pre-feasibility report for pune ring road … report for pune ring road (western alignment)...

PRE FEASIBILITY REPORT (PFR)

FOR

Pune Ring road Project (Western Alignment)

SUBMITTED BY

MAHARASHTRA STATE ROAD DEVELOPMENT CORPORATION LIMITED (A Govt. of Maharashtra Undertaking)

SEPTEMBER 2016

PRE-FEASIBILITY REPORT FOR PUNE RING ROAD (WESTERN ALIGNMENT) SEPTEMBER 2016

MSRDC 1

MSRDC 1

Table of Contents

1. Executive Summary 2

2. Introduction of the project 6

3. Project Description 6

4. Site Analysis 19

5. Planning Brief 22

6. Proposed Infrastructure 24

7. Rehabilitation and Resettlement (R & R) Plan 25

8. Project Schedule & Cost Estimates 25

9. Analysis of proposal (Final Recommendations) 26

List of Tables

Table 1: Details of Chainage (Western Alignment) 3

Table 2: Details of Major/Minor Intersections 4

Table 3: Major Features of the Alternative Alignments 13

Table 4: Analysis of Alternative – Social and Environmental Aspects 14

Table 5: Geometric Design Standards for Pune Ring road 17

Table 6: Summary of Site Analysis 24

List of Figures

Figure 1: Index Map 10

Figure 2: Location Map 11

Figure 3: Google Map 12

Figure 4: Map Showing Alternatives 13

Figure 5: Typical Cross Sections 15

Figure 6: MRSAC MAP & ZONING Classification 25


MSRDC 2

MSRDC 2

1. Executive Summary

1.1 Preamble:

Pune is the ninth-most populous city in India and the second largest in the state of Maharashtra

after the state capital city of Mumbai. Pune is also the 101st largest city in the world, by

population. Situated about 560 metres above sea level on the Deccan plateau, on the right bank

of the Mutha river. Pune city is the administrative headquarters of Pune district. The traffic

around Pune city has been increasing at high rate due to industrial and other socio-economic

development, thus necessitating capacity augmentation of the existing radial routes emanating

from the city. Besides, through traffic, i.e. traffic originating outside Pune and destined outside

Pune, is passing through Pune City thus overloading the intra city network and creating traffic

congestion. Therefore, to decongest the city of Pune it is essential to create a road network for

through traffic which can circumvent the city limit and pass hassle free.

Pune Ring road is a proposed circular outer road for Pune metropolitan region. This decision was

taken on 12.06.2007 by the Chief Minister of Maharashtra. In earlier stage (2008) proposed ring

road was widening of existing outer ring road, but later it is modified & decided to align away

from city considering future growth and development of PMR. The Maharashtra State Road

Developm+ent Corporation (MSRDC) has decided to take up the development of an Outer Ring

Road Corridors for the Historic City of Pune in order to provide safe unhindered passage to

peripheral traffic which will in turn help in decongesting the city traffic. Accordingly MSRDC

has proposed to implement the development project under two packages viz. Package I

[approximate length 100 Kms] starting from Khed Shivapur on NH-4 [Popularly known as Satara

road] and culminating at Urse on Mumbai-Pune Expressway via Bhivari [Pune Baramati road],

Wadki [Saswad road], Theur [Solapur road], Lonikand [Ahmednagar road], Kuruli [Nashik Road

and Talegaon [Old Mumbai-Pune Ring road – NH4] and Package II [approximate 70 Kms

length] starting from Khed Shivapur on NH-4 [Satara road] and culminating at Urse on mum-

Pune Expressway via Malkhed [Pune-Panshet road], Muttha Village [Pune – Lavasa road] and

Ghotavade Phata [Paud Road].

Based on various alternative alignment option study for Pune Ring Road- western alignment,

one of alignment is finalised which is starting from Khed Shivapur on NH-4 [Satara road] and

culminating at Urse on Mumbai-Pune Expressway via Malkhed [Pune-Panshet road], Muttha

Village [Pune – Lavasa road] and Ghotavade Phata [Paud Road].

1.2 Project Description:

Presently the start and end points of the project corridor are partly linked by existing single/two

lane road [about 66.100 kms length] which crisscrosses through existing towns/villages/hamlets

with about a 10 km stretch [aerial length] of missing link between villages Kalyan and Sangrun.

Out of the 65 kms of existing road, only about 16 kms [existing Pune - Lavasa Road portion] is

two lane and in good condition.


MSRDC 3

MSRDC 3

The western part of Pune Ring Road was conceived to be built in following chainage :

Table 1 : Details of Chainage (Western Alignment


MSRDC 4

MSRDC 4

Details of Major Junctions have been collected during the reconnaissance survey are listed Table

2:

Table 2 : Details of Major/Minor Intersections

The project road is proposed to be of expressway standard having 6-lane with paved shoulder

with provision of future 8-laning. Hence the proposals are mostly in conformity with the

provisions of MORT&H Expressway Guidelines 2010, published by IRC.

It passes through 41 villages under 5 Talukas, viz. Bhor, Maval, Paud, Haveli & Mulashi.

The estimated cost for the entire stretch of the project is Rs. 3021.72 Crores. Some parts of the

alignment pass through the forest land and barren land. Wherever the forest land is involved, the

clearance will be required from the Ministry of Environment, Forest and Climate Change

(MoEF&CC), Government of India.

1.3 Importance of the Project:

The to and fro highway traffic plying between Mumbai to Bangalore will use the proposed ring

road and ease the intensity of traffic on the present Mumbai-Bangalore bypass. The fringe traffic

of Pune City will also be greatly benefitted as they will not have to enter the city and can avoid

the traffic snarls. It is also proposed to develop housing and other infrastructure along the ring

road and provide connectivity to people there. It will decentralize the development of city. The

concept of „walk to work‟ wherein working stations would be near residential areas, will ensure

people do not have to spend long hours commuting from residence to office. Proposed ring road

is expected to be used by nearly 10 lakhs vehicles. The project will be self-financing as funds

are expected to be generated by “Land Pooling” system and TP Schemes.


MSRDC 5

MSRDC 5

Existing outermost fully developed road of the city on western part is Mumbai-Bangalore bypass

passes through Dehu road, Kiwale, Wakad, Balewadi, Baner, Warje, Katraj, Kondhva, Undri but

the road is now became part of the city due to development on both sides of road and hence

project ring road is proposed about 10-12 km away from development on the western side. The

Project road which connects the Mumbai Pune Expressway to Pune Satara Highway [NH-4]

crosses the Paud Road near the Industrial.

Township of Pirangut. Since there is no existing road, proposed alignment of ring road is totally

new alignment & passing through green field areas. Most of the alignment is passing through

mountainous region which have its advantages like low cost of land acquisition due to barren

land, government land and disadvantages like development along the project road throughout the

length may not possible & cost of road construction will be high due to tunnels, viaducts, high

embankment.

1.4 Components of the project:

The proposed Pune Ring Road, which is entirely a green field alignment, has multi-dimensional

facets with respect to land use, physical features and road geometry. As decided by Client the

project road shall be a 6-lane highway to be developed with expressway standard with provision

of future 8-lane. Considering all these aspects the section-wise policy adopted for developing the

ring road based on the initial investigations.

Development of a highway essentially consists of two components, viz. Geometric and

Structural. Geometric improvement deals with visible dimensions of roadway and is dictated by

the traffic and economic considerations. Geometric design involves several design elements such

as horizontal and vertical alignments, sight distance considerations, cross sectional elements,

lateral and vertical clearances, intersection treatment, control of access, etc. The structural

component deals with the pavement, embankment design and structure design aspects, i.e. the

ability of the highway to adequately carry and support the vehicle / wheel loads over the design

period.

The development proposals for the proposed ring road include the provision for the following

major items:

Geometric Improvements and realignments

Bypasses

Pavement

Road Junctions

Bridges and Cross-Drainage Structures

Safety and Special Problems and

Road Appurtenances


MSRDC 6

MSRDC 6

The road furniture, traffic safety features and other facilities included in the design are:

Bus Bays

Truck Lay byes

Road Markings

Traffic Signs

Kilometre Stone Details

200m Stones and Boundary Stones

Delineators and Object Markers

Guard Post

Crash Barrier

The project will also increase transportation connectivity to NH-4 Highway, Mumbai Pune

Expressway, Pune-Solapur Highway NH-9, Pune – Nashik Highway NH-50, Pune- Nagar Road.

Along with this it is also proposed to have area development, real estate development, medical

facilities, food courts, police stations, public toilets, petrol pumps. Other planned activities

include construction of intersections/junctions, culverts and drainage works, toll plazas and

ancillary structures, temporary access, diversion roads and site location for Wet Mix Macadam

Plant (WMM plant) and other road construction related plants and establishments.

The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage

yard, earth from nearby burrow area and dumping of construction spoils at dumping sites.

2. Introduction of the project

2.1 Background information

i. Identification of project and project proponent

Project: Construction of Pune Ring Road (Eastern Alignment).

Project proponent: Maharashtra State Road Development Corporation Ltd. (MSRDC)

Brief description of nature of the project:

The proposed Pune Ring Road, which is entirely a green field alignment. The project road shall

be a 6-lane highway to be developed with expressway standard with provision of future 8-

lane.The project road section lies between Urse on Mumbai-Pune Expressway to Khed Shivapur

on NH-4. However based on the approved alignment corridor and expected traffic homogeneity

the proposed road has four quadrants viz: Mumbai-Pune Expressway to Nashik road (NH-50),

Nashik road (NH-50) to Nagar road (SH), Nagar road (SH) to Solapur road (NH-9), Solapur

road (NH-9) to Satara road (NH-4) with the total length of about 101.46 km.


MSRDC 7

MSRDC 7

The project road is planned mostly in conformity with the provisions of MORT&H Expressway

Guidelines 2010, published by IRC. Design Standard. Considering maximum super-elevation of

5% and friction factor (f) of 0.1 corresponding to design speed of 120kph, a minimum radius of

760m has been kept all along the alignment. The minimum length of circular and transition curve

is kept as 200m and 100m respectively. Transition curve is not provided where curve radius

exceeds 4000m. Super-elevation is calculated considering friction factor (f) of 0.035. However

super-elevation is limited to 5% considering maximum friction factor (f) of 0.1. Normal camber

(-2.5%) is followed where curve radius is more than 11400m.

ii. Need for the project and its importance to the country and or region.

Pune district is bound by Ahmednagar district on north-east, Solapur district on the south-east,

Satara district on south, Raigad district on the west and Thane district on the north-west. It is the

second largest district in the state and covers 5.10% of the total geographical area of the state.

The landscape of Pune district is distributed triangularly in western Maharashtra at the foothills

of the Sahyadri Mountains and is divided into three parts: "Ghatmatha", "Maval" and "Desh".

Pimpri- Chinchwad has witnessed a rise of about 20% in its population in the past decade.

According to the 2011 census, the population of the city is 17,29,320. As per the 2011 census,

the total population of Pune district is 94.26 lakh. Pimpri-Chinchwad is a major industrial hub

and hosts one of the biggest industrial zones in Asia. As per 2011 census PCMC has population

of 17,29,359 and the present population is approximately 20,00,000.

The to and fro highway traffic plying between Mumbai to Bangalore will use the proposed ring

road and ease the intensity of traffic on the present Mumbai-Bangalore bypass. The fringe traffic

of Pune City will also be greatly benefitted as they will not have to enter the city and can avoid

the traffic snarls. It is also proposed to develop housing and other infrastructure along the ring

road and provide connectivity to people there. It will decentralize the development of city. The

concept of „walk to work‟ wherein working stations would be near residential areas, will ensure

people do not have to spend long hours commuting from residence to office. Proposed ring road

is expected to be used by nearly 10 lakhs vehicles. The project will be self-financing as funds

are expected to be generated by “Land Pooling” system and TP Schemes.

Existing outermost fully developed road of the city on western part is Mumbai-Bangalore bypass

passes through Dehuroad, Kiwale, Wakad, Balewadi, Baner, Warje, Katraj, Kondhva, Undri but

the road is now became part of the city due to development on both sides of road and hence

project ring road is proposed about 10-12 km away from development on the western side. The

Project road which connects the Mumbai Pune Expressway to Pune Satara Highway [NH-4]

crosses the Paud Road near the Industrial.

iii. Demand Supply Gap.

Pune ring road being infrastructure project, this aspect is not applicable.


MSRDC 8

MSRDC 8

iv. Imports vs. Indigenous production.


v. Export Possibility.


vi. Domestic / export Markets.


vii. Employment Generation (Direct and Indirect) due to the project.

Highway construction broadly encompasses the issues relevant to the process of construction

and maintenance, including the design, contracting, implementation, supervision, and

maintenance of highways and related structures, such as bridges and interchanges. The areas

covered includes public works, private contracting of civil works, and labor-based construction

techniques.

Direct employment generation: During the construction phase of the project which is likely to

be completed as per MSRDC timeline, manpower will be needed to take the part in various

project activities. About 6000 persons per day, which includes, skilled, semi-skilled and

unskilled labours, will likely to get work. In the post construction phase it is expected that the

project will provide social benefits to about 800 people in terms of direct employment by way of

better commercial and industrial development of the area.

The project shall also induce indirect employment generation for cleaners, guards, local vendors,

operation and maintenance workers etc. Indirect employment will be both temporary and

permanent.

Temporary indirect employment: Local vendors, construction material traders, electrician,

plumbers etc. will be benefitted through employment generated during construction and

maintenance phase.

Permanent indirect employment: Cleaners, guards, local vendors, kiosk stalls will be

benefitted through employment generated during operation phase. The project will therefore

provide employment to people from all walks of life i.e. Construction, Building materials,

Engineering, Medicine, Hospitality, Education, Information Technology and Administration etc.

The project will be beneficial for the local communities, as it will generate employment by way

of construction and reduction in pollution with better communication. The project will benefit

all the population groups and consequently not differentially or adversely affect any groups.


MSRDC 9

MSRDC 9

3. Project Description

i. Type of project including interlinked and interdependent projects, if any.

The proposed Pune Ring Road, which is entirely a green field alignment, has Multi dimensional

facets with respect to land use, physical features and road. geometry. The project road shall be a

6-lane highway to be developed with expressway standard with provision of future 8-lane.

ii. Location (map showing general location, specific location, and project boundary &

project site layout) with coordinates.

Based on various alternative alignment option study, the proposed project western alignment is

starting from Khed Shivapur on NH-4 [Satara road] and culminating at Urse on mum-Pune

Expressway via Malkhed [Pune-Panshet road], Muttha Village [Pune – Lavasa road] and

Ghotavade Phata [Paud Road]. It passes through 41 villages under 5 Talukas, viz. Bhor, Maval,

Paud, Haveli & Mulashi

The project road passes through many towns/villages like Khed Shivapur, Kondanpur, Kalyan

Peth, Wardade, Sangrun, Katawadi, Gaikwadwadi, Bahuli, Bhagwatwadi, Mutha, Uravade,

Pirangut [Ghotavade Phata], Materewadi, Rihe, Pimpoli, Pachane, Chandkhed and Bebadohal

before it ends at Urse near Mumbai-Pune Expressway Toll Naka.

This corridor crosses two major rivers viz. Mutha [near village Sangrun] and Mula [near

Ghotavade Phata]. Other than the Sinhgad fort which is about 1.50 Kms away from the project

road, there are no major tourist attractions on this road although the project corridor crosses roads

leading to the famous Panshet/ Warasgaon/ Temgarh/ Mulshi Dams. It also passes through an

Industrial Belt at Pirangut which is a fast developing Industrial cum Residential Township.

The Index map and the location map is given in Figure 1 & 2 respectively while the alignment

on the Google Map is given in Figure - 3


MSRDC 10

MSRDC 10

Figure 1: Index Map


MSRDC 11

MSRDC 11

Figure 2: Location Map


MSRDC 12

MSRDC 12

Figure 3: Google Imagery


MSRDC 13

MSRDC 13

iii. Details of alternate sites considered and the basis of selecting the proposed site,

particularly the environmental considerations gone into should be highlighted.

Three alternative Alignments have been studied considering the following:

Avoid built up, residential and industrial areas

Use of maximum barren land instead agricultural land

Start and end locations matching with the east ring road

Greenfield alignment

Better potential to obtain land for project through land pooling/TPS

Availability of more area for overall development of city

Minimum cost of land Acquisition (due to more tunnel length)

The major features of the alternative alignments are given Table 3.

Table 3: Major Features of the Alternative Alignments

Parameters Alignment-1 Alignment-2 Alignment-3

Total Length of Road (Km) 62.81 66.27 64.70

Road Land Width (mtr) 110 110 110

Area of Land Required (Ha) (incl.

100 Ha for Two Interchange) 791 829 812

Agricultural land (%) 58.40 58.10 53.10

Barren land (%) 36.60 34.60 35.90

Forest land (%) 5.00 7.40 11.00

Defence Land (Km) 0 0 0

Villages affected (Nos) 41 43 28

Tunnel Nos. & Length (km) 17.6% 9.2% 13.8%

Railway Crossings 0 0 0

Major Bridges (No.) 2 4 4

Minor Bridges (No) 6 5 6

Total Cost (in Rs. Crores) 3021.72 3810.22 4027.85

Cost per Km (in Rs. Crores) 48.11 57.50 62.25

Three options were compared on the basis of criteria:

Engineering aspects,

Social and Environmental aspects,

Indicative Cost aspects

Three alternative alignments were studied in terms of social and Environmental aspects and

Sensitivity analysis is done based on relative ranking and presented in Table 4:


MSRDC 14

MSRDC 14

Table 4 : Analysis of Alternative – Social and Environmental Aspects

A

lign

men

t o

pti

on

CC

Road

Len

gth

(km

)

Rel

ativ

e M

arkin

g

Fore

st

Lan

d (

%)

Rel

ativ

e M

arkin

g

Agri

cult

ura

l L

and (

%)

Rel

ativ

e M

arkin

g

Bar

ren

Lan

d (

%)

Rel

ativ

e M

arkin

g

Aff

ecte

d

Res

iden

tial

/

Com

mer

cial

B

uil

din

gs

(nos)

Rel

ativ

e M

arkin

g

Tota

l M

ark

ing

Ran

k

1 49.07 92 5.00 100 58.40 91 36.60 100 291.00 80 463 1

2 48.59 93 7.40 68 58.10 91 34.60 95 232.00 100 447 2

3 45.21 100 11.00 45 53.10 100 35.90 98 425.00 55 398 3

As indicated above, Alignment-1 turned out to be the preferred alignment on the basis of relative

marking and ranking and has following advantages:

Minimum cost of land acquisition by minimum use of Agricultural land and maximum

use of barren land.

Minimum Environmental impact by proposed tunnel crossings through Forest areas.

Minimum/No Social impact & No re-habitation cost by Greenfield alignment

No acquisition of residential and commercial/Industrial structures / premises.

Useful for City traffic as well for through traffic

The proposed project alignment has following features:

Terrain is mostly Hilly and Rolling

Land-use pattern along the Project Road is Mostly Barren, Partly Agricultural, Industrial

& Forest

Water Bodies across the project road are Khadakvasla Lake, Urawade Dam, Mula River,

Kasarsai Dam, Adhale Reservoir Lake, Pavana Dam

Except Start & end junctions which are NH and MPE, the proposed alignment crosses

SH-60 i.e Pune-Paud Road (Proposed NH), SH-57 & SH-59 and two MDRs

No railway crossing

Figure 4 is showing alternative alignments .

.


MSRDC 15

MSRDC 15

Figure 4: Alternative Alignment


MSRDC 16

MSRDC 16

iv. Size or magnitude of operation

The development proposals for the proposed ring road include the provision for the following

major items:

Geometric Improvements and realignments

Bypasses

Pavement

Road Junctions

Bridges and Cross-Drainage Structures

Safety and Special Problems and

Road Appurtenances

The road furniture, traffic safety features and other facilities included in the design are:

Bus Bays

Truck Lay byes

Road Markings

Traffic Signs

Kilometre Stone Details

200m Stones and Boundary Stones

Delineators and Object Markers

Guard Post

Crash Barrier

Along with this it is also proposed to have area development, real estate development, emergency

landing of plane, medical facilities, food courts, police stations, public toilets, petrol pumps.

Other planned activities include construction of intersections/junctions, culverts and drainage

works, toll plazas and ancillary structures, temporary access, diversion roads and site location

for Wet Mix Macadam Plant (WMM plant) and other road construction related plants and

establishments.

The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage

yard, earth from nearby burrow area and dumping of construction spoils at dumping sites.

Besides, to do away with the necessity of funds require for acquisition of expensive land for the

project road and to eschew social unrest expected as a consequence to land acquisition, land

pooling model has been envisaged in this project. In this scheme, land will be readjusted to

assemble small rural land parcels into a large land parcel, provide it with infrastructure in a

planned manner and return the reconstituted land to the owners, after deducting the cost of the

provision of infrastructure and public spaces by the sale of some of serviced land. In the

subsequent stage, all necessary surveys shall be conducted to assess the market demand and gap

analysis will be done to maximize the potential of the land pool scheme and increase the

benefit/cost ratio of the project.


MSRDC 17

MSRDC 17

Based on the preliminary discussion held, it was indicated that the land pooled under saleable

component shall be developed along the vicinity of the Pune Ring Road to leverage maximum

real estate value and well as incorporate the growing demand in future in cohesion with the larger

Pune metropolitan masterplan region boundary.

The proposed Ring Road will accommodate traffic from the arterial roads and the major

highways connecting Pune city.

v. Project description with process details (a schematic diagram/ flowchart showing the

project layout, components of the project etc. should be given)

The proposed Pune Ring Road, which is entirely a green field alignment, has Multi dimensional

facets with respect to land use, physical features and road. geometry. The project road shall be a

6-lane highway to be developed with expressway standard with provision of future 8-lane.

Development of a highway essentially consists of two components, viz. Geometric and

Structural. Geometric improvement deals with visible dimensions of roadway and is dictated by

the traffic and economic considerations. Geometric design involves several design elements such

as horizontal and vertical alignments, sight distance considerations, cross sectional elements,

lateral and vertical clearances, intersection treatment, control of access, etc. The structural

component deals with the pavement, embankment design and structure design aspects, i.e. the

ability of the highway to adequately carry and support the vehicle / wheel loads over the design

period.

Design Standards for major features of Main Carriageway of Pune Ring Road have been

extracted from Expressway Guidelines standards conforming to design speeds 120kmph. While

for the service roads, wherever provided, shall have major roadway components conforming to

the standards of IRC: SP-84-2014 corresponding to design speed of 80kmph for plain terrain.

The adopted standards are presented in Table 5.

Table 5 : Geometric Design Standards for Pune Ring road

Sr.

No.

Description Standards Adopted

Pune Ring Road Service

Road

1 Design speed 120kmph 80kmph

2 Proposed ROW 110m

3 Roadway

i. Lane width

ii. Paved shoulder on outer side

iii. Outer Verge width

iv. Cross slope in lanes and paved

shoulders

v. Cross slope in Cement Concrete

3.75m

3.0m (including

0.5m edge strip)

1.5 m

2.5%

2.5%

3.5m

Nil

Nil

2.5%

2.5%


MSRDC 18

MSRDC 18

Surfacing

vi. Cross slope in earthen shoulders

3.0%

3.0%

4 Edge strip kerb shyness

i. Median side

0.75m 0.5m

5 Side walk - 2.0m

6 Utility Corridor 2.0 m -

7 Sight distance

i. Desirable Minimum

ii. Safe Stopping Distance

iii. Decision Sight Distance

-

250m

360m

-

360m

180m

8 Horizontal curvature

i. Requiring no super elevation

ii. Absolute minimum for 120 kmph

iii. Absolute minimum for 100 kmph

iii. Absolute minimum for 80 kmph

11400 m

760 m

-

-

1800 m

-

400 m

300m

9 Maximum Super elevation 5% 5%

10 Rate of change of super elevation 1 in 200 1 in 150

11 Vertical Alignment

Minimum distance between PVI

- 150m

12 Gradient: Ruling and Limiting 3.0% 3.33% &

5.0%

13 Minimum length of vertical curve 100m 60m

14 Maximum grade change not requiring

vertical curve

0.5% 0.5%

15 Vertical clearance to road bridge over road 5.0 m 5.0m

16 Vertical Clearance to road bridge over rail 6.75m 6.75m

17 Embankment slope

In normal section

In pitching proposed sections

In high embankment (>3m)

2H: 1V

1.5H: 1V

3.0H: 1V

2H: 1V

1.5H: 1V

3.0H: 1V

As Pune Ring Road is conceived to be built as an expressway with access controlled facility,

hence all minor junctions are proposed to be grade separated by a Vehicular / Light Vehicular

Underpass, as deemed necessary. For major junctions, interchanges are proposed. Interchanges

are proposed at the junction of Pune Ring Road- western alignment with the following major

roads:

NH-4 (Pune – Bengaluru Highway) – Design Ch. 0+000

Mulashi- Paud Road– Design Ch. 36+000

Mumabi- Pune Expressway – Design Ch. 62+807

Besides, there are 2 minor intersections which have been proposed to be grade separated by

Vehicular / Light Vehicular Underpasses. There are 6 minor bridges, 2 major bridges and 1no.

of viaducts and 12.09 km of tunnel on the project road. While the bridges and structures are


MSRDC 19

MSRDC 19

proposed to be of 8-lane configuration, twin tunnel of each 3-lane configuration has been

proposed. All the structures and tunnel has been proposed to meet the Expressway standard.

Typical Cross Section of the proposed ring road alignment are presented in Figure 5.


MSRDC 20

MSRDC 20

Figure 5– Typical Cross Sections


MSRDC 21

MSRDC 21


MSRDC 22

MSRDC 22

vi. Raw material required along with estimated quantity, likely source, marketing area

of final product/s, Mode of transport of raw Material and Finished Product.

The construction material requirement in approximate view per kilometre is as below:

1. Earth work- 60,000 MT/ km

2. Stone ballast-8000 MT/ km

3. Grit- 6000 MT/ km

4. Cement Concrete- 50,000 MT/km

Most of the material transport will be by road. The raw material like earth, stones and grits

will be sourced from nearby quarry locations to be identified along the project corridor.

The cement concrete will be made available from the various RMC plants to be located

along the project corridor. Alternatively the material available from the cutting of hills and

tunnels will be reutilized in the proposed road development.

vii. Resource optimization/ recycling and reuse envisaged in the project, if any, should

be briefly outlined.

The top soil from the road construction will be stacked and reutilized for green belt development.

The material available from the cutting operation in hilly terrain will be utilized for road

construction.

viii. Availability of water its source, Energy/ power requirement and source should be

given.

Water: 90 lpcd will be required for onsite workers, while water for expressway construction and

sprinkling for dust suppression will also be needed. Approximately 500 KL of water would be

required for daily uses in labour camps. The water shall be obtained from nearby surface/ ground

water with prior consent.

Power: LSD D.G sets shall be used for power for onsite construction and labour camps, wherever

grid power supply is not available.

ix. Quantity of wastes to be generated (liquid and solid) and scheme for their

Management/disposal.

Wastes generated within the site would be of food items, paints, cement, grit, bitumen, tar,

cement, concrete, oil & grease etc. Dry and wet wastes shall be segregated and collected

separately. The wet west will be bio composted onsite. While other waste will be disposed off

according to MoEF&CC regulations.


MSRDC 23

MSRDC 23

x. Schematic representations of the feasibility drawing which give information of EIA

purpose.

4. Site Analysis

Presently the start and end points of the project corridor are partly linked by existing single/two

lane road [about 65Kms length] which crisscrosses through existing towns/villages/hamlets with

about a 10Km stretch [aerial length] of missing link between villages Kalyan and Sangrun. Out

of the 65Kms of existing road, only about 16Kms [existing Pune - Lavasa Road portion] is two

lane and in good condition.

The project road passes through many towns/villages like Khed, Shivapur, Kondanpur, Kalyan

Peth, Wardade, Sangrun, Katawadi, Gaikwadwadi, Bahuli, Bhagwatwadi, Mutha, Uravade,

Pirangut [Ghotavade Phata], Materewadi, Rihe, Pimpoli, Pachane, Chandkhed and Bebadohal

before it ends at Urse near Mumbai-Pune Expressway Toll Naka.

Most part of the project area lies in the catchment of Mula Mutha river. The main water bodies

across the project road are Khadakvasla Lake, Urawade Dam, Mula River, Kasarsai Dam,

Adhale Reservoir Lake, Pavana Dam. Khadakvasla lake is the main source of drinking water to

Pune City. There are two canal crossings along the project alignment


MSRDC 24

MSRDC 24

The project road runs mostly through plain and rolling terrain. At some stretches it passes through

hills where tunnel is proposed. The project road is predominantly passing through agricultural

and barren land except in 10% of the stretch where it is passing through forest area.

Overall project analysis is presented in Table 6.

Table 6: Summary of Site Analysis

i. Connectivity

The proposed road will connect the Pune and Pimpri - Chinchwad area with various

interconnecting roads. This project will be also be interconnecting the arterials road around Pune

city Viz- Pune Mumbai Expressway, Old Pune- Mumbai Highway, Pune – Satara Road (NH4).

ii. Land Form, Land use and Land ownership

The proposed Pune Ring Road, which is entirely a green field alignment, has multi dimensional

facets with respect to land use, physical features and road geometry. The project road runs mostly

through plain and rolling terrain. At some stretches it passes through hills where tunnel is

proposed. The project road is predominantly passing through agricultural and barren land except

in 10% of the stretch where it is passing through forest area. The proposed western alignment lie

58.40% - agricultural land, 36.60%- barren land & 5%- forest land. Figure 5 is showing zoning

classification of area falls under the western alignment

Parameters Alignment-1

Total Length of Road (Km) 66.100

Road Land Width (mtr) 110

Area of Land Required (Ha) (incl. 100 Ha for Two Interchange) 791

Agricultural land (%) 58.40

Barren land (%) 36.60

Forest land (%) 5.00

Defence Land (Km) 0

Tunnel Length (%) 17.6%

Railway Crossings 0

Major Bridges (No.) 2.00


MSRDC 25

MSRDC 25

Figure 5: MRSAC MAP & ZONING CLASSIFICATION

Agricultural land (%) 58.40

Barren land (%) 36.60

Forest land (%) 5.00


MSRDC 26

MSRDC 26

iii. Existing land use pattern (agriculture, non-agriculture, forest, water

bodies(including area under CRZ)), shortest distances from the periphery of the

project to periphery of the forests, national park, wildlife sanctuary, eco-sensitive

areas, water bodies (distance from the HFL of the river), CRZ. Incase of notified

industrial area, a copy of the Gazette notification should be given.

The land use of the land acquired for the purpose of construction of ring road is mainly

agriculture and barren land. About 5% length of the alignment is passes through forest. Since

there is no existing road, proposed alignment of ring road is totally new alignment & passing

through green field areas. Most of the alignment is passing through mountainous region which

have its advantages like low cost of land acquisition due to barren land and government land.

The alignment passes through 41 villages as given below:

Khed shivapur Malkhed Vitthalwadi Pachane

Khopi Manvi bk Darawali Pusane

Ranje Sangarun Mugavade Adhale kh.

Kusagaon Katavadi Ghotawade Chandkhed

Rahatwade Davaje Godambewadi Pimpal khunte

Kalyan Bahuli Padalgharwadi Bebad ohol

Moedari Kondhur Rihe Adhe kh.

Mogarwadi Jatede Jawal Urse

Khamgaon mawal Morewadi Kemsewadi

Bhagatwadi Muthe Pimpaloli

Wardade Marnewadi Khamboli Total = 41 affected villages

Several utility lines like Electric lines, High tension lines and Telephone lines, Water supply

lines are observed crossing or along the alignment.

Water Bodies:

Most part of the project area lies in the catchment of Mula Mutha river. The main water bodies

across the project road are Khadakvasla Lake, Urawade Dam, Mula River, Kasarsai Dam,

Adhale Reservoir Lake, Pavana Dam. Khadakvasla lake is the main source of drinking water to

Pune City. There are two canal crossings along the project alignment.


MSRDC 27

MSRDC 27

Sanctuaries and Wildlife Parks:

There are no sanctuaries and wild life parks within 10 km radius of the proposed ring road.

iv. Existing Infrastructure.

The proposed route is connected and approached through State highways and National Highways

besides various village roads.

The project route is having various prestigious industrial projects in the vicinity viz., Hinjewadi

MIDC IT part, Chakan MIDC, Shirval Industrial Area, Talegaon MIDC Area, Chinchwad

MIDC..

The proposed project route is also having well rail transport in existence. Pune Railway station

is around 22 km from the road alignment. Pune Airport is at 26 km from the alignment.

v. Soil Classification

The soils of the district are the weathering products of Basalt and have various shades from grey

to black, red and pink colour. The soils occurring in the district are classified in the four

categories namely lateritic black soil (Kali), reddish brown soil (Mal), coarse shallow reddish

black soil (Koral), medium light brownish black soil (Barad). In general the soils are very fertile

and suitable for growing cereal and pulses.

vi. Climatic data from secondary sources.

Pune has a hot semi-arid climate bordering with tropical wet and dry with average temperatures

ranging between 20 to 28 °C. Pune experiences three seasons: summer, monsoon, and winter.

Typical summer months are from February to May, with maximum temperatures ranging from

30 to 38 °C. The warmest month in Pune is April; although summer doesn't end until May, the

city often receives heavy thundershowers in May. Even during the hottest months, the nights are

usually cool due to Pune's high altitude.

The monsoon lasts from June to October, with moderate rainfall and temperatures ranging from

22 to 28 °C. Most of the 722 mm of annual rainfall in the city falls between June and September,

and July is the wettest month of the year. Hailstorms are also common in this region.

Winter begins in November; November in particular is referred to as the Rosy Cold. The daytime

temperature hovers around 28 °C while night temperature is below 10 °C .

vii. Social Infrastructure available.


MSRDC 28

MSRDC 28

Basic social infrastructure is not well developed along the route. The villages on the proposed

route have primary health care facilities, basic education, markets, police station, transportation,

roads etc. Pune is considered the cultural capital of Maharashtra. Since the 1950s and 1960s,

Pune has a traditional old-economic base. Most of the old industries continue to grow. The city

is also known for its manufacturing and automobiles industries, as well as for research institutes

of information technology (IT), education, management and training, which attract migrants,

students, and professionals from India, South East Asia, the Middle East, and Africa. Pune is

also one of the fastest growing cities in the Asia-Pacific region. The ‘Mercer 2015 Quality of

Living rankings’ evaluated local living conditions in more than 440 cities around the world where

Pune ranked at 145, second in India after Hyderabad(138). It also highlights Pune among

evolving business centers and emerging 9 cities around the world with citation "Hosts IT and

automotive companies.

5. Planning Brief

i. Planning Concept (type of industries, facilities transportation etc) Town and

Country Planning/Development authority Classification

The proposed ring road is a divided arterial highway intended for traffic with full control of

access and provided with grade separators at intersection. Other planned activities include

construction of intersections/junctions, culverts and drainage works, toll plazas and ancillary

structures, temporary access, diversion roads and site location for WMM plant and other road

construction related plants and establishments. The offsite work includes, quarrying from nearby

quarry sites, labour camps, material storage yard, earth from nearby burrow area and dumping

of construction spoils at dumping sites.

ii. Population Projection

The population of the Pune city is 3,124,458 and Pune Urban Agglomeration (Pune Metropolitan

Area) is 5,057,709 as of 2011 census. The migrating population rose from 43,900 in 2001 to

88,200 in 2005. The estimated population in 2016 for the Pune metro region is 6,226,959.

According to the Pune Municipal Corporation, 40% of the population lived in slums in 2001.

The sharp increase in censorial decade of 1991–2001 can be attributed to the absorption of 38

fringe villages into the city.

In construction phase there will be influx of people in the project area, which includes, skilled,

semi-skilled and unskilled labours. In the post construction phase it is expected that the project

will provide social benefits to people in terms of direct employment by way of better commercial

and industrial development of the area. Also other than this area development and entertainment

centres it is expected the influx of employees and residents.

iii. Land use planning (breakup along with green belt etc).

The project road shall be a 6-lane highway to be developed with expressway standard with

provision of future 8-lane. The land required for accommodating the area for RoW. The RoW


MSRDC 29

MSRDC 29

will also cover toll plaza, emergency services, green belt and other related components. The

green belt development as per Indian Road Congress Guidelines (IRC: SP: 21-2009) and the

Ministry of Road Transport & Highways (MORTH) Green Highways (Plantation,

Transplantation, Beautification & Maintenance) Policy-2015. Compensatory plantation will be

a part of Environment management plan to be prepared for this project.

iv. Assessment of Infrastructure Demand (Physical & Social).

Infrastructure: The infrastructure required is office, store and shelter for workers. And it will

be provided at project site.

Water: Water for drinking, dust suppression & plantation purpose water will be required &

drawn from the nearby water bodies by tankers with prior permissions.

Workers: Most of the workers will be from nearby location. Temporary labour camps will be

provided with drinking and sanitation facilities at appropriate locations along the project road

Landscaping & Green belt development: As per IRC: SP: 21-2009 and MORTH Green

Highways (Plantation, Transplantation, Beautification & Maintenance) Policy-2015, it is

mandatory to have plantation along the highways. The plantation will be proposed stick to the

guidelines and policy. It is proposed that 250 sapling will be planted as on an area of 0.25Ha

along the boundary. A number of species will be planted suitable to this area of climate

conditions like indigenous Neem, Mango, Pipal, Wad, Jamun etc. The general benefits of

plantations are;

Reduction in Heat Island,

Plantation of herbs, shrubs and trees will create three tier which will reduce the impacts

of air pollution and dust as trees and shrubs are known to be natural sink for air pollutants

It will provide much needed shade on glaring hot roads during summer

It will reduce the impact of ever increasing noise pollution caused due to increase in

number of vehicles

Moderating the effect of wind and incoming radiation

Grass plantation on the embankment slopes will reduce soil erosion and cutting

Rumbling sound of vehicle leads to sleeping hence sound barrier

Prevention of glare from the headlight of incoming vehicles

Enhancement of Bio-diversity,

Compensatory tree plantation,

Fruit bearing plants can generate local economy,

Enhance Greenery and Aesthetics along the 744 kms stretch.

Health and safety system: During the construction phase and allied activities, all the

precautionary measures shall be taken into account as per mines rules & regulations for safety &

security.


MSRDC 30

MSRDC 30

Disaster management and risk assessment: There is a possibility of incidents like bank caving,

flooding & drowning during the monsoon. Detailed emergency plan in consultation with Risk

and Hazard Expert and project manager will be prepared and submitted during EIA.

v. Amenities/Facilities.

Amenities and Facilities: Basic amenities such as toilets for both men and women and clean

drinking water will be provided to the workers. A temporary restroom will also be erected for

resting. First aid kits and PPE will be provided to the employees while imparting knowledge

about its usage.

6. Proposed Infrastructure

i. Industrial Area (Processing Area).

The city is also known for its manufacturing and automobiles industries, as well as for research

institutes of information technology (IT), education, management and training. It also passes

through an Industrial Belt at Pirangut which is a fast developing Industrial cum Residential

Township.

ii. Residential Area (Non Processing Area).

Its conceptualized that based on preliminary calculation there shall be 5 discrete township (each

of 370 ha) which can be theme based i.e. Transit oriented and functional SMART city parameters

governing which shall be assessed post a detail market demand survey which shall be conducted

in the later stages of the study. Under the MASTER DEVELOPER model the competent

authority that provide trunk infrastructure further follow bundling and unbundling of land assets

for inviting private developer to do construction according to proposed master plan development

guidelines.

It is also proposed to have better connectivity to existing tourism / tourist’s places. Also along

development of entertainment centres like theme parks, hotels, resorts, recreational activities

near water resources, shopping centres etc.

iii. Green Belt.

Plantations shall be done on either side of the road, as well as on the median, by MSRDC after

the completion of project. Forest clearance will be obtained from MoEF&CC. Compensatory

Afforestation will be prepared.

iv. Social Infrastructure.

It is anticipated that toll booths, temporary camps and rain water harvesting structures along with

supporting drains shall come up along the alignment. Also it is proposed that 5 townships each


MSRDC 31

MSRDC 31

of 370 ha shall be developed with facilities like Hospitals, Food Courts, Institutions, police

stations, public toilets, petrol pumps, fire station etc on the smart city concept.

v. Connectivity (Traffic and Transportation Road/ Rail/ Metro/ Waterways etc)

The proposed road will connect the Pune and Pimpri - Chinchwad area with various

interconnecting roads. This project will be also be interconnecting the arterials road around Pune

city Viz- Pune Mumbai Expressway, Pune Nashik Highway (NH-50), Pune- Nagar Road, Pune-

Solapur Road (NH9) and Pune – Satara Road (NH4).

The proposed project route is also having well rail transport in existence. Pune Railway station

is around 22 km from the road alignment. Pune Airport is at 26 km from the alignment. Proposed

airport Purandar is 5 km away from road alignment.

vi. Drinking Water Management (Source & Supply of water)

Water at 90 lpcd shall be required for construction and operational workers. Drinking water will

be provided in camps through bore wells/ water tankers with prior consent. It is expected that

about 500 KLD water will be required for resident construction workers.

vii. Sewerage System

Mobile toilets and soak pit shall be provided for construction and operational workers. In

operation phase the waste water management system like proper sewerage system and STPs will

be provided.

viii. Industrial Waste Management

Waste management during construction and operational phase shall be done as per MoEF&CC

norms. Hazardous waste will be dealt with due care following the Hazardous Waste Management

Rules and Regulations 2008.

ix. Solid Waste Management

Municipal Solid Waste is expected to be generated from proposed Township and its facilities.

Waste management during construction and operational phase shall be done as per MoEF & CC

norms. Organic and inorganic wastes will be segregated and disposed off as per SWM rules and

regulations.

x. Power Requirement & Supply / source

Power requirement during construction phase will be met with LSD D.G sets in case of non-

availability of electric supply. For operational phase, electrical supply will be used wherever

available.


MSRDC 32

MSRDC 32

7. Rehabilitation and Resettlement (R & R) Plan

i. Policy to be adopted (Central/State) in respect of the project affected persons

including home oustees, land oustees and landless laborers (a brief outline to be

given).

Most of the land coming under the project area is agricultural and barren land. Along with this

the alignment passing through 5% of forest area and somewhat inhabited area. The land required

for the construction will be acquired by MSRDC before the start of construction work. R&R plan

will be prepared as per Rehabilitation policy of Maharashtra and will be submitted in EIA.

8. Project Schedule & Cost Estimates

i. Likely date of start of construction and likely date of completion

The project shall start its construction work as and when DPR is finalized and will get

Environmental clearance from state level MoEF&CC and State Government. The completion

period of the project construction is estimated as per MSRDC time line.

ii. Estimated project cost along with analysis in terms of economic viability of the

project.

The estimated cost of the project is approximately Rs. 3021.72 Crores.

9. Analysis of proposal (Final Recommendations)

(i) Financial and social benefits with special emphasis on the benefit to the local people

including tribal population, if any, in the area.

The project will have multiple benefits. It will reduce the travel time substantially. In addition

the improved road will provide other benefits like proposed activity improves the economic

status of the village people along project area. Overall improvement will be expected in terms

of;

1. Development and improvement in transportation infrastructure facility will connect

villages with the Pune City.

2. Improved infrastructure facilities

3. Better approach to Medical & Educational services and quick transportation of perishable

goods like fruits , vegetables and dairy products and

4. Drinking water facility

5. Development of local agriculture and handicrafts

6. Development of tourism and pilgrimage

7. Vocational and skill development training for youth


MSRDC 33

MSRDC 33

8. Opening up of opportunities for new occupations

9. Improved quality of life for people and so on.

10. Transporting, processing and marketing of agricultural products

11. Fast and safe connectivity resulting in savings in fuel, travel time and total transportation

cost to the society

12. Reduction in accidents

13. Reduction in pollution

14. Proposed Tree Plantation along the road side, green pockets alongside of the alignment

will have social benefits to the nearby people

15. The proposed ring road will have infrastructural Launchpad.

16. Along with this it is also proposed to have area development, real estate development,

medical facilities, food courts, police stations, public toilets, petrol pumps. This will

definitely add value in the social and financial benefits in the region

17. Indirect and direct employment opportunity to people from all skilled, semiskilled and

unskilled streams will act as social benefits

It is assumed that the overall project will boost socio-economic development in the entire Pune

region.

pre-feasibility report for pune ring road … report for pune ring road (western alignment)...

Documents