 Rayate Village 52+500 RHS 100 Silence

5 NQ5 Bhoj Village 69+850 RHS 490 Residential

6 NQ6 Wangani Taraf Taloje 76+200 RHS 240 Residential

Source: On-site Field Monitoring during November 2020

# Distance in meter from edge of the RoW

3.11.2 Methodology of Noise Monitoring

Ambient noise level or sound pressure levels (SPL) are measured by a continuous

sound level meter having built in facilities to read noise level directly in dB(A). Since

loudness of sound is important for its effects on people, the dependence of loudness

upon frequency is taken into account by the A-weighting filters in-built in the noise meter

which gives a direct reading of approximate loudness.

A-weighted equivalent continuous sound pressure level (Leq) values were computed

from the values of A-weighted SPL measured with the noise meter. Noise measurement

was conducted as per IS:4954 as adopted by CPCB. Ambient noise level monitoring

was carried out during November 2020.

3.11.3 Ambient Noise Levels in the Study Area

The ambient noise levels of the study area are presented in Table 3-26.






Page - 82

Table 3- 26 Ambient Noise Levels of the Study Area

Station Code

Area category

Noise Level (dBA)

L10 L50 L90 Leq-day Leq- Night LMin LMax

NQ1 Silence 47.8 43.3 41.3 47.9 39.1 30.6 51.1

NQ2 Residential 45.8 41.3 39.3 45.8 38.4 30.4 48.9

NQ3 Residential 55.8 49.7 46.3 54.3 43.9 42.2 61.2

NQ4 Silence 46.6 42.1 40.1 46.6 39.2 31.2 49.7

NQ5 Residential 55.3 49.2 45.8 53.8 43.4 41.7 60.7

NQ6 Residential 53.7 47.6 44.2 52.2 41.8 40.1 59.1

Source: On-site Noise Monitoring during December 2020

Note: Noise Standard in Residential Zone : Day Time: 55 dB(A) Night Time: 45 dB(A)

Noise Standard in Silence Zone : Day Time: 50 dB(A) Night Time: 40 dB(A) Day time is reckoned from 6 A.M to 10 P.M

Night time is reckoned from 10 P.M to 6 A.M.

The daytime and night time equivalent noise levels show that the ambient noise levels

are within the stipulated noise standards of residential and silence area. Maximum

equivalent noise level during day time [54.3 dB(A)] is observed and during night time

[43.9 dB(A)] is observed at at Kuske Village (NQ3).

The measured and calculated values of the study area indicate that ambient noise

levels not exceeding the threshold limits. As the proposed expressway is non-

existent as on date; it can be inferred that such noise levels originate from local activities

i.e. ―without project scenario‖, which may slightly escalate during the operation stage i.e.

―with project scenario‖.






Page - 83

3.12 SURFACE WATER

3.12.1 Surface Water Quality of the Study Area2

Surface water quality of the study area has been established based on secondary

data.

Maharashtra Pollution Control Board (MPCB), being the state nodal agency under

CPCB, regularly monitors the water quality across 294 water quality monitoring stations

(WQMS) for both surface and ground water under two programs of NWMP (National

Water Quality Monitoring Program) and SWMP (State Water Quality Monitoring

Program) in the State of Maharashtra. Surface water samples are monitored once every

month whereas the ground water samples are monitored bi-annually.

Four parameters namely pH, Dissolved Oxygen, Biochemical Oxygen Demand and

Feacal Coliform are used by the MPCB for calculating the WQI for surface water. Upon

determining the WQI, the water quality is described for easy understanding and

interpretation as shown in Table 3-27.

Table 3- 27 Classification of Water Quality for Surface Water

Water Quality Index – Surface Water

WQI Quality Classification Remarks Colour Code

63 – 100 Good to Excellent Non-Polluted

50 – 63 Medium to Good Non-Polluted

38 – 50 Bad Polluted

38 and less Bad to Very Bad Heavily Polluted

Source: http://www.mpcb.gov.in/envtdata/Ebulletin_pdf/E_bulletin_Oct2016.pdf

During the year 2018-19, MPCB carried out surface water quality monitoring at about

228 stations located on various rivers, sea, creek and nallahs in the State of

Maharashtra. out of which, few stations have been selected to establish the surface

water quality of the study area (Table 3-28).

Table 3- 28 Surface Water Monitoring Stations at West Flowing Rivers

Station

ID River

Station Name Village Taluka District

1094 Ulhas U/s of Badlapur water works Kulgaon Ambernath Thane

1093 Ulhas U/s of NRC Bund Mohane Kalyan Thane

2162 Ulhas Jambhul water works Jambhul Ambernath Thane

1461 Bhatsa D/s of Pise Dam Pise Bhiwandi Thane

1092 Kalu Kalu at Atale village Atale Kalyan Thane

2712 Vaitarna Vaitarna near Road Bridge Gandhare Wada Thane

2709 Tansa Tansa near road bridge Dakewali Wada Thane

2 Water Quality Status of Maharashtra 2018-2019 (Compilation of Water Quality Data Recorded by MPCB), Jul 2019






Page - 84

Station

ID River

Station Name Village Taluka District

2707 Surya At MIDC pumping station Garvashet Palghar Thane

2696 Pelhar Pelhar dam Pelhar Vasai Palghar

Source: Water Quality Status of Maharashtra 2018-2019, Maharashtra Pollution Control Board

Being a coastal state, Maharashtra has a coast line of about 720 km. The proposed

expressway is located in Palghar, Thane and Raigad districts which are costal districts

of Maharashtra. The rivers of the study area are west flowing rivers originating from

Western Ghats and joins Arabian Sea at the end. Unlike East flowing rivers, these rivers

do not form deltas, but only estuaries. These Rivers are important source of drinking

water, agricultural and industrial applications in the study area. Water Quality Index of

selected WQMS is presented in Table 3-29.

Table 3- 29 Water Quality Index of Selected WQMS on West Flowing Rivers

Month West Flowing Rivers

Apr 84 82 84 87 75 Dry Dry 85 84

May 80 82 81 80 63 Dry Dry 83 87

Jun 88 88 87 88 84 Dry Dry 86 81

Jul 81 81 84 81 81 81 82 84 82

Aug 81 81 81 81 83 80 78 79 82

Sep 85 84 82 89 84 80 79 80 79

Oct 87 85 84 78 84 85 83 84 90

Nov 86 82 84 83 46 84 84 80 80

Dec 83 82 82 80 65 Dry Dry 81 79

Jan 83 81 79 75 80 Dry Dry 85 80

Feb 82 87 84 82 81 Dry Dry 77 85

Mar 85 83 82 84 79 Dry Dry 86 85

Station ID 1094 1093 2162 1461 1092 2712 2709 2707 2696

Legend

Good to Excellent Medium to Good Bad Bad to Very Bad Dry

Source: Water Quality Status of Maharashtra 2018-2019, Maharashtra Pollution Control Board

The results showed that the annual average WQI of rivers in the study area are in good

to excellent category.

3.12.2 Surface Water Sampling Locations

Surface water bodies are important in local context and therefore, their water quality

needs to be monitored to assess the impacts of the project. M/s Ultra-Teach

Environmental Consultancy & Laboratory, Thane (A NABL Accredited and MoEFCC

recognized laboratory) was engaged for collection of surface water samples and

analysis. For generating data on surface water quality parameters and drawing up the

baseline scenario, 6 surface water quality monitoring stations were selected for

sampling. Details of the location of Surface Water Quality Stations are provided in Table

3-30.






Page - 85

Table 3- 30 Details of Surface Water Sampling Locations

Station Code

Description Chainage Village Side Distance# (m)

SW1 Tansa River 3+375 Chandiv Village RHS 90

SW2 Tansa River 18+400 Kelthan Village RHS 390

SW3 Bhatsa River 45+400 Sagne Village RHS 305

SW4 Kalu River 47+400 Balyani Village LHS 214

SW5 Ulhas River 67+150 Badlapur Village RHS 105

SW6 Kondeshwar

Lake 70+150 Bhoj Village RHS 590



Water samples (grab samples) were collected once in the month of November 2020

from all the locations and analyzed for physical, chemical and bacteriological

parameters as per established standard methods and procedures. All the basic

precautions and care were taken during the sampling to avoid contamination. Analysis

of the samples was carried out as per established standard methods and procedures

prescribed by the CPCB, ―IS Codes 3025 - Methods of sampling and test (Physical and

Chemical) for water and waste water‖ and ―Standard Methods for Examination of Water

and Wastewater‖ published by APHA.

3.12.3 Analysis Results

The salient water quality parameters are statistically analyzed and presented in Table 3-

31 depicting range (minimum & maximum), arithmetic mean and standard deviation.

The percent time violations (PTV) i.e. the percentages of time the water quality

parameters violate the tolerance limit are also presented therein. Details of water quality

monitoring results of the surface water bodies are presented in Table 3-32.

Table 3- 31 Salient Surface Water Quality Features

SN Parameter Range Arithmetic

Mean Limit #

Minimum Maximum

1 pH 7.1 7.9 7.3 6.5 -8.5

2 DO (mg/l) 5.9 6.8 6.2 4mg/l to >6 mg/l

3 BOD (3 days at 27°C) (mg/l)

2.1 2.9 2.58 <2 mg/l to <3 mg/l

4 Total coliform organisms (MPN*/100 ml

7 22 14 <50 mg/l to 5000

5 Electrical conductivity less than 2250 micro mhos/cm,

225 3670 1340 Max 2250 µmhos/cm at 25 0 C

6 Sodium Aborption Ratio less than 26

0.78 8.52 - Max 26

7 Boron <0.1 <0.1 <2 mg/l

Source: On-site Water Quality Monitoring in November 2020, # CPCB Designated best use water quality criteria






Page - 86

Photographs of Surface Water Sampling

pH values of the surface water are varies between 7.1-7.9 which is within the tolerance

limit of 8.5 (Table 3-32). The slight alkalinity of the water may be associated with

alkaline soil of the region.

Dissolved Oxygen (DO) levels are found to be in the range of 5.9-6.8 mg/l. BOD ranges

from 2.1-2.9 mg/l while COD ranges are found to be 8.1-18.2 mg/l. The values of BOD

indicate that greater amount of oxidizable organic material in the water resulting

increase of oxygen demand and thereby, lowering of dissolved oxygen levels. The BOD

level in river water can be attributed to use of fertilizers in the agricultural fields of river

catchment as well as industrial activities in the surrounding area.

Nitrate, Iron and Fluoride content were found to be within the tolerance limit. Electrical

Conductivity (EC) and TDS found to be slightly high in SW1 (Tansa river), SW3 (Bhatsal

River) and SW4 (Kalu River). Such values of conductivity and TDS indicate that the

water is highly mineralized.

Chloride and sulphate contents were 19-880 mg/l and 21-440 mg/l respectively. Calcium

content varied between 16-150 mg/l, magnesium ranged between 5-87 mg/l. Level of

iron in all samples were less than 0.06 mg/l while arsenic, chromium, cadmium, copper,

manganese, zinc and mercury are found to be below detectable limit. Fecal coliforms

are also present in all the samples.






Page - 87

Table 3- 32 Surface Water Quality Analysis Results

Sl. No,

Parameters Unit SW1 SW2 SW3 SW4 SW5 SW6

1 pH - 7.5 7.4 7.1 7.3 7.2 7.9

2 Temperature OC 27.9 27.9 26.8 26.7 26.2 26.4

3 Colour Hazen Units

<5 <5 <5 <5 <5 <5

4 Electrical Conductivity µmhos/cm 3670 410 1630 1680 425 225

5 Turbidity NTU 6.5 1.2 2.3 0.9 0.7 2.6

6 Total Hardness as CaCO3 mg/l 740 135 305 210 99 62

7 Total Dissolved Solids mg/l 2390 265 1060 1090 280 145

8 Total Suspended Solids mg/l 8 7 3 4 5 2

9 Total Alkalinity as CaCO3 mg/l 290 145 84 135 85 72

10 HCO3- mg/l 210 64 165 113 91 39

11 Sodium as Na mg/l 530 22 197 271 32 14

12 Potassium as K mg/l 48 2.7 25 20 8.3 3.6

13 Calcium as Ca mg/l 150 32 87 43 21 16

14 Magnesium as Mg mg/l 87 13 19 22 11 5

15 Dissolved Oxygen mg/l 6.2 5.9 6.8 5.9 6.3 6.1

16 BOD (270C, 3Days) mg/l 2.9 2.8 2.8 2.1 2.6 2.3

17 COD mg/l 11.9 15.7 14.6 16.3 18.2 8.1

18 Chlorides as Cl- mg/l 880 47 260 320 53 19

19 Sulphate as SO42-

mg/l 440 56 275 255 21 34

20 Phosphates as PO43-

mg/l <0.01 <0.01 0.02 <0.01 <0.01 <0.01

21 Nitrates as NO3-N mg/l 2.2 1.8 1.1 1.6 1.2 2.2

22 Iron as Fe mg/l <0.06 <0.06 <0.06 <0.06 <0.06 <0.06

23 Manganese as Mn mg/l <0.03 <0.03 <0.03 <0.03 <0.03 <0.03

24 Cadmium as Cd mg/l <0.001 <0.001 <0.001 <0.001 <0.001 <0.001

25 Arsenic as As mg/l <0.003 <0.003 <0.003 <0.003 <0.003 <0.003

26 Chromium as Cr mg/l <0.02 <0.02 <0.02 <0.02 <0.02 <0.02

27 Copper as Cu mg/l <0.03 <0.03 <0.03 <0.03 <0.03 <0.03

28 Mercury as Hg mg/l <0.001 <0.001 <0.001 <0.001 <0.001 <0.001

29 Lead as Pb mg/l <0.01 <0.01 <0.01 <0.01 <0.01 <0.01

30 Zinc as Zn mg/l <0.02 <0.02 <0.02 <0.02 <0.02 <0.02

31 Boron as B mg/l <0.1 <0.1 <0.1 <0.1 <0.1 <0.1

32 Fluoride as F- mg/l <0.2 <0.2 <0.2 <0.2 <0.2 <0.2

33 Residual Chlorine mg/l <0.1 <0.1 <0.1 <0.1 <0.1 <0.1

34 Phenols mg/l <0.001 <0.001 <0.001 <0.001 <0.001 <0.001






Page - 88

Sl. No,

Parameters Unit SW1 SW2 SW3 SW4 SW5 SW6

35 Total Coliform MPN/100ml 7 17 8 22 11 21

36 Faecal Coliform MPN/100ml 2 4 2 5 7 8

Source: On-site Water Quality Monitoring in November 2020






Page - 89

3.13 GROUND WATER

Ground water has been found to be an important source for catering to the local needs

of water consumption in the rural and urban areas. Therefore, any kind of deterioration

in the quality of ground water owing to the developmental activities will pose threat to

the local population and attention needs to be paid towards maintaining the quality of

water using all possible tools. Since the ground water is used without treatment by a

large portion of population for drinking purpose and domestic use, the quality of ground

water is of more concern.

3.13.1 Depth of Ground Water3

Pre-monsoon depth to water level (May-2012) ranging between 2 to 5 mbgl and 5 to 10

mbgl while post-monsoon depth to water level (Nov- 2012) ranging between 2 to 5 mbgl

in the study area of Palghar, Thane and Raigad districts. Mean water level is range

between 2 to 5 mbgl.

3.13.2 Ground Water Resources and Category

Ground water resource estimation has been done jointly be the Central Ground Water

Board (CGWB) and the Groundwater Surveys and Development Agency (GSDA),

Government of Maharashtra based on GEC-1997 methodology for the base year 2009.

The ground water resources of Vasai, Wada, Bhiwandi, Kalyan, Ambarnath and Panvel

Talukas (assessment units), through which the proposed SPUR is passing is

summarized in Table 3-33.

Table 3- 33 Ground water Resources (as on March 2009)

Talukas Net Annual

Ground

Water

Availability

(ham)

Existing

Gross Ground

Water Draft

for Irrigation

(ham)

Existing Gross

Ground Water

Draft for Domestic

and Industrial

Water Supply

(ham)

Provision for

Domestic and

Industrial

requirement

supply to 2025

(ham)

Net Ground

Water Availability

for Future

Irrigation

Development

(ham)

Stage of

Ground

Water

Development

Vasai 3661.47 981.86 83.78 173.85 3100.85 29.11%

Wada 4952.15 182.11 106.90 221.16 4397.11 5.84%

Bhiwandi 4864.30 917.28 107.43 209.59 3549.18 21.07%

Kalyan 1236.11 68.95 26.57 56.34 1414.62 7.73%

Ambarnath 2751.18 153.03 36.93 73.54 2499.11 6.90%

Panvel 5098.74 824.84 359.42 718.83 3555.03 23.23%

Source: Ground Water Information – Thane District & Raigad District, CGWB, Ministry of Water Resources, GoI

As per ―Dynamic Ground Water Resource Estimation-2013‖, the assessment units

(talukas) are divided into different categories adopting criteria such as stage of ground

water development, significant long term water level decline trend during pre-monsoon

and post-monsoon etc. As per the CGWA classification, all the Talukas, through

which the proposed VME-SPUR is passing, fall under safe category (Table 3-34)

3 Ground Water Information – Thane District, Central Ground Water Board, Ministry of Water Resources, GoI






Page - 90

Table 3- 34 Classification of Ground Water based on the CGWA Classification

List of Non-Notified Areas

S. No Sub District Area Type Category

State: MAHARASHTRA [ 1 ]

District: PALGHAR

1 VASAI Safe

2 WADA Safe

District: THANE

3 BHIWANDI Safe

4 KALYAN Safe

5 AMBARNATH Safe

District: RAIGAD

6 PANVEL Safe

Source: http://cgwa-noc.gov.in/Sub/Report/AreaType/AreaType.aspx

Note: Non Notified Area: The Blocks / Talukas / Mandals / areas, other than notified by CGWA for

regulation of ground water development and management are non-notified areas

3.13.3 Ground Water Quality of the Study Area4

CGWB is monitoring the ground water quality of the Thane district (before 1 August

2014, Palghar district was part of Thane district) and Raigad district since the last four

decades through its established monitoring wells. In the coastal districts of Maharashtra,

the overall range of pH of ground water indicates that it is weakly acidic to weakly

alkaline in nature. The average value of Electrical Conductivity (EC) and Total Dissolved

Solids (TDS) suggests that the ground water in the shallow aquifers is not highly

mineralized, except a few samples from Thane and Raigarh districts. The higher

concentration of these ions in a few ground water samples of Thane and Raigarh

districts may be due to anthropogenic sources. Spatial distribution of EC & Chloride in

the study area is shown in Figure 3-8.

The ground water samples having high Sodium also indicates that mixing of seawater

with ground water is taking place at a few locations.

EC in the ground water of the study area varies in the rage of 250 – 750 µmhos/cm

(Medium Salinity Water) to 750 – 2250 µmhos/cm (High Salinity Water) while chloride

varies in the range of <100 mg/l to 100 – 250 mg/l. However, ground water in the major

part of the coastal area has low to medium salinity hazard and is suited for irrigation

applications in most soil types. Fluoride content in ground water is below 1.5 mg/l in all

the aquifers in the coastal tract. Nitrate content in ground water is also within

permissible limit of 45 mg/l in the major part of the coastal tract, except in isolated urban

areas where it is above this limit, probably due to anthropogenic activities. Studies on

the presence of heavy metals in ground water in the coastal area of Maharashtra

indicated the presence of Copper in traces but well below the acceptable limit of 0.05

4 Report on Status of Ground Water Quality in Coastal Aquifers of India, Central Ground Water Board, Ministry of

Water Resources, GoI, February 2014

http://cgwa-noc.gov.in/Sub/Report/AreaType/AreaType.aspx






Page - 91

mg/l. Iron exceeds the acceptable limit of 0.3 mg/lit in parts of Thane, Zinc was also

found in traces but below acceptable limit at places.

.

3.13.4 Ground Water Sampling Locations


and MoEFCC recognized laboratory) was engaged for collection of ground water

samples and analysis. Six (6) ground water sampling locations comprising hand

operated tube wells (hand-pumps) and well were identified for the monitoring and

assessment of ground water quality along the proposed alignment. The details of

ground water quality monitoring stations are provided in Table 3-35.

Table 3- 35 Details of Ground Water Sampling Locations

SN Station Code


(m) Usage

1 GW1 Shirsad Village 2+100 RHS 395 Drinking & Domestic

2 GW2 Mahalunge Village 20+850 LHS 125 Drinking & Domestic

3 GW3 Vadape Village 37+900 RHS 200 Drinking & Domestic

4 GW4 Rayate Village 52+400 RHS 450 Drinking & Domestic

5 GW5 Chamtoli Village 68+200 LHS 465 Drinking & Domestic

6 GW6 Wangani Taraf Taloje 76+200 RHS 385 Drinking & Domestic



Study Area

Figure 3-8 Spatial Distribution of EC and Chloride in ground water in the Study Area

Source: Report on Status of Ground Water Quality in Coastal Aquifers of India, CGWB, Feb 2014






Page - 92

Photographs of Ground Water Sampling

Rayate Village Chamtoli Village

Mahalunge

Village

Sample Identification Form

Ground water samples were collected once in the month of November 2020 from all

locations and analyzed for physical, chemical and bacteriological parameters as per

established standard methods and procedures.

3.13.5 Analysis Results

The ground water quality analysis results are provided in Table 3-36. There has been

little fluctuation in pH level (6.6-8.2) of the analyzed samples and the overall range of pH

of ground water indicates that it is weakly acidic to weakly alkaline in nature. However,

pH value of all the samples are found to be within the acceptable limits of 6.5-8.5

stipulated in drinking water quality standards (IS 10500:2012). Turbidity is found to

exceed the acceptable limit in all the samples.Total hardness, total alkalinity and total

dissolved solids (TDS) values for all the samples are observed to be within the

acceptable limits as per the Indian Standards.

The amount of dissolved ions in the ground water is represented by the parameter

electrical conductivity, which varies between 320–455 µmhos/cm. Chloride varied

between 25 to 56 mg/l, Sulfate content varied between 30 to 112 mg/l, Calcium content

varied between 23 to 52 mg/l and magnesium varied between 7.9 to 19 mg/l for the






Page - 93

samples. Iron levels are found to be within the acceptable limit. Heavy metals (Cr, Cu,

Hg, Pb, Zn, B) are also found to be within the acceptable limit.

From the above discussion, it can be concluded that the physico-chemical qualities of

the ground water satisfy the acceptable limit as stipulated in Drinking Water Standards

of India (IS 10500 : 2012) and suitable for human consumption.

Table 3-36 Ground Water Quality Analysis Results

Sl. No.

Parameter Units GW-1 GW-2 GW-3 GW-4 GW-5 GW-6 Indian Standard

1

Acceptable Limit

Permissible Limit

1. pH - 6.6 7.1 6.8 8.2 6.7 7.2 6.5 to 8.5 No

relaxation

2. Temperature OC

OC 27.5 30.1 27.9 28.4 27.8 27.7 - -

3. Electrical Conductivity

µmhos/ cm

365 455 395 395 405 320 - -

4. Turbidity NTU 1.6 2.3 1.1 1.1 1 1.3 1 5

5. Total Hardness as CaCO3

mg/l 105 130 210 100 130 125 200 600

6. Total Alkalinity as CaCO3

mg/l 100 120 212 97 120 120 200 600

7. Total Dissolved Solids

mg/l 250 295 260 265 255 220 500 2000

8. Total Suspended Solids

mg/l 4 2 2 1 <1 <1 - -

9. Sodium as Na mg/l 32 32 15 29 21 20 - -

10. Potassium as K mg/l 10 9.2 4.1 12 9.6 1.5 - -

11. Calcium as Ca mg/l 23 30 52 27 29 30 75 200

12. Magnesium as Mg mg/l 11 13 19 7.9 14 12 30 100

13. Chlorides as Cl- mg/l 56 53 25 49 53 52 250 1000

14. Sulphate as SO42-

mg/l 30 79 112 33 36 48 200 400

15. Nitrates as NO3-N mg/l 1.8 1.3 1 2.2 1.3 1.2 45

No relaxation

16. HCO3- mg/l 84 61 29 82 82 53 - -

17. Iron as Fe mg/l <0.06 <0.06 <0.06 <0.06 <0.06 <0.06 0.3 No

relaxation

18. Manganese as Mn mg/l <0.03 <0.03 <0.03 <0.03 <0.03 <0.03 0.1 0.3

19. Copper as Cu mg/l <0.03 <0.03 <0.03 <0.03 <0.03 <0.03 0.05 1.5

20. Fluoride as F mg/l <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 1 1.5

21. Boron as B mg/l <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 0.5 1

22. Zinc as Zn mg/l <0.02 <0.02 <0.02 <0.02 <0.02 <0.02 5 15

23. Arsenic as As mg/l <0.003 <0.003 <0.003 <0.003 <0.003 <0.003 0.01 0.05

24. Cadmium as Cd mg/l <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 0.003 No

relaxation

25. Lead as Pb mg/l <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 0.01 No

relaxation

26. Chromium as Cr mg/l <0.02 <0.02 <0.02 <0.02 <0.02 <0.02 0.05 No

relaxation

27. Mercury as Hg mg/l <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 0.001 No

relaxation






Page - 94

Sl. No.

Parameter Units GW-1 GW-2 GW-3 GW-4 GW-5 GW-6 Indian Standard

1

Acceptable Limit

Permissible Limit

28. Total Coliform MPN/ 100ml

<2 <2 <2 <2 <2 <2 Absent Absent

29. Faecal Coliform MPN/ 100ml

Absent Absent Absent Absent Absent Absent Absent Absent

Source: On-site Water Quality Monitoring in November 2020

1 Refers to Drinking Water Quality Standards as stipulated in IS 10500:2012

NOTE — It is recommended that the acceptable limit is to be implemented. Values in excess of those mentioned

under ―Acceptable Limit‖ render the water not suitable, but still may be tolerated in the absence of an alternative

source but up to the limits indicated under ‗Permissible Limit‖ in the absence of alternate source.






Page - 95

3.14 ECOLOGY AND BIODIVERSITY

3.14.1 Introduction

It is imperative to study the ecology of an area, essentially, how organisms are

dependent on the area in terms of resource, habitat etc, and also how organisms affect

the area. The proposed project area falls under agro-climatic zone namely western

plateau hills and west coast plains and hills bio-geographic zone of India.

The climate of the tract is generally hot and humid during summer. The temperature

varies between a minimum of 12C and a maximum of 45C. The climate is pleasant

during the winter, i.e. from January to February when the humidity is low; summer lasts

from March to June. During this season climate is very warm particularly in the eastern

region of the tract. The rains are brought by the South-West Monsoon, which breaks by

the 2nd week of June. Regular rainy season starts from the 3rd week of June and lasts

until middle of October. Heaviest rainfall occurs during July and August. Average Annual

rainfall in this region is 3200 mm (Working plan of Thane Forest Division, 2009-10 to

2018-19).

As the area is characterized by dry climate with hot and humid seasons, such climatic

conditions provide opportunity to the flora for the development of significant

morphological structures, even birds and animals also adapt themselves as per the

climate of the region. To avoid excessive amount of moisture loss from the surface,

vegetation of the region develop barbs or thorns on their branches, leaves or even bole

etc. As per the revised classification of Champion and Seth following forests have been

grouped as follows:

3B/C1 : Southern Tropical moist teak bearing forests.

3B/C2 : Southern Tropical moist mixed deciduous forests.

8A/C2 : Western sub-tropical hill forests.

4B/TS1: Mangrove scrub forests

3.14.2 Ecology Biodiversity Study

It is crucial to understand the structure and function of particular vegetation and its

composition in an ecosystem. The temporal and spatial changes happen due to

immediate or micro-climatic conditions. These factors exert significant influences on

plant development, distribution, composition and association, which in turn improve

the micro-habitat by regulating the community structure and ecosystem functioning. To

analyzed floristic composition of the area, frequency, density, abundance and

importance value index (IVI) values were calculated; simultaneously Shannon-weiner

diversity index (H‘) and dominance index (Cd) were calculated.

Floral Survey: Entire stretch of the proposed alignment comprises various land uses;

forest land, human settlement, agricultural land etc. The survey was carried out between

19.12.2020 to 23.12.2020. Some photographs showing various land uses are given

below:






Page - 96

Forest Forest Land

Human Settlement Agricultural Land

For vegetation sampling quadrate method was used. For trees 10x 10m, for shrub 3x

3m while for herbs and grasses 1x 1m size of quadrate was used. For each life form ten

quadrates were laid randomly and plants were listed. For identification of plants,

photographs and sample were taken and identified later with the help of existing

literature and verified with the concerned forest working plan. For assistance in

identifying local name of the plant species, help of local people was also taken. Hence

25 quadrates were laid out and calculated species‘ frequency, density abundance,

diversity indices etc.

Formulae used for the various calculations are:

Frequency: Frequency is the number of sampling units (%) in which a particular

species occurs. Thus frequency of each species is calculated as follows:

% Frequency = studied quadrats ofnumber Total

species a of occurrence of quadrats ofNumber × 100

Density: The number of individuals of any species per unit area of occurrence. It is

calculated as:






Page - 97

Density = studied quadrats ofnumber Total

species a of individual ofnumber Total

Abundance: This is the number of individuals of any species per unit area of

occurrence. It is calculated as:

Abundance = occurred speciesin which quadrats ofNumber

quadrats allin species theof sindividual ofnumber Total

Relative Frequency: Relative frequency is calculated by the following formula

Relative Frequency = species theall ofFrequency

species a ofFrequency × 100

Relative Density: Relative Density is calculated by the following formula

Relative Density = species theall ofDensity

species a ofDensity × 100

Relative Dominance: Relative Dominance is calculated by the following formula

Relative Dominance = species all of Dominance

species a of Dominance × 100

Importance Value Index (IVI): Curtis and McIntosh (1950) proposed an index known as

Importance Value Index (IVI) to express the dominance, and ecological success of any

species with a single value. According to Philips 1959 IVI expresses the abundance and

ecological success of any species with a single value. Importance Value Index (IVI) was

calculated by the summation of relative values of frequency, density and dominance (Curtis

and McIntosh, 1950; Curtis and Cottam, 1956; Phillips, 1959).

Importance Value Index (IVI) = Rel. Frequency + Rel. Density + Rel. Dominance

Diversity indices are the measures that reflect how many different species, genera,

families, number of individuals, biomass or coverage types are in dataset. Diversity

index shows the ratios between the number of species and total density of individual of

all the species. Species diversity tends to be low in physically controlled

communities and high in biologically control communities. It is directly correlated

with stability more diverse ecosystem tends towards higher stability.

Shanon - Weiner diversity Index (H’): Shannon‘s Index (H´) (Shannon and Weiner,

1963) is one measure of species diversity that takes into account for each species, the

proportion of individuals that contribute to the total sample. Generally, a site that has a more

even distribution of species (i.e. each species is represented by the same number of

individuals) is considered to be more diverse.






Page - 98

H‘ = –

s

i 1 pi ln pi

Where, H’ is Shannon-Wiener Index of species diversity, pi is the proportion of ith

species and s is the number of individuals of all the species.

Simpson’s Index or Concentration of Dominance (Cd): Concentration of dominance was

calculated for the observation of strongest control of species over space in different sites

(Simpson, 1949).

Cd =

s

i 1

(pi) 2

Where pi is the proportion of ith species and s is the number of individuals of all the

species.

Line Point Intercept Transect (LPIT) Method: Line Point Intercept Transect (LPIT)

Method is a rapid method for understanding quickly about the ground cover, floor

characteristics (Jeffrey et al., 2009).

Forest Canopy Characteristics: To know the canopy characteristics which is free

available on Google play store namely app (Gap Light Analysis Mobile App) was used,

which gives canopy cover and canopy openness with reference to the actual ground

condition at 180 degree. The use of Canopy Gap analysis was carried out as a low cost

means to estimate leaf cover and openness.

The study area is comprised of the thorny scrub vegetation. The entire region is pre-

dominated with Terminalia and Tectona grandis. The associate species were Acacia,

Bombax ceiba and Cassia spp. However some other species e.g. Azadirachta indica,

Eucalyptus, Mangifera indica, Ficus bengalesis, Emblica officinales etc. were also

found. This forest provides fodder to livestock and asylum to several fauna as well as

avifauna of the region. The understory vegetation comprises largely shrub, herbs and

grasses and climbers. The dominant shrubs species included Euphorbia Spp, Zyzypus

rugosa, Cassia auriculata, Calotropis procera etc. and herbs species were

Acanthespermum hispidum, Echyranthus aspera, and Solenum nigrum etc. while

grasses were Cynodon dactylon, Dactyloctenium aegypticum, Pannicum antidotale,

Saccharum spontanum etc.

A comprehensive list of flora was prepared which included flora recorded in quadrat

sampling as well as observed in the surrounding area during the study period. Total 205

floral species observed are given in the Table 3-37.






Page - 99

Bird survey along Tansa River at Ch:3+350

Quadrat study at Ch: 38+200 Line Point Intercept Transect study at Ch:38+200

Table 3-37 List of Flora observed in the Study Area

S.No. Local Name Botanical Name IUCN Status

Trees

1. Ain Terminalia tomentosa Not Available

2. Alu Vangueria spinosa Not Available

3. Al or Ashi Morinda tinctoria Not Available

4. Amba Mangifera indica Not Available

5. Ambeda Spondias mangifera Not Available

6. Amati (Wavding) Embelia robusta Not Available

7. Anjani Memecylon edule Not Available

8. Apta Bauhinia racemosa Not Available

9. Asana Bridelia retusa Least Concern

10. Arjunsadada Terminalia arjuna Not Available

11. Athoon (Tambat) Flacourtia indica Least Concern

12. Avli Phyllanthus emblica Not Available

13. Babul Acacia arabica Not Available

14. Bel Aegle marmelos Not Available

15. Bakula Mimusops elengi Least Concern

16. Bava (Bhava) Cassia fistula Least Concern






Page - 100


17. Behada (Yella) Terminalia bellirica Not Available

18. Bhendi Thespesia populnea Least Concern

19. Bhoma Glochidion lanceolarium Not Available

20. Bhokar (Shelute) Cordia myxa Not Available

21. Bhorjambhul Ammannia baccifera Least Concern

22. Bhutkesh (Lawsat) Mussaenda frondosa Not Available

23. Bhittia (Alan or Bhutaksha) Elaeodendron glaucum Not Available

24. Biba Semecarpus anacardium Not Available

25. Bibla Pterocarpus marsupium Near Threatened

26. Bondara Lagerstroemia parviflora Not Available

27. Bor Ziziphus jujuba Least Concern

28. Chambuli Bauhinia vahlii Not Available

29. Chanda, Chandava Macaranga roxburghii Not Available

30. Char, Charoli Buchanania latifolia Not Available

31. Chera Erinocarpus nimmoanus Not Available

32. Chinch Tamarindus indica Least Concern

33. Dandoshi Dalbergia lanceolaria Not Available

34. Daiwas (Dahivel) Cordia macleodii Not Available

35. Datir Ficus heterophylla Not Available

36. Dhaman Grewia tiliifolia Not Available

37. Dhavda Anogeissus latifolia Not Available

38. Dikemali Gardenia lucida Not Available

39. Gela &Gehla Randia dumetorum Not Available

40. Gol Trema orientalis Least Concern

41. Ghatbor, Guti Ziziphus xylopyra Not Available

42. Hed, Hedu Adina cordifolia Not Available

43. Hirda Terminalia chebula Not Available

44. Jamba Xylia xylocarpa Not Available

45. Jambul Eugenia jambolana Not Available

46. Kalamb Mitragyna parvifolia Not Available

47. Kadvai Hymenodictyon excelsum Not Available

48. Kakad Garuga pinnata Not Available

49. Kandol Sterculiaurens Not Available

50. Karmbel Dillenia pentagyna Not Available

51. Karlilimb (Kadilimb) Murraya koenigii Not Available

52. Karanj Pongamia pinnata Least Concern

53. Karavati Ficus asperrima Not Available

54. Kaju Anacardium occidentale Not Available

55. Katekumbal Sideroxylon tomentosum Not Available

56. Kavath Feronia elephantum Not Available

57. Khair Acacia catechu Not Available

58. Kharshing Stereospermum xylocarpum Not Available

59. Khavas Sterculia colorata Not Available

60. Kinhai Albizia procera Least Concern

61. Kirmira Caseria tomentosa Not Available






Page - 101


62. Kokam (Ratambi) Garcinia indica Vulnerable

63. Kuda Holarrhena antidysenterica Not Available

64. Kuda (Kala) Wrightia tomentosa Not Available

65. Kudi Wrightia tomentosa Not Available

66. Kumbhi Careya arborea Not Available

67. Kusumb (Koshinb) Schleichera trijuga Not Available

68. Karal or Ambli Bauhinia malabarica Least Concern

69. Kura Ixora parviflora Not Available

70. Kukeri Sterculia guttata Not Available

71. Lokhandi Ixora nigricans Not Available

72. Maraudi Acanthus ilicifolius Least Concern

73. Medhshing Dolichandrone falcata Not Available

74. Moha or Mowhra Bassia latifolia Not Available

75. Mokha Schrebera swietenioides Not Available

76. Nana Lagerstroemia microcarpa Not Available

77. Nandruk Ficus retusa Not Available

78. Nimbara Melia dubia Not Available

79. Niwar (Samudraphal) Barringtonia acutangula Least Concern

80. Padal Stereospermum chelonoides Not Available

81. Pair Ficus arnottiana Not Available

82. Palas Butea frondosa Not Available

83. Nagkuda pandarakuda Tabernaemontana heyneana Near Threatened

84. Pandhrakhair (Kanti) Acacia ferruginea Vulnerable

85. Pandhari Murraya exotica Not Available

86. Pangara Erythrina indica Least Concern

87. Per Jambhul Olea dioica Not Available

88. Pendharun Gardenia turgida Not Available

89. Petari Trewia nudiflora Not Available

90. Phasi Dalbergia paniculata Not Available

91. Pharadi Albizzia chinensis Not Available

92. Phungali Excoecaria agallocha Least Concern

93. Pimpal Ficus religiosa Not Available

94. Pipar Ficus tsiela Not Available

95. Ranlimbu Atalantia racemosa Not Available

96. Raktarohida Maba nigrescens Not Available

97. Ranjan (Rayankhirni) Mimusops hexandra Not Available

98. Ritha Sapindus emarginata Not Available

99. Sag (teak) Tectona grandis Not Available

100. Satvin Alstonia scholaris Least Concern

101. Sawar Bombax malabarica Not Available

102. Shemat Odina wodier Not Available

103. Shenkhair Acacia suma Not Available

104. Shendri or Kamala Mallotus philippensis Least Concern

105. Shindi Phoenix sylvestris Not Available

106. Shiras Albizia lebbeck Not Available






Page - 102


107. Shiras (Kala) Albiziao doratissima Least Concern

108. Shivan Gmelina arborea Least Concern

109. Shisham Dalbergia latifolia Vulnerable

110. Suru Casuarina equisetifolia Least Concern

111. Tembhurni Diospyros melanoxylon Not Available

112. Tiwas Ougeinia dalbergioides Not Available

113. Tetu Oroxylum indicum Not Available

114. Tiwar Avicennia alba Least Concern

115. Toddy palm Borassus flabellifer Not Available

116. Umbar Ficus glomerata Not Available

117. Undi Calophyllum inophyllum Least Concern

118. Vad Ficus benghalensis Not Available

119. Warang Kydia calycina Least Concern

120. Waras Heterophragma roxburghii Not Available

121. Wawali or Papara Holoptelea integrifolia Not Available

Shrubs

122. Adulsa Adhatoda vasica Not Available

123. Dhaiti Woodfordia floribunda Not Available

124. Ghaneri Lantana camara Not Available

125. Ghayapat Agave americana Not Available

126. Gultora Lantana alba Not Available

127. Kanfuti Moghania strobilifera Not Available

128. Karvi Strobilanthes callosus Not Available

129. Kaladhotra Daturafastuosa Not Available

130. Karawandi Carissa carandas Not Available

131. Kalsunda or Pivlikoranti Barleria prionitis Not Available

132. Kevani (Muradsheng) Helicteres isora Not Available

133. Khulkhula Crotalaria retusa Not Available

134. Mogli or Rangerand Jatropha curcas Not Available

135. Nirguidi Vitex negundo Least Concern

136. Nivdung (Prickly pear) Opuntia dillenii Not Available

137. Phangala (Phangali) Pogostemon purpurea Not Available

138. Rantur Moghania species Not Available

139. Rmetha Lasiosiphon eriocephalus Not Available

140. Ranbhendi Thespesia lampas Not Available

141. Rui Calotropis gigantea Not Available

142. Shikekai Acacia concinna Not Available

143. Suran Amorphophallus campanulatus Not Available

144. Thor Euphorbia ligularia Not Available

145. Toran Ziziphus rugosa Not Available

146. Ukshi Calycopteris floribunda Not Available

Herbs

147. AnantMul Hemidesmus indicus Not Available

148. Bhinguila Indigofera enneaphylla Not Available

149. Burada Blumea lacera Not Available






Page - 103


150. Chikara Desmodium pulchellum Not Available

151. Dindi Leea macrophylla Not Available

152. Kajra (Kuchla) Strychnosnux-vomica Not Available

153. Litchi Urena lobata Not Available

154. Papadi Pavetta tomentosa Not Available

155. Rankel Musa superba Not Available

156. Ranhalad or Sholi Curcuma aromatica Not Available

157. Rankanda Scilla indica Not Available

158. Sarpmukha Tephrosia purpurea Not Available

159. Sonki Senecio graham Not Available

160. Tarota or Takala Cassia tora Not Available

161. VikharaTalimkhana Asteracantha longifolia Least Concern

Climbers

162. Alsi Dalbergia volubilis Not Available

163. Bhuikohala Ipomea digitata Not Available

164. Chilhari Caesalpini asepiaria Not Available

165. Gunj Abrus precatorius Not Available

166. Gulvel (Amarvel) Tinospora cordifolia Not Available

167. Kanguni Celastrus paniculatus Not Available

168. Kantharyel Capparis sepiaria Not Available

169. Kuhili Mucuna pruriens Not Available

170. Kusari Jasminum arborescens Not Available

171. Madvel Combretum ovalifolium Not Available

172. Mastod Capparis spinosa Not Available

173. Marvel or Ranjai Clematis triloba Not Available

174. Nandanvel Vitis repanda Not Available

175. Palasvel Butea superba Not Available

176. Phulsum Spatholobus roxburghii Not Available

177. Sakalvel Ventilago madraspatana Not Available

178. Ukshi Calycopteris floribunda Not Available

179. Valbiwla Millettia racemosa Not Available

180. Watvel Cocculus macrocarpus Not Available

181. Wagati Wagatea spicata Not Available

182. Wag, Gowindi Capparis horrida Not Available

Bamboos

183. Bundi or Cher Oxytenanthera monostigma Not Available

184. Manvel Dendrocalamus strictus Not Available

185. Padhai or Katas Bambusa arundinacea Not Available

186. Senesi bamboo Bambusa vulgaris Not Available

Grasses

187. Ber Ischaemum rugosum Not Available

188. BhaleKusal Andropogon triticus Not Available

189. Bhaongrut Anthistiria ciliate Not Available

190. Bhuri Aristida paniculata Not Available

191. Boru Andropogon halepensis Not Available






Page - 104


192. Chirka Eragrostis tremula Not Available

193. Dongarigavat Andropogon monticola Not Available

194. Ghanya, Marvel Andropogon pertussis Not Available

195. Gondval Andropogon pumilus Not Available

196. Harali (Durva) Cynodon dactylon Not Available

197. Kunda Ischaemum pilosum Not Available

198. Kother Woodrowia diandra Not Available

199. Kusali Andropogon contortus Not Available

200. Lavhala Rottboellia perforata Not Available

201. Marvel Andropogon annulatus Not Available

202. Pavnya Ischaemum sulcatum Not Available

203. Phool Themeda triandra Not Available

204. Rosha Andropogon schoenanthus Not Available

205. Sheda Ischaemum laxum Not Available

Source: Quadrat study carried out by ICT Pvt. Ltd. in December 2020 supplemented with Forests Working

Pan

Photographs showing some common plant species in the Study Area

Zyziphus Spp

Cocos nucifera

Acacia catechu Calotropis Spp






Page - 105

Pongamia pinnata Convolvus arvensis

Borassus flebellifer Limmonia acidissima

Cuscuta reflexa infestation Tectona grandis Plantation






Page - 106

Butea monosperma Lantana camara

Tree Composition at Chainage 0+200 (Near Abandoned Quarry at Koshimb)

Species Freq. Den. Abund. Rel Freq Rel Den Rel Dom IVI

Acacia auriculiformis 40.00 0.60 1.50 16.67 18.75 16.67 52.08

Anogeissus latifolia 40.00 0.60 1.50 16.67 18.75 16.67 52.08

Cacia fistula 40.00 0.40 1.00 16.67 12.50 11.11 40.28

Bombax ceiba 40.00 0.40 1.00 16.67 12.50 11.11 40.28

Casuarina equisetifolia 20.00 0.20 1.00 8.33 6.25 11.11 25.69

Terminalia tomentosa 20.00 0.20 1.00 8.33 6.25 11.11 25.69

Tectona grandis 40.00 0.80 2.00 16.67 25.00 22.22 63.89

Ziziphus jujuba 40.00 0.40 1.00 16.67 12.50 11.11 40.28

240.00 3.20 9.00 100.00 100.00 100.00 300.00

Trees Composition at Chainage 0+400 (Village: Koshimb & Shirsad)



Acacia tortilis 40.00 0.40 1.00 7.69 6.67 7.55 21.91

Acacia cattechu 20.00 0.20 1.00 3.85 3.33 7.55 14.73

Limmonia acidissima 20.00 0.20 1.00 3.85 3.33 7.55 14.73

Bombax ceiba 40.00 0.40 1.00 7.69 6.67 7.55 21.91

Borassus flebellifer 40.00 0.40 1.00 7.69 6.67 7.55 21.91

Diospyros melanoxylon 40.00 0.40 1.00 7.69 6.67 7.55 21.91

Phoneix sylvestris 40.00 0.40 1.00 7.69 6.67 7.55 21.91

Holoptelia integrifolia 40.00 0.60 1.50 7.69 10.00 11.32 29.01

Eucalyptis Spp 40.00 0.40 1.00 7.69 6.67 7.55 21.91


Tectona grandis 80.00 1.20 1.50 15.38 20.00 11.32 46.71

520.00 6.00 13.25 100.00 100.00 100.00 300.00






Page - 107

Tree Composition at Chainage 14+600 (ViIlage- Nimbvali)


Acacia sundra 66.67 0.67 1.00 16.67 16.67 14.29 47.62


Butea monosperma 33.33 0.33 1.00 8.33 8.33 14.29 30.95



Sterculia urens 33.33 0.33 1.00 8.33 8.33 14.29 30.95

Tectona grandis 66.67 0.67 1.00 16.67 16.67 14.29 47.62

400.00 4.00 7.00 100.00 100.00 100.00 300.00

Trees Composition at Chainage 38+200 (Village: Boriwali)




Cacia fistula 33.33 0.50 1.50 10.53 11.54 13.85 35.91

Bombax ceiba 33.33 0.33 1.00 10.53 7.69 9.23 27.45



Sterculia urens 33.33 0.50 1.50 10.53 11.54 13.85 35.91

Tectona grandis 50.00 1.00 2.00 15.79 23.08 18.46 57.33

316.67 4.33 10.83 100.00 100.00 100.00 300.00

Tree Composition at Chainage 58+000 (Village: Apti Tarfe Bahe)

Koshimb Freq. Den. Abund. Rel Freq Rel Den

Rel Dom IVI

Acacia catechu 66.67 0.67 1.00 20.00 18.18 13.33 51.52



Cassia fistula 33.33 0.33 1.00 10.00 9.09 13.33 32.42


Tectona grandis 66.67 1.00 1.50 20.00 27.27 20.00 67.27

Ziziphus jujuba 66.67 0.67 1.00 20.00 18.18 13.33 51.52

333.33 3.67 7.50 100.00 100.00 100.00 300.00

Tree Composition at Chainage 77+500 (ViIlage- Shirwali)


Acacia catechu 66.67 0.67 1.00 18.18 18.18 14.29 50.65



Cassia fistula 33.33 0.33 1.00 9.09 9.09 14.29 32.47


Sterculia urens 33.33 0.33 1.00 9.09 9.09 14.29 32.47






Page - 108


Tectona grandis 66.67 0.67 1.00 18.18 18.18 14.29 50.65

366.67 3.67 7.00 100.00 100.00 100.00 300.00

Trees Diversity Indices at Six Sites

Location of Survey Shannon- Weiner (H’)

Dominance index (Cd) Chainage Village

0+200 Koshimb 1.84 0.17

0+400 Koshimb & Shirsad 2.34 0.11

14+600 Nimbvali 1.90 0.15

38+200 Boriwali 2.01 0.14

58+000 Apti Tarfe Bahe 1.84 0.17

77+500 Shirwali 1.89 0.15

Conclusion on tree assemblage: Analysis of trees data shows that among six sites

Acacia auriculiformis was the most frequent species followed by Tectona grandis.

Density of Tectona grandis was also recorded highest among the tree species followed

by Acacia auriculiformis. These two tree species were abundantly distributed within the

region. Importance Value Index were also comparatively high, which shows that

importance of these two species was relatively high in the ecosystem in terms of

biomass, productivity etc.

Analysis of the tree data obtained from primary survey which exhibited that forest site

coming across the Chainage: 0+400 was comparatively more diverse than forest site of

chainage 38+200 and other forest sites. If we see the concentration of the dominance

values, it clearly shows that at forest site coming across Chainage: 0+400,

concentration of dominance value was comparatively low among other forest sites which

indicate that dominance share among tree species for resources was high, hence

dominance was low at this forest site.

Shrub Composition at Chainage 0+200 (Near Abandoned Quarry at Koshimb)


Calotropis procera 60.00 0.80 1.33 25.00 21.05 15.38 61.44

Cassia siamea 60.00 1.40 2.33 25.00 36.84 26.92 88.77

Zyziphus Spp 40.00 0.60 1.50 16.67 15.79 17.31 49.76

Butea monosperma

Sapling 20.00 0.20 1.00 8.33 5.26 11.54 25.13

Tectona grandis Sapling 20.00 0.20 1.00 8.33 5.26 11.54 25.13

Adhetoda Spp 40.00 0.60 1.50 16.67 15.79 17.31 49.76

240.00 3.80 8.67 100.00 100.00 100.00 300.00






Page - 109

Shrub Composition at Chainage 0+400 (Village: Koshimb & Shirsad)



Cassia siamea 60.00 2.80 4.67 23.08 51.85 46.67 121.60

Zyziphus Spp 40.00 0.60 1.50 15.38 11.11 15.00 41.50

Butea monosperma

Sapling 40.00 0.60 1.50 15.38 11.11 15.00 41.50


260.00 5.40 10.00 100.00 100.00 100.00 300.00

Shrub Composition at Chainage 14+600 (ViIlage- Nimbvali)


Acacia arabica sapling 66.67 0.67 1.00 20.00 15.38 12.50 47.88

Cassia siamea 66.67 1.00 1.50 20.00 23.08 18.75 61.83

Zyziphus Spp 33.33 0.33 1.00 10.00 7.69 12.50 30.19

Limmonia acidissima Sapling 66.67 1.00 1.50 20.00 23.08 18.75 61.83


Adhetoda Spp 66.67 0.67 1.00 20.00 15.38 12.50 47.88

333.33 4.33 8.00 100.00 100.00 100.00 300.00

Shrub Composition at Chainage 38+200 (Village: Boriwali)



Cassia siamea 33.33 0.50 1.50 22.22 30.00 27.27 79.49

Zyziphus Spp 16.67 0.17 1.00 11.11 10.00 18.18 39.29

Butea monosperma Sapling 16.67 0.17 1.00 11.11 10.00 18.18 39.29


150.00 1.67 5.50 100.00 100.00 100.00 300.00

Shrub Composition at Chainage 58+000 (Village: Apti Tarfe Bahe)

Species Freq. Den. Abund. Rel Freq Rel Den Rel

Dom IVI


Butea monosperma Sapling 33.33 0.33 1.00 14.29 12.50 18.18 44.97

Ricinus cummunis 33.33 0.33 1.00 14.29 12.50 18.18 44.97

Zyzyphus Spp 33.33 0.33 1.00 14.29 12.50 18.18 44.97


233.33 2.67 5.50 100.00 100.00 100.00 300.00

Shrub Composition at Chainage 77+500 (ViIlage- Shirwali)


Dom IVI

Acacia catechu Sapling 33.33 0.33 1.00 14.29 14.29 16.67 45.24

Butea monosperma

Sapling 33.33 0.33 1.00 14.29 14.29 16.67 45.24






Page - 110


Dom IVI


Zyzyphus Spp 66.67 0.67 1.00 28.57 28.57 16.67 73.81

Sterculia urens 33.33 0.33 1.00 14.29 14.29 16.67 45.24


233.33 2.33 6.00 100.00 100.00 100.00 300.00

Shrub Diversity Indices at Six Sites



0+200 Koshimb 1.58 0.23


14+600 Nimbvali 1.73 0.18

38+200 Boriwali 1.50 0.24


77+500 Shirwali 1.74 0.18

Conclusion on shrub assemblage: Analyzing the shrub layer data it was found that

the most frequent and dominant shrub species were Calotropis procera, and Cassia

siamea among the six sampling sites. These species were also observed to be the

densest species among the six forest sites. In terms of their value in the ecosystem,

Importance Value Index (IVI) value was comparatively high as well. Shrub diversity

indices values exhibited that forest site coming across the chainage 77+500 was

comparatively more diverse among the six forest sites and due to highest dominance

share among the shrub species resulted into a low dominance index for this site.

Herb Composition at Chainage 0+200 (Near Abandoned Quarry at Koshimb)


Abutilon indicum 80.00 1.60 2.00 20.00 7.92 8.43 36.35

Cynodon dactylon 100.00 14.40 14.40 25.00 71.29 60.67 156.96

Dactyloctenium

aegypticum 60.00 1.40 2.33 15.00 6.93 9.83 31.76

Eragrostis tremula 40.00 0.40 1.00 10.00 1.98 4.21 16.19

Andropogon contortus 60.00 1.00 1.67 15.00 4.95 7.02 26.97

Ischaemum pilosum 60.00 1.40 2.33 15.00 6.93 9.83 31.76

400.00 20.20 23.73 100.00 100.00 100.00 300.00

Herb Composition at Chainage 0+400 (Village: Koshimb & Shirsad)




Dactyloctenium

aegypticum 60.00 2.40 4.00 20.00 9.84 11.85 41.69






Page - 111


Cenchrus Spp 40.00 1.40 3.50 13.33 5.74 10.37 29.44


300.00 24.40 33.75 100.00 100.00 100.00 300.00

Herb Composition at Chainage 14+600 (ViIlage- Nimbvali)




Dactyloctenium

aegypticum 66.67 1.33 2.00 14.29 6.35 8.16 28.80


Poa annua 66.67 0.67 1.00 14.29 3.17 4.08 21.54

Cenchrus ciliaris 66.67 3.67 5.50 14.29 17.46 22.45 54.20

Casia tora 66.67 1.00 1.50 14.29 4.76 6.12 25.17

466.67 21.00 24.50 100.00 100.00 100.00 300.00

Herb Composition at Chainage 38+200 (Village: Boriwali)




Dactyloctenium

aegypticum 66.67 3.83 5.75 22.22 20.91 20.23 63.37



300.00 18.33 28.42 100.00 100.00 100.00 300.00

Herb Composition at Chainage 58+000 (Village: Apti Tarfe Bahe)




Dactyloctenium

aegypticum 33.33 0.67 2.00 11.11 5.56 12.90 29.57


Poa annua 33.33 0.67 2.00 11.11 5.56 12.90 29.57

300.00 12.00 15.50 100.00 100.00 100.00 300.00

Herb Composition at Chainage 77+500 (ViIlage- Shirwali)




Dactyloctenium

aegypticum 100.00 1.67 1.67 21.43 11.36 10.00 42.79


Poa annua 66.67 1.00 1.50 14.29 6.82 9.00 30.10






Page - 112


Casia tora 66.67 1.00 1.50 14.29 6.82 9.00 30.10

466.67 14.67 16.67 100.00 100.00 100.00 300.00

Herb Diversity Indices at Six Sites



0+200 Koshimb 1.03 0.52


14+600 Nimbvali 1.24 0.40

38+200 Boriwali 1.15 0.41


77+500 Shirwali 1.27 0.40

Conclusion on herb assemblage: Data of herbaceous layer showed that in all the six

sites most frequent and dominant herb species were Cynodon dactylon, and

Dactyloctenium aegypticum, in all the six sampling sites, these species were also

observed to be the densest species among the six forest sites. The Importance Value

Index (IVI) value was comparatively high for these species.

Highest herbs and grasses were found in the forest site adjacent to the Chainage

77+500, reason being that the forest of this site was comparatively more open which

allows more sunlight to reach to the forest floor and provide opportunity to thrive the

ground vegetation. Hence more dominance share for resources and habitat gives low

dominance index of herbaceous vegetation of this site.

3.14.3 Threatened Species of Flora

As per primary survey of the proposed area, no threatened floral species was recorded

along the proposed alignment during the field survey. The enlisted flora was also cross

checked with the existing secondary literatures, no taxa were found in the Red Data List

of Indian plants as well. This categorization was done according to IUCN, Red Data

Book (Walter and Gillett, 1998), and Red Data Book published by the Botanical

Survey of India (Nayar and Shastry, 1987).

Other species falling in low risk category are:

Pterocarpus marsupium (Bibla) : Near Threatened,

Tabernaemontana heyneana (Nagkuda pandarakuda): Near Threatened

3.14.4 Forest

The Forests of Dhanu Division are classified into following categories as per the

Classification of Indian Forest Types by Champion and Seth (1968).






Page - 113

A. 3B/C1 – Southern Tropical moist teak bearing forests

B. 3B/C2 – Southern Tropical moist mixed deciduous forests

C. 8A/C2- Western sub-tropical hill forests

D. 4B/TS1 Mangrove scrub forests

A. Tropical Southern moist Teak bearing Forests: Teak forests can be further

distinguished as:

Teak-Ain-Kuda-Karvand association:

Teak (Tectona grandis), Ain (Teminalia

tomentosa), Khair (Acacia catechu), Hed

(Haldina cordifolia), Kalamb (Mitragyha

parvifolia), Bibla (Pterocarpus-

marsupium) etc. are major species.

Kuda (Holarrhena antidysenterica),

Karambel (Dillenia pentagyna), Kumbhi

(Careya arborea), Palas (Butea

monosperma), Temburni (Diospyros

melanoxylon) etc. comprise second story

of the forest. Main species of shrubs are Karvand (Carissa carandas), Ukshi

(Calycopteris floribunda) and Murud sheng (Helicteres isora).

Teak-Dhavada-Kuda-Takla association consists of Kakad (Garuga pinnata),

Shemat (Lannea coromandelica), Sawar (Bombax cieba), Dhavada (Anogeissus

latifolia), etc. Kuda (Holarrhena antidysenterica), Kudi (Wrightia tomentosa), Chera

(Erinocarpus niminonii), Manvel (Dendrocalamus strictus), Bundi (Oxytenanthera

monostigma)

Ain-Khair-Koshimb-Karavand association comprises of Ain (Terminalia

tomentosa), Khair (Acacia catechu), Heda (Adina cordifolia), Kalamb (Mitragyana

parvifolia), Koshimb (Schleichera oleosa), Teak (Tectona grandis), Shisham

(Dalbergia latifolia) Bibla (Pterocarpus marsupium), Nana (Lagerstroemia

microcarpa), Shiras (Albizia lebbeck) Kinhai (Albizia procera), Kala Shiras (Albizia

odoratissima), Mango (Mangifera indica), Jambul (Syzygium cumini), Asana

(Bridelia retusa), Arjuna (Ternimalia arjuna), Waras (Heteropharagma quadriculare),

Chamoli (Bauhinia foveolata).

Ain-Bonda association - Ain (Terminalia tomentosa) and Bonda Lagerstroemia

parviflora) are the most common species. Other species associated are Kakad

(Garunga pinnata), Shemat (Lannea coromandelica), Kuda (Holarrhena

antidysenterica) and Takla (Cassia tora).

B. Southern Tropical Moist Mixed Deciduous Forest: The main species occurring

in this Forest are Ain (Teminalia tomentosa), Hed (Adina cardifolia), Dhavada

(Anogeissus latifolia), Shisam (Dalbergie latifolia), and Savar (Bombax ceiba),

Kalam (Mitragyna parvifolia), Moha (Madhuca indica), Mango (Mangifera indica),

Shendri (Mallotus philippinensis).

View of Teak Forest






Page - 114

Trees planted in rural area Forest produce utilized by local Habitants

C. The Western Sub-Tropical Hill Forests : Major species are Mango (Mangifera

Indica) Karanj (Pongamia pinnata), Kokam (Garcinia indica) , Jambul (Syzygium

cumini), Undi (Calophyllum inophyllum), Katekambal (Sideroxylon tomentosum) ,

Shisham (Dalbergia latifolia), Waras (Heterophragma quadriloculare), Asana

(Bridelia retusa), Hirda, (Terminalia chebula), Beheda (Terminalia belerica) ,

Wavala (Holoptelea integrifolia) , Bhoma (Glochidion lanceolarium) Payar (Ficus

arnottiana) Bher Jambhul (Ammannia baccifera) Par Jambhul (Olea dioica),

Chandada (Macaranga peltata)

D. The Mangrove Scrub Forests: These forests are found in small patches along the

coastal regions running along the Arabian Sea. It is also found in the revenue

wastelands along the creeks, which have been transferred to Forest Department for

management. The Mangrove forests consist mostly of evergreen trees and shrubs

belonging to several unrelated families and share similar habitat preferences and a

similar physiognomy. The crop consists of mostly of Tiwar (Avicennia alba) and

Maraudi (Acanthus ilicifolius), Sonneratia sps and Excoecaria sps. Plantations of

Suru (Casuarina equisetilolia) have been raised also raised along the western coast.

Eucalyptus hybrid has been interplanted in Suru plantations

Forests in the Division do not generally occur in large compact blocks but are mostly

distributed in scattered small blocks surrounded by the agricultural land or waste lands.

Species of Local Importance: The local communities living in the forest tract are

mainly Adivasis. They practice primitive type of agriculture; a common practice followed

is rab burning. For burning the rab the local people collect the fallen dead leaves from

the forest. The people own large herds of cattle and are depended on forests for

grazing.

Forests play a vital role in the life of the local people. The local inhabitants collect and

use various plant parts for food and other purpose. Most of the local demand is confined

to small sized timber and firewood The important produces are from Bamboo, Apta,

Tembhurni, Bel, Tad, Palm, Ain, Kadi patta, Babul, Moha, Hirda, etc. These plants are

very important from socio-economic point to the local people. The plants of local






Page - 115

importance are provided in the Table 3-38.

Table 3-38 Dependence of Local Inhabitants on Plants

S. No. Botanical Name Local Name Parts Used Remarks

1. Acacia catechu Khair Stem Fuel , wood ash manure, making hubs and axles of carts

2. Acacia nilotica Babul Stems , twigs Fuel, toothbrush

3. Acacia auriculiformis Acacia Tree Fuel and Fodder

4. Acacia concinna Shikekai Fruit Washing, shampoo

5. Aegle marmelos Bel Fruits, leaves Fruit used in diarrhea and stomach ache, drink as sarbat, religious functions

6. Agave sisilana Agave Whole plant Agave leaves used as fibers

7. Aloe vera Korphad Leaves Apply on injuries and burns

8. Annona squamosa Sitaphal Bark, fruit Bark decoction used in diarrhea, fruit consumed

9. Asparagus recemosus Shatawari Root Juice of roots used in diarrhea, piles and cough

10. Avicennia officinalis Tiwar Bark Tannin and timber

11. Azadirachta indica Neem Leaves, twigs, bark

Twigs used as tooth brush, neem cakes, for shade, mosquito repellant

12. Bauhinia racemosa Apta Leaves Leaves used for making beedi, cure for digestive diseases

13. Borassus flabellifer Toddy Palm Fruit, Sap Unfermented sweet sap – Neeru, Fermented drink -Todi, leaves used for thatching roofs, mat, broom etc

14. Butea monosperma Palas Flower , Leaves, bark

Leaves used as plate , flowers for dye, gum

15. Carica papaya Papaya Fruit, Leaves Fruit, extracts of papaya leaf used in dengue fever

16. Carissa carandas Karwand Fruit, stems and leaves

Fruit, rab purpose - ash manure

17. Carvia callosa Karvi Leaves, stem Cure stomach ailment, poles and fencing material, ash manure

18. Cassia tora Takla/Tarota Seeds Seeds used to get relief from stomach pain

19. Casuarina equisetifolia Suru Whole tree Fuel, wind shelter

20. Cocos nucifera Naryal Leaves, fruit

Mats & thatching,coconut water, oil, husk and shells used for fuel

21. Dendrocalamus strictus

Bamboo Whole plant Fencing, basket making, thatching, ash manure

22. Diospyros melanoxylon Tembhurni leaves Leaves used for making beedi

23. Emblica officinalis Awla Fruit Fruit, pickle, powder form

24. Eucalyptus sps Nilgiri Leaves, stem Fuel , commercial species

25. Ficus benghalensis Vad Whole tree Religious, shade

26. Ficus religiosa Pimpal Whole tree Religious

27. Garcinia indica Kokam Powder Kokam drink, pickle, dye

28. Jasminum arborescens Kusari Flowers Religious work, women put on hair

29. Lawsonia inermis Heena Leaves Dye, Mehndi powder

30. Leucaena leucocephala

Subabul Whole plant Fuel and Fodder

31. Madhuca longifolia Moha Flower , Seeds Flower used to prepare a local brew , oil






Page - 116

S. No. Botanical Name Local Name Parts Used Remarks

from seeds used for cooking

32. Mangifera indica Mango Fruit, leaves,stems

Fruit, pickle , leaves in religious functions

33. Manilkara zapota Chikoo fruit Fruit, chikoo juice, wine

34. Mimusops elengi Bakul Fruits and flower

Used in snake bite & headache. Fruits and flower paste applied on wound

35. Moringa oleifera Shevga Seeds, fruit Vegetable

36. Murraya koeingii Kadipatta Leaves Used for seasoning curries, useful in vomiting and poisonous bites

37. Ocimum tenuiflorum Kali Tulsi Leaves Leaves used in cold and cough, skin disease & religious functions

38. Pongammia pinnata Karanj Seeds Oil from the seeds used for soap making, burning and medicine

39. Sapindus trifoliatus Ritha Fruit Washing / shampoo

40. Sterculia urens Kandol Sap Source of gum

41. Syzygium cumini Jamun Fruit Fruit, used to cure diarrhea, dysentery

42. Tamarindus indica Imli/chinch Fruit Fruit, used in dal and curry/pickle

43. Tectona grandis Teak Stem leaves Timber, firewood

44. Terminalia arjuna Arjun bark, leaves Bark is used in fever, leaves used for pooja

45. Terminalia bellerica Behada Fruits stomach disorders and indigestion

46. Terminalia chebula Hirda Fruit Cough, wound ulcer,tannin

47. Terminalia tomentosa Ain Bark Colouring nets, poles, boats building material and as fuel.

48. Zizyphus jujuba Bor Fruits Fruits consumed

Source: Working Plan of Thane Forest Division and local consultation carried out by ICT Pvt. Ltd.

