Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Report
TABLE OF CONTENTS
S.No CHAPTER
1 INTRODUCTION
1.1 Background of State
1.2 Project Background
1.3 Scope of Work
1.4 Aims and Objectives of Environmental Screening
1.5 Structure of the Report
2 PROJECT DESCRIPTION
2.1 Project Road
2.2 Corridor of Impact and Project Influence Area
2.3 Project Proponent
2.4 Need for the Project
2.5 Expected Benefits
2.6 Existing Features
2.6.1 Alignment
2.6.2 Terrain and land use
2.6.3 Right of way
2.6.4 Existing Road Width
2.6.5 Pavement Condition
2.6.6 Cross Drainage Structures
2.6.7 Intersections
2.6.8 Road inventory
2.6.8 Towns and Built Up
2.6.9 Traffic Condition
2.6.10 Historic and Religious Structures
2.6.11 Wayside Amenities
2.6.12 Road Safety
2.6.13 Utilities
2.6.14 Linear Map of Project Highway
2.6.15 Submergence and Flood Affected section
2.7 Highway Improvement Proposal
2.7.1 Realignment and Bypass Options
2.7.2 Proposed Typical Cross section
2.7.3 Pavement Design Standards
2.7.3.1 Structures Design Standards
2.7.3.2 Drainage Design Standards
3 LEGAL FRAMEWORK
3.1 Environmental legislations and their implications /
application
3.2 Environmental Categorisation
3.3 Environmental Permits / Approvals Required
4 ENVIRONMENTAL SCREENING
4.1 Need for Screening and Scoping
4.2 Environmental Screening Process
4.2.1 Study of Background Information
4.3 Identification of Valued Ecosystem Components (VECs)
4.4 Ranking Methodology & Justification
4.5 Evaluation Criteria
4 4.6 Environmental Setting Baseline Features
5.1 State Background
5.2 District Background
5.3 Physiography
5.4 Meteorology
5.5 Drainage
5.6 Seismicity
5.7 Soil
5.8 Land use pattern
5.9 Air Environment
5.9.1 Micrometeorological Data
5.9.2 Air Quality
5.10 Ground Water Resources
5.11 Surface Water
5.12 Water Quality
5.13 Noise Quality
5.14 Soil Monitoring
5.15 Forests
5.16 Wild Life Sanctuaries and National Parks
5.17 Wetlands
5.18 Western Ghats
5.19 Industries
5.20 Cultural, Historical and Tourist Places
6 ENVIRONMENTAL STATUS OF THE PROJECT ROAD
6.1 Preamble
6.2 Features along Project Road (Chainage Wise)
6.3 Project Road in Relation to Surface Water Resources
(Rivers, Streams) Resources
6.4 Project Road in relation to Groundwater Resources
6.5 Project Road in relation to Cross Drainage Structures
6.6 Population Distribution and Environmental Pollution along
the Project Road
6.7 Population Distribution and Environmental Pollution along
the Project Road
6.8 Trees Along the Project Road (RoW)
6.9 Forests along the Project Road
6.10 Wild Life Sanctuaries and National Parks, and Western
Ghats
6.11 School/ Colleges/ Hospitals along the project road
6.12 Archaeological Structures, Monuments &other Cultural
Resources along the project road
6.13 Residential & Commercial properties along the project
Road
6.14 Chainagewise Weightage and Ranking
6.15 Environmental Impact Evaluation
6.16 Findings of Environmental Screening
6.17 Environmental Clearance requirements
7 POTENTIAL ENVIRONMENTAL IMPACTS
7.1 Prospective of Infrastructural Development
7.2 Potential Impacts
7.21 Impacts – Design Stage
7.2.2 Impacts- Construction Stage
7.2.2.1 Impacts Relating to Physical Environment
7.2.2.2 Impacts relating to Bio- Environment
7.2.2.3 Impacts Relating to Socio Economic Environment
7.3 General Impacts
8 MITIGATION AND ENHANCEMENT MEASURES
8.1 General
8.2 Construction Related Activities
8.3 Land Acquisition- Mitigation Measures
8.4 Safety
8.5 Environmental Enhancement
8.6 Environmental Management Plan
8.7 Environmental Budget
LIST OF TABLES
LIST OF FIGURES
Figure 1.1 Key Maps Showing Project Stretch in Blue
Figure 2.1 Location and alignment of project stretch
Figure 2.2 Photographs of Project Road
Figure 2.3 Terrain on Project Road
Figure 2.4 Existing Road Width & Condition
Figure 2.5 Existing Bridge
Figure 2.6 Major Junction
Figure 2.7 Linear map of project highway
occupies the western and central part of the country and has a long coastline stretching nearly
720 kilometers along the Arabian Sea. The Sahyadri mountain ranges provide a physical backbone
to the State on the west, while the Satpuda hills along the north and Bhamragad-Chiroli-Gaikhuri
ranges on the east serve as it’s natural borders. The State is surrounded by Gujarat to the north
west, Madhya Pradesh to the north, Chattisgarh to the east, Andhra Pradesh to the south east,
Karnataka to the south and Goa to the south west. State has a geographical area of 3,07,713 sq.
km and is bounded by North latitude 15°40’ and 22°00’ and East Longitudes 72°30’ and 80°30’.
The State has 35 districts which are divided into six revenue divisions viz. Konkan, Pune, Nashik,
Aurangabad, Amravati and Nagpur for administrative purposes as given in Figure 1.
The State has a long tradition of having statutory bodies for planning at the district level. For local
self-governance in rural areas, there are 33 Zilla Parishads, 351 Panchayat Samitis and 27,906
Gram Panchayats. The urban areas are governed through 26 Municipal Corporations, 222
Municipal Councils, 7 Nagar Panchayats and 7 Cantonment Boards.
The project road lies in the district of Kolhapur and state of .
Government of , India through PWD Roads National Highways has decided to take up the
development of various corridors across for the augmentation of capacity for safe and efficient
movement of traffic by rehabilitation and up-gradation to 2 lanes with paved shoulder / 4 lanes
configuration. Section from Hindgaon to Shinoli is one such corridor of the project road starting
from Vengurla, to Belgaum, -Karnataka Border in the state of . Total length of the corridor is
approximately 29.067 km. Key Map showing the location and alignment of project stretch is given
in Figure 1.1
M/s EDMAC Engineering Consultant (I) Pvt Ltd in association with DSD Infratech Management Pvt.
Ltd. has been assigned the task of carrying out detailed engineering and preparation of Detailed
Project Report preparation for the project.
The environmental screening for the “Hindgaon to Shinoli” project is being taken with an aim to
relate the proposed works with identification and prioritization of environmental and social
issues. This identification and prioritization will provide useful information / input for assessing
technical, economic and financial feasibility of the project as well as the recommendations for
modifications in preliminary project design. The other objective of environmental screening is to
identify Valued Ecosystem Components (VEC) and route specific major environmental issues. The
VEC is defined as social or biophysical component of an environment, which is of value (for any
reason) in a project influence area.
2 PROJECT DESCRIPTION
The project stretch is located in the state of . This is a part of the, which connects city Vengurla
,Math , Amboli , Chandgad and Belgaum with other major town of and Neighbouring
state.Existing stretch between Vengurla and Dodi is 2 lane or 2 lane with shoulder highways. It is
to be developed as a 2 lane / four lane with paved shoulder configuration.
On the basis of preliminary survey, existing road stretch is found to be in good quality with
standard 2 lane carriageway with paved shoulder. Key map showing alignment of project stretch
is shown in Figure 2-1.
In order to achieve the objectives of Environmental Screening, surveys and other studies are
being carried out along the project roads to identify Valued Ecosystem Components (VEC) and
corridor specific significant environmental issues (SEI). For investigation/monitoring purpose the
study area has been defined as under:
Corridor of Impact, CoI: is the 15 m wide strip on either side of the alignment, from the
centre of the existing Right of Way, RoW.
Project Influence Area, PIA: is the 10km area on either side along the alignment from the
centre of the existing Right of Way, RoW.
Project District, PD: is/are the district/districts through which project road is passing. The
existing road passes only through Sindhudurg and Kolhapur districts of State.
Road projects are generally undertaken to improve the economic and social welfare of those using
the road or served by it. Increased road capacity and improved pavements can reduce travel times
and lower the costs of vehicle use. Benefits include increased access to markets, jobs, education
and health services, and reduced transport costs for both freight and passengers, reduce fuel
consumption and exhaust emissions from the vehicle plying on the road. The project section
needs to enhance the capacity to ensure smooth traffic flow and minimise the accident hazards.
The implementation of the project will have the following direct benefits:
(i) Improved quality of life for the population in the project area. Economic boost to the local
population by facilitate easy transportation of materials and having better connectivity for the
commercial centres.
(ii) Provides employment facility for the local population
The existing stretch is mostly 2-lane carriageway as shown in Figure 2.2 . Alignment has a few
sharp horizontal and vertical curves which may require geometric corrections depending upon
the applicable design standards, availability of right of way and site constraints. Horizontal
alignment of the project road can be visualise from Figure 2.1. The longitudinal profile of the
project road has generally flat/rolling gradients and these mostly appear to be within the
maximum value permitted in the standards. The vertical curves will be analysed from sight
distance criteria during detailed design stage.
The terrain on this stretch is mostly plains and Rolling Terrain. Alignment at the start is passing
through the rolling terrain adjoining Amboli and Hindgaon Builtup area as shown in Figure 2.1.
The abutting land use pattern includes built up areas, local markets, agricultural land, and private
land along the Project Highway. Terrain on the project road is shown in Figure 2.3.
Figure 2.3 Terrain on Project Road
Right of Way (RoW) is observed at number of locations along the project road. Considering that
stretch is passing through plain / rolling terrain as well as through settlement or built-up sections,
it is expected that existing right of way to vary. On the basis of secondary information collected
from site, existing right of way is expected to vary from 24m to 30m in plain,rolling terrain and
18m-24m in built-up section. As RoW stones are not available all along the project stretch hence
authenticated information shall be collected from revenue department to establish the extent of
existing right of way along the project stretch.
The existing project road width is mostly intermediate to 2 lanes without paved shoulder
configuration. The existing width of road along the project stretch is given in Figure 2-4.
Figure 2.4 Existing Road Width & Condition
The existing pavement for the entire stretch is of bituminous surface. The pavement width is
varying from 5.5 to 7.0 m. The existing pavement condition based on visual observation varies
from Fair to Very Good. During the site investigations distress of the pavement is observed in
many places of the stretches. Common failures observed along the pavement are presence cracks,
ravelling and pot holes. This may be due to weak sub grade, improper compaction or movement
of heavily loaded trucks. Existing pavement condition is shown in Figure 2-4.
There are 6 minor bridges and 66 number of other cross drainage works along the project
highway. The following Table 2.1 gives the number of each type of structure along the project
road stretch and photographs of some of the existing structures are shown in Figure 2.5 & Figure
2.6.
On the basis of preliminary inventory survey of bridge, following details are collected from site.
More details will be covered during detailed condition and inventory survey of all structures.
It is informed, konkan railway is planning for another track to existing one so proposed alignment
of vaibhavadi to Kolhapur railway line will be assess by contacting concern railway office and will
be covered in Stage 2 submission
Figure 2-1 Existing Drainage Structure
2.6.7 Intersections
Major intersections present along the project stretch is with Sawantwadi Main Road & Amboli
Ajra bypass State highways (SH-134) at Km 24.450 & 68.700. Minor junctions are observed along
the highway due to settlements all along the highways.
The road has a few minor intersections. The road inventory details are given in Engineering Report
and presented in Table 2.2.
There are many towns/ Built-up/ village section along the stretch. The following are the major
built-up places on the project stretch.
Amboli
Chandgad
Project stretch is under the local traffics and passenger trips comprising four wheeler, two
wheeler and mini buses. Movement of goods vehicles are also observed but not substantial.
As such there is no Historic structure visible within the ROW during the reconnaissance survey.
However, there are a few religious structures like temple present adjacent to the project road are
observed. It shall be further investigated after collecting detailed information on project stretch.
Wayside amenities of a planned nature are non-existent on the project stretch. No truck lay-bys
exist on the Project Highway. No bus bays including bus shelter exist on the Project Highway.
It is observed that road safety furniture particularly traffic signs, marking, studs and barrier are
observed along the stretch. But these road safety features shall be taken care during detailed
design stage of the project considering improvement proposals.
2.6.13 Utilities
Existing utilities in the form of electric poles, telephone poles and OFC line are observed along the
project corridor. All existing utilities (Above or below ground) with-in or near to existing right of
way shall be demarcated in detailed topographical survey. A proper scheme of relocating these
shall be worked out once the topographical survey is completed and utilities are marked on that.
During site reconnaissance survey it was observed that substantial relocations are expected at
built-up sections.
Linear map of project highway is prepared in satellite images as shown in Figure 2.7 highlighting
important features of project stretch as discussed in above sections.
There is no prominent submergence and flood affected section is observed during preliminary site
investigation survey. However consultant will carry out local enquiry along with interaction with
PWD official to earmarked submergence section along with project stretch. Section where
formation level and adjoining highest water table / high flood level is less than 06m-1.0m will also
be identified for any likely raising as per clause 3.2 of IRC SP 42 “Guideline on road drainage”
A reconnaissance survey was also carried out along the various possible realignment / bypass
options based on the map review of the ground reality and also the significant engineering,
environmental and social features in the project’s influence area. Reconnaissance survey team
visited various alignment points through existing access roads and did a walk through along the
alignment options. Realignment / bypass options along with TOR alignment are detailed below
on the basis of existing road network and site visit. Apart from TOR alignment, there is no
alternative route exists at site to provide shortest and fastest direct connectivity between Amboli
and Shinoli.
The major site constraint observed in the TOR alignment for widening of existing stretch of
Intermediate / 2 lane to 2 lane with paved shoulder/ 4 lane with configuration are as follows: -
Considering above criteria, all possible realignment and bypass options with pros and cons are
suggested on the basis of embedded assumption various from design input.
The various typical cross sections as proposed in IRC SP-73 2015 for 2 laning of highway projects
along with four lane configuration are given below. Suggestive TCS will be assess during stage 2
submission for project stretch based on widening scheme, site constraints, availability of right of
way and design standards. Typical cross section suggested by IRC SP 73 is shown in Figure 2.10.
Figure 2.9 Typical Highway Cross section as per IRC SP 73
The design of Flexible pavement for main carriageway shall be in accordance with IRC 37:2012 for
design lane traffic estimated from traffic surveys. Stage construction shall be considered in
pavement design and condition related overlays for strengthening should be proposed. The initial
design of overlays on the existing carriageway shall be in accordance with IRC 81-1997 using the
BBD deflections. The performance period shall be considered to be 15 years. For the design of
rigid pavements PCA method shall be followed. The paving for bus bay and truck layby shall be
with flexible pavement. The details of the Design Standards as adopted are given below in Table
2.3.
Designs of all proposed structures are in accordance with the provisions of the IRC Codes
mentioned is mentioned below.
Whenever IRC codes are silent, relevant BIS codes are being followed. In cases where even BIS
codes are silent or where use of international standards is considered prudent, other suitable
international codes are being adopted.
Loading
Dead Load:
Self-weight of the structural members are calculated on the basis of the following properties:
Live load:
Main Structure:
These shall be designed for 2 lanes of IRC Class A or 1 lane of IRC 70R loading whichever
governs.
Footpaths:
Seismic Analysis
The proposed bridges fall in Zone II & Zone III, as per the classification specified in Clause 222 of
IRC: 6-2000. The following salient parameters have been considered in the design:
Soil Parameters
Soil parameters proposed to be taken for a backfill material behind abutments are:
For the design of foundations of the bridges, soil characteristics have been adopted on the basis
of subsoil report for each individual bridge.
Design Mixes
Grade of concrete for various components of the bridges are as given below.
Bearings
Type of bearings adopted depends upon the length of span, the loads, forces and movement.
Accordingly, the bearings may be tar paper, elastomeric or POT/PTFE Type. As per good
engineering practice, different types are recommended for different span lengths as given below.
Types of bearings
Crash Barriers
Expansion Joints
Types of expansion joints based upon the length of the span are given below.
Wearing Course
Bituminous concrete wearing course, 65 mm thick, as per the circular issued by MOSRT&H /
NHAI for National Highways, will be provided. It will comprise of 50 mm thick asphaltic concrete
laid in two layers of 25 mm each with an overlay of 15 mm thick mastic asphalt.
Approach Slab
Reinforced concrete approach slabs, 3.5 m long and 300 mm thick, in M30 grade concrete at
either end of the bridge, will be provided. One end will be supported on the reinforced concrete
bracket projecting from the dirt wall and the other end resting over the soil, in accordance with
the guidelines issued by MoRTH
A levelling course, 10 cm thick, in M-15 grade concrete will be laid under the approach slabs.
Drainage Spouts
Drainage spouts will be provided in accordance with IRC standard plans. The spacing has been
adjusted such to suit span length. The drainage spouts at nallah/canal/bridge are proposed with
free down fall.
Protection Works
For bridges with open or raft foundation, protective flooring, curtain wall and apron will be
provided both up-stream and down-stream.
Un-tensioned Reinforcement
Un-tensioned Reinforcement shall be of HYSD bars (Grade designation Fe: 415) conforming to IS:
1786 - 1985 (Specifications for High Strength Deformed Steel Bars and Wires for Concrete
Reinforcement).
Pre-stressing Cables
Uncoated stress relieved, low relaxation strands conforming to IS: 14268 shall be as prestressing
cables.
Proposed Bridges/Structures
Project Road is to be developed as 2 lanes road (2 lanes carriageway). The proposed width is
given in figure 5.2 for different structures in case if different scenarios
Span Arrangement
The span arrangement for bridges is primarily based on the waterway requirement arrived at from
the hydraulic calculation for bridges, the channel cross-section and ease as well as speed of
construction. For underpasses the span has been fixed based on the width of the road which
would be passing under it.
For interchanges the structure spans have been guided by the concept developed at each
interchange location.
Superstructure
Appropriate superstructure has been proposed for each location, bearing in mind the type and
appearance of the proposed structure. Types of superstructures proposed are as given below
Substructure
Substructure for the proposed bridges are either RCC wall type with cut and ease water at ends
or RCC solid circular column piers and spill through / solid wall type RCC abutments.
Foundations
Based on the physical observations it is noted that the soil is primarily sandy, sandy silt or silty
sand. It is proposed to have primarily pile foundation for Major Bridge and open foundation in
case of ROB, minor bridges, Grade separator and Vehicular underpasses.
Drainage is essential for efficient and healthy functioning of a road. Broadly, drainage has two
aspects, namely, the cross-drainage works to ensure free and smooth movement of surface run-
off through bridges and culverts, so that there is no overtopping of road. Road drainage which
ensures quick and safe disposal of water from road surface and embankments through roadside
drains to their respective outfalls. Road side drainage standards for this project are detailed next.
During the roadside drainage survey, the following information was collected to propose an
appropriate drainage system.
The proposed road passes mostly through plain terrain through agricultural, forest and built-up
section. The following guidelines have been followed to prepare the road side drain.
Drains are provided between the main road and with service roads at built-up sections. Median
drains are provided to drain the water away from the median at long super elevated section.
These drains are covered drains provided under the footpaths at the outer sides of the service
roads near the edge of the RoW. Guidelines suggested in IRC: SP: 42 have been followed for
designing the shape, size and slope of road side drain.
For the design of drainage system the essential data used is summarised next;
Rainfall Data
Rational formula (Qd = 0.028PfIcA) as per IRC:SP:42-1994 has been used to compute the discharge
based upon the time of concentration tc in hour and critical rainfall intensity in cm/hr. The formula
for critical rainfall intensity recommended in IRC:SP:42-1994 is as below:
Ic = (F/T) * (T+1/tc+1) where,
F is the total rainfall in a storm in T hours and tc is the time of concentration. The critical rainfall
intensity is to be computed corresponding to one hour flash flood.
Runoff Co-efficient
Catchments of each drain is found as equal to the length of the drain i.e. distance along the road
multiplied by the distance between centre line of the road up to the location of the drain. Time
of concentration is found as equal to the inflow time into the drain plus flow time through drain
up to outfall location.
Design Discharge
Rational Formula
Following formula known as Rational formula is adopted to compute the drainage design
discharge.
To compute the flow capacity of the drainage structures corresponding to the design discharge,
Manning’s formula is used
The capacity of the proposed drain is compared with the design discharge. The section / size of
the drain is altered till the capacity of the drain becomes equal to the design flood.
3 LEGAL FRAMEWORK
The Government of India has formulated various policy guidelines; acts and regulations aimed at
protection and enhancement of environmental resources. The following Table 3.1 summarises
the existing legislations pertaining to the project, the various clearances required for the project
and the status as on date.
Environmental issues during road construction stage generally involve equity, safety and public
health issues. The road construction agencies require complying with laws of the land, which
include inter alia, the following:
Workmen's Compensaton Act 1923 (the Act provides for compensation in case of injury by
accident arising out of and during the course of employment);
Payment of Gratuity Act, 1972 (gratuity is payable to an employee under the Act on
satisfaction of certain conditions on separation if an employee has completed 5 years);
Employees PF and Miscellaneous Provision Act 1952 (the Act provides for monthly
contributions by the employer plus workers);
Maternity Benefit Act, 1951 (the Act provides for leave and some other benefits to women
employees in case of confinement or miscarriage, etc.);
Contact Labor (Regulation and Abolitibn) Act, 1970 (the Act provides for certain welfare
measures to be provided by the contractor to contract labour);
Minimum Wages Act, 1948 (the employer is supposed to pay not less than the Minimum
Wages fixed by appropriate Govemment as per provisions of the);
Payment of Wages Ac 1936 (it lays down as to by what date the wages are to be paid, when
it will' be paid and what deductions can be made from the wages of the workers);
Equal Remuneration Act, 1979 (the Act provides for payment of equal wages for work of
equal nature to Male and Female workers and not for making discriminabon against Female
employees);
Payment of Bonus Act, 1965 (the Act provides for payments of annual bonus subject to a
minimum of 83.3% of wages and maximum of 20% of wages);
Industrial Disputes Act, 1947 (the Act lays down the machinery and procedure for
resolution of industrial disputes, in what situations a stike or lock-out becomes illegal and
what are the requirements for laying off or retrenching the employees or closing down the
establishment);
Industrial Employment (Standing Orders) Act; 1946 (the Act provides for laying down rules
governing the conditions of employment);
Trade Unions Act, 1926 (the Act lays down the procedure for registation of trade unions of
workers and employers. The trade unions registered under the Act have been given certain
immunities from civil and criminal liabilities);
Child Labour (Prohibition and Regulation) A; 1986 (the Act prohibits employment of
children below 14 years of age in certain occupabons and processes and provides for
regulation of employment of children in all other occupations and processes. Employment
of child labour is prohibited in Building and Construction Industry);
Inter-State Migrant Workmen’s (Regulation of Employment and Conditions of Servlce)
Act, 1979 (the inter-state migrant workers, in an establishment to which this Act becomes
applicable, are required to be provided certain facilities such as housing, medical aid,
travelling expenses from home to the establishment and back, etc.);
The Building and Other Construction Workers (Regulation of Employment and Conditions
of Service) Act, 1996 and the Cess Act of 1996 (all the establishments who carry on any
building or other construction work and employs 10 or more workers are covered under
this Act; the employer of the establishment is required to provide safety measures at the
building or constructi n work and other welfare measures, such as canteens, first-aid
facilities, ambulance, housing accommodation for Workers near the workplace, etc.);
The Factories Act, 1948 (the Act lays down the procedure for approval of plans before
setting up a factory, health and safety provisions, welfare provisions, working hours and
rendering information-regarding accidents or dangerous occurrences to designated
authorities);
The Ministry of Environment and Forests has revised EIA notification, 1994 and issued the revised
EIA notification on 14th September, 2006 and further issued amendments as per notifications of
1st December, 2009 and 22nd August 2013.
Latest notification has completely changed the process of obtaining environmental clearance. The
categorisation of Projects requiring environmental clearance has also been changed. Now the new
National Highway projects and the Expansion of National Highways greater than 100 km involving
additional right of way or land acquisition greater than 40m on existing alignments and 60m on
re-alignments or by-passes will require prior environmental clearance.
All state highway projects, and State highway expansion projects in hilly terrain (above 1,000 m
AMSL) and or ecologically sensitive areas are considered in Category B projects.
Any highway project or activity specified in Category ‘B’ will be treated as Category A, if located
in whole or part within 10 km from the boundary of: (i) Protected Areas notified under the Wild
Life (Protection) Act, 1972, (ii) Critically Polluted areas as notified by the Central Pollution Control
Board from time to time, (iii) Notified Eco-sensitive areas, (iv) inter-State boundaries and
international boundaries.
The Category A projects shall be appraised by the MoEF, and the category B projects by a duly
constituted State Environment Impact Assessment Authority (SEIAA). However, in the absence of
an SEIAA, category B project will be treated as Category A Project.
Note
i. All Highway projects included as Category ‘A’ in the above Schedule shall require prior
environment clearance from the Central Government in the Ministry of Environment and
Forest and Climate change (MoEF & CC) on the recommendations of an Expert Appraisal
Committee (EAC) to be constituted by the Central Government for the purpose of this
notification.
ii. All highway projects included as Category ‘B’ in the above Schedule which fulfill the General
Conditions stipulated in the Schedule, will require prior environmental clearance from the
State/Union territory Environment impact Assessment Authority SEIAA). The SEIAA shall base
its decision on the recommendations of a State or Union territory level Expert Appraisal
Committee (SEAC) as to be constituted for in this notification. In the absence of a duly
constituted SEIAA or SEAC, Category ‘B’ project shall be treated as a Category ‘A’ project.
This project doesn’t falls either under Category ‘A’ or ‘B’ project as far as Prior Environmental
Clearance is concerned, as this project doesn’t satisfies all the criteria laid under the purview of
the EIA Notification of September 2006 and its subsequent amendments. The project road is a in
principle declared National Highway under expansion for a length of 27 km.
Thus the project roads do not come under the purview of EIA notification.
Hence Prior Environmental Clearance is not required from Environmental Impact Assessment
Authority or MoEF or SEIAA. Thus a formal EIA is also not required as per the EIA Notification
of September 2006 and its subsequent amendments.
The summary of clearances & NOCs applicable and clearances & NOCs not applicable with
agency responsible for obtaining clearance, and a stage at which clearance will be required is
given in Table 3.2. and Table 3.3, respectively.
1 Tree felling permission State Department of For roadside tree Pre construction
Environment & Forest cutting
2 NOC And Consents State Pollution For establishing plants Construction (Prior
Under Air, Water, EP Control Board to work initiation)
Acts & Noise rules of
SPCB
3 NOC And Consents State Pollution For operating Hot mix Construction (Prior
Under Air, Water, EP Control Board plants and batching to work initiation)
Acts & Noise rules of plants
SPCB
4 Permission to store State Pollution Storage & Construction (Prior
Hazardous Materials Control Board Transportation of to work initiation)
Hazardous Materials
and Explosives
5 PUC certificate for use of Department of For all construction Construction (Prior
vehicles for construction Transport vehicles to work initiation)
6 NOC for water Ground Water Ground water Construction (Prior
extraction for Authority extraction to work initiation)
construction and allied
works
7 Explosive License Chief Controller of For storing fuel oil, Construction stage
Explosives lubricants, diesel etc.
(Prior to storing
fuel, lubricants
and Diesel, etc.)
8 Permission for storage of Manufacture storage Construction stage
hazardous chemical and Import of (Prior to initiation
from Hazardous Chemical of any work)
CPCB
9 Labour license Labour Commissioner Engagement of Labour Construction stage
Office (Prior to initiation
of any work)
10 Quarry Lease Deed and State Department of Quarry operation Construction stage
Quarry License from Mines and Geology (Prior to initiation
of Quarrying)
Environmental Screening actually determines the environmental sensitivity of the project roads
(screening). That in turn helps the level of planning in terms of time, budget and effort required
to take up the particular project for development (scoping).
This screening study for the proposed road project has considered the following aspects:
Preparation of baseline
Identification and assessment of impacts
Policy, legal and institutional issues for planning and for getting all approvals and for
Implementation of EMP during Design, Construction and Operational phases
Identification of environmentally sensitive stretches
Scoping and future course of work for Environmental Assessment process
This process requires a thorough understanding of various environmental parameters and its
effect on the project planning and implementation. The screening process mainly consists of
following steps:.
Study of all back ground data relating to the project road that is to be screened and
related policy and legal issues.
Collection of data from secondary sources;
Reconnaissance survey of the project route and project influence area;
Preparation of base maps to plot the project road accurately as far as possible.
Collection of data for environmental screening;
Devising or Preparation of Formats for recording of these parameters
Analysis of environmental screening data, screening;
Identification of the VEC components that are important for the project
Preparation of Screening Matrix;
Ranking of Project Corridors; and
Scoping & Recommendations.
a) Study of Project Documents: First task is to study the project documents to have the
understanding of the project objectives, its main components, its boundary etc. Unless
the project is well understood, its impacts on environment and social issues cannot be
properly identified. In the present case, Survey of India Toposheet Maps, district planning
maps, etc. were studied.
b) Study of Laws and Regulations: Laws and regulations enacted by a Government of India
and State of Uttrakhand relevant to the proposed road construction and environment
were studied. The applicability of various acts and laws has been specified in previous
chapter.
c) Study of Guidelines, Standards etc.: Ministry of Environment and Forest (MoEF), Indian
Road Congress, Bureau of Indian Standards, World Bank etc., have published different
useful documents, which were studied for screening exercise.
d) Collection of Data from Secondary Sources
After having the background information about the proposed project and its
environmental aspects from legal and policy point of view, guidelines on such studies,
next step involves collection of data from secondary sources. The data being collected on
meteorology, demography, forests and related aspects, land use pattern, topography etc.
Following are some important information available from secondary sources.
Information Source
Demography District Census Handbook, Govt. of India
Landuse District Census Handbook, Govt. of India
Meteorology India Meteorology Department, Govt. of India
Topography Survey of India (SOI) Toposheets in 1:50,000/ 1: 25,000 scale
A team of environmental expert, social expert carried out reconnaissance survey of the project
road. Important environmental components in project influence area were identified. Those
were, trees, forests, public utilities, common property resources, cultural sites, etc. On the basis
of background information, legal and policy issues etc. a checklist was prepared to conduct
screening exercise. Discussions with local people were also conducted to obtain their opinion
about the proposed project.
The data collected through the above steps were compiled to develop the environmental scenario
of the Project Impacted Area (PIA) and the sensitive components within that. The identification
of hot spots in PIA will help in further detailed study and preparation of Environmental Impact
Assessment report and Environmental Management Plan for the project.
A qualitative assessment and quantitative assessment of data was carried out to prioritise the
project corridors. There were kilometers for which no ground data is available. The environmental
screening matrix has been prepared using the VEC components and assigning each parameter a
specific weightage. This part has been described in the following section of ranking methodology.
In the quantitative assessment, using weightage overall scores were calculated for each
kilometer.
In this last step of screening exercise summary of recommendations have been highlighted and
scooping has been done for Environmental Assessment (EA) which is a subsequent activity in the
project.
The Valued Environmental Components (VEC) are defined as social or bio physical component of
anenvironment which is of value (for any reason) in a project influenced area (PIA). Project
influenced area in the case of road project is a zone covering 10 km on both sides from the centre
line of the project road. Some of the environmental components do have impacts to as far as 10
kms. This could be water pollution or air pollution that can be carried out to far way distances. In
yet some other cases this is even more as in the case of wildlife, debris disposal and for material
sources. Based on the various studies of consultants; the following VECs have been identified in
this project.
Physical environment
i) Water bodies (River / Canals / Ponds)
ii) Drainage issues ( No of Culverts)
iii) Environmental Pollution (air/water/noise)
iv Terrain
The three environmental screening criteria’s relating to Physical Environment, Bio environment
and Socio economic environment have been discussed in the remainder of this section. A detailed
analysis and evaluation methodology based on the assigned weightages of the three main
environmental screening criteria’s have been provided in the following sub sections.
It is necessary to devise a method by which we can assign a certain weightage for each of the
identified screening criteria’s. Based on the importance of the biodiversity issues within the
region, the biodiversity issues have been given the highest weightage and in that process this is
the single attribute for the determination of the nvironmental sensitivity of the project roads.
Preliminary studies, stake holder institutional consultations, and community consultations have
revealed considerable wildlife presence along the project roads. Nevertheless in terms of the
approvals and clearances some of the project roads that are located in the Protected forests
category are free but need practical implementable environmental management plan (EMP) and.
The environmental attributes and * weight assigned have been given in the following Table 4.1.
In order to give ranking to various project stretches from environment prespective evaluation of
each project stretch needs to done. The basis of evaluation of score out of total score is given in
Table 4.2.
The project road falls in the state of . As mentioned in chapter 1, occupies the western and
central part of the country and has a long coastline stretching nearly 720 kilometers along the
Arabian Sea. The Sahyadri mountain ranges provide a physical backbone to the State on the west,
while the Satpuda hills along the north and Bhamragad-Chiroli-Gaikhuri ranges on the east serve
as it’s natural borders. The State is surrounded by Gujarat to the north west, Madhya Pradesh to
the north, Chattisgarh to the east, Andhra Pradesh to the south east, Karnataka to the south and
Goa to the south west. State has a geographical area of 3,07,713 sq. km and is bounded by North
latitude 15°40’ and 22°00’ and East Longitudes 72°30’ and 80°30’. The State has 35 districts which
are divided into six revenue divisions viz. Konkan, Pune, Nashik, Aurangabad, Amravati and
Nagpur for administrative purposes as given in Figure 5.1.
District Kohlapur: Kolhapur District is one among 34 Districts of State ,India. It belongs to Desh
or Paschim Region . Kolhapur District Administrative head quarter is Kolhapur. It is is Located 346
KM North towards State capital Mumbai . Kolhapur District population is 3874015. It is 9 th Largest
District in the State by population.It is Located at Latitude-16.7, Longitude-74.2. Kolhapur District
is sharing border with Belgaum District to the South , Ratnagiri District to the west , Sangli District
to the East , Sindhudurg District to the South . It is sharing Border with Karnataka State to the East
. Kolhapur District occupies an area of approximately 7685 square kilometres. . Its in the 80 meters
to 114 meters elevation range.
5.3 Physiography
THE PHYSICAL SETTING of the Kolhapur district can be best appreciated in the background of its
geology relief and drainage. The details of the geology of the district appear elsewhere. It may be
noted, in general, that over a major portion of the district the Deccan ' trap' influences the
landscape; only in the southern extremities the rocks of the Dharwar and Lower Kaladgi series
introduce a change in the topography. The district, on the whole, is a part of the Deccan table-
land with an average height of 1800 ft. above sea level, with the Sahyadrian Scarp forming the
most prominent feature along its western administrative boundary. From the gently uneven and
mature looking crest-line of the Sahyadries, the Kolhapur portion of the plateau is marked by
several hill ranges which emerge from the main range and develop an eastward or north-eastward
trend. Some of them extend up to 30 miles while others terminate after a short stretch. But all
these ranges have that characteristic ' Lava' topography consisting of flat tops and steep
escarpments on flanks which carry several terraces or ' steps'. The ranges rise to about 1,000 to
1,500 ft. above the valley floors. A long period of erosion on the horizontally laid lava flows
explains their general appearance. Water action has carved out river valleys and their tributary
valleys leaving the harder material as residual hill ranges. From a fairly broad base, these hills rise
in a series of terraces, which are not unlike a flight of steps, culminating in a summit level that is
noted for its remarkably flat table-lands separated by low saddles. A laterite capping marks many
of these plateau tops, and altogether, this step-like mature landscape has earned the Swedish
name ' trape ' topography. Such landscape features can be seen in the main Sahyadrian range
lying in this district, in the Vishalgad-Panhala range, in the Phonda-Sangaon, and the Kagal,
Bhudargad and Ajra ranges. Only in the environs of Ajra does this landscape change to some
extent due to the change in the underlying rock.
5.4 Meteorology
The study of meteorological and micro meteorological parameters is significant in a road project
as these parameters regulate transport and diffusion of pollutants released in atmosphere.
Climate
Kolhapur's climate is a blend of the coastal and inland climate of . The temperature has a relatively
narrow range, 12°C to 35°C. Summer in Kolhapur is comparatively cool, but more humid,
compared to its neighbouring inland cities. Maximum temperatures rarely exceed 38°C and
typically range between 33°C to 35°C. Lows during this season hover around 24°C to 26°C. Though
temperatures are rarely as high as in inland , high humidity often makes the weather extremely
unpleasant and muggy. The city receives abundant rainfall from June to September due to its
proximity to the Western Ghats. The heavy rains often lead to severe flooding in these months
due to overflowing dams like Radhanagari. Temperatures are relatively low in this season and
range between 23°C (minimum) to 30°C (maximum). Kolhapur experiences winter from
November to February. The winter temperatures are significantly higher compared than that
prevailing in other cities in such as Pune and Nasik. Lows range from 14°C to 16°C while highs are
in the range of 29°C to 32°C. Humidity is low in this season, rendering the weather pleasant
5.5 Drainage
The Kohlapur district has a well-developed drainage pattern. All the rivers of the district
originated from the Sahyadri ranges in the West and flows in general to eastward direction
through the district to the Bay of Bengal. The 'Krishna' River flows only for a short distance
through the district mainly in its eastern boundary. The main rivers of the district from north to
south are, 'Vaarna', 'Panchaganga', 'Doodhganga', 'Vedaganga' and 'Hiranyakeshi'. The 'Vaarna'
river has a long course but a restricted basin. The 'Panchaganga', on the other hand, commands
a large drainage area through its main tributaries, the 'Kasari', 'Kumbhi', 'Tulsi' and 'Bhogavati'.
The sourthern rivers, the Doodhaganga with its main tributaries, the Vedaganga and
Hiranyakeshi, have I long courses but smaller independent valleys. There is also an interesting
contrast in the direction of flow of the rivers of the district. The Vaama flows from north-west to
South-East, while the southern rivers flow from south-west to north-east. This is probably due to
the underlying geological structure and the denudation sequence of the 'Krishna' River, which
controls in a large manner, the flow and erosive capacity of these rivers.
5.6 Seismicity
Though Sindhudurg and Kohlapur districst have no earlier history of earthquakes still it comes
under the seismic zone III. The proximity of the Western Ghat Fault Scarp and evidences of neo
tectonic activities in the Konkan area point to the earth movements in the recent past and the
possibility of an earthquake cannot be ruled out. There is no history of earthquakes in this district
earlier. Seismic map of India is shown in Figure 5.5.
Figure 5.5 Seismic Map of India
5.7 Soil
The soil is the product of present rocks. Climate, rainfall, humidity and vegetation affect the soil
formation in the Konkan region. The soils of the District are generally classified in to three parts
i.e. Laterite soil, salty soil coastal aluminium soil
i) Laterite Soil :
The predominant soils in the district are laterite soils and extensive spreads of laterites are noticed
throughout the district they very in colour from red to brownish red, owing to the preponderance
of Hydrated iron oxide. They are fairly well supplied with nitrogen and organic matter and their
texture is loamy. They are porous and not retentive of moisture. These soils are foured in several
grades, The main being rice soil and Varkas soil. Both of there soils are available on the slops of
hills. There are yellowish red in colour and Poor in fertility. Paddy the principal crop of the district
grows in this soil and more than 50% of area is under this crop. The balance land is traditionally
cultivated for Ragi, Vari, Nagli etc but this practice is being abandoned and there is a definite shift
towards horticultural crops in the recent years. The cultivation of ground nuts sun flower,
watermillon,sugarcane has also picked up in the recent years. The district is famous for its mango
crop specially the world renowned Alphanso. There has been rapid increase in the area under
cashew nuts and mangoes with more and
more Varkas soil being brought under plantations. Entire land scope is also dotted with coconut
Kokam Aracanut and Jack fruits trees, which the river well in these soils and climate pluses and
spices like pepper are also cultivated specially in the coastal areas.
Due to the inundation of the sea a part of the coastal soils has become salty. They are locally
known as Khar or Khajan. In Devgad, Malvan and Vengurla Tahasils the entire western strips are
salty while in other tahasils only salt patches are noticed.
The coastal strips have deep sandy loams and in these soils cocount and arecanut gardens thrive
well. Soil Map of District Sindhudurg is given in Figure 5.6
The district Kohlapur can be devided into three broad soil zones. One, the western zone of heavy
rainfall is covered with laterite soils, two, the central part with more or less assured rainfall is
covered with fertile, well drained brownish soils of neutral reaction, and three, the dry eastern
zone with precarious rainfall is covered with medium black soils of varying depths. Lateral soil
occurs mainly in the Western Hilly Tract of heavy rainfall. On the hilltops which are not covered
by forests. It is red to brownish red in colour, mostly eroded and shallow. It is not tentative of
moisture when terraced, application of nitrogen and phosphorous are found quite useful. In the
Valleys, laterite soil is mixed with trap soils. The colour of which vary from brown to black. The
soil is fairly deep and retentive moisture. Brown soil is found in the Central Zone. It is mainly
derived from trap and. is dark brown in colour with a reddish tint. It is rich and fertile with
excellent granular structure. Medium and deep black soils are found in the Eastern Zone. It is
derived from the trap and varies considerably in depth. On an average, according to the District
Census Handbook-1991, the soil of 'Kolhapur' District is found fertile.
Dispersion of different air pollutants released into the atmosphere has significant impacts on the
neighborhood air environment of an industrial/project and forms an important part of impact
assessment studies. The ambient air quality status with respect to the study zone of 10 km along
the road alignment will form the base line information over which the predicted impacts due to
the proposed expansion of project can be super imposed to find out the net (Final) impacts on air
environment. From the final impacts a viable Environmental Management Plan (EMP) can be
prepared based on the impact statement for the air environment. The baseline status of the
ambient air quality can be assessed thorough scientifically designed ambient air quality
monitoring network. The design of monitoring network in the air quality surveillance program
has to be based on the following considerations.
Micro-meteorological data within the project area during the air quality survey period is an
indispensable part of air pollution study. The meteorological data recorded during survey period
is very useful for proper interpretation of the baseline information as well as for input, to
predictive models for air quality impacts. To understand meteorological scenario the
Monitoring of air quality will establish the exact scenario and will also help to assess the potential
impact of the project on them. To establish the baseline air quality scenario representative
ambient air quality monitoring stations will be established within the study corridor. Sampling and
analysis of air samples will be conducted as per established standard methods and procedure.
District Kohlapur
Central Ground Water Board and Ground Water Survey and Development Agency (GSDA) have
jointly estimated the ground water resources of Kolhapur district based on GEC-97 methodology.
The same is presented in Table-4. The estimation the total annual ground water recharge is 565.77
MCM with the natural discharge of 41.17 MCM, thus the net annual ground water availability
comes to be 782.26 MCM. The gross draft for all uses is estimated of 458.66MCM with irrigation
sector being the major consumer having a draft of 445.40 MCM, whereas the domestic and
industrial draft is to the tune of 13.26 MCM. The net ground water availability for future irrigation
is estimated to be 310.33 MCM, whereas the allocation for domestic and industrial supply up to
2025 is 26.52MCM. Stage of ground water development varies from 35.81% (Sahuwadi) to 82.16%
(Hatkangale). Overall stage of ground water development for the district is 58.63. All the 12
talukas and 40 watersheds of the district fall in “Safe” category.
Surface Water includes drainage channels (rivers, streams, and canals) and stagnant water bodies
(lakes, ponds, tanks and other impounded water bodies). A highway project can significantly alter
the hydrological setting of the project area by acting as an impediment to the natural drainage
system of the region. It is therefore essential that all surface water resources and ground water
resources and their characteristics be identified and examine along the project road.
For generating data on surface water quality as well as ground water quality parameters and
drawing up the baseline scenario in the study corridor, representative surface water and ground
water quality monitoring stations shall be selected for the purpose based on their importance as
source of irrigation and water supply, size, future impacts and quantum of water available.
Samples collected shall be analysed for physical, chemical and bacteriological parameters as per
established standard methods and procedures.
Ambient noise level monitoring using suitable sound level meter will be carried out to assess the
background noise levels and characterise the noise environment in the study corridor.
Soil formation is influenced mainly by climate, geology, relief and other biotic interactions.
Agricultural economy and rapid industrialization go hand in hand; hence it is essential to identify
the impacts of the project operation in the study area on the soil characteristics, which would
affect the agricultural, and afforestation potential. Accordingly, an assessment of the baseline soil
quality will be carried out.
To assess the impacts of the developmental activities of the project on the soil in the area, the
physiochemical characteristics of soils within the study corridor will be examined by obtaining soil
samples from selected areas and analysing the same for establishing the baseline data.
5.15 Forests
This is the most important parameter in the environmental screening process because of the
biodiversity related issues. More over if impacted it requires many months /years of legal process
to obtain clearance for environmental and forestry clearances if the Forest in various importance
(RF,Sanctuary, National parks etc) are impacted. Details of the Forest Area in the District
Sindhudurg is given in Table 5.6. Classification of Forest in the District Sindhudurg is given in Table
5.7.
https://mahasdb. .gov.in/SDB_Reports/Sindhudurg/PDF/2010-11_Sindhudurg_DSA_5_1.pdf
The forest cover is spread over in Sawantwadi, Kudal and Kankavli and falls in the Sahydrian range.
The forest belongs to semi-evergreen type with a top canopy represented by Mangifera indica
(Known as 'amba' in the region), Terminalia tomentosa (Ain), Mimosups elengi (Bakul),
Petrocarpus Marsupium (Asan), Tamarindus indica Chinch), Adina cordifolia (Hed), Hollarhena
antidysentrica (Kuda), Mitragyna parviflora (Kalamb), and Garcinia indica (Phuiand). The middle
canopy is formed by Olea dioka (Parjambul), Aflantia mpnophylla (makadlimbu), Grewia filiacfolia
(Dhaman), and Vitex altissima (Bulgi).
The undergrowth consists of shrubs