3.14.5 Faunal Composition

The fauna of project area is based on direct sighting during field survey, stakeholder

consultation, review of Forest working plans of Dahanu Division, Thane Division and

Alibag Division, Wildlife Management plan of Tungeshwar Wildlife Sanctuary and

published literature. During filed visit no direct sighting of wildlife was occurred, except

birds. Hence local people and concerned forest departments were approached and

information on wild life was gathered. It was noted that total 24 Schedule-I species are

noted in the study area, which comprises 4 mammals; Panthera pardus (Leopard),

Prionailurus rubiginosus (Rusty spotted Cat), Tragulus merrima (Mouse deer) and

Tetracerus quadricornis (Four horned antelope). 2 reptiles; Crocodylus palustris

(Mugger) & Pythus molurus (Indian python), and 18 avian species; Elanus caeruleus,

Pernis ptilorhynchus, Milvus migrans, Haliastur indus, Accipiter badius, Accipiter

trivirgatus, Accipiter nisus, Butastur teesa, Aquila rapax, Ictinaetus malaiensis,

Haliaeetus leucogaster, Gyps indicus, Gyps bengalensis, Neophron percnopterus,

Circus macrourus, Circus pygargus, Spilornis cheela and Pavo cristatus.

Bird specie sighted during field survey is presented in Table 3-39 and the wildlife of

Tungareshwar Wildlife Sanctuary with conservation status as per Wildlife Protection Act

(WPA) and IUCN Red list category is given in the Table 3-40. List of flora and fauna of

the Matheran area has been collected from the Alibag Forest division and the list is






Page - 117

given in Annex 3.3.

Table 3-39 Bird Specie Sighted during Field Survey

S. No. Common Name Scientific Name IUCN Category

1. Bee eater Merops apiaster Least Concern

2. Bittern heron Ardea purpurea Least Concern

3. Black drongo Dicrurus macrocercus Least Concern

4. Black kite Milvus migrans Least Concern

5. Cattle egret Bubulcus ibis Least Concern

6. Common crow Corvus brachyrhynchos Least Concern

7. Common myna Acridotheres tristis Least Concern

8. Flower pecker Dicaeum erythrorhynchos Least Concern

9. Greater councal Centropus sinensis Least Concern

10. House swift Apus nipalensis Least Concern

11. Jungle crow Corvus macrorhynchos Least Concern

12. Jungle myna Acridotheres fuscus Least Concern

13. Little brown dove Aplopelia larvata Least Concern

14. Little cormorant Microcarbo niger Least Concern

15. Plain flower pecker Dicaeum minullum Least Concern

16. Pond heron Ardeola grayii Least Concern

17. Drongo Dicrurus paradiseus Least Concern

18. Red vented bulbul Pycnonotus cafer Least Concern

19. Small blue kingfisher Alcedo atthis Least Concern

20. Smaller egret Egretta garzetta Least Concern

21. Spotted dove Spilopelia chinensis Least Concern

22. Purple sunbird Cinnyris asiaticus Least Concern

23. Red-rumped swallow Hirundo daurica Least Concern

24. Common Swift Apus apus Least Concern

25. Tickle flower pecker Dicaeum erythrorhynchos Least Concern

26. White rumped munia Lonchura striata Least Concern

27. Yellow browed bulbul Acritillas indica Least Concern

Source: Field Survey carried out by ICT Pvt. Ltd. In December 2020

Table 3-40 Fauna of Tungareshwar Wildlife Sanctuary

S.No. Scientific Name Common Name WPA Status IUCN Status

Mammals

1. Suncus murinus Grey musk Shrew NA LC

2. Rousettus leschenaulti Fulvous fruit bat Sch IV LC

3. Pteropus giganteus Indian Flying fox Schedule IV LC

4. Cynopterus sphinx Shortnosed fruit bat Schedule IV LC

5. Taphozous melanopogon Black-beared tomb bat NA LC

6. Taphozous soccolaimus Pounch bearing bat NA NA

7. Megaderma spasma Malay false vampire NA LC

8. Megaderma lyra Indian false vampire NA NA

9. Rhinolophus rouxii Roux‘s horseshoe bat NA LC

10. Hipposideros speoris Schenider‘s leaf-nosed NA LC






Page - 118


bat

11. Hipposideros bicolor Bicoloured leaf-nosed bat

NA LC

12. Hipposideros galeritus Cantor‘ leaf-nosed bat NA LC

13. Pipistrellus coromandra Indian pipistrelle NA LC

14. Pipistrellus mimus Indian pygmy pipistrelle NA NA

15. Scotozous dormeri Dormer‘s bat NA LC

16. Hesperoptenus tickelli Indian tickell‘s bat NA LC

17. Scotophilus heathi Common yellow bat NA LC

18. Kerivoula picta Painted bat NA LC

19. Macaca radiata Bonnet macaque Schedule II (Part I) LC

20. Macaca mulatta Rhesus macaque Schedule II (Part I) LC

21. Semnopithecus entellus Common langur Schedule II (Part I) LC

22. Canis aureus Jackal Schedule II (Part I) LC

23. Viverricula indica Small Indian civet Schedule II (Part I) LC

24. Paradoxurus hermaphroditus Toddy cat NA LC

25. Herpestes edwardsii Indian grey mongoose Schedule II (Part I) LC

26. Hyaena hyaena Striped hyaena Schedule III NT

27. Felis chaus Jungle cat Schedule II (Part I) LC

28. Panthera pardus Leopard Schedule I (Part I) VU

29. Prionailurus rubiginosus Rusty spotted cat Schedule I (Part I) NT

30. Sus scrofa Wild boar Schedule III LC

31. Tragulus meminna Mouse deer Schedule I (Part I) LC

32. Axis axis Spotted deer Schedule III LC

33. Cervus unicolor Sambar Schedule III VU

34. Muntiacus muntjac Barking deer Schedule III LC

35. Tetracerus quadricornis Four-horned antelope Schedule I (Part I) VC

36. Lepus nigricollis Indian black naped hare Schedule IV LC

37. Funambulus palmarum Three striped palm squirrel

NA LC

38. Funambulus pennantii Five striped palm squirrel Schedule IV LC

39. Hystrix indica Indian crested porcupine Schedule IV LC

40. Rattus blanfordi White-tailed wood rat NA LC

41. Rattus rattus House rat Schedule V LC

42. Mus musculus House mouse Schedule IV LC

43. Bandicota bengalensis Indian mouse Schedule IV LC

Reptiles

44. Crocodylus palustris Mugger Schedule I (Part II) VU

45. Geoemyda trijuga Pond tortoise NA NT

46. Testudo elegans Star tortoise NA VU

47. Hemidactylus maculatus Rock gekko NA LC

48. Hemidactylus brookii Brok‘sgekko NA LC

49. Hemidactylus lescheduleenaultii

Bark gekko NA NA

50. Hemidactylus triedrus Termite hill gecko NA NA

51. Eublepharis macularius Flat tailed gecko NA LC

52. Calotes versicolor Common garden lizard NA NA

53. Calotes rouxii Forest calotes NA LC






Page - 119


54. Psammophilus blanfordanus Rock lizard NA LC

55. Chameleon zeylanicus Indian chameleon NA NA

56. Eutropis carinata Brahminy skink NA LC

57. Varanus monitor Common monitor NA NA

58. Typhlina brahmina Common worm NA NA

59. Python molurus Indian python Schedule I (Part II) VU

60. Eryx conicus Russel‘s sand boa Schedule IV NA

61. Eryx johnii Jhon‘s sand boa Schedule IV NA

62. Acrochordus granulatus Wart snake Schedule IV NA

63. Elaphe helena Trinket snake Schedule IV NA

64. Ptyas mucosa Dhaman Schedule II (Part II) NA

65. Argyrogena fasciolatus Fasciolated rat snake Schedule IV NA

66. Argyrogena ventromaculatus Gray‘s rat snake Schedule IV NA

67. Oligodon arnensis Common kukri sanke Schedule IV NA

68. Dendrelaphis tristis Common Indian bronzeback

Schedule IV NA

69. Lycodon travancoricus Travancore wolf snake Schedule II (Part II) LC

70. Lycodon aulicus Common wolf sanke Schedule II (Part II) NA

71. Xenochrophis piscator Checkered keelback Schedule II (Part II) NA

72. Amphiesma stolata Buffstrippedkeelback Schedule II (Part II) NA

73. Macropisthodon plumbicolor Green keelback Schedule II (Part II) NA

74. Boiga trigonata Indian gamma Schedule II (Part II) LC

75. Ahaetulla nasutus Common green whip snake

Schedule II (Part II) NA

76. Bungarus caeruleus Common Indian krait Schedule II (Part II) NA

77. Calliophis melanurus Slender coral snake Schedule II (Part II) NA

78. Naja naja Indian cobra Schedule II (Part II) NA

79. Vipera ruselli Russell‘s viper Schedule II (Part II) LC

80. Trimeresurus malabaricus Malabar pit viper Schedule II (Part II) LC

Birds

81. Tachybaptus ruficollis Little grebe Schedule IV LC

82. Phalacrocorax niger Little cormorant Schedule IV LC

83. Anhinga melanogaster Oriental dartar Schedule IV NT

84. Ardeola grayii Pond heron Schedule IV LC

85. Bubulcus ibis Cattle egret Schedule IV LC

86. Ardea alba modesta Large egret Schedule IV LC

87. Ardea intermedia Smaller egret Schedule IV LC

88. Egretta garzetta Little egret Schedule IV LC

89. Nycticorax nycticorax Night heron Schedule IV LC

90. Ixobrychus cinnamomeus Chestnut bittern Schedule IV LC

91. Anastomus oscitans Openbill stork Schedule IV LC

92. Ciconia episcopus White necked stork Schedule IV VU

93. Dendrocygna javanica Lesser whistling teal Schedule IV LC

94. Anas acuta Northetrn pintail Schedule IV LC

95. Anas crecca Common teal Schedule IV LC

96. Anas poecilorhyncha Spotbill duck Schedule IV LC

97. Anas querquedula Garganey Schedule IV LC

98. Aythya ferina Common Pochard Schedule IV VU






Page - 120


99. Athya nyroca White eyed pochard Schedule IV NT

100. Aythya fuligla Tuffed duck Schedule IV LC

101. Nettapus coromandelianus Cotton teal Schedule IV LC

102. Elanus caeruleus Black winged kite Schedule I (Part III) LC

103. Pernis ptilorhynchus Crested honey buzzard Schedule I (Part III) LC

104. Milvus migrans Pariah kite Schedule I (Part III) LC

105. Haliastur indus Brahminy kite Schedule I (Part III) LC

106. Accipiter badius Indian shikra Schedule I (Part III) LC

107. Accipiter trivirgatus Crested goshawk Schedule I (Part III) LC

108. Accipiter nisus Sparrow hawk Schedule I (Part III) LC

109. Butastur teesa White eyed buzzard Schedule I (Part III) LC

110. Aquila rapax Tawny eagle Schedule I (Part III) VU

111. Ictinaetus malaiensis Black eagle Schedule I (Part III) LC

112. Haliaeetus leucogaster White bellied sea eagle Schedule I (Part III) LC

113. Gyps indicus Indian longbilled vulture Schedule I (Part III) CR

114. Gyps bengalensis White-rumped vulture Schedule I (Part III) CR

115. Neophron percnopterus Indian scavenger vulture Schedule I (Part III) EN

116. Circus macrourus Pale harrier Schedule I (Part III) NT

117. Circus pygargus Montagu's harrier Schedule I (Part III) LC

118. Spilornis cheela Crested serpent eagle Schedule I (Part III) LC

119. Pandion haliaetus Osprey Schedule IV LC

120. Falco tinnunculus European kestrel Schedule IV LC

121. Francolinus pictus Painted partridge Schedule IV LC

122. Coturnix coturnix Common gray quail Schedule IV LC

123. Coturnix coromandelica Rain quail Schedule IV LC

124. Perdicula asiatica Jungle bush quail Schedule IV LC

125. Galloperdix spadicea Red spurfowl Schedule IV LC

126. Gallus gallus Red jungle fowl Schedule IV LC

127. Gallus sonneratii Grey jungle fowl Schedule IV LC

128. Pavo cristatus Common peafowl Schedule I (Part III) LC

129. Turnix sylvaticus Liggle bustard quail Schedule IV LC

130. Turnix suscitator Common bustard quail Schedule IV LC

131. Rallus striatus Slay-breated rail Schedule IV LC

132. Porzana pusilla Bailon‘s Crake Schedule IV LC

133. Porzana porzana Spotted crake Schedule IV LC

134. Amaurornis phoenicurus White breasted waterhen Schedule IV LC

135. Amaurornis fuscuszeylonicus Ruddy crake Schedule IV LC

136. Gallicrex cinerea Water gock Schedule IV LC

137. Gallinula chloropus Moorhen Schedule IV LC

138. Porphyrio porphyrio Purple moorhen Schedule IV LC

139. Fulica atra Coot Schedule IV LC

140. Hydrophasianus chirurgus Pheasant tailed jacana Schedule IV LC

141. Metopidius indicus Bronze-winged jacana Schedule IV LC

142. Haematopus ostralegus Eurasian oystercatcher Schedule IV NT

143. Vanellus indicus Red wattled lapwing Schedule IV LC

144. Vanellus malabaricus Yellow wattled lapwing Schedule IV LC

145. Numenius phaeopus Whimbrel Schedule IV LC

146. Numenius arquata Curlew Schedule IV NT






Page - 121


147. Tringa totanus Common redshank Schedule IV LC

148. Tringa stagnatilis Marsh sandpiper Schedule IV LC

149. Tringa nebularia Green shank Schedule IV LC

150. Tringa ochropus Green sand piper Schedule IV LC

151. Tringa hypoleucos Common sand piper Schedule IV LC

152. Gallinago stenura Pintail snipe Schedule IV LC

153. Gallinago gallinago Fantail snipe Schedule IV LC

154. Lymnocryptes minimus Jack snipe Schedule IV LC

155. Calidris minuta Little stint Schedule IV LC

156. Calidris temminckii Temminck‘s stint Schedule IV LC

157. Philomachus pugnax Ruff Schedule IV LC

158. Rostratula benghalensis Painted snipe Schedule IV LC

159. Himantopus himantopus Blackwinged stilt Schedule IV LC

160. Burhinus oedicnemus Stone curlew Schedule IV LC

161. Cursorius coromandelicus Indian courser Schedule IV LC

162. Larus brunnicephalus Brown-headed gulla Schedule IV LC

163. Chlidonias hybrida Whiskered tern Schedule IV LC

164. Gelochelidon nilotica Gullbilled tern Schedule IV LC

165. Sterna aurantia Indian river tern Schedule IV NT

166. Sterna acuticauda Blackbellied tern Schedule IV EN

167. Sterna albifrons Little tern Schedule IV LC

168. Pterocles exustus chestnut-bellied sandgrouse

Schedule IV LC

169. Treron affinis Grey-fronted green pigeon

Schedule IV LC

170. Treron phoenicoptera yellow-footed green pigeon

Schedule IV LC

171. Columba livia Rock pigeon Schedule IV LC

172. Streptopelia decaocto Indian ring dove Schedule IV LC

173. Streptopelia tranquebarica Red turtle dove Schedule IV LC

174. Spilopelia chinensis Spotted dove Schedule IV LC

175. Spilopelia senegalensis Laughing dove Schedule IV LC

176. Chalcophaps indica Emerald dove Schedule IV LC

177. Psittacula eupatria Large alexandrine parakeet

Schedule IV NT

178. Psittacula krameri Roseringed parakeet Schedule IV LC

179. Psittacula cyanocephala Plumheaded parakeet Schedule IV LC

180. Loriculus vernalis Indian lorikeet Schedule IV LC

181. Clamator coromandus Redwinged crested Schedule IV LC

182. Clamator jacobinus Pied crested cuckoo Schedule IV LC

183. Hierococcyx varius Common hawk-cuckoo Schedule IV LC

184. Cuculus micropterus Indian cuckoo Schedule IV LC

185. Cuculus canorus Cuckoo Schedule IV LC

186. Cacomantis sonneratii Indian baybanded cuckoo

Schedule IV LC

187. Cacomantis merulinus Indian plaintive cuckoo Schedule IV LC

188. Surniculus lugubris Drongo cuckoo Schedule IV LC

189. Eudynamys scolopacea Asian Koel Schedule IV LC

190. Taccocua lescheduleenaultii SipkeerMalkhoa Schedule IV LC






Page - 122


191. Centropus sinensis Coucal Schedule IV LC

192. Tyto alba Barn owl Schedule IV LC

193. Otus scops Scops owl Schedule IV LC

194. Bubo bubo Eagle owl Schedule IV LC

195. Bubo zeylonensis Brown fish owl Schedule IV NA

196. Glaucidium radiatum Barred jungle owlet Schedule IV LC

197. Athene brama Spotted owlet Schedule IV LC

198. Asio flammeus Short-eared owl Schedule IV LC

199. Caprimulgus indicus Indian jungle nightjar Schedule IV LC

200. Caprimulgus asiaticus Common Indian nightjar Schedule IV LC

201. Apus affinis House swift Schedule IV LC

202. Cypsiurus parvus Palm swift Schedule IV LC

203. Harpactes fasciatus Malabar trogon Schedule IV LC

204. Ceryle rudis Lesser pied kingfisher Schedule IV LC

205. Alcedo atthis Common kingfisher Schedule IV LC

206. Ceyx erithaca Three toed kingfisher Schedule IV LC

207. Halcyon smyrnensis White breasted kingfisher

Schedule IV LC

208. Halcyon pileata Black capped kingfisher Schedule IV LC

209. Merops philippinus Blue tailed bee-eater Schedule IV NA

210. Merops orientalis Green bee-eater Schedule IV NA

211. Coracias benghalensis Indian roller Schedule IV NA

212. Upupa epops Hoopoe Schedule IV NA

213. Ocyceros griseus Malabar grey hornbill Schedule IV NA

214. Megalaima zeylanica Brown-headed barbet Schedule IV NA

215. Megalaima haemacephala Crimsonbreasted barbet Schedule IV LC

216. Jynx torquilla Wryneck Schedule IV LC

217. Micropternus brachyurus Rufous woodpecker Schedule IV LC

218. Dinopium benghalense Lesser goldenback woodpecker

Schedule IV LC

219. Dinopium javanense Coomonflameback Schedule IV LC

220. Dryocopus javensis white-bellied woodpecker Schedule IV LC

221. Leiopicus mahrattensis Mahratta woodpecker Schedule IV LC

222. Picoides hunushardwickii Pygmy woodpecker Schedule IV NA

223. Hemicircus canente Heart spotted woodpecker

Schedule IV LC

224. Chrysocolaptes lucidus Large golden backed woodpecker

Schedule IV LC

225. Chrysocolaptes festivus White-naped woodpecker

Schedule IV LC

226. Pitta brachyura Indian pitta Schedule IV LC

227. Mirafra erythroptera Indian bush lark Schedule IV LC

228. Eremopterix grisea Ashy-crowned sparrow-lark

Schedule IV LC

229. Ammomanes phoenicurus Rufous-tailed lark Schedule IV LC

230. Galerida malabarica Malabar crested lark Schedule IV LC

231. Alauda gulgula Small skylark Schedule IV LC

232. Hirundo concolor Dusky crag martin Schedule IV LC

233. Hirundo rustica Barn swallow Schedule IV LC






Page - 123


234. Hirundo smithii Wire-tailed swallow Schedule IV LC

235. Cecropis striolata Striated swallow Schedule IV NA

236. Cecropis daurica Red-rumped swallow Schedule IV LC

237. Lanius schach Rufous backed shrike Schedule IV LC

238. Oriolus oriolus Golden oriole Schedule IV LC

239. Oriolus xanthornus Black-hooded oriole Schedule IV LC

240. Dicrurus adsimilis Fork-tailed drongo Schedule IV LC

241. Dicrurus leucophaeus Ashy drongo Schedule IV LC

242. Dicrurus aeneus Bronzed drongo Schedule IV LC

243. Dicrurus hottentottus Hair-crested drongo Schedule IV LC

244. Dicrurus paradiseus Large racket-tailed drongo

Schedule IV LC

245. Artamus fuscus Ashy swallow shrike Schedule IV LC

246. Sturnus malabaricus Grey-headed myna Schedule IV LC

247. Sturnus pagodarum Brahminy myna Schedule IV LC

248. Sturnus roseus Rosy starling Schedule IV LC

249. Sturnus contra Pied myna Schedule IV NA

250. Acridotheres tristis Common myna Schedule IV LC

251. Acridotheres fuscus Jungle myna Schedule IV LC

252. Gracula religiosa Common hill myna Schedule IV LC

253. Dendrocitta vagabunda Rufoustreepie Schedule IV LC

254. Corvus splendens House crow Schedule V LC

255. Corvus macrorhynchos Jungle crow Schedule IV LC

256. Tephrodornis pondicerianus Common woodshrike Schedule IV LC

257. Coracina novaehollandiae Black faced cuckoo-shrike

Schedule IV LC

258. Coracina melanoptera Black-headed cuckoo-shrike

Schedule IV LC

259. Pericrocotus flammeus Scarlet minivet Schedule IV LC

260. Pericrocotus cinnamomeus Small minivet Schedule IV LC

261. Aegithina tiphia Common iora Schedule IV LC

262. Chloropsis aurifrons Gold fronted chloropsis Schedule IV LC

263. Chloropsis cochinchinensi Blue-winged leafbird Schedule IV NT

264. Pycnonotus jocosus Red-whiskered bulbul Schedule IV LC

265. Pycnonotus leucotis White-eared bulbul Schedule IV LC

266. Pycnonotus cafer Red-veneted bulbul Schedule IV LC

267. Pycnonotus luteolus White-browed bulbul Schedule IV LC

268. Pellorneum ruficeps Puff-throated babbler Schedule IV LC

269. Pomatorhinus horsfieldii Scimitar babbler Schedule IV LC

270. Dumetia hyperythra Rufuos bellied babbler Schedule IV LC

271. Chrysomma sinense Yellow eyed babbler Schedule IV LC

272. Turdoides caudatus Common babbler Schedule IV LC

273. Turdoides malcolmi Large grey babbler Schedule IV LC

274. Turdoides striatus Jungle babbler Schedule IV LC

275. Alcippe poioicephala Quaker babbler Schedule IV LC

276. Ficedula parva Red-breasted flycatcher Schedule IV LC

277. Cyornis tickelliae Tickell‘s blue flycatcher Schedule IV LC

278. Eumyias thalassinus Verditer flycatcher Schedule IV LC






Page - 124


279. Muscicapa latirostris Brown flycatcher Schedule IV LC

280. Culicicapa ceylonensis Grey headed flycatcher Schedule IV LC

281. Rhipidura albicollis White-throated fantail Schedule IV LC

282. Terpsiphone paradisi Paradise flycatcher Schedule IV LC

283. Hypothymis azurea Blacknaped flycatcher Schedule IV LC

284. Cisticola juncidis Streaked fantail warbler Schedule IV LC

285. Prinia hodgsonii Franklin‘s wren warbler Schedule IV LC

286. Prinia inornata Plain wren warbler Schedule IV LC

287. Prinia socialis Ashy wren warbler Schedule IV LC

288. Prinia sylvatica Jungle wren warbler Schedule IV LC

289. Orthotomus sutorius Tailor bird Schedule IV LC

290. Acrocephalus stentoreus Clamorous reed warbler Schedule IV LC

291. Acrocephalus dumetorum Blyth‘s reed warbler Schedule IV LC

292. Acrocephalus agricola Paddyfield warbler Schedule IV LC

293. Hippolais caligata Booted treewarbler Schedule IV LC

294. Sylvia curruca Lesser whitethroat Schedule IV LC

295. Phylloscopus collybita Common chiffchaff Schedule IV LC

296. Phylloscopus tytleri Tytler‘s leas warbler Schedule IV NT

297. Phylloscopus inornatus Yellow browed warbler Schedule IV LC

298. Phylloscopus trochiloides Greenish warbler Schedule IV LC

299. Copsychus saularis Magpie robin Schedule IV LC

300. Copsychus malabaricus White-rumpedshama Schedule IV NA

301. Saxicola torquatus Stone chat Schedule IV LC

302. Oenanthe deserti Desert wheatear Schedule IV LC

303. Saxicoloides fulicatus Indian robin Schedule IV LC

304. Monticola cinclorhynchus Blue-capped rock thrush Schedule IV NA

305. Monticola solitarius Blue rock-thrush Schedule IV LC

306. Myophonus horsfieldii Malabar whistling thrush Schedule IV LC

307. Geokichla citrina Orange-headed thrush Schedule IV LC

308. Turdus merula Common blackbird Schedule IV LC

309. Anthus trivialis Tree pipit Schedule IV LC

310. Anthus godlewskii Blyth‘s pipit Schedule IV LC

311. Motacilla citreola Citrine wagtail Schedule IV LC

312. Motacilla alba White wagtail Schedule IV LC

313. Dicaeum erythrorhynchos Tickell's flowerpecker Schedule IV LC

314. Dicaeum agile Thickbilledflowerpecker Schedule IV LC

315. Leptocoma zeylonica Purplerumped sunbird Schedule IV LC

316. Cinnyris lotenius Loten‘s sunbird Schedule IV LC

317. Cinnyris asiaticus Purple sunbird Schedule IV LC

318. Aethopyga siparaja Crimson sunbird Schedule IV LC

319. Passer domesticus House sparrow Schedule IV LC

320. Petronia xanthocollis Yellow throated sparrow Schedule IV LC

321. Ploceus philippinus Baya Schedule IV LC

322. Estrilda amandava Red munia Schedule IV LC

323. Euodice malabarica White throated munia Schedule IV LC

324. Lonchura striata White-rumpedmunia Schedule IV LC

325. Lonchura punctulata Spotted munia Schedule IV LC

326. Lonchura malacca Blackheadedmunia Schedule IV LC






Page - 125


327. Carpodacus erythrinus Common rosefinch Schedule IV LC

328. Emberiza melanocephala Black-headed bunting Schedule IV LC

Source – Management Plan for Tungareshwar Wildlife Sanctuary, Period – 2018-19 to 2027-28

Note: WPA – Wildlife Protection Act, IUCN - International Union for Conservation of Nature, LC – Least

Concern, NA – Not Available, NT – Near Threatened, EN – Endangered, VU – Vulnerable, CR – Critically

Endangered

3.14.6 Aquatic Ecology

The main drainage is heading towards west into Arabian Sea. Major rivers are Ulhas

and Vaitarna River. Their tributaries are Kalu, Bhatsa and Tansa. There are major

creeks; some of them are extending inland upto 25 km. The main creeks are the Vasai

Creek, the Vaitarna Creek and the Thane Creek.

During the aquatic survey, both fresh water as well as marine water fish species are

found in the rivers, tributaries and ponds. The same was confirmed through public

consultation and cross cheched with concernd forest working plan. Some common fresh

water and marine water fish species found in the study area are given in Table 3-41 and

Table 3-42 respectively. .

Table 3-41 Common Fresh Water Fishes

Sl. Scientific Name Common Name English Name

1 Seccobranchus fossilis Nal Singali Stinging Cat Fish

2 Aystus gulic Shingala Cat Fish

3 Chana gachus Mureel Dhokh, Daku

4 Gobius giupeoides Kharadi Fresh Water Goby

5 Catla catla Catla Major Carp

6 Labio rhita Rohu Major Carp

7 Wallago attu Shivda Wallago

8 Puntins spp. Khavlya, Khavil Carps

Source: Study carried out by ICT Pvt. Ltd. in December 2020 supplemented with Forests Working Pan

Table 3-42 Common Marine Fishes

Sl. Scientific Name Common Name English Name

1 Mugil cephalus Boi, Pilsa Mullet

2 Harpodon nehereus Bombil Bombay Duck

3 Techysurus Spp Shingala Cat Fish

4 Coilia dussumieri Mandeli Golden Anchoy

5 Boleophithalmus spp. Nivti Mudskippers

6 Trichiurus spp. Vagti Ribbon Fish

Source: Study carried out by ICT Pvt. Ltd. in December 2020 supplemented with Forests Working Pan






Page - 126

Aquatic ecology study at Ch No.- 0+200 at Koshimbe village

(Water accumulated in abandoned querry)

Aquatic Ecology Study at Ch No.- 3+350 adjacent to the Tansa River

3.14.7 Protected Areas

“Wildlife Protection Act (1972) defines protected areas (PA) as an area declared legally

protected by government under the Wildlife Protection Act”. National Parks, Sanctuaries,

Conservation Reserves and Community Reserves are the PA‘s notified under the

Wildlife Protection Act (1972). The proposed Expressway does not pass through any

National Park, Wildlife Sanctuary or Conservation Reserve as per Wildlife Conservation

Act, 1972.

3.14.7.1 Tungareshwar Wildlife Sanctuary

The Tungareshwar Wildlife Sanctuary (TWLS) is located between longitudes 7252 E to

73E and latitude 1917N to 1928 N, in Palgarh and Thane district within 10 km

corridor of the expressway alignment. Total notified area of TWLS is 85.70 sq.km as

declared by Maharashtra Government Resolution No.WLP 10-02/CR-47/F-1 dated 24th

October, 2003. The terrain of TWLS is mainly hilly and undulating.

As per classification of forest types of India by Champion and Seth, the forests of TWLS

represent Southern Moist Teak Bearing Forests, Southern Moist Mixed Deciduous

Forest and Western Sub-tropical Hill Forests. TWLS important habitat for mammalian






Page - 127

species like leopard (Panthera pardus - Bibtya), wild boar (Sus scrofa – Raan Dukkar),

four headed antelope (Tetracero squadricornis - Bhekar), blacknaped hare (Lepus

nigricollis), wild cat (Raanmanjar), jackals (Kolha), porcupines (salu), bonnet macaques

(Makad), etc. The fauna of the sanctuary comprise of 43 species of mammals, 38

reptiles, 9 amphibians and 250 birds (source: Management Plan for TWLS, 2018-19 to

2027 -28). Reptiles of the tract are Indian pond terrapin (Kasav), common garden lizard,

Indian chameleon (Chameleon zeylanicus), ghorpud (Varanus bengalensisis), rough-

scaled sand boa (Eryxconisus), durkyaghoonas (Lycodon aulicus), striped keelback

(Amphiesma stolata), dhaman (Ptays mucosus), common Indian krait (Bungarum

caeruleus), Indian cobra, Indian rock python, viper, etc. Seven species of bats are

reported (Ref: Brosset, 1962).

Ancient Tungareshwar Mahadev temple, Parashuram kund, Ishwarpuri Mahadev Mandir

are located within the wildlife sanctuary. Lakhs of pilgrims visit Tungrashwer Mahedev

Temple during Maha Shivratri and auspicious Shravan month. Major Threat to the

TWLS are:

Poaching of wild pigs is a problem in the area. Poaching is mostly done for wild pig

for meat for local consumption.

Illicit cutting of trees

Illegal removal of Non Timber Forest Produce

Wild Fires

Threats from quarries

NH 8 runs parallel to the sanctuary there have been leopard and other Wild animal

deaths on this Highway

The proposed expressway (SPUR) does not pass through the Wildlife Sanctuary. The

Conservator of Forests, Sanjay Gandhi National Park, Bborivali vide letter dated

08.10.2021 certified that the proposed SPUR alignment is located at a distance of

0.619 km from the boundary of the Tungareshwar Wildlife Sanctuary and outside it‘s

ESZ. Copy of the letter is enclosed as Annex-3.4.

Government of India, vide Gazettee Notification [S.O. 3250(E)] dated 11th September

2019 finalized the Eco-sensitive Zone (ESZ) of the Tungareshwar Wildlife Sanctuary

and the ESZ shall be to an extent of 100 meters to 4.0 kilometers around the boundary

of the Sanctuary and the area of the ESZ is 67.26 square kilometres. The alignment of

proposed expressway is located at a distance of 0.275 km from the notified ESZ

boundary i.e. outside the ESZ. It may be mentioned that the same has been vetted by

the forest officials who were present during site visit of EAC sub-committee on

14.11.2019.






Page - 128

Point - A and B: Nearest Point of Proposed SPUR

Point - C: Boundary of Tungareshwar ESZ

Point - D: Boundary of Tungareshwar WLS

Distance between

Point A to C = 0.275 km

Distance between

Point B to D = 0.619 km

Figure 3-9 Distance of VME-SPUR Alignment from

Tungareshwar Wildlife Sanctuary and it’s Eco-Sensitive Zone

As per MoEFCC Office Memorandum dater 8th August 2019 (F. No. 22-43/2018-IA.III),

―Proposal involving developmental activity / project located outside the stipulated

boundary limit of notified ESZ and located within 10km of National Park / Wildlife

Sanctuary, prior clearance from Standing Committee of the National Board for

Wildlife may not be applicable. However, such proposal from environmental angle

including impact of developmental activity / project on the wildlife habitat, if any, would

be examined by the sector specific Expert Appraisal Committee and appropriate

conservation measures in the form of recommendations shall be made. These






Page - 129

recommendations shall be explicitly mentioned in the environmental clearance letter and

shall be ensured by the member secretary concerned.‖

3.14.7.2 Tansa Wildlife Sanctuary

Tansa Wildlife Sanctuary is located between Longitudes 7310‘00‖ to 732500 and

Latitudes 1925‘00‖ to 1950‘00‖ in Shahapur, Wada and Mokhada taluka of Thane

district of Maharashtra State and extends over an area of 304.81 square kilometers.

Leopard (Panther pardus) is the species of vital importance in Tansa Wildlife sanctuary,

besides some of the most endangered species like Rusty-Spotted Cat, Jungle Cat,

Small Indian Civet, Common Palm Civet, Mouse deer, Indian Rock Python, Rat Snake,

Indian Cobra, Russel‘s Viper, Checkered keelback, Common monitor, etc., are also

found in this Sanctuary.

Avi fauna such as Little Grebe, Cormorant, Indian Shag, Little Cormorant, Darter, Pond

Heron, Cattle Egret, Large Egret, Little Egret, Night Heron, Chestout Bittern, Painted

Stork, Openbill Stork, Whitencked Stork, Blacknecked Stork, Black lbis, Glossy lbis,

Spoonbill, Lesser Flamingo, Lesser Whistling Teal, Pintail, Common Teal, Spotbill Duck,

Mallared, Gadwal, Wigeon, Garganey, Shoveller, Common Pochard, White-Eyed

Pochard, Cotton Teal, Comb Duck, Blackwinged Kite, Black Kite, Blackeared Kite,

Brahminy Kite, Shikra, Sparrowhawk, White-eye buzzard Eagle, Bonelli's Eagle, Eastern

Steppe Eagle, Tawny Eagle, Palla's Fishing Eagle, Indian Longbilled Vulture, Indian

Whitebacked Vulture, Marsh Harrier, Montagu's Harrier, Pale Harrier, Crested Serpent

Eagle, Peregrine Falcon, etc. are found in the Sanctuary.

Tansa Wildlife Sanctuary is located at a distance of approx. 13.6 km from the proposed

alignment of SPUR.

3.14.7.3 Matheran Eco-Sensitive Zone

In exercise of powers conferred by clause (v) of sub-section (2) of section 3 of the

Environment (Protection) Act, 1986 (29 of 1986), the Central Government, in

consultation with the Government of Maharashtra, declared Matheran Eco-Sensitive

Zone vide Notification No. S.O. 133 (E) dated 4th February, 2003. This notification has

imposed restrictions on industries, operations, processes and other developmental

activities in the said zone. Though road construction is not prohibited as it a Green Zone

activity, but it is required to obtain clearance from the Monitoring Committee which is

constituted under sub-section (3) of section 3 of the Environment (Protection) Act, 1986

(29 of 1986) to monitor and ensure compliance with the provisions of this notification.

At an elevation of around 800 m (2,625 ft) above sea level, Matheran is a hill station

located about 100 km from Mumbai in the western state of Maharashtra. The Eco-

Sensitive Area covers an area of 214.73 sq km and a 200 m buffer zone and consists of

the area of the Matheran Municipal Council and its environs.






Page - 130

Bio-geographically, the region is important on account of being an outlier of the main

Western Ghats mountain chain and in effect sheltering a pocket of evergreen forest

isolated in geological past. The forest ecosystem at Matheran is unique and remarkable

in many respects - its dense and lofty arboreal growth, peculiar blending of evergreen

and moist deciduous species and moreover a high percentage of endemism and almost

undisturbed natural climatic climax formations.

SPUR Alignment in Matheran ESZ - 2013

As per the initial proposal, the length of SPUR alignment was 94.390 km and was

passing through the Matheran Eco-Sensitive Zone (ESZ). In the year 2012, a proposal

was submitted to the Monitoring Committee of Matheran ESZ for obtaining NOC for the

VME-SPUR. This included construction of Tunnel (4.390 km) and VME-SPUR alignment

in Matheran Eco-Sensitive Zone and Buffer Zone. The Monitoring Committee

approved the VME-SPUR alignment through Matheran Eco-Sensitive Zone vide

letter dated 16th April 2013.

The SPUR alignment has also been included in the Zonal Master Plan for Matheran

Eco-Sensitive Zone (2016-36) which is attached in Annex-3.5.

Simultaneously, MMRDA planned to develop a Multi-Modal Corridor (MMC) which was

crossing SPUR alignment at Morbe village at km 79+800, which would further connect

with JNPT and Alibag. MD, CIDCO has represented to MoRTH stating that it may not be

correct to have two corridors of 100m in NAINA area, hence after deliberation of issues

along with Hon‘ble Minister, MoRTH, Representatives of CIDCO/MMRDA/NHAI and

Govt. of Maharashtra, it was decided to omit NHAI‘s alignment in NAINA area and have

a common corridor of MMC & SPUR connecting JNPT beyond km 79+783.

Further, during Geotechnical and Hydrological investigations, it was observed that a

nallah in Matheran area is crossing the alignment at km 75.760, just before the end

point of the tunnel. Provision of tunnel under the nallah might have created hydrological

hazard such as seepage in the tunnel and might have disturbed the natural flow of the

stream. Hence, the tunnel portal was required to be shifted 254 m before the nallah at

km 75.680, which still lies outside the buffer zone of the Matheran ESZ. A minor bridge

has been proposed over the nallah. Due to this change, tunnel length has been

reduced to 4.160 km (previously 4.390 km) and the impacted area due to the tunnel

has also been reduced.

SPUR Alignment in Matheran ESZ - 2019:

The proposed SPUR alignment is intervening Matheran Eco Sensitive Zone at two

locations as detailed below and shown in Figure 3-10.






Page - 131

Section I (Km 71.532 to 75.426): The proposed SPUR alignment enters the Buffer

Zone at km 71.532 and after traversing 249 m it enters the Eco-sensitive Zone of

Matheran at km 71.781. The alignment exits from the Eco-sensitive Zone at km

75.128 and from Buffer Zone at km 75.426.

Figure 3-10 Map Showing VME-SPUR alignment through Matheran Eco-Sensitive Zone






Page - 132

To preserve ecology of the Matheran, 4.160 km long tunnel is proposed in this


tunnel is at km 71.520 (before buffer zone) and end point of the tunnel is at km

75.680 (after buffer zone).

Section II (km 77.115 to km 77.691): Based on the suggestions of the Monitoring

Committee of the Matheran ESZ in the year 2012, the proposed alignment was

modified and shifted on the right side to minimize the impact. The width of the RoW

at this location has also been reduced. Hence, in this section, the alignment is only

passing through the Buffer Zone from km 77.115 to km 77.691 for a length of 576 m.

Fresh Approval from Matheran Monitoring Committee

The Project Specific Conditions of TOR for the VME-SPUR issued by the MoEFCC vide

letter dated 16th March 2020 says that

(viii) “The proponent shall submit fresh permission from Matheran Eco-Sensitive Area

(ESA) Monitoring Committee for construction of proposed alignment / spur”

In view of this specific condition, a fresh proposal was submitted to the competent

authority on 24.11.2020. The comparative statement of old & new proposal is presented

in the following table

Components Proposal approved by the Monitoring Committee of

Matheran ESZ in 2013

Revised proposal submitted on 24.11.2020

Length of Tunnel 4.390 km 4.160 km

Impacted Area in ESZ 39.318 ha 33.4836 ha

Impacted Area in Buffer Zone 27.529 ha 11.1991 ha

Length of SPUR Alignment 94.390 km 79.783 km

The District Collector, Raigad and Member Secretary, Matheran Eco-Sensitive Zone

Committee vide letter dated 24.03.2021 communicated that the approval given by the

Matheran Monitoring Committee for VME-SPUR project vide letter dated

16.04.2013 is still valid. Copy of the letter is given in Annex-3.6.






Page - 133

3.15 COASTAL REGULATION ZONE (CRZ)

The proposed VME-SPUR alignment crosses tidal influenced parts of a small nala

(connected to Tansa River), the Bhatsa River and Kalu River. CRZ map and report has

been prepared by the National Centre for Earth Science Studies (NCESS),

Thiruvananthapuram based on CRZ Notification 2011 and Coastal Zone Management

Plan (CZMP) of Thane and Palghar district (approved by MoEFCC on 28.02.2019).

The CRZ categories identified along the proposed alignment are CRZ IB, CRZ II, CRZ

III, and CRZ IVB and length of SPUR alignment in CRZ crossing areas is 0.609 km.

Village wise length of VME-SPUR alignment in CRZ area and breakup of CRZ

categories in the crossing locations are given in Table 3-43 and Table 3-44.

Table 3-43 Village wise Length of VME-SPUR alignment in CRZ Crossing areas

Proposed Chainage Length (km) Village River

From To

45+256 45+535 0.278 Sange – Konderi Bhatsa River

47+124 47+455 0.331 Sangode - Balyani Kalu River

Total 0.609


Table 3-44 Village wise Break-up CRZ Categories in VME-SPUR Crossing Points

Location

CRZ IA


CRZ IVB Mangrove

Mangrove Buffer

Kashid Kopar - - 141.19 - 1533.8 - 280.47

Sange - - 2161.09 - 9093.73 - 4810.18

Konderi - - 938.22 - 9355.1 - 1488.8

Sangode - - 3889.35 - 16573.49 - 10472.23

Balyani - - 0 8978.1 0 - 0

Total (in sq. m.) 7129.85 8978.1 36556.12 17051.68

Total (in ha) 0.713 0.898 3.656 1.705

Grand Total = 69715.75 Sq. m / 6.972 ha


Proposed development in the CRZ area is shown in Figure 3-11, Figure 3-12 and

Figure 3-13.





Page - 134

Non tidal Water body

Proposed Culvert

Figure 3-11 Proposed Development in CRZ Area in Kashid Kopar Village

No development has been proposed in the CRZ area (IVB)

One Culvert has been proposed

over non tidal water body





Page - 135

Figure 3-12 Proposed Development in CRZ Area in Sange - Konderi Village





Page - 136

Figure 3-13 Proposed Development in CRZ Area in Sangode - Balyani Village






Page - 137

The proposal for CRZ Clearance was uploaded through online portal of MCZMA on 13th

July 2021. The proposal was considered by the Environment and Climate Change

(Env&CC) Department, Government of Maharashtra on 21.09.2021.

The Env&CC Department, Government of Maharashtra recommends the proposal to

MoEF&CC, New Delhi vide letter dated 29.09.2021 subject to compliance of the specific

and general conditions as given below. Copy of the recommendation letter of

Government of Maharashtra is given in Annex 3.7.

Specific Conditions:

i. Project Proponent should ensure that proposed activities in CRZ areas are as

per provisions of CRZ Notification, 2011 (amended time to time).

ii. Project Proponent to ensure the tidal flow of coastal water body should not be

affected due to proposed activities.

iii. Project Proponent to ensure the debris (C&D Waste) should not be disposed in

CRZ area and should follow C&D Waste Rules, 2016.

iv. Project Proponent to ensure that no ground water shall be tapped to meet with

water requirement during construction & / or operation phase from CRZ area.

v. Project Proponent to ensure there shall no discharge of any untreated sewage /

untreated effluent in CRZ area.

vi. Best engineering practices & construction should be followed for fire safety

measures and for conservation of coastal environment.

vii. Project Proponent to ensure that the much disposal should not be in CRZ area

and should be as per standard.

viii. Project Proponent to implement the Environment Management Plan effectively

during the implementation and operation phase of the project and PP to ensure

that Separate budget shall be allotted for the same.

ix. Project Proponent to ensure that the Noise level during Construction & operation

phase should not exceed the permissible limit.

x. All other required permissions should be obtained before the commencement of

the project.

General Conditions:

i. The Department reserves the right to revoke this recommendation, if the

conditions stipulated are not complied with to the satisfaction of the MCZMA or

Environment Department.

ii. The Department or any other competent authority, concerned planning authority

may stipulate any additional conditions subsequently, if deemed necessary, for

environmental protection, which shall be complied with.






Page - 138

iii. The clearance accorded to the projects under this notification shall be valid for a

period of seven years from the date of issue of such clearance: Provided that the

construction activities shall commence within a period of five years from the date

of the issue of clearance and the construction be completed and the operations

be commenced within seven years from the date of issue of such clearance.

iv. The recommendation from CRZ point of view is being issued without prejudice to

the action initiated under EP Act or any court case pending in the court of law

and it does not mean that project propene has not violated any environmental

laws in the past and whatever decision under EP Act or of the Hon’ble court will

be binding on the project proponent. Hence this recommendation does not give

immunity to the project proponent in the case filed against him, if any or action

initiated under EP Act.

3.16 ARCHAEOLOGICAL SITES

There are no archaeological sites within 300 m on either side of the proposed

expressway.

3.17 ENVIRONMENTALLY SENSITIVE RECEPTORS

Educational Institutions: During the field survey, 37 educational institutions were

identified, which are located within 1.0 km from the centre line on either side of the

proposed expressway (VME-SPUR). Chainage wise list of educational institutions along

with its location, side and distance from the proposed center (C/L) line of the

expressway are given in Table 3-45.

Table 3-45 List of Educational Institutions along the alignment of Proposed Expressway

SL. No.

Description Chainage Dist. From

Proposed C/L (m) Side Village

1. Zila Parisad Primary School 1+419 719 RHS Shirsad

2. Govt Lower Primary School 2+100 850 RHS Mandvi

3. Zila Parisad Upper Primary School

4+830 252 LHS Bhatane

4. Primary School 4+850 268 LHS Bhatane

5. Lower Primary School 9+129 103 LHS Bhinar

6. Lower primary school 9+950 231 LHS Ambode

7. S.K.Chaudhari Memorial School & J.R. College of Arts commerce

10+700 590 LHS Ambode

8. Lower primary school 11+600 212 LHS Kalambhon

9. Govt Upper Primary School 17+250 221 LHS Kelthan

10. High School 17+520 366 RHS Kelthan

11. Zila Parisad Primary School 20+759 306 LHS Mahalunge






Page - 139

SL. No.

Description Chainage Dist. From

Proposed C/L (m) Side Village

12. Primary School 21+950 200 LHS Ghotgaon

13. Lower Primary School 25+000 388 LHS Kasbe Dugad

14. Lower Primary School 26+370 315 RHS Mohili

15. Lower Primary School 27+170 214 RHS Mohili Budrak

16. Lower Primary School 27+470 150 LHS Malbidi

17. Lower Primary School 28+380 147 LHS Malbidi

18. Lower Primary School 30+570 297 LHS Nandithane

19. Primary School 31+360 162 RHS Supegaon

20. Primary School Interchange with NH-3

165 LHS Bhoyargaon

21. Upper primary school 40+230 327 LHS Kuske

22. Lower Primary School 42+800 514 RHS Amane

23. Sitaram Rama Patil School 43+900 152 LHS Kivarli Tarf Amne

24. Primary School 44+070 183 RHS Kivarli Tarf Amane

25. Primary School 45+000 510 RHS Kivarli Tarf Aman

26. Zila Parisad School 50+300 121 RHS Manivali

27. Primary School 52+800 483 RHS Rayate

28. High School 52+900 695 RHS Rayate

29. Upper primary school 59+630 170 LHS Dapivali

30. Primary School 62+519 603 RHS Yeranjad

31. Sunrise Happy Children's Home

67+900 294 LHS Chamtoli

32. Primary School 68+080 717 LHS Sape

33. Primary School 69+200 358 RHS Dahivali

34. Primary School 69+769 554 RHS Bhoj

35. Mahanaim Bible College 70+500 149 LHS Khuntvali

36. Zila Parisad School 70+670 219 LHS Bendshil

37. Primary School 70+800 343 LHS Bendshil

Source: Field Survey carried out by ICT Pvt. Ltd.






Page - 140

Medical Facilities: During the field survey, medical facilities were observed at 6

villages, which are located within 1.0 km from the centre line on either side of the

proposed expressway (VME-SPUR). Chainage wise list of medical facilities along with

it’s location, side and distance from the proposed center (C/L) line of the expressway

are given in Table 3-46.

Table 3-46 List of Medical Facilities along the alignment of Proposed Expressway

SL. No.

Description Chainage Side Dist. From

Proposed C/L (m) Village

1. Primary Heath Centre 2+200 RHS 810 Mandvi

2. Primary Health Centre 4+800 LHS 128 Bhatane

3. Health Sub Centre 9+180 LHS 154 Bhinar

4. Health Sub centre 26+300 RHS 623 Mohili

5. Health Sub centre 43+000 RHS 572 Amane

6. Agni Ayurvedic Village 79+900 RHS 309 Morbe


Z.P Upper Primary School, Bhatane Z.P Primary School, Mahalunge

Sitaram Rama Patil School, Kivarli Tarf Amne






Page - 141

Religious Places: During the field survey, 29 religious placeses were identified within

the study area, which are located on either side of the proposed expressway (VME-

SPUR). Chainage wise list of religious placeses along with its location, side and

distance from the proposed center (C/L) line of the expressway are given in Table 3-47.

Table 3-47 List of Religious Places along the alignment of Proposed Expressway

SL. No.



1. Hanuman Temple 4+770 LHS 170 Bhatane

2. Ram Temple 11+560 LHS 235 Kalambhon

3. Hanuman Temple 14+730 RHS 286 Nimbvali

4. Anusaya Mandir 14+900 RHS 244 Nimbvali

5. Gurudev Siddha Peeth 16+000 RHS 1965 Ganeshpuri

6. Shree Vajreshwari Devi Temple 17+150 RHS 1943 Vijeshwari

7. Sai Baba Temple 17+400 RHS 467 Kelthan

8. Maruti Temple 20+800 LHS 259 Mahalunge

9. Mata Godaveri Devi & Zorayidevi Temple

20+900 LHS 306 Mahalungi

10. Hanuman Temple 22+000 LHS 222 Ghotgaon

11. Hanuman Temple 31+380 RHS 115 Supegaon

12. Gram Devi Temple Interchange with NH-3

LHS 165 Bhoyargaon

13. Hanuman Temple 40+180 LHS 374 Kuske

14. Hazrat Pee Ali Dargah 48+370 LHS 113 Balyani

15. Hanuman Temple, Manivali 50+270 RHS 254 Manivali

16. Hanuman Temple 52+560 RHS 536 Rayate

17. Gram Devi Temple 59+560 LHS 235 Dapivali

18. Shiv Durga Temple 61+740 LHS 151 Yeranjad

Primary Health Centre, Bhatane Health Sub centre, Mohili






Page - 142

Mata Godaveri Devi &

Zorayidevi Temple, Mahalungi

Shree Vajreshwari Devi Temple,

Vijeshwari

Gurudev Siddha Peeth,

Ganeshpuri

SL. No.



19. Shri Ai Mataji Temple 63+040 RHS 172 Sonivali

20. Gayatri Mata Temple 63+100 RHS 211 Sonivali

21. Babaji Peer Dargah 63+200 RHS 62 Sonivali

22. Saptashrungi Mata Temple 64+450 LHS 145 Badalapur

23. Mahadev Temple 64+600 RHS 140 Badalapur

24. Kuber Mandir 69+750 RHS 303 Bhoj

25. Church of God 70+450 LHS 96 Khuntavali

26. Kondeshwar temple 71+900 RHS 925 Bhoj

27. Shiravali Goanvdevi Temple 77+720 RHS 281 Shiravali

28. Radha Krishna Temple 78+100 RHS 361 Shiravali

29. Dhangneshwar Shiv Templ 79+870 LHS 540 Morbe







Page - 143

Maharashtra State Map and

the Project Districts

3.18 SOCIO-ECONOMIC PROFILE

The proposed VME – SPUR is a greenfield alignment, which starts at km 26.582 of main

alignment of the Vadodara Mumbai Expressway at Koshimb village of Palghar district at

Ch. 0+000 and terminate at the proposed junction with the Multi-Modal Corridor of

Mumbai Metropolitan Region Development Authority (MMRDA) in Morbe village of

Raigad district at Ch. 79+783. Total length of the SPUR alignment is 79.783 km; out of

which 18.900 km lies in Palghar district, 55.260 km lies in Thane district and remaining

5.623 km lies in Raigad district of Maharashtra. The proposed alignment is passing

through 68 villages and 6 Talukas (Vasai, Wada, Bhiwandi, Kalyan, Ambarnath and

Panvel) in the State of Maharashtra. Chainage wise village list is given in Annex 1.3.

Maharashtra is a state of India, spreading over 307,713 Sq. km in the western

peninsular region and occupying a substantial portion of the Deccan Plateau.

Maharashtra is bordered by the Arabian Sea to the west, the Indian states of Karnataka

and Goa to the south, Telangana to the southeast and Chhattisgarh to the east, Gujarat

and Madhya Pradesh to the north, and the Indian union territory of Dadra and Nagar

Haveli and Daman and Diu to the northwest. The state capital is Mumbai, the most

populous urban area in India. The Godavari and the Krishna are the two major rivers in

the state. Marathi is the most widely spoken language and is also the official language

of the state.

Maharashtra is the most industrialized state in India, and Mumbai is known as India's

financial and commercial hub. The state has played a significant role in the country's

social and political life and widely considered a leader in terms of agricultural and

industrial production, trade and transport, and education. Maharashtra state is the single

largest contributor to the national economy with a share of 15% in the country's GDP.

According to the census 2011, Maharashtra had a population 112,374,333 (9.28% of

India's population) of which male and female were 58,243,056 and 54,131,277,






Page - 144

respectively. The sex ratio was 929 females per 1000 males, which was below the

national average of 943. The density of Maharashtra was 365 inhabitants per km2,

which was lower than national average 382 per km2. Since 1921, the populations of

Ratnagiri and Sindhudurg shrank by −4.96% and −2.30%, respectively, while the

population of Thane grew up by 35.9%, followed by Pune at 30.3%. The literacy rate

rose to 82.3%. Of this, male literacy stood at 89.82% and female literacy 75.48%.

Table 3-48 Socio-Economic Indicators of Maharashtra State and India

Broad Indicators Maharashtra India

Population (Number) 112,374,333 12,10,855,000

Population Growth Rate (%) 16 17.7

Population Density (Persons per sq km) 365 382

Sex Ratio (Females per 1000 males) 929 943

Literacy (%) 83.2 73.0

Nominal Income (2017-18) 21,39,378 Crore 1,51,28,474 Crore

Per Capita Income at Current Prices Rs. 1,76,102 Rs. 1,14,958

Nominal GSDP/GDP (at Market Price) 24,11,600 Crore 170,95,005 Crore

Source: Census of India 2011, Economic Survey of Maharashtra 2018-19

3.18.1 Demographic Features of Project Influence District

A. District Palghar

The Palghar District was carved out from

the old Thane district on 1 August 2014, and

became the 36th district of Maharashtra

State by comprising of Palghar, Wada,

Vikramgad, Jawahar, Mokhada, Dahanu,

Talasari and Vasai-Virar talukas. The district

is the northernmost part of the Konkan

lowlands of Maharashtra. It is surrounded by

Thane and Nashik on East, Arabian sea on

West, Mumbai and Thane on South and

Walsad (Gujrat), Dadara and Nagar Haveli

on the North. Palghar has coast line of 112

KM. Palghar is adorned with natural beauty

of Arabian sea beaches on West and

sahyadri hills on East which are of tourist attractions. The district has 1008 villages in

which 876 are in scheduled area.

Transport: The Western Railway network passes through Vasai, Palghar and Dahanu

talukas of the district. Palghar is well connected to the major cities of the country

through rail and road network. The nearest Airport is Chhatrapati Shivaji International

Airport, Mumbai and distance is approx. 102 km from Palghar.

Agriculture: In Palghar district agriculture is a primary source of livelihood activity. The






Page - 145

district is predominantly rain-fed and receives an annual rainfall of more than 2500 mm,

but steep slopes and rocky terrain results in poor water retention. The major field and

horticultural crops grown in the district are Paddy, Millet, Ragi, Sapota / Chickoo,

Mango, Coconut and Cashew.

Economy: Palghar has India's first atomic power plant located at Tarapur. The

industrial town of Boisar is also home to one of Maharashtra's largest industrial areas at

Tarapur MIDC. Maharashtra's largest fishing port is Satpati; Dahanu, Arnala, Vasai and

Datiware are also major fishing ports. Dahanu is best known for their chickoo production

in the whole of India. A special Chickoo festival is held every year at Bordi beach in

Dahanu.

Tourism: Important tourist destinations in the district are Jawhar Rajwada, Arnala Fort,

Vasai Fort, Tarapur Fort, Kelva Fort, Shirgaon Fort etc.

Population: In the 2011 Census, Palghar district had a total population of 2,990,116 out

of which, number of male is 1,545,779 were males and 1,444,337 were females.

Palghar has an urban population of 1,435,210 that is 48% of total population. Total ST

Population of the district is 1,118,008, which is 37.39% of the total population.

Population Density: The present density of the Palghar district is 578 persons/ km²,

which is higher than the state population density of 370 persons/ km².

Literacy Rate: Literacy rate of Palghar district is 66.65%. Maximum literacy rate is

observed in Vasai Taluka (76.94%) where ST population is minimum (7.32%). Minimum

literacy rate is observed in Mokhada Taluka (46.54%) where ST population is maximum

(92.08%).


Sr. No.

Tehsil Total Population Sex

Ratio Literacy Rate (%)

ST Population % of ST

Male Female Total

1 Vasai 7,09,771 6,33,631 13,43,402 893 76.94 98,298 7.32

2 Palghar 2,88,514 2,61,652 5,50,166 907 70.49 1,68,152 30.56

3 Dahanu 1,99,574 2,02,521 4,02,095 1015 51.15 2,77,904 69.11

4 Talasari 76,417 78,401 1,54,818 1026 47.33 1,40,273 90.61

5 Jawhar 69,333 70,854 1,40,187 1022 47.88 1,28,462 91.64

6 Mokhada 41,691 41,762 83,453 1002 46.54 76,842 92.08

7 Vikramgad 68,489 69,136 1,37,625 1009 53.6 1,26,368 91.82

8 Wada 91,990 86,380 1,78,370 939 63.15 1,01,709 57.02

PALGHAR 15,45,779 14,44,337 29,90,116 934 66.65 11,18,008 37.39

Source: https://palghar.gov.in/about-district

https://en.wikipedia.org/wiki/Tarapur,_Maharashtra

https://en.wikipedia.org/wiki/Satpati

https://en.wikipedia.org/wiki/Chickoo

https://palghar.gov.in/about-district






Page - 146

B. DISTRICT THANE

The Thane district is situated between 18°42' and 20°20' north latitudes and 72°45' and

73°48' east longitudes. The revised area of the district is 4,214 km². The district is

bounded by Nashik district to the North East, Pune and Ahmednagar districts to the

east, and by Palghar district to the

north. The Arabian Sea forms the

western boundary, while it is bounded

by Mumbai Suburban district to the

South West, and Raigad District to the

south. The district was split into two in

August 2014 with the creation of a

new Palghar district, leaving the

reduced Thane district with a 2011

Census population of 8,070,032. The

headquarters of the district is the city

of Thane. The Sahyadri mountain

ranges to the east and the Arabian sea

to the west, the dense forest section of

the Gujarat state on the north, and the south of Mumbai, which are considered to be

world famous and the financial capital of India, are the four pillars of this district. The

industrial area developed in Thane, Kalyan, Ulhasnagar, Ambernath, Bhiwandi talukas

of the district and are under influence of Mumbai city’s modern culture. Out of 720 KM of

coastal area of Maharashtra State, Thane district has benefitted by 27 KM of coastal

area. In terms of industrial development Thane district is third in the state.

Transport: The total railway track length in the district is 345.73 km. spread in western

and central part of the district. Railway stations like Thane, Kalyan in the district

provides connectivity to the major cities of country. Dahanu, Satpati, Mahim, Kalyan,

Vasai, and Uttan are the ports on the Arabian Sea coast. Ferry services are available

between these ports. The nearest Airport is Chhatrapati Shivaji International Airport,

Mumbai and distance is approx. 22 km from Thane.

Agriculture: In Thane district, agriculture is the primary source of livelihood activity. The

district receives an average normal annual rainfall of 2,517 mm and the actual rainfall

during the year 2014-15 was 2,511 mm. The farming in the district is predominantly

rainfed and paddy is the main crop grown during Kharif season. Other crops grown are

nagali, varai, urad, soyabean, groundnut, etc. Major horticultural crops are mango,

cashew and banana. Vegetables are grown under irrigation in Shahapur, Bhiwandi and

Murbad talukas. Aqua-culture is the vital activity in coastal blocks with marine, brackish

water and inland fisheries.

Economy: The mineral wealth in the form of sand is excavated from creeks and

riverbeds and stone crushing units have come up in Bhiwandi, Kalyan and Thane areas.

There are 8 MIDC industrial estates and two co- operative industrial estates in the

district. MIDC has established a Millennium Industrial Park in Navi Mumbai.






Page - 147

Tourism: Thane district has high tourism potential in view of natural and cultural

aspects. Northern part of Thane district is covered by rural area and also considered to

be a tribal tract of the region. Such highly remote areas also have high potential of

tourism in terms of various landscapes and landforms like waterfalls gorge etc.

Besides this, there is a potential of cultural tourism. The important religious places in

the district are Vajreshwari Temple in Bhiwandi tahsil, Titwala Temple in Kalyan

tahsil, Mahalakshmi temple near Vivalvedhe (Charoti) of Dahanu tahsil Hazi Malang

Dargah in Ambarnath tahsil and the Agashi in Vasai tahsil.

Population: In the 2011 Census, Thane district had a total population of 9,171,174 out

of which, 4,319,299 were males and 4,851,875 were females. Thane has a sex ratio of

862 females per thousand males. Total ST Population of the district is 643,111, which is

7% of the total population.

Population Density: The present density of the Thane district is 2176 persons/ km²,

which is higher than the state population density of 370 persons/ km².

Literacy Rate: Literacy rate of Thane district is 84.53%. Maximum literacy rate is

observed in Kalyan (90.3%) and Thane (89.76%). Minimum literacy rate is observed in

Shahapur and Murbad (76%).


Sr. No.




Male Female Total

1 Thane 2022949 2030342 4053291 872 89.76 257085 6.34

2 Bhiwandi 653758 784458 1438216 704 79.31 42861 2.98

3 Shahapur 160466 280138 440604 924 75.93 18028 4.09

4 Kalyan 820492 951410 1771902 919 90.29 151774 8.57

5 Murbad 97228 181914 279142 875 76.17 10997 3.94

6 Ulhasnagar 269048 269048 538096 881 87.49 86680 16.11

7 Ambarnath 295358 354565 649923 918 87.07 75686 11.65

THANE 4319299 4851875 9171174 862 84.53 643111 7.01

Source: Census of India 2011, Socio-Economic Review 2016,

https://mahades.maharashtra.gov.in/files/publication/dsa_raigad_2015.pdf

C. DISTRICT RAIGAD

The Raigad district is bounded by Mumbai Harbour to the northwest, Thane district to

the north, Pune district to the east, Ratnagiri district to the south and the Arabian Sea to

the west. It includes the large natural harbour of Pen-Mandwa, which is immediately

south of Mumbai harbour, and forming a single landform with it. Raigad district is divided

into four subdivisions, with fifteen talukas, and 1,967 villages with a total geographical

area of 7,152 sq. Km. According to the 2011 census Raigad district has a population of

2,634,200, The district has a population density of 368 inhabitants per square kilometer.

Its population growth rate over the decade 2001-2011 was 19.36%. Raigad has a sex

ratio of 955 females for every 1000 males, and a literacy rate of 83.89%. Raigad is







Page - 148

known for its scintillating historical places, pristine beaches, picturesque landscapes and

diverse flora and fauna of Western Ghats. Religious places in the district like

Ashtavinayak Temples, Elephanta caves etc. are sole testimonies to its rich cultural

past. Culturally, Raigad has been the ever-vibrant community with population of different

religions, dialects, ethnicity etc.

Transport: Raigad District is connected to

Mumbai by Sion Panvel Expressway.

The Mumbai-Pune expressway and NH4

passes through Panvel. NH 66, which starts at

Panvel, traverses the whole district.

The Konkan Railway line starts at Rohaand

passes through Mangaon and Veer in Mahad.

The Central Railway Line of Mumbai to Pune

passes through Karjat with Extension Line for

Karjat to Khopoli. Panvel Junction is the most

important railway station in the district; it is

connected to Mumbai (by both the Harbour

Line and Main Line of Central Railway), Thane

(by Trans-Harbour Line), Roha, Vasai (Western Railway) and Karjat. All trains, ranging

from passengers to Rajdhanis stop here, and it is considered the gateway for travelling

south. The main ports are JNPT, Mandava, Revas, Murud, Dighi and Shrivardhan .The

nearest airports are Lohegaon Airport, in Pune and Chhatrapati Shivaji Airport

in Mumbai.

Agriculture: In Raigad district, agriculture is the primary source of livelihood. The

district receives an average rainfall ranging from 2200 mm to more than 3000 mm in the

plains and it is above 5000 mm in the hills. The major crops grown are Rice,. Finger

Millets, Small millets during kharip season and cow pea, red gram Green gram Horse

gram & Dolichus Dean in Rabi Season while in Summer groundnut, and some

vegetables are grown by irrigated farmers further, in district horticultural crops such as

mango, cashew, coconut, Areca nut are grown. Dairy, Poultry Goat Rearing and Fishery

are the main pillars of secondary agriculture in the district.

Economy: Besides, agriculture and coastal production, industrialization is the backbone

of district economy. The establishment of ONGC, JNPT, RCF. Chemical Industry, Iron

Industry and many other industries are based in Khopoli, Karjat, Panvel, Rassayani,

Taloje Panchnad, Nagothane and Roha towns.

Tourism: Raigad district is majorly known for its historical significance and awe-

inspiring beauty. Earlier, the place was named as Coolaba but with the growing

popularity of its Raigad fort, it was renamed to Raigad. Cradled amidst the mesmerizing

Sahyadri ranges, this district is known with a unique combination of beaches, religious

emples, and historic forts.

Population: In the 2011 Census, Raigad district had a total population of 2,634,200 out

of which, 1,344,345 were males and 1,289,855 were females. Thane has a sex ratio of

https://en.wikipedia.org/wiki/Panvel

https://en.wikipedia.org/wiki/NH_66






Page - 149

959 females per thousand males. Total ST Population of the district is 305,125, which is

11.6% of the total population.

Population Density: The present density of the Raigad district is 368 persons/ km²,

which is lower than the state population density of 370 persons/ km².

Literacy Rate: Literacy rate of Thane district is 83.14%. Maximum literacy rate is

observed in Panvel (87.77%) followed by Alibag (85.92%) and Uran (85.69%). Minimum

literacy rate is observed in Sudhagad (68.29%) due to high concentration of schedule

tribe population.

Table 3-51 Tehsil wise Demographic Profile of Raigarh District

Sr. No.




Male Female Total

1 Alibag 119254 116913 236167 980 85.92 37357 15.8

2 Pen 99570 95884 195454 963 77.90 32400 16.6

3 Murud 36393 37814 74207 1039 83.49 13579 18.3

4 Panvel 397228 353008 750236 889 87.77 48162 6.4

5 Uran 82875 77428 160303 934 85.69 7625 4.8

6 Karjat 107870 104181 212051 966 80.65 50756 23.9

7 Khalapur 109225 98239 207464 899 82.27 30793 14.8

8 Mangaon 78968 80645 159613 1021 79.87 14324 9.0

9 Sudhagad 31553 30827 62380 977 68.29 17853 28.6

10 Roha 85638 81472 167110 951 81.52 21929 13.1

11 Tala 19244 21375 40619 1111 75.74 4591 11.3

12 Mahad 88734 91457 180191 1031 81.90 9226 5.1

13 Poladpur 21621 23843 45464 1103 76.41 2466 5.4

14 Mhasla 27655 32259 59914 1166 80.34 4588 7.7

15 Shrivardhan 38517 44510 83027 1156 82.32 9476 11.4

RAIGARH 1344345 1289855 2634200 959 83.14 305125 11.6

Source: Census of India 2011, https://mahades.maharashtra.gov.in/files/publication/dsa_raigad_2015.pdf

3.18.2 Socio Economic Profile of the Project Area

Social and demographic profile of the project-affected villages / population is essential

to create database and develop indicators for the evaluation of the social impacts. To

understand the social context of the proposed project and for providing necessary inputs

for social analysis, relevant baseline data on social, economic and cultural conditions

were collected from various available primary and secondary sources. The proposed

SPUR of Badodara-Mumbai expressway passes through 68 villages/towns of Palghar,

Thane and Raigad districts respectively, in the State of Maharashtra. Out of 68 villages

/ towns only 62 villages are affected in terms of loss of private land. The list of 68

villages is given in Annex 1.3. The important demographic features of these affected

villages, i.e., population, social categories, literacy level and workforce are described as

https://en.wikipedia.org/wiki/Alibag

https://en.wikipedia.org/wiki/Pen,_India

https://en.wikipedia.org/wiki/Murud,_Raigad

https://en.wikipedia.org/wiki/Uran

https://en.wikipedia.org/wiki/Karjat

https://en.wikipedia.org/wiki/Khalapur

https://en.wikipedia.org/wiki/Sudhagad

https://en.wikipedia.org/wiki/Roha

https://en.wikipedia.org/wiki/Tala,_Raigad

https://en.wikipedia.org/wiki/Poladpur

https://en.wikipedia.org/wiki/Mhasla

https://en.wikipedia.org/wiki/Shrivardhan







Page - 150

a part of baseline data in the following section.

Total Population: Out of total 68 affected villages 11 villages of Vasai, Kalyan and

Ambarnath tehsil fall under Municipal Corporations / Councils. The population details of

these villages are not available separately. The details of such villages is given in Table

3-52 below

Table 3-52 Details of Villages falling under Municipal Corporation/Councils

Sl. No.

District Taluka Village Name Start Chainage

End Chainage

Length (Km)

Remarks

1 Palghar Vasai Koshimb 0+000 0+250 0.250

Under Vasai-Virar City Municipal

Corporation

2 Palghar Vasai Khardi 0+250 0+480 0.230

3 Palghar Vasai Shirsad 0+480 1+550 1.070

4 Palghar Vasai Kashid Kopar 1+550 1+870 0.320

5 Palghar Vasai Mandvi 1+870 2+520 0.650

6 Palghar Vasai Chandip 2+520 3+400 0.880

7 Thane Kalyan Balyani 47+300 49+150 1.850 under Kalayan-Dombivli Municipal

Corporation 8 Thane Kalyan Umbharani 49+150 49+350

0.200

9 Thane Ambarnath Yeranjad 61+350 62+800 1.450 under Kulgam-Badlapur Municipal Counsil

10 Thane Ambarnath Sonivali 62+800 63+300 0.500

11 Thane Ambarnath Badlapur 63+300 67+200 3.900

12 Thane Ambarnath Joveli 68+300 69+230 0.930

Source: Comprehensive Socio-economic Study, December 2020

The population composition of rest of 57 villages is important to anticipate the extent of

project impact. Population details of the 57 villages have been derived from primary

census abstract 2011 and the total population is 63,383 out of which 32,252 are male

and 31,131 are female. The composition of schedule caste (SC) and schedule tribe (ST)

is 2,418 and 23,526 respectively. Village wise composition of population with respect to

male and female is shown in Table 3-53.

Table 3-53 Demographic Features of the Project Affected Villages

S. No. Name of Village Name of Tehsil

Households Total

Population Male Female SC ST Literate

1 Khardi Vasai 283 1293 655 638 0 60 926

2 Navasai Vasai 271 1131 574 557 34 165 817

3 Bhatane Vasai 1097 4786 2353 2433 87 3830 2307

4 Adne Vasai 419 1995 1036 959 19 1124 1254

5 Bhinar Vasai 200 798 393 405 0 508 469

6 Ambode Vasai 176 831 416 415 0 540 383

7 Kalambhon Vasai 236 1081 542 539 0 1023 622

8 Nimbavali Vada 139 633 322 311 5 483 341

9 Gorad Vada 315 1455 737 718 0 1414 686

10 Kelthan Vada 361 1702 866 836 37 1118 1097






Page - 151


Households Total


11 Akaloli Bhiwandi 682 2942 1484 1458 131 1333 1941

12 Mahalunge Bhiwandi 113 451 220 231 0 46 336

13 Ghotgaon Bhiwandi 325 1710 833 877 0 1196 1056

14 Dugad Bhiwandi 469 1948 991 957 34 1074 888

15 Mohili Bhiwandi 301 1280 649 631 3 642 700

16 Mohili Budrak Bhiwandi 125 566 288 278 0 195 333

17 Malbidi Bhiwandi 110 538 271 267 2 268 317

18 Nandithane Bhiwandi 260 1297 666 631 132 711 826

19 Supegaon Bhiwandi 289 1224 662 562 255 180 983

20 Nivali Bhiwandi 189 879 435 444 0 265 530

21 Pundas Bhiwandi 253 1243 632 611 161 155 914

22 Khandape Bhiwandi 243 1233 643 590 25 103 873

23 Chinchavali Tarf Sonale Bhiwandi 260 1138 556 582 44 485 614

24 Vadape Bhiwandi 322 1623 882 741 138 539 1098

25 Borivali Tarf Sonale Bhiwandi 103 430 251 179 26 87 282

26 Kukase Bhiwandi 162 806 407 399 14 153 484

27 Vahuli Bhiwandi 177 818 446 372 102 189 525

28 Bhoyargaon Bhiwandi 75 396 216 180 0 39 320

29 Usroli Bhiwandi 125 661 338 323 42 77 435

30 Amane Bhiwandi 520 2683 1371 1312 46 44 1860

31 Kiravali Tarf Sonale Bhiwandi 245 1264 641 623 0 299 829

32 Sange Bhiwandi 108 475 255 220 77 76 312

33 Konderi Kalyan 155 759 387 372 0 34 529

34 Sangode Kalyan 230 1084 556 528 29 169 725

35 Nandap Kalyan 247 1166 582 584 20 0 805

36 Manivali Kalyan 428 2114 1062 1052 0 81 1408

37 Rayate Kalyan 527 2516 1284 1232 284 151 1744

38 Goveli Kalyan 280 1264 636 628 166 219 892

39 Pimpaloli Kalyan 58 269 150 119 0 0 216

40 Vaholi Kalyan 275 1291 673 618 100 662 891

41 Manjali Tarf Barhe Kalyan 215 976 479 497 43 117 619

42 Apati Tarf Barhe Kalyan 164 754 379 375 4 292 371

43 Dapivali Ambarnath 121 516 259 257 14 65 351

44 Dhoke (Dapivali) Ambarnath 86 401 201 200 10 25 270

45 Ambeshiv Bk Ambarnath 363 1633 834 799 109 257 967

46 Chamtoli Ambarnath 176 896 452 444 7 4 686

47 Sape Ambarnath 3 15 7 8 8 0 11

48 Dahivali Ambarnath 169 827 402 425 111 83 603

49 Bhoj Ambarnath 140 711 342 369 8 595 361






Page - 152


Households Total


50 Khuntavali Ambarnath 0 0 0 0 0 0 0

51 Bendshil Ambarnath 183 943 487 456 25 564 423

52 Wangani Tarf Taloje Panvel 39 206 97 109 0 206 93

53 Karambeli Tarf Taloje Panvel 210 1041 521 520 0 1039 281

54 Shiravali Panvel 102 525 281 244 0 0 362

55 Ambe tarf taloje Panvel 68 370 198 172 0 0 284

56 Morbe Panvel 297 1463 757 706 66 410 842

57 Mahalungi Panvel 68 333 195 138 0 132 203

Total 13557 63383 32252 31131 2418 23526 39295

Source: PCA, Census 2011

In general, 43.64% of the total affected population is working. Majority of work force

belongs to the category of main workers (74.19% of the total workers). Around 55.36%

of total affected population is non-workers. Village wise details of workforce are

presented in Table 3-54.

Table 3-54 Distribution of Workforce in Project Affected Area

S. No. Name of Village Tehsil Total

Population Total

Worker Main

Worker Marginal Worker Non Worker

1 Khardi Vasai 1293 338 275 63 955

2 Navasai Vasai 1131 562 461 101 569

3 Bhatane Vasai 4786 2320 1902 418 2466

4 Adne Vasai 1995 927 844 83 1068

5 Bhinar Vasai 798 459 418 41 339

6 Ambode Vasai 831 452 409 43 379

7 Kalambhon Vasai 1081 407 349 58 674

8 Nimbavali Vada 633 358 284 74 275

9 Gorad Vada 1455 855 203 652 600

10 Kelthan Vada 1702 836 708 128 866

11 Akaloli Bhiwandi 2942 1393 994 399 1549

12 Mahalunge Bhiwandi 451 167 136 31 284

13 Ghotgaon Bhiwandi 1710 925 577 348 785

14 Dugad Bhiwandi 1948 1031 1030 1 917

15 Mohili Bhiwandi 1280 616 476 140 664

16 Mohili Bk. Bhiwandi 566 255 200 55 311

17 Malbidi Bhiwandi 538 301 301 0 237

18 Nandithane Bhiwandi 1297 759 615 144 538

19 Supegaon Bhiwandi 1224 438 166 272 786

20 Nivali Bhiwandi 879 505 390 115 374

21 Pundas Bhiwandi 1243 359 96 263 884

22 Khandape Bhiwandi 1233 613 466 147 620

23 Chinchavali Tarf Sonale Bhiwandi 1138 478 471 7 660






Page - 153

S. No. Name of Village Tehsil Total

Population Total

Worker Main

Worker Marginal Worker Non Worker

24 Vadape Bhiwandi 1623 624 565 59 999

25 Borivali Tarf Sonale Bhiwandi 430 196 190 6 234

26 Kukase Bhiwandi 806 465 304 161 341

27 Vahuli Bhiwandi 818 251 226 25 567

28 Bhoirgaon Bhiwandi 396 140 131 9 256

29 Usroli Bhiwandi 661 336 328 8 325

30 Amane Bhiwandi 2683 878 631 247 1805

31 Kiravali Tarf Sonale Bhiwandi 1264 521 390 131 743

32 Sange Bhiwandi 475 201 65 136 274

33 Konderi Kalyan 759 304 248 56 455

34 Sangode Kalyan 1084 378 186 192 706

35 Nandap Kalyan 1166 395 221 174 771

36 Manivali Kalyan 2114 727 590 137 1387

37 Rayate Kalyan 2516 839 790 49 1677

38 Goveli Kalyan 1264 565 342 223 699

39 Pimpaloli Kalyan 269 81 10 71 188

40 Vaholi Kalyan 1291 460 262 198 831

41 Manjali Tarf Barhe Kalyan 976 532 368 164 444

42 Apati Tarf Barhe Kalyan 754 305 202 103 449

43 Dapivali Ambarnath 516 208 117 91 308

44 Dhoke (Dapivali) Ambarnath 401 115 65 50 286

45 Ambeshiv Bk Ambarnath 1633 808 456 352 825

46 Chamtoli Ambarnath 896 267 211 56 629

47 Sape Ambarnath 15 10 6 4 5

48 Dahivali Ambarnath 827 286 252 34 541

49 Bhoj Ambarnath 711 258 190 68 453

50 Khuntavali Ambarnath 0 0 0 0 0

51 Bendshil Ambarnath 943 391 387 4 552

52 Wangani Tarf Taloje Panvel 206 125 119 6 81

53 Karambeli Tarf Taloje Panvel 1041 546 341 205 495

54 Shiravali Panvel 525 155 77 78 370

55 Ambe tarf taloje Panvel 370 206 167 39 164

56 Morbe Panvel 1463 615 272 343 848

57 Mahalungi Panvel 333 117 41 76 216

Total 63383 27659 20521 7138 35724


Around 54.66% of total main workers are engaged in agriculture production and of them

24.6% are cultivators. Due growing industrialization many of the people (42.92%) are

engaged in other work in cities. Village wise details of main workforce are presented in

Table 3-55.






Page - 154

Table 3-55 Village and Category-wise Distribution of Main Workforce

S. No. Name of Villages

Cultivators Agriculture Labourers

Household Industries

Other Workers

Total Main

Workers

Ma

le

Fe

ma

le

To

tal

Ma

le

Fe

ma

le

To

tal

Ma

le

Fe

ma

le

To

tal

Ma

le

Fe

ma

le

To

tal

1 Khardi 117 111 228 6 6 12 6 0 6 23 6 29 275

2 Navasai 26 7 33 150 87 237 6 4 10 137 44 181 461

3 Bhatane 202 87 289 407 314 721 11 4 15 521 356 877 1902

4 Adne 228 101 329 218 146 364 20 3 23 110 18 128 844

5 Bhinar 42 32 74 95 93 188 46 43 89 33 34 67 418

6 Ambode 46 18 64 152 125 277 0 0 0 51 17 68 409

7 Kalambhon 31 12 43 155 96 251 4 2 6 41 8 49 349

8 Nimbavali 46 40 86 82 92 174 2 0 2 16 6 22 284

9 Gorad 61 9 70 10 35 45 5 4 9 61 18 79 203

10 Kelthan 125 86 211 235 182 417 11 2 13 52 15 67 708

11 Akaloli 103 20 123 116 101 217 7 5 12 473 169 642 994

12 Mahalunge 19 8 27 20 7 27 2 1 3 63 16 79 136

13 Ghotgaon 19 19 38 276 181 457 0 0 0 69 13 82 577

14 Dugad 123 82 205 96 88 184 10 7 17 373 251 624 1030

15 Mohili 17 23 40 84 76 160 16 9 25 33 18 51 276

16 Mohili Bk. 24 1 25 77 57 134 2 0 2 34 5 39 200

17 Malbidi 66 62 128 79 71 150 1 0 1 18 4 22 301

18 Nandithane 70 81 151 109 81 190 17 11 28 151 95 246 615

19 Supegaon 7 1 8 6 2 8 7 1 8 126 16 142 166

20 Nivali 91 68 159 16 9 25 3 1 4 127 75 202 390

21 Pundas 3 0 3 9 3 12 2 0 2 67 12 79 96

22 Khandape 122 71 193 9 8 17 10 3 13 189 54 243 466

23 Chinchavali Tarf Sonale 71 9 80 70 55 125 5 3 8 179 79 258 471

24 Vadape 68 32 100 21 19 40 9 3 12 375 38 413 565

25 Borivali Tarf Sonale 25 0 25 50 11 61 1 0 1 95 8 103 190

26 Kukase 93 65 158 87 52 139 1 0 1 4 2 6 304

27 Vahuli 34 1 35 37 4 41 0 0 0 141 9 150 226

28 Bhoirgaon 85 14 99 1 0 1 0 1 1 27 3 30 131

29 Usroli 137 110 247 0 0 0 0 0 0 51 30 81 328

30 Amane 180 18 198 39 12 51 8 4 12 330 40 370 631

31 Kiravali Tarf Sonale 78 20 98 71 28 99 13 6 19 150 24 174 390

32 Sange 2 1 3 0 1 1 0 0 0 58 3 61 65

33 Konderi 40 29 69 10 10 20 0 0 0 141 18 159 248

34 Sangode 21 14 35 13 5 18 2 0 2 127 4 131 186

35 Nandap 44 16 60 10 6 16 5 0 5 128 12 140 221

36 Manivali 141 47 188 13 12 25 5 3 8 326 43 369 590

37 Rayate 113 31 144 64 39 103 21 9 30 465 48 513 790






Page - 155

S. No. Name of Villages

Cultivators Agriculture Labourers

Household Industries

Other Workers

Total Main

Workers

Ma

le

Fe

ma

le

To

tal

Ma

le

Fe

ma

le

To

tal

Ma

le

Fe

ma

le

To

tal

Ma

le

Fe

ma

le

To

tal

38 Goveli 12 2 14 82 68 150 8 4 12 140 26 166 342

39 Pimpaloli 4 0 4 0 0 0 0 0 0 6 0 6 10

40 Vaholi 64 4 68 48 6 54 8 1 9 118 13 131 262

41 Manjali Tarf Barhe 61 35 96 30 25 55 12 9 21 165 31 196 368

42 Apati Tarf Barhe 40 8 48 29 14 43 7 1 8 77 26 103 202

43 Dapivali 5 2 7 20 12 32 0 0 0 62 16 78 117

44 Dhoke (Dapivali) 6 1 7 6 2 8 1 0 1 44 5 49 65

45 Ambeshiv Bk 38 2 40 69 36 105 11 4 15 253 43 296 456

46 Chamtoli 35 9 44 3 1 4 12 2 14 128 21 149 211

47 Sape 1 1 2 0 0 0 2 2 4 0 0 0 6

48 Dahivali 68 2 70 15 9 24 3 1 4 139 15 154 252

49 Bhoj 3 0 3 159 17 176 0 1 1 10 0 10 190

50 Khuntavali 0 0 0 0 0 0 0 0 0 0 0 0 0

51 Bendshil 44 21 65 128 111 239 7 0 7 52 24 76 387

52 Wangani Tarf Taloje 51 66 117 1 0 1 0 0 0 1 0 1 119

53 Karambeli Tarf Taloje 82 54 136 142 42 184 1 1 2 12 7 19 341

54 Shiravali 11 0 11 2 3 5 0 0 0 57 4 61 77

55 Ambe tarf taloje 32 53 85 1 6 7 1 0 1 73 1 74 167

56 Morbe 99 9 108 9 5 14 3 0 3 133 14 147 272

57 Mahalungi 6 2 8 2 0 2 0 0 0 29 2 31 41

Total 3382 1617 4999 3639 2471 6110 334 155 489 6864 1859 8723 20321

Percentage 24.60 30.07 2.41 42.93 100.00


3.18.3 Conclusion

Overall, it can be concluded that the proposed SPUR is mainly passing through rural

areas influencing 57 villages and 11 municipal area in 6 tehsils of 3 districts in

Maharashtra. The total population affected in 57 villages is 63,383, and a substantial

number (37%) of that belong to schedule tribe. Agriculture is the main sector of

employment.

Literacy of male population is higher than female population. Overall literacy levels

among tribals are lower than that of the general population and a gap is still exists

between tribals vis-àvis the total population. The gaps are substantial, and their

persistence is a serious social and ethical problem. The latest Maharashtra Human

Development Report admits that the condition of tribal population is far behind that of

the total population in terms of most human development Indicators.






Page - 156

The proposed project will provide better connectivity; establish linkages between distant

cities; increase employment opportunity and thereby enhance the quality of life. The

construction of the SPUR of Vadodara-Mumbai expressway will also help the farmers in

getting good prices of their produce by way of quick and fast transportation of perishable

goods to the market places. The SPUR connectivity will also help in import of new

techniques of agriculture to the backward areas.





Chapter-4 : Anticipated Environmental Impacts and Mitigation Measures Revision: R1

Page - 157

CHAPTER - 4: ANTICIPATED ENVIRONMENTAL IMPACTS AND

MITIGATION MEASURES

4.1 INTRODUCTION

The proposed project will have impacts on the environment in two distinct phases.

During the construction phase which may be regarded as temporary or short-term; the

other during the operation stage which will have long term effects. The negative impacts

can be reduced or minimized only if proper safeguards are put in place during the

design and construction stage itself. These can include reducing pollutant discharge

from the harmful activities at source or protecting the sensitive receptor. An effective

mitigation strategy will utilize a combination of both options to arrive at practically

implementable measures. Conscious efforts have been worked out to minimize any

adverse impacts on the various environmental and social components. Where the

impacts on various environmental components have been unavoidable, mitigation

measures have been worked out.

4.2 LAND ENVIRONMENT

4.2.1 Topography & Geology

4.2.1.1 Construction Phase

The impacts on existing topographical setting originate primarily from embankment

preparation and opening up borrow pits to fulfill the requirement of earth material.

Disfiguration of land may result from unplanned opening up of borrow pits / quarry sites.

Aggregate and sand will be procured from the authorized suppliers and prevalent rules

will be followed for borrowing of soil. Hence the impact on geology of the region outside

the Sanctuary area is insignificant.

Impacts:

Disfiguration & change in existing profile of the land due to proposed greenfield

expressway

Disfiguration of topography due to indiscriminate digging of borrow pits

Uncontrolled digging of borrow pits resulting in water accumulation & breeding of

vector disease

Disturbance on geological setting due to quarrying

Establishment of Construction Camp

Seismological Characteristics of the Area: The proposed expressway is in Zone III

(having moderate seismic intensity) of the Seismic Map of India (as per IS: 1893, Part I,

2002) and therefore has a moderate risk of potential damage due to earthquake. The

bridges are designed for seismic force as per provisions of IRC: 6-2014.






Page - 158

Road Building Materials: During construction, stone aggregates & bitumen will be

required for pavement, while stone aggregates, sand & cement will be required for

concrete making for rigid pavement, bridges, culverts, drains etc. Diesel will be required

to run construction equipment. Stone aggregates and sand will be brought from the pre-

identified quarry areas. The contractors usually depend on the local commercial

suppliers for obtaining various construction materials. Active existing sources are most

likely to be used with cost and the quality considerations. The estimated raw materials

requirement during construction stage is given in Table 4-1.

Table 4-1 Materials requirement during Construction

Sl. No.

Item & Unit Unit Quantity Mode of

Transport Source

1. Earth Work – fill Cum 90,43,991 Truck

Identified Borrow areas / generated from cutting

2. Earth Work – cutting Com 28,78,295 Truck

3. Granular Sub Base Cum

8,25,618

Truck

Pre-identified quarry areas and Local Traders

4. Wet Mix Macadam Cum 60,848 Truck

5. Dense Bituminous Macadam

Cum 13,758 Truck

6. Bituminous Concrete Cum 9,173 Truck

7. DLC Cum 172,550 Truck

8. PQC Cum 9,12,265 Truck

9. Bitumen MT 2460 Tanker Refinery

10. Emulsion MT 322 Tanker Refinery

11. Cement MT 6,38,600 Truck Local traders

12. Aggregates (cum) Cum 51,44,900 Truck


13. Sand (cum) Cum 18,14,300 Truck


14. Steel (MT) MT 90,625.00 Truck Local traders

15. Fly Ash (cum) Cum 83,12,133

Covered Dumper

Thermal Power Station

16. Diesel (KL) KL 54,880 Tanker Local petrol pumps


Construction of Borrow Areas: about 90,43,991 cubic meter of earth materials is to

be used for the expressway. This has to be obtained from earth generated through

cutting or from the existing borrow areas. Quantity of earth material likely to be

generated through cutting operation is 28,78,295 Cum. Therefore, 61,65,696 Cum earth

will be required from the borrow area. The details of proposed borrow areas investigated

with their respective locations; corresponding chainage and lead from nearest point to

expressway are tabulated in Table-4.2.






Page - 159


Sl. No.

Chainage Side Village Name Lead from Proposed

Alignment (km)

Type of Land

Approx. Quantity (m

3)

1. 1+600 L/S Kashid 1 Pvt. Land 202,344

2. 9+000 L/S Bhinar 0.5 Pvt. Land 890,311

3. 22+400 R/S Ghoatgav 0.5 Pvt. Land 70,820

4. 27+500 R/S Maldide 0.3 Govt. Land 202,344

5. 36+700 L/S Vadadpi 1.5 Pvt. Land 242,812

6. 40+000 L/S Vasholi 0.5 Pvt. Land 202,344

7. 42+000 R/S Vashora 0.5 Pvt. Land 323,750

8. 45+700 L/S Konderi 0.5 Pvt. Land 242,812

9. 47+900 R/S Titwala 1 Pvt. Land 161,875

10. 55+400 L/S Waholi 1 Pvt. Land 202,344

11. 55+400 R/S Waholi 1.5 Pvt. Land 121,406

12. 63+000 L/S Anzed 2 Pvt. Land 202,344

13. 63+000 L/S Anzed 1.5 Pvt. Land 202,344

14. 70+500 R/S Bhoj 2 Pvt. Land 202,344

Source: DPR Prepared by the ICT Pvt. Ltd.

However, contractor may open new borrow area for ordinary earth. As per MoEFCC

circular [S.O. 1224(E) dated 28th March 2020] environment clearance is not required for

extraction or sourcing or borrowing of ordinary earth for linear projects such as roads,

pipeline etc. However, “Guidelines for Siting, Operation and Re-Development of Borrow

Areas” given in Annex-9.3 of Volume-II of the EIA Report is to be followed.

Establishment of Crushers: Contractor will be required to establish crushers along the

expressway. It is the responsibility of the contractor to obtain statutory clearance (such

as NOC from MPCB etc.) from concerned authorities before start of stone crushing

operation. The maintenance and management of access road / haul road could be a

major impact. It is appropriate to consider the environmental implications in the selection

of crusher areas since poor maintenance may create dust pollution, contribute to noise

pollution, water pollution as well as loss of natural resources.

Mitigation Measures:

All construction works are directly related to the land environment. Therefore, contractor

needs to follow several Guidelines for various construction activities. These Guidelines

are listed below and detailed out in Annexes of the EIA Report.

Guidelines for Siting and Layout of Construction Camp (Annex-9.2)

Guidelines for Siting, Operation and Re-Development of Borrow Areas (Annex-9.3)

Guidelines for Siting, Operation and Re-development of Quarrying and Stone

Crushing Operations (Annex-9.4)






Page - 160

Guidelines for Siting and Management of Debris Disposal Site (Annex-9.8)

Guidelines for Preparing Comprehensive Waste Management Plan (Annex-9.9)

Some of the important provisions are given below:

Earthquake resistance structures with seismic restrainers are being planned to be

constructed under the project as per IRC: 6-2014. Design of all structures like

bridges and cross drainage structures have taken the area‟s seismic characteristics

into account.

Opening up new borrow pits will be in accordance with the IRC: 10-1961

specifications. Topsoil from the new borrow pits should be preserved and reused in

restoring the pits to the satisfaction of the Authority Engineer (AE). Opening up of

new borrow pits will be restricted to 1 m depth followed by resurfacing of pits with

top soil (15 cm).

No borrow pits will be allowed within 1.0 km of the forest area.

Uncontrolled digging of borrow pits will be avoided to prevent water accumulation in

abandoned pits which results in breeding ground of vector disease.

Construction materials will be procured from existing approved and licensed quarries

only where crusher is already operating. Therefore, mitigative measure for the

environmental impacts due to quarrying and rehabilitation plan of the quarries is the

responsibility and scope of the licence holder of the quarry.

On owner‟s choice, borrow pits will be converted to water bodies (pond) with proper

landscaping (i.e. rectangular in shape, proper sloping and plantation on the bank)

which will add scenic beauty in those localities.

4.2.1.2 Operation Phase

During operation phase of the expressway, no impact is anticipated on the topography

and geology of the area.

4.2.2 Soil

Impacts:

Soil Erosion: Erosion of topsoil can be considered a moderate, direct and long term

negative impact resulting from construction and maintenance of the expressway.

Erosion problems may occur on newly constructed slops and fills depending on the soil

type, angle of slope, height of slope and climatic factors like wind (direction, speed &

frequency) and rain (intensity & duration). Total length of embankment is 70.617 km and

average height of embankment is more than 3.5 m throughout the expressway. Slope

protection measures (stone pitching or turfing with Coir Geotextile & Vetiver grasses)

form part of good engineering practice and therefore, it has been proposed.

Construction of Bridges & Culverts: Along the expressway a number of bridges (7

major bridges, 6 major bridges cum viaduct and 23 minor bridges) and culverts (238)






Page - 161

are planned. Construction of bridges involves excavation for construction of the

foundation and piers. If the residual spoil is not properly disposed of, increased

sedimentation may take place during the monsoon.

Soil Contamination: Contamination of the soil may take place from the following

activities at the construction zones, construction labour camps and other auxiliary

facilities required for the construction. Details of the activities from which contamination

may occur are given below:

Scarified bitumen wastes from cross roads, excess production of bituminous product

Debris generation due to dismantling of structures

Maintenance of the machinery and operation of the diesel pumps, diesel generator

sets, diesel storage and during transportation

Operation of hot mix plant

Storage and stock yards of bitumen and

Form various activities in the labour camps


The top soil from all sites including road side widening and working area, cutting

areas, quarry sites, borrow areas, construction camps, haul roads in agricultural

fields (if any) and areas to be permanently covered shall be stripped to a specified

depth of 15 cm and stored in stock piles for reuse. At least 10% of the temporary

acquired area shall be earmarked for storing top soil. Contractor has to strictly follow

the “Guidelines for Tor Soil Conservation and Reuse” as given in Annex-9.1.

Accidental spills of lubricants / oil and molten asphalt will be avoided by following the

“Guideline for Storage, Handling, Use and Emergency Response for Hazardous

Substances” as given in Annex-9.12.

Oil Interceptor shall be provided for wash down, refueling areas and accidental spill

of oil and diesel.

Vehicle parking area of the construction camp will be made impervious using 75 mm

thick P.C.C. bed over 150 mm thick rammed brick bats. The ground will be uniformly

slopped towards to adjacent edges towards the road. A drain will take all the spilled

material to the oil interceptor.

Slope Stabilization & Soil Conservation

Adequate measures like drainage, embankment consolidation & slope stabilization will

be taken along the expressway to avoid soil erosion and soil conservation. The slopes

have been restricted to 1 vertical : 2 horizontal for most of the sections. Soil erosion

through embankments will be prevented and controlled by stone pitching or turfing with

Coir Geotextile & Vetiver grasses. Bio-engineering is the technique of utilizing

vegetation in addressing geotechnical problems. Vegetation as an aid to artificial

methods in controlling surficial soil erosion is gaining larger acceptability among

engineers all over the world. Growth of appropriate vegetation on exposed soil surface

is facilitated by use of natural geotextiles such as Coir Geotextiles. Properly designed






Page - 162

Coir Geo-textile laid on the Embankment

Coir Mesh 400 gsm

Coir Geotextiles lay on slopes or any other exposed soil surface provides a cover over

exposed soil lessening the probability of soil detachment and at the same time reduces

the velocity of surface runoff, the main agent of soil dissociation. Natural geotextiles

degrade quicker than man-made counterpart, but facilitate growth of vegetation quicker

and better due to its inherent characteristics. Road slope stabilization can range from

allowing native grass (Vetiver grass) to re-establish on a disturbed slope to building an

engineered wall.

Role of Coir Geotextile in Slope Stabilization

Coir is a biodegradable organic fiber

material which is coarse, rigid and strong.

The constituents of coir have been found

to be mostly cellulose and lignin. Coir

fiber is weather resistant and resistant to

fungal and bacterial decomposition. The

rate of decomposition of coir is much less

than any other natural fiber. These

characteristics are attributed due to the

high lignin content in the fiber. Coir in the

form of woven mesh mattings or non-

woven stitch bonded blankets are used in

engineering applications in the

geotechnical field. Due to

growing awareness to preserve

environment, use of

biodegradable natural material

has gained popularity. The

natural fiber, coir, which has

been used in geotextiles for the

past 20 years, has already

proved its worth. Further, in

coastal area of Maharashtra, coir

based industries has been

developed substantially.

Coir geotextiles are made from

coconut fiber extracted from the husk of coconut. Like other polymeric counterparts, coir

geotextiles are developed for specific application in civil engineering like erosion control,

ground improvement, filtration, drainage, river bank protection, road pavements, slope

stability etc. This biodegradable and environment friendly material is virtually

irreplaceable by any of the modern synthetic substitutes. Advantages of Coir Geotextile:






Page - 163

Vetiver grass Roots

Vetiver grass Roots

The high tensile strength of coir fiber protect steep surface from heavy flows and

debris movement

It can withstand considerable pedestrian movement and vehicular traffic without

deterioration

Easy to install and huge contour of the soil surface due to its heavy weight and

ability to absorb water

Totally Biodegradable, 100% natural

Water absorbent, thus acts as mulch on the surface and as a wick in the soil mantle

Environment friendly and aesthetically pleasing and nonpolluting

Provides excellent microclimate for plant establishment and healthy growth

The thick and protruding fibers from the yarn render an extra protection against soil

erosion and provide roughness to the surface floor and hold the soil particles in

place.

The coir geo textile gives the grass plenty of room to grow and at the same time

provides large number of "CHECK DAMS" per square meter of soil media

During the manufacturing process of coir yarn, chemicals are not used

Holds the seeds and saplings in place

Allows sunlight to pass through

Coir Geotextile is laid on the shoulder and slope surface helped retain the soil particles

and prevent detachment of soil particles from the prepared slope. Establishment of

vegetation ensured stabilization of the soil on the slope surface. It is a bio-degradable

natural geotextile, can conveniently be used for controlling surface soil erosion and help

growth of vegetation as a bio-engineering measure. After biodegradation coalesces with

the soil and adds nutrient to the soil and

fosters growth of vegetation.

Role of Vetiver Grass in Slope

Stabilization

Vetiver grass (Chrysopogon

zizanioides) is native to India. It has

been has been shown to be a simple

and economical method to conserve soil

by slowing the velocity of water and

trapping sediment, filtering out nutrients,

and stabilizing steep slopes. In western

and northern India, it is popularly known

as khus. Several aspects of Vetiver

make it an excellent erosion control

plant in warmer climates:

Vetiver grass does not have stolons

or rhizomes. It‟s massive finely

structured root system that can grow

very fast; in some applications rooting depth can reach 3 to 4m in the first year. This






Page - 164

deep root system makes Vetiver plant extremely drought tolerant and difficult to

dislodge by strong current.

Stiff and erect stems, which can stand up to relatively deep water flow

Highly resistance to pests, diseases and fire

A dense hedge is formed when planted close together acting as a very effective

sediment filter and water spreader

New roots grow from nodes when buried by trapped sediment. Vetiver will continue

to grow up with the deposited silt eventually forming terraces, if trapped sediment is

not removed.

Tolerance to extreme climatic variation such as prolonged drought, flood,

submergence and extreme temperature from -14C to +55C

Tolerance to wide range of soil pH from 3.3 to 12.5 without soil amendment

High level of tolerance to herbicides and pesticides

Highly efficient in absorbing dissolved nutrients such as N and P and heavy metals

in polluted water.

Highly tolerant to growing medium high in acidity, alkalinity, salinity and magnesium

Highly tolerant to Al, Mn and heavy metals such as As, Cd, Cr, Ni, Pb, Hg, Se and

Zn in the soils

As typical tropical grass, Vetiver is intolerant to shading. Shading will reduce its

growth and in extreme cases, may even eliminate Vetiver in the long term. Therefore

Vetiver Grass used for Slope Stabilization in Bridge & Road Embankment






Page - 165

Vetiver grows best in the open and weed free environment, weed control may be

needed during establishment phase. On erodible or unstable ground Vetiver first

reduces erosion, stabilizes the erodible ground (particularly steep slopes), then

because of nutrient and moisture conservation, improves its microenvironment so

other volunteered or sown plants can establish later. Because of these

characteristics Vetiver can be considered as a nurse plant on disturbed lands.

Vetiver is useful to treat pollution due to its capacity to quickly absorb nutrients and

heavy metals, and its tolerance to elevated levels of these elements. Although the

concentrations of these elements in Vetiver plants is often not as high as those of

hyper-accumulators, it‟s very fast growth and high yield allows Vetiver to remove a

much higher volume of nutrients and heavy metals from contaminated lands than

most hyper-accumulators.

When planted closely together, Vetiver plants form dense hedges that reduce flow

velocity, spread and divert runoff water and create a very effective filter that controls

erosion. The hedges slow down the flow and spreads it out, allowing more time for

water to soak into the ground.

Acting as a very effective filter, Vetiver hedges help to reduce the turbidity of surface

run-off. Since new roots develop from nodes when buried by trapped sediment,

Vetiver continues to rise with the new ground level. Terraces form at the face of the

hedges, this sediment should never be removed. The fertile sediment typically

contains seeds of local plants, which facilitates their re-establishment

4.2.3 Land Use


The proposed expressway will lead to change in land use pattern of areas that comes

under the proposed ROW. Agricultural and allied uses occupied 63.93% of the total

area, followed by followed by barren / waste land (16.06%), forest (11.91%), Industrial

Area (4.31%), built-up area (2.46%) and water bodies (1.33%).

Preparatory activities like clearing of ROW, construction of temporary construction

camps, storage of construction materials etc. will be confined within the camp & PROW.

This will not hamper the land use aspects outside ROW. However, indirectly there may

be some change in the land use pattern of the proximate area due to influx of

construction work-force and supplier who are likely to construct temporary tents in the

vicinity.

Impacts:

Changes in existing land use pattern of the PROW for construction of the

expressway

Loss of agricultural land, forest land etc. due to land acquisition






Page - 166


Earth material generated from excavation shall be reused to the maximum possible

extent as filling material during site development.

Construction debris shall be disposed of by mechanical transport in suitable pre-

identified (jointly by project proponent & local administration) dumping areas in tune

with the local condition to avoid land degradation & water logging due to

indiscriminate dumping.

Siting and management of debris disposal site shall be as per the guideline provided

in Annex-9.8.

Construction camp shall be provided for construction personnel to avoid

indiscriminate settlement of construction workers & labourers.

Regular inspection of haul roads and construction site shall be carried out to ensure

regular and timely removal of construction debris to the designated dumping sites.

Construction activities shall be kept confined to PROW only.


Impacts:

Likely change of land use due to squatter / encroachment within ROW

Likely change of land use due to induced development outside the ROW


Fencing has been proposed along the ROW boundary of the entire expressway

Immediately after the construction phase, it is necessary to ensure that no further

deterioration or major land use changes such as ribbon development takes place in

a manner that will jeopardize the interests of the State.

Squatter development along the expressway shall be strictly avoided by proper

regulation and vigilance.

Land use control measures shall be prepared & administered to avoid occurrence of

induced development as far as possible.

Planning agencies and Collector/ Revenue Officer shall be made involved for

controlled development and prohibiting squatter / encroachment within ROW.

4.3 WATER ENVIRONMENT

4.3.1 Drainage & Hydrological Flow

Impacts:

The alignment of the proposed Greenfield expressway crosses Tansa River,

Murumla Nadi, Kamvadi River, Bhatsa River, Kalu River, Barvi River, Ulhas River &

streams at several locations.






Page - 167

Increased incidence and duration of floods due to obstruction of natural drainage

courses by the embankment

Chances of filling of existing drainage courses during earth filling

Establishments of construction camps and various plants such as hot mix plant,

batching & asphalt mixing plants etc. drainage impacts at these locations may result

in loss of top soil.


A pond is located at chainage 37+420. Major bridges has been proposed at this

location. Hence, there will be no impact on pond.

To minimize the impact drainage & hydrological flow, 13 major bridges, 23 minor

bridges, 238 culverts are proposed to be constructed along the expressway. It has

been ensured that free flow of water is maintained wherever the expressway

alignment crosses river / local streams / nallah etc.

It has been ensured that all the 1st and 2nd order streams crossing the proposed

expressway alignment provided with necessary culverts, mirror bridges and major

bridges with minimum capacity of 20% excess discharge. Hydrological

Computation of 1st order streams and 2nd order streams are presented in Table 4-3

and Table 4-4 respectively.

Design made to avoid physical loss to the water bodies to the extent possible.

Scope for further design modification is being explored to minimize the physical loss

of the pond likely to be partially affected due to proposed alignment. Compensatory

digging (in case acquisition is unavoidable) to the other side of pond is proposed to

prevent the volumetric capacity loss.

Silt fencing shall be provided between expressway and water bodies to avoid any

siltation due to runoff from construction area

Shoulder and toe drains shall be provided along the expressway to facilitate its

better maintenance and increase in the life of the carriageway. This will also help in

avoiding soil erosion and land degradation due to water stagnation on the either side

of the expressway.

Detailed drainage survey and hydrological investigations have been carried out and

accordingly capacity of cross drainage (CD) structures have been designed to

accommodate high discharges to avoid flooding & formation of water pool

All bridges have been designed for a return period of 100 years and culverts have

been designed for a return period of 50 years

Construction works of culverts and bridge (cross drainage structures) are taken up

during the lean flow periods in summer to minimize the impacts on drainage.

Construction work near natural drainage channels have to be carried out in such a

way that flow of water is not blocked and even if it has to be blocked then the

contractor must ensure that the local communities are informed about the same in

advance

Suitable drainage at construction camp will be provided to eliminate the chances of

formation of stagnant water pools that leads to soil erosion & breeding of

mosquitoes





Page - 168

Table 4-3 Hydrological Computation of 1st

Order Streams crossing the proposed Expressway

Sl. No.

Design Chainage

25 yr. Design

Discharge in Cumec

Design discharge 20% more

Adopted Size & Number of Culverts (As per

Approved Plan & Profile) Check for the adopted design Culvert

Check for 20% more discharge

Proposed Culverts

Width (m)

Height (m)

Number of cell

Area (sq.m)

Velocity in Culvert (m/s)

Discharge Capacity (cumec)

Adequacy check

Type of Culvert

Size of Culvert

1 0+575 10.024 12.029 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

2 1+560 Water Pipe Line

3 1+575 14.999 17.999 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

4 2+200 27.157 32.589 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

5 2+290 27.157 32.589 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

6 2+800 22.343 26.811 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

7 3+920 3.770 4.523 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

8 4+090 15.25 18.30 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

9 4+235 3.489 4.187 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

10 4+700 5.338 6.406 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

11 4+990 3.003 3.604 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

12 5+330 2.514 3.017 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

13 5+650 11.028 13.234 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

14 6+840 4.989 5.986 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

15 7+275 42.816 51.379 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

16 7+445 2.407 2.888 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

17 8+120 8.006 9.607 4 4 1 16 2.554 40.862 OK OK RCC Box 1x4x4

18 8+390 1.043 1.252 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

19 8+756 37.037 44.444 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

20 8+890 58.750 70.500 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

21 9+535 5.468 6.561 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

22 11+070 2.749 3.299 5 3 1 15 2.592 38.887 OK OK RCC Box 1x5x3

23 11+410 0.130 0.156 4 4 1 16 2.554 40.862 OK OK RCC Box 1x4x4

24 11+600 1.268 1.521 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2





Page - 169

Sl. No.

Design Chainage

25 yr. Design

Discharge in Cumec





Proposed Culverts

Width (m)

Height (m)

Number of cell

Area (sq.m)



Adequacy check

Type of Culvert

Size of Culvert

25 11+875 0.283 0.340 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

26 12+640 1.162 1.394 5 2 1 10 2.592 31.476 OK OK RCC Box 1x5x2

27 14+360 3.105 3.725 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

28 14+820 2.165 2.598 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

29 15+700 10.216 12.259 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

30 15+880 2.514 3.017 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

31 16+080 2.522 3.026 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

32 16+400 2.407 2.888 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

33 16+750 1.117 1.340 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

34 17+022 1.795 2.153 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

35 17+310 0.945 1.133 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

36 17+725 2.808 3.369 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

37 19+290 0.498 0.598 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

38 19+575 1.043 1.252 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

39 19+800 0.715 0.858 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

40 20+320 1.443 1.732 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

41 20+550 0.734 0.880 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

42 21+520 2.793 3.352 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

43 22+050 1.059 1.270 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

44 22+450 2.623 3.148 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

45 23+050 1.839 2.206 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

46 23+350 2.362 2.834 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

47 24+225 1.543 1.852 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

48 24+400 1.306 1.567 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

49 25+350 4.965 5.958 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4





Page - 170

Sl. No.

Design Chainage

25 yr. Design

Discharge in Cumec





Proposed Culverts

Width (m)

Height (m)

Number of cell

Area (sq.m)



Adequacy check

Type of Culvert

Size of Culvert

50 25+760 2.462 2.954 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

51 26+000 8.372 10.046 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

52 26+350 3.453 4.143 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

53 27+093 0.779 0.934 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

54 27+275 0.394 0.473 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

55 27+650 1.819 2.183 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

56 28+140 0.452 0.543 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

57 28+365 2.107 2.529 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

58 29+100 2.165 2.598 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

59 29+420 1.066 1.280 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

60 29+590 0.888 1.066 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

61 30+110 8.148 9.778 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

62 30+625 5.206 6.247 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

63 31+730 1.369 1.642 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

64 31+965 1.419 1.702 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

65 32+450 1.046 1.256 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

66 32+655 1.145 1.374 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

67 33+035 1.641 1.969 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

68 33+800 6.360 7.632 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

69 34+520 1.857 2.229 3 3 1 9 2.108 18.974 OK OK RCC Box 1x3x3

70 35+150 4.955 5.946 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

71 35+220 4.974 5.968 5 3 1 15 2.592 38.887 OK OK RCC Box 1x5x3

72 35+650 3.712 4.454 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

73 35+970 1.240 1.488 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

74 36+440 2.748 3.298 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3





Page - 171

Sl. No.

Design Chainage

25 yr. Design

Discharge in Cumec





Proposed Culverts

Width (m)

Height (m)

Number of cell

Area (sq.m)



Adequacy check

Type of Culvert

Size of Culvert

75 36+610 2.523 3.028 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

76 36+860 3.358 4.030 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

77 37+000 0.825 0.990 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

78 37+210 0.900 1.080 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

79 37+440 2.449 2.939 3 2 1 6 1.902 11.414 OK OK RCC Box 1x3x2

80 38+850 1.995 2.394 5 2 1 10 2.262 22.616 OK OK RCC Box 1x5x2

81 39+030 3.273 3.928 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

82 39+525 3.853 4.624 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

83 39+785 7.041 8.449 5 3 1 15 2.592 38.887 OK OK RCC Box 1x5x3

84 40+190 5.143 6.172 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

85 40+400 0.632 0.759 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

86 40+750 9.995 11.993 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

87 41+150 1.581 1.897 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

88 41+495 3.674 4.409 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

89 42+025 4.827 5.792 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

90 43+120 3.239 3.886 3 2 1 6 1.902 11.414 OK OK RCC Box 1x3x2

91 43+450 8.263 9.916 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

92 44+280 6.086 7.303 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

93 44+490 1.190 1.427 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

94 44+800 3.105 3.726 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

95 45+190 12.18 14.616 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

96 45+790 1.013 1.216 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

97 46+190 1.101 1.321 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

98 46+560 1.214 1.457 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

99 46+910 0.826 0.992 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2





Page - 172

Sl. No.

Design Chainage

25 yr. Design

Discharge in Cumec





Proposed Culverts

Width (m)

Height (m)

Number of cell

Area (sq.m)



Adequacy check

Type of Culvert

Size of Culvert

100 47+835 1.596 1.916 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

101 48+140 3.092 3.710 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

102 48+720 1.043 1.252 3 2 1 6 1.902 11.414 OK OK RCC Box 1x3x2

103 49+335 1.684 2.021 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

104 50+280 1.008 1.210 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

105 50+890 7.683 9.220 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

106 51+575 1.907 2.288 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

107 52+440 0.967 1.160 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

108 53+130 4.306 5.167 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

109 53+350 5.596 6.715 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

110 53+530 7.327 8.792 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

111 54+470 4.737 5.685 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

112 55+295 1.055 1.266 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

113 56+130 2.039 2.447 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

114 56+475 7.111 8.534 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

115 57+090 4.780 5.736 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

116 57+450 0.651 0.781 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

117 57+930 2.002 2.402 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

118 58+240 1.342 1.611 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

119 58+470 2.855 3.426 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

120 59+400 1.111 1.333 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

121 59+575 0.818 0.982 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

122 59+750 0.972 1.167 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

123 59+900 2.039 2.447 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

124 60+300 1.889 2.266 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2





Page - 173

Sl. No.

Design Chainage

25 yr. Design

Discharge in Cumec





Proposed Culverts

Width (m)

Height (m)

Number of cell

Area (sq.m)



Adequacy check

Type of Culvert

Size of Culvert

125 60+610 Canal RCC Box 1x2x2

126 60+925 6.646 7.975 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

127 61+525 2.819 3.383 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

128 61+970 8.422 10.106 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

129 62+260 5.691 6.829 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

130 63+760 1.819 2.183 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

131 64+275 9.020 10.824 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

132 64+850 3.592 4.310 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

133 65+070 0.860 1.032 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

134 65+350 0.910 1.092 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

135 65+525 0.806 0.968 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

136 66+000 2.785 3.342 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

137 66+300 3.368 4.041 5 3 1 15 2.592 38.887 OK OK RCC Box 1x5x3

138 66+665 1.222 1.466 2 2 1 4 1.609 6.435 OK OK RCC Box 1x2x2

139 68+625 0.523 0.628 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

140 68+780 2.163 2.596 3 2 1 6 1.902 11.414 OK OK RCC Box 1x3x2

141 69+130 2.045 2.454 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

142 69+670 8.263 9.916 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

143 70+280 0.539 0.647 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

144 70+750 0.82 0.98 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

145 71+210 0.793 0.952 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

146 76+098 1.3 1.56 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

147 76+175 1.00 1.20 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

148 76+325 2.76 3.312 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

149 76+390 1.16 1.392 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2





Page - 174

Sl. No.

Design Chainage

25 yr. Design

Discharge in Cumec





Proposed Culverts

Width (m)

Height (m)

Number of cell

Area (sq.m)



Adequacy check

Type of Culvert

Size of Culvert

150 76+510 0.651 0.781 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

151 77+010 1.043 1.252 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

152 77+220 13.200 15.840 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

153 77+381 12.928 15.514 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

154 77+585 4.421 5.306 5 3 1 15 2.592 38.887 OK OK RCC Box 1x5x3

155 77+940 0.539 0.647 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

156 78+120 7.440 8.928 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

157 78+318 6.646 7.975 5 4 1 20 2.810 56.191 OK OK RCC Box 1x5x4

158 78+740 4.065 4.878 4 3 1 12 2.381 28.568 OK OK RCC Box 1x4x3

159 79+075 3.122 3.747 5 3 1 15 2.592 38.887 OK OK RCC Box 1x5x3

160 79+310 3.306 3.967 4 2 1 8 2.108 16.865 OK OK RCC Box 1x4x2

161 79+570 8.812 10.575 6 4 1 24 3.020 72.473 OK OK RCC Box 1x6x4

Table 4-4 Hydrological Computation of 2nd

Order Streams crossing the proposed Expressway

Sl. No. Description Chainage Discharge (m

3/sec)

(Q100)

Discharge (m

3/sec)

(1.2*Q100)

HFL at Q100 (m)

HFL at (1.2*Q100)

Minimum vertical

Clearance

Q100 HFL +vertical

Clearance


A) Major Bridges (8 nos.)

1 Major Bridge over Tansa River 3+400 2789 3347 8.06 8.809 1.20 9.26 OK

2 Major Bridge over Murumla Nadi 13+463 416 499 10.94 11.20 1.20 12.14 OK

3 Major Bridge over Tansa River 18+850 2356 2827 18.56 18.983 1.20 19.76 OK

4 Bridge over Kamvadi River 33+334 997 1196 13.29 13.89 1.20 14.49 OK

5 Major Bridge over Bhatsa River 45+400 3849 4619 11.92 13.02 1.50 13.42 OK





Page - 175


3/sec)

(Q100)

Discharge (m

3/sec)

(1.2*Q100)

HFL at Q100 (m)

HFL at (1.2*Q100)

Minimum vertical

Clearance

Q100 HFL +vertical

Clearance


6 Major Bridge over Kalu River (Staggered) 47+300 4038 4846 11.36 12.15 1.50 12.86 OK

7 Major Bridge over Barvi River 57+619 1920 2304 16.13 16.78 1.20 17.33 OK

8 Major Bridge over local stream 69+985 217 260 28.02 28.30 0.90 28.92 OK

B) Major Bridge cum ROB (1 nos.)

1 Karjat - Kalyan Bridge cum ROB over Ulhas River + Stream + Railway line (2 Tracks)

67+082 to 68+388

3523 4228 21.14 21.76 1.50 22.64 OK

557 668 21.14 21.76 1.50 22.64 OK

C) Minor Bridges (17 nos.)

1 Minor Bridge over stream 6+300 223 268 10.54 10.78 0.90 11.44 OK

2 Minor Bridge over Tansa Tributary 10+264 427 512 9.83 10.17 1.20 11.03 OK



















Page - 176


3/sec)

(Q100)

Discharge (m

3/sec)

(1.2*Q100)

HFL at Q100 (m)

HFL at (1.2*Q100)

Minimum vertical

Clearance

Q100 HFL +vertical

Clearance








Page - 177

4.3.2 Water Use

Impacts:

During construction period water is required for compaction of embankment, dust

suppression, concrete making and domestic use in construction camp. The estimated

tentative water requirement during construction stage is given in Table 4-5.


S. N Purpose Unit Quantity

1

For road construction:

a) Construction related to earthwork

KL 2316,300

b) Construction related to Fly Ash

c) Construction of GSB

d) Construction of WMM

e) Bridges, culverts, retaining walls & other structures

2 Dust suppression KL 28,800

3 For drinking & other domestic purpose KL 30,660

Total 23,75,760

Source: DPR prepared by the ICT Pvt. Ltd.


Minimum use of water from existing sources for construction purpose shall be

ensured to minimize likely impacts on other users

In compliance to the Sub-Clause 111.8.3 of MoRTH Specifications, the Contractor

will identify the nearest source of water body at plant and camp site and shall source

the water preferably from surface water bodies, rivers, canals and tanks in the

project area. Only at locations where surface water sources are not available, the

Contractor shall contemplate extraction of ground water, after intimation and consent

from the CGWB.

Wastage of water during the construction should be minimized

4.3.3 Water Quality


Impacts:

During construction phase, leakage of POL (Petroleum, Oils, and Lubricants) could

lead to an increase in water pollution level of the receiving water body. Anticipated

potential impacts are due to spillage of construction materials, such as, cement,

POL, bitumen etc. falling in to the drainage channels from workshops, construction

camps, quarry / borrow areas etc. of the Contractor.

Accident involving hazardous materials (bitumen) may cause pollution but the






Page - 178

occurrence of large scale spillage of bitumen is not anticipated.

Increase of sediment load in the run off from construction sites and increase in

turbidity in receiving water bodies

Water pollution due to use of flyash in the embankment

Water pollution due to generation of wastewater from construction camps


Quality of construction wastewater emanating from the construction site will be

controlled through suitable drainage system with silt traps for arresting the silt /

sediment load before its disposal into the main natural drainage system around the

site

An effective traffic management plan is to be implemented to avoid any accidental

spillage of hazardous materials.

All the construction and preparatory activities including construction of culverts and

bridges will be carried out preferable during dry seasons

The CD structures should not be drained to the agricultural and horticultural farms or

to the immediate vicinity of houses of the villagers.

The fuel storage and vehicle cleaning area shall be stationed at least 500m away

from the nearest water body

Provision for oil interceptors shall be made at all the construction camps / workshop

areas to separate the oil and grease waste generated from servicing of equipment

and vehicles used in the construction

The drains carrying storm water shall be connected to the nearest natural drainage

channel, water bodies with silt traps.

Mitigation Measures for Fly Ash Embankment: The fly ash embankment for this

road project has been designed as per the Special Publication 58 of the Indian

Roads Congress, IRC:SP:58-2001 “Guidelines for Use of Fly Ash in Road

Embankments”. In section 3.3.1.10 of IRC:SP:58, it is mentioned that “The leaching

problem can be minimised by controlling the amount of water, which infiltrates into

fly ash embankment. Normally, percolation of water into the fly ash core will be

minimum when sides and top are protected using good earth. Side slopes should be

properly protected with soil cover with vegetation or soil cover. Monitoring of fly ash

embankments has indicated that relatively little water tends to percolate through the

complete embankment. Even in such a case, the alkaline nature of the fly ash-water

solution restricts heavy metal leaching.”

In section 3.4.2 of IRC:SP:58 it is mentioned that “Special emphasis is required with

respect to provision of earth cover for fly ash embankments since ash is easily

erodable. Height and side slope of the embankment govern the thickness of earth

cover. For embankment up to 3 m height, in general, the side cover thickness

(measured horizontally) of about 1 m would be sufficient. For high embankments

and for embankments to be constructed in flood prone areas, the cover thickness

may be increased. The embankment would, therefore, be designed as a composite






Page - 179

Figure 4-1 Typical Cross section of embankment with alternate layer of fly ash and soil

structure with fly ash in the core and earth cover on the sides.”

In line with the above specifications of IRC:SP:58, method of construction of Fly Ash

embankments is proposed by alternate layers of fly ash and soil i.e. Sandwich Type

Construction (Figure-4.1).

In this method, all the trees, stumps etc. falling in the fill area should be cut at least

to 500mm below the ground level and pits should be filled with suitable material and

compacted thoroughly. The side cover thickness should be between 1m to 3m and

the layer just above the original ground level should always be of fly ash. The

sandwich layer of construction allows greater stability to the fly ash – earth

composite embankment by containing fly ash with alternative compacted borrow soil

layers. A typical embankment design using fly ash in sandwich type construction

would be top 1m thick borrow soil underlain by fly ash & borrow soil is 0.5m

thicknesses each duly compacted at 98% compaction. The thickness of the side

containment of this sandwich is 1.0m to 3.0m (side slopes).

As per IRC, the top 0.5 m of the embankment (between the granular layer of the

pavement and the top of the fly ash core) has been designed as selected good earth

to form the subgrade for the pavement. This will prevent the seepage the water from

the pavement to the embankment.

Wastewater Treatment in Construction Camp: The construction period of the

proposed project is 24 months and it is estimated that 150 labors will be engaged

during the construction period in each construction package. Fresh water will be

used in the construction camp for a variety of domestic uses such as washing,

bathing & flushing toilets. The water that emerges after these uses contains

vegetable matter, oils, detergents, dirt, soap, oils & greases. This water is called

“Grey Water” or sullage. Sewage generated from the construction camp must

necessarily be treated and then re-used /re-cycled for various uses that do not need

potable water quality. Recycling / re-using treated sewage can reduce fresh water

requirements very substantially, by almost 50-60%. Water used to flush toilets to

evacuate human excreta is called “Black Water” is to be treated properly otherwise it

will contaminate the surrounding surface / ground water.






Page - 180

As per the calculation; daily water requirement for drinking & domestic purposes in

the 4 construction camps are 42,000 liters (10,500 liters in each construction camp)

and generation of wastewater is 33,600 liters (8,400 liters in each construction

camp). Therefore, Packaged Wastewater Treatment Plant has been

recommended for the construction camp. Guideline for wastewater treatment in

construction camp is given in Annex-9.7. However, any other type of packaged

wastewater treatment plant may be installed.

Water Quality Monitoring: Apart from provision of the mitigation measures, water

quality shall be monitored to understand the effectiveness and further improvement

in designs in reducing the concentration of pollutants. The monitoring plan shall be

functional in construction as well as in operation stages. The frequency, duration

and responsibility will be as per the Environmental Monitoring Program (Table 6-2 of

Chapter-6). All deviated results shall be reported to Sr. Environmental Specialist of

the Authority / Independent Engineer for remedial measures. It should be ensured

that no construction camps or stockyards are set up near rivers and water bodies to

prevent oil spills.

Silt Fencing: Silt fencing will be provided to prevent sediments from the

construction site entering into the nearby watercourses. The silt fencing consists of

geo textile with extremely small size supported by a wire mesh mounted on a panel

made up of angle / wooden frame and post. The frame will be installed at the edge

of the water body along which construction is in progress. It is proposed to install silt

fence at the edge of all water bodies abutting the project road including major and

minor bridge locations.

Silt fence will be mounted on pole fixed at a distance of 2 to 3 m apart and last 2 m

of fence shall be framed up slope. The location of silt traps will depend on

contractor‟s proposal for site facilities and work sites and should be provided in the

contractor‟s proposals. This will be checked by Sr. Environmental Specialist of the

Authority / Independent Engineer and monitored by PIU. Drawing of typical silt trap

is given in Annex-4.1.

Oil Interceptor: Oil and grease from road run-off is another major concern during

construction as well as operation. During construction, discharge of oil and grease is

most likely from workshops, oil and waste oil storage locations, vehicle parking

areas of the contractor camp. Therefore, location of Oil Interceptors has been

considered such that each construction camp having refueling stations, oil and

lubricants storage places will have one oil interceptor to stop & separate the floating

oils. The arrested products shall be disposed as per MoEF&CC and CPCB

guidelines. Actual number will be decided by the Contractor with the consent of Sr.

Environmental Specialist of the Authority / Independent Engineer. Drawing of typical

Oil Interceptor is given in Annex-4.2.






Page - 181

Rainwater Harvesting Structures

The normal annual rainfall in the study area ranges from 1900 mm to 2600 mm and

mean annual rainfall during the year 1981 to 2010 is 1874.6 mm. Pre monsoon

depth to water level (May-2011) ranging between 2 to 5 mbgl and 5 to 10 mbgl while

post-monsoon depth to water level (Nov- 2011) ranging between 2 to 5 mbgl in

major part of the study area. Mean water level range of 2 to 5 mbgl is observed in

the Palghar, Dahanu and Talasari area. As per the CGWA classification, all the

Talukas (Vasai, Wada, Bhiwandi, Kalyan, Ambarnath and Panvel) through which

the proposed expressway is passing fall under safe category. However, as per

MoRTH requirement rainwater harvesting structure has been proposed at toll plaza,

wayside amenities and at suitable location along the expressway. Total number of

Rainwater Harvesting structures proposed is 75 and cost of the same has been

included in the EMP budget. Typical drawing of rainwater harvesting structure is

shown in Figure 4-2.


Impacts:

Increase of surface run-off due to more paved surface

Filthy environment due to improper maintenance of drainage

Chances of contamination of water bodies from surface run off containing oil spills

due to traffic movement & accidents


Shoulder drain & toe drain of sufficient capacity have been provided on both sides of

the expressway to accommodate increased run-off. The out fall for these drains will

be the nearby culverts / bridges or natural drainage channel. Silt fencing will be

provided to sediment entering into the water courses.

Contingent actions will be taken for speedy cleaning up of oil spills, fuel and toxic

chemicals in the event of accidents.

Regular maintenance of rainwater harvesting structures shall be done during the

operation stage to prevent choking of these structures.

Regular monitoring of water quality at specified representative locations will be

conducted at fixed interval.





Page - 182

Figure 4-2 Typical Drawing of Rainwater Harvesting Structure






Page - 183

4.4 AIR ENVIRONMENT

4.4.1 Construction Phase

Particulate matter would be the predominant pollutant affecting the air quality during the

construction phase as it is likely to generate considerable quantities of dust, especially

during dry condition. Dust will be generated mainly during excavation, backfilling,

hauling & transportation activities through unpaved haul roads, loading/ unloading &

transportation of construction materials, spilling of material during transportation, and

open storage of fine construction materials.

Undesirable gaseous pollutants will be generated mostly by the automobile traffic and

construction machineries. Pollutants of primary concern include PM2.5 and PM10.

However, suspended dust particles may be coarse and will be settled within a short

distance of construction area. Therefore, impact will be temporary and restricted within

the closed vicinity along the road only. Further, this would not lead to any tangible effect,

as the expected traffic volume is low. Operation of hot mix plants and Asphalt plants will

cause emission of fumes and gases.

4.4.1.1 Hot Mix Plant

Asphalt is used for paving roads; which is a mixture containing thousands of different

chemicals. The chemicals in asphalt vary depending on the source of the crude oil, the

type of asphalt being made and the process used. In general, the fumes emitted from

hot mix plant are a mixture of several different types of chemicals including carbon

monoxide, nitrogen oxides, sulfur, volatile organic compounds, polycyclic aromatic

hydrocarbons etc.

Fumes created from heating asphalt can be inhaled into the lungs or can condense onto

exposed areas of the skin. People who work in asphalt plants have the greatest

exposure to asphalt fumes. Residents living near an asphalt plant also would be more

likely to breathe low levels of asphalt fumes for a long period of time.

Control System: To avoid problems of air pollution following Guidelines1 is to be

considered by the Contractor for setting up hot mix plant:

Hot mix plant shall be at-least 500 m away from nearest settlement / educational

institute / religious places / water bodies and 200 m away from the centerline of

National Highway / State Highway

In case of existing Hot Mix plants, operating with CTE of the State Pollution Control

Board, which are located at lesser distance then 200 meter from existing highways,

the unit shall provide minimum 6 meter high compound wall of GI sheets along plot

periphery towards highway side.

Adequate dust control system shall be provided

1 Guideline for Hot Mix Plant, Gujarat Pollution Control Board






Page - 184

Hot Mix Plant with Pollution Control Measures having Fabric Filter with reverse air

cleaner based on the principle of Reverse Air Cleaning or Dry dust collector (Multicy-

clone) with multiple wet scrubber shall be installed and elevators at loading section

shall be fully covered

The plant shall have centralized control panel / cabin capable of pre-setting

controlling / synchronization all operations, starting from feeding of aggregates to the

discharge of hot mix to ensure proper mixing. It shall have adequate water scrubbing

mechanism to control the dust coming out of the dryer.

Hot Mix plant must have at-least 6 m stack height for the discharge of its scrubbed

flue gases

Conveyor belts shall be fully covered from top and sides.

Considering predominant wind direction, wind breaking wall shall be constructed.

Regular sprinkling of water shall be ensured on all roads and surrounding area of

the plant to minimize dust pollution

Regular cleaning and wetting of ground within premises shall be carried out

Only approved fuel such as diesel, light diesel oil (LDO) shall be used. In no case

unauthorized fuel such as solvents, industrial waste shall be used.

Safety measures: Adequate measures of safety for workers working in Hot Mix

plant shall be taken. Personal Protective Devices such as Goggles, mask, Helmet

and safety shoes shall be provided to workers

4.4.1.2 Stone Crushers

Stone processing operations including crushing, screening, material handling and

transfer operations are potential sources of particulate emissions.

a. Emission during Crushing Operation: During crushing operation, generation of

particulate emissions is inherent and the emissions are most apparent at crusher

feed and discharge points. The greater the reduction in size during subsequent

crushing stages from primary, secondary to tertiary crushing, the higher the

emissions.

b. Emissions during Screening: In the screening section, the mixture of stones is

classified and separated according to size. Screening efficiency is generally

considered to be in the range of 60 to 75%. Commonly used screening equipment

are grizzlies, shaking screens, vibrating screens and revolving screens. Screening

may be performed wet but dry screening is the most common. Dust is emitted from

screening operations as a result of the agitation of dry stone. The screening of fine

sizes produces higher emissions than the screening of coarse sizes.

c. Emissions during Material Handling: Various handling devices like feeders, belt

conveyors, bucket elevators and screw conveyors are used to transport crushed

materials from one point to another. Particulates may be emitted from any of the

material handling operations. Most of the emissions occur at transfer points. The






Page - 185

amount of uncontrolled emissions depends on the size distribution of the material

handled, the belt speed and the free fall distance.

d. Nature and Spread of Emissions: The major source of dust generation is during

size reduction in the primary, secondary & tertiary crushers. The dust is also

generated during handling of stones, especially at the point where the stones fall

through a height from places like one belt to another or from belt to hopper or stock

piles etc. During vibratory screen large quantity of fine dust is emitted and gets air

borne.

e. Impacts due to Emission: Some percentage of the fugitive dust emissions may get

settled down within the unit premises but a substantial percentage of airborne

emissions are carried away to the surroundings by wind currents. Dust that settles

within the plant gets air borne again due to vehicular movement or by wind and acts

as a secondary emission source.

Dust emissions affect the human health, vegetation, climate and damage the

material. When the amount of particulates increases in the atmosphere, it absorbs

incoming solar radiation, causing an increase in the atmospheric and land surface

temperature. The physical properties of atmospheric particulates affect human

health either by allowing penetration of the lung and causing irritation to the internal

membrane, or by transporting absorbed toxic gases and vapors deeper into the lung

than they would normally travel. The work place environment at stone crusher sites

contain millions of suspended mineral particles of respirable size that get deposited

in lungs during inhalation.

f. Emission Control System – Combination of Dry and Wet Type

A combination of dry and wet type control system is suggested to minimize the

impact on air quality. In the combination system the dust is suppressed at some

point with water sprays and from some points the dust is extracted with the help of

an induced draft fan and can be captured in dry type or wet spray chamber type

control equipment. Such combination control systems are commonly used in stone

crusher in developed countries. In the combination control system the water is to be

sprayed at the primary crushing stage and in the secondary / tertiary stages the dust

is to be extracted out and separately controlled. This will have benefit in terms of

avoiding a coating of dust on the stone products and at the same time lesser

expensive than dry type control system.

The Wet Type Dust Suppression System comprises of introducing moisture into

the material flow by spraying water at key dust generating locations so as to restrain

fine particulate matter from becoming air borne. The objective of wet dust

suppression is to prevent emission by keeping the material moist at all process

stages. Small quantities of specially formulated wetting agents or surfactants are

often blended with water to reduce its surface tension and improve its wetting






Page - 186

efficiency so that dust generation may be suppressed with a minimum of added

moisture.

The Dry Type Dust Control System comprises of adequate enclosure of key

locations with hooding arrangement for extraction of the dust and arrangement of

Cyclone or Settling Chamber to collect the coarser portion of the dust and a Bag-

filter house to capture the finer portion of the emission not captured by Cyclone or

Settling Chamber etc. The sufficient capacity of extraction and pressure drop across

the system would be required to be provided by installing an induced draft fan of

sufficient capacity. In case the pre-collector not to be installed, it would increase the

dust load on the bag-filter house and would call for either more number of filter bags

or more frequent cleaning of the filter bags. Therefore, the pre-collectors are

recommended to reduce dust load on the bag filter.

Table 4-6 Typical Points where Water to be sprayed or dust to be extracted

Dry Extraction From Wet Suppression at

Secondary /Tertiary crusher discharges Primary crusher

Transfer points / tertiary crushing Transfer points (before secondary crushing)

Tertiary crusher feeds

To avoid problems of air pollution following Guideline2 is to be considered by the

Contractor for setting up Stone Crushers:

Stone crushing unit shall be at-least 500 m away from nearest settlement /

educational institute / religious places / water bodies and 200 m away from the

centerline of National Highway / State Highway

Stone crushing Unit shall not be allowed / permitted within 1 Km from the periphery

of ancient/Historical monuments & archaeological sites

Stone crushing units shall have to obtain necessary permission of land use from

competent Authority

Each stone crusher unit shall install adequate pollution control measures including

erection of G.I. Sheets cover and the sprinklers before commencement of

operations.

Dust doom shall be provided in the unit.

Crusher shall be covered and water sprinkling system shall be provided on crusher

to suppress the dust generated due to material handling / loading / unloading

activity.

Screen classifier shall be adequately covered by G.I. Sheets to prevent the emission

into the atmosphere due to screening / grading activity.

2 Environmental Guidelines for Stone Crushing Units, Gujarat Pollution Control Board






Page - 187

All conveyor belts shall be adequately covered by G.I. Sheet / M.S. sheet only.

Regular wetting of roads shall be carried out to suppress the ground level dust within

the premises to control the air borne dust emission due to wind velocity.

All approach roads and ramps shall be paved.

Curtain or wall shall be provided surrounding the stone crusher unit.

Display board shall be provided at the entrance of stone crusher indicating survey

no, name and address of owner and the unit.

Fine dust generated due to screening / crushing / grading shall be disposed-off into

abandoned mines.

4.4.1.3 Other Impacts

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 vehicular traffic

4.4.1.4 Mitigation Measures

Proper and prior planning and appropriate sequencing and scheduling of all major

construction activities shall be done, and timely availability of infrastructural supports

needed for construction shall be ensured to shorten the construction period vis a vis

reduce pollution.

Construction materials shall be stored in covered godowns or enclosed spaces to

prevent the windblown fugitive emissions.

Truck carrying soil, sand and stone shall be duly covered to avoid spilling.

Adequate dust suppression measures such as regular water sprinkling on unpaved

haul roads & vulnerable areas of the construction sites from trucks or other suitable

means shall be undertaken to control fugitive dust during material handling & hauling

activities particularly near habitation especially in the dry seasons.

During construction period, all activities are to adhere to the contractual obligations

and all clearances and approvals such as „Consent to Establish‟ and „Consent to

Operate‟ shall be obtained from the Maharashtra Pollution Control Board under Air

Act. All vehicles operating for the Contractor, Supervision Consultants and PIU shall

obtain Pollution under Control (PUC) certificate.

All required clearances are to be obtained from the Maharashtra Pollution Control

Board and the Mining Department for establishing quarries, borrow areas and

crushers. Contractor should submit copy of such clearances to PIU & AE before

start of activities.

It will be ensured that all the construction equipment & vehicles are in good working






Page - 188

condition, properly tuned and maintained to keep emissions within the permissible

limits and engines turned off when not in use to reduce pollution.

Air Quality Monitoring: Apart from provision of the mitigation measures, air quality

shall be monitored. The monitoring plan shall be functional in construction as well as

in operation stages. The frequency, duration and responsibility will be as per the

Environmental Monitoring Plan (Table 6-2 of Chapter-6) and the monitored values

should correspond with the National Ambient Air Quality Standards. All deviated

results shall be reported to AE for remedial measures.

4.4.2 Operation Phase

Prediction of Impacts through Air Dispersion Model (Caline Model)

There are two versions of the CALINE model in current use. CALINE3, published in

1979, replaced the virtual point approximation contained in earlier versions of the model

with an equivalent finite line source representation and added a multiple link option.

CALINE4, published in 1984, incorporated flexible input/output options including an

option for modeling air quality near intersections. It also includes dispersion algorithms

to account for vehicle-induced thermal turbulence and wind direction variability. Caline

models has high applicability in Indian Scenario and is a recommended model by

USEPA for prediction of air quality from line sources like highway projects.

CALINE4 (Caltrans, 1989) is a fourth-generation line source Gaussian plume dispersion

model that predicts carbon monoxide (CO) impacts near roadways. Its purpose is to

help planners protect public health from the adverse effects of excessive CO exposure.

The Caltrans publication, Transportation Project-Level Carbon Monoxide Protocol (CO

Protocol) recommends the use of CALINE4 when a proposed transportation project

requires a more detailed analysis than initial screening analysis. The 2011 version of

caline-4 can also be used for prediction of NOx and PM10.

CALINE-4 model employs a mixing zone concept to characterize pollutant dispersion in

the proximity of roadways. The model employs source strength, meteorology, site

geometry and site characteristics as input parameters and predicts pollutant

concentrations for receptors located within 150 meters either side of the roadways. The

CALINE-4 model allows roadways to be broken into multiple links that can vary in traffic

volume, emission rates, height, width, etc. CALINE-4 is capable of specifying links at

heights above grade (z = 0), links as bridges (allowing air to flow above and below the

link) and links as parking lots (which should be defined by the user as having a height of

zero). Also, unlike CAL3QHCR, CALINE-4 is capable of analyzing the dispersion of

pollutants in wind speeds of less than 1 m/s. in CALINE-4 the concentration at a point

with coordinates (x,y,z) is calculated based on the following equation:






Page - 189

Where:

C = Concentration of the pollutant in air [m/L3]

Q = Rate of chemical emission [m/T]

U = Wind speed in X direction [L/T]

óy = Standard deviation in y direction [L]

óz = Standard deviation in z direction [L]

y = Distance along a Horizontal axis perpendicular to the wind [L]

z = Distance along a vertical axis.[L]

H = effective stack height [L]

CALINEpro™ Model is a further improved air quality model based on CALINE‟s

algorithm (USEPA Preferred/ Recommended Models) for prediction of pollutant

concentration near highways.

It divides individual highway links into a series of elements from which incremental

concentrations are computed and then summed to form a total concentration estimate

for a particular receptor location. Downwind concentrations from the element are

modeled using the crosswind FLS (Finite Line Source) Gaussian formulation, but σy and

σz are modified to consider the mechanical turbulence created by moving vehicles and

the thermal turbulence created by hot vehicle exhaust in the region directly over the

highway, region considered as a zone of uniform emissions and turbulence. Given

source strength, meteorology and site geometry, the model can predict pollutant

concentrations for receptors located within 500 meters of the roadway. It also has

special options for modeling air quality near intersections, bridge and parking facilities.

Quantitative assessment for predicted level of pollutants concentration has been done using CALINEpro™ Model Ver. 2016.

Emission Rate: Composite Emission factors were calculated to assess the contribution

of the vehicles in air emission based on the emission factors developed for Indian road

conditions by "The Automotive Research Association of India (ARAI)", Pune in its study

for "Emission Factor Development for Indian Vehicles" as a part of Ambient Air Quality

Monitoring and Emission Source Apportionment Studies under Air Quality Monitoring

Project - Indian Clean Air Program (ICAP). Composite Emission Factor (CEF) represent

the various vehicular emission pollutant for different types of vehicles (viz. two wheelers,

three wheelers, Cars, Commercial vehicle, Buses etc.) used in India as requirement of

the model.

Meteorological Data: The primary factors affecting transport and dispersion of

pollutants are wind and stability. The winds are caused by differences in pressure

between areas of the atmosphere. Differences in pressure cause air to move from high-

pressure areas to low-pressure areas. Wind speed can affect the pollutant concentration

in a selected area. In general, the higher the wind speeds, the lower the pollutant

concentration. The winds dilute pollutants and rapidly disperse them throughout the

near areas. In the present case, meteorological data of post-monsoon season






Page - 190

(October to December 2020) generated through primary survey has been used for

prediction of the impacts.

Homogeneous Traffic Sections

The project road has only four homogeneous traffic section as detailed in Table 4-7

Table 4-7 Homogeneous Traffic Sections considered for Air Prediction Models

Section No Chainage (km)

Length (km) Start End

Homogeneous Section 1 (HS-01) 0+000 1+860 1.860



Homogeneous Section 4 (HS-04) 52+810 79+783* 26.973

* Traffic Section ends at km 90+610, but considered end point of the expressway (km 79+783) for study

purpose.

Receptors: Predictions of ground level concentration (GLC) has been carried out for all

traffic sections at varying distances of 25 m, 50 m, 75 m and 100 m on both sides from

the edge of the carriageway.

Predicted Ground Level Concentrations: The predicted one hourly ground level

concentration for Carbon Monoxide (CO) for peak traffic hour and their spread around

the road for each traffic section are presented in subsequent sections.

Prediction Results

Analyses of modeling results ascertain that the predicted level of CO concentration for

peak traffic is well within the prescribed range of 4 mg/m3 or 4000 g/m3. The pollutant

concentrations tend to increase over the years with the increased traffic volume, but will

remain within the stipulated limits.

Year 2021 has been considered as a base year and pollutant concentration has been

calculated for year 2025 and 2030. The predicted values are in g/m3 as per model

stipulation [1 mg/m3 = 1000 g/m3]. The calculated GLC in 8 receptor locations for CO

for all four homogeneous sections are provided in Table 4-8 and the presented

graphically in Figure 4-3. The isopleths showing GLC contours at maximum traffic hour

are shown in Figure 4-4, 4-5, 4-6 and 4-7 for the homogeneous traffic section 01, 02,

03 and 04 respectively.






Page - 191

Table 4-8 Predicted GLC of CO in HS-01 at Peak Traffic Hour (in g/m3)

Traffic Section

Year LHS RHS

100 m 75 m 50 m 25 m 25 m 50 m 75 m 100 m

HS-01

2021 2.7 3.0 3.3 3.7 11.0 10.1 9.8 9.5

2025 3.3 3.6 4.0 4.4 13.4 12.2 11.6 11.4

2030 4.0 4.4 4.8 5.4 16.3 14.9 14.2 14.0

HS-02

2021 0.0 0.0 0.0 0.0 10.0 8.1 6.8 6.0

2025 0.0 0.0 0.0 0.0 12.2 9.9 8.3 7.2

2030 0.0 0.0 0.0 0.0 14.6 11.8 10.0 8.6

HS-03

2021 16.3 16.9 17.4 17.8 38.9 35.1 32.9 31.3

2025 20.1 20.6 21.4 21.8 47.6 43.0 40.2 38.4

2030 25.4 26.2 27.0 27.8 58.6 53.1 49.9 47.6

HS-04

2021 0.0 0.1 0.4 1.0 12.3 9.5 7.8 6.6

2025 0.1 0.1 0.5 1.1 14.9 11.7 9.6 8.0

2030 0.1 0.3 0.5 1.3 17.8 13.8 11.1 9.4

2.7 3.0 3.3 3.7

11.0 10.1 9.8 9.5 3.3 3.6 4.0 4.4

13.4 12.2 11.6 11.4

4.0 4.4 4.8 5.4

16.3 14.9 14.2 14.0

100 L 75 L 50 L 25 L 25 R 50 R 75 R 100 R

HS-01

2021 2025 2030

0.0 0.0 0.0 0.0

10.0

8.1

6.8 6.0

0.0 0.0 0.0 0.0

12.2

9.9

8.3 7.2

0.0 0.0 0.0 0.0

14.6

11.8

10.0

8.6

100 L 75 L 50 L 25 L 25 R 50 R 75 R 100 R

HS-02

2021 2025 2030

16.3 16.9 17.4 17.8

38.9 35.1 32.9 31.3

20.1 20.6 21.4 21.8

47.6 43.0

40.2 38.4

25.4 26.2 27.0 27.8

58.6 53.1

49.9 47.6

100 L 75 L 50 L 25 L 25 R 50 R 75 R 100 R

HS-03

2021 2025 2030

12.3

9.5 7.8

6.6

14.9

11.7

9.6 8.0

0.1 0.3 0.5 1.3

17.8

13.8

11.1 9.4

100 L 75 L 50 L 25 L 25 R 50 R 75 R 100 R

HS-04

2021 2025 2030

Figure 4-3: Predicted Peak Hourly GLC of CO (g/m3) in different Traffic Sections






Page - 192

HS-01 Year 2025

HS-01 Year 2021

HS-01 Year 2030

Figure 4-4: GLC Contours of CO (g/m3) for Homogeneous Traffic Section-02






Page - 193

HS-02 Year 2021

HS-02 Year 2025

HS-02 Year 2030







Page - 194

HS-03 Year 2021

HS-03 Year 2025

HS-03 Year 2030







Page - 195

Figure 4-4: GLC Contours of CO (g/m3) for Homogeneous Traffic Section 01

HS-04 Year 2021

HS-04 Year 2025

HS-04 Year 2030







Page - 196

Conclusions: In the projected scenario, these due to higher carriageway width, air

turbulence and between travel conditions, emissions from traffic are low at receptor

locations. With the introduction of BS-VI compliant fuels and vehicles, the vehicular

emission is expected to further reduce and may offset the increased pollutant

concentration due to increased traffic volume. Hence, the pollutant concentration is not

expected to increase beyond stipulated limits in operation phase of the project. The

proposed green belt along the proposed expressway will act as a sink to the air

pollutants. Further, road signage at regular intervals to be placed to remind motorists to

keep their vehicles maintained and drive at uniform speed so as to save both in terms of

fuel and pollution. As part of the routine maintenance works, good riding conditions of

the road surface should be maintained to reduce dust and vehicular pollution.

Mitigation Measures

Vehicular emission will be controlled through enforcement of laws and public

awareness. It will be ensured that all the vehicles have vehicular emission within the

permissible limits.

Truck parking lay-byes and bus bays will be provided at required locations to

facilitate smooth traffic flow vis a vis reduce air pollution.

Regular monitoring of ambient air quality at specified representative locations will be


Road side plantation along the road will act as sink of air pollutants. Pollution

resistant species, which can grow in high pollutants concentrations and absorb

pollutants will be planted as proposed under Greenbelt Development Plan

The designed road surface will generate lesser dust due to the paved shoulders in

settlement areas.

Improvement in road surface condition and traffic capacity will reduce the local

congestion in the built-up areas and provide a smooth traffic flow.

The net air quality impacts during the operation phase would be reduced after

widening and improvement of the project.

4.5 NOISE ENVIRONMENT


During the construction phase, noise will be generated due to movement of vehicles,

and operation of light & heavy construction machineries including pneumatic tools (hot-

mixer, dozer, tipper, loader, excavator, grader, scraper, roller, concrete mixer,

generator, pump, vibrator, crane, compressor etc.) that are known to emit sounds with

moderate to high decibel value.

Noise generated from sources mentioned above will be intermittent and mostly during

daytime. Moreover, villages / settlements being mostly away from the proposed

expressway, significant impact on local people is not apprehended, as the noise will

generally die down by the time it reaches them. However, the workers are likely to be

exposed to high noise levels that may affect them.






Page - 197

Impacts:

Increase in noise level due to construction activities like operation of construction

equipment & vehicular traffic.

Operation of construction machinery will lead to rise in noise level to the range between

80-95 dB(A). The magnitude of impact from noise will depend upon types of equipment

to be used, construction methods and also on work scheduling. Typical noise level of

various activities during construction stage is presented below.

Table 4-9 Typical Noise Level during Construction Activities

Sl. No. Construction Activity Noise Level dB(A)

1. Grading & Clearing 84

2. Excavation 89

3. Foundations 88

4. Erection 79

5. Finishing 84

Note: Measured at Leq assuming 70 dB(A) ambient noise level

General conclusion can be based on the types of construction work anticipated, the

likely equipment required and their associated range of noise levels. Typical noise level

of principal construction equipment is presented below.

Table 4-10 Typical Noise Level of Construction Equipment

Clearing Structure Construction

Equipment Noise Level dB(A) Equipment Noise Level dB(A)

Bulldozer 80 Crane 75-77

Front end loader 72-84 Welding generator 71-82

Jack hammer 81-98 Concrete mixer 74-88

Crane with ball 75-87 Concrete pump 81-84

Concrete vibrator 76

Excavation & Earth Moving Air compressor 74-87

Bulldozer 80 Pneumatic tools 81-98

Backhoe 72-93 Bulldozer 80

Front end loader 72-84 Cement & 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 & Compaction Landscaping and Cleanup

Grader 80-93 Bulldozer 80

Roller 73-75 Backhoe 72-93

Paving Truck 83-94

Paver 86-88 Front end loader 72-84






Page - 198

Clearing Structure Construction

Truck 83-94 Dump truck 83-94

Tamper 74-77 Paver 86-88

Source: U.S. Environmental Protection Agency, Noise from Construction Equipment and Operations.

Building Equipment and Home Appliance. NJID.300.1. December 31, 1971

The construction noise is generally intermittent and depends on the type of operations,

location and function of the equipment and the equipment usage cycle, it attenuates

quickly with increases in distance. The noise level generated from a source will

decrease with distance as per the following empirical formula (inverse square law).

SPL2 = SPL1 - 20Log10(r2/r1)

where, SPL1 and SPL2 are the sound pressure levels at distance r1 and r2 respectively.

Considering the stationary construction equipment as a point source generating 90

dB(A) at a reference distance of 2 m, computed minimum distance required from the

stationery source to meet the permissible noise limits during day time for different land

use categories are given in Table 4-11.

Table 4-11 Minimum Distance Required from Stationary Noise Source

Category Permissible Limits in Day Time (CPCB) Distance Required (m)

Silence zone 50 dB(A) 200

Residential 55 dB(A) 113

Commercial 65 dB(A) 36

Industrial 75 dB(A) 11

From the above table it may be noted that residence within 113m from the expressway

will be exposed to a noise higher than the permissible limit. The impacts will be

significant on construction workers, working close to the machinery.


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 or ear muffs will be provided to construction

personnel exposed to high noise levels as preventive measure (Annex-9.11).

Low noise construction equipment will be used.

It will be ensured that all the construction equipment & vehicles used are in good

working condition, properly lubricated & maintained to keep noise within the

permissible limits and engines turned off when not in use to reduce noise.

Stationary construction equipment will be placed 113 m away from inhabited areas.

Stationary construction equipment will be placed 200 m away from the school.

However, those schools are located within 200m of the proposed expressway; no

construction activity shall be carried out in those stretches during school hours.






Page - 199

Further, noise barrier has also been proposed in those schools.

Construction activities carried out near residential area will be scheduled to the

daytime only so that minimum disturbances are caused to people.

“Silence zones will be demarcated and road signs prohibiting the use of horns (No

Honk Zone) will be displayed at residential areas, sensitive locations and silence

zones

Noise barrier will be constructed in silence zone, interchanges (300m on each side

on outer edge), fly-overs (200m on each side on outer edge), truck parking (500m

on one side on outer edge), way side amenity - type A (500m on one side on outer

edge) and way side amenity - type B (150m on one side on outer edge)

Noise Monitoring: The effectiveness of mitigation measures and further

improvement in designs to reduce the noise level due to construction and operation

activity shall be monitored. The frequency, duration and monitoring plan shall be

functional in construction as well as in operation stages as per the Environmental

Monitoring Plan (Table 6-2 of Chapter-6) and the monitored values should

correspond with the standard. All deviated results shall be reported to AE, for

remedial measures.


The significance of operational noise impacts commensurate with the number of

sensitive structures and sensitive areas that exist along the project roads. As stated in

Chapter-3, land use pattern within RoW of the proposed expressway is mainly

agricultural and allied uses (63.93%) of the total area, followed by barren / waste land

(16.06%), forest (11.91%), industrial area (4.31%), built-up area (2.46%) and water

bodies (1.33%).

The sensitive receptors comprising of educational institutions, medical amenities etc.

are located on either side of the proposed expressway will be exposed to traffic induced

noise during the operation phase.

4.5.2.1 Source of Noise

Source of Noise: During the operational phase, movement of traffic, traffic congestion,

pedestrian interferences and increase in use of horns will be the prime source of noise.

The noise levels at nearby schools, religious place may cause nuisance and irritation.

Vehicle Noise and Road Surface Influence on Tire/Road Noise3

There are many sources of noise when a vehicle travels down a roadway. Vehicle

manufactures have made efforts to reduce tire/road noise and drive train noise. If a

vehicle is in a good operating condition and has a reasonably good exhaust system,

then the effect that power and drive train noise has on the overall noise level will be

negligible at moderate to high speeds. There is a “cross-over speed” where tire / road

3 U.S. Department of Transportation, Federal Highway Administration






Page - 200

noise begins to dominate the overall noise level of a vehicle. This speed lies in the

range of 30-50 km/h for automobiles and 40-70 km/h for trucks [Sandberg 1992]. It has

been found that the noise level increases with the increase in the speed (Figure 4-8).

Figure 4-8 Comparison of Noise Level Separated by Component [Donovan, 2007]

There are several parameters, which affect the amount that the road surface contributes

to the generation of tire / road noise. These parameters include the texture, age,

thickness, and binder material of the pavement. The overall texture of the pavement has

a significant impact on tire / road noise levels. Studies performed by the Washington

State Department of Transportation to evaluate how tire / road noise changes with

pavement age. These studies have shown that asphalt pavements start out quieter than

cement concrete pavements, but the asphalt pavements exhibit an increase in noise

levels over time [Chalupnik and Anderson 1992]. Another reason for the increase in

noise levels is due to an increase in stiffness from traffic loading. Finally, as the asphalt

surface wears over time, the coarse aggregate becomes exposed which causes an

increase in noise.

4.5.2.2 Prediction of Impacts

Calculation of Road Traffic Noise Model (CRTN), Department of Transport, United

Kingdom shows traffic noise at the proposed expressway will attenuate by 11.3 dB(A) at

a distance of 100 m and 15 dB(A) at a distance of 200 m from the expressway.

A noise contour map based on free field noise attenuation of the projected traffic for

year 2021 for the proposed expressway presented in Figure 4-9 shows the gradual

reduction of traffic induced noise over distance from the expressway.






Page - 201

Figure 4-9

Noise Contour Map

There is significant reduction of noise levels beyond 100 m distance, which

becomes further reduced beyond a distance of 200 m.

As most of these receptors are located at distances beyond 100 m from the

expressway, the impact of traffic noise is low. Figure 4-10 graphically depicts the

distance category-wise number of receptors within 500 m of the expressway on either

side vis-à-vis predicted maximum noise levels based on median distances of the

receptors and estimated traffic volume for various years, which shows the noise impact

falls drastically in distances beyond 200 m from the proposed expressway.

In context of the above, individual receptor-wise noise levels for peak traffic hour are

estimated for receptors located up to 200 m from the edge of the proposed expressway.






Page - 202

Prediction of noise impacts have been estimated Traffic Noise Model (TNM) by Federal

Highway Administration (FWHA), US Department of Transportation

Input Parameters: Vehicular flow for the modelling period is obtained from the traffic

projections. The average speed of 70 km/hr is considered for operation phase for peak

hour traffic. Apart from that, % of heavy vehicle, gradient, road surface, absorbent

ground cover, distance from edge of the carriageway, source & receiver heights,

building rows, terrain lines, tree zones etc., as applicable are used as input parameters.

Output: Impact of traffic movement on noise levels at all sensitive receptors up to 200

m distance on either side along the proposed expressway has been calculated for the

year 2021, 2025 and 2030. Noise levels, in 6 receptors are within the prescribed limit of

50 dB(A) in day time for sensitive receptors, while it exceeds the stipulated limit at 11

receptors. However, 5 receptors have marginal exceedance up to 1.5 dB(A), while 6

receptors have moderate exceedance varying between 4-7 dB(A). The predicted noise

levels are presented in Table 4-12 where receptors having high exceedance, slight

exceedance and conformation to the standards of silence zones (50 dBA) have been

presented using gradual color scale. Green color indicates values are within stipulated

limits while gradually darkening red color indicates the increased level of exceedance

from the standards.

Figure 4-10 Distance-wise No of Receptors and Predicted Noise Level in dB(A)






Page - 203

Table 4-12 Sensitive Receptor Wise Predicted Noise Levels

Notes: 1. Dist* refers distance of the receptor in meter from edge of the proposed carriageway 2. Receptor 11 is located on the slip road of NH-3 Interchange

Source: Traffic Noise Model Results


Noise Barrier: Noise barriers have been proposed to reduce traffic induced noise.

Depending on the location of receptors and elevation of the proposed expressway, 2

types of noise barriers have been proposed. Boundary walls as noise barriers have

been proposed for stand-alone sensitive receptors while road side barriers along the

outer edge of the structures (flyovers / vehicular over passes) have been proposed for

inhabited areas having multiple receptors located close to the elevated sections

(interchange / flyovers etc.).






Page - 204

a. Brick Wall Noise Barriers

Noise barriers in form of brick boundary walls are proposed for 12 sensitive receptors

where predicted noise levels exceed the standards of 50dBA for silence zones. As

evident from Table 4-18 above, noise barrier for the remaining 5 sensitive receptors are

not required till 2030.

Height and length of the noise barriers in form of brick walls are provided in Table 4-13.

The height of the noise barriers mentioned in the table refers to the minimum height

required to attenuate the traffic induced noise to the stipulated limits till year 2030 at the

concerned receptors. Some receptors do not require noise barriers till 2025 but the

need the same in subsequent years due to increase in traffic volume. As indicated in

footnote 3 of Table 4-13, two receptors have existing boundary walls which are required

to be raised for effective attenuation.

Table 4-13 Details of proposed Noise Barriers

SI. No Name of the Sensitive Receptor

Village Chainage Height

1 (m) Length

2

(m) Barrier Type 2021 2025 2030

Rcp2 Lower Primary School Bhinar 9+129 2 2 2 30 BW

Rcp3 Lower primary school Ambode 9+950 2 2 2 90 BW

Rcp5 Govt Upper Primary School Kelthan 17+250 2 2 2 180 BW

Rcp6 Primary School Ghotgaon 21+950 2 2 2 55 BW

Rcp7 Lower Primary School Mohili Budrak 27+170 2 2 2 60 BW

Rcp8 Lower Primary School Malbidi 27+470 2 2 2 70 BW

Rcp9 Lower Primary School Malbidi 28+380 2 2 2 45 BW

Rcp10 Primary School Supegaon 31+360 - - 1.5 25 BW

Rcp12 Sitaram Rama Patil School3 Kivarli Tarf Amne 43+900 1 1 1 150 BW

Rcp13 Primary School Kivarli Tarf Amane 44+070 2 2 2 118 BW

Rcp14 Zila Parisad School Manivali 50+300 2 2 2.54 75 BW

Rcp16 Mahanaim Bible College3 Khuntvali 70+500 1.5 2

4 2 225 BW

Notes: BW = Boundary wall barrier

1 Refers to minimum desired height of proposed noise meter

2 Indicates approx. length of boundary wall in 3 sides, front side and two lateral sides towards expressway. For road

side barriers, values indicate length of barrier along the expressway on the side of the receptor

3 Indicates heights required to be raised over existing boundary wall of 1 m height

4 Expressway facing side of the barrier is required to be raised

The predicted noise levels after installation of noise barriers are provided in Table 4-14

considering raised heights as mentioned in Table 4-12. Zilla Parishad School, Manivali

(Receptor 14) requires raising of barrier height by 0.5 m in year 2030, while Mahanaim

Bible College. Khuntavali (Receptor 16) requires the same in year 2025. Noise levels for

all predicted years with and without noise barriers are presented graphically in Figure 4-

11.






Page - 205

Table 4-14 Predicted Noise Levels after installation of Noise Barriers

Design Considerations

Noise barrier in the form of solid boundary wall is proposed for sensitive receptors at 12

locations (Table 4-12). The noise barrier wall shall be constructed by excavation of

foundation, laying of brick masonry wall, plastering and painting. It is also proposed to

plant shade and flowering trees within the boundary of the sensitive receptors, between

the building line and the compound wall. Creepers may be planted in consultation with

the local forest officials to give an aesthetic look. Typical drawing of typical noise barrier

is given in Figure 4-12.






Page - 206

Standard

Receptor 2 Receptor 3 Receptor 5


Standard

Standard


Standard

Receptor 13 Receptor 14

Receptor 16

Figure 4-11 Predicted Noise Levels before and after installation of Noise Barriers






Page - 207

Figure 4-12 Typical Drawing of Solid Noise Barrier

Sample View of Solid Boundary Wall with Creepers






Page - 208

b. Parallel Roadside barriers

The traffic induced noise levels in the proposed expressway will attenuate to the

stipulated limits beyond 100 m distance from the edge of the carriageway as elaborated

in section 4.5.2.2. There are no large settlements within this distance except for a 1600

m stretch of Balyani, Umarbhani and Nandap village from km 48+150 to km 49+750

where settlements are located just outside the proposed right of way.

Impact of traffic noise at this settlement stretch were predicted using Traffic Noise Model

(TNM) receptors up to 150 m distance on either side of the proposed expressway for

peak traffic for the year 2021, 2025 and 2030 and presented in Table 4-15, where

receptors having high exceedance, slight exceedance and conformation to the

standards for residential areas have been presented using gradual color scale. Green

color indicates values are within stipulated limits while gradually darkening red color

indicates the increased level of exceedance from the standards.

Table 4-15 Predicted Noise level at Parallel Barrier Location

The predicted noise level contours in both with and without barrier scenario for the year

2025 are presented in Figure 4-13. It may be noted that noise levels conforms to the

limit of 55 dBA beyond 100 m from the edge of the carriageway till 2025. Therefore,

polycarbonate noise barrier will be required to safeguard the residents of the 1600 m

long settlements areas of Balyani, Umarbhani and Nandap village, which is located

adjacent to the expressway (Table 4-16).

Table 4-16 Location of Roadside Noise barriers

S No. Chainage

Village From To Length (m) Height (m)

1 48+150 49+750 1600 2

Balyani1 (48+100 – 49+150)

Umarbhani (49+150 – 49+350)

Nandap2 (49+350-49+750)

1 Village Balyani starts from km 47+300; settlement starts from km 48+200

2 Village Nandap ends at km 50+350; settlement ends at km 49+720






Page - 209

Without Noise Barrier With Noise Barrier

2025

With Noise Barrier ENLARGED VIEW

75 dBA 45 dBA 55 dBA

Figure 4-13 Noise Level Contours with and without Barrier Scenario (year 2025)

Design Considerations: Polycarbonate can reduce sound up to 36 dB(A). The frames

to be used for installation of noise barriers should be galvanized and are non-corrosive.

The barrier should have anti combustion coating to make it fire resistant. These noise

barriers have an aesthetic appeal due to their translucent appearance. It can be

procured in a choice of colours, which allows it to fit in perfectly with its surroundings. A

number of customized designs of these types of barriers are available and it improves

the aesthetic appearance of the location. Polycarbonate has a 95% light transmission

capability. These are light weight and can easily be placed in elevated sections like

interchanges and flyovers. Being coated with a UV protection on both sides, it

withstands the continuous sun during all seasons. These sheets are very strong and

impact resistant and do not shatter with stone impact. Acrylic also has similar properties

to polycarbonate and acrylic barriers may also be installed based on cost consideration.






Page - 210

Figure 4-14 Sample View of Polycarbonate / Acrylic Noise Barrier

Other Mitigation Measures

Vehicular noise & use of horns will be controlled through enforcement of laws and

public awareness. It will be ensured that all the vehicles are using proper horn as

per norms to keep noise within the permissible limits.

Silence zones will be demarcated and road signs prohibiting the use of horns will be

displayed at residential areas, sensitive locations and silence zones.

Regular monitoring of noise level at specified representative locations will be


Plantation near sensitive receptors and inhabited areas will result in noise

attenuation.

Maintenance of noise barrier.






Page - 211

Photographs of Site Visit of Forest Officials

4.6 FLORA


4.6.1.1 Diversion of Forest Land

The proposed project involves diversion of approximate 122.6133 ha forest land as

given in Table 4-17. Length of VME-SPUR alignment in forest area is 17.254 km.

Proposal has been uploaded on 6th November 2020 (FC Proposal No.

FP/MH/ROAD/53857/2020) and it is under examination with the State Government.

Forest land proposed to be diverted may change during the Forest Clearance process






Page - 212

Table 4-17 Details of Forest Land Proposed to be diverted

Division Taluka Range Type of Forest Land (Ha)**

35 Section Protected Reserved Total

Alibag Panvel Panvel 3.1639 2.3440 8.8179 14.3258

Dahanu Vasai Bhatane 2.2634 4.3676 0.0000 6.631

Mandvi 2.8692 9.9075 0.0000 12.7767

Jawhar Vada Wada West 0.0000 12.1640 3.5338 15.6978

Thane

Ambarnath Badlapur 0.0000 1.5641 23.6065 25.1706

Bhiwandi Bhiwandi 6.1696 14.2123 3.7696 24.1515

Padgha 6.5806 4.8974 4.7747 16.2527

Kalyan Kalyan 3.4805 0.1676 3.9591 7.6072

Grand Total 24.5272 49.6245 48.4616 122.6133

% of total forest land 20.0 40.5 39.5 100.0

Source: land records and forest records

**Note: Forest land to be diverted has been updated based on Joint Measurement Survey with the Forest

Department till August 2021. However, there may be further changes during Forest Clearance process. The

same will be updated time to time

4.6.1.2 Trees within Proposed Right of Way

Loss of flora will occur due to vegetation clearing within the proposed ROW. There are

approximately 55,355 trees within the proposed RoW; out of which 13,839 trees in

forest land and 41,516 trees in non-forest land.

Trees in Forest Land: Joint tree enumeration with the Forest Department has been

completed. As per the joint survey, there are approximately 13,839 trees in forest land

proposed to be diverted. Forest division, village and girth class wise number of trees in

forest land within proposed RoW is presented in Table 4-18.

Table 4-18 Village wise & Girth Class wise Number of Trees in Forest Land

Forest Division

Village Girth Class (cm) Total

Trees 0-30 31-60 61-90 91-120 121-150 >150

Dahanu

Koshimb 34 126 57 28 8 2 255

Khardi 3 15 1 3 1 0 23

Shirsad 187 973 353 94 22 16 1645

Kashid Kopar 30 55 15 12 4 8 124

Chandip 44 231 114 53 16 3 461

Kalambhon 118 446 253 124 50 34 1025

Jawhar

Nimbvali 146 403 147 69 50 69 884

Gorad 49 103 48 9 4 7 220

Kelthan 116 404 215 64 13 8 820

Thane Akloli 55 184 132 32 9 3 415

Mahalunge 56 163 76 34 15 3 347






Page - 213

Forest Division

Village Girth Class (cm) Total

Trees 0-30 31-60 61-90 91-120 121-150 >150

Ghotgaon 218 691 177 48 13 11 1158

Kasbe Dugad 97 214 114 50 14 36 525

Malbidi 20 32 15 6 0 0 73

Nandithane 0 7 8 5 2 15 37

Supegaon 74 215 102 35 6 10 442

Nivali 27 117 22 10 2 1 179

Pundas 200 209 33 9 4 7 462

Vadpe 251 520 107 16 2 19 915

Boriwali 458 397 71 7 2 15 950

Vahuli 36 74 22 5 4 5 146

Balyani 1 4 1 0 0 0 6

Manivali 84 193 63 24 4 21 389

Apti trf Bahe 1201 520 52 22 0 1 1796

Badlapur 67 95 23 4 1 1 191

Alibag Wangani trf Taloje 20 34 19 7 2 2 84

Shiravali 84 127 39 10 4 3 267

Total 3676 6552 2279 780 252 300 13,839

Source: Joint Measurement Survey with the Forest Department Note: No. of Trees in forest land may be changed during Forest Clearance process. The same shall be updated time to time Trees in Non-forest Land: As per initial assessment and joint measurement survey,

there are approximately 41,516 trees in non-forest land. Village and girth class wise

number of trees in non-forest land within proposed RoW is presented in Table 4-19.

Table 4-19 Village wise & Girth Class wise Number of Trees in Non-Forest Land

Village name Girth Class (cm)

Total 0-30 31-60 61-90 91-120 121-150 >150

Koshimb 6 12 5 2 1 1 25

Khardi 1 2 1 1 0 0 5

Shirsad 435 908 341 114 57 38 1892

Kashid Kopar 123 257 96 32 16 11 535

Mandvi 34 71 26 9 4 3 147

Chandip 38 79 30 10 5 3 164

Navsai 167 348 131 44 22 15 725

Bhatane 297 619 232 77 39 26 1290

Adane 128 267 100 33 17 11 557

Bhinar 373 779 292 97 49 32 1623

Ambode 153 320 120 40 20 13 666

Kalambhon 97 202 76 25 13 8 421

Nimbvali 140 292 110 37 18 12 609






Page - 214


Total 0-30 31-60 61-90 91-120 121-150 >150

Gorad 91 189 71 24 12 8 394

Kelthan 201 420 158 53 26 18 876

Akloli 138 288 108 36 18 12 599

Mahalunge 41 86 32 11 5 4 179

Ghotgaon 323 675 253 84 42 28 1406

Kasbe Dugad 146 305 114 38 19 13 636

Mohili 230 480 180 60 30 20 1000

Mohili Budrak 275 574 215 72 36 24 1195

Malbidi 246 514 193 64 32 21 1071

Nandithane 562 1173 440 147 73 49 2444

Supegaon 364 760 285 95 47 32 1583

Pundas 370 772 290 97 48 32 1609

Khandpe 286 597 224 75 37 25 1244

Chincholi 211 440 165 55 28 18 917

Vadpe 285 594 223 74 37 25 1238

Boriwali 108 225 84 28 14 9 468

Kuske 41 86 32 11 5 4 179

Vahuli 153 319 120 40 20 13 665

Usroli 14 30 11 4 2 1 63

Kiravali Tarf Amne 12 26 10 3 2 1 54

Konderi 35 72 27 9 5 3 150

Sangode 21 44 17 6 3 2 92

Balyani 52 109 41 14 7 5 228

Umbharani 5 10 4 1 1 0 21

Nandap 13 26 10 3 2 1 55

Manivali 501 1045 392 131 65 44 2177

Rayate 405 845 317 106 53 35 1760

Goveli 6 12 5 2 1 1 26

Pimploli 41 85 32 11 5 4 178

Vaholi Tarf Bahe 569 1187 445 148 74 49 2472

Manjarli 85 178 67 22 11 7 371

Apti Tarfe Bahe 226 471 177 59 29 20 982

Dapivali 225 470 176 59 29 20 980

Dhoke 115 239 90 30 15 10 498

Ambeshiv Budruk 178 372 140 47 23 16 775

Yeranjad 181 377 141 47 24 16 785

Sonivali 201 420 158 53 26 18 876

Badlapur 352 734 275 92 46 31 1529






Page - 215


Total 0-30 31-60 61-90 91-120 121-150 >150

Bhoj 76 159 60 20 10 7 331

Khuntvali 29 60 22 7 4 2 124

Bendshil 144 301 113 38 19 13 627

Grand Total 9,549 19,925 7,477 2,497 1,246 834 41,516

Source: land records and joint measurement survey

Note: No. of Trees in non-forest land can be determined after finalization of JMR by the CALA. The same

shall be updated time to time

The impact on agricultural land will be with regard to felling of fruit trees. The fruit

trees majorly impacted are Khajur, Toddy Palm, Coconut, Mango, Chikkoo, Kaju,

Guava, Chinch, Banana, Custard Apple / Sithaphal, Jamun, Lemon, Kokam, Awla,

Bor etc.

Cutting of fruit trees will directly impact the fruit production and intake of fruits by the

inhabitants. Due to clearing of agricultural land local crop production will be affected.

People depended on agricultural land will be directly impacted. Domestic animals

feeding on crops remnants will face shortage of fodder. The avifauna, insects and

wild animals consuming the fruits and dwelling in the area will be impacted and will

be forced to move out to other locations. Shortage of fruits, agricultural produce and

fodder will be caused due acquisition of agricultural land.

Clear felling of the tree and subsequent clearing of under growth will expose the soil

to the impact of rainfall accelerating the runoff and trigger soil erosion. Productive

soil will be washed away.

Trees play an important role to maintain surface temperature and humidity. Due to

loss of the vegetation cover change in microclimate is envisaged.

Deposition of fugitive dust on leaves of nearby vegetation will lead to temporary

reduction of photosynthesis along the construction corridor. Such impacts will,

however, be confined mostly to the initial periods of the construction phase and in

the immediate vicinity of the construction area.

Labour population during construction phase will cut trees in the area for fuel and

making temporary huts.

Overall impact on the ecology will be severe due to the development of the project.

Mitigation measures are suggested to minimize and compensate the adverse

impacts.


Forest clearance shall be obtained from the Competent Authority for diversion of

forest land for the development of the expressway. No construction activity will be

initiated before obtaining the requisite Forest Clearance.

Vegetation clearing shall be done within PROW; it will be ensured that trees falling

outside PROW will not be felled. Efforts will be made to save trees outside

construction zone standing on edge of the PROW.






Page - 216

Top soil upto 20 cm depth shall be stockpiled and preserved and reused for

plantation. The Contactor shall earmark the area of soil stockpiling and to be

approved by Engineer in-Charge.

Compensatory afforestation for trees and mangroves shall be carried out as per the

recommendations of Competent Authority.

69,680 no. of trees and 40,098 no. of hedges have been proposed to be planted

under greenbelt development plan. Preference to native species including fruit

species shall be given. These species are valuable from the socio-economic point of

view. Plantation will be maintained upto 5 years and protected from cattle, wildlife

and illegal felling. Dead saplings will be replaced to maintain the survival percentage

of 90%.

As per Compensatory afforestation notification 7th November, 2017, the

requirement is 1,000 plants per ha of Forestland diverted. Therefore the plantation

required under CA for diversion of 122.6133 ha forestland shall be 2,45,226 plants.

However, this shall be finalized by the Forest Department.

Saplings of horticultural trees such as Mangifera indica, Manilkara zapota, Borassus

flabellifer, Cocus nucifera, , Psidium gujava, Tamarindus indica, Annona squamosa,

Syzygium cumini, Citrus limon, Garcinia indica, Emblica officinalis, etc. may be

distributed to farmers in affected villages and nearby schools freely to compensate

the loss of horticultural trees in the area. Sapling may be procured from Horticulture

Department / nursery of Forest Department.


4.6.2.1 Impacts

Invasion by alien species, such lantana , parthenium etc. along the expressway

Illegal felling of trees

Deposition of waste along expressway and impact of vehicular emission on plant

growth

Vehicular emission will have impacts on vegetation along the expressway. Plant

along expressway will be exposed to various pollutants from vehicles. Vehicular

emission affects mainly photosynthetic pigments, respiratory activities, enzymatic

activities, uptake of water etc. Pollutants affect the growth of photosynthetic

pigments in the plants. Various gases such as nitrous oxide, volatile organic

compound and suspended particulate matter deposit on the surface of leaves and

affect the output of plants. The pollutants released from vehicles affect the stomatal

performance hence disrupt the gaseous exchange process. Most frequent effects

reported are necrosis and chlorosis. (Wagh, N. D., Shukla, P. V.,Tambe, S. B. and

Ingle, S. T. 2006) , (Joshi, P. C. and Abhishek, S. 2007)


Monitoring of avenue plantation along the expressway to be done for 5 years as per






Page - 217

Green Highway policy. Dead sapling shall be replaced and survival rate of 90%

shall be maintained. Saplings shall be provided with tree guards to protect from

cattle grazing.

Regular watering of plants to be done in dry season.

Weeding to be done biannually to remove exotic species.

Dumping of waste along the expressway shall be strictly prohibited. Contingency

plans to be followed to deal with spills or leaks on the expressway.

Regarding vehicular emission, there is a need of a proper monitoring system and

strengthening of the laws on environmental protection to ensure the reduction of

roadside pollution that affect the animals, plants but also the human population.

Vehicular emissions are of particular concern since these are ground level sources

and therefore, have the maximum impact on the population of the surroundings. Use

of clean fuel (public transport and private vehicles) and encourage electric vehicle

are some of the measure to deter vehicular pollution.

Compensatory Afforestation (CA) plan prepared by Forest Department in lieu of

Forest land diversion is for 10 years. As per Compensatory afforestation notification

7th November, 2017, the requirement is 1000 plants per ha of Forestland diverted.

Therefore the plantation required under CA for diversion of 122.6133 ha forestland

shall be 2,45,226 plants. However, this shall be finalized by the Forest Department.

Maintenance of avenue plantation and compensatory afforestation facilitate in

restoring the ecology of the area and also provide aesthetic value for the travellers






Page - 218

4.7 FAUNA


4.7.1.1 Impacts

The alignment of the expressway traverses through the forest area. Forests are

important for sustaining the population of wildlife. The forests are surrounded by

agricultural land and settlements and shrinking from border due to deforestation,

encroachments and illicit cutting. There are schedule species as per Wildlife Protection

Act and threatened species as per IUCN in the forest area. Schedule-I and threatened

species such as are dewelling in the region as discussed in Chapter-3. The

development of the project will have impact on the fauna of the project area.

Diversion of forest land shall directly cause loss of habitat for wildlife. The wildlife

dwelling in the forest will be forced to move to other locations and compete for space

and food.

Panthera paradus (Panther) is one of the important and protected species dwelling

in the area. Panther move outside forest area in dry summer season in search of

food and water in nearby villages. There are incidences of wildlife conflict in the

study area. The diversion of forestland and construction activity will further increase

the conflicts with shrinking area for wildlife.

Clearing of land and felling of trees will directly cause loss of habitat, shortage of

fruits and seeds to avifauna and animals.

Disturbance from road construction activity will affect wildlife behavior. Behavioral

responses of wildlife consist of avoidance of the area associated with regular or

constant disturbance. The construction activities and noise will cause stress and

disturbance to wildlife. It may cause change in their movement, feeding, breeding

and resting. Noisy activity will be intermittent and short term reversible impact. Some

animals may migrate to other locations.

The labour population in the project area may enter nearby forest areas for

collecting fire wood .The work force may poach wildlife. The labours may hurt wildlife

observed at site during construction period.

Domestic fauna in the area will also face problem in movement due to construction

activity as the people

Increase in incidences of mam- animal conflicts.


Conservation and awareness measures need to be followed to avoid / minimize /

compensate potential adverse impacts.

Construction activity shall be planned in such a manner to minimize impact on

fauna. Trees outside ROW will not be felled.

Wildlife awareness & environmental protection training shall be provided to the work

force by the Contractor / PIU. The workers shall be made aware of the location,






Page - 219

value and sensitivity of the natural resources in the area. The program shall be

conducted before starting of construction activity. All staff of PIU, engineers, support

staff and construction labour will attend the awareness program. Budget of

Rs.32,00,000/- (Thirty Two Lakh) has been proposed for training in the EMP

budget. The awareness and training shall be provided construction package wise

before initiation of construction activity.

Noise level will be kept under control as per the guidelines of CPCB and noisy

activities shall be prohibited near forest areas during night time. No honking board

shall be placed near the forest areas.

Construction camps shall be located at least 1 km away from forest areas.

Prohibitory sign boards shall be placed to prevent trespassing in the forest area.

Movement of labour force shall be monitored by the Contractor and watch tower /

check post may be established near forest area in consultation with concerned

Forest Department, if required.

Poaching shall be strictly banned and any incidence of wildlife poaching by

workforce shall be reported to the Forest Department by the Contractor / PIU.

Construction debris shall not be disposed in forest areas.

Implementing sediment and erosion controls during construction will minimize

adverse Impacts of water bodies and aquatic life. Construction activity will be

avoided near rivers during rainy season.

Drainage structures are designed to ensure continuous flow thus preventing ponding

and flooding

Plantation of fruit bearing species near forests will support the future demand of the

fauna dwelling in the area. Plantation will provide habitat to avifauna dwelling in the

area.

The expressway will reduce the area of natural habitat. Loss of habitat shall be

permanent within the ROW. Overall the impact on fauna can be mitigated /

minimized by strict implementation of above provided measures and monitoring

during construction stage.


4.7.2.1 Road Killing of Wild animals within study area

Road Killing of Wild Animals within Study Area: Two different incidents of wildlife

road kills involving a Leopard Cat (Prionailurus bengalensis) and a Hyena (Hyaena

hyaena) were reported on the Vajreshwari Road (SH-40) near Saiwan village, in

last 2 years. This location is approx. 900m southwards from km 10+000 to 11+000

of proposed VME-SPUR alignment across the River Tansa. This indicates lesser

wildlife movement between Tungareshwar Wildlife Sanctuary, Tansa Wildlife

Sanctuary and other nearby forest patches across the proposed 8-Lane VME-SPUR

alignment.

NH-48 is an existing National Highway, wildlife kills are reported along the Highway

by the Forest department. The incidence of wildlife killed in accident along old NH-8)

is given in the Table 4-20 and shown in Figure 4-15.






Page - 220

Location of Wildlife

Killed in the Study Area

Proposed

VME-SPUR

NH-8

Figure 4-15 Map Showing Locations of Wildlife Killed in the Study Area of VME-SPUR






Page - 221

Table 4-20 Wild Animals killed in road accident along NH-48 (old NH-8) (within Study Area)

Year Animals Killed Date Location Cause of death

2006 Panther 09.05.2006 NH8 Kolhi Accident

2007 Panther 14.07.2007 NH8 Baphane Accident

Panther 21.07.2007 NH8 Baphane Accident

2008 - - - -

2009 - - - -

2010 Panther 26.10.2010 Bapane-Juchandra Road Accident

2011 Panther 1.12.2011 NH8 near Chinchoti C.N. 1096 Accident

2012 - - - -

2013

Panther 21.02.2103 NH8 Sasunavghar Accident

Panther 15.05.2013 NH8 Maljipada Accident

Panther 08.06.2013 Chandrapada S.N. 556 Accident

2014 - - - -

2015 Panther 13.01.2015 NH8 Sativali Khind Accident

Source: Management Plan for Tungeshwar Wildlife Sanctuary 2018/19 to 2027/28

The wildlife kills reported by Tungeshwar Wildlife Sanctuary (TWLS) shows that all

the incidence of road kill occurred towards south side and approx. 2.0 km away

from the proposed start point of expressway..

NH-48 (old NH-8) is acting as a barrier for the movement of wild animals from

eastern side of the proposed expressway. There is no report of wildlife killed in the

stretch where the proposed SPUR is crossing NH-48 and an interchange has been

proposed at the crossing of NH-48, which is an elevated structure. Further, thrie

beam metal crash barriers shall be provided in entire length on both sides of each

main carriageway. Therefore, the possibility of accident of wild animal in the

proposed expressway is expected to be nominal

Disturbance caused by traffic noise shall escalate with time and discourage wildlife

movement.

4.7.2.2 Other Impacts

Disturbance caused by traffic noise shall escalate with time and discourage wildlife

movement.

Impact on aquatic fauna shall be in case of accidental oil spill & toxic chemical

release which find its way into the water bodies.


The wildlife kills reported by Tungeshwar Wildlife Sanctuary (TWLS) shows that all

the incidence of vehicle kill occurred towards south side and approx. 2.0 km away






Page - 222

from the proposed start point of expressway..

NH-48 (old NH-8) is acting as a barrier for the movement of wild animals from

eastern side of the proposed expressway. There is no report of wildlife killed in

the stretch where the proposed SPUR is crossing NH-48. Therefore, the

possibility of accident of wild animal in the proposed expressway is expected to be

nominal. Further, fencing / wall has been proposed along the ROW boundary of the

entire expressway.

Expressway act as barriers for wildlife movement hence bridges, culverts and

wildlife / cattle underpass are important structures in the design of the expressway.

During the meeting of the Expert Appraisal Committee (EAC) of MoEFCC for issue

of ToR, the Committee suggested to provide viaduct between Ch. 3+000 to 19+000

of proposed SPUR which will act as an animal crossing. Considering the same, the

length of bridges between Ch. 3+000 to 19+000 has been increased with addition of

viaduct span. Total length of elevated section between Ch. 3+000 to 19+000 is

4.203 km (for details, please refer Table 2-7 of Chapter-2).

Total 364 structures have been proposed along the entire stretch of the VME-

SPUR and total length of the structures is 13.447 km (Table 4-21). In every km

stretches of the VME-SPUR; around 5 structures have been proposed

Table 4-21 Total Number of Structures Proposed from Crossing the Expressway

Sl. No. Description

No. of Structures Proposed

Length (km) Chainage 2+000 – 19+000

Remaining Stretch

Entire VME-SPUR

a) Major bridges 0 7 7 1.245

b) Major bridges cum viaduct 6 0 6 4.203

c) Minor bridges 0 23 23 0.538

d) Interchanges 0 7 7 -

e) Fly-over 0 3 3 0.227

f) Rail over bridge (RoB) 0 1 1 1.375

g) RoB cum Viaduct 0 1 1

h) Vehicular Underpass 1 4 5 0.100

i) Vehicular Overpass 0 8 8 -

j) Light Vehicular Underpasses 9 20 29 0.348

k) Small Vehicular / Animal Underpasses

3 30 33 0.231

l) Land Bridge / Animal Overpass 2 0 2 0.060

m) Culvert cum Animal Crossing 9 44 53 0.688

n) Culverts along main expressway 25 82 107

o) Culverts along interchange 0 61 61 0.272

p) Culverts in VoP locations 0 17 17

q) Tunnel in Matheran 0 1 1 4.160

Total 55 309 364 13.447






Page - 223

Figure 4-16 Typical Layout of Animal Crossing including Animal Walkway


Dedicated Animal Crossing: 53 numbers of dedicated animal crossings (box

structure) has been proposed along the expressway. Minimum size of the structure

is 4 m x 3 m. Animal walkway of 0.4 m x 0.5 m size has been proposed on either

side of the structure to facilitate the crossing of wild animal during rainy season. The

typical layout of the structure including animal walkway is presented in Figure 4-16

and chainage & village wise location of proposed animal crossing is given in Table

4-22.

Table 4-22 Chainage & Village wise Location of Proposed Animal Crossing

Sl. No. Chainage Village Type of Land Size (m)

1 0+575 Shirsad Forest 4 x 3.0

2 4+090 Navsai Non-forest 6 x 4.0

3 4+990 Bhatane Non-forest 6 x 4.0

4 7+445 Adane Non-forest 6 x 4.0

5 8+890 Bhinar Non-forest 6 x 4.0

6 9+535 Ambode Non-forest 6 x 4.0

7 11+410 Kalambhon Non-forest 4 x 4.0

8 15+880 Gorad Forest 4 x 3.0

9 16+400 Gorad Forest 5 x 4.0

10 17+725 Kelthan Non-forest 5 x 4.0

11 23+050 Ghotgaon Non-forest 6 x 4.0

12 24+225 Kasbe Dugad Forest 5 x 4.0

13 25+350 Kasbe Dugad Non-forest 5 x 4.0

14 26+000 Mohili Non-forest 4 x 3.0






Page - 224


15 27+093 Mohili Budrak Non-forest 5 x 4.0

16 28+140 Malbidi Non-forest 5 x 4.0

17 29+590 Nandithane Non-forest 4 x 3.0

18 32+450 Supegaon Forest 4 x 3.0

19 33+800 Pundas Non-forest 4 x 3.0

20 35+220 Khandpe Non-forest 5 x 3.0

21 35+970 Chincholi Non-forest 4 x 3.0

22 36+610 Vadpe Non-forest 4 x 3.0

23 37+210 Vadpe Non-forest 6 x 4.0

24 39+030 Boriwali Forest 6 x 4.0

25 40+190 Kuske Non-forest 4 x 3.0

26 40+750 Kuske Non-forest 4 x 3.0

27 41+495 Amane Non-forest 5 x 4.0



30 44+280 Kiravali Tarf Amne Non-forest 6 x 4.0

31 44+800 Kiravali Tarf Amne Non-forest 6 x 4.0

32 46+190 Sangode Non-forest 6 x 4.0

33 48+140 Balyani Non-forest 5 x 4.0

34 50+890 Manivali Non-forest 5 x 4.0

35 53+350 Rayate Non-forest 4 x 3.0

36 54+470 Vaholi Tarf Bahe Non-forest 5 x 4.0

37 56+130 Manjarli Non-forest 5 x 4.0

38 57+090 Apti Tarfe Bahe Non-forest 5 x 4.0

39 58+470 Apti Tarfe Bahe Forest 5 x 4.0

40 59+400 Dapivali Non-forest 5 x 4.0

41 61+970 Yeranjad Non-forest 5 x 4.0

42 63+760 Badlapur Non-forest 5 x 4.0




46 68+625 Dahivali Non-forest 5 x 4.0

47 69+670 Bhoj Non-forest 5 x 4.0

48 70+750 Bendshil Non-forest 5 x 4.0

49 71+210 Bendshil Non-forest 6 x 4.0

50 76+175 Wangani Tarfe Taloje Non-forest 6 x4.0

51 77+381 Wangani Tarfe Taloje Non-forest 5 x 4.0

52 78+318 Shiravali Non-forest 5 x 4.0

53 79+570 Morbe Non-forest 6 x 4.0

Source: DPR Prepared by ICT Pvt. Ltd. & Wildlife Conservation Plan






Page - 225

Land Bridge / Animal Overpass: 2 land bridges / animal overpasses have been

proposed at the following locations:


Design Chainage Size (m) Village Type of Land

From To

8+260 8+290 82 x 30 Adane Non-forest

14+050 14+080 82 x 30 Nimbvali Forest

Source: DPR Prepared by ICT Pvt. Ltd. & Wildlife Conservation Plan

Small Vehicular / Animal Underpasses: Apart from dedicated animal crossing, 33

numbers of small vehicular / animal underpasses has been proposed along the

expressway. Size of the structure is 7 m x 4 m (Table 4-24).

Table 4-24 Chainage & Village wise Location of Small Vehicular / Animal Underpasses


1. 0+340 Khardi Forest 7 x 4

2. 5+440 Bhatane Non-forest 7 x 4

3. 14+260 Nimbvali Non-forest 7 x 4

4. 16+630 Kelthan Forest 7 x 4

5. 19+370 Akloli Non-forest 7 x 4

6. 20+700 Akloli Forest 7 x 4

7. 22+740 Ghotgaon Non-forest 7 x 4

8. 23+660 Ghotgaon Non-forest 7 x 4

9. 28+720 Nandithane Non-forest 7 x 4

10. 29+300 Nandithane Non-forest 7 x 4

11. 30+780 Supegaon Non-forest 7 x 4

12. 31+690 Supegaon Forest 7 x 4

13. 33+510 Pundas Forest 7 x 4

14. 34+400 Pundas Non-forest 7 x 4

15. 41+050 Kuske Non-forest 7 x 4

16. 43+300 Amane Non-forest 7 x 4

17. 45+935 Konderi Non-forest 7 x 4

18. 46+635 Sangode Non-forest 7 x 4

19. 48+360 Balyani Non-forest 7 x 4

20. 49+198 Umbharani Non-forest 7 x 4

21. 49+600 Nandap Non-forest 7 x 4

22. 51+725 Rayate Non-forest 7 x 4

23. 55+780 Vaholi Tarf Bahe Non-forest 7 x 4

24. 56+755 Apti Tarfe Bahe Non-forest 7 x 4

25. 58+075 Apti Tarfe Bahe Forest 7 x 4






Page - 226


26. 62+500 Yeranjad Non-forest 7 x 4

27. 69+250 Joveli Non-forest 7 x 4

28. 77+900 Shiravali Non-forest 7 x 4

29. 78+591 Shiravali Non-forest 7 x 4

30. 79+200 Ambe Tarf Taloje Non-forest 7 x 4

In additional to above, 3 small vehicular / cattle underpasses have been proposed on

interchange cross road


Civil Cost of Wildlife Mitigation Measures: Cost of construction of the animal

overpass, dedicated animal crossing and Small Vehicular / Animal Underpasses is Rs.

173.39 Crore, (Table 4-25) which is part of mitigation cost.


Sl. No. Description Unit Unit Cost

(in Cr.) Total

(in Cr.)

1 Animal overpass 2 no. 11.025 22.05

2 Dedicated Animal Crossing 53 no. 1.66 87.98

3 Small Vehicular / Animal Underpasses 33 no. 1.92 63.36

Total Amount in Crore 173.39

Note: Animal Overpass has been included based on the recommendation of APCCF (Wildlife), Mumbai

durimg the presentation held on 22.07.2021 at Mumbai

Monitoring of animal crossing along the expressway should be done during

operation stage. Incidences of wildlife injuries / kill while crossing expressway to be

documented, if any.

Fencing / wall has been proposed along the ROW boundary of the entire

expressway.

Protection of avenue plantation for 5 years and maintenance of 90% survival rate

will support avifauna in future.

Compensatory Afforestation by the Forest Department include 10 years plan and

implemented by Forest Department, will enhance the wildlife habitat.

Immediate cleaning up of oil spills, fuel and toxic chemicals in the event of accidents

shall be dealt as per the contingency / emergency plan.

Contingency plan to be followed immediately in case of oil spills / chemical spill etc.

Above mentioned mitigation measures and awareness among the people shall

facilitate the wildlife movement however the loss of habitat shall be irreversible and

the fauna will be stressed and further at risk due to the proposed project.






Page - 227

4.8 PROTECTED AREA


The proposed VME-SPUR does not pass through any National Park, Wildlife

Sanctuary, Conservation Reserve and Community Reserve. The proposed

alignment of VME-SPUR is neither fragmenting nor diverting land of the

Tungareshwar Wildlife Sanctuary. The nearest distance of Tungareshwar Wildlife

Sanctuary from proposed VME-SPUR is 0.619 km. near the start point and nearest

distance of the notified ESZ boundary of the Sanctuary is 0.275 km. Hence, there

will be no direct impact on Tungareshwar Wildlife Sanctuary.


locations i.e. from Km 71.532 to 75.426 (buffer & ESZ) and from km 77.115 to km

77.691 (online buffer zone). To preserve ecology of the Matheran, 4.160 km long

tunnel is proposed in this section which will go under the Matheran Eco-Sensitive

Zone. The start point of the tunnel is at km 71.520 (before buffer zone) and end

point of the tunnel is at km 75.680 (after buffer zone).

The construction work will involve influx of labours in the area. Movement of man

and construction machinery will produce noise and frighten away birds and wildlife

dwelling in the vicinity. Incidences of human and wildlife conflicts will be more and

may cause loss of life / injury to wildlife or persons at construction site.

Use of community water resources by labour force.

Dumping of waste will degrade the surrounding area.

Discharge of waste generated from construction camps into nearby water bodies


Monitoring of wild animals should be done during construction phase and any

incidence of sighting should be immediately reported to Forest Department. Watch

tower may be installed in consultation with the Forest Department, if required during

construction phase.

Felling of trees on the Forest or Government or revenue or private lands shall be

done after obtaining permission from competent authority.

Mining of minor minerals, stone quarrying and crushing units shall be prohibited

within the 1 km boundary of the protected areas.

Open fire will not be permitted at construction site. Dos and Don‟ts at the work place

shall be displayed such as no smoking, waste disposal, personal protective

equipment, etc.

The construction and demolition waste management shall be carried out as per the

provisions of the Construction and Demolition Waste Management Rules, 2016

published by the Government of India in the Ministry of Environment, Forest and

Climate Change vide notification number G.S.R. 317(E), dated the 29th March, 2016,

as amended from time to time

Mitigation measures recommended by the Chief Wildlife Warden, Govt. of






Page - 228

Maharashtra as well as during Environment & CRZ Clearance and Forest Clearance

shall be complied with by the Project Proponent. Monitoring and progress report of

implementation of EMP and recommendations by various authorities shall be

submitted concerned authorities as per the schedule.


Though, roads are the vital features of human development, they pose severe threat to

forest and wildlife. The major impacts on animal population include road-kills, limiting

population, road avoidance causing modification of movement pattern etc. During

operation phase the impact will be due to traffic movement.

Collision of wild animals with traffic causing injuries and mortality

Emission from vehicles will impact the Air Quality.

Honking and Traffic noise will cause disturbance behavioral change in wild animals.

Leakages and spills from vehicle will pollute the land and water bodies

Solid waste disposal by travellers


Monitoring of Wildlife movement and identify accident prone areas or hot spots for

wildlife kill. Fencing has been proposed along the ROW boundary of the entire

expressway.

Boards depicting wildlife awareness instructions and cautions should be placed near

forest areas and at start and end point of the expressway.

Animal feeding along the expressway will not be permitted and clearly conveyed

through sign boards.

Recommendations provided during EC shall be strictly adhered to and monitored by

the concerned authorities.

Measure for pollution control and waste management provided in the concerned

sections. Speedy cleaning up of oil spills, fuel and toxic chemicals in the event of

accidents shall be dealt as per the contingency / emergency plan.

Structures (bridges, culverts, underpasses) to be maintained to facilitate movement

of wildlife.

Maintenance of plantation, implementation of CA activities and EC & FC compliance

will facilitate in amelioration of environmental parameters.






Page - 229

4.9 SOLID WASTE MANAGEMENT

Domestic Waste

Description Total Occupancy Per Capita Generation

(Kg/day)

Total Solid waste

generated (Kg/day)

Workers 600 0.500 300

Total solid waste generated from 3 construction camps

during the construction period of 24 months 162 Ton

Total solid waste generated from construction camp of Package

XVII during the construction period of 36 months 81 Ton

Total solid waste generated during construction period 243 Ton

Approx. 300 kg/day domestic waste will be generated by the construction workers in all

the packages, out of which biodegradable waste is estimated to be 120 kg/day and

remaining 180 kg/day is non-biodegradable waste. There will be “Refuse Containers” at

site for the management of domestic waste generated by the construction labourers and

these containers shall be emptied at least once daily and will be disposed of as per

Solid Waste Management Rules, 2016.

Construction waste

Project Component

Quantity of debris

generated from

excavation

Estimated quantity of

debris proposed to be utilized in

GSB

Estimated quantity of

debris proposed to be utilized in

filling

Total quantity of debris

proposed to be utilized

Net quantity of debris

proposed for disposal

Cum Cum Cum Cum Cum

Road works 2878295 0 2878295 2878295 Nil

Tunnel 1813504 825618 987886 1813504 Nil

Total 4691799 825618 3866181 4691799 Nil

The excavated material from the roadway and tunneling shall be used in ordinary filling

and as Granular Sub Base. Reuse of the construction debris shall be examined to the

maximum extent based on its material suitability during the construction phase. As

estimated in the table above, the proposed expressway utilizes the entire quantity of the

debris generated but balance cut material, if any due to material unsuitability, shall be

disposed off according to the Construction and Demolition Waste Management Rules,

2016 and in consultation with the Local Authority.

As the proposed project is a Greenfield expressway, the construction debris generated

due to dismantling will be lesser and the dismantled waste generated due to demolition

of the structures within the RoW, existing road like cross roads, etc. will be suitably

reused in the proposed construction, subject to the suitability of the materials and

approval of the Authority / Independent Engineer as follows:






Page - 230

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, if any

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.

Impact:

Waste generated during construction may impact soil, agriculture and water quality

Waste generated from workers‟ camps may impact surface and ground water quality

and agriculture

Problems could arise from dumping of construction spoils (Concrete, bricks), waste

materials (from contractor camps) etc. causing surface and ground water pollution. The

other construction material such as steel, bricks, etc. will be housed in a fenced yard.

The balance material from these yards will be removed for use/disposal. Mitigation

measures include careful planning, cleaning redressing, landscaping and re-vegetation.

Inorganic solid waste generated during the construction phase like waste concrete, and

mortar, left over aggregate and debris etc. shall be recycled for use in the base layers of

paved area i.e. parking pavement. Municipal waste from labor camps can lead to land

pollution. Therefore adequate mitigation measures shall be developed to negate the

overall impact of waste disposal during construction phase.


Contamination of Soil

Reuse of construction waste: Construction waste will be reused in the construction

to the extent possible.

Unutilized debris/ spoils or other material unsuitable for reuse shall be disposed off

through filling up of borrow areas located in wasteland or at approved disposal

locations protected by berms

Storage of construction material in accordance with the IRC norms.

Avoiding work during periods of heavy rainfall.

Conservation of topsoil for reuse in planting pits and rehabilitation of borrow areas,

sodding /grass turfing and implementation of soil erosion control plan.

Disposal of domestic waste from Labour camps as per SWM Rules, 2016

Degradation of Water quality

Use of sediment traps, silt fencing, sodding / grass turfing etc. for minimization of

soil movement;

The campsites will be provided with proper drainage and connected to local disposal

system.

No solid waste will be dumped near the water bodies or rivers.

Garbage bins will be provided in the camps and ensured that these are regularly

emptied and disposed off in a hygienic manner as per SWM Rules, 2016

Vehicle maintenance will be carried out in a confined area, away from water






Page - 231

sources, and it will be ensured that used oil or lubricants are not disposed to

watercourses.

Construction laborers` camps shall be located away from the habitation and from

major water bodies.

Health Problem to workers

Construction camp will be organized in a planned manner. Workers shall be

provided proper sanitation facilities including toilets.

There will be “Refuse Containers” at site for the management of domestic waste

generated by the construction labourers and these containers shall be emptied at

least once daily and will be disposed of as per SWM Rules, 2016.

Wastes shall be collected, stored and taken to approve disposal sites in consultation

with local authorities.

4.10 EMPLOYMENT & TRADING OPPORTUNITIES

It is estimated that a substantial construction personnel including skilled, semi-skilled

and unskilled labourers employed by various contractors will work at site during the

peak period of construction phase. Since most of sizeable labour force will be drawn

from neighbourhood, no change in demographic profile is anticipated. Only for a few

skilled personnel, brought to site from outside the locality, proper housing/

accommodation would be provided in the construction camps. Due to employment

opportunities, some competition for workers during construction phase is therefore

anticipated.

The construction materials like stone chips and sand will be procured locally from

identified quarry sites. The other important materials like cement, steel will be procured

through various local sources. Thus there is a possibility of generation of local trading

opportunities, though temporary.


Most of the unskilled construction labourers will be recruited from the local areas to

create some employment opportunities and sense of wellbeing among local people.

This will also reduce social tension of migration.

Some of the construction materials like stone chips & sand will be procured locally.

Thus there is a possibility of generation of local trading opportunities, though

temporary.

4.11 CONSTRUCTION CAMP

Impacts:

Influx of construction work-force & supplier who are likely to construct temporary

tents in the vicinity






Page - 232

Likely sanitation & health hazards & other impacts on the surrounding environment

due to inflow of construction labourers

Generation of solid and liquid waste from construction camp


Temporary construction camps at designated & demarcated sites with adequate

sanitation, drinking water supply & primary health facilities.

Proper accommodation will be provided in the locality for the migrant construction

engineers & officers.

It will be ensured that the contractor's workers are provided with adequate

amenities, health & sanitation facilities in the camp by the contractor. Guidelines for

Siting and Layout of Construction Camp is given in Annex-9.2

It is recommended to install Packaged Wastewater Treatment Plant in the

construction camp. Guideline for the same is given in Annex-9.7

A comprehensive waste management plan shall be prepared by the contractor prior

to initiation of any works. Guideline for preparation of Comprehensive Waste

Management Plan is given in Annex-9.9.

4.12 OCCUPATIONAL HEALTH & SAFETY

Impacts:

Health & safety related problems to construction workers due to inadequate health &

safety measures


Adequate safety measures complying with the occupational safety manuals will be

adopted by the contractor to prevent accidents/hazards to the construction workers

A road safety, traffic management and accident management plan is to be prepared

by the Contractor prior to the start of the construction activity

Periodic health check-up of construction workers will be done by the contractor

Personal protective equipment will be provided to the construction workers (Annex-

9.11)

4.13 ROAD SAFETY


Impacts:

Increase on incidence of accidents due to disruptions caused in existing traffic

movements






Page - 233


The proposed project is a greenfield alignment and there is no normal operating

traffic as in the case of existing highways. Therefore, there is no specific standard

requirement for traffic management plan during construction phase. It is normally the

construction vehicles, which will be plying on temporary roads for the constriction

works. Wherever the proposed expressway is crossing any existing road, during

construction phase, the Contractor shall provide and maintain a passage for traffic

either along a part of the proposed RoW or along a temporary diversion constructed

close to the crossing. The Contractor shall take prior approval of the Authority

Engineer (AE) regarding traffic arrangements during construction. Guideline for

Preparing of Traffic Management Plan is given in Annex-9.10.

Reduction of speed through construction zones


Impacts:

Impacts on human health due to accidents

Damage of expressway due to wear & tear


To improve the safety of such high speed corridor, Thrie beam metal crash barriers

shall be provided in entire length on both sides of each main carriageway (i.e. on

median and on earthen shoulder of both carriageway), Loops and Ramps excluding

stretches covered by bridges and RE wall structures, where concrete barriers to be

provided.

In addition to safety barrier, safety features like road marking, traffic sign, boundary

stones, kilometer stones and hectometer stones, pavement marking and lighting has

been proposed. Advanced Traffic Management System (ATMS) for entire

expressway have been proposed to facilitate the road users, which will include

mobile communication system, meteorological data system, automatic traffic counter

and vehicle classification, video surveillance system, video incident detection

system. To improve antiglare, hedge plantation on median have been proposed.

The engineering design of the expressway has also considered IRC codal provisions

related to road safety such as:

IRC: SP: 32-1988 Road Safety for Children

IRC: SP: 44-1994 Highway Safety Code

IRC: SP: 55-2001 Guidelines for Safety in Construction Zones

IRC:119:2015 Guidelines for Traffic Safety Barriers\






Page - 234

4.14 MIGRATION

From the view point of employment of migrant skilled workers the project is small.

Therefore no social tension is expected due to very small number migrant skilled

workers. As the construction phase has a very short time span in comparison to the

operation phase, it would not have any long term effect. Moreover the different groups

of people engaged in different construction activities will leave the place after specified

time span.

4.15 POSITIVE & BENEFICIAL IMPACTS


Employment opportunities due to recruitment of local labourers

Trading opportunities due to procurement of some construction materials locally

Clean up operations, landscaping and plantations


Increase in traffic & transportation activities due to faster accessibility

Time saving due to faster movement of traffic

Fuel saving due to faster movement of traffic

Reduction of number of accidents

Reduction of vehicle operating cost

Better facilities to road users





Chapter-5 : Analysis of Alternatives Revision: R1

Page - 235

CHAPTER-5: ANALYSIS OF ALTERNATIVES

5.1 INTRODUCTION

A Comprehensive Transportation Study for the Mumbai Metropolitan Region (MMR) has

been done in 2008-2009 by the Mumbai Metropolitan Region Development Authority

(MMRDA). In this study the future road network for the MMR has been suggested as

shown in Figure 5.1. This network envisages construction of a link from NH4 to NH8 to

freeway standards. The main objective of the proposed SPUR of VME is to take the

through traffic of VME to JNPT and further southward so that it does not enter Mumbai.

A Comprehensive Transportation Study for the Mumbai Metropolitan Region has been

done in 2008-2009 by the MMRDA. The alignment options studied for VME & SPUR

follow the links identified in the MMRDA study and has been modified to suit site

conditions.

5.2 ALTERNATIVE ALIGNMENTS

The Consultants have studied six alternative alignments for the connection to JNPT

and Mumbai Pune Expressway. The alignments are depicted in the Figure 5.2. Since

the section between Mumbai Pune expressway and NH4B (node 10-14) is common to

all alternatives, this section has not been considered for comparison purposes. The

features, merits and demerits of these alternative alignments are described below:

Alternative -1 (Node No. 1-2-3-6-8-9-10)

The alignment takes off from km 27.00 (Zero at Mumbai end) on the proposed

Vadodara Mumbai Expressway (VME) and connects to Mumbai Pune expressway

(about 5km from the NH4 junction) and is 73 km long. It has 6 major bridges and 33

minor bridges. There will be 15 pedestrian and 12 vehicular underpasses, 3 ROBs, 3

flyovers and 4 interchanges. The civil cost is approx. Rs. 2,252.60 Crores.

Merits:

a) The alignment connects straight to Mumbai Pune (MP) Expressway and thus gives

direct expressway to expressway connectivity.

b) Though the alignment is about 5kms longer than ALT2 in terms of travel distance

between node 1 and 10 (73.00 km) but it is advantageous in that it connects directly

to MP Expressway while in ALT2 the section of NH4 between node 7 and 13 is

congested and passes through thickly populated urban area and will need to be

upgraded to expressway standards. Since the Mumbai-Pune Expressway is already

in operation, there is no development cost of 5km, upto node 10.

c) It traverses close to Mumbai Metropolitan region and therefore will pick-up more

traffic as the interchange on NH3 will be closer to the area.

d) Near Node 1 the traffic from NH8 bound for JNPT and vice versa will get on/off the

expressway before/after the congested Vasai- Virar region.






Page - 236

Figure 5.1





Page - 237

Final Approved Alignment of SPUR

(Node No. 1–2–4–11–12–9–10–14)

Figure 5-2 Various Alternative Alignments of Proposed SPUR of Vadodara – Mumbai Expressway






Page - 238

Demerits:

a) The alignment traverses through reserved forest for a length of about 5 km.

b) The alignment passes through marshy land with mangroves in about 6 km length

and shall have severe impacts on mangrove.

c) As the alignment is closer to suburbs of Mumbai, there are major resettlement and

rehabilitation issues along the alignment and the land cost is very high.


The alignment takes off from km 27.00 on the proposed VME and connects to NH4 at

km 110.00 which is 5 km short of start of Mumbai Pune Expressway and is 68 km long.

It has 6 major bridges and 27 minor bridges. There will be 14 pedestrian and 10

vehicular underpasses, 3 ROBs, 2 flyovers and 4 interchanges. Besides on NH-4 there

will 3 flyovers and 3 level interchange at Mumbai-Pune Expressway. The civil cost is

approx. Rs. 2,173.74 Crores.

Merits:

a) The alignment is the shortest in terms of the travel distance from node 1 to node 10

(68.00 km). Therefore it will have the least vehicle operating costs for travel between

node 1 and node 10.

b) It traverses close to Mumbai Metropolitan region and therefore will pick-up more

traffic as the interchange on NH-3 will be closer to the area.

c) Near Node 1 the traffic from NH-8 bound for JNPT and vice versa will get on/off the

expressway before/after the congested Vasai-Virar region.

Demerits:

a) The alignment traverses through reserved forest for a length of about 6 km.

b) The alignment passes through about 6 km of marshy land with mangroves and

shall have severe impacts on mangrove.

c) The alignment ends at NH4 at km 110.00 and is about 4.75 km from the exiting

junction of Mumbai Pune (MP) and NH4 junction. This section of NH4 will need to be

upgraded to expressway standards and will involve 3 flyovers and a three level

interchange with MP expressway.

d) As the alignment is closer to suburbs of Mumbai, there are major resettlement and


Alternative -3 (Node No. 5-3-6-7-13-10)

The alignment takes off from km 10.00 near Juchandra (zero at Mumbai end) on the

proposed VME and connects to NH-4 at km 110.00 and having a total length of 73.3 km.

It has 5 major bridges and 28 minor bridges. There will be 12 pedestrian and 15

vehicular underpasses, 3 ROBs, 3 flyovers and 4 interchanges. The civil cost is approx.

Rs. 1,986.20 Crores.






Page - 239

Merits:

a) The alignment is shortest in terms of construction length and has the least cost.



c) Since the start point is closer to Vasai-Virar and Ghodbandar area so it can pick the

traffic from these locations.

Demerits:

a) The alignment traverses through Tungareshwar Wildlife Sanctuary for a length of

about 2.56 km

b) The alignment traverses through reserved forest for a length of about 5 km.

c) The alignment passes through marshy land with mangroves in about 6 km length

and shall have severe impacts on mangrove

d) The alignment ends at NH4 at km 110.00 and is about 4.75 km from the exiting

junction of Mumbai Pune (MP) and NH4. This section of NH4 will need to be

upgraded to expressway standards and will involve 3 flyovers and a three level

interchange with MP expressway.

e) As the alignment is closer to suburbs of Mumbai, there are major resettlement and


f) Since the start point of the alignment is far from node1 the NH8 traffic bound for

JNPT or MP expressway will have to travel 17km on NH8 before accessing the

expressway. Travel distance from node 1 to 10 will be 73.30 km.

Alternative -4 (Node No. 5-3-6-8-9-10)

The alignment takes off from km 10.00 on the proposed VME and connects to Mumbai

Pune expressway (about 5km from the NH4 junction) is 60.00 km long. Total length of

the alignment is 77.7 km. It has 5 major bridges and 34 minor bridges. There will be 13

pedestrian and 14 vehicular underpasses, 3 ROBs, 3 flyovers and 4 interchanges. The

civil cost is approx. Rs. 2,017.80 Crores.

Merits:

a) The alignment connects straight to MP expressway and thus gives direct

expressway to expressway connectivity.



c) The start point is closer to Vasai-Virar and Ghodbandar area so it can pick the traffic

from these locations.

Demerits:

a) The alignment traverses through Tungareshwar Wildlife Sanctuary for a length of

about 2.56 km

b) The alignment traverses through reserved forest for a length of about 6 km.






Page - 240

c) The alignment passes through marshy land with mangroves in about 6 km

length and shall have severe impacts on mangrove.

d) As the alignment is closer to suburbs of Mumbai, the land cost will be more

e) Since the start point of the alignment is far from node1 the NH8 traffic bound for

JNPT or MP expressway will have to travel 17km on NH8 before accessing the

expressway. The travel distance will be 77.7 km.



Pune expressway (about 5km from the NH4 junction) and is 90.2 km long. It has 11

major bridges and 20 minor bridges. There will be 27 pedestrian and 13 vehicular

underpasses, 2 ROBs, 3 flyovers and 4 interchanges. The civil cost is approx. Rs.

2,362.00 Crores.

Merits:

f) The alignment largely avoids dense reserved forest and traverses at the fringe of

reserved forest for a length of about 2.27 km.

a) The alignment completely avoids marshy areas with mangroves and shall have

no impacts on mangrove.

b) The alignment traverses through mostly rural area and so the land cost will be less.

c) The expressway is largely passing through less developed area and will lead to the

growth of the influence area.

Demerits:

a) Alignment is longest of all the alternatives and so will have the highest vehicle

operating cost.

b) The cost of construction is higher than the above 4 alternatives.

c) The major disadvantage of this alternative is that, between node 11 and 8 the

alignment passes through Ambernath MIDC area for a length of about 6 km

where the acquisition of land will be opposed by stake holders and the cost

will be very high.



Pune Expressway (about 5km from the NH4 junction) and is 88.10 km long. It has 11

major bridges and 20 minor bridges. There will be 27 pedestrian and 13 vehicular

underpasses, 2 ROBs, 3 flyovers and 4 interchanges. Between node 12 and 9 the

alignment passes through hilly terrain and will require construction of about 4.0km long

tunnel. The civil cost is approx. Rs. 2,746.29 Crores.






Page - 241

Merits:

a) The alignment largely avoids dense reserved forest and traverses at the fringe of

reserved forest for a length of about 2.27 km up to node 11.

b) Between node 11 to 9, the alignment passes through reserved forest for a length of

about 4.04 km in the Matheran Eco-sensitive Area

c) The alignment completely avoids marshy areas with mangroves and shall have

no impacts on mangrove.

d) The alignment traverses through mostly rural area and so the social impact is

minimal and the land cost will be less.

e) The expressway is largely passing through less developed area and will lead to the

growth of the influence area

Demerits:

a) The alignment passes through the Matheran Eco-sensitive Area and to protect the

ecology of the Matheran, 4.0 km long tunnel is to be constructed in this section.

b) The alignment traverses at the periphery of MMR and is likely to attract less traffic

as compared to other alternatives

c) Alignment is second longest of all the alternatives and so will have the higher

vehicle operating cost as compared to the other shorter four alternatives

d) The cost of construction is highest of all the alternatives and will involve

construction of a tunnel.

Traffic estimates in various alternatives: The traffic estimates for the six alternative

alignments are presented in Table 5.1. It can be seen from this table the SPUR gets

maximum traffic in alternative 2 i.e. with direct connectivity to NH-4.

Table 5.1 Traffic Estimates for various Alternative Alignments of SPUR

Section Year 2015 Traffic in PCU

Alt-1 Alt-2 Alt-3 Alt-4 Alt-5 Alt-6

VM Expressway - NH 3 59,104 63,197 63,222 50,578 39,000 39,000

NH 3 - SH 40 57,474 59,313 59,242 47,394 37,000 37,000

SH 40 - MP Expressway 39,710 -- -- -- 36,000 36,000

SH 40 - Taloja -- 56,982 56,973 45,578 -- --

Taloja - Kalamboli -- 68,302 68,294 54,635 -- --

Cost: The cost of various alternatives is given in Table 5.2.

Table 5.2 Cost of various Alternative Alignments of SPUR

Alternative Options Length

(km) Civil Cost

(Rs. Crore) Remarks

Alternative-1 (1-2-3-6-8-9-10) 73.0 2252.60 Including 6 km of marshy land

Alternative-2 (1-2-3-6-7-13-10) 68.0 2173.74 Including 5 km length of NH-4 improvement to expressway and cost thru 6 km of marshy land

Alternative-3 (5-3-6-7-13-10) 73.3 1986.20 Including 5 km length of NH-4 improvement to expressway and






Page - 242

cost thru 6 km of marshy land

Alternative-4 (5-3-6-8-9-10) 77.7 2017.80 Including 6 km of marshy land

Alternative-5 (1-2-4-11-8-9-10) 90.2 3511.00 Including 6 km of elevated in MIDC and Ambarnath Area

Alternative-6 (1-2-4-11-12-9-10) 88.1 2946.29 Including 4.0 km long Tunnel

Note: Length of Node 10 to 14 is 4.0 km, which is common for all alternatives

5.2.1 Compression of Various Alternative Alignments of SPUR

A comparative statement of the various alternate alignments of SPUR is presented in

Table 5.3.

Table-5.3 Comparison of Various Alternative Alignments

Parameters / Factors Alt-1 Alt-2 Alt-3 Alt-4 Alt-5 Alt-6

Length (Km) 73.0 68.0 73.3 77.7 90.2 88.1

Proposed RoW (m) 120 120 120 120 120 120

Land Acquisition (ha) 876 816 879.6 932.4 1082.4 1057.2

Length within Wildlife Sanctuary 0.0 0.0 2.65 2.65 0.0 0.0

Length of Reserved Forest (km) 5.0 6.0 5.0 6.0 2.27 6.31

Marshy land with Mangrove 6.0 6.0 6.0 6.0 0.0 0.0

Land Use Urban/ Semi Urban/ industrial /Rural/ forest

Agricultural/ forest/ rural/

industrial

Agricultural/ forest/ rural

Social Impact Land acquisition may not feasible due to thick built up

Cultivation/ forest land acquisition

Approx. Civil Cost (Rs. Crore) 2252.60 2173.74 1986.20 2017.80 3511.00 2946.29

Opening year Traffic (PCU) 52,096 61,948 61,933 49,546 37,000 37,000

Source: Analysis carried out by ICT Pvt. Ltd. in 2010

It may be concluded from the above discussion that the inner alternative alignments i.e.

alternative 1 to 4 have shorter length, lesser cost and are expected to attract more

traffic due to proximity to the city of Mumbai. However these alignments are likely to

have severe environmental and social impact, which will result in opposition from the

stake holders. Further, alternative 3 & 4 is passing through Tungareshwar Wildlife

Sanctuary. Therefore, this will out-weigh all the merits of these alternatives.

The outer alternative alignment i.e. alternative 5 is the longest alternative and shall

attract relatively less traffic but comparatively less environmental impact. However,

the major disadvantage of this alternative is that, between node 11 and 8 the alignment

passes through Ambernath MIDC area for a length of about 6 km. land acquisition in

this industrial as well as urban areas will attract large scale social unrest. Development

along MIDC road needs to relocation of water supply system. Since it is industrial area,

land acquisition cost will also be on higher side. Considering these facts and to avoid

social unrest, alternative 5 is not recommended.






Page - 243

The outer alternative alignment i.e. alternative 6 is the second longest of all the

alternatives and shall attract relatively less traffic but comparatively less environmental

and social impacts. Though alternative 6 is passing through Matheran Eco Sensitive

Zone, there is provision of tunnel of about 4.160 km in this section which will preserve

the ecological environment as well as save reserved forest of about 4 Km stretch.

Further, there is no major hurdle for land acquisition. Therefore these alignments are

the routes of least resistance from stake holders.

5.2.2 Selection of the Final Alignment

The various alternate alignments were presented to NHAI Officials and it was desired

that the SPUR alignment should be synergized with the other developments being

envisaged in the Mumbai Metropolitan Region (MMR) by the Government of

Maharashtra.

Subsequently on 9th April 2010 a presentation of the alignment of the expressway and

the SPUR was made to the Chief Secretary, Government of Maharashtra in which

senior officials of the NHAI, MoRTH, State PWD, State Revenue and Forest

Department, City and Industrial Development Corporation (CIDCO) and the Mumbai

Metropolitan Region Development Authority (MMRDA) were present. In the

presentation, the SPUR to JNPT was approved in principle. The Chief Secretary

appointed a committee under the Chairmanship of Divisional Commissioner Konkan

Region to look into the selection of the alignment. The other members of the committee

included CGM NHAI; Chief Engineer (NH) PWD; Chief Conservator of Forest, Thane;

Chief Engineer MMRDA; Collector Thane; Additional Chief Transportation Engineer,

CIDCO and Additional Collector (Tribal), Jawhar, Thane. The committee held 5

meetings between April 2010 to August 2010 after joint site visit and the final report of

the committee was submitted to Chief Secretary on November 2010.

Considering technical aspects brought out from the visit made by the NHAI, Forest

Department. PWD and CIDCO and taking into account the merits of the outer

alignments, as explained in the above Paras, the Committee recommends the outer

alignment (Node No. 1-2-4-11-12-9-10-14) of SPUR of the main Vadodara Mumbai

Expressway in Maharashtra.

The Government of Maharashtra accepted the recommendations of the committee. A

formal approval of the alignment was communicated by the Government of Maharashtra

vide their letter NHP2010/CR81/ NH1 dated 3 Feb 2011 addressed to Chairman NHAI

(Annex 5.1).






Page - 244

5.3 “WITH” AND “WITHOUT” PROJECT SCENARIO

The positive and negative aspects of “With” and “Without” project scenario is presented

Table 5-4.

Table 5-4 “With” and “Without” Project Scenario

With Project Without Project

Impacts Impacts

Positive Negatives Positive Negative

The VME-SPUR will act as a

bypass to Mumbai Metropolitan

Region (MMR) and will thus

facilitate decongestion of MMR

with faster movement of traffic to

and from JNPT and further south

to Pune

The SPUR will also connect the

proposed expressway to major

traffic generators like JNPT and

to Mumbai – Pune expressway

The expressway and the spur

are expected to reduce the travel

time between Vadodara and

Mumbai/JNPT by 2-3 hours

The expressway along with

SPUR will provide connectivity to

Dahej Port and Jawahar Lal

Nehru Port (JNPT) thus

facilitating imports and exports

from these two ports

Reduction in accident rate and

VOC

Reduction in travel and

transportation costs

Enhancement / Protection of

Community property

Improvement in ecology through

compensatory afforestation and

avenue plantation in long run

Enhanced trade and

commerce.

The dust clouds associated with

vehicles movement on existing

highways will be reduced

Improved riding quality and

smooth traffic flow.

Increased access to industrial

cities like Ankleshwar, Mumbai,

Vadodara etc.

New employment opportunities

Employment to local workers

during the Construction Phase

Permanent

changes in land

use pattern

Loss of few

properties and

livelihood

Impact on

vegetation

Diversion of forest

land

Short-term

reversible impact

on air quality &

noise level

Possibility of short-

term reversible

impact on surface

water bodies

Nil

average journey speed 50-60

km/hour - increase in travel time

Increase in fuel consumptions

Vehicle Damage Factor (VDF) on

NH8 varies from 2.04 to 5.86 for

2 axle vehicles and 19.48 to

25.69 for 6 axle vehicles

Increased Vehicle Operation

Cost (VOC)

NH-48 (old NH-8) already

reached the capacity volume of 6

lane in the year 2015,

Increase in dust pollution &

vehicular emission

Increase in accident rate

Overall economy of the State will

be affected.

Reduced employment/ economic

opportunities

Arrest of possible significant

enhancement and economic

development of the region

In absence of the project, it will

be difficult for the state to finance

such a massive improvement of

the road infrastructure from its

own resources.






Page - 245

With Project Without Project

Impacts Impacts

Positive Negatives Positive Negative

Better access to health care

centers and other social services

Improved quality of life

Strengthening of local

economies and local industries.

By looking at the comparison it can be concluded that “With” project scenario, with

positive & negative impacts will enhance social & economic development of the region

and improve the surrounding environment in long run, while the “Without” project

scenario will further deteriorate the existing environment and quality of life.





Chapter-6 : Environmental Monitoring Program Revision: R1

Page - 246

CHAPTER-6: ENVIRONMENTAL MONITORING PROGRAM

6.1 INTRODUCTION

The purpose of the environmental monitoring program 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. The broad objectives are:

to evaluate the performance of mitigation measures proposed

to evaluate the adequacy of Environmental Impact Assessment

to suggest improvements in management plan, if required

to enhance environmental quality

to satisfy the legal and community obligations

6.2 PERFORMANCE INDICATORS

The Performance Indicators shall be evaluated under three heads as follows:

a) Environmental condition indicators to determine efficiency of environmental

management measures in control of air, water, noise and soil pollution.

b) Environmental management indicators to determine compliance with the suggested

environmental management measures

c) Operational performance indicators that have been devised to determine efficiency

and utility of the proposed mitigation measures

The Performance Indicators and monitoring plans prepared for the project are presented

in Table 6-1.

Table 6-1 Performance Indicators

S.N. Description of the Component Indicators Stage Monitoring Responsibility

1. Location of construction camps have to be identified and parameters indicative of environment in the area has to be reported.

Construction camp

Pre-construction

Contractor

2. Location of borrow areas have to be finalized and parameters indicative of environment in the area has to be reported.

Borrow areas Pre-construction

Contractor

3. Location of Quarry and Stone Crusher sites have to be finalized and parameters indicative of environment in the area has to be reported.

Quarry and Stone

Crusher sites

Pre-construction

Contractor

4. Locations for Debris Disposal Site have to be identified and parameters indicative of environment in the area has to be reported.

Debris Disposal Site

Pre-construction

Contractor

5. Progress of tree removal marked for cutting is to be reported

Site clearing

Pre-construction

Contractor

6. The parameters to be monitored as per frequency, duration & locations of monitoring specified in the Environmental Monitoring

Air quality Construction Contractor through NABL approved monitoring agency






Page - 247

S.N. Description of the Component Indicators Stage Monitoring Responsibility

Program prepared (Refer Table 6-2 below) Noise level Construction Contractor through NABL approved monitoring agency

Ground Water quality

Construction Contractor through NABL approved monitoring agency

Surface Water quality

Construction Contractor through NABL approved monitoring agency

Soil quality Construction Contractor through NABL approved monitoring agency

7. Progress of measures suggested as part of the strategy is to be reported

Tree plantation

Construction Contractor

8. Contractor shall report implementation of the measures suggested for topsoil conservation to Sr. Environmental Specialist of Authority / Independent Engineer

Top Soil Conservation


9. Contractor shall report implementation of the measures suggested for slope stabilization and sediment control to Sr. Environmental Specialist of AE / IE

Slope Stabilization

and Sediment Control


10. Contractor shall report implementation of the measures suggested for waste management to Sr. Environmental Specialist of AE / IE

Waste Management

Plan


11. Contractor shall report implementation of the guideline to ensure worker’s safety during construction to Sr. Environmental Specialist of AE / IE

Worker’s Safety during Construction


12. The number of trees surviving during each visit will be compared with the number of saplings planted

Survival rates of trees

Operation Sr. Environmental Specialist of AE / IE up to construction period, and then Environmental Cell of Project Implementation Unit (PIU) / NHAI over a period of 5 years

13. Sr. Environmental Specialist of AE / IE and NHAI (PIU) will undertake joint site visit with the Contractor to determine whether the Borrow areas, Quarry areas, Debris disposal site have been rehabilitated in line with Guidelines

Rehabilitation of Borrow areas, Quarry area, Debris Disposal site

Operation Sr. Environmental Specialist of AE / IE and PIU / NHAI

14. The PIU will visit sensitive locations along with the environmental monitoring agency (responsible for monitoring of noise levels during operation stage) to check the efficiency of the noise barriers

Utility of noise barriers for sensitive receptors

Operation PIU / NHAI






Page - 248

6.3 MONITORING SCHEDULE

The detail monitoring schedule during construction and operation stages are presented

in Table 6-2. For each of the environmental condition indicator, the monitoring program

specifies:

Parameters to be monitored

Location of the monitoring sites

Frequency and duration of monitoring

Institutional responsibilities for implementation and supervision

Table 6-2 Environmental Monitoring Program

Environment

Component

Project

Stage#

Environmental Monitoring Program Institutional Responsibility

Parameters Location Frequency Implementation Supervision

Air Quality Construction PM10,

PM2.5, SO2,

NO2, CO,

HC

At 2 locations:

Wherever the

contractor decides to

locate the Batching &

Asphalt Mixing Plants,

Hot Mix Plant,

Crushers, DG sets

locations for each

construction packages

No. of Construction

Packages = 4

Total locations = 4 x 2

= 8

Twice in a

season at one

day interval

for 3 seasons

(except

monsoon)

Construction

work should

be in full

swing during

monitoring

Duration:

24 hours

Contractor

through NABL

approved

monitoring

agency

AE / IE;

PIU






Page - 249

Environment

Component

Project

Stage#



Air Quality Construction PM10,

PM2.5, SO2,

NO2, CO,

At 12 locations:

Package-XIV

1. Shirsad Village

2. Bhatane Village

3. Kelthan Village

Package-XV

4. Mahalunge village

5. Pundas Village

6. Vadpe Village

Package-XVI

7. Balyani Village

8. Rayate Village

9. Badlapur Village

10. Dahivali Village

Package-XVII

11. Bendshil Village

12. Wangani Tarfe

Taloje Village

Twice in a

season at one

day interval

for 3 seasons

(except

monsoon)

Construction

work should

be in full

swing during

monitoring

Duration:

24 hours

Contractor

through NABL

approved

monitoring

agency

AE / IE;

PIU

Operation PM10,

PM2.5, SO2,

NO2, CO,

At 8 locations:

1. Shirsad Village

2. Kelthan Village


4. Vadpe Village

5. Balyani Village

6. Badlapur Village

7. Bendshil Village

8. Wangani Tarfe

Taloje Village

Once in a

season for 3

seasons

(except

monsoon)

Duration:

24 hours

PIU through

NABL

approved

monitoring

agency

PIU, NHAI

Noise Level Construction Noise level

in dB(A)

At 2 locations:

Equipment Yard and

Stone Crusher Unit for

each construction

packages

No. of Construction

Packages = 4

Total locations = 4 x 2

= 8

4 times a year

(in each

season)

Duration:

24 hours

Contractor

through NABL

approved

monitoring

agency

AE / IE;

PIU






Page - 250

Environment

Component

Project

Stage#



Noise Level Construction Noise level

in dB(A)

At 13 locations:

Package-XIV

1. Shirsad Village

2. Bhatane Village

3. Kelthan Village

Package-XV


5. Pundas Village

6. Vadpe Village

Package-XVI

7. Balyani Village

8. Rayate Village

9. Badlapur Village

Package-XVII

10. Bhoj Village


12. Wangani Tarfe

Taloje Village

13. Ambe Tarf Taloje

4 times a year

(in each

season)

Duration:

24 hours

Contractor

through NABL

approved

monitoring

agency

AE / IE;

PIU

Operation Noise level

in dB(A)

At 9 locations:

1. Shirsad Village

2. Kelthan Village


4. Vadpe Village

5. Balyani Village

6. Badlapur Village

7. Bhoj Village

8. Bendshil Village

9. Wangani Tarfe

Taloje Village

Once in every

three years

Duration:

24 hours

PIU through

NABL

approved

monitoring

agency

PIU, NHAI






Page - 251

Environment

Component

Project

Stage#



Ground

Water

Quality

Construction Physical,

Chemical &

Biological

parameters

as per

IS

10500:2012

However,

IE may

include

additional

parameters

At 12 locations:

Package-XIV

1. Shirsad Village

2. Bhatane Village

3. Kelthan Village

Package-XV


5. Pundas Village

6. Vadpe Village

Package-XVI

7. Balyani Village

8. Rayate Village

9. Badlapur Village

10. Dahivali Village

Package-XVII


12. Wangani Tarfe

Taloje Village

4 times a year

(in each

season)

Contractor

through NABL

approved

monitoring

agency

AE / IE;

PIU

Operation Physical,

Chemical &

Biological

parameters

as per

IS

10500:2012

At 8 locations:

1. Shirsad Village

2. Kelthan Village


4. Vadpe Village

5. Balyani Village

6. Badlapur Village

7. Bendshil Village

8. Wangani Tarfe

Taloje Village

Twice in

every three

years

(Pre-

monsoon &

post-

monsoon)

PIU through

NABL

approved

monitoring

agency

PIU, NHAI






Page - 252

Environment

Component

Project

Stage#



Surface

Water

Quality

Construction Physical,

Chemical &

Biological

parameters

as per

IS:2296

At 11 locations:

Package-XIV:

At 3 locations:

Tansa River at Ch.

3+387 & 18+850 and

Tributary of Tansa

River at Ch. 13+545

Package-XV:

At 2 locations:

Stream at Ch. 26+760

and Kamvadi River at

Ch. 33+334

Package-XVI:

At 5 locations:

Bhatsal River at Ch.

45+400; Kalu River at

Ch. 47+300; Barvi

River at Ch. 57+619;

Ulhas River at Ch.

67+200 and 68+125

Package-XVII:

At 1 location:


4 times a year

(in each

season)

Contractor

through NABL

approved

monitoring

agency

AE / IE;

PIU

Operation Physical,

Chemical &

Biological

parameters

as per

IS:2296

At 10 locations:

Tansa River at Ch.

3+387 & 18+850;

Tributary of Tansa

River at Ch. 13+545;

Stream at Ch. 26+760;

Kamvadi River at Ch.

33+334;

Bhatsal River at Ch.

45+400;

Kalu River at Ch.

47+300;

Barvi River at Ch.

57+619;

Ulhas River at Ch.

67+200 and


Twice in

every three

years

(Pre-

monsoon &

post-

monsoon)

PIU through

NABL

approved

monitoring

agency

PIU, NHAI






Page - 253

Environment

Component

Project

Stage#



Soil Construction pH, EC,

Organic

matter, N,

P, Na, K,

Pb

Wherever the

contractor will decides

to locate the Hot Mix

Plant; agricultural area

and forest area for

each construction

packages

Package-XIV, XV &

XVI

No. of locations = 3 x 3

= 9

Package XVII

No. of locations = 4

Total locations: 11

Once in a

year

Contractor

through NABL

approved

monitoring

agency

AE / IE;

PIU

Operation pH, EC,

Organic

matter, N,

P, Na, K,

Pb

Total 8 locations:

(3 agricultural area and

5 forest area)

Once in every

three years

PIU through

NABL

approved

monitoring

agency

PIU, NHAI

Vibration Construction Detailed

vibration

analysis

through

At two locations:

Start and End Portal of

the Tunnel

Once in every

year

Contractor

shall engage

Independent

Institutes of

national repute

AE / IE;

PIU

Soil Erosion Construction Visual

observation

& turbidity

test

Visual observation at

high embankments

sites such as bridge

location, culvert

locations, embankment

area etc.

Pre-monsoon

and post-

monsoon

season

Environmental

Specialist,

Hydrologist,

and Material

Specialist of

Contractor

AE /

PIU, NHAI

Haul Road Construction Maintenanc

e of haul

roads,

generation

of dust.

Haul roads & hauling

mode

At least twice

a day i.e.

midday and

evening

Contractor

AE /

PIU, NHAI

Avenue

Plantation

Construction Plantation - Side of the

carriageway and

median

- Other specific

locations suggested

in the EMP

Once in

fortnightly;

Comparison

should be

done for

every six

months

Contractor in

association

with State

Forest

Department

AE /

PIU, NHAI






Page - 254

Environment

Component

Project

Stage#



Avenue

Plantation

Operation Growth of

plantation

- Side of the

carriageway and

median

- Other specific

locations suggested

in the EMP

Assess

growth every

year for initial

five years

PIU, NHAI NHAI

# Project Stage 1) Construction period of Package XIV, XV, XVI is 24 months / 2 years and Construction period of Package XVII is

30 months / 2.5 years

2) Monitoring in Operation Phase will be conducted every 3 years for 15 years

Note: The study area (Palghar, Thane & Raigad districts) has the following four seasons in the year: Winter Season : January to February Summer Season : March to May

Monsoon Season : June to September Post-monsoon : October to December





Chapter-7 : Additional Studies Revision: R1

Page - 255

CHAPTER-7: ADDITIONAL STUDIES

7.0 INTRODUCTION

In order to ensure the comprehensive and effective EIA, it is necessary to conduct

various project specific studies as suggested by the MoEFCC in the approved ToR,

which will help in identifying the anticipated impacts of the proposed project and to

propose appropriate measures during design phase to successfully mitigate the

envisaged impacts.

The project specific conditions of the approved ToR issued by the MoEFCC vide

letter dated 16th March 2020 says that:

(ix) The proponent, with the help of an independent institute / expert of national

repute, shall carry out the topographic and geophysical surveys also include in the

study area with special mention of the tunnel area. The study should 3D modelling of

the proposed alignment with interpretation on hydrology, rock type, lineaments,

fractures, vegetation cover etc. using latest high resolution Remote Sensing data and

Survey of India toposheets at 1:50,000 scale.

(x) The proponent shall take up detailed aquifer study at various depths and its impact

of ambient ground water regime due to construction of tunnel and spur especially in the

eco-sensitive zone. A specialized hydrogeological and hydrological study is essential to

address this issue. It is preferred to take up resistivity profiling/ VES or advanced

geophysical studies on the either side of the tunnel to decipher the fracture pattern and

weathered portion. The foot hills of both sides of the proposed tunnel have high

possibility of weathered rocks having good repository of ground water that need to be

taken care for tunnel alignment.

(xi) The proponent shall ensure that the proposed tunnel does not obstruct any major

source of ground water which deprives availability of desired ground water in the down

gradient side. All precautions to be taken to avoid any interference to sub-surface

ground water flow.

(xv) Since, the proposal involves acquisition of fertile agriculture land and R&R issues,

the proponent, with the help of an independent institution/expert of national repute,

shall carry out a comprehensive socio-economic assessment with emphasis on impact

of ongoing land acquisition on the local people living around the proposed alignment.

The Social Impact Assessment shall take into consideration of key parameters like

people's dependency in the study area, socio-economic spectrum, impact of the project

at local and regional levels.

(xvi) The proponent, with the help of an independent institute / expert of national repute,

shall carry out a detailed traffic study to assess inflow of traffic from adjoining areas

like airport / urban cities. The detailed traffic planning studies shall include complete






Page - 256

design, drawings and traffic circulation plans (taking into consideration integration with

proposed alignment and other state roads etc.). Wherever required adequate

connectivity in terms of VUP (vehicle underpass) / PUP (Pedestrian underpass) needs

to be included

(xvii) The proponent, with the help of an independent institute/expert of national

repute, shall carry out a detailed vibration analysis associated with the construction

and operation phases of the proposed tunnel and its impact on the wildlife along with

mitigation measures.

Following Independent Agencies were engaged for conducting the project specific

studies:

1. PMT Infra Science in association with Indian Institute of Technology (Indian School

of Mines), Dhanbad was engaged for conducting the Geophysical Surveys,

Hydrogeological & Aquifer Study and 3-D Modelling

2. Infer Development Consulting Pvt. Ltd., New Delhi was engaged for conducting

comprehensive Social Impact Assessment for the project

3. i Adept Marketing, New Delhi was engaged for conducting detailed vibration analysis

These agencies conducted the project specific study and prepared standalone report.

The findings of the project specific studies have been summarized and

incorporated in this chapter.

Apart from the above project specific studies, MoEF&CC also suggested

(xiii) Since, the area is important from wildlife point of view and Schedule-I species

exists in the study area (10 km radius of the proposed project), the proponent shall

prepare a detailed Wildlife Conservation Plan along with adequate mitigation

measures. The Wildlife Conservation Plan shall be approved by the Chief Wildlife

Warden concerned.

(xiv) The proponent shall also study wildlife corridor along the proposed alignment

covering atleast two seasons, winter and summer in consultation with Chief Wildlife

Warden, Government of Maharashtra. The suggested mitigation measures should

include options of long elevated stretches of the road to maintain and ensure contiguity

of animal movement between Tungareshwar and Tansa forest areas.

The mitigation measures suggested in the Wildlife Conservation Plan has been included

in Section 4.7 of Chapter-4 “Anticipated Environmental Impacts and Mitigation

Measures” and approved financial allocation for Wildlife Conservation measures

has been included in Chapter-9 “Environment Management Plan”.






Page - 257

Therefore, this Chapter describes the followings:

Risk Assessment and Disaster Management Plan

Geophysical Surveys

Hydrogeological & Aquifer Study and 3-D Modelling

Vibration Impact Assessment of Proposed Tunnel

Social Impact Assessment

Traffic Study

Public Hearing






Page - 258

7.1 RISK ASSESSMENT AND DISASTER MANAGEMENT PLAN



district at Ch. 0+000 and terminate at the proposed junction with the Multi-Modal

Corridor of Mumbai Metropolitan Region Development Authority (MMRDA) in Morbe

village of Raigad district at Ch. 79+783. Total length of the SPUR alignment is 79.783

km; out of which 18.900 km lies in Palghar district, 55.260 km lies in Thane district and

remaining 5.623 km lies in Raigad district of Maharashtra.

Civil construction: The quantum of civil construction work proposed in SPUR is

indicated in Table 7-1

Table 7 - 1 Civil Construction Work Proposed in VME-SPUR

Type of Civil Construction Work VME - SPUR

Length of the expressway 79.783 km

Interchanges 7

Fly-over 3

Rail over bridge (RoB) 1

RoB cum Viaduct 1

Major bridges 7

Major bridges cum viaduct 6

Minor bridges 23

Land Bridge / Animal Overpass 2

Dedicated Animal Crossing 53

Small Vehicular / Animal Underpasses

33

Vehicular Underpass 5

Vehicular Overpass 8

Light Vehicular Underpasses 29

Culverts 185

Way side Amenities 1 at Km 50+800


2 at Km 11+000 and Km 16+000

Toll Plaza 7 at Km 1+860, Km 20+136, Km 39+748, Km 43+000, Km 52+810, Km 69+000 and Km 78+750

Truck Parking At 2 locations

Tunnel

To preserve ecology of the Matheran, 4.160 km long

tunnel (from Km 71.520 to Km 75.680) is proposed which

will go under the Matheran Eco-Sensitive Zone.

Pavement Type Rigid pavement

Source: DPR Prepared by the ICT Pvt. Ltd.






Page - 259

7.1.1 Environmental Risk of Green Field Project

A) Aquifers: Disturbance to Underground Water: Groundwater is one of the most valuable

resources, most of the void spaces in the rocks below the water table are filled with

water. But rocks have different porosity and permeability characteristics, which mean

that water does not move around the same way in all rocks below ground. It can be

seen in the diagram (Figure 7-1), how the ground below the water table (the blue area)

is saturated with water. The "unsaturated zone" above the water table (the greenish

area) still contains water (after all, plants' roots live in this area), but it is not totally

saturated with water. Further, the two drawings at the bottom of the diagram; show a

close-up of how water is stored in between underground rock particles.

Sometimes the porous rock layers become tilted in the earth. There might be a confining

layer of less porous rock both above and below the porous layer. This is an example of

a confined aquifer. In this case, the rocks surrounding the aquifer confined the pressure

in the porous rock. Water movement in aquifers is highly dependent of the permeability

of the aquifer material. Permeable material contains interconnected cracks or spaces

that are both numerous enough and large enough to allow water to move freely.

As per the CGWA classification, all the Talukas, through which the proposed

expressway is passing, fall under safe category. Therefore, possibility of exposure of

aquifers rock deposits due to excavation during construction phase is negligible.

B) Loss of fertile top soil for due to change in land use: Detail study and quantification of

loss of fertile top soil due to change in land use is discussed in Section-3.7 of Chapter-3.

C) Habitat Fragmentation and Increased Animal Mortality: The proposed expressway does

not pass through any National Park, Wildlife Sanctuary, Conservation Reserve and

Community Reserve. However the proposed expressway falls within 10 km of the

Figure 7-1 Natural Underground Water Movement






Page - 260

Habitat Fragmentation

Tungareshwar Wildlife Sanctuary (TWLS). The expressway will act as barriers or filters

to animal / cattle movement and lead to habitat fragmentation. Many species may not

cross the open space created by an expressway due to the threat of predation and

expressway also cause increased animal mortality from traffic. To minimize the risk of

habitat fragmentation, 13 major bridges, 21 minor bridges, 230 culverts, 31 cattle

underpasses (size 7m x 4m), 29 light vehicular Underpasses (size 12m x 5.5m / 4.0m)

have been proposed along the SPUR. In addition to above, the box culverts of size 6m x

4m and 5m x 4m will act as cattle underpass / animal crossings during summer season.

The wildlife kills reported by

Tungeshwar Wildlife Sanctuary

(TWLS) shows that all the incidence

of vehicle kill occurred towards south

side and approx. 2.0 km away from

the proposed start point of SPUR.

NH-48 (old NH-8) is acting as a

barrier for the movement of wild

animals from eastern side of the

proposed expressway. There is no

report of wildlife killed in the stretch where the proposed SPUR is crossing NH-48.

Likely damage to flora, fauna and forest is discussed in detail in Chapter-4 of the EIA

Report.

D) Tropical Rain Water Storages Disturbance: Due to leveling operation, natural seasonal

ponds may be affected, which is water source to wild life/ birds / Cattle grazing location.

Details of such impact are discussed in Chapter-4 of the EIA Report.

E) Risk of Flood: Construction may cause disturbance of river and nallas, may cause

unbalanced pouring water into main stream cause risk of flood situation near bridge

locations.

7.1.2 Assessment of Risk

There are various risks in each project stage. From the viewpoint of project

management, it is essential to qualitatively analyze the risks and conduct the risk

management. However, in reality, the data for the analysis is usually very limited being

green field project.






Page - 261

Table 7-2 Qualitative Risk Assessment: Construction Activities

Sl. No Activity Hazards Likelihood /

Consequence

A - Remote

B - Unlikely

C - Likely

D - Highly likely

E - Near certainty

Control Measures

1 Stone crusher-

coarse aggregate

and fine aggregate

1) Fine dust inhalation.

2) High level Noise

3) Eye injury

4) Body Injury during stone

handling

5) Accident Truck

loading/unloading

D

D

C

C

C

1) Work as per Safe operating

Procedures

2) Use of PPE / PPA

3) Avoid Manual operation

4) Safety

supervision/communication

2 Transportation from

Crusher unit to site

1) Road accidents

2) Dust evolution

3) Spillage on road

C

D

D

1) Follow strict Motor Vehicle Rules

2) PPE / PPA / First aid Box /

Communication

3) Proper planning for avoiding

Traffic congestion

4) Authorized & Trained Driver

5) During unloading using

fluorescent coloured high visibility

apparel.

6) Truck / tipper floor checks

7) Visual and auditory contact of the

road worker

3 Unloading /

spreading /

leveling

1) Fetal accident

2) Body injury

C

D

1) Permanent right-of-way to

provide room for materials

2) Use of PPE /PPA / Barricade /

Safety sign / display on Road /

Caution board Display

4 Site Clearance

/Borrow Pits /

Quarrying using

(a)Wheeled and

crawler tractors,

loaders and dozers;

(b) Motor graders

and scrapers;

(c) Self-propelled

rollers and

compactors

1) Fetal accident -

Operators may be died in

machine roll-overs

B 1) Roll-over protective structure and

a seatbelt to restrain the operator

2) Provide a supplementary

steering system

3) Valid approval for operating

nuclear gauge from the appropriate

authority

4) use non-nuclear based

equipment

5 Earth work 1) Falling or sliding material

or article from any bank or

side of such excavation

D 1) Provide adequate piling and

bracing against such bank or side

2) provide adequate shoring

3) Excavated material is not stored

at least 0.65 m from the edge of an

open excavation or trench

4) Provide metal ladders and

staircases or ramps are provided

6 Movement of trucks

1) Fall over Tip Head C 1) A protective beam or timber

Baulk should be used.

2) Back under the control of a

signalman






Page - 262


Consequence

A - Remote

B - Unlikely

C - Likely

D - Highly likely

E - Near certainty

Control Measures

7 Bulldozers 1) Fetal accident

2) Injuries

3) Dusty environment

4) High noise hazards

C 1) Avoid side hill travel

2) Avoid obstacles

3) Avoid overhanging material to fall

due to vibration /load

4) Do not work alone in deep water

8 Excavators 1) Fetal accident

2) Injuries



C 1) When excavating trenches, place

the excavated material at least 600

mm clear of the edge

2) Avoid swinging your boom

downhill any further than necessary

3) Maintain Stability , Watch boom

clearance when travelling, Avoid

jerky swings or sudden braking

9 Backhoe loader 1) Fetal accident

2) Injuries



C 1) Operate the backhoe from the

correct area, never from the ground.

2) When operating on a slope,

swing load uphill to dump

3) Select a level site While Parking

4) Lower bucket and backhoe to

ground and block wheels

5) Engage parking brake, remove

ignition key (parking)

10 Motor Grader 1) Fetal Accident

2) Toppled down

3) Physical Injury

C 1) Give the right-of-way to loaded

vehicles

2) Drive at a slow speed in

congested areas

3) Remove ignition key when

leaving grader.

4) Ground the blade when leaving

grader unattended.

5) Use colored flags at each end of

moldboard when blading.

6) Shift blade to center and lock it

when parking.

11 Smooth wheeled

tandem roller

1) Fetal accident

2) Injuries



C 1) Examine edges for soft spots

before starting work.

2) Avoid gear changes on steep

sections

3) Park on the flat

12 Vibratory Roller 1) Fetal accident

2) Injuries


4) High Noise hazards

C 1) Use Rollover Protection safety

when the machine is operated over

unsafe ground

2) Use a three-point approach when

entering or exiting the roller.

13 Surface courses 1) Accident.

2) Fire, severe burns ,eye

Injury,

3) Inhalation of toxic gases

C

1) Use proper safety equipment

2) Avoid wear rings, wristwatches,

jewelry, loose or hanging apparel

3) Keep away from the machine’s






Page - 263


Consequence

A - Remote

B - Unlikely

C - Likely

D - Highly likely

E - Near certainty

Control Measures

articulation area when the engine is

running.

Fly Over / Bridge Construction

14 Palletised Bricks,

Stacking on

Scaffolds

1) Falling loose bricks

2) Stacks collapsing or

sinking

3) Obstruction to vehicles

4) Untrained forklift drivers

5) Danger to Workman’s

children

C

D

C

B

C

1) Plan stacking area

2) Fit brick guards to scaffold

3) Do not overload scaffold Stack

neatly

4) Only trained forklift drivers to

drive

5) Construction Health , Safety &

Welfare Regulations

6) Use of PPE /PPA, such as safety

helmet, safety footwear, gloves

15 Block Laying – High

Density

1) Manual handling

2) Back injuries

3) Trapping fingers

4) Strain on arms, wrists

5) Falls from heights

6) Falling materials

C 1) Use good lifting procedures

2) Ensure hop-ups are adjusted to

suit

3) Ensure scaffolds are complete

and toe boards are in position

4) Use additional personnel to lift

over 25 kg

16 Cement Mixing, Silo

Operation, Ready

Mix

1) Manual handling, Skin

contact with dry and wet

cement

2) Dust and noise

D 1) Keep hands away from moving

parts

2) Use barrier cream

3) Wash frequently

4) Close safety gates

17 Concrete –

Scabbling

1) Noise, dust, working

from scaffolds

2) Manual handling

3) Flying particles

4) Dropping equipment

D

1) Only trained operatives to be

used

2) Check scaffolds are properly

constructed

3) Ensure personal protective

equipment is worn

4) Use anti-vibrating equipment and

carry out assessment

18 Lifting Loads with

Cranes

1) Overhead electrical

services

2) Underground services

3) Slinging of loads

D

1) Documentation must be

inspected prior to lifting i.e.

Certificate of Past Inspection

2) Use of PPE / PPA

3) Provide Work permit system

4) Safety Supervision

5) The Banksman must be able to

signal to the crane drivers by hand

signals or radio link

19 Demolition 1) Flammable materials –

dust, fumes etc.

2) Toxic wastes

Asbestos, lead, lead paint


4) Struck by falling

D 1) Only trained and experienced

operatives to be employed

2) Fence off area and display

warning notices

3) Install temporary shoring as

required






Page - 264


Consequence

A - Remote

B - Unlikely

C - Likely

D - Highly likely

E - Near certainty

Control Measures

materials

5) Noise, collapse of

structures

4) Provide suitable edge protection

as required

5) Use PPE / PPA

20 Electric Arc Welding 1) Inhalation of fumes

2) Weld flash, Radiation

burns

3) Hot sparks, fire, burns

from hot metal

4) Electric shock

C 1) Only trained operatives to use

2) Ensure local exhaust ventilation

is working

3) Wear recommended personal

protection

4) Keep area clear of combustible

materials

5) Use flash screens

21 Operation of

Elevated Work

Platform

1) Fall from platform

2) Fall of materials

3) Crushing from overhead

obstructions

4) Uneven ground and

drain covers

5) Injuries to other

contractors, public

D 1) Only trained and experienced

personnel to operate the machine

2) Harness should be secured

3) Keep work platform clean

4) Ensure hand tools are prevented

from falling

5) Fence off work area and post

warning notices

22 Forklift side Loader 1) Striking against operative

2) Overturning forklift

Hazardous stacking

3) Noise

D 1) Only trained and certificated

operatives to drive

2) Ensure adequate lighting

3) Regular maintenance of

machines

23 Work from Ladders


2) Falling materials

3) Carrying materials

4) Ladder slipping

C 1) Use only ladders without defects

2) Ladder should extend 3’6” above

the work platform

3) Safe angle of use 1:4

Secure at top or bottom Foot ladder

24 Laying slabs and

kerbs

1) Manual handling

2) Trapping fingers

3) Trapping toes

4) Dust from cutting disc

5) Noise

D 1) Lift correctly

2) Seek help for very heavy slabs or

kerbs

3) Use personal protection provided

4) Keep materials close to the job

25 Environmental

improvements

1) Road transport and

vehicles

2) Air & Noise Pollution

D 1) Set up traffic management

system

2) Fence off work areas and

excavations

3) Implementation of EMP

4) Safety helmet, hi visibility

clothing, ear defenders, safety

footwear, goggles, Dust masks, foul

weather clothing may also be

required






Page - 265

A) Risk due to collapse of structure

The top part of abutments, piers, and bents is called the cap. The structural

members rest on raised, pedestal-like areas on top of the cap called the bridge

seats. The devices that are used to connect the structural members to the bridge

seats are called shoes or bearings.

Abutments, bents, and piers are typically built on spread footings. Spread footings

are large blocks of reinforced concrete that provide a solid base for the substructure

and anchor the substructure against lateral movements. Footings also serve to

transmit loads borne by the substructure to the underlying foundation material.

When the soils beneath a footing are not capable of supporting the weight of the

structure above the soil, bearing failure occurs. The foundation shifts or sinks under

the load, causing structure movement and damage.

B) Potential Hazards during the handling of Bitumen

At ambient temperatures bitumen is solid and therefore does not pose a health

hazard. But to handle bitumen it must be heated to temperatures above 100C,

which gives rise to the main hazard of heat burns. Also, there are other possible

hazards associated with inhalation of fumes and low temperature skin contact with

materials mixed with bitumen which could be toxic, such as cutters, emulsifying

agents, adhesion agents, etc.

Risk of Collapse Soft Soil / poor foundation & vibrations - leads to fetal accident






Page - 266

C) Toxicity of Bitumen

Bitumen is complex hydrocarbon materials containing high molecular weight

components, a low percentage of which are polycyclic aromatic hydrocarbons

(PCAs). The toxicity of these components needs to be considered in view of their

known carcinogenicity. In experimental animal studies polycyclic aromatics with 3 to

7 (usually 4 to 6) fused rings, with molecular weights in the range 200 to 450, have

been shown to be biologically active carcinogens. In particular benzo(a)pyrene and

benz(a)anthracene are considered to be powerful carcinogens. However, the

concentrations of these carcinogens in bitumen are extremely low. The presence of

carcinogens in bitumen does not necessarily constitute a risk to health in practice,

but the information is vital so that appropriate precautions can be taken by personnel

handling the product.

Table 7-3 Emission of benzo(a)pyrene Concentration

(Source: British Journal of Industrial Medicine 1989;46)

D) Potential hazards during the handling of Bitumen Emulsions

Bitumen emulsions are usually handled at ambient temperature, however some new

high bitumen content emulsions are handled at elevated temperatures (40–80ºC)

and appropriate hot liquid handling precautions must be employed. Bitumen

emulsions can be stored over a relatively long period, provided appropriate

procedures are observed:

Never allow the bitumen emulsion to freeze as it will break in the storage tank;

Whenever possible choose tall vertical storage tanks to minimize the exposure of

the bitumen emulsion surface to air;

Fill / empty the storage tanks from the bottom to ensure that the bitumen skin

that forms on the top of the emulsion is not broken;

Gently circulate the product if long term storage is envisaged to counter the






Page - 267

natural settling tendency of the emulsion. Once again do not break the skin that

forms on top of the emulsion.

Bitumen emulsions can be handled and transported safely by following a few simple

rules, which include:

Never load bitumen emulsion on top of the remainder of a hot bitumen load;

Never mix emulsion types i.e. anionic and cationic, in the same tank or pipeline

as the emulsion will break into its two components;

Ensure that the approved product tanker switch loading procedure is carried out

whenever changing emulsion types or changing between loads of hot bitumen

and emulsion. Follow the suppliers Material Safety Data Sheet advice at all

times.

The main considerations therefore involved in handling bitumen are:

The high handling temperature and the need to minimize the temperature

wherever practical,

The need for purpose-designed vessels which are insulated to retain heat and

prevent contact of personnel with hot surfaces,

The need to safeguard the health of personnel by provision of suitable protective

clothing, serious burns can be caused by bitumen coming in contact with the

skin.

The training of personnel,

The prevention of contact of water with hot bitumen,

Flammability

Protection against skin burns

Eye and face protection (face shield)

Heat resistant material overalls, close-fitting at the cuffs and overlapping the

boots

Heat resistant gloves with close-fitting cuffs

Safety boots

First aid for skin burns

Accidental contact with hot bitumen to the skin or eye should be immediately dealt

with by immersing the affected area in clean cool running water for at least 10

minutes or until thoroughly cooled.

For this reason, water showers and eye bath facilities should be available at

fixed installations such as depots etc., at strategic locations.

For other work locations, consideration must be given to where and how this

safeguard would be accommodated.

Once the bitumen has cooled, no immediate attempt should be made to remove

it until admission to hospital and only at the direction of a burns specialist.






Page - 268

All bitumen burns should receive proper medical attention without delay and

burns to the eye should be referred urgently to hospital.

Bitumen encircling a limb or finger can produce a tourniquet effect as it cools.

This should be relieved under medical supervision.

“Bituminous Materials SOP” and good practice would have all personnel aware

of the available at all work locations including in the cabin of bituminous product

vehicles.

E) Fly Ash

When coal ash is used in concrete for building roads and bridges, its

constituentssuch as heavy metals are bound (encapsulated) in the matrix of the

concrete and are very stable. Leaching of these constituents for all practical

purposes does not occur. Occupational issues associated with coal ash use in

concrete include the handling of dry coal ash prior to or during its inclusion in a

concrete mix or exposures during demolition of concrete structures. In these cases

work inhalation and skin contact precautions should be observed.

Inhalation and Skin Contact: Water and air are the two media most likely to be

affected by coal ash or coal ash constituents. Ingestion, inhalation, and skin contact

are the ways that humans and other living things could be exposed to coal ash.

Other issues that may need to be addressed are leaching of elements such as

mercury and metals into ground water contamination of vegetation and the impact

of other elements on the food chain, and airborne dust. In most cases, however, the

way that coal ash is used, the engineering requirements for that use, and the

handling and management methods applied minimizes exposure to the ash.

F) Risk of Fire

Construction sites tend to have a potential abundance of various types of fire:

Class A fires involve solid materials of an organic nature such as wood, paper,

cloth, rubber and plastics that do not melt.

Class B fires involve liquids. They include petrol, diesel, thinners, oils, paints,

wax, cooking fat and plastics that melt.

Class C fires involve electricity.

Table 7-4 Casus of Fire during Construction Period

Sl. No. Causes of Fire

1 Fire-fighting equipment and facilities malfunctions

2 Lack of fire safety awareness among staff / workers

3 Unsafe behavior and negligence of staff / workers

4 Poor electrical equipment and wiring






Page - 269

Sl. No. Causes of Fire

5 Careless construction

6 Poor and unqualified skills in the fire event

7 Ignites the flammables and combustible materials

Source: International Journal of Engineering & Technology, 7 (3.9) (2018) 5-10

Website: www.sciencepubco.com/index.php/IJET

To control the fire hazard at construction site, the contractors are required to

develop specific fire safety plan and the same should be approved by the Authority /

Independent Engineer before commencement of construction activities.

G) Risk of TBM (Tunnel Boring Machine ) Operation

To preserve ecology of the Matheran area, 4.160 km long tunnel is proposed in this


tunnel is at km 71.520 (before buffer zone) and end point of the tunnel is at km

75.680 (after buffer zone). The tunnel shall be twin tube (2x4-lane) configuration.





Page - 270

Table 7-5 Risk Assessment of TBM Operation

Sr.

No. Activity Hazards Risk

Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el

Assessment on Control

Measure Hierarchy

Total Control Determined

Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

1. Transportation and

storage of materials

Stuck by

vehicle/public

Collapse of

materials/ vehicle

Injuries

Public/

Workers/

Operators.

N 2 2 4 L √ √

Use of PPE’s (Safety helmet,

Safety vest and Safety shoes)

All the Plant & Equipment to be

in good repair and adequate

certificates are available

Ensure Banks man

Ensure Pilot vehicle during of

transportation

Lifting equipment to be certified

by accredited authority

Material loading & unloading

area to be cordoned off and

signage’s to be displayed

Ensure competent supervision

2. Excavation

Collapse of

excavation

Fall in to the

excavations

Employees

injury N 3 3 9 M √ √

Use of PPE’s (Safety hamlet.

Safety vest and Safety

shoes/gun boots)

Underground utilities to be

identified and recorded

Plant & Equipment to be in good

condition


Adequate barricading to be





Page - 271

Sr.


Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el


Measure Hierarchy


Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

provided and signage’s to be

displayed

Tool box talk to be conducted

and recorded

Plant & Equipment to be certified

by competent person

Banks man to be deployed

Provision of access and egress

by means of ladder and stairs.

Adequate shoring/benching to be

provided to prevent collapse.

Excavated materials to be

removed from the area on

regular basis

Excavation permit to be

displayed at site

Adequate ventilation to be

provided

Adequate exhaust fan to

3. Ring Building &

Checking

Injury.

Falling in to the

excavation

Workers/

Operators N 3 3 9 M √ √

Use of PPE’s (Safety shoes,

safety helmet and vest)

Lifting equipment to be certified

by the accredited authority

Work area to be restricted





Page - 272

Sr.


Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el


Measure Hierarchy


Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

/barricaded to prevent

collapse/Fall


Lifting permit to be displayed and

requirements to be adhered

Ensure Safe working platform

4. Grouting Injury by Falling in

to the excavation

Injury to

workmen N 3 2 6 L √ √

Use of PPE

Provide safe working platform


5. Hot works Injury Fire Injury to

workmen N 2 2 4 L √ √

Use of PPE’s

Hot work permit to be displayed

Fire extinguisher to readily

available

Area to be barricaded and

signage’s to be displayed

Combustible/Flammable

materials to be removed from the

level of welders

Adequate ventilation&

illumination to be provided

6. Lifting activity of

Ring and Muck slips

Collapse of

materials/ Plants

Fall in to the

excavation

Workmen N 2 2 4 L √ √

Use of PPE’s (Safety helmet,

Safety vest and safety shoes)


and Lifting supervisor





Page - 273

Sr.


Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el


Measure Hierarchy


Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

Lifting area to be barricaded and

Banks man to be deployed

Ensure all the lifting equipment &

Accessories to be certified by the

accredited authority

Plant & Equipment to be in good

repair and adequate certificates

to be available and displayed

Lifting permit to be arranged and

displayed

7. Environment

monitoring

Severe breathing

problems, throat

infections,

suffocation, death

Workmen,

operator/

Rigger/

Signalman

N 3 2 6 L √ √

Water spray will be sued to

minimize dust pollution.

Regular wheel washing for

outgoing vehicles.

Ensure waste water will be

removed from site on regular

basis.

Sedimentation tank to be

maintained.

Use approved dust filter mask.

Water to be sprayed before and

during the operation to control

the dust generation.





Page - 274

Sr.


Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el


Measure Hierarchy


Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

8. Working in narrow

space Personal injury

Workers,

Supervisors

and

Engineer

N 2 2 4 L √ √

Working space must be clear and

proper housekeeping to be

ensure.

Don’t obstruct passageway or

access for entrance and exit area.

Strict supervision to be ensured.

Sufficient lighting arrangement to

be ensured.

The maintenance of the EPB

TBMs will be carried out in

accordance with the

9. Plant & Equipment

Operations

Collapse of Plant &

Equipment Injury Workman N 3 2 6 L

Use of PPE.

Operation should have valid

license / certificates.

All plant & equipment to be in

good condition and certificates to

be available at site.

Banks man to be deployed.

Ensure competent supervision.

10.

Shifting of materials

inside the tunnel by

locomotive

Hit by locomotive

rolling stock severe

injuries / death

Workmen &

site staff side

visitors

N 3 3 9 M

Only trained loco operator to be

deployed.

Daily loco checklist to be

developed.

Periodic inspection to be carried





Page - 275

Sr.


Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el


Measure Hierarchy


Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

out for tunnels vehicles by P&M &

daily by the operators.

All safety devices must be

installed in loco (Rear view

camera, revolving light),

stretchers, first aid box & fire

extinguishers).

Adequate fencing / grill provided

to avoid any rail line crossing

from back up gantry area.

Adequate rail line stoppers to be

fixed.

11. Working in the

tunnel

Lack of oxygen /

improper lighting

severe injuries /

death

General site

workers &

site staff site

visitors

N 3 3 9 M

Adequate lighting arrangement as

per the task requirements (110

lux).

Ensure only certificated of

conformance and maintenance

records for PPE/safety equipment

at procurement stage.

Ensure people are trained to use

the PPE correctly.

Check all equipment before

allowing at site.

Maintain PPE approved spare

parts and fittings not alternative





Page - 276

Sr.


Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el


Measure Hierarchy


Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

non- approved spare parts and

fittings.

Storage and maintenance of the

PPE shall meet standard.

24 hours gas monitoring to be

done.

Gas monitor to be present at all

tines.

Acceptable entry conditions are:

Oxygen (O2) – greater than 19.5%

and less than 21%

Lower Flammable Limit LFL – less

than 10%

Carbon Monoxide (CO) – less than

35ppm

Hydrogen Sulphide (H2S) – less

than 10ppm

12. Working in the

tunnel

Inadequate

ventilation severe

injuries / death

Workmen

and staff N 3 3 9 M

Static plant items at surface

located away from jet fan to

ensure forced air is nit

contaminated by exhaust fumes.

Ensure proper ventilation all the

time inside the shaft

Ventilation system must be

provided.





Page - 277

Sr.


Leg

al

Sev

eri

ty (

S)

Pro

bab

ilit

y (

P)

S x

P

Base R

isk

Lev

el


Measure Hierarchy


Elim

inati

on

Su

bsti

tuti

on

En

gg

. C

on

tro

l

Ad

min

Co

ntr

ol

PP

E

13. Working in the

tunnel

Fire severe injuries

/ multiple deaths

Workmen &

site staff site

visitors

N 3 2 6 L

Highly flammable material should

not be stored in tunneling area,

no smoking inside tunnels.

Adequate firefighting system shall

be maintained in tunnel.

Emergency communications

systems will those in the confined

space to be established.

Emergency routes must be

displayed, clear and identified. All

the workers must know the

location from the assembly

points.






Page - 278

Natural Disaster may affect Expressway evacuation

management due to limited assess

7.1.3 Disaster Scenarios of Expressway

Various scenarios that

are anticipated to cause

major emergencies on

the Expressway are fire,

explosion, toxic release

and natural calamities

like cyclone, flood,

earthquake etc. All these

scenarios are discussed

in brief in the following

text.

A) Fire Hazard: The fire is a process of burning that produces heat, light and often

smokes and flames. The effect of fire on the people takes the form of skin burn on

exposure to thermal radiation.

Flash Fire: A flash fire occurs when a cloud of

flammable gas and air is ignited accidentally.

Jet Fire: A jet fire occurs when a flammable liquid or

gas is ignited after its release from a pressurized,

punctured vessel or pipe (8kg/s – 35 m).

An accidental escape of flammable material to form a

cloud and obtained delayed ignition.

B) Hazards associated with NG Pipelines

Proposed alignment of the SPUR crosses gas pipeline at chainage 41+665 & 52+642






Page - 279

and it requires additional protection safety signage.

Natural Gas is highly flammable substance, transported through cross country pipelines

at high pressure often close to centres of high population or through areas of high

environmental sensitivity pose severe hazard problems for human being and property in

the vicinity. Provision of protective measures is essential for safe operation of NG

Pipeline system. The requirements based on

Safety Aspect of Gas pipeline






Page - 280

Figure 7-2 Cycle of Disaster Management

Hazardous properties of Natural Gas

Quantity of Natural Gas, which could be released and its effect

C) Transportation of Hazards Chemical / Materials

Palghar & Thane districts have many industrial pockets on Western Railway track and

highway. The main industrial activities are located at MIDC Tarapur area near Boisar

Station, and other industrial estates and scattered industries along the existing highway

and railway lines at Palghar, Vasai, Virar, Wada, Dahanu, Thane, Badlapur, Ambarnath

etc. Theses industrial activities mainly include small, medium and large scale chemical,

steel, fine chemicals, textile and other allied industries. Tarapur Atomic power station

(TAPS) and Thermal Power Station is also located in this area. As on today there are 26

MAH (Major Accident Hazardous) factories, 722 Hazardous Factories, 307 Chemical

Factories and about 2522 other Factories. These units have hazardous / toxic /

flammable chemicals like Ethylene Oxide, Propylene Oxide, Oleum, Liquefied Petroleum

Gas (LPG), Chlorine, Ammonia etc. There are also other chemical factories handling /

storing inflammable solvents like Toluene, Methanol, Isopropyl Alcohol, Hexane, and

Monomer. Apart from storage of these hazardous, flammable, toxic chemicals in the

factories, these chemicals are transported in Tankers by road. After construction of the

expressway, there will be movement of tankers containing these chemicals, which has

potential hazard like leakage, fire, BLAVE (Boiling Liquid Expanding Vapour Explosion),

Vapour cloud, explosion and toxic release. This may cause risk to the property, human

life and environment. The On-Site Emergency plans have been prepared by the

industries.

7.1.4 Disaster Management Plan

7.4.1.1 Introduction

Disaster Management (or

Emergency Management) is

the discipline of dealing with

and avoiding risks. It is a

discipline that involves

preparing, supporting and

rebuilding when natural or

human made disasters occur.

The actions (efforts to avoid or ameliorate the impact) taken depends in part on the

perceptions of the risk. In any event, an effective emergency management system will

rely on the emergency plans available.

7.4.1.2 Scope of DMP

DMP discuss planning, roll and responsibility and action to be taken by employees,






Page - 281

workman, security staff and local aid for prompt rescue, evacuation, rehabilitation and

communication. During construction activities at the site will need to have a round- the-

clock duty team to manage disaster. The duty team will include several functions and

members depending on size of the organization and would be headed by a technically

qualified as well as a trained individual to cope up emergency situation during natural

and manmade disasters.

7.4.1.3 Objective of DMP

Controlling the disaster, localizing the disaster and eliminating the hazard,

Welfare of person managing the disaster,

Head count and rescue operations,

Treatment of injured,

Safeguarding others by timely evacuation,

Minimizing damage to property and environment,

Informing and assisting relatives,

Informing and collaborating with statutory authorities,

Informing the news media,

Preserving records and organizing investigations,

Ensuring safety of the works before personnel reenters and resume work,

Investigating and taking steps to prevent recurrence,

Resorting normalcy

7.4.1.4 Planning Factor

The following parameters have kept in view in the formulation of this plan:

Control and Direction over all the two zones to rest with local crisis management of

Vasai – Virar and Tarapur – Talasari region

EARTHQUAKE

CYCLONE

TYPES OF DISASTER

FIRE ACT OF

TERROR

NATURAL

FLOOD

MANMADE

LIGHTENING






Page - 282

Decentralization of operational control to each zone to be exercised by the

respective crisis management group

Each to be self-sufficient in first response capability within a specified time in

emergency service

All concern should have very close linkage to ensure integrated approach to

emergency

All MAH industries in a zone should have formulated mutual aid agreement covering

firefighting and medical services

Instant alarm system to alert the people in danger zone

Quick response by radio communication network, Mobile Phones and other

available resources of communication

Identification of alternative routes for transport of Hazardous Chemicals during

emergency situation

7.4.1.5 Onsite Disaster Management Plan

a) Site Disaster Manager to take charge and give guidance over public address system

Project Manager will take charge and give guidance over public address system

Assembly point shall be identified and marked. Mega phone shall be used to

address the emergency to employees.

b) Call for outside assistance of Fire Brigade, Hospital, Ambulance

Accounts & Administration In-charge will call for outside assistance of Fire

Brigade, Hospital, Ambulance

In absence of Accounts & Administration In-charge, manager will call outside for

assistance

c) Network with State, District and Ward level control rooms

Ward level details are provided below in operation phase

d) Ensure adequate warning before switching off power

All announcements will be done with good quality equipment

EHS In-charge of the Contractor will ensure with Safety Supervisor that all

worker are stopped working and shut downed the machines & equipment before

switching off emergency control switch

The emergency electrical switch during construction phase will be placed near

the site office.

e) Assure workers of continuous communication and take all measures to keep up their

morale

Project manager will do continuous announcements by various methods to keep

up workers morale






Page - 283

f) Guide workers on the steps being taken for evacuation in a systematic manner

This requirement will be handled by dedicated trained staff/volunteers.

g) Take steps to reduce/ eliminate panic

Periodical training to internal Volunteers & Officers

Periodical mock drills to all Workers, Officers, volunteers and staff in every three

months

h) Liaise with Law & order Machinery

Project manager will liaise

i) Preventive Maintenance

Preventive maintenance of construction equipment, lifting tackles, cranes, hot

mix Plants, batching plants, stone quarry, fire protection system of POL storage

area is advisable.

j) Regular maintenance of Equipment & Systems

Periodical maintenance will be carried by certified, competent and skilled person

employed by the Contractor at regular intervals.

k) Warning System

Security will do the announcement by fan horn or reflex horn speaker in the

guidance of Safety In-Charge

Provision of fire alarm switch at security room

l) Organize extensive training for disaster managers and assistants

Quarterly training will be arranged by the Contractor for disaster managers and

assistants during construction stage

m) Prepare Inventory of Resources - rescue equipment, medical equipment for

emergencies, ambulances, hospitals, NGOs and disaster management related

material and personnel. Only OHSAS 18000 Certified Contractor will undertake work

having

DMP policy

Standard Operation Procedures (SOP)

Emergency rescue equipment and resources

Provision of stretcher at appropriate location

Implementation of Work Permit system

All emergency contact details is to be maintained in register






Page - 284

ROLES AND RESPONSIBILITIES

Position Role & Responsibility

Project Manager

(Chief Site Controller)

Ensure that site management teams are adequately staffed by

suitably trained and experienced personnel

Advising the site management of their specific responsibilities and

duties for health and safety

Promoting an interest and enthusiasm for health and safety and

emergency evacuation during crisis

Conducting regular safety meeting with site management

EHS General Manager

(Asst. Site Controller )

Monitoring the implementation and operation of the safety plan

Responsible to the head safety on day to day basis

Verifying the correct reporting procedures for accidents, dangerous

occurrences

Day-to- Day scrutiny of operations on site with regard to safe system

of work

Investigation of accident and dangerous occurrences, reporting and

recommending corrective actions

Ensure that all accident and dangerous occurrences are reported

and any necessary remedial actions are taken

Manage the site safety condition and relation with client in proper

comportment

Construction Head -

(Site Controller)

Ensure Contractor’s Safety Procedures are followed on site

Ensure that all statutory posters and notices are displayed together

with the policy document

Carry out formal weekly site inspection and inform in writing to the

senior safety executive of any necessary improvement to ensure the

activities are undertaken in a safe manner

Daily inspection will be carried out and any dangerous condition

reported

Ensure that an adequate supply of protective clothing and

equipment is available and issued to operatives

Ensure that operatives are aware of their responsibilities regarding

the wearing of such equipment

Ensure that fire extinguishers are located in correct place and are

fully charged. Provide weekly reports and monthly status

Safety Supervisor

(Member)

Regular safety inspection for slings, chain ropes, fire extinguishers,

housekeeping, scaffolds, ladders etc.

Correcting unsafe work practices on site

Enforcing use of personal protective equipment

Conducting safety inductions and safety tool box talks

Training of banks men / signalmen

Ensure that the location of medical facilities is made known to all

employees

Daily site safety inspection and reporting

Ensure that an adequate supply of protective clothing and

equipment is available and issued to operatives

Ensure that operatives are aware of their responsibilities regarding

the wearing of such equipment






Page - 285


Construction Workers To take reasonable care to safeguard their own health and safety

and of other workers who may be affected by their work

Never misuse anything provided in the interest of health and safety

To use correct tools and equipment for the job

Use personal protective equipment as required

To warn new man to know hazard at work

Response Plan: The Contractor will allot a Project Manager for handling disaster by

keeping in view of his knowledge of local language, fire safety exposure, communication

skill and his contact with public and local NGO’s. The Project Manager will handle

disaster with his safety team with clearly enumerated functions during construction

phase.

Control Room: The Contractor will earmark a specific area to function as control room

for disaster management during construction phase. the Control Room shall be

operated round the clock. Security Control Room during Construction phase should be

at the main entry gate. The traffic in the area comprises:

Regular workers

Vendors

Visitors to the Working staff

Representatives of public bodies, couriers companies etc.

The traffic could be mobile or pedestrian

7.4.1.6 Off-site Disaster Management Plan

District authority Palghar, Thane & Raigad will play major roll during off site emergency

situations. The district authority is assisted by members of district level as under:-

Police Authority S.P.

Principal Medical Officer Civil Surgeon at Civil Hospital,

Joint Director, Industrial Safety & Health

Fire officer

Public Relation Officer

Sub Regional Officer, Pollution Control Board

Representative of the concerned Industrial Unit

Public Works Department

District Public Health Officer

Co-coordinator Mutual Aid and Response Group TIMA

District Information Officer

Incident Discovery:

In case of emergency, dial District Control Room of Palghar / Thane / Raigad -- give

your name, location and a concise description of the emergency (e.g. fire, personal






Page - 286

injury, and toxic gas release)

Notify / alert the personnel in the immediate area of danger

If personal safety and health is not assured, do not attempt to enter the site till the

emergency response team / NDRF / Fire Brigade / Police will reach the site

Tasks of the CMG

To exercise board control over emergency operations

To give guidance on matter of basic policy

To provide official information and instruction to the public

During normal times review the operational preparedness and take appropriate

measures to rectify the defects

To co-ordinate inter zone emergency response.

ROLES AND RESPONSIBILITIES


Police Authority: SP

Palghar / Thane / Raigad

Maintain Law and Order

Regulate Traffic

Control entry to the emergency area

Security arrangements at each industrial unit

Protect vital installations

Assist in warning public about the emergency

Assist in evacuating and sheltering

Protect evacuated area

Assist emergency services in the performance of their duties

Chief Medical officer /

Civil Surgeon, Palghar /

Thane / Raigad

First Aid arrangement and availability of On-Site requirements of

Industries

Set up Mobile First Aid Posts at Assembly points

Mobilization of emergency medical and health service at causality

clearance centers and base hospitals

Public Health Service at reception centers

Medical supply of antidotes, special medicines and lifesaving

drugs

Corpse disposal service

Co-opt voluntary organization like Rotary Clubs and Lions Clubs.

Prepare plan for health and medical

Training to medical team and Hospital Staff for emergency

response

Joint Director Industrial

Safety and Health -


Undertake safety audit of hazardous industries situated near

VME SPUR

Visit Industries to see that safety norms are being followed

Ensure development of On-Site Plans. Examination of risk

evaluation study and safety audit

Ensure frequency of Safety Audit and Mock Drills (Fire)






Page - 287


Assist the Municipal Commissioner in developing off-site

scenarios

Ensure Safety Education, Safety Awareness, and Discussion

along with Mutual Aid and Response Group (MARG).

Pre-emergency & Post emergency Task

Member Secretary of the DCG Palghar, Thane & Raigad

Joint Director Industrial

Safety and Health


Ensure On-Site Plans of Industries are vetted and approved as

per Act

Visit Industries to see that safety norms are being followed

Ensure development of On-Site Plans. Examination of risk

evaluation

Study and safety audit

Ensure frequency of Safety Audit and Mock Drills (Fire)

Assist the Municipal Commissioner in developing off-site

scenarios

Ensure Safety Education, Safety Awareness, and Discussion

along with MARG.

Pre-emergency & Post emergency Task

Member Secretary of the DCG Palghar

City Engineer, Vasai

Virar Municipal

Corporation,

Kalayan-Dombivli

Municipal Corporation;

Kulgam-Badlapur

Municipal Council and

Exe.Eng.PWD

Organization Reception Centre at Assembly Points.

Co-ordinate resource of voluntary organization.

Prepare Plan for the Public Work.

Assist to prepare Plan to Regional Officer Maharashtra Pollution

Control Board of containment and cleanup.

Fire Officer, Fire Station

Vasai Virar Municipal

Corporation,

Kalayan-Dombivli

Municipal Corporation;

Kulgam-Badlapur

Municipal Council, Thane

Municipal Corporation

Mobilization of all firefighting units from various sources

Training of fire service personnel in chemical disaster operations

Stocking of special firefighting agents and equipment

Adequacy of firefighting / control measure at each industrial

location

Work out Mutual Aid arrangement in the cluster

Prepare Plan for Human service required for the emergency

response

Formulation chain of command among the Fire Fighters

Prepare Plan for response personal safety

Prepare Plan for Fire & Rescue

List of tasks of the Fire Fighters

Deputy Controller, Civil

Defense, Palghar, Thane

& Raigad

Function as operations officer

Assist District Emergency Authorities in evacuation, medical,

rescue activities

Public Relation officer Spokesperson for media, news on behalf of the Administration of

Corporation






Page - 288


Responsible for dissemination of information to public

Established Media Center

Ensure pre-emergency education / information to public at large

Sub Regional Officer,


Control Board

Monitor extent and quantum of pollution during the crisis

Declare hazardous are safe for re-occupation by public

Prepare plan for the containment & Clean-up

Prepare plan for on-going incident assessment

Regional Transport

Officer, Palghar, Thane

& Raigad

Ensure strict enforcement of regulations laid down to improve

safety in transportation of hazardous substance

Organize transportation arrangement for evacuation.

Ensure TREMCARD is available in the tankers transporting

hazardous chemicals

Divert tankers transporting hazardous chemicals in association

with Traffic Police in case of disaster, Ganesh Chaturthi or any

other festivals or mass gathering to safer transport route

Train tanker drivers in respect of the hazardous during the

chemicals transportation in consultation with MARG.

Incident Commander The Incident Commander is responsible for incident activities

including the development and implementation of strategic decisions

and for approving the ordering and releasing of resources.

Obtain incident briefing from prior incident commander

Assess incident situation

Conduct initial briefing

Activate elements of the incident command system

Brief command staff and section chiefs

Ensure planning meetings are conducted

Approve & Authorize implementation of incident action plan

Determine information needs and inform command personnel of

needs

Co-ordinate staff activity

Manage incident operations

Approve requests for additional resources and requests for

release of resources

Approve the use of trainees on the incident

Authorize release of information to new media

District Information

Officer

The information officer, a member of the command staff is

responsible for the formulation and release of information about the

incident to the news media and other appropriate agencies and

organizations

Obtain briefing from incident commander

Contact the jurisdiction agency to co-ordinate public information

activities

Establish single incident information centre whenever possible

Arrange for necessary work space, materials, telephones and






Page - 289


staffing

Prepare initial information summary as soon as possible after

arrival

Observe constrains on the release of information imposed by

incident commander

Obtain approval for release from incident commander

Release news to news media and post information in command

post and other appropriate locations

Attend meetings to update information release

Arrange for meetings between media and incident personnel

Provide escort service to the media and VIP’s

Provide fire retardant clothing for media and VIPs

Respond to special requests for information

Maintain and Submit all records and logs.

Assistant to SDM

(Administration)

Act as an Alternate Leader, Liaison Officer, and Agency Chief in

disaster

Check in at the incident command post. Ensure that all agency

resources have completed check-in

Obtain briefing from liaison officer or incident commander

Establish working location. Advise agency personnel on the

incident that the agency representative position has been filled

Attend planning meetings as required

Provide input on use of agency resources if no resources use

advisors are assigned

Co-operative fully with incident commander and general staff on

agency’s involvement at the incident

Observe the wellbeing and safety of agency personnel assigned

to incident

Advise liaison officer if any special agency needs or requirements

Determine, if any special reports or documents are required.

Report to agency dispatch or headquarters on prearranged

schedule.

Ensure that all agency personnel and/or equipment is properly

accounted for and released prior to your departure

Ensure that all required agency forms, reports and documents

are completed prior to your departure from the incident

Have debriefing session with liaison officer incident commander

prior to departure

Station Master

Western Railway, Vasai

Road / Virar / Saphale /

Palghar/ Boisar / Dahanu

Ensure availability of local trains in case of evacuations

Depot Manager MSRTC

Palghar / Boisar / Vasai

Ensure availability of Buses in case of evacuations






Page - 290


Execute Engineer

MSEDCL, Vasai,

Dy. Execute Engineer

Ensure electricity supply to expressway, streets; Police Stations,

Fire Brigades, Emergency Control Centre and other Offices of

emergency Response Personnel

District Supply Officer,

Palghar, Thane & Raigad

He is responsible for determining feeding requirements at all

incident facilities, menu planning, determining cooking facilities

required and general maintenance of the food service areas

District Collector,

Palghar, Thane & Raigad

Co-ordination of all Local Crisis Groups of the District

Act as Chief Controlling Authority of District Emergency Plan.

Mobilize / Requisition / pulling together resources to tackle

emergencies

Establish relationship between District Emergency Plan (Crisis

Group) and State Crisis Group

To requisite the resource available from the public works

departments

Warning System: A good warning system is one of the important pre-requisite of the

emergency management system to save lives, Prevent injuries and mitigate losses. As

soon as incident commander determines that it is necessary to warn people of a threat

to public safety, a strategy appropriate to the situation will be developed and

immediately implemented to ensure coverage of the affected area.

In order to ensure speedy and effective response, the execution of off-site disaster

related activities will be undertaken under the direction of the Disaster Management

Committee as per the Off-site Emergency Plan of Palghar, Thane and Raigad district.






Page - 291

7.2 GEOPHYSICAL SURVEYS

Aquifer in hard-rock terrain is a serious issue, which occurs in limited areal extent within

secondary porosity generated by weathering, fracturing, jointing and faulting .In hard-

rock terrain, the fractured rocks are only the channel for water charging and

transporting .These structural variations are scattered in the hard rock areas. Unplanned

drilling without suitable information regarding subsurface formation may lead to

unsuccessful results.

Present scope of work includes subsurface characterization using Electrical Resistivity

Tomography (ERT) and Seismic Refraction Tomography (SRT) for detail aquifer study

at various depths to decipher the fracture pattern and weathered portion.

The team comprising Prof. Sanjit Kumar Pal, and Prof. S. Datta Gupta, from

department of geophysics, IIT (ISM), Dhanbad were visited the site during

28.12.2020 to 31.12.2020 for Electrical Resistivity Tomography (ERT) and Seismic

Refraction Tomography (SRT) data acquisition with guidance of Mr. Aejaz Ahmad,

Geologist Intercontinental Consultants & Technocrats Pvt. Ltd., New Delhi. The

summary of the study is discussed below and separate report has been prepared

covering the detailed study.

7.2.1 Seismic Refraction Tomography (SRT)

Geode digital seismograph has been used for the Seismic Refraction Tomography

(SRT) data acquisition with shot’s offsets at +5 m; +20 m; +50 m; +100 m; +150 m; +200

m along with inline shots at 0 m, 30m, 60 m, 90m, and 120m; which cover a total survey

length of about 2040m.

Rayfract 3.32 software (Intelligent Resources Inc., 2006) has been used for SRT

(Sheehan et al 2005) study. The initial velocity model was obtained using the smooth

inversion Delta-t-V turning ray method (Gebrande and Miller, 1985) with the one-

dimensional (1D) gradient option. The standard Delta-t-V method produces a pseudo-

2D model with lateral velocity changes along the profile. The smooth 1D gradient option

is an average of all traces of the pseudo-2D model and is the recommended starting

model to minimize velocity artefacts in the final model (Intelligent Resources Inc., 2007).

Subsequent model refinement was performed using the 2D Wavepath Eikonal

Traveltime (WET) tomographic inversion method (Schuster and Quintus-Bosz, 1993).

The SRT represents subsurface using cells or grids of various sizes with fixed or

variable dimension. Presently, finite difference method has been used for prediction of

refracted ray path in subsurface forward modelling to estimate the travel times between

source and geophone location. Velocities assigned to grids or cells are refined or

modified iteratively so that misfit between predicted and calculated travel times is

acceptable.






Page - 292

7.2.2 Electrical Resistivity Tomography (ERT)

Electrical resistivity tomography data have been collected along 4-profiles each of about

500m covering total of 2000m line length using Syscal R1 Plus Electrical resistivity

tomography instrument. Electrical resistivity tomography involves a series of resistivity

measurements with different electrode spacing using a 2D multi electrode imaging

system to control the measurements. Increasing electrode separation provides

information of increasing depths. The measured apparent resistivities are processed

and interpreted to provide an image of true resistivity against depth. For each

successive measurement, for getting deeper subsurface information, the current

electrodes are moved farther away from the potential electrode pair by a distance that is

a multiple of the separation between potential electrode pair. In resistivity tomography

survey, a large number of electrodes are arranged in a linear array. An automatic

switching mechanism is used to select the relevant four electrode array for each

measurement.

Electrical Resistivity Tomography technique is best suited for the investigation of sites

with complex geology that cannot be approximated to horizontal layer stratigraphy. The

final depth-section of ERT technique is an image of true resistivity with depth from which

the subsurface geological information including that of isolated low/high resistive

anomalies representing cavities, seepage zones etc can be discerned. Resistivity

Tomography data collection technique is also called sounding-profiling technique as it

involves both sounding and profiling measurements. Aquifer / weathered/ water

saturated fracture zones exhibit low resistivity anomaly whereas, hard-rocks/ bed-rocks

/ compact rocks exhibit high resistivity anomaly in the resistivity tomography section.

The ERT survey is carried out using (Syscal R1 Plus) a multi-electrode electrical

resistivity tomography (ERT) system. Survey involves multicore cables with many

electrodes takeouts which are connected together to form a multi-electrode set-up. This

enables the selection of any four (two for current injection and two for potential

measurement) out of these electrodes. Spacing between consecutive electrodes are

always the same. Selection of spacing between electrodes is based on the geometry of

expected anomaly i.e., vertical depth of investigation, horizontal resolution and space

availability. For high resolution subsurface imaging, smaller spacing is used. The

multicore cables are connected to a resistivity meter which is connected to a laptop.

Information regarding the sequence of measurements, type of array used and other

survey parameters such as the intensity of current/ voltage etc are assigned through a

computer program. A microcomputer together with an electrode-switching unit is used to

automatically select the relevant four electrodes for each measurement .Apparent

resistivity measurements are recorded sequentially and sweeping any quadripole

(current and potential electrodes )within the multi-electrode array .As a result, high-

definition pseudo sections with dense sampling of apparent resistivity variation at

shallow depth are obtained in a short period of time, which are then used for generation

of 2D inverted true resistivity section .It allows for detailed interpretation of 2D resistivity

distribution in the subsurface formation.






Page - 293

Figure 7-3 Schematic diagram of a ERT data acquisition and a possible sequence of

measurements to create a 2-D pseudosection (Loke et al., 2000).

Layout of multi Electrode Resistivity Imaging System (Modified after Dahlin, 1996)






Page - 294

Fig.3

Locations P1 –P8 starting and ending points of

different profiles used for ERT and SRT studies

Locations P1 to P2 indicate Profile-1 and

Locations P3 –P4 indicate Profile-2 at Bendshil

Locations P5 to P6 indicate Profile-3 and

Locations P7 to P8 indicate Profile-4 at Taloje

7.2.3 Results

ERT and SRT data have been acquired at two sites , viz., Bendshil and Taloje along

four lines covering total length of about 2000 m. Details of the data acquisition are given

in Table 7-6 and shown below.






Page - 295

Table 7-6 Details of the Data Acquisition

Location Line numbers Latitude Longitude

Bendshil

Line 1 (1st Point) (P1) 19° 6'44.53"N 73°14'4.18"E

Line 1 (2nd

Point) (P2) 19° 6'34.42"N 73°13'51.12"E

Line 2 (1st Point) (P3) 19° 6'33.98"N 73°13'50.78"E

Line 2 (2nd

Point) (P4) 19° 6'25.17"N 73°13'35.52"E

Taloje

Line 3 (1st Point) (P5) 19° 5'35.98"N 73°11'59.80"E

Line 3 (2nd

Point) (P6) 19° 5'46.15"N 73°12'13.67"E

Line 4 (1st Point) (P7) 19° 5'34.31"N 73°12'1.39"E

Line 4 (2nd

Point) (P8) 19° 5'44.57"N 73°12'15.81"E

7.2.4 Summary and conclusions:

In Profile P1-P2 (AA/), high-resistive (1000–2500 Ohm-m) compact basement rock

with high velocity is dominated feature in the central part. Moderate-resistive

moderately weathered rock (1000–2500 Ohm-m) lying on both flank of high-resistive

one. Seismic section indicates compact hard rock throughout its span. No feature for

possible aquifer is identified.

In Profile P3-P4 (BB/), moderate (200–500 Ohm-m) to high-resistive (2000–2500

Ohm-m) rock is dominated feature in throughout the Profile. A prominent relatively

low resistive / low velocity weathered/fractured moist rock is delineated associated

with a surficial tributary/ channel between RD 120 to 170 m that is intruded obliquely

to the depth of 30 m and extending to RD210 m.

In Profile P5-P6 (CC/), moderate-resistive moderately weathered rock (150–400

Ohm-m) lying almost throughout the profile. Seismic section indicates compact hard

rock throughout its span. No feature for possible aquifer is identified.

In Profile P7-P8 (DD/), moderate-resistive moderately weathered rock (150–600

Ohm-m) lying almost throughout the profile. Seismic section indicates compact hard

rock throughout its span. No feature for possible aquifer is identified.

In general, mostly seismic sections indicate compact hard rock throughout their

span, as Seismic Refraction Tomography is relatively less effective to delineate the

relatively moist weathered rock-mass. Whereas, Electrical Resistivity Tomography is

quite effective to delineate the relatively moist weathered rock-mass.






Page - 296

7.3 HYDROGEOLOGICAL & AQUIFER STUDY AND 3-D MODELLING


locations as detailed below:

Section I (Km 71.532 to 75.426): The proposed SPUR alignment enters the Buffer

Zone at km 71.532 and after traversing 249 m it enters the Eco-sensitive Zone of

Matheran at km 71.781. The alignment exits from the Eco-sensitive Zone at km 75.128

and from Buffer Zone at km 75.426.

To preserve ecology of the Matheran, 4.160 km long tunnel is proposed in this


tunnel is at km 71.520 (before buffer zone) and end point of the tunnel is at km 75.680

(after buffer zone).

Section II (km 77.115 to km 77.691): Based on the suggestions of the Monitoring

Committee of the Matheran ESZ in the year 2012, the proposed alignment was modified

and shifted on the right side to minimize the impact. The width of the Right of Way

(RoW) at this location has also been reduced. Hence, in this section, the alignment is

only passing through the Buffer Zone from km 77.115 to km 77.691 for a length of 576

m.

NHAI engaged independent agency to conduct 3D modeling, detail aquifer study and

hydrogeological study in the proposed tunnel area at Matheran as suggested by the

MoEFCC in the TOR. The agency conducted the study and prepared standalone report.

The summary of the study is presented in the following sections.

7.3.1 Study Area

The study area extends in the districts of Thane and Raigad of Maharastra State and it

covers an area of more about 100 sq. km under a toposheet no. 47 E/4 of Survey of

India on the scale of 1:50,000. The study area is very well connected and is

approachable from either by roadway or railway from Mumbai. Nearest towns are

Ambernath and Badlapur lying on the northern part of the study area and Panvel on the

southwestern part.

The study area is characterized by the slightly undulating plain in the western, eastern

and northern part whereas the hill range is present in the central and southern part. The

average ground elevation is around 50-100 m above mean sea level; however, the hills

rise sharply from 450 m to about 700 m. The entire plain is dissected by numerous

streams, though the Ulhas River and the Taloje River is the two main stream of the

region. Lithology of the area comprises Deccan Trap Basalt






Page - 297

7.3.2 Materials and Methods

Field work for geological investigation at the study area has been carried out from 3rd to

7th January 2021. The investigation contains: (a) geological mapping around the hilly

tract, the special emphasis has been given on the SPUR tunnel alignment; (b) geo-

structural surveys through scanline sampling method done along the stream cut

sections (c) tracking around traced lineaments (from satellite imageries) to find the

cause of lineaments, (d) field photography from where the geological data have been

retrieved, with their location details.

Tracing of lineaments and drainages have been done from the satellite imageries

available from bhuvan.nrsc.gov.in website, SOI topo-sheet and also have taken help of

Google Earth. The overview of the geological set-up of the region has been obtained

from (1) Geological Quadrangle Map No. 47E (scale 1:250,000) published by Geological

Survey of India; (2) District Resource maps (DRMs) of Thane and Raigad districts,

Maharastra, Geological Survey of India, Kolkata.

Overview of the area has been gathered from Zonal Master Plan for Matheran Eco-

Sensitive Zone (MESZ) 2016-36 (2019). The hydrological and groundwater data have

been obtained from Ground Water Monitoring Wells (GWMS) of CGWB, Nagpur. And

similarly, the rainfall data obtained from IMD website. Soil data has been gathered from

Maharastra Remote Sensing and Application Centre (MRSAC).

Detail geological mapping on the scale of 1:50,000 have been done, which involves

lithology identification, delineation of lithological boundaries, structural geological data

collection by geological compass and other relevant software and plotting the same on

the geological map and geo-mechanical rock mass classification.

Methodologies adopted to gather the data (degree of jointing, type of discontinuities,

orientation, spacing, persistence, roughness, apertures, fillings, etc.) from the field for

geological mapping and scanline sampling is from “International Society for Rock

Mechanics commission on standardization of laboratory and field tests- suggested

methods for the quantitative description of discontinuities in rock masses” published on

1977 in Int. J. Rock Mech. Min. Sci & Geomech. Abstr. Vol. 15.

The data obtained from geophysical studies like ERT and SRT have been utilized for

determination of fracture intensity in rock and groundwater condition. The boreholes

drilled in the area (2 nos.) by IGS, New Delhi have also been used for information like

geotechnical parameters of the rock and finally used in determination of rock mass

classes.






Page - 298

7.3.3 Topography and Drainage

The study area is characterized by N-S trending ridge of part of Matheran-Malangad Hill

Range surrounded by plains of Ulhas river and Lendi-Taloje River. Matheran-Malangad

Hill Range resembles the western edge of the Sahyadri. The altitude ranges from 50 m

to 700 m above the mean sea level (Figure 7-4).

The hills here are characterized by steep escarpment resembling a shear wall at places.

And it has a steps-like profile due to the lithology of the area, which is characterized by

layering and each layer is separated by a narrow terrace. The top of the hills is often

characterized by Tor structure.

The proposed tunnel is passing below the Navra-Navri Dongar of Matheran-Malangad

and two portal P1 and P2 lies on hill streams near Shiravali and Bendshil. About 60% of

the tunnel alignment is passing through overburden of <200 m, whereas, about 40%

(especially the middle of the alignment) passing underneath the overburden of 200-700

m.

The area is dissected by numerous streams, which are tributaries to Ulhas River, Taloje

River and Lendi River. Navra-Navri Dongar is the major water divide in the region and

most of the streams originate from here. Malangad is also the source of many radiating

streams. Most of the streams are seasonal, except a few, like Dangar, Taloje etc. 1st to

4th order streams is present in this region, which form dendritic pattern drainage. The

streams are often structurally controlled, as they followed the fractures and other

lineaments in the region. In Malangad area locally radial drainage pattern develops.

The hilly tract of the area is also characterized by numerous springs though mainly

seasonal, as during monsoon season groundwater gets recharged. The foothill areas

characterized by small hamlets are getting water from the streams coming from the hills,

but due to steep slope of the hill, surface runoff is tremendous, which does not allow the

water to percolate into the ground and the massive rock in the form of basalt do not form

a good reservoir to store water during dry seasons. Some bore wells are present, where

there is high fluctuation of water level has been noticed.

On analysis of the drainage system in the present study area, it has been found that no

major nallahs or rivers are present on the corridor of the tunnel alignment, except a few

on the P1 portal of the tunnel. The two nallahs that are cross-cutting the alignment of

the tunnel on P1 portal are mostly seasonal and have basalt bed, which is lack on any

significant joint opening (secondary porosity), thus penetration of water through this will

be a rare case. Even the ERT data depict absence of any major fracture zone or water

pocket underneath this area, except some amount of saturation.






Page - 299

Figure 7.4 Geomorphology of the area, showing the elongated ridge of Matheran-Malang

Gadh Hills, drainage pattern of the area and the alignment of the proposed tunnel






Page - 300

Complete profile of soil-regolith-rock along a quarry section, top 100 cm is the

soil, underlain by highly weathered vug filling basalt

7.3.4 Geology

The area is characterized by subordinate soil cover (red soil or laterite soil). The depth

of soil is very shallow of approx. 10 to 25 cm, and at a few locations about 100 cm.

Texture of soil is mostly gravelly sandy clay loam and gravelly clay. And the area is

prone to moderate to severe soil erosion.

The lithology of the area comprises basalt of Deccan Traps of upper Cretaceous to

Palaeogene age except for a few patches of laterite capping and alluvium along rivers

and streams. SRT data around both the portals also indicate 3 prominent layers of

differential competency based on P-wave velocity. The competency increases with

depth from 1st layer P-wave velocity of <1.2 km/s to 2nd layer with 1.2 to 2 km/s and

finally to 3rd layer of velocity of 2.2 to 3.2 km/s.

The total thickness of the Deccan Trap Basalts (U. Cretaceous to Palaeogene) varies

from a few meters in the northern part of the Thane district; above 2380 m thick trap is

reported. Two types of basalt occur in the area which is grouped under - massive fine to

medium grained basalt and medium grained amygdaloidal basalt with phenocrysts of

plagioclase. Massive fine to medium grained basalt is often characterized by black to

greenish grey colour and vertical joint (2 sets).






Page - 301

Fine grained basalt with two sets of joints

Zeolite filling the vugs in basalt

Whereas medium grained amygdaloidal

basalt is black coloured and contains

crystals of plagioclase (lath shaped 1 to 4

cm). This also has columnar joints and

exhibit exfoliation weathering (spheroidal

pattern). Amygdule filled up with zeolite,

calcite and quartz. The basalt is also

characterized by vugs, which are often filled

up with zeolite and quartz, indicating filling

up of secondary porosity.

The generalised stratigraphic nomenclature

of Geological Survey of India (2001) has

been followed here, according to which the

basalts occurring here are grouped under

Lower Ratangarh Formation of Sahyadri

Group.

The mapped area shows several N-S to NW-SE trending and E-W trending lineaments,

in which most of them are fracture controlled and a few are fault controlled. The faults in






Page - 302

the region are mostly strike-slip faults trending N-S around Bendshil and Bhainiwadi

area and also suspected fault trending E-W in the Malang Gad area. The faults around

Bendshil and Bhainiwadi are on the portal P1 and portal P2 respectively of the tunnel

alignment (Km 72+000, Km 72+900 and Km 75+550). The faults are identified by

increase fracture density (around Km 72+300 to 72+600) and laterization along a line,

otherwise no significant evidences of movement like slickensides or variation in joint

orientation has been noticed. The basalts have some inherent vertical joints trending N-

S and E-W, which are also controlling the lineament orientations. Local radial joints are

often developed due to the flowing of magma during fissure eruption in this Deccan

area. Often the escarpments of the hill are also very linear giving impression of

lineament.

7.3.5 Hydrogeology

The drainage density of the region is high, especially at the hilly tract of Matheran-

Malang Gadh Range. 1st order drainage is dominating, whereas the highest order

drainage or the main drainage in the area is very less. The streams are seasonal and

become totally dry during the dry seasons. This indicates the steep slopes of the hilly

area and less porous massive basalt causing high amount of surface runoff during

monsoon.

Interpreted Geo-hydrological map for Vadodra-Mumbai Expressway SPUR indicate

absence of any significant groundwater bodies or aquifers in and around the

tunnel alignment. The ERT survey carried out in the portal areas of the tunnel also

indicate the same except some amount of saturation at a few locations, especially

around portal P1, somewhere around (1) Km 71+520 to Km 71+800, and (2) at some

isolated locations in between Km 72+000 to Km 72+900. The 2nd area has deep seated

(50-100 m) saturated zone and this area lies in between two strike slip faults and the

lithology here is also characterized by basalt with vugs and higher fracture density.

During pre-monsoon from 2010-2019, the mean groundwater level was around 4.01 to

6.44 mbgl, and even further below the mean during May 2019 to 4.8-7.1 mbgl. This

trend of dropping down of water level is alarming as the mean water level in pre-

monsoon of 1996 to 2011 was around 2 to 5 mbgl. The similar dropping of water level in

post monsoon season has also been noticed.

The main reasons for this dropping of water level are as follows:

Porosity is lacking in massive basalt (some amount of secondary porosity

developed due to fracturing and vugs, but they are not sufficient to hold the water

for long)

Steep hill slopes in the area and also deforestation around encourage higher

amount of surface runoff, thus rain water does not able to percolate into the ground






Page - 303

(recharge problem),

Silting of existing recharge structures, which again increase surface runoff, and

Increase in fluctuation due to draft attributed to increase in population and urban

sprawl, especially in the northwestern part, around Ambernath and also to some

extent around Badlapur.

7.3.6 Geotechnical Investigation Results

The geotechnical investigation by drilling 2 nos. boreholes around portal P1 has been

carried out in 2011 to know the geotechnical parameters (Table: Geotechnical details).

The results indicate presence of overburden of only about 40-50 cm and followed by

black fine grained basalt, occasionally amygdaloidal, weathering grade mostly fresh with

slight to moderate weathering at a few locations. Water table encountered around 9 m

and there was partial water indicating joints are either tight or filled-up. Occasional

vesicular openings have been observed. The RQD ranges from 28-90%.

Laboratory test results from the same borehole samples indicate lack or very less

porosity and also water absorption percentage. The overall strength of the rock is good,

where UCS ranges from 30 Mpa to 97 Mpa.

7.3.7 Rock mass Classification & Geological Matrix along Tunnel Alignment

The tunnel alignment traverses through the tectonically stable Deccan Traps basalt. The

basalt is characterized by thick bedded flows, which are almost horizontal or slightly

dipping towards west and is lacking in tectonic joints. Therefore, stable ground during

tunnelling is expected and frequent changes of strata will not be there, though a few

minor geological surprises may be encountered.

A rockmass classification along the proposed tunnel alignment has been presented here

by taking into consideration of (i) geological data, (ii) geotechnical data, (iii) geo-

mechanical data, (iv) hydrogeological data, and (v) geometrical data of tunnel. The

height of the tunnel is around 10 m and the width is of about 18 m.

The rock along the tunnel alignment comprises two types of basalts, which are

categorized under Rock Type (RT): RT-1 (30%) and RT-2 (70%). Mostly the rock mass

along the proposed tunnel alignment is devoid of any significant tectonic activity, except

presence of two strike slip faults around P1 (Km 72+200 and Km 72+900) portal and

one suspected fault around P2 portal (Km 75+550).

Rock mass is rarely continuous, homogeneous and isotropic, and is usually dissected

by several discontinuity planes (fractures, cleavage, joints, etc.) and other structures.

Mapping of such elements is an essential component for the design of underground

excavation. Different engineering geological parameters, such as, weathering/alteration,

structure, colour, grain size, rock type, groundwater influence, details of discontinuities






Page - 304

(number of joint sets, orientation, persistence, spacing, aperture/thickness, infilling,

waviness and unevenness), etc. have been collected.

The geological and geotechnical data collected have been utilized for rock mass

classification by the methods like Q-value, Rock Mass Rating (RMR) and Geological

Strength Index (GSI). RMR uses compressive strength directly and its calculation also

incorporates the joint and tunnel orientations relationship while Q only considers

strength as it relates to in-situ stress in competent rock. GSI has also been used here to

properly demarcate the geo-mechanical properties of the rock mass, taking into

consideration the discontinuity network and the relative geotechnical characteristics.

The obtained Rock Mass rating (RMR) value from geotechnical investigation ranges

mostly from 40 to 80, with subordinate 15 to 40. Though RMR is mainly based on the

criteria of joint orientations and UCS of the rockmass. Whereas at present study area,

the joints are not so important factor in controlling the rockmass behaviour. The

competency of the rock and the overburden pressure on the tunnel plays an important

role in controlling rockmass behaviour and consequently in categorization of different

rock support classes along the tunnel. Therefore, Barton’s Q-Index has been used

here for geo-mechanical classification of rockmass along the tunnel. Six parameters

are used to calculate Q-Index, viz. Rockmass Quality Designation (RQD), Joint set

number (Jn), Joint roughness number (Jr), Joint alteration number (Ja), Joint water

factor (Jw) and Stress Reduction Factor (SRF). First quotient (RQD/Jn) represents

structure of rockmass, and it is a crude measure of the block or particle size.

Second quotient (Jr/Ja) represents the roughness and frictional characteristics of the

joint walls or filling materials. And third quotient (Jw/SRF) consists of two stress

parameters. The Q-Index ranges from 3 to 60, whereas the RMR estimated from Q-

Index (RMR=9lnQ+44) ranges from 53 to 81. Similarly, Geological Strength Index

(GSI) has been determined from Q-Index (GSI=15log[(RQD/Jn)(Jr/Ja)]+50) and it

has been found that the GSI ranges from 65 to 72. The Q-Index, RMR and GSI

along the proposed tunnel alignment has been given below:

Q-Index RMR GSI

3 53 65

4 56 65

5 58 65

6 60 65

15 68 72

30 74 72

45 78 72

60 80 72






Page - 305

The overburden along the tunnel has been classified into (i) 0-100 m, (ii) 100-200 m, (iii)

200-400 m, and (iv) >400 m. Dry to minor inflow of water during the tunnelling activity is

expected and in rare cases medium inflow may encounter, especially around the portal

P1.

By taking into consideration of the GSI value and strength of the intact rock, rockmass

strength has been obtained. Then the competency of the rockmass has been computed

by using rockmass strength and overburden. Then the obtained RMR and competency

of the rockmass were used to determine the Rockmass Behaviour Type.

Rockmass Behaviour Type (RBT) represents the determined behaviour of the rockmass

due to the excavation of the tunnel without any support measures. Three classes of RBT

along the present tunnel are RBT-1 (~35%), i.e., stable ground with potential of small

local gravity induced falling or sliding of blocks, RBT-2 (~60%), i.e., potential of

discontinuity-controlled block fall, and RBT-3 (~5%), i.e., rockburst, caused by highly

stressed brittle rocks and the rapid release of accumulated strain. Both RBT-1 and 2 are

characterized by instability phenomena associated with wedge failure and seldom occur

in RBT-1, where the rockmass is considered as a continuum, but if joints are abundant

as in RBT-2, rockmass is considered as discontinuum.

The longitudinal profile of the proposed tunnel alignment has been prepared based on

the available information, discussed above (Figure 7-5). Four classes of Q-Index are

namely, A (very good rockmass), B (good rockmass), C (fair rockmass) and D (poor

rockmass). There is probability of encountering fair to good rockmass, i.e., B and C to

be around 62%, A to be around 16% and D to be around 22%.





Page - 306

Figure 7-5 Geological Longitudinal Section along the Proposed Tunnel Alignment






Page - 307

7.3.8 3D Model of the Area

The geophysical surveys including ERT and SRT at both the portal areas of the

proposed tunnel have been conducted by IIT (ISM), Dhanbad to assess the physical

condition of the ground and also to analyse the saturation condition of the ground on

occasion of detail aquifer study by geophysical method.

Other geological and geomorphological data were collected from field survey as

mentioned earlier in the report.

The vibration impact assessment for proposed tunnel has also been done by iAdept

Marketing to carry out a predictive calculation of ground borne vibration (Peak Particle

Velocity or PPV) to be induced during construction of the tunnel and the vibration to be

induced by road traffic in tunnel during operational phase. The results show that the

PPV is very low ranging from 0.045 to 0.077 mm/s that will not be problematic for

the wildlife in the surrounding forest areas.

The 3D map of the present study has also been prepared to show the relationships

between the (i) physical geography, (ii) geology and (iii) engineering aspects. The

software like ArcGIS, CorelDRAW and GlobalMapper have been used here to prepare

the map. The GlobalMapper software have been used for georeferencing of the maps,

like 1:50000 scale SOI toposheet, alignment plan of the proposed tunnel, and other

relevant maps. The georeferenced maps were then superimposed over one another, to

obtain the relationships of different components, like geology, geomorphology,

lineaments, groundwater map, etc. on ArcGIS. This has been done to assess the

influence of each factors on each other. And finally, the 3D map has been constructed

or traced by using the CorelDRAW software.

The base map comprising the topography (Digital Elevation Model or DEM) has been

prepared on ArcGIS by incorporating the altitude data retrieved from Google Earth.

The SOI toposheet and other prepared maps has been geo-referenced and imported in

CorelDRAW software. Major contour lines at interval of 100 m have been traced from

which, the outline of geomorphology has been done and then the streams have been

traced, which were then classified into 1st, 2nd and 3rd.

Table 7-7 Characterization of the proposed tunnelling area based on impact indicators

Category Indicators From proposed tunnel

Physical

geography

Average annual rainfall (mm) According to rainfall records from meteorology

department, the average annual precipitation is

3068.4 mm in the tunnel area

Coefficient of

evapotranspiration

It ranges from 250 to 350 mm in the Western Ghats

region (0.08-0.11)






Page - 308

Category Indicators From proposed tunnel

Coefficient of rainfall infiltration

(mm)

Rainfall infiltration ranges from 950 to 1600 mm in

the Western Ghats region (0.30-0.52)

Spatial relationship between

tunnel and geomorphology

Length consisting of the section between Km

73+400 and Km 74+800 is of high mountain, while

rest have narrow nallahs

Capacities of reservoirs and

lakes on the ground (m3)

There are no reservoirs and lakes within 1.5 to 2 km

range from the tunnel axis

Flow of surface rivers (m3/s) Mostly 1

st and 2

nd streams are present around both

the portal areas of the proposed tunnel with average

discharge of 12.9 to 13.2 m3/s

Water yield property of

aquifers

Based on hydrogeological map and ERT/SRT

studies aquifers have not been identified around the

proposed tunnelling area

Geology

Development of folds Not identified

Development of fracture zones Based on geological mapping and ERT/SRT studies

a few localized moderately fractured zones are

identified around portal areas

Formation lithology The entire area comprises massive fine grained

basalt and medium grained amygdaloidal basalt,

with a few patches of laterite

Location of tunnel in horizontal

and vertical hydrodynamic

zoning of groundwater

The area is located in high runoff zone in horizontal

and stressful zone in vertical with seasonal

fluctuations in groundwater level

Engineering

Aspects

Length of tunnel (Km) About 4.1 Km

Construction method NATM

Burial depth of tunnel (m) Below 200 m overburden 60% and 200 to 700 m

overburden 40%

Measures for prevention of

groundwater flowing into the

tunnel

Composite lining with waterproofing membrane in

between, if required

After tracing the contour lines and drainage systems, the geological map and

groundwater level maps prepared earlier were superimposed on it. The groundwater

level delineation has been done from the groundwater level data (Figure 7-6).

Ground surface elevation ranges from 50 to 700 m in the proposed tunnelling area.

According to the geological mapping, a very few faults and minor fracture zones are the

major geological structures developing in the region and the lithology comprises

alternate flow bands of fine grained basalt and medium grained amygdaloidal basalt,

which are devoid of any primary porosity. The geological profile along the proposed

tunnel is shown in Figure-7-7. Proposed tunnel will be located in MESZ, but as per

topographic survey and geological mapping and also from available information

regarding water bearing medium and recharge and discharge condition of groundwater,

the study area does not have any developed aquifer system, except some pockets

with developed secondary porosity in the form of fractures and vugs, etc.






Page - 309

Figure 7-7 Longitudinal geological section along the proposed tunnel alignment

A

B

Figure 7-6 Delineation of Groundwater Level from different wells in the Region

On taking into account of the final 3D model (Figure 7-8) and other available data from

reliable sources, the following table has been prepared, which will give clear overview of

the impact of tunnelling on the surrounding environment, especially the groundwater

(Table 7-8)






Page - 310

Figure 7-8 Relationship of Physical Geography, Geology &

Engineering aspects of the proposed tunnel






Page - 311

Table 7-8 Criteria for Assessment of the Impact caused by Tunnel Excavation

modified after Liu et al. (2015)

Indicators Very weak Weak Moderate Strong Very strong

Avg. annual rainfall (mm)

<600 600-800 800-1000 1000-1600 >1600

Avg. annual evapo. (mm)

>800 600-800 500-600 400-500 <400

Co-efficient of rainfall infiltration

<0.05 0.05-0.15 0.15-0.30 0.30-0.50 >0.50

Spatial relationship between tunnel and geomorphology on cross and longitudinal section

Other (flat, protruding)

Flat/basin shape

Angular spacing and river crossing

Side below the valley and

river crossing

Right below the valley and river crossing

Capacities of reservoirs or lakes which may become water source to tunnel

<1 1-10 10-50 50-300 >300

Flow of surface rivers (cumec)

<0.1 0.1-0.5 0.5-2.0 2.0-10.0 >10.0

Water yield property of the aquifer

<5 5-10 10-15 15-20 >20

Development of folds No folds Folds with

undeveloped fissures

Folds with moderately developed

fissures

Folds with developed

fissures

Folds with developed

faults

Development of fractures zones

Rarely developed

Poorly developed

Moderately developed

Developed Well

developed

Formation lithology Mudstone,

shale or clay Sandstone or fine sandstone

Granite or igneous rock

Metamorphic rock

Soluble rocks like limestone,

dolomite

Location of tunnel in horizontal and vertical hydrodynamic zone

Recharge area in

horizontal and unsaturated

zone in vertical

Recharge area in

horizontal and seasonal

fluctuation in vertical

Runoff area in horizontal and

shallow saturated zone in vertical

Runoff area in horizontal and

stressful saturation in

vertical

Discharge area

Length of tunnel <1.0 1.0-3.0 3.0-10.0 10.0-30.0 >30.0

Construction method TBM NATM Partial

excavation by DBM

Benching tunnelling by

DBM

Full face excavation by

DBM

Burial depth of tunnel Extremely bad

for water inflow

Bad for water inflow

Moderate for water inflow

Good for water inflow

Extremely good for water

inflow

Measures for prevention of groundwater flowing into tunnel

Composite lining and

pregrouting

Composite lining and

exterior water proof

Composite lining

Structural self-waterproof

Drainage






Page - 312

The indicators mentioned above in Table 7-8 will mostly control the behaviour of the

surrounding environment during the construction of the tunnel. Most of the indicators in

the present study are hereby predicted to have weak to very weak negative impact on

the environment, especially the groundwater, during the construction phase of the

tunnel. A few indicators, such as (i) average annual rainfall, (ii) average annual

evaporation, (iii) coefficient of rainfall infiltration and (iv) flow of surface rivers, do have

strong negative impact, but that too may be during the monsoon season only.

Any significant storage of water, which may become source to water inflow in tunnel is

lacking in and around the proposed tunnel alignment, such as lakes or reservoirs or any

aquifer, etc. This has been also corroborated by geophysical data obtained from the

same locality. The reservoirs, which are present at the villages near portals P1 and P2

of proposed tunnel, are both too far away from the exact portal locations and even they

are located much below the level of the tunnel alignment. So, any chance of negative

impact on such water bodies is negligible.

Apart from the points discussed above, the positive impact on socioeconomics and on

flora and fauna of the region will be high due to tunnelling, these are as follows:

The construction will generate huge employment opportunities to the locale, the

increase of connectivity due to the tunnel will allow the people to move easily,

quickly and safely from east to west and west to east. It will also generate

employment indirectly even after the completion of the project.

Dependency of locale on seasonal agricultural work will also be lessen

Ground vibration to be generated during the construction stage will be very meagre,

so there will be no negative impact on the wildlife.

Tunnelling is an underground work, only the portal areas of the tunnel will be on

ground surface, so only small portions of land on either side of proposed tunnel will

be prepared, which may include falling of trees, etc. Therefore, there will be less to

negligible negative impact on ecological environment.

7.3.9 Conclusions

The proposed tunnel is passing below the Navra-Navri Dongar of Matheran-Malangadh

and two portal P1 and P2 lies on hill streams near Shiravali and Bendshil. About 60% of

the tunnel alignment is passing through overburden of <200 m, whereas, about 40%

(especially the middle of the alignment) passing underneath the overburden of 200-700

m. Two types of basalt occur in the area which is grouped under – 1) massive fine to

medium grained basalt and 2) medium grained amygdaloidal basalt with phenocrysts of

plagioclase. The basalt is massive with a few inherent joints. The rock mass is

competent enough to overcome the overburden stress and tunnelling can be done

safely through this region.






Page - 313

Several N-S to NW-SE trending and E-W trending lineaments, in which most of them

are fracture controlled and a few are fault controlled. However, only two strike slip faults

have been identified, which are narrow and significant evidences of movement like

slickensides or variation in joint orientation has not been noticed. And the faults are

across the tunnel alignment, which is a favourable orientation relationship between

tunnelling direction and discontinuity orientation. Shear zones or any weak zones are

absent in the region, hence there will be no chance of losing self-sustainability of the

rockmass and no chance of disturbance due to competency difference.

No major nallahs or rivers are present on the corridor of the tunnel alignment, except a

few on the P1 portal of the tunnel. The two nallahs that are cross-cutting the alignment

of the tunnel on P1 portal are mostly seasonal and have basalt bed, which is lack on

any significant joint opening (secondary porosity), thus penetration of water through this

will be a rare case. Hence these seasonal nallahs do not face any problem of lack of

water during the monsoonal period. Even the ERT data depict absence of any major

fracture zone or water pocket underneath this area, except some amount of saturation.

The groundwater gets recharged due to percolation of rainwater, and recharging is

dependent upon the rainfall in the area.

Mostly 1st order nallahs are crossing across the tunnel alignment, and these nallahs are

very much seasonal, neither will they be affected by tunnelling activity nor they will affect

the tunnelling activity. A few 2nd order streams crossing the alignment, which do have

perpendicular relationship with the alignment. Proper construction of drainage over the

tunnel alignment will further control erosion and water penetration into the tunnel, if any.

As the alignment of 8-Lane SPUR is passing through the MESZ, the construction of

tunnel is more viable as this has less negative impact on the environment. Only portal

areas of the tunnel need treatment of the natural ground by slope cutting (cutting of

vegetation included) and protection, otherwise the entire 4.16 km length of the

alignment will be underground. Both flora and fauna in the region will not have any

negative impact due to the tunnelling activity. Deforestation and soil erosion may be

controlled due to tunnelling, otherwise in case of open constructional work, these two

would have been enhanced.

The area surrounding the proposed tunnel alignment is devoid on any large settlements,

except a few hamlets, and most of the people depends upon seasonal crops for their

livelihood. As there will be no negative impact of tunnelling on groundwater as

discussed earlier, the local people will not be get affected. In addition to that the locals

will get employment during the construction of tunnel and road works.

The portal areas are lying in such areas, where the soil thickness is very less, and is

underlain by good bedrock comprising basalt. Thus, any slope instability chances will be

meagre during the portal development stage of the tunnel. Even the approach road

construction for the tunnel portals do not pass through any steep slope and/or poor






Page - 314

groundmass zone, therefore slope instability problem will not be there.

The 3D Model prepared by considering different indicators also showing that the

negative impact on environment and groundwater condition due to tunnelling will be

meager, and that can even be modified, if required.

The construction of tunnel is very feasible through this region and it will have

very less negative impact on the environment as well as on groundwater. Detail

geological and geotechnical investigation along the alignment is required before the

commencement of the tunnelling project in the region. The table given below highlights

some problems, which may arise due to tunnelling in the area and their mitigation

measures (Table 7-9).

Table 7-9 Impacts of Tunnel Construction and their Mitigations

Activity Impacts Mitigations

Tunnel

construction

Excavation and digging activities and

frequent vehicle movement would

generate a lot of dust, smoke, etc

1. Dust control through frequent water

spraying

2. Proper maintenance of construction

equipment and machineries

Noise in and around site may affect

the wildlife and residents (very less

population in and around proposed

tunnel portals) in nearby areas

1. People should be well informed about the

activity of the Tunnelling project

2. Proper noise barriers to be constructed

Noise and ground vibration (which may

cause crack in buildings) will generate

during blasting activities in tunnels,

and also by movement of heavy

machineries

1. Proper ground vibration monitoring to be

done

2. People in the nearby areas should be

well aware of time of blasting activities

3. Pre-conditioning survey along the tunnel

alignment to be conducted

Negative impact on environment due

to generation of muck during the

tunnel construction

1. Muck generated from tunnel construction

shall be reused in filling operations,

embankment construction and other

construction activities

2. Dumping shall be done as per NEERI

guidelines for additional muck, if any

3. Proper slope to be maintained during

muck dumping, otherwise slope failure

around dumping yards may occur

4. Mucks may also be utilised as per the

regulation of the local government

(Maharashtra State Govt.)

There may be some chances of

disturbance of groundwater flow path,

contamination of groundwater and

1. Proper measures to be taken to control

the groundwater movement

2. The waste water either from tunnel or






Page - 315

Activity Impacts Mitigations

surface water also from camp sites shall be settled and

treated prior letting it out, so that

contamination of water will not occur

Negative impact due to approach road

construction like, cutting of trees, soil

erosion, disturbance of water

resources, air pollution, etc.

1. Design of cut slope to minimise instability

along the road

2. Proper drainage structures to maintain so

as to avoid a cascade effect and to

ensure runoff is conveyed into natural

drainage lines

3. Work in rivers or nallahs, if required, shall

be scheduled during dry season,

immediate stabilisation of bare slopes

shall be undertaken






Page - 316

7.4 VIBRATION IMPACT ASSESSMENT OF PROPOSED TUNNEL

The proposed Vadodara - Mumbai expressway (SPUR) is intervening Matheran Eco-

Sensitive Zone; therefore, a 4.160 km long tunnel is proposed to preserve the ecology

of the Matheran. This study is concerned with baseline vibration assessment and

prediction of the ground-borne vibration induced during the construction phase of the

tunnel and during its operational phase considering current and 2025 traffic.

Regarding the baseline vibration assessment, the experimental measurements were

carried out in two locations, as shown in Figure7-9. Low vibration levels were

observed in both locations; however, the PPV in location A is higher than the one in

Location B. These results are consistent with environment where no activity is

developed.

Figure 7-9 Locations of two measurement points

To the best of our knowledge, there is no specific regulation for the evaluation of wildlife

exposure to ground-borne vibration induced by road traffic. Therefore, PPV limits

proposed for the evaluation of human exposure to ground-borne vibration have been

employed to have a general idea about vibration levels induced during the construction

and operational phase of this project. In this context, a PPV limit of about 0.3 mm/s for

continuous vibrations due to operational phase is considered while a PPV limit of 5

mm/s for transient (short time frame) events due to construction phase is also

considered.

Regarding the expected vibration-induced during the construction phase, predicted PPV






Page - 317

has been obtained for different types of operating machines or equipment as a function

of distance from the source. Moreover, the predicted vibration level during the

operational phase has been obtained.

In respect of vibration induced in the construction phase, considering the

aforementioned limits, it can be seen that vibration induced only by pile driving (impact)

and pile driving (sonic) works are expected to induced vibration levels on the ground

surface higher than 5 mm/s PPV. Other works are expected to induce lower vibration

levels on the ground surface.

Regarding the ground-borne vibration induced during the operational phase, there will

be an increment in vibration level on the ground surface comparing with the existing

vibration levels. However, these vibration levels expected on the ground surface during

operational phase will be lower than 0.3 mm/s set as limit, therefore vibration levels will

be low.

Moreover, an increment of vibration levels on the ground surface is expected by year

2025 when the traffic for the tunnel is increased. However, these increments are not

considerable.






Page - 318

7.5 SOCIAL IMPACT ASSESSMENT

The Government of India through NHAI has proposed development of 79.783 km SPUR

of Vadodara - Mumbai Expressway (VME) under National Highway Development

Program (NHDP). The proposed VME – SPUR is a Greenfield alignment, which starts at

km 26.582 of main alignment of the Vadodara Mumbai Expressway at Koshimb village

of Palghar district at Chainage 0+000 and terminate at the proposed junction with the

Multi-Modal Corridor of Mumbai Metropolitan Region Development Authority (MMRDA)

in Morbe village of Raigad district at Chainage 79+783.

The SPUR connects the main expressway to Jawaharlal Nehru Port Trust (JNPT), Maha

Samrudhi Marg (Mumbai-Nagpur Expressway) and Mumbai Pune Expressway.

Therefore, the traffic bound for JNPT, Nagpur and Pune will plies with SPUR and will not

enter the Mumbai city. This will reduce both traffic congestion and pollution in the city.

The proposed SPUR of VME will be linking Vadodara – Mumbai Expressway,

Ahmedabad - Vadodara Expressway, Mumbai – Nagpur Expressway and Mumbai -

Pune Expressway and thus will provide expressway connectivity from Delhi –

Ahmedabad – Mumbai – Nagpur - Pune.

The Social Impact Assessment (SIA) study carried out for this Project is part of EIA

prepared as per the requirement of MoEFCC with objective to evaluate the potential

impacts of proposed road on the valued ecosystem components within the project study

area. All the parameters pertaining to assessment of Social Impact should be as per

requirement of applicable laws of Government of India to accomplish socio-economic

study of project influence area considering important socio-economic and cultural

parameters. The methodology involves collection of land acquisition records from

project affected tehsils, administration of pretested questionnaire and survey of around

20% sampled affected households and conducting stakeholder consultations on various

locations and entire length of the project.

The proposed alignment for SIA study is channel through 68 villages in Six Talukas

namely; Vasai, Wada, Bhiwandi, Kalyan, Ambarnath and Panvel in the State of

Maharashtra. The project area is mainly rural including 57 villages and 11 towns. The

total population of the affected area as per census 2011 is 61,524, which include 38%

schedule tribe.

Total land requirement for construction of VME-SPUR as per the design requirement is

1,038.75 ha which include 847.6 ha of private land. The land acquisition will entail

resettlement impacts like loss of land, structure (residential and commercial) and public

properties.

The survey of 2205 sampled households revealed that a total 10,894 persons will be

affected due to land acquisition. The average size of household is found 5 and the sex






Page - 319

ratio is 909 female per thousand male. Most (around 22%) of the affected person are

found matric qualified and engaged in farm activities. Out of which, total sample

household 9.25% are schedule tribe (ST). Around 67% households have average

income Rs. 1-3 Lakh per annum. The health care facilities are found mostly at Tehsil

level. Around 55 people were reported dead due to Covid-19 in project influence area.

The households fully dependent on farming for their income are barely fulfil their

household expenditure. The private land being acquired for VME – SPUR is mainly

(90%) in agriculture use and around 52.06% of total affected households are

experiencing loss less than 10% of their total landholdings. A total 222 structures were

reported to be affected among sampled households, which include 66% residential

structures and 13.5% commercial structures.

A total 19 Focus Group Discussion (FGD) were organized with 203 participants. Apart

from FGD, consultations were also carried out with project officials and other

stakeholders including hoteliers, travel agents, drivers, transporters, builder and

developers. People consulted were found positive towards proposed development of

SPUR and road connectivity. However, the displeasure over loss of agriculture land and

insufficient compensation being paid were the major concerns of affected households.

The people in nearby villages have concerns regarding increase in people influx and

road accidents due to construction of SPUR.

While the land is being acquired under the project through NH Act 1956, the

compensation and assistance are being paid to the affected households as per the

provisions laid down in Right to Fair Compensation and Transparency in Land

Acquisition, Resettlement and Rehabilitation Act 2013. The SIA revealed that most of

the affected households opted for self-relocation and cash compensation for loss of their

land and structures.

The NHAI is the executing agency, an autonomous agency under Ministry of Road,

Transport and Highways and has established a PIU in Thane to implement the project.

The Competent Authority for Land Acquisition (CALA) is the main body involved in land

acquisition at tehsil level. The grievances if any are received in PIU are resolved at PD

office.

Transport sector has direct contribution to the many Sustainable Development Goals

(Goals 1, 2,3,7,9 11, 13 and 17) set globally by UN and hence development of roads

and highways are important. However, while dealing with land acquisition under a

Greenfield alignment more efforts can be taken to mitigate the negative impacts as

much as possible on people losing their land, structures and livelihood. A holistic,

integrated and informative approach can be adopted with improvements of water ponds,

water facilities, sanitation facilities, traveller shed and other social development facilities

and hence, the project road is to be designed considering engineering aspects in

general and social engineering aspects in particular.






Page - 320

7.6 TRAFFIC STUDY

The project road is a Green field alignment and there is no existing traffic on the same.

For estimation of the expected traffic on the Expressway, a regional Travel Demand

Model (TDM) was developed by the Consultants considering the existing traffic flow

pattern on the existing road network in the project influence area.

Traffic surveys such as Manual Classified Traffic Volume Counts (MCC) at 25 locations,

Intersection Turning Movement Counts (TMC) at 27 locations, Origin-Destination

surveys and Willingness to Pay surveys (WTP) in toll plazas on parallel roads were

carried out by the Consultants in year 2009. Due to certain administration related issues,

the start of the project work got delayed and the Consultants revalidated the traffic

counts in 2016 and revised the already developed TDM. Now again in year 2021,

traffic counts revalidation exercise was done as explained in the following section.

7.6.1 Validation of Classified Traffic Volume Counts

Traffic counts carried out in year 2016 by the Consultants were forecasted till the current

year of 2021 assuming a traffic growth rate of 5%. These counts were compared with

traffic surveys conducted by Indian Highway Management Company Limited (IHMCL).

Indian Highways Management Company Limited (IHMCL) was incorporated on

26.12.2012 under the Companies Act, 1956. It was incorporated to carry out Electronic

Tolling and other allied works by NHAI jointly with its Concessionaires and Financial

Institutions.

IHMCL traffic counts carried out at the same locations between the periods 2018 to

2020 were also forecasted till the current year of 2021 assuming a traffic growth rate of

5%. Figure 7-10 below shows the locations where traffic surveys were carried out by

ICT whereas Table 7-10 shows the summary of comparison between ICT and IHMCL

counts at the survey locations.

Table 7-10 Comparison of Traffic Volume Counts Carried out by ICT and IHMCL

Location

ICT Counts IHMCL Counts Projected ICT Counts

in 2021

Projected IHMCL

Counts in 2021

Difference in Counts

Year Count Year Count

MCC-1 (Near Vasad Toll Plaza (NH8)

2009 28,655 2020 47,820 51,460 50,211 2%

MCC-2 (Near Padraon (SH6, Gujarat)

2009 21,854 2019 15,662 39,247 17,267 56%

MCC-3 (Near Karjan (NH8) 2016 43,793 2019 40,766 55,892 44,945 20%

MCC-4 (Near Bharuch (NH8) 2009 28,953 2019 55,343 51,995 61,016 -17%

MCC-7 (Near Kamrej (NH8) 2016 63,239 2019 54,134 80,711 59,683 26%

MCC-9 (Near Boriach Toll Plaza (NH8)

2016 48,993 2019 48,342 62,529 53,297 15%






Page - 321

Location

ICT Counts IHMCL Counts Projected ICT Counts

in 2021

Projected IHMCL

Counts in 2021

Difference in Counts

Year Count Year Count

MCC-10 (Near Bagwada Toll Plaza (NH8)

2016 60,646 2019 63,724 77,401 70,256 9%

MCC-11 (Near Bhilad (NH8) 2009 22,745 2019 29,713 40,847 32,759 20%

MCC-13 (Near Khanivade Toll Plaza (NH18)

2016 40,764 2019 36,313 52,026 40,035 23%

MCC-14 (Near Juchandra (NH8)

2016 75,696 2019 1,01,776 96,609 1,12,208 -16%

MCC-17 (Near Sheel Phata (NH4)

2016 40,853 2019 40,455 52,140 44,602 14%

MCC-18 (Near Chinchpada Village (NH4B)

2009 13,641 2019 19,580 24,497 21,587 12%

MCC-19 (Near Shiordhon Village (NH17)

2009 18,292 2018 22,534 32,850 26,086 21%

MCC-22 (Near Ovaligaon Village (NH3)

2009 42,584 2019 85,064 76,475 93,783 -23%

As can be observed from Table 7-10 above, the forecasted 2021 counts carried out by

the Consultants exceed the corresponding counts carried out by IHMCL by

approximately 12% on an average at all locations. The following are the reasons for

observation of higher traffic volume counts of the Consultants as compared to the

IHMCL counts:

The Vasai Creek Bridge had been damaged between the years 2017 and 2018. This

had resulted in a negative impact on traffic volumes at some of the IHMCL survey

locations where counts had been carried out in the said period.

The impact of COVID-19 pandemic since the beginning of December 2019 (causing

significant reduction in traffic volumes due to lack of mobility) had resulted in

significantly lower traffic volumes at the IHMCL survey stations where counts had been

carried out in the said period.






Page - 322

Figure 7-10 ICT Survey Locations






Page - 323

7.6.2 Regional Connectivity

While planning of the route options for Mumbai-Vadodara Expressway in year 2009-10,

existing transport corridor (including road, railway, Air and Ports) and proposed corridors

in project influence areas were studied thoroughly and travel demand modelling

exercise was done. To provide smooth connection with other regional transport corridors

consultant has provided 20 Interchanges, 25 Flyovers, 9 Railway Over Bridges, 66

Vehicular Underpasses, 21 Vehicular Overpasses, 4 Animal Overpasses, 153

LVUPs/PUPs and 267 Small Vehicular / Animal Underpasses.

Enclosures: A detailed traffic study report and IHMCL data collected for validation of

traffic count is submitted as standalone Report.






Page - 324

7.7 PUBLIC HEARING

7.7.1 Process of Public Hearing

Public hearing is an integral part of project requiring prior Environment Clearance. The

proposed VME-SPUR alignment is passing through 3 districts namely Palghar, Thane

and Raigad districts in the State of Maharashtra. As per requirement of the EIA

Notification 2006 and it’s subsequent amendment thereafter, Public Hearing has been

conducted in all three districts.

Application for conducting Public Hearing was submitted to the Member Secretary,

Maharashtra Pollution Control Board on 19.01.2021 along with a copy to the concerned

Sub Regional Officer (S.R.O) of MPCB. The Member Secretary, MPCB vide letter dated

29.01.2021 directed all concerned S.R.Os to conduct the Public Hearing for the project.

The date of Public Hearing has been finalized in consultation with the respective District

Collector of Raigad district, Thane district and Palghar district and accordingly, the

MPCB published a public notice in the newspaper.

Copy of Draft EIA report and Executive Summery in English and Marathi were made

available at various government offices i.e. Environment Department, Govt. of

Maharashtra; District Collector Office of Palghar, Thane and Raigad districts; all

concerned Sub Divisional Offices and Sub Regional Office of MPCB; Head Office of

MPCB at Sion, Mumbai; Zilla Parishad and Gram Panchayat offices in the vicinity of the

project area.

7.7.2 Public Hearing in Raigad District

Date of Newspaper Advertisement 13th February 2021

Date & Time of Public Hearing 15th March 2021 at 12.00 noon

Venue of Public Hearing Gram Panchayat Office

Village: Morbe, Taluka: Panvel, District: Raigad

Panel Members for conducting public hearing

1. Dr. Padamsgri Bainade, Addl. District Magistrate, Raigad- Chairperson

2. Shri D. B. Patil, Regional Officer, Raigad, MPCB - Member

3. Shri Sachin Adkar, Sub Regional Officer, Raigad-I, MPCB – Convener






Page - 325

Notice Published in English in

Daily “The Indian Express” on 13.02.2021

Notice Published in Marathi in

Daily “Lokastta” on 13.02.2021

Singed copy of minutes of public hearing in Raigad district is given in Annex-7.1. Brief

comments / input / reply on the Issues discussed / raised during Public Hearing is

tabulated below:






Page - 326

Brief comments / input / reply on the Issues discussed / raised during Public Hearing

S. N. Issues discussed / raised Comments / Input / Reply

1. Shri Kiran Dasharath Patil, resident of

Neregaon village of Panvel Taluka said that

how much compensation will be given to

PAPs is not known to anybody.

Shri Kiran Patil objected that they met the

Prant Officer several times but information

regarding compensation and distribution

has not been provided.

The land acquisition for this project will be

done by the Competent Authority for Land

Acquisition (CALA) as per National

Highways Act, 1956 & relevant provisions

of the Right to Fair Compensation and

Transparency in Land Acquisition,

Rehabilitation and Resettlement

(RFCTLARR) Act, 2013 & amendment of

State Government.

It is informed that the Prant Officer should

be contacted.

Hon’ble Chairperson of the Environment

Public Hearing suggested submitting

application in writing. The request should

be made that the information be made

available in seven days.

2. Shri Sanjay Krishna Patil resident of Morbe

village of Panvel Taluka said that this

project was planned ten years back and

whether the PAPs will be given increased

compensation considering the present

condition of inflation and land price.

Shri Sanjay Krishna Patil also rose

concerned regarding the distance while

crossing the road.

It is informed that as per Land Acquisition

Act, the land valuation is considered as per

date of publication of notification for land

acquisition process i.e. Clause 3A.

It is informed that traffic on major roads will

not get disturbed and villagers will not have

to walk for more than 500 m to cross the

expressway.

3. Shri Yasnwant Patil, resident of Shiravali

village of Panvel Taluka raised concern

about noncooperation of Prant Office

regarding land acquisition

It is informed that a written application be

submitted to the Prant Office with a copy to

the National Highways Authority.

4. Shri Ganesh Ganapat Mhatre resident of

Morbe village of Panvel Taluka raised

concern about land acquisition and

compensation

Hon’ble Chairperson of the Environment

Public Hearing informed that as per

National Highway Land Acquisition Act, the

PAP will be given compensation.






Page - 327

Photographs of Public Hearing in Thane District

7.7.3 Public Hearing in Thane District


Date & Time of Public Hearing 16th March 2021 at 2.00 p.m.

Venue of Public Hearing Survey No. 7/16, Adjacent to Vinayak Wood, Village:

Wahuli, Taluka: Kalyan, District: Thane


1. Dr.Shivaji Patil, Addl. District Magistrate, Thane- Chairman

2. Shri Shankar Waghmare, Regional Officer, Thane, MPCB - Member

3. Shri J. S. Hajare, Sub Regional Officer, Bhiwandi, MPCB – Convener

Photographs of Public Hearing in Raigad District






Page - 328


Daily “The Indian Express” on 12.02.2021


Daily “Dainik Bhaskar” on 12.02.2021

Singed copy of minutes of public hearing in Thane district is given in Annex-7.2. Brief


tabulated below






Page - 329



1. Shri Naresh Sureshi resident of Rayte

village expressed concern about land

acquisition and flooding in their village after

construction of the expressway

The project proponent explained that

acquisition of nearby land and its

compensation is not yet proposed and

construction of the expressway will not

have any significant impact on the

hydrology of the area.

To minimize the impact drainage &

hydrological flow, 13 major bridges, 21

minor bridges, 230 culverts are proposed

to be constructed along the expressway

It has been ensured that all the 1st and

2nd order streams crossing the


provided with necessary culverts, mirror

bridges and major bridges with capacity

of 20% excess discharge

All bridges have been designed for a

return period of 100 years and culverts

have been designed for a return period

of 50 years

2. Shri Avish Juwari- Advocate & Sarpanch of

Wahuli appreciated for arranging Public

Hearing for this project and raised concern

about land acquisition

Hon’ble Chairman of the Environment

Public Hearing convinced that, this public

hearing is regarding environmental issues

only and not regarding compensation of

land acquisition.

3. Shri Avish Juwari said that to whom we

shall give our complaint regarding

environment related issues

Hon’ble Chairman of the Environment

Public Hearing explained that he can give

his suggestion on environmental issues to

the MPCB officials who are present in the

meeting

4. Shri. Naresh Sureshe, resident of Rayta

village asked about noise level survey of the

area during day & night hours

It is explained that noise level monitoring

was conducted at six location. Maximum

noise level during day time observed 54.3

dB(A) and during night 43.9 dB(A) is within

permissible limit. He further explained that,

during construction and operation stage,

noise monitoring will be carried out and

noise barriers will provided to maintain

noise level.






Page - 330


Daily “Free Press” on 20.02.2021


Daily “Sakal” on 20.02.2021

7.7.4 Public Hearing in Palghar District






Page - 331


Date & Time of Public Hearing 24th March 2021 at 11.30 a.m.

Venue of Public Hearing Makwana Farm House, Near Hanuman Temple,

Village: Bhatane, Taluka: Vasai, District: Palghar


1. Dr. Manik Gursal, District Magistrate, Palghar - Chairman

2. Dr. Rajendra Rajput, Regional Officer, Thane, MPCB - Member

3. Shri Ishwar Thakare, Sub Regional Officer, Thane-2, MPCB – Convener

Singed copy of minutes of public hearing in Palghar district is given in Annex-7.3. Brief


tabulated below



1. Shri Ashok Shantaram Kasar, resident of

Bhatane village, Taluka Vasai, Dist. Palghar

raised the issue regarding crossing facilities

provided in the design of the expressway

and told that no underpass has been

provided in his village

The expressway has been designed as per

IRC:SP:99-2013. To provide better

crossing facility, interchange at 7 locations,

3 flyovers, 2 Rail over bridges, 5 Vehicular

Underpass, 8 Vehicular Overpass, 29 Light

Vehicular Underpasses, 31 Small Vehicular

/ Cattle Underpasses have been proposed.

Further, in the roads where underpasses

have not been provided, have been

connected to the nearest underpass by

connecting roads so that the movement of

local traffic across the expressway is not

Photographs of Public Hearing in Palghar District






Page - 332


hindered. Length of left connecting road is

2.389 km and length of right connecting

road is 5.170 km

2. Shri Krishna Bhoir, resident of Wada village,

Taluka Wada, Dist. Palghar said that the

height of the road is 3-5 meters and

proposed road is close to the hill. Due to

which, agriculture fields will be submerged

and barren. The human settlements will

sink.

The second question was much of the

proposed road will pass through the forest

area. This will destroy a lot of forest

resources.

The third question was that there are “Hot-

Water Ponds.” If the construction of project

is carried there and if earth quake occurs

due to it, the Government Administration

needs to make alternative arrangements

and study, so that local farmers do not have

to suffer.

To minimize the impact flood &

hydrological flow, 13 major bridges, 21

minor bridges, 230 culverts are proposed

to be constructed along the expressway. It

has been ensured that all streams crossing

the proposed expressway alignment

provided with necessary culverts, mirror

bridges and major bridges with excess

discharge capacity.

This issue totally falls under jurisdiction of

Forest Department and separate

permission will be obtained from the Forest

Department. Whatever the Forest

Department claims, the compensation will

be paid by the project proponent, so as to

minimize damage to forest lands and the

environment. Tree shall be planted under

greenbelt development plan.

There are no Hot-Water Ponds within the

proposed right of way of the expressway

and it’s close vicinity. Hence there will be

no impact on Hot-Water Ponds.

3. Shri Shantaram Jadhav resident of Bhatane

village, Taluka -Vasai, Dist. Palghar raised

concern about crossing facilities

The expressway has been designed as per

IRC:SP:99-2013 and the villagers will not

have to go more than 500 meters for

crossing the expressway.

4. Mrs. Sugandha Sachin Jadhav, Ex

Sabhapati, Vasai Panchayat Samiti, Dist.

Palghar said that the farmers living in the

area from Navsai to Adane mostly have

their agriculture fields to the south side.

Hence, footpaths and underpass require for

the farmers

Chairman of the Environment Public

Hearing Committee here informed that

above points have been already discussed

previously and it is noted also.






Page - 333


5. Shri Sujay More, resident of Palghar said

that a) lot of wild animals stay here. They

migrate seasonally. Many wild animals

migrate from Tanasa to Kalsubai

seasonally. What effect will this project

have on them and b) There are many small

and big forts from Hajimalang to Matheran.

Will the archeological monuments affect due

to this project

To minimize the impact on wildlife and their

movement, Wildlife Conservation Plan has

been prepared for the project and has been

approved by the Chief Wildlife Warden,

Government of Maharashtra.

There are no archaeological sites within

300m of the proposed expressway

alignment

6. Shri Krishna Bhoir, resident of Wada village,

Taluka Wada, Dist. Palghar said that there

are 49 households which will be affected

due to this project at Nimboli village of

Wada Taluka. We are sending our

representations since 2018 and several

times correspondence is made. But there is

no response

Chairman of the Environment Public

Hearing Committee promised to look into

the matter and to inform concerned

officials.





Chapter-8 : Project Benefit Revision: R1

Page - 334

CHAPTER-8: PROJECT BENEFIT

8.1 GENERAL


the starting point of proposed MV Expressway on NH-8 at Mumbai end would pose a

serious problem for safe and quick dispersal of traffic from the Expressway and also

would not serve the purpose of connecting to major traffic generators like JNPT Port and

to Mumbai-Pune expressway. Currently, the traffic bound for Gujarat and further north

from JNPT, NH-4 and Mumbai – Pune Expressway follows Thane-Ghodbandar Road

which is already congested. This traffic has to pass through congested road network of

Mumbai Metropolis from southward destination and the goods earmarked for export and

import also find difficulty in commuting to and from JNPT, Navi Mumbai. Therefore it

would be prudent to connect the proposed MV Expressway to major traffic generators

like JNPT and Mumbai – Pune Expressway. The spur will not only connect to these

major traffic generators but will also result in better dispersal of traffic in the Mumbai

Metropolitan Region. Therefore, the Consultants proposed that the VM Expressway

should be connected to JNPT and Mumbai-Pune expressway via NH-3, NH-222, NH4B

and NH-17 for proper traffic dispersal.



NH8) is currently carrying more than 100000 PCUs with much substandard geometry









The spur connects the main expressway to JNPT, Maha Samrudhi Marg (Mumbai-



reduce both traffic congestion and pollution in the city. The Vadodara Mumbai

Expressway with Spur is linking already existing Ahmedabad- Vadodara Expressway,

Delhi-Vadodara Expressway, Mumbai –Nagpur Expressway and Mumbai Pune

expressway and thus will provide expressway connectivity between Delhi-Mumbai-

Nagpur-Pune.









Page - 335



8.2 DIRECT BENEFITS

The proposed VME-SPUR will have following direct benefits.

8.2.1 Fast Connectivity

The spur connects the main expressway to JNPT, Maha Samrudhi Marg (Mumbai-


JNPT, Nagpur and Pune will ply on SPUR and will not enter the Mumbai city. This

will reduce both traffic congestion and pollution in the city. The Vadodara Mumbai

Expressway with Spur is linking already existing Ahmedabad- Vadodara

Expressway, Delhi-Vadodara Expressway, Mumbai –Nagpur Expressway and

Mumbai Pune expressway and thus will provide expressway connectivity between

Delhi-Mumbai-Nagpur-Pune.

The expressway along with SPUR will provide connectivity to Dahej Port and

Jawahar Lal Nehru Port (JNPT) thus facilitating imports and exports from these two

ports.

The expressway alignment is passing through the proposed Delhi – Mumbai

Industrial Corridor (DMIC) and hence will facilitate the Investments in the Mega

Project.

The Expressway will be linking big industrial cities like Vadodara, Surat, Bharuch,

Ankleshwar, Mumbai thus will immensely benefit the economy of these cities.

The expressway has been designed to best of International Standards and will thus

facilitate safe travel at high speeds with State of the art Automated Traffic

Management system, Access Control, World class wayside amenities such as

truck parking / servicing areas, fuel stations etc.

8.2.2 Reductions in Vehicle Operating Cost & Travel Time

The proposed expressway and the existing NH8 shall be competing facilities. With the

expressway facility of eight lane configuration, it is expected that there will not be high

savings in the operating costs. However since the expressway will offer higher speeds

there will be considerable time related savings. Therefore as is expected under the

project scenario the proposed expressway is economically viable with time savings only.

8.2.3 Benefit to Local Trade and Economy

Palghar is a vibrant industrial destination and has 5757 small registered Industries, 1883

temporary small registered industries and 427 large / medium industries. It houses the

largest MIDC (Maharashtra Industrial Development Corporation) in the state. The MIDC

at Tarapur is home to over 1300 operating industrial units, including renowned global






Page - 336

corporations like TATA Steel, JSW Steel and Raymond. Palghar is a self-sustaining

employment hub, with a working population exceeding 1.5 lakh persons. Palghar has

India's first atomic power plant located at Tarapur. Additionally, a new shipping terminal

is planned in Dahanu. Maharashtra's biggest fishing center, Satpati, is located around 8

km from Palghar railway station

This region sources their raw materials as well as transports their finished goods to

various parts of the country. The expressway will provide efficient access to various

markets by ensuring smooth flow of goods and services. The expressway will support

the local businesses and economy along the project corridor. It will also facilitate small-

scale industries by streamlining transport of raw and finished material.

8.2 INDIRECT BENEFITS

8.2.1 Employment Opportunity

The proposed expressway is expected to generate employment during construction

phase. It is estimated that ~500 direct employees will be required per day during

construction phase. Further due to ecosystem which will be created during construction

phase, the expressway will also create considerable indirect employment opportunities

in form of transportation of construction materials, greenbelt development, ancillary

facilities like canteens, dhabas etc.

During operations phase, the expressway will largely have indirect employment benefits

in form of highway amenities and through economic & social hubs developed around the

expressway. Efficient reach and connectivity to distant markets will further enhance

economy of the district and create employment opportunities.

8.2.2 Development of Agriculture

The construction of the expressway will help the farmers in getting good prices of their

produce by way of quick and fast transportation of perishable goods to the market

places. The expressway connectivity will also help in import of new techniques of

agriculture to the backward areas.

https://en.wikipedia.org/wiki/Tarapur_Atomic_Power_Station

https://en.wikipedia.org/wiki/Tarapur,_Maharashtra




Chapter-9 : Environmental Management Plan Revision: R1

Page - 337

CHAPTER-9: ENVIRONMENTAL MANAGEMENT PLAN

9.1 INTRODUCTION

Environmental Management Plan (EMP) is the key to ensure a safe and clean environment. The desired results from the environmental

mitigation measures proposed in the project may not be obtained without a management plan to assure its proper implementation & function.

The EMP envisages the plans for the proper implementation of management measures to reduce the adverse impacts arising out of the

project activities.

9.2 STAGE WISE ENVIRONMENTAL MANAGEMENT MEASURES

The EMP includes a list of all project-related activities at different stages of project (design & pre-construction stage, construction stage and

operation & maintenance stage), remedial measures, reference to laws/ guidelines, monitoring indicators & performance target and a clear

reporting schedule. The EMP sets a time frame to all proposed mitigation and monitoring actions with specific responsibility assigned to the

proponents, the contractors and the regulatory agencies to implement the project and follow-up actions defined. The contractor should follow

this broad guidelines outlined in the environmental management measures while developing their EMP and should include approach to

mitigation measures specific to impact identified on ground based on final design or change in design or scope. Any variation approved by

AE / IE or PIU, NHAI should take cognizant of environmental management measures for change in design or scope. Stage wise

management measures are tabulated below:

Table 9-1 Stage Wise Environmental Management Plan

Environmental Issues/ Component

Remedial Measures Reference to laws/ guidelines

Location Monitoring Indicators (MI) / Performance Target (PT)

Monitoring Methods

Institutional Responsibility

Implementation Supervision

A. DESIGN AND PRE-CONSTRUCTION STAGE

1. Alignment

1.1 Pavement damage and drainage provisions

Rigid pavement has been proposed

Design CBR value of sub grade is

recommended to be 8 %.

Overloading to be checked

Raised embankment and provision

of shoulder drain to prevent

Design requirement IRC:37 IRC: 58

Entire stretch of proposed expressway;

Roadside drains shall be provided on

MI: Design and number of bridges, culverts and length of drain,

PT: Design and

Review of detail design documents & drawings and comparison with site conditions

Design Consultant

NHAI





Page - 338




Monitoring Methods



damage to pavement due to water

logging on the expressway

Provision of adequate no. of cross

drainage structures.

13 nos. of major bridges, 23 nos.

of minor bridges and 238 nos. of

culverts have been proposed

Adequate drainage system

including surface and subsurface

drains and median drainage system

in super elevation section shall be

provided

Lined drain has been proposed for

the expressway.

both sides of the carriageway and embankment. The drains have been proposed as open and trapezoidal with 2(H):1(V) side slope as per IRC: SP: 73-2015 (Clause 6.2.4). For list of bridges and culverts, Please refer Section 2.4 of Chapter-2 of EIA Report

numbers are in accordance with site needs

1.2 Safety along the proposed alignment

Thrie beam metal crash barriers

shall be provided in entire length on

both sides of each main carriageway

(i.e. on median and on earthen

shoulder of both carriageway),

Loops and Ramps excluding

stretches covered by bridges and

RE wall structures, where concrete

barriers to be provided

Highway lightings will be provided at

stretches along Expressway from

start to end of approaches of all

service areas, toll plaza, wayside

amenities, interchange, flyover,

truck parking, underpass, overpass

Yellow flashing lights will be

provided to alert the drivers

Traffic signs and marking will be

Design requirement

Vertical geometry will be based on IRC-SP:73-2015

IRC:SP:84 IRC SP 87 IRC: 37

Entire stretch of proposed expressway;

MI: number and location of safety barriers, warning sign boards, traffic sign as per Schedule of Bid Document PT: numbers and location are in accordance with site needs ; additional location as directed by AE/ NHAI shall be identified and provided in accordance to IRC specification

Review of design documents and drawings and comparison with site conditions

Design Consultant

NHAI





Page - 339




Monitoring Methods



provided in accordance to IRC

Specification

Horizontal and vertical geometry as per IRC Specification

2. Natural Hazards

2.1 Flooding / Water-Logging

Provision of adequate number of

CD structures has been proposed.

All CD structures designed for

50year HFL return period and

bridges designed for 100 year HFL

return period

Adequate water ways for bridges

and culverts have been proposed.

Adequate drainage system

including surface and subsurface

drains and median drainage system

in super elevation section shall be

provided

Average height of embankment is

more than 4 m

Design requirement

Entire stretch of proposed expressway

MI: Design and numbers of cross drainage structures, No. of bridges, location of roadside drain, embankment height

PT: Design and numbers are in accordance with site needs

Review of design documents and drawings and comparison with site conditions

Design Consultant

NHAI

3. Loss of Land and Assets

3.1 livelihood loss to affected persons

Social Impact Assessment and

Resettlement Plan have been

prepared as per National Policy,

NHAI Policy and requirement of

MoEFCC.

Complete all necessary land and

property acquisition procedures prior

to the commencement of civil work.

Land will be acquired by the CALA

(Competent Authority for Land

Acquisition) in accordance with the

provisions of the Right to Fair

The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013. and National Highways (NH) Act 1956


MI: Payment of compensation and assistance to PAFs

Number of complaints / grievances related to compensation and resettlement PT: Minimal number of complaints /

Check LA records; design drawings vs land plans; JMR Interview with affected persons

Check status of employment given to local people during construction

NHAI, CALA & implementing

NGO

NHAI





Page - 340




Monitoring Methods



Compensation and Transparency in

Land Acquisition, Rehabilitation and

Resettlement (RFCTLARR) Act,

2013 under the National Highways

Act, 1956


accordance with First Schedule,

rehabilitation and resettlement

assistance specified in the Second &

Third Schedule of RFCTLARR Act,

2013 applicable to the land

acquisition under the National

Highways Act, 1956Income

restoration

Preference in employment and petty

contracts during construction to

affected persons

Constitute Grievance Redressal Cell

(GRC)

grievances. All cases of resettlement and rehabilitation if any are resolved at GRC level. No case referred to arbitrator or court.

4. Felling of Trees and Diversion of Forest Land

4.1 Loss of trees 4.2 Loss of habitat of avifauna

Tree felling within proposed ROW

Trees to be felled shall be clearly

marked.

Obtain tree felling permission from

State Forest Department

Tree felling is to proceed only after

all the legal requirements including

attaining of In-principle and Formal

Clearances from the State Forest

Department are completed and

subsequently a written order is

issued to the Contractor.

Stacking, transport and storage of

Forest

(Conservation)

Act, 1980

Forest

(Conservation)

Second

Amendment

Rules,2014

Maharashtra

Felling of Trees

(Regulation) Act,

1964 and its

amendments


MI: Number and location where trees can be further saved within PROW, budget allocated for greenbelt development

PT: Unnecessary tree felling within PRoW avoided; Budget allocation is adequate

Review final design. Check budget provision for plantation.

- Design

Consultant,

NHAI &

- Forest

Department

NHAI &

Forest Department





Page - 341




Monitoring Methods



the wood will be done as per the

relevant norms. Systematic corridor

level documentation for the trees to

be felled and those saved will be

maintained by the PIU.

4.3 Diversion of

Forest Land

Forest area proposed to be diverted

is to be marked on ground through a

joint inspection with Forest Officials.

FRA Certificate under the Scheduled

Tribes and other Traditional Forest

Dwellers (Recognition of Forest

Rights) Act, 2006.

Working Permission:

To facilitate speedy execution of

projects involving linear diversion of

forest land, in-principle (Stage-I)

approval issued by the Central

Government may be deemed as the

working permission for tree cutting and

commencement of work, if the required

funds for CA, NPV, Wildlife

Conservation Plan, Plantation of dwarf

species of medicinal plants and all such

other compensatory levies specified in

the in-principle approval are realized

from the User Agency, and where

necessary, for CA, transfer and

mutation of non-forest / revenue forest

land in favour of the State Forest

Department is complete.

Thereafter, a senior officer of the State

Government (not below the rank of

Forest

(Conservation)

Act, 1980

CA land for linear projects: in double degraded land involving RF & PF in case of Central Government projects executed by Central Government PSU

For location of forest land along the expressway, please refer Forest Clearance Proposal No. FP/MH/ROAD /53857/2020 Forest land proposed

to be diverted :

122.6133 ha

Area of forest land proposed to be diverted may get change during Forest Clearance process

MI: adjustments

made in detailed

design to avoid

forestland, budget

amount for

diversion of forest

land,

PT: Unnecessary

tree felling on

forest land avoided.

Budget allocation is

adequate,

Review final

design. Check

budget

provision for

compensatory

afforestation

and additional

plantation,

training &

awareness

program

- Design

Consultant,

NHAI &

- Forest

Department

NHAI &

Forest Department





Page - 342




Monitoring Methods



DFO) having jurisdiction over the forest

land proposed to be diverted; shall

pass an order for tree cutting and

commencement of work of a linear

project in forest land

5. Shifting of Utilities

5.1 Disruption of utility services to local community

All telephone and electrical poles /

wires and underground cables (if

any) should be shifted before start

of construction

Bore wells, water supply pipelines

and hand pumps located within the

proposed RoW should be shifted

before start of construction

Necessary permission and

payments should be made to

relevant utility service agencies to

allow quick shifting and restoration

of utility services

Local people must be informed

through appropriate means about

the time of shifting of utility

structures and potential disruption

of services if any

Project requirement


MI: Number of complaints from local people, number, timing and type of notifications issued to local people, time taken to shift utilities PT: No. of complaints should be 0. Effective and timely notification. Minimal time for utility shifting

Interaction with concerned utility authorities and local public

Contractor/ NHAI / Utility

Company

NHAI & AE / IE

B. CONSTRUCTION STAGE

1. Air Quality

1.1 Dust Generation due to construction activities and transport, storage and handling of construction materials

Transport, loading and unloading of

loose and fine materials through

covered vehicles.

Paved approach roads.

Storage areas to be located

downwind of the habitation area.

- MORT&H

Specifications for

Road and Bridge

works

- The Air (Prevention

and Control of


MI: PM10 level measurements Complaints from locals due to dust PT: PM10 level< 100 µg/m

3; Number

Standards CPCB methods; Observations; Public consultation; Review of

Contractor NHAI & AE / IE





Page - 343




Monitoring Methods



Water spraying on the unpaved

haulage roads and other dust prone

areas.

Provision of PPEs to workers.

Pollution) Act,

1981(Amended

1987) and Rules

1982; and

- Central Motor and

Vehicle Act 1988

of complaints should be zero.

monitoring data maintained by the Contractor

1.2 Emission of air pollutants (HC, SO2, NO2, CO

etc,) from vehicles and use of equipment and machinery

Regular maintenance of machinery

and equipment.

Contractor to submit PUC

certificates for all vehicles /

equipment / machinery used for the

project and maintain a record of the

same during the contract period.

Batching, WMM, HMP and

crushers at downwind (1km)

direction from the nearest

settlement.

These plants shall be used after

obtaining consent to establish &

consent to operate from MPCB

Only Crushers licensed by the

MPCB shall be used

Hot mix plant should be fitted with

dust extraction unit

SPM value at a distance of 40 m

from a unit located in a cluster

should be less than 500 g/m3. The

monitoring is to be conducted as

per the monitoring plan.

DG sets with stacks of adequate

height and use of low sulphur

diesel as fuel.

LPG should be used as fuel source

in construction camps instead of

The Air (Prevention and Control of Pollution) Act, 1981(Amended 1987) and Rules 1982;

Batching & Asphalt Mixing Plants, Hot Mix Plant, Crushers, DG sets locations

MI: Levels of HC, SO2, NO2, and CO. Status of PUC certificates

PT: To keep SO2 and NO2 levels less than 80 µg/m

3.

PUC certificate of equipment and machinery is up to date

Standards CPCB methods

Review of monitoring data maintained by the Contractor






Page - 344




Monitoring Methods



wood

Air quality monitoring as per

Environmental Monitoring Program

Contractor to prepare traffic

management and dust suppression

plan duly approved by AE & PIU

2. Noise

2.1 Disturbance to local residents and sensitive receptors due to excessive noise from construction activities and operation of equipment and machinery

All equipment to be timely serviced

and properly maintained.

Construction equipment and

machinery to be fitted with silencers

and maintained properly.

Only IS approved equipment shall

be used for construction activities.

Near school, noisy construction

activities shall be carried out after

closing of school and in the

weekends / holidays only

Carry out noisy operations

intermittently to reduce the total

noise generated

Restrict construction near

residential and built up areas to

daylight hours.

Construction of noise barrier at

sensitive receptors; Interchange-

300m on each side on outer edge;

Fly-Overs-200m on each side on

outer edge; Truck parking- 500m on

one side on outer edge; Way Side

Amenity (Type A) - 500m on one

side on outer edge and Way Side

Amenity (Type B) - 150m on one

Legal requirement Noise Pollution (Regulation & Control) Rules, 2003 and amended in 2010;

Identified Sensitive locations; Interchange; Fly-Overs and Way Side Amenity

MI: day and night Noise levels. Number of complaints from local people

PT: Zero complaints or no repeated complaints by local people. Average day and night time noise levels are within permissible limits for work zone areas

Consultation with local people

Review of noise level monitoring data maintained by the Contractor Observation of construction site






Page - 345




Monitoring Methods



side on outer edge

Plantation to serve as mitigation

option for operation phase

Honking restrictions near sensitive

areas

Noise limits for construction

equipment such as compactors,

rollers, front loaders, concrete

mixers, cranes (moveable) etc. shall

not exceed 75 dB(A) at a distance of

11 m from its source

PPEs to workers

Noise monitoring as per


3. Land & Soil

3.1 Land use Change and Loss of productive / topsoil

Non-agricultural areas to be used

as borrow areas to the extent

possible.

If using agricultural land, top soil to

be preserved and laid over either on

the embankment slope for growing

vegetation to protect soil erosion.

Guideline on Top Soil Conservation

and Reuse is given in Annex-9.1

Hot-mix plants, batching plants,

construction camps shall be located

at least 500m away from habitation

and 1000 m away from forest area

Land for temporary facilities like

construction camp, storage areas

etc. shall be brought back to its

original land use

Detailed site selection criteria for

Project requirement Annex-9.1 Guidelines on Top Soil Conservation and Reuse Annex-9.2 Guidelines for Siting and Layout of Construction Camp

Entire stretch of proposed expressway; Land identified for construction camp, storage areas, hot-mix plant, batching plant etc.

MI: Location of Construction Camp, Storage Areas, Hot-mix Plant, Batching Plant Top soil storage area

PT: Zero complaints or disputes registered against contractor by land owner

Visit of construction camp, plant sites; review of the reports submitted by the Contractor






Page - 346




Monitoring Methods



Construction Camp given in Annex-

9.2 should be followed.

Details of sites identified for

Construction Camp should be

reported to the Sr. Environmental

Specialist of AE/IE for approval in

the format as given in Annex-9.13

3.2 Slope failure and Soil erosion due to Construction activities, earthwork, and cut and fill, stockpiles etc.

Bio-turfing of embankments to

protect slopes.

Slope protection by providing

frames, dry stone pitching,

masonry retaining walls, planting of

grass and trees.

Side slopes of all cut and fill areas

will be graded and covered with

stone pitching / Coir Geo-Textile,

grass (Vetiver grass). Care should

be taken that the slope gradient

shall not be greater than 2:1.

The earth stock piles to be provided

with gentle slopes to soil erosion

IRC: 56 recommended practice for treatment of embankment slopes for erosion control Clause No. 306 and 305.2.2 MORT&H


MI: Occurrence of slope failure or erosion issues

PT: No slope failures. Minimal erosion issues

Review of design documents and site observation


3.3 Borrow Area Management

Non-productive, barren lands,

upland shall be used for borrowing

earth with the necessary

permissions /consents.

Follow IRC recommended practice

for borrow area (IRC:SP:108:2015)

for identification of location, its

operation and rehabilitation

Borrow areas not to be dug

continuously.

To the extent borrow areas shall be

sited away from habitated areas.

IRC Guidelines on Borrow Areas; Environmental Protection Act and Rules,1986; Water Act 1974; Air Act 1981 Annex-9.3 Guidelines on Siting, Operation and Re-development of Borrow Area

Borrow sites location

MI: Existence of borrow areas in inappropriate unauthorized locations. Poor borrow area management practices. Number of accidents. Complaints from local people.

Review of design documents and site observations

Design Consultant and

Contractor

NHAI & AE / IE





Page - 347




Monitoring Methods



Depths of borrow pits to be

regulated and sides not steeper

than 25%.

Topsoil to be stockpiled and

protected for use at the

rehabilitation stage.

At least 10% of the acquired area

shall be kept for stockpiling of fertile

topsoil. The piles shall be covered

with gunny bags / tarpaulin.

Slope of stockpile shall not exceed

1:2 (V:H) and edge of pile shall be

protected by silt fencing

Transportation of earth materials

through covered vehicles.

Borrow areas shall be leveled with

salvaged material or other filling

materials which do not pose

contamination of soil. Else, it shall

be converted into fish pond.

Detailed site selection criteria,

operation of borrow area and

redevelopment plan given in Annex-

9.3.

Details of identified sites should be



the Format given in Annex-9.13

PT: Zero accidents. Zero complaints.

3.4 Quarry Operations

Aggregates will be sourced from

existing licensed quarries.

Copies of consent / approval /

rehabilitation plan for a new quarry

or use of existing source will be

submitted to AE/ IE & PIU.

IRC Guidelines on Quarry Areas; Environmental Protection Act and Rules,1986; Water Act 1974; Air Act 1981

Quarry area locations

MI: Existence of licenses for all quarry areas from which materials are being sourced

Review of design documents, contractor documents and site observation;






Page - 348




Monitoring Methods



The contractor will develop a Quarry

Redevelopment plan, as per the

Mining Rules of the State and submit

a copy of the approval to EA.

Obtain environmental clearance

from SEIAA in case of opening new

quarry

Quarrying shall be done only after

obtaining proper permit or license

from the Department of Mining and

quarrying operation shall comply

with the requirements of the

Maharashtra Pollution Control

Board.

Detailed site selection criteria,

operation of quarry area and

redevelopment plan given in Annex-

9.4.

Details of identified sites should be



the Format given in Annex-9.13

Annex-9.4 Guidelines on Siting, Operation and Re-development of Quarry Area

Existence of a Quarry Redevelopment Plan PT: Quarry license is valid; No case of non-compliance to consent /permit conditions and \ Air quality meets the prescribed limit

Compliance to EC conditions in case of opening new quarries

3.5 Compaction of soil and impact on quarry haul roads due to movement of vehicles and equipment

Construction vehicles, machinery,

and equipment to be stationed in

the designated ROW to avoid

compaction.

Approach roads / haulage roads

shall be designed along the barren

and hard soil area to reduce the

compaction.

Transportation of quarry material to

the dumping site through heavy

vehicles shall be done through

existing major roads to the extent

Design requirement

Parking areas, Haulage roads and construction yards.

MI: Location of approach and haulage roads; Presence of destroyed / compacted agricultural land or land which has not be restored to its original Condition PT: Zero

Site observation






Page - 349




Monitoring Methods



possible to restrict wear and tear to

the village /minor roads.

Land taken for construction camp

and other temporary facility shall be

restored to its original conditions

occurrence of destroyed / compacted land and undestroyed land

3.6 Contamination of soil due to leakage / spillage of oil, bituminous and non-bituminous debris generated from demolition and road construction

Construction vehicles and

equipment will be maintained and

refueled in such a fashion that oil /

diesel spillage does not

contaminate the soil.

Fuel storage and refueling sites to

be kept away from drainage

channels.

To avoid soil contamination Oil-

Interceptors shall be provided at

wash down and refueling areas.

Waste oil and oil soaked cotton /

cloth shall be stored in containers

labeled „Waste Oil‟ and „Hazardous‟

sold off to MPCB authorized

vendors

Non-bituminous wastes to be

dumped in borrow pits with the

concurrence of landowner and

covered with a layer of topsoil

conserved from opening the pit.

Design requirement

Fuelling station, construction sites, and construction camps and disposal location.

MI: Quality of soil near storage area Presence of spilled oil or bitumen in project area

PT: Soil test conforming to no –contamination; No sighting of spilled oil or bitumen in construction site or camp site

Site observation


3.7 Utilization of Fly Ash in construction of expressway and chances of ground water contamination

Use of fly ash in road embankment has been designed as per IRC:SP:58-2001

With the aim to use fly ash / pond ash in embankment construction, three sources of fly ash within 300 Km were visited. One is Tata Power Plant located at Mahul, Trombay

MoEF&CC Notification S.O. 763 (E), 1999; S.O. 979 (E), 2003; S.O. 2804 (E), 2009; S.O. 254 (E) 2016; IRC:SP:58-2001

As per design MI: Checking the fulfillment of requirement as per IRC:SP: 58-2001 PT: Regular checking of ground compacting,

Site observation






Page - 350




Monitoring Methods



(Bombay) which is about 80 km from Km. 38.300 of the SPUR. On enquiry, we understand that the quality of fly-ash is very good and the fly Ash generation of the plant in 2018-19 is 50312 MT per annum. The other source is Reliance Thermal Power Plant (250 MW) located at Dahanu, Maharastra which is about 150 Km and its production of fly-ash in 2018-19 is around 5,64,376 MT per annum. The third source is Nashik Thermal Power plant, Ekalahre which is around 170 Km from project road and its fly ash production in 2018-19 is around 7,02,227 MT per annum. The fly Ash for the embankment construction can be used from these sources as per guidelines of MoEFCC and IRC:SP:58.

Fly ash shall be transported to the site in covered dumper

The leaching problem can be minimised by controlling the amount of water, which infiltrates into fly ash embankment

Sides and top of the embankment will be protected using less permeable good earth. This will prevent the seepage the water from the pavement to the embankment.

Surface of the stockpile will be covered with tarpaulins

Monitoring Format for utilization of Fly Ash during construction of the expressway is given in Annex-9.5. it

handling & transportation of fly ash, spreading & compaction process





Page - 351




Monitoring Methods



should be submitted to AE / IE on monthly basis

4. Water Resources

4.1 Sourcing of water during construction

Requisite permission shall be

obtained for abstraction of

groundwater from Central Ground

Water Authority and State Ground

Water Board

Where surface water sources are to

be tapped, arrangements shall be

made by contractor that the water

availability and supply to nearby

communities remain unaffected.

The possible sources could be

abandoned quarry filled with

rainwater, river, tanks or wells,

specially created tanks nearby

perennial rivers subject to approval

of village & local administration.

Water intensive activities not to be

undertaken during summer season.

CGWA Guidelines


MI: Approval from competent authority; Complaints from local people on water availability

PT: Valid approval from Competent Authority. Zero complaints from local people.

Checking of documentation; Talk to local people


4.2 Disposal of water during construction

Provisions shall be made to

connect drains with existing nearby

natural drains.

Design requirement


MI: Condition of drainage system in construction site; Presence / absence of water logging in project area.

PT: Existence of proper drainage system. No water logging in project area

Standards methods; Site observation and review of documents


4.3 Alteration in Provision of adequate no. of cross Design requirement, Near all drainage MI: Proper flow of Review of Contractor NHAI &





Page - 352




Monitoring Methods



Surface Water Hydrology

drainage structures.

13 nos. of major bridges, 23 nos.

of minor bridges and 238 nos. of

culverts have been proposed

All CD structures designed for

50year HFL return period and

bridges designed for 100 year HFL

return period

It has been ensured that all the 1st

and 2nd

order streams crossing the


provided with necessary culverts,

mirror bridges and major bridges

with capacity of 20% excess

discharge

Construction of cross drainage

structures shall be undertaken

during lean flow period.

channels, River / Nallah crossings etc.

water in Rivers, Streams and Nallah

PT: No complain of water shortage by downstream communities. No record of overtopping / water logging

design documents

Site observation

AE / IE

4.4 Siltation in Water Bodies due to construction activities / earthwork

Embankment slopes to be

modified suitably to restrict the soil,

debris entering water bodies.

Silt fencing shall be provided along

water bodies within the direct

impact zone intercepting

expressway to prevent siltation in

water bodies.

Sediment / silt should be collected

and stockpiled for possible reuse as

surfacing of slopes where they have

to be re-vegetated.

Earthworks and stone works to be

prevented from impeding natural

flow of rivers, streams and water

canals or existing drainage system.

Design requirement; Worldwide Best Practices; Annex-9.6 Guideline for Sediment Control

Near all water bodies/ waterway

MI: Presence/absence of siltation in rivers, streams, nallah, ponds and other water bodies in project area; water quality monitoring

PT: No records of siltation due to project activities. Surface water quality tests confirm to turbidity and TSS limit

Field observation






Page - 353




Monitoring Methods



Guideline for Sediment Control is

given in Annex-9.6

4.5 Deterioration in Surface water quality due to leakage from vehicles and equipment and waste from construction camps.

No vehicles or equipment should be

parked or refueled near water-

bodies, so as to avoid

contamination from fuel and

lubricants.

Oil and grease traps and fuelling

platforms to be provided at re-

fuelling locations.

All chemicals and oil shall be stored

away from water and concreted

platform with catchment pit for spills

collection.

All equipment operators, drivers,

and warehouse personnel will be

trained in immediate response for

spill containment and eventual

clean-up. Readily available, simple

to understand and preferably

written in the local language

emergency response procedure,

including reporting, will be provided

by the contractors

Construction camp to be sited away

from water bodies.

Solid wastes must be collected,

stored and taken to identified

disposal site only.

Packaged Wastewater Treatment

Plant is to be installed in the

Construction Camp. Guideline for

Wastewater Treatment in

Construction Camp is given in

The Water (Prevention and Control of Pollution) Act, 1974 and amendments thereof; Annex-9.7 Guideline for Wastewater Treatment in Construction Camp

Water bodies;

refueling stations; construction camps.

MI: Water quality of river, stream, ponds and other water bodies in project area; Presence of oil floating in water bodies in project area PT: Surface water quality meets water quality standards (IS:2296)

Water quality tests as per the Environmental Monitoring Plan Field observation






Page - 354




Monitoring Methods



Annex-9.7

Water quality shall be monitored

5. Flora and Fauna

5.1 Vegetation loss due to site preparation and construction activities

Vegetation clearing shall be done

within PROW; it will be ensured that

trees falling outside PROW will not

be felled. Efforts will be made to

save trees outside formation width

standing on edge of the PROW

Compensatory afforestation as per

recommendations of competent

authority

69,680 trees shall be planted on

both sides of the expressway and

40,098 hedges shall be planted in

the median of the expressway

Additional plantation near sensitive

receptors, river banks to minimize

noise & air pollution and to check

erosion.

Saplings of horticultural trees may

be distributed to farmers in affected

villages and nearby schools freely

as part of Corporate Environmental

Responsibility (CER) to compensate

the loss of horticultural trees in the

area

Development of herbal garden and

it‟s maintenance for 3 years

Local villagers to be employed for

plantation activities and

Forest Conservation Act 1980; IRCSP:21-2009

Entire stretch of proposed expressway except major and minor bridge locations; Additional Plantation near Sensitive receptors, river banks, borrow areas, quarry area etc.

MI: ROW width; Number of trees for felling; Compensatory afforestation plan and number of trees replanted. Development of nursery for herbal garden PT: Additional compensatory afforestation done by contractor; Number of trees planted; Tree survival rate should be 90%; Survival rate of species in herbal garden should be 90%.

Review of relevant documents; Tree cutting permission; Compensatory afforestation plan; Meeting with villagers & Forest Officials; Field Observations

Contractor & Forest

Department

NHAI & AE / IE





Page - 355




Monitoring Methods



development of herbal garden.

Regular maintenance of all trees

planted / herbal garden

Provision of LPG in construction

camp as fuel source to avoid tree

cutting.

Controlled use of pesticides /

fertilizers

6. Tunnelling

Disturbance on geological setting due to tunneling.

Run off from unprotected tunnel faces can result in excessive soil erosion.

Muck generated from tunnel construction

Change in underground drainage system due to tunnel.

Draining of excess water from excavated tunnel.

Increase in noise & vibration level due to construction activities like tunneling

Careful planning, timing of cut and fill

operations and re-vegetation shall be

done to minimize soil erosion.

Muck generated from tunnel

construction shall be reused in filling

operations, embankment construction

and other construction activities.

Continuous pumping of excess water

into the storm water drains, which

finally meet the natural water source.

Pits, tunnels and headings shall

always be kept ventilated to maintain

an atmosphere fit for respiration and

free from oxygen deficiency,

potentially explosive or noxious

gases and dust, whether present

naturally or otherwise. Ventilation

shall also be used to maintain a safe

working temperature

Tunnel ventilation system shall

include the Axial and Jet Fans,

Motorized Fire Dampers, Sound

Attenuation, Ductwork and Support

Steelwork, Inside Tunnel and

IRC-SP-91; IRC: SP-99; Indian Explosives Act 1884; Indian Explosive Rules 2008 and further amendment in Jan.2009; The Manufacture and Storage of Explosives Regulations 2005; BS 5607:1998 Code of practice for the safe use of explosives in the construction industry; Control of Explosives Regulations 1991; Carriage of Explosives by Road. Road Traffic (Carriage of

As per the design MI: Approval from competent authority; Complaints from local people

PT: Valid approval from Competent Authority. Zero complaints from local people.

As per schedule of the bid document






Page - 356




Monitoring Methods



External Environmental Sensors and

Monitoring Equipment

It is to be ensured that the

ventilation system and its

associated equipment meet the

requirements of IRC:SP-91-2019,

BD78/99, PIARC and NFPA

Blasting operations shall be carried

out only under the direction of an

experienced operator. The

Concessionaire shall appoint one

competent person to be responsible

for the security of explosives

The Concessionaire shall obtain all

necessary licences and consents and

shall provide secure storage facilities

for all explosives and equipment in

accordance with Indian or

International Standards Code of

practice for the safe use of explosives

in the construction industry and the

requirements of the local Authorities

and the Authority‟s Representative

Vibration monitoring proposals shall

be submitted to the Authority‟s

Representative

Geological mapping shall be

performed by qualified geologist to

provide a documentation of rock and

rock mass condition encountered

during excavation

The tunnel environment shall be

monitored by CO sensors, Visibility

(haze) sensors, Velometers, NO

Explosives) Regulations 1996; PD CLC/TR 50426:2004 Assessment of inadvertent initiation of bridge wire electro-explosive devices by radio- frequency radiation. Guide Quarries (Explosives) Regulations 1988, as far as it is relevant to tunnel works





Page - 357




Monitoring Methods



sensors and N02 sensors (Provision

for future use)

Noise & vibration monitoring as per


7. Construction Camp

7.1 Impact associated with location

All camps should be established with prior permission from MPCB. Camps to maintain minimum distance from following: # 500 m from habitation, # 1000 m from forest areas, # 500 m from water bodies,

Design Requirement The Water (Prevention and Control of Pollution) Act,1974and its amendments thereof Annex-9.2 Guidelines for Siting and Layout of Construction Camp

All construction camps

MI: Location of camp sites and distance from habitation, forest areas and water bodies PT: Distance of camp site is less than 500m from listed locations

On site observation Interaction with workers and local community


7.2 Worker‟s Health in construction camp

The location, layout and basic facility

provision of each camp will be

submitted to AE / IE and approved by

the Sr. Env. Specialist of AE / IE.

The contractor will maintain

necessary living accommodation and

ancillary facilities in functional and

hygienic manner.

Adequate water supply and

Packaged Wastewater Treatment

Plant shall be provided.

Contractor to provide a full-fledged

dispensary. The number of beds shall

be as per the requirement of the

labour license

Contractor to conduct workshop on

The Building and Other Construction workers (Regulation of Employment and Conditions of Service) Act 1996 and The Contract Labour (Regulation & Abolition) Act, 1970 The Water (Prevention and Control of Pollution) Act,1974 and amendments thereof

All construction camps

MI: Camp health records. Existence of proper first aid kit in camp site. Complaints from workers. PT: No record of illness due to unhygienic conditions or vectors. Zero cases of STD. Clean and tidy camp site conditions.

Camp records Site observation Consultation with contractor workers and local people living nearby






Page - 358




Monitoring Methods



HIV / AIDS for all his laborers at all

his camps at least once in a quarter

Contractor shall conduct monthly

health check-ups of all his laborers in

his camps through registered medical

practitioner

Waste disposal facilities such as dust

bins must be provided in the camps

and regular disposal of waste must

be carried out.

The Contractor will take all

precautions to protect the workers

from insect and pest to reduce the

risk to health. This includes the use of

insecticides which should comply with

local regulations.

Provision of ISO:14001:2015

8. Management of Construction Waste / Debris

8.1 Selection of Debris Disposal Sites

Unproductive / wastelands shall be

selected for dumping sites away

from residential areas and water

bodies

Dumping sites must be having

adequate capacity equal to the

amount of debris generated.

Public perception and consent from

the village Panchayats has to be

obtained before finalizing the

location.

Guideline for Siting and Management

of Debris Disposal Site is given in

Annex-9.8

Details of identified debris disposal

site should be reported to the AE / IE

Design Requirement; Annex-9.8: Guideline for Siting and Management of Debris Disposal Site,

At all Dumping Sites MI: Location of dumping sites Number of public complaints. PT: No public complaints. Consent letters for all dumping sites available with contractor

Field survey and interaction with local people. Review of consent letter






Page - 359




Monitoring Methods



for approval in the Format given in

Annex-9.13

8.2 Reuse and disposal of construction and dismantled waste

All excavated materials will be used

for backfilling of embankments

Unusable materials should be

suitably disposed-off with approval of

the concerned authority.

Guideline for Preparing

Comprehensive Waste Management

Plan is given in Annex-9.9

Design Requirement; Annex-9.9: Guideline for Preparing Comprehensive Waste Management Plan


MI: Percentage of reuse of existing surface material; Method and location of disposal site of construction debris PT: No public complaint and consent letters for all dumping sites available with contractor or AE

Contractor records Field observation Interaction with local people


9. Traffic Management and Safety

9.1 Management of existing traffic and safety

Temporary traffic diversion shall be

planned by the contractor and

approved by the „Engineer‟.

The traffic control plans shall contain

details of diversions; traffic safety

arrangements during construction;

safety measures for night 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‟.

The Contractor will ensure that the

diversion / detour are always

maintained in running condition,

particularly during the monsoon to

avoid disruption to traffic flow.

On stretches where it is not possible

Design requirement and IRC: SP: 27 IRC:SP: 44 Highway Safety Code IRC: SP: 55 Guidelines for Safety in Construction Zones; IRC:53 Road Accident recording The Building and other Construction workers Act 1996 and Factories Act 1948

Entire stretch of proposed expressway specially at location of Interchanges, Flyovers, Vehicular Underpasses, Vehicular Overpasses

MI: Traffic Management Plan. Presence/ absence of safety signs, clear traffic demarcations, flag men etc. on site. Complaints from road users. Number of traffic accidents PT: No complaints. No accidents due to poor traffic management. Traffic signs, demarcation lines etc. present in appropriate locations on site

Review Traffic Management Plan; Field observation of traffic management and safety system Interaction with people in vehicles using the road






Page - 360




Monitoring Methods



to pass the traffic on the part width of

existing carriageway, temporary

paved diversions will be constructed.

Restriction of construction activity to

only one side of the existing road.

The contractor shall inform local

community of changes to traffic

routes, and pedestrian access

arrangements with assistance from

“Engineer”.

Use of adequate signage to ensure

traffic management and safety.

Conduct of regular safety audit on

safety measures.

Guideline for Preparing of Traffic

Management Plan is given in Annex-

9.10

Annex-9.10 Guideline for Preparing of Traffic Management Plan

9.2 Pedestrians, animal movement

Temporary access and diversion,

with proper drainage facilities.

Access to the educational institutions,

religious places and other public

places must be maintained when

construction takes place near them.

All structures having vertical

clearance above 3m and not catering

to perennial flow of water may serve

as underpass for animals

Same as Point No. 8.1 Near habitation area, Construction Sites, Haulage roads and diversion sites.

MI: Presence/ absence of access routes for pedestrians. Road signage. Number of complaints from local people PT: Easy access to schools, temples and public places. Zero complaints

Field observation Interaction with local people


9.3 Safety of Workers and accident risk from construction activities

Contractors to adopt and maintain

safe working practices.

Usage of fluorescent and retro

refectory signage, in local language

Same as Point No. 8.1 Annex-9.11 Guideline to Ensure Worker‟s Safety during

Construction sites MI: Availability of Safety gears to workers Safety signage

Site observation Review records on safety training and






Page - 361




Monitoring Methods



at the construction sites

Training to workers on safety

procedures and precautions.

Mandatory appointment of Safety

Officer.

All regulations regarding safe

scaffolding, ladders, working

platforms, gangway, stairwells,

excavations, trenches and safe

means of entry and egress shall be

complied with.

Provision of PPEs to workers.

Provision of a readily available first

aid unit including an adequate supply

of dressing materials.

The contractor will not employ any

person below the age of 18 years

Use of hazardous material should be

minimized and/or restricted.

Emergency plan (to be approved by

engineer) shall be prepared to

respond to any accidents or

Accident Prevention Officer must be

appointed by the contractor.

Other provisions to ensure Worker‟s

Safety during Construction should be

followed as per Annex-9.11.

A guideline for Storage, Handling,

Use and Emergency Response for

Hazardous Substances is given in

Annex-9.12.

The Safety Checklist given in Annex-

9.13 should be submitted to AE/IE on

monthly basis

Construction Annex-9.12 Guidelines for Storage, Handling, Use and Emergency Response for Hazardous Substances Provision of ISO:14001:2015

Training records on safety Number of safety related accidents PT: Zero fatal accidents. Zero or minor non-fatal accidents.

accidents Interact with construction workers





Page - 362




Monitoring Methods



Reporting format for road safety

measures during Construction given

in Annex-9.13 should be submitted

to AE / IE before start of construction.

On occurrence of any accident or

injury, the safety officer should

submit an accident report to the AE /

IE as per the format given in IRC:53-

2012 “Road Accident Reporting”

9.4 Accident risk to local community

Restrict access to construction sites

only to authorized personnel.

Physical separation must be provided

for movement of vehicular and

human traffic.

Adequate signage must be provided

for safe traffic movement

Provision of temporary diversions

and awareness to locals before

opening new construction fronts.

Same as Point No. 8.1

Construction sites MI: Safety signs and their location; Incidents of accidents; Complaints from local people PT: Zero incident of accidents. Zero complaints.

Site inspection Consultation with local people


10. Site Restoration and Rehabilitation

Clean-up Operations, Restoration and Rehabilitation

Contractor will prepare site

restoration plans, which will be

approved by the „Engineer‟.

The clean-up and restoration

operations are to be implemented by

the contractor prior to demobilization.

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 to the

satisfaction of the Sr. Environmental

Project requirement Annex-9.2 Annex-9.3 Annex-9.4 Annex-9.8 Provision of ISO:14001:2015

Entire stretch of proposed expressway, construction camp sites and borrow areas

MI: Condition of camp sites, construction sites and borrow areas. Presence / absence of construction material / debris after completion of construction works on construction site. PT: Clean and tidy sites.

Site observation Interaction with locals; Issue completion certificate after restoration of all sites are found satisfactory






Page - 363




Monitoring Methods



Specialist of AE / IE

All the opened borrow areas will be

rehabilitated

No trash or debris left on site. Site restored and leveled.

C. OPERATION AND MAINTENANCE STAGE

1. Air Quality

2.1 Air pollution due to due to vehicular movement

Avenue plantations shall be

maintained.

Regular maintenance of the

expressway will be done to ensure

good surface condition

Air quality monitoring. If monitored

parameters exceeds prescribed limit,

suitable control measures must be

taken.

Signages shall be provided

reminding them to properly maintain

their vehicles to economize on fuel

consumption.

Enforcement of vehicle emission

rules in coordination with transport

department or installing emission

checking equipment

Environmental Protection Act, 1986; The Air (Prevention and Control of Pollution) Act, 1981


MI: Air quality monitoring as per post project Environmental Monitoring Program PT: Levels are equal to or below baseline levels given in the EIA report

As per CPCB requirements Site inspection

PIU / NABL approved

Environmental Monitoring

Agency

NHAI

2. Noise

2.1 Noise due to movement of traffic

Effective traffic management and

good riding conditions shall be

maintained

Speed limitation and honking

restrictions near sensitive receptors

HORN PROHIBITED sign to be

placed near educational institutions

and medical facilities

Noise Pollution (Regulation & Control) Rules, 2003 and amended in 2010

Sensitive receptors as identified in the EIA Report

MI: Noise monitoring as per post project Environmental Monitoring Program PT: Levels are equal to or below baseline levels given in the

Noise monitoring as per noise rules , 2000 Discussion with people at sensitive

PIU / NABL approved


Agency

NHAI





Page - 364




Monitoring Methods



Noise monitoring. If monitored value

exceeds prescribed limit, suitable

control measures must be taken.

Maintenance of noise barriers

The effectiveness of plantation

should be monitored.

Create awareness amongst the

residents about likely noise levels

from expressway operation at

different distances, the safe noise

limits and easy to implement noise

reduction measures while

constructing a building near

expressway

EIA report receptor sites

3. Land & Soil

3.1 Soil erosion at embankment during heavy rainfall.

Periodic checking to be carried to

assess the effectiveness of the

stabilization measures viz. turfing,

stone pitching etc.

Soil quality monitoring. If monitored

parameters exceeds prescribed limit,

suitable control measures must be

taken.

Necessary measures to be followed

wherever there are failures

Project requirement

At bridge locations and embankment slopes and other probable soil erosion areas. Soil quality monitoring from different land use area along the expressway such as agricultural area, residential area and forest areas

MI: Existence of soil erosion sites; Number of soil erosion sites soil quality monitoring as per post project Environmental Monitoring Program PT: Zero or minimal occurrences of soil erosion

On site observation As per CPCB requirements

PIU / NABL approved


Agency

NHAI

4. Water Resources / Flooding and Inundation

4.1 Siltation

Regular checks shall be made for soil

erosion and turfing conditions for its

effective maintenance.

Project requirement

Near surface Water bodies

MI: Water quality monitoring as per post project

Site observation PIU / NABL approved

Environmental

NHAI





Page - 365




Monitoring Methods



Environmental Monitoring Program PT: No turbidity of surface water bodies due to the road

Monitoring Agency

4.2 Water logging due to blockage of drains, culverts or streams

Regular visual checks and cleaning

of drains shall be done along the

alignment to ensure that flow of water

is maintained through cross drains

and other channels / streams.

Monitoring of water borne diseases

due to stagnant water bodies

Project requirement

Near surface Water bodies

MI: Presence/ absence of water logging along the road PT: No record of overtopping/ Water logging

Site observation PIU NHAI

5. Flora

5.1 Vegetation

Planted trees, shrubs and grasses to

be properly maintained.

The tree survival audit to be

conducted at least once in a year to

assess the effectiveness

Forest Conservation Act 1980

Avenue Plantation along expressway

MI: Tree survival rate PT: 90% tree survival rate

Records and field observations. Information from Forestry Department

Forest Department /

PIU

NHAI

6. Maintenance of Right of Way and Safety

6.1 Accident Risk due to uncontrolled growth of vegetation

Efforts shall be made to make

shoulder completely clear of

vegetation.

Regular maintenance of plantation

along the expressway

No invasive plantation near the

expressway

Project requirement

Throughout the expressway

MI: Presence and extent of vegetation growth on either side of expressway. Number of accidents. PT: No accidents due to vegetation growth

Visual inspection Check accident records

PIU NHAI





Page - 366




Monitoring Methods



6.2 Accident risks associated with traffic movement.

Traffic control measures, including

speed limits, will be forced strictly.

Encroachment of squatters within the

ROW will be prevented.

No school or hospital will be allowed

to be established beyond the

stipulated planning line as per

relevant local law

Monitor / ensure that all safety

provisions included in design and

construction phase are properly

maintained

Highway patrol unit (s) for round the

clock patrolling. Phone booth for

accidental reporting and ambulance

services with minimum response time

for rescue of any accident victims, if

possible.

Tow-way facility for the breakdown

vehicles

IRC:SP:55


MI: Number of accidents Conditions and existence of safety signs, rumble strips etc. on the road Presence/absence of sensitive receptor structures inside the stipulated planning line as per relevant local law PT: Fatal and non-fatal accident rate is reduced after improvement

Review accident records Site observations

PIU NHAI

6.3.Transport of Dangerous Goods

Existence of spill prevention and

control and emergency responsive

system

Emergency plan for vehicles carrying

hazardous material

Risk Assessment for the project Chapter-7 of EIA Report (Volume-I)


MI: Status of emergency system – whether operational or not PT: Fully functional emergency system

Review of spill prevention and emergency response plan Spill accident records

PIU NHAI

IRC: Indian Road Congress, AE: Authority Engineer, NHAI: National Highways Authority of India, MPCB: Maharashtra Pollution Control Board,






Page - 367

9.3 GREENBELT DEVELOPMENT PLAN

Green areas not only improve the floral status, land use and the aesthetic look of an

area, but also serve the purpose of filtering fugitive dust, help to abate noise effects

through dampening and replenish oxygen and ameliorate the surrounding temperature.

Median plantation will prevent glare from the headlights of incoming vehicles. Plantation

works are site-specific activity and depend on various factors like choice of species,

terrain, availability of area (Right of Way), soil type, climatic conditions etc.

9.3.1 Avenue and Median Plantation

Avenue plantation has been planned in accordance with IRC-SP-21:2009 (Guidelines

on Landscaping and Tree Plantation) and Green Highways Policy 2015. Multiple rows

may be planted in staggered pattern. Development of green belt will include:

Plantation on either side of the expressway in the space available for plantation

beyond 1.0 m away from the toe of embankment / drain

Plantation in the median to enhance the aesthetic look & reduce headlight glare

Based on the space available for avenue plantation, following plantation arrangement

has been proposed:

a) 1st row will be 1.0 m away from the toe of embankment with a plant spacing of 3.0 m. Number of trees / km will be 333

b) 2nd row will be 3.5 m / 4.5 m away from 1st row depending on the space availability with a plant spacing of 6.0 m. Number of trees / km will be 167

c) 3rd row will be 3.5 m / 4.5 m away from 2nd row depending on the space availability with a plant spacing of 8.0 m. Number of trees / km will be 125

Median Plantation: Two rows of hedge / small ornamental trees with plant to plant

spacing of 3.0 m have been proposed. Number of hedges will be of 666 per km.

Based on the above mentioned Guidelines and space available in different typical cross

sections, number of trees and hedges to be planted has been calculated for all

construction packages and presented in Table 9-2 and Table 9-3 respectively.

Greenbelt development plan has been shown in Figure-9.1 and Figure-9.2. Avenue

and median plantation has not been proposed in bridge section and toll plaza area.

Table 9-2 Typical Cross Section and Construction Package wise Number of Trees to be planted

TCS Type

1st Row 2nd Row 3rd Row 1st Row 2nd Row 3rd Row Trees/ Km

Length (Km)

Total Trees to be Planted Left Side Right Side

Construction Package (XIV)

1 333 167 125 333 167 125 1,250 7.940 9,925

2 333 167 125 333 0 0 958 1.675 1,605

3 333 0 0 333 167 125 958 0.530 508

4 333 0 0 333 0 0 666 0.845 562

Major

Structure 333 167 125 333 167 125 1,250 3.200 4,000

Sub Total (A) 14.19 16,600

TYPICAL CROSS SECTION (TCS-1) OF EXPRESSWAY 8-LANE DIVIDED C/W WITHOUT CONNECTING ROAD



RevisionsPh : 4086-3000, Fax 2685-5252




R1DateRevisions




January, 2021

SUMIT

Not to Scale GREEN BELT DEVELOPMENT PLANFIGURE NO. 9.1


TYPICAL CROSS SECTION OF EXPRESSWAY IN MAJOR STRUCTURE / ELEVATED SECTION

RevisionsPh : 4086-3000, Fax 2685-5252




R1DateRevisions




January, 2021

SUMIT

Not to Scale GREEN BELT DEVELOPMENT PLANFIGURE NO. 9.2






Page - 368

TCS Type

1st Row 2nd Row 3rd Row 1st Row 2nd Row 3rd Row Trees/ Km

Length (Km)

Total Trees to be Planted Left Side Right Side

Construction Package (XV)

1 333 167 125 333 167 125 1,250 17.994 22,493

2 333 167 125 333 0 0 958 0.940 901

3 333 0 0 333 167 125 958 0.760 728

4 333 0 0 333 0 0 666 0.170 112

9 0 0 0 333 167 0 500 0.370 185

10 0 0 0 333 0 0 333 0.350 117

Sub Total (B) 20.584 24,536

Construction Package (XVI)

1 333 167 125 333 167 125 1,250 19.731 24,664

2 333 167 125 333 0 0 958 0.520 498

3 333 0 0 333 167 125 958 0.040 38

4 333 0 0 333 0 0 666 0.220 147

9 0 0 0 333 167 0 500 0.770 385

10 0 0 0 333 0 0 333 0.830 276

Sub Total (C) 22.111 26,008

Construction Package (XVII)

1 333 167 0 333 167 0 1,000 1.688 1,688

2 333 167 125 333 0 0 958 0.885 848

Sub Total (D) 2.573 2,536

Grand Total (A + B + C + D) 59.458 69,680

Table 9-3 Typical Cross Section and Construction Package wise Number of Hedges to be planted

TCS Type No. of Rows Hedge/km/

row Total Hedges /

km Length (Km)

Total Hedges to be Planted

Construction Package (XIV)

1 2 333 666 7.940 5,288

2 2 333 666 1.675 1,116

3 2 333 666 0.530 353

4 2 333 666 0.845 562

Sub Total (A) 10.99 7,319

Construction Package (XV)

1 2 333 666 17.994 11,984

2 2 333 666 0.940 626

3 2 333 666 0.760 506

4 2 333 666 0.170 113

5 2 333 666 0.745 496

6 2 333 666 0.455 303

8 2 333 666 0.150 100

9 2 333 666 0.370 246

10 2 333 666 0.350 234

11 2 333 666 0.300 200

Sub Total (B) 22.234 14,808

Construction Package (XVI)

1 2 333 666 19.731 13,141

2 2 333 666 0.520 346

3 2 333 666 0.040 26

4 2 333 666 0.220 147






Page - 369

TCS Type No. of Rows Hedge/km/

row Total Hedges /

km Length (Km)

Total Hedges to be Planted

5 2 333 666 1.225 816

6 2 333 666 0.400 266

7 2 333 666 0.315 210

8 2 333 666 0.45 300

9 2 333 666 0.77 513

Sub Total (C) 23.671 15,765

Construction Package (XVII)

1 2 333 666 1.688 1,124

2 2 333 666 0.885 589

3 2 333 666 0.400 266

4 2 333 666 0.340 227

Sub Total (D) 3.313 2,206

Grand Total (A + B + C + D) 60.208 40.098

9.3.2 Species Suggested for Plantation

Native tree species which are beneficial to avifauna and wildlife are suggested for

plantation near forest area (Table 9-4) while evergreen, fast-growing ornamental tree

and tolerant to air pollution are suggested in the stretches outside the forest area (Table

9-5). Plantation will be maintained upto 5 years and protected from cattle and illegal

felling. Dead saplings will be replaced to maintain the survival percentage of 90%.

Table 9-4 Tree Species Suggested for Plantation near Forest Area

S. No Species Value Visitors*

1. Tamarindus indica Nectar, Fruits I,B,M

2. Terminalia elliptica Leaves, Bark , Fruits I ,M

3. Butea monosperma Nectar, Dust & Pollution Control I,B,M

4. Ficus microcarpa Fruit & Pollution Control I,B,M

5. Ficus religiosa Dust & Pollution Control IBM

6. Mangifera indica Nectar, Fruits & Pollution Control I,B,M

7. Phoenix sylvestris Nectar, Fruits I,B,M

8. Pongamia pinnata Nectar, Dust & Pollution Control I,M

9. Bauhinia purpurea Nectar , local use (plates) I, B,M

10. Syzygium cumini Nectar, Fruits I,B,M

11. Ziziphus mauritiana Fruit B,M

12. Madhuca indica Nectar, Leaves, flowers, fruits I,M

13. Bombax ceiba Nectar, I, B

14. Tectona grandis Leaves, Wood I,M

15. Dillenia pentagyna Nectar, Fruits I,B, M

* I – Insects, B – Birds, M – Mammals






Page - 370

Table 9-5 Tree Species Suggested for Plantation outside Forest Area

S. No Scientific name Common Name Remark

1 Albizia lebbeck Siris Fast-growing tree, tolerant to air pollution

2 Polylathia longifolia Ashok/ Devdar Evergreen, ornamental, tolerant to air pollution

3 Ficus infectoria Pilkhan Evergreen tree with aerial roots, tolerant to air pollution

4 Alstonia scholaris Saptparni Evergreen native tree, tolerant to air pollution

5 Azadirachta indica Neem Good purifier of air

6 Dalbergia sissoo Shisham Used as a windbreak , tolerant to air pollution

7 Cassia siamea Kasod Fast growing, high crown, multipurpose tree

8 Lagerstroemia speciosa

Jarul Evergreen tree, tolerant to air pollution

9 Mimusup elengi Maulsari/ Bakuli Evergreen tree, moderately tolerant to air pollution

10 Saraca asoca Sita Ashok Evergreen native, ornamental tree

11 Cassia fistula Amaltas/ Bahava Ornamental native species

12 Ficus religiosa Pipal Native, fast growing, tolerant to air pollution

13 Bauhinia variegata Kachnar Tolerant to air pollution

14 Terminalia catappa Badam Ornamental plant

15 Pithecellobium dulce Jungle jalebi Evergreen, tolerant to pollution

The species to be planted in median shall be of low or medium height with ornamental

value to enhance the visual experience of the expressway corridor. It will also act as a

screen to prevent glare from the incoming vehicles. The species recommended for

median are mainly Hibiscus rosa sinensis (Gurhal), Bougainvillea spectabilis

(Bougainvillea), Jasminum grandiflorum (Chameli), Ixora coccinea (Ixora), etc.

However, other species suitable and suggested by the Forest Department can be

planted. It is proposed to use the same species on either side of the expressway. This

will ensure regularly grown avenues of the same form and type. Such avenues will

mature at about the same time giving pleasant avenue appearance. Technical

specification of avenue and median plantation is presented in Table 9-6.

Table 9-6 Technical Specifications for Plantation

Items Tree Hedge

No. of Rows Please refer Table 9-2 Please refer Table 9-3

No. of trees per Km

Spacing between the plant First row : 3.0 m Second row : 6.0 m Third row : 8.0 m

3.0 m

Size of Pits 60 x 60 x 60 cm 20 X 20 X 20 cm

Height of Plant Not less than 1.5 to 2m Not less than 0.5 m

Age of Plant Not less than 2 Years Not less than 1 Year






Page - 371

9.3.3 Protection Measures

The fencing of single row plantations shall be done by using iron / brick / cement

guards. Locally available bamboo guards or thorn fencing may also be used where

protection can be ensured through these. The specifications for the iron guards shall be

as per IRC-SP-21, 2009.

The fencing of multiple row plantations will be done preferably by barbed wire. A five

strand barbed wire fencing, with cross strands, stretched on angle iron poles fixed at a

distance of 4 meter from one another; is recommended. Bamboo fencing / thorn fencing

may also be used where protection can be ensured through these. The specifications

for barbed wire fencing are as per IRC-SP-21, 2009.

9.3.4 Precautionary Measures

Plantation activity to be carried out in monsoon months

The height of the plants should not be less than 1.5 m for trees and 0.5 m for and

should be in polythene bags and are not to be removed till the time of planting

All plants supplied must be planted within three days of removal from the nursery

The contractor will be required to water the area in case of insufficient rains after

planting

2 kg of compost /manure are suggested for each pit before plantation.

To ensure better growth and survival of plants, surface should have sufficient layer

of good quality soil (up to 45 cm)

9.3.5 Maintenance

Maintenance involves plant protection measures, tending operation, irrigation and

fertilizer application at regular interval for 5 years. The survival percentage of plantation

shall be maintained above 90% after raising the plantation at any stage with normal

shape and size. The scope of maintenance shall be as per IRC-SP-21, 2009.

9.4 INSTITUTIONAL ARRANGEMENTS

Project Implementation Unit (PIU) of National Highways Authority of India (NHAI) is

overall responsible for successful implementation of the project with assistance from the

Contractor and Authority Engineer (AE) / Independent Engineer (IE).

Project Director will be heading the overall functioning of the PIU. The PIU will ensure

that the statutory requirements are not violated during the pre-construction, construction

and operation stages of the project. The Authority / Independent Engineer serves as

“Engineer of the Authority” for supervision of the project. Sr. Environmental Specialist of

the AE / IE will supervise all forestry and environmental related issues during

construction phase of the project. The “Contractors” herein mean the agency hired for

execution of the construction works for the project. The contractor will be responsible for

actual implementation of the EMP in the field.






Page - 372

9.4.1 Reporting Protocol

The reporting system will start with the Contractor who is the main executor of the

implementation activities. The contractor will report to the Sr. Environmental Specialist

of AE / IE who in turn shall report to the PIU. The Contractor will submit daily, monthly

and quarterly environmental compliance reports to the AE / IE. The AE / IE will submit

separate monthly and quarterly environmental monitoring reports to PIU in addition to

submission of the report in respect of its duties and functions as per the agreement with

NHAI. The PIU will be responsible for preparation of the targets for identified non-

compliances. The reporting formats are provided in Annex-9.13 of Volume-II of the EIA

Report.

The reporting and reviewing matrix is included in the EMF which is as under:

Reporting Responsibility Reviewing Responsibility

Daily Report

Contractor Summary of environmental issues

and activities as per format provided in Annex-9.13

Authority / Independent Engineer Review the report and suggest

Corrective Action

Monthly

Report

Contractor Summary of environmental issues

and activities as per format provided in Annex-9.13

Authority / Independent Engineer Review the report and suggest

Corrective Action

Monthly

Monitoring

Authority / Independent Engineer Carry out independent Monitoring of

Env Safeguards Compilation of issue reported,

action taken and status

PIU, NHAI Review the actions taken and issue

directions to the Contractor

Quarterly

Reporting

Authority / Independent Engineer Summary of environmental

compliance and activities as per format provided in Annex-9.13

PIU, NHAI Review the Action taken report and

develop new strategies

The Reporting and Reviewing Matrix presented in the Table 9-7 below shall be followed

for overall review and monitoring and to ensure proper flow of information and timeliness

of reporting.

Table 9-7 Reporting and Reviewing Matrix

Stage Description of Reporting Format Format

No Frequency

Reporting responsibility

To be reviewed

Pre-construction Identification of Disposal Site P1 One time Contractor AE / IE

Pre-construction Setting up of Workers Camp and Storage Area

P2 One time Contractor AE / IE

Pre-construction Establishment of Borrow Area P3 One time Contractor AE / IE

Pre-construction Establishment of Quarry Area P4 One time Contractor AE / IE

Pre-construction Establishment of Plants P5 One time Contractor AE / IE

Pre-construction Road Safety Reporting Formats P6 Monthly Contractor AE / IE

Pre-construction Arrangement of Temporary Land P7 Quarterly Contractor AE / IE

Pre-construction Tree Cutting / Stump Removal P8 Monthly Contractor AE / IE






Page - 373

Stage Description of Reporting Format Format

No Frequency

Reporting responsibility

To be reviewed

Pre-construction Identification of Construction Water Source

P9 Quarterly Contractor AE / IE

Construction Details of Earthworks undertaken C1 Monthly Contractor AE / IE

Construction Details of Plant Operations C2 Monthly Contractor AE / IE

Construction Details of Quarry Operations C3 Monthly Contractor AE / IE

Construction Progress of Land Fill Operations C4 Monthly Contractor AE / IE

Construction Details of Machinery in Operation C5 Monthly Contractor AE / IE

Construction Env. Monitoring in during Construction Stage

C6 Quarterly Contractor AE / IE

Construction Safety Checklist C7 Monthly Contractor AE / IE

Construction Accident Reporting C8 Monthly Contractor AE / IE

Construction Construction Camp Management C9 Monthly Contractor AE / IE

Construction Redevelopment of Borrow Areas C10 Quarterly Contractor AE / IE

Construction Restoration of Construction Site C11 Quarterly Contractor AE / IE

Construction Complaints Registering & Monitoring

C12 Daily Contractor AE / IE

Construction Summary of Statutory Clearances obtained

AE/IE 1 Quarterly AE / IE PIU

Construction Checklist for Environmental Inspection

AE/IE 2 Quarterly AE / IE PIU

Construction Project Summary Sheet AE/IE 3 Quarterly AE / IE PIU

Operation Cleaning of culverts and longitudinal drains

O1 Monthly Maintenance Consultant

PIU

Operation Env. Monitoring in Operation Stage C6 Quarters PIU

9.5 IMPLEMENTATION ARRANGEMENTS

The services of Authority Engineer will be procured to assist the PIU for successful

implementation of project during construction and maintenance period. The AE will have

a multi-disciplinary team including an environmental management team having

intermittent input of a senior level Environmental Specialist supported by middle level full

time Environmental Specialists. This team will ensure compliances of mitigation

measures and all statutory requirements during implementation of the project.

9.5.1 Authority Engineer / Independent Engineer

The Environmental Specialist of the Authority Engineer (AE) / Independent Engineer (IE)

shall be the key personnel to supervise the implementation of EMP provisions through

the Contractor. The EMP prepared for the project needs to be followed during the

implementation of the civil works.

Qualification and Responsibilities of Senior Environmental Specialist of AE / IE:

Qualifications & Experience

Postgraduate in Environmental Management / Environmental Science / Ecology /

Environmental Planning / degree in Civil Engineering with PG / specialisation in






Page - 374

environment.

15 years of total experience with a minimum of 10 years in the preparation and

implementation of EMP of highway projects and an understanding of environmental,

health and safety issues.

Prior practical experience in Highways projects funded by Multilateral Agencies

Roles & Responsibilities

Supervise and monitor the implementation of EMP by the Contractor

Update the PIU on the progress of environmental protection and / or enhancement

works as envisaged in the EMP

Review and approve site-specific environmental mitigation / enhancement designs

worked out by the Contractor based on the EMP prepared during project preparation

Review and recommend the Contractors‟ Implementation Plans for approval (with

any changes that may be necessary) to ensure compliance with the environmental

provisions of the Contract

Supervise the progress of tree plantation and environmental monitoring programs

Hold meetings with Contractor time to time and provide update to PIU regarding the

progress of environmental works

Finalized and submit Monthly, Quarterly, Semi-annual and Annual Environmental

report to PIU

Develop and organise environmental training programmes to upgrade the skills

within the staff of the environmental cell and the Contractor

Documentation of good practices during project implementation for wider

dissemination

Prepare and submit Half-yearly Compliance Reports in respect of the

environmental clearance terms and conditions in soft copies to the regulatory

authority concerned, on 1st June and 1st December of each calendar year.

The project will require continuous environmental supervision. Since the Sr.

Environmental Specialist of AE / IE is to be deployed on intermittent basis, it is

required to have fulltime Jr. Environmental Specialist to assist the key specialist.

Field Engineers supervising the construction works also needs to be trained on

environmental aspects, who then shall apprise the Team Leader and the Sr.

Environmental Specialist of any significant development on environment.

Qualification and Responsibilities of Junior Environmental Specialist of AE / IE (Sub

Professional):


Postgraduate in Environmental Management / Environmental Science / Ecology /

Environmental Planning / Environmental Engineering

7 years of experience with a minimum of 3 years in the preparation and or

implementation of EMP of highway projects and an understanding of environmental,

health and safety issues

Prior practical experience in multilateral funded projects in highways sector would be

an advantage






Page - 375


Update the Sr. Environmental Specialist & the Team Leader of AE on the progress

of environmental protection and / or enhancement works as envisaged in the EMP

Regularly supervise and monitor the implementation of EMP by the Contractor

Verify the extent of environmental compliance of the Contractor regularly

Monitor tree plantation programs and the periodic Environmental Monitoring

Programs to ensure compliance with the statutory requirements and the EMP

Interact & hold regular meetings with Contractor Environmental Officers in

implementation of the EMP

Prepare Monthly, Quarterly, Semi-annual and Annual Environmental reports and

submit to the key specialist for finalization

Assist the key specialist in documenting good practices during project

implementation for wider dissemination

Regularly monitor the approved site-specific environmental mitigation /

enhancement designs based on the EMP prepared

9.5.2 Contractor

Execution of works will be the responsibility of the Contractor. The Contractors shall

employ a full time Environmental Officer whose qualification and responsibilities shall

be as stated below:

Qualification and Responsibilities of Environmental Officer (EO) of Contractor:


Postgraduate in Environmental Management / Environmental Science / Zoology /

Botany / Ecology / Environmental Planning / Environmental Engineering

5 years of experience with a minimum of 2 years in the implementation of EMP of

highway projects and an understanding of environmental, health and safety issues

Prior practical experience in multilateral funded projects in highways sector would be

an advantage


The Environmental Officer shall report directly to the Resident Construction Manager

/ Project Manager of the Contractor so that the pertinent environmental issues that

he / she raise are promptly dealt with.

He / she shall also have a direct interaction with the Environmental Specialist of the

AE / IE.

Implement measures laid out in the EMP and or as directed by the AE / IE for the

work executed both by petty contractors and the contractor.

Implement tree plantation programs and conduct periodic Environmental Monitoring

Programs to ensure compliance with the statutory requirements and the EMP

Provide key inputs in the development of the Contractors‟ implementation plan for all

construction activities, including haulage of material to site, adhering to the

requirements of the EMP and getting approval of the AE / IE on the same before

start of works.

Ensure that the regulatory permissions required for the construction equipment,






Page - 376

vehicles and machinery (given in the EIA Report) have been obtained and are valid

at all times during the execution of the project.

Prepare / fill up the environmental and safety related compliances as per daily,

weekly, fortnightly, monthly, quarterly, semi-annual checklists in the EMP

Prepare Safety Plans, Debris & Waste disposal Plan, Emergency Response Plans

and Quarry Management and other safety, health and environment related Plans for

approval of the AE / IE.

Identify locations for siting construction camps and other plants, machinery, vehicles

and equipment, as well as locations for storage and disposal of wastes, both from

the construction camps and from the site and obtain approval for the same from the

AE / IE.

Detail out site-specific environmental mitigation and enhancement measures and

obtain approval of the AE / IE for the same

Carry out the measurements of environmental mitigation and / or enhancement

works and prepares bills for the same for approval and payment through the AE / IE.

Ensure that the safety of the workers and other site users is not compromised during

construction

Ensure that adequate monitoring facilities are available for collecting samples of all

discharges from the Contractor‟s plants, equipment and camps

Verify the extent of environmental compliance at sites from where the Contractor is

procuring the material – Borrow Area, Quarries, Crushers or even sand and suggest

appropriate mitigation measures, if required

Penalty Clause:

For not employing a full time Environmental Officer (EO), the contractor shall be

levied a fine of Rs. 2,000/ every day from his invoice

The EO shall be approved by the NHAI

In case of non-notified absence of the EO (absence to be notified to the authority in

writing) for more than 15 days from site, a fine of Rs. 2,000 per day to be levied on

the contractor. Eligibility of leave due to the EO shall be as per standard guidelines

of the organization.

The environmental officer shall have an environmental, health and safety team to help

him in implementing the EMP. These team members may / may not report to him / her

directly but shall apprise him of all the incidents and mark a formal report of any incident

having an impact on the Health, Environment and Safety issues.

Safety Officer (SO): The safety officer shall on day to day basis interact and assist

the EO in implementation of the safety features mentioned in the EMP. He shall also

assist the EO in the preparation & submission of safety plans.

First Aider / Medical Officer (MO): The first aider / medical officer shall interact and

assist the EO in implementation of the health features mentioned in the EMP

Duty Officers (DO) /Supervisors: The Duty Officers shall on day to day basis, take

the necessary mitigation measures as per the directions of the EO, SO & MO and






Page - 377

monitor the project facilities and report to the EO on activities that adversely affect

the environment in the vicinity.

Plant Engineer: The Plant Engineer has the responsibility of managing and

controlling the hot mix plant, crusher unit and fleet of vehicles. He shall ensure that

the environment is not degraded at his plant site. Even though the EO shall routinely

monitor to detect any negative issues due to operations and bring it to the

knowledge of Plant Engineer for taking rectification works. In case of emergency the

Plant Engineer shall immediately notify the EO for necessary actions.

9.6 INSTITUTIONAL CAPACITY BUILDING

It is important to orient contractor‟s supervisory staff as well as key field staff towards

environmental issues of highway project, implementation of mitigation measures, green

construction technology etc. for successful implementation of the EMP. Project

Implementation Unit and Authority / Independent Engineer are also responsible for the

implementation of the EMP, need to be trained. To ensure the success of the proposed

implementation set up, there is need for training and skill up-gradation. Hence,

considering the requirement, the following training program is suggested.

9.6.1 Training Components

The environmental training should encompass the following:

Understanding of the relevant environmental regulations and their application to the

project;

Environmental & Social Issues in Highway Projects

Road Safety and Road Safety Audit for Highways

Mainstreaming Biodiversity in Road Transportation Projects for Promoting Smart

Green Infrastructure

Eco friendly measures to mitigate impacts of linear infrastructure on wildlife

Mitigation measures of noise generated from construction equipment

Environmental Monitoring during Construction stage and Operation stage

Green Highways & Green Infrastructure

ISO 14001:2015 Environmental Management System

9.6.2 Training Program

A training program needs to be worked out incorporating the project needs as well as

the intermediate-term capacity building needs of the PIU, AE and Contractor. The

program should consist of a number of training modules specific to target groups. The

training would cover the basic principles and postulates of environmental assessment,

mitigation plans and program implementation techniques, monitoring and management

methods and tools. Given below is a list of Training Institutes (Table 9-8) which can be

contacted for providing training in various issues related to environmental management.






Page - 378

Table 9-8 List of Training Institutes

Sl. No. Name of Training Institute

1. Wildlife Institute of India (WII)

Post Box # 18, Chandrabani, Dehadun 248 001 Uttarakhand

Email: [email protected]; Phone: 0135-2640910, 0135-2640114, 0135 2646102

2. Central Road Research Institute (CRRI)

P.O. CRRI, Delhi-Mathura Institute, New Delhi – 110 025

Shri. T. K. Amla, Chief Scientist, Head & Course Organizer

Phone: 011 26921939; Email: [email protected]

3. Indian Academy of Highway Engineers (IAHE)

(Ministry of Road Transport & Highways, Govt. of India)

A-5, Institutional Area, Sector-62, NH-24 Bypass, NOIDA-201301 (UP)

Telephone: 0120-2400085 - 86, 2405006 - 09,

Email: [email protected]

4. National Environmental Engineering Research Institute (NEERI)

Nehru Marg, Nagpur – 440020, Maharashtra

Phone: 0712 2249885-88; 2249970-72

5. Environment Protection Training and Research Institute (EPTRI)

91/4, Gachibowli, Hyderabad – 500 032, Telangana

Phone: +91-40-23180100; Fax: +91-40-23180135

Email: [email protected] [email protected]

6. Enviro-tech Instruments Pvt. Ltd.

Manufacturers of Air Pollution Monitoring Instruments

A-271,Okhla Industrial Area, Phase-1, New Delhi-110020

Phones: 011 26813887, 26814139; Fax: 011 26811833; Email: [email protected]

7. SGS

SGS House, 4B, Adi Shankaracharya Marg, Vikhroli (West), Mumbai - 400 083, MH

9.7 TIME FRAME FOR EMP IMPLEMENTATION

Time frame for the implementation of Environment Management & Monitoring Plan

during construction stage for Package XIV, XV, XVI is 24 months / 2 years and for

Package XVII is 3 years from the start of construction and monitoring during operation

stage will be conducted in every 3 years for 15 years.

9.8 ENVIRONMENTAL BUDGET

The budgetary provision for the implementation of the environmental management plan

of the project can be categorized in to two types and is presented below:

Environmental Management Plan Works to be implemented by the Contractor under

civil works contracts

Cost of Compensatory Afforestation (CA ) and Net Present Value (NPV) to be paid

by the NHAI as statutory fee

A capital cost provision of about Rs. 56.98 Crore has been kept towards

implementation of environmental management plan. Summary of environmental budget

is presented in Table 9-9.

mailto:[email protected]










Page - 379

A. Budget for Green Belt Development

Component Stage Item No. of Trees & Hedges to be Planted Total Trees &

Hedges Unit Cost#

(Rs.) Total Cost

(Rs.) Package-XIV Package-XV Package-XVI Package-XVII

Avenue Plantation

Construction Typical Cross Section wise Number of Trees to be planted as detailed in Table 9-2 & its maintenance for 5 years

16,600 24,536 26,008 2,536 69,680 1,500 10,45,20,000

Median Plantation

Typical Cross Section wise Number of Hedge to be planted as detailed in Table 9-3 & its maintenance for 5 years

7,319 14,808 15,765 2,206 40,098 1,000 4,00,98,000

Total Cost (A) 14,46,18,000

# basis of unit cost is the Consultant‟s past experience in similar projects

B. Budget for Tree Cutting including Removal of Trunks & Branches

Component Stage Amount in Rs.

Package-XIV Package-XV Package-XVI Package-XVII Total Cost (Rs.)

Tree Cutting including Removal of Trunks & Branches Construction 72,23,831 1,24,52,234 78,50,214 45,62,351 3,20,88,630

Total Cost (B) 3,20,88,630

C. Mitigation / Enhancement Budget during Construction Stage

Component Item Description Unit Unit Cost#

(Rs.)

Package-XIV Package-XV Package-XVI Package-XVII

Quantity Cost (Rs.) Quantity Cost (Rs.) Quantity Cost (Rs.) Quantity Cost (Rs.)

Topography

& Geology

Establishment of

Construction Camp

Sq. ft 300 15,000 45,00,000 15,000 45,00,000 15,000 45,00,000 15,000 45,00,000

Soil Slope stabilization Covered under Engineering Cost

Air

Dust suppression with

sprinkling of water;

Trip 500 3 trips/day x

600 days = 1800

9,00,000 3 trips/day x

600 days = 1800


600 days = 1800


750 days = 2,250

11,25,000

Water Water supply facilities

at construction camps Month 30,000 24 7,20,000 24 7,20,000 24 7,20,000 30 9,00,000





Page - 380


(Rs.)



Water

Sewage and

sanitation facilities at

construction camps

including

maintenance

Month 15,000 24 3,60,000 24 3,60,000 24 3,60,000 30 4,50,000

Water

Wastewater

Treatment Plant at

Construction Camp

Lump

sum 22,50,000 1 no. 22,50,000 1 no. 22,50,000 1 no. 22,50,000 1 22,50,000

Water

Provision for Oil

Interception

Chambers in

construction yard near

to 1) vehicle parking,

fueling and washing

area and 2) Hot Mix

Plant

No. 15,000 2 nos. 30,000 2 nos. 30,000 2 nos. 30,000 2 nos. 30,000

Water

Construction of

Sedimentation Tanks

in construction yard

near to 1) Concrete

mix plant and 2) Hot

mix plant

No. 50,000 2 nos. 1,00,000 2 nos. 1,00,000 2 nos. 1,00,000 2 nos. 1,00,000

Water Silt fencing near

surface water bodies Meter 850 900 7,65,000 500 4,25,000 2400 20,40,000 500 4,25,000

Water

Rain water harvesting

structures to be

constructed at every

km of the Expressway

with special

precaution of oil filters

and de-silting

chambers##

No. 1,00,000 17 17,00,000 22 22,00,000 26 26,00,000 10 10,00,000





Page - 381


(Rs.)



Noise Construction of noise

barrier Covered under Engineering Cost

Vegetation

loss

LPG Cylinder

(Commercial ) at

construction camp

No. 1,500

5 Cylinder/

month

x 24 months

= 120

cylinders

1,80,000

5 Cylinder/

month

x 24 months

= 120

cylinders

1,80,000

5 Cylinder/

month

x 24 months

= 120

cylinders

1,80,000

5 Cylinder/

month

x 30 months

= 150

cylinders

2,25,000

Solid Waste

Management

Clearing garbage from

camp & site Month 5,000 24 1,20,000 24 1,20,000 24 1,20,000 30 1,50,000

Safety of

Workers

Providing PPE to the

labours

Cost/

person 1,200 150 labors 1,80,000 150 labors 1,80,000 150 labors 1,80,000 150 labors 1,80,000

Health

Checkup

Provision for biannual

health checkups No. 2,000

150 labors x

4 checkups

=600

12,00,000

150 labors x

4 checkups

=600

12,00,000

150 labors x

4 checkups

=600

12,00,000

150 labors x

5 checkups

=750

15,00,000

Package wise Cost (Rs.) 1,30,05,000 1,31,65,000 1,51,80,000 1,28,35,000

Total Cost (C) in Rs. 5,41,85,000

Note:1) Construction period of Package XIV, XV, XVI is 24 months / 2 years and Construction period of Package XVII is 30 months / 2.5 years

2) No. of Construction Camps = 4

3) No. of labour in each Construction Camp = 150

# basis of unit cost is the Consultant‟s past experience in similar project

## Rain water Harvesting Structures: As per MoEFCC Notification and MoRTH Guidelines, the construction of rain water harvesting structure is

mandatory in and around Water Crisis area, notified by the Central Ground Water Board. All the Talukas through which the proposed expressway is passing

are fall under safe category. However, 75 numbers (1 structure in every km excluding tunnel area) of Rain water harvesting with provision of oil filters and

de-silting chambers shall be provided along project road as per requirement of IRC SP: 42-2014 and IRC SP: 50-2013. The location shall be finalized in

consultation with IE/ AE as per requirement of IRC: SP-42. If there is any requirement of additional structures, the same is to be constructed by the

Contractor during implementation of the EMP.





Page - 382

D. Environmental Monitoring Budget

Parameters Stage Frequency Unit Cost/ Sample#

(Rs.)


No. of Samples

Cost (Rs.) No. of

Samples Cost (Rs.)

No. of Samples

Cost (Rs.) No. of

Samples Cost (Rs.)

Ambient Air Quality

Construction Twice in a season for 3 seasons except monsoon

7,000 60 4,20,000 60 4,20,000 72 5,04,000 64 4,48,000

Operation Once in a season for 3 seasons except monsoon

7,000 30 2,10,000 30 2,10,000 30 2,10,000 30 2,10,000

Noise Level Construction

4 times a year (in each season)

2,500 40 1,00,000 40 1,00,000 40 1,00,000 60 1,50,000

Operation Once in every three years 2,500 10 25,000 10 25,000 10 25,000 15 37,500

Ground Water Quality

Construction 4 times a year (in each season)

10,000 24 2,40,000 24 2,40,000 24 2,40,000 30 3,00,000

Operation Twice in every three years – Pre & Post monsoon

10,000 10 1,00,000 10 1,00,000 10 1,00,000 10 1,00,000

Surface Water Quality

Construction 4 times a year (in each season)

10,000 24 2,40,000 16 1,60,000 40 4,00,000 10 1,00,000

Operation Twice in every three years – Pre & Post monsoon

10,000 15 1,50,000 10 1,00,000 20 2,00,000 5 50,000

Soil Quality Construction Once in a year 6,500 6 39,000 6 39,000 6 39,000 12 78,000

Operation once in every three years 6,500 10 65,000 10 65,000 10 65,000 10 65,000

Vibration Construction Detailed vibration analysis through independent institutes of national repute

5,25,000 - - - - - - 6 31,50,000

Package wise Cost (Rs.) 15,89,000 14,59,000 18,83,000 46,88,500

Total Cost (D) in Rs. 96,19,500

Note: 1) Construction period of Package XIV, XV, XVI is 24 months / 2 years and Construction period of Package XVII is 30 months / 2.5 years

2) Monitoring in Operation Phase will be conducted every 3 years for 15 years.






Page - 383

E. Training & Mobilization Budget

Component Stage Item Unit Unit Cost # (Rs.)

Quantity Package-XIV Package-XV Package-XVI Package-XVII

Training

Construction &

Operation

Training of Environmental staff of PIU; AE/ IE and Contractor

No. of person

25,000 per person

16 persons

4,00,000 4,00,000 4,00,000 4,00,000

Facilities and Equipment

Infrastructure facility (such as computer, printer, scanner, internet etc.) for the team responsible for monitoring and implementation of the EMP

Set 200,000 2 sets 4,00,000 4,00,000 4,00,000 4,00,000

Package wise Cost (Rs.) 8,00,000 8,00,000 8,00,000 8,00,000

Total Cost (E) in Rs. 32,00,000


F. Compensatory Afforestation (CA) & Net Present Value (NPV) Budget

Sl. No. Items

1 Forest Area proposed to be diverted 122.6133 ha

2 Per ha cost of CA & NPV Rs. 26,00,000

Total Cost (F) in Rs. # 31,87,94,580

Note: # tentative cost; final cost will be calculated by the Maharashtra Forest Department after Stage-I Forest Clearance





Page - 384

Table 9-9 Summary of Environmental Budget

Component Description To be

implemented by

Amount in Rs.

Package-XIV Package-XV Package-XVI Package-XVII Entire VME-SPUR

A Greenbelt Development

Contractor

3,22,19,000 5,16,12,000 5,47,77,000 60,10,000 14,46,18,000

B Cutting of Trees including trunks, branches & removal

72,23,831 1,24,52,234 78,50,214 45,62,351 3,20,88,630

C Mitigation / Enhancement 1,30,05,000 1,31,65,000 1,51,80,000 1,28,35,000 5,41,85,000

D Environmental Monitoring 15,89,000 14,59,000 18,83,000 46,88,500 96,19,500

E Training, Capacity building & Mobilization 8,00,000 8,00,000 8,00,000 8,00,000 32,00,000

F Subtotal (A+B+C+D+E) 5,48,36,831 7,94,88,234 8,04,90,214 2,88,95,851 24,37,11,130

G Contingency @3% 16,45,105 23,84,647 24,14,706 8,66,876 73,11,334

H Total (F + G) 5,64,81,936 8,18,72,881 8,29,04,920 2,97,62,727 25,10,22,464

I Cost of CA & NPV NHAI 31,87,94,580

Grand Total (H + I) 56,98,17,044

Say Rs. 56.98 Cr.






Page - 385

9.9 FINANCIAL ALLOCATION FOR WILDLIFE CONSERVATION MEASURES

The project specific conditions of the approved ToR issued by the MoEFCC vide

letter dated 16th March 2020 says that

(xiii) Since, the area is important from wildlife point of view and Schedule-I species

exists in the study area (10 km radius of the proposed project), the proponent shall

prepare a detailed Wildlife Conservation Plan along with adequate mitigation measures.

The Wildlife Conservation Plan shall be approved by the Chief Wildlife Warden

concerned

(xiv) The proponent shall also study wildlife corridor along the proposed alignment

covering at least two seasons, winter and summer in consultation with Chief Wildlife

Warden, Government of Maharashtra. The suggested mitigation measures should

include options of long elevated stretches of the road to maintain and ensure contiguity

of animal movement between Tungareshwar and Tansa forest areas

M/s National Highway Authority of India has prepared the Wildlife Conservation Plan for

the project conducting two seasons study (Winter and Summer) and submitted the

Conservation Plan to the Additional Principal Chief Conservator of Forest, (Wildlife)

West, Mumbai. A presentation on the Conservation Plan was made before the APCCF

(Wildlife), West, Mumbai and all the concerned DCF (Wildlife and Territory divisions) on

22nd July 2021 at Mumbai.

During the presentation, the APCCF (Wildlife), West, Mumbai suggested some

modifications in the financial allocation in consultation with other members and also

directed to all concerned forest divisions to convey their financial requirement on the

said project.

Accordingly, the Deputy Conservator of Forests (Wildlife) Thane vide their letter no.

Cell-4/Land/Mumbai-Vadodara/434/2021-22 dated 23/07/2021 conveyed the budget

requirement of Rs. 100 Lakhs (Table 9-10)

Table 9-10 Financial Allocation for Wildlife Conservation Measures by DCF (WL) Thane

Sr. No

Item Expected Expenditure

(In Rs. Lakhs)

1. Creation of Waterholes for Wildlife animals wherever necessary (20 no.)

15

2. Pouring water in waterholes by Tanker (For Five Years) 5

3. Purchase of Camera Trap (50 Nos) 10

4. Purchasing of instruments required for animal recuse 15

5. For wildlife conservation information propaganda, fixing information flex wherever necessary

15

6. For Forest and wildlife conservation, construction of Watch tower (5 Nos)

25

7. Purchasing of Material for Guard unit 2






Page - 386

Sr. No


(In Rs. Lakhs)

8. Study of wildlife residence and movement 3

9. Repairing and maintenance of existing Conservation Hut (5 no. Conservation Huts)

10

Total 100

The Conservator of Forests and Director, Sanjay Gandhi National Park, Boriwali vide

their letter no. Desk -2/Land/481/2021-22 dated 20/08/2021 conveyed the budget

requirement of Rs. 100 Lakhs (Table 9-11)

Table 9-11 Financial Allocation for Wildlife Conservation Measures by Conservator of Forests and Director, SNGP, Boriwali

Sr. No


(In Rs. Lakhs)

1. Wildlife Patrolling Vehicle 10

2. Wildlife rescue equipment 10

3. Equipment for Animal Hospital for treatment of wildlife 20

4. Forest firefighting equipment 10

5. Forest protection camps (2 nos.) at Tungareshwar Wildlife Sanctuary with Watch tower

50

Total 100

The Divisional Manger, Forest Project Division, Thane vide their letter no.

Vivya/PVITH/Cell-7/Forest Land-Survey/1451/2021-22 dated 24/08/2021 conveyed the

budget requirement of Rs. 104.1 Lakhs (Table-9-12)

Table 9-12 Financial Allocation for Wildlife Conservation Measures by DM, FDCM Thane

Sr. No Item Number Rate in Rs. Expected

Expenditure

(In Rs.

Lakhs)

1 Dipning & removal of silt of existing

waterholes under forest area.

15 Water

holes

Approx. 20,000 per

Water hole

3.00

2 For Wildlife Conservation & Wildlife counting

purchase of Camera Traps

20 Camera

Trap

Approx. 25,000 per

Camera Trap

5.00

3 For Wounded /route wandering wildlife caging

them and after treating them and releasing in

their natural habitat for said work purchasing

of Cages

4 Cages Approx. 2,00,000

per Cage

8.00

4 For Wounded /route wandering wildlife caging

them and after treating them and releasing in

their natural habitat for said work purchasing

Traqulizing gun & other Medicines Full Kit

1 Kit Approx.

1,00,000 per kit

1.00






Page - 387

The Chief Conservator of Forests (T) Thane communicated that Dahanu and Thane

Forest Divisions sent their requirement of funds required for Forest and Wildlife

Conservation vide letter no. Cell-10/FC/F.No 01/2021-22/234/21-22 dated 26/08/2021

conveyed the budget requirement of Rs. 15 Lakhs and Rs. 60 Lakhs respectively

(Table 9-13 & 9-14).

Table 9-13 Financial Allocation for Wildlife Conservation Measures by Dy. Conservator of

Forests, Dahanu Forest Division, Dahanu

Sr. No Details Quantity Rate Amount in Lakhs

1 Camera Trap for Inspection migratory path of Wildlife

10 15,000 1.50

2 Man – Animal Conflict or Cages for rescue &Treatment of wounded Leopard

4 2,50,000 10.00

3 GPS 10 25,000 2.50

4 Research on Wildlife habitat - - 1.00

Total 15.00

Table 9-14 Financial Allocation for Wildlife Conservation Measures by Dy Conservator of

Forests (T), Thane Forest Division, Thane

Sr. No Details Quantity Rate Amount in Lakhs

1 Animal Rescue Vehicle 1 20.00 20.00

2 GPS 20 0.20 4.00

3 Camera Traps 75 0.28 21.00

4 Trap Cages 05 1.00 5.00

5 Rescue Equipment for Rescue team - 10.00 10.00

Total 60.00

5 Purchasing of Material for Forest and Wildlife

purpose

A) GPS Etrex 30 x

B) Binacular

C) Search light / Torch

D) Stick E) Helmet

20 GPS

4 Nos.

15

10

10

30,000/- per GPS

5,000/- per

Binacular

5,000/- per Search

light/Torch

500/- per Stick

1000/- per Helmet

6.00

0.20

0.75

0.05

0.10

6 For petroling under Thane Project Division

forest area for conservation of wildlife

purchasing of Vehicle

2 Vehicle

(Sumo/Bolero)

10,00,000/- per

Vehicle

20.00

7 Conservation of rare flora species under

affected forestland of Thane Project Division,

conservation on the suitable area Preparation

of Herbal Garden

1 Herbal

Garden

60,00,000/- per

Herbal Garden

60.00

Total 104.1






Page - 388

Therefore, total financial allocation proposed by the Forest Department (Wildlife Division

and Territorial Forest Division) is Rs. 3.79 Cr. as given in Table 9-15.

Table 9-15 Total Financial Allocation proposed by the Forest Department

Sr. No Details of Department/ Agency Table No Amount in Lakhs

1 Deputy Conservator of Forests (Wildlife) Thane

9-9 100.00

2 Conservator of Forests and Director, SNGP, Boriwali

9-10 100.00

3 Divisional Manager, Forest Project Division, (FDCM) Thane

9-11 104.00

4 Dy Conservator of Forests, Dahanu Forest Division, Dahanu

9-12 15.00

5 Dy Conservator of Forests (T), Thane Forest Division, Thane

9-13 60.00

Total 379.00

Rs. 3.79 Cr.

As per Table No 9-14 all respective five divisions have conveyed their cost for

implementation of the conservation measures in project area of their respective

divisions.

Apart from the above, M/s National Highway Authority of India has proposed Rs. 173.39

Crore under civil construction for construction of animal overpass, dedicated animal

crossing and small vehicular / animal underpasses (Table 9-16) which is also part of the

mitigation cost.


Sl. No. Description Unit Unit Cost

(in Cr.) Total (in Cr.)

1 Animal overpass 2 no. 11.025 22.05

2 Dedicated Animal Crossing 53 no. 1.66 87.98

3 Small Vehicular / Animal Underpasses

33 no. 1.92 63.36

Total Amount in Crore 173.39

The total financial allocation proposed for implementation of the Wildlife Conservation

Plan including its implementation responsibility, as approved by the Principle Chief

Conservator of Forests and Chief Wildlife Warden, Maharashtra State is given in

Table 9-17. The Project Director, M/s National Highway Authority of India, PIU-Thane

has agreed to defray the cost of Wildlife Conservation measure to the forest department.

Copy of the letter no. Desk-22(6)/Plan/C.R.117/1569/ 2021-22 dated 01/09/2021

issued from the office of the Principle Chief Conservator of Forests and Chief Wildlife

Warden, Maharashtra State approving the Wildlife Conservation Plan for VME-SPUR is






Page - 389

given in Annex 9.14.

Table 9-17 Approved Financial Allocation for Wildlife Conservation Measures

Description Amount (in Cr.)

Implementation Responsibility

Civil Cost for construction of Animal Overpass, Dedicated Animal Crossing and Animal Underpass

173.39 Shall be implemented by the NHAI through the Contractor

Cost of conservation / mitigation suggested by the Forest Department

3.79

Shall be implemented by the Forest Department. NHAI will transfer the fund to the Forest Department

Total Financial Allocation Rs. 177.18 Cr.

The Wildlife Conservation Plan has been approved by the Principle Chief Conservator of

Forests and Chief Wildlife Warden, Maharashtra State with following terms and

conditions:

1. This Wildlife Conservation plan shall be strictly followed till completion of the

construction of said project by the above respective divisions

2. M/s National Highway Authority of India shall defray the said cost of Rs. 3.79 Cr.

soon after according Environment Clearance from the MoEFCC. „No objection

Certificate‟ shall be obtained after payment of said amount from the APCCF

(Wildlife), West, Mumbai before start of the construction.

3. M/s National Highway Authority of India shall construct the Animal Overpass,

Dedicated Animal Crossing and Animal Underpass through Contractor as per the

approved plan.

4. M/s National Highway Authority of India shall also implement conditions imposed by

the MoEFCC separately as directed in the Environment clearance.

5. There shall be no change in this plan without prior approval of this office by the

undersigned.

6. M/s National Highway Authority of India shall obtain other requisite clearances (as

applicable) from the concerned departments / authorities before commencement of

the work.

7. Felling of trees shall be strictly followed as per approval of Diversion of Forest land

proposal under Forest (Conservation) Act 1980

8. No harm shall be done to Forest & Wildlife due to negligence during Construction of

this project.

9. M/s National Highway Authority of India shall engage Supervision Consultant for

evaluation of construction work and monitoring of implementation of this wildlife

Conservation Plan by respective Forest Department. The Supervision Consultant

shall submit six monthly progress report and present the same before the committee

constituted as below:






Page - 390

Monitoring and Evaluation Committee for this project

Sr.

No. Details of Committee member Position

1 Additional Principle Chief Conservator of Forest (Wildlife), West, Mumbai Chairman

2 Dy. Conservator of Forest (WL) Thane Member

3 Director, Sanjay Gandhi National Park, Boriwali Member

4 Divisional Manager, Forest Project Division, (FDCM) Thane Member

5 Dy. Conservator of Forests, Dahanu Forest Division, Dahanu Member

6 Dy Conservator of Forests (T), Thane Forest Division, Thane Member

7 Project Director, National Highway Authority of India Member

8 Representative from the Contractor Member

9 Supervision Consultant Member






Page - 391

9.10 CORPORATE ENVIRONMENT RESPONSIBILITY

The MoEFCC vide Office Memorandum dated 1st May 2018 had firmed up guidelines

that will require every corporate seeking green clearance to set aside up to 0.25 % to

2.0% of its capital investment for Corporate Environment Responsibility (CER) and it is

to be in addition to the cost for implementation of EMP (EMP budget).

However, the MoEFCC vide Office Memorandum (OM) dated 30th September 2020

suspended the above OM i.e. guidelines in respect of CRE. It has been decided by the

MoEFCC that henceforth the Expert Appraisal Committee (EAC) or State Level Expert

Appraisal Committee (SEAC) shall deliberate on the commitments made by the

project proponent to address the concerns raised during public consultation and

prescribed specific condition(s) in physical terms while recommending the proposal for

grant of prior environment clearance instead of allocation of funds under Corporate

Environment Responsibility.

Further, it is directed that all the activities proposed by the project proponent or EAC or

SEAC, as the case may be, shall be part of the Environment Management Plan.

9.10.1 Commitments by the Project Proponent

A. Skill Development

It is now a well-known that fact the life in the post-COVID era will not be the same as it

was earlier. The pandemic and global lockdown pose an unprecedented challenge for

the skills development systems. Stalled economic activities have an immediate impact

on the global market that varies dramatically across sectors and regions. Honorable

Prime Minister of our country gave a clarion call to make India self-reliant. He

announced the Atmanirbhar Bharat Abhiyan to propel the country on the path of self-

sustenance. But, the structural reforms in society can only be witnessed when skill

development becomes the backbone of this ambitious program. Skilling, up-skilling and

re-skilling of India‟s youth, who is the workforce of the future, will play a crucial role.

With the objective of skilling, up-skilling and re-skilling the youth of the villages in the

study area, it is proposed to allocate fund under the CER for skill development. Various

sectors have been identified for skill development. Significance of these sectors and

tentative training module is tabulated below:

Table 9-18 Sectors Identified for Skill Development

Sector Significance of the Sector Tentative Training Module

Digital

Transformation

Technology

The biggest post-pandemic change in the

business world is the permanent shift to a

distributed workforce which operates

remotely. Work from Home (WFH) is the new

normal in almost all sectors of the economy

Digital marketing; Data Sciences; Web

Technologies; Database systems; Cloud

computing; Information Management

Services (IMS); Security; Enterprise

Applications; Telecom and Embedded






Page - 392

Sector Significance of the Sector Tentative Training Module

with India. Working virtually will demand

significantly different workforce capabilities.

Employees will need to be abreast with the

skills to work from remote locations

Systems; Project Management; Internet

of Things (IoT); Visual Design; Games

Development etc.

Building,

construction

The building and construction sectors in India

currently employ around 33 million people.

The bulk of that workforce, around 82.5%,

constitutes of unskilled workers. Based on

the growth expected in this sector, it is

expected that about 83 million would be

employed by 2022. The sector will further

continue to employ a large portion of this

human resource with low education profiles.

Plumbing; Painting; Welding; Wireman;

Masonry; Carpentry, Bar bending;

Electrical, Mechanical training for

repairing heavy construction machinery;

Operation of grader/ excavator/ crane/

roller/ crusher/ paver; Surveyors;

Supervisors etc.

Non-timber

Forest Produce

Non-timber forest produce is the next major

alternative source of income after agriculture.

But it is observed that local people are less

aware about the market value of many

produce and not able to generate income

from NTFP‟s. Villagers of the study area are

dependent on NTFP for their daily need and

income after agriculture. Commercialization

of NTFPs through selling raw or processed

resources can fulfill both conservation and

development objectives and lead to livelihood

diversification.

Design and implementation of NTFPs

based livelihood promotion interventions

such as sustainable harvesting and

collection, in-situ and ex-situ

conservation, production, value addition,

product development, branding,

packaging, certification, legal aspects of

NTFPs etc.

Marketing linkages and planning for

marketing of NTFPs;

Business plan for NTFPs enterprises for

planning and management their

business activities.

Chemicals &

pharmaceuticals

Manufacturing of chemical and chemical

products is one of the important industry

Raigad & Palghar districts.

Chemical synthesis and fermentation;

Instrumentation; Maintenance

Mechanical Chemical Plant (MMCP);

Operator Chemical Plant (AOCP);

Chemical plant operator, CNC milling;

Petrochemical related courses;

Pharmaceutical preparations and

manufacture of Ayurvedic and

Homoeopathic Medicinal preparations

etc.

Textile Sector Manufacture of textiles is one of the largest

industries in Palghar district.

Colour schemes; Techniques like

appliqué, akoba, etc.; Designing of the

garment; Innovative cuts and

structuring; Embroidery etc.

Skill development program in the villages is proposed to be implemented in a phased

manner in collaboration with Gram Panchayat (GP) and local administration. NHAI may

implement the program by engaging an independent agency or in collaboration with

National Skill Training Institutes under Ministry of Skill Development and

Entrepreneurship and be a party committed to Hon‟ble Prime Minister‟s vision of “Make






Page - 393

in India” and “Atmanirbhar Bharat”.

The training programs are to be designed in a structured manner by identifying the

industrial needs in consultation with industry experts as well as identifying the potential

and interest of the youth, who will be trained so that at the end all trainees should be

competent enough with the skills acquired that are required for the employment.

B. Healthcare Facility

The survey of the study area revealed that health care facilities in project affected area

are not sufficient and accessible. Most of the health centres are located at Tehsil level.

There are around 13 health centres which are located in the villages. During the survey

it is reported by the villagers that these health centres are lacking in infrastructural and

medical facilities. Maharashtra state was severely affected by the Covid-19 pandemic.

Therefore, a provision has been kept to fulfill the requirement of health centres which

are located in the villages.

Cost of skill development program and health care facilities to be implemented under

CER is presented in Table 9-19:

Table 9-19 Budget for Corporate Environment Responsibility

Sl.

No. Description Quantity

Unit Cost#

(Rs.)

Total Cost

(Rs.)

1 Cost towards training and institutional arrangement

for implementation of Skill Development program in

following sectors:

Digital Transformation Technology

Building, Construction

Non-timber Forest Produce

Chemicals & pharmaceuticals

Textile Sector

Covering

population of

68 affected

villages

50,00,000 34,00,00,000

2 Provision of fulfillment of Primary Health Centre

(PHC) requirement in 12 villages namely:

Mandvi, Bhatane, Adane, Bhinar, Mihili, Nimbvali,

Vadpe, Boriwali, Amne, Manivali, Vaholi Tarf Bahe,

Dapivali, Morbe

13 50,00,000 6,50,00,000

Total 40,50,00,000

40.5 Cr.






Chapter-10: Summary and Conclusion Revision: R1

Page - 394

CHAPTER-10: SUMMARY AND CONCLUSION

Need of the Project: During the draft Feasibility Study of the Mumbai – Vadodara Expressway,

it was felt that the starting point of proposed Vadodara Mumbai Expressway on NH-8 near

Dahisar at Mumbai end would pose a serious problem for safe and quick dispersal of traffic

from the Expressway and also would not serve the purpose of connecting to major traffic

generators like JNPT Port and to Mumbai-Pune expressway. Currently, the traffic bound for

Gujarat and further north from JNPT, NH-4 and Mumbai – Pune Expressway follows Thane-

Ghodbandar Road which is already congested and passes through / close to Sanjay Gandhi

National Park. Widening of this stretch as per IRC standard is not feasible. This traffic has to

pass through congested road network of Mumbai Metropolis from southward destination and

the goods earmarked for export and import also find difficulty in commuting to and from JNPT,

Navi Mumbai. Therefore it would be prudent to connect the proposed Vadodara Mumbai

Expressway to major traffic generators like JNPT and Mumbai – Pune Expressway.

Keeping view of the above, provision of SPUR to VME was explored. The spur will not only

connect to these major traffic generators but will also result in better dispersal of traffic in the

Mumbai Metropolitan Region. Therefore, the Consultants proposed that the VM Expressway

should be connected to JNPT and Mumbai-Pune expressway via NH-3, NH-8 NH-222 and

NH4B for proper traffic dispersal.

The project highway will provide smooth, safe and uninterrupted traffic movement between

Vadodara to Mumbai in respect to the alternative road NH 48. The NH 48 (Old NH8) is currently

carrying more than 100,000 PCUs with much substandard geometry and is heavily congested.

It will reduce the travel time about 3 to4 hours between Vadodara to Mumbai. The proposed

expressway falls in the Delhi-Mumbai Industrial Corridor. It will connect to the largest container

port, JNPT near Mumbai with northern part and Dahej port, other ports in Gujarat. Surat is at

the heart of the world's diamond-polishing industry contributing billions of dollars to the Indian

GDP. Vapi, Daman and Silvassa are the major industrial hub will be connected. Development

of this section will reduce the existing distance between Vadodara-Mumbai by about 22 km and

ultimately there will be reduction in distance between Delhi-Mumbai.

The SPUR connects the main expressway to JNPT, Maha Samrudhi Marg (Mumbai-Nagpur

Expressway) and Mumbai Pune Expressway. Therefore the traffic bound for JNPT, Nagpur and

Pune will ply on SPUR and will not enter the Mumbai city. This will reduce both traffic

congestion and pollution in the city. The proposed SPUR of VME will be linking Vadodara –

Mumbai Expressway, Ahmedabad- Vadodara Expressway, Mumbai –Nagpur Expressway and

Mumbai - Pune Expressway and thus will provide expressway connectivity from Delhi –

Ahmedabad – Mumbai – Nagpur - Pune.

This will further improve connectivity in terms of achieving smooth and safe traffic flow and

improve level of service. In addition to above, substantial economic gain, this would eventually

lead to reduction in the travel time and savings in terms of time, fuel and maintenance cost of

vehicles. Further this stretch will be a part of Delhi- Mumbai expressway corridor..






Page - 395

Environmental Impacts: The proposed greenfield expressway will have impacts on the

environment during construction and operation phase as summarized below:

Blockage of natural surface water runoff due to construction embankment

Permanent change of existing land use pattern due to acquisition of approx. 1031.91 ha

private & government land

Impact on ecology & biodiversity due to diversion of approx. 122.6133 ha forest land and

felling of approx. 55,355 no. of trees (Trees in forest-land - 13,839 and Trees in non-forest

land - 41,516)

Impact due to construction of 4.160 km tunnel in the Matheran ESZ

Mitigation Measures: Conservation and ecosystem management has vital role to minimize the

impact of expressway construction. Maintaining natural flows of rivers, streams, drainage

network etc. without changing the gorge of flow at expressway site also contribute to

conservation of ecosystem. Mitigation measures suggested to minimize the impacts is

summarized below:

To minimize the impact drainage & hydrological flow, 13 major bridges, 23 minor bridges,

238 culverts are proposed to be constructed along the expressway

It has been ensured that all the 1st and 2nd order streams crossing the proposed expressway

alignment provided with necessary culverts, mirror bridges and major bridges with capacity

of 20% excess discharge.

In addition to culverts & underpasses, for easy movement of animals, major bridge cum

viaduct of 4.2 km length has been proposed

All bridges have been designed for a return period of 100 years and culverts have been

designed for a return period of 50 years

The detailed analysis of Geophysical study shows that there is no water body encountered

along the SPUR alignment and the rock is hard and compact which will not affect on the

alignment and it is safe for tunneling.

The structural geology study shows that the area is good for tunneling.

The lineament study and Aquifer mapping shows that the area is safe for tunneling and will

not affect any ground water body present in the area.

Stabilization measures for tunnel and slope shall be as per final recommendation of

Geotechnical Investigation report.

Coir Geotextile & Vetiver grasses have been proposed for slope stabilization, which is the

only environment friendly and sustainable technology to control soil erosion and slope

stabilization.

Packaged Wastewater Treatment Plant has been recommended for the construction camp

Silt fencing shall be provided to prevent sediments from the construction site entering into

the nearby watercourses

Total 364 structures (which includes 2 animal overpass, 53 numbers of dedicated animal

crossings and 33 numbers of small vehicular / animal underpasses) have been proposed

along the entire stretch of the VME-SPUR and total length of the structures is 13.447 km. It

can be concluded that in every km stretches of the VME-SPUR; around 5 structures






Page - 396

have been proposed.

As suggested by the MoEFCC, RoW has been reduced from 100 m to 70 m in the forest

area. In 8.756 km stretch, RoW has been reduced and 24.276 ha forest land has been

saved

Average width of construction zone in the non-forest area is 70 m out of 100 m RoW (Right

of Way). Tree counting has been conducted in 100 m area and there are 41,516 trees in

non-forest land. Approx. 30% i.e. 12,454 trees standing outside the construction zone on

edge of the RoW may be saved in the non-forest area

69,680 no. of trees and 40,098 no. of hedges proposed to be planted under greenbelt

development plan

As per Compensatory afforestation notification 7th November, 2017, the requirement is

1000 plants per ha of Forestland diverted. Therefore the plantation required under CA for

diversion of 122.6133 ha forestland shall be 2,45,226 plants. However, this shall be

finalized by the Forest Department.

Wildlife awareness & environmental protection training shall be provided to the work force

by the Contractor / PIU. Budget of Rs.32.0 Lakh has been proposed for training in the EMP

budget. The awareness and training shall be provided construction package wise before

initiation of construction activity.

The proposed expressway does not pass through any National Park, Wildlife Sanctuary,

Conservation Reserve and Community Reserve, hence no direct impact is envisaged

To improve the safety of such high speed corridor, Thrie beam metal crash barriers shall be

provided in entire length on both sides of each main carriageway (i.e. on median and on

earthen shoulder of both carriageway), Loops and Ramps excluding stretches covered by

bridges and RE wall structures, where concrete barriers to be provided.

In addition to safety barrier, safety features like road marking, traffic sign, boundary stones,

kilometer stones and hectometer stones, pavement marking and lighting has been

proposed. Advanced Traffic Management System (ATMS) for entire expressway have

been proposed

The construction and demolition waste management shall be carried out as per the

provisions of the Construction and Demolition Waste Management Rules, 2016.

Disposal of domestic waste from Labour camps as per SWM Rules, 2016

Mitigation measures recommended during Environment & CRZ Clearance and Forest

Clearance shall be complied with by the Project Proponent. Monitoring and progress report

of implementation of EMP and recommendations by various authorities shall be submitted

as per the schedule.

Environmental Management Plan

A capital cost provision of about Rs. 56.98 Crore has been kept towards implementation of

environmental management plan.

Budget for Implementation of Wildlife Conservation Plan

Cost of construction of the animal overpass, dedicated animal crossing & animal underpass






Page - 397

is Rs. 173.39 Crore which is part of mitigation cost

Total financial outlay for implementation of wildlife conservation plan and mitigation

measures, Rs. 3.57 Crore has been proposed.

The total financial allocation proposed for implementation of the Wildlife Conservation Plan

including its implementation responsibility, as approved by the Principle Chief

Conservator of Forests and Chief Wildlife Warden, Maharashtra State is Rs. 177.18

Cr.

Budget for Corporate Environment Responsibility

A capital cost provision of about Rs. 40.5 Crore has been kept for training and institutional

arrangement for implementation of skill development program and provision of fulfillment of

Primary Health Centre (PHC) requirement in 12 villages under Corporate Environment

Responsibility.





Chapter-11: Disclosure of Consultant Revision: R1

Page - 398

CHAPTER-11: DISCLOSURE OF CONSULTANT

Declaration by Experts contributing to the Environment Impact Assessment Study “Development of 8-

lane SPUR Starting from Km 26.582 of Vadodara - Mumbai Expressway Main Alignment (Design

Chainage 0+000) and terminating at proposed Junction with the Multi-Modal Corridor of MMRDA

(Design Chainage 79+783) in the state of Maharashtra”

I, hereby, certify that I was a part of the EIA team in the following capacity that developed the above EIA.

Signature :

Name of EIA Coordinator : Subhajit Mitra

Date : 28-09-2021

Period of involvement : June 2019 to till date

Contact information : Intercontinental Consultants and Technocrats Pvt. Ltd.

A-8, Green Park, New Delhi-110016

Functional area experts:

S. No.

Functional areas

Name of the expert/s

Involvement (period and task**)

Signature and date

1 Air Pollution Monitoring, Prevention & Control

(AP)

Tirthankar Banerjee

Period: May 2019 – till date

Identification of meteorology and air quality monitoring locations and supervision of monitoring at site

Review of monitoring results and analysis

Assessment of impact on air quality and mitigation measures for air pollution

Preparation of EMP

2 Water Pollution

Monitoring, Prevention and Control

(WP)

Pawan Malik Period: May 2019 – till date

Identification of water sampling locations

Site visit, supervision of sampling

Counter checking of analysis of data by literature study and consultation with local people and concerned departments

Assessment of impact on water quality and mitigation measures for water pollution

3 Socio-Economics

(SE)

Dr. S. K. Singh


Reconnaissance study, transect walk

Evaluation of socio economic status of population in the study area

Assessment of social impact

Community participation, Mitigation plan






Page - 399

S. No.

Functional areas



Signature and date

Preparation of resettlement plan

Stakeholder consultation

4 Ecology and

Biodiversity

(EB)

Dr. Vivek Kumar Dwividi

Period: October 2020 – till date

Visited site to identify the ecological condition of project area by direct field survey and consultation, identification of major floral and faunal species

Assessment of impacts on ecology & biodiversity and mitigation measures to minimize the impacts

5 Solid and Hazardous Waste Mgt.

(SHW)

Aruna Sharan Period: May 2019 – till date

Estimated the waste generation quantity due to various construction activity

Devising measures to minimize wastes; recycle and disposal

Preparation of Comprehensive Waste Management Plan

6 Land Use

(LU)

Dr. Surjit Singh Saini Kiran Kumar Jadav

Period: Dr. Saini - May 2019 – till date Kiran Jadav – October 2020 – till date

Identification and collection of satellite imageries

Finalization of Land Use and Ground Survey Maps

Ground verification

Impact assessment of Land Use

Mitigation measures for land Use

7 Soil Conservatio

n

(SC)

Dr. Vivek Kumar Dwividi

Period: October 2020 – till date

Identification of soil quality and soil type for establishing the baseline conditions

Assessing the impact on soil due to various activities of the project

Suggest mitigation measures to control the adverse impact

8 Noise and Vibration

(NV)

Tirthankar Banerjee


Identification of noise monitoring locations and supervision of monitoring at site

Review of monitoring results and analysis

Assessment of impact on noise and mitigation measures for noise pollution

Analysis of noise quality data, traffic data etc. as per the requirement of mathematical model (CRTN)

Interpretation, analysis and presentation of predicted results






Page - 400

S. No.

Functional areas



Signature and date

9 Hydrology, Ground Water & Water

Conservation

(HG)

Joshua Anand Period: May 2019 – till date

Review of Hydro- geological pattern of the study area

Catchment Area and Drainage Network

Assessment of impact on hydrology & drainage pattern

Mitigation measures

10 Risk Analysis

and Hazard Manageme

nt

(RH)

Dr. Ravindra Kode


Identification of the potentially hazardous material and events that night occur during various phases of the project

Risk Assessment

Preparation of Disaster Management Plan

S. N. Name Proposed Position

1. Pawan Malik Team Member (RH)

2. Subhajit Mitra Team Member (WP)

3. Tirthankar Banerjee Team Member (AQ)

4. Aruna Sharan Team Member (EB)

Declaration by the Head of the accredited consultant organization/ authorized person

I, Mr. Prashant Kapila, hereby, confirm that the above mentioned experts prepared the EIA for the

above mentioned project. I also confirm that the consultant organization shall be fully accountable for any

mis-leading information mentioned in this statement.

It is certified that no unethical practice like „copy and paste‟, and used external data / text without proper

acknowledgement, while preparing this EIA report.

Signature:

Name: Prashant Kapila

Designation: COO

Name of the EIA consultant organization: Intercontinental Consultants and Technocrats Pvt. Ltd.

NABET Certificate No. & Issue Date: NABET/EIA/1922/RA 0202 dated 14th April 2021

Validity of QCI / NABET Accreditation: 20th

November 2022

development of 8-lane spur starting from - environmental

Documents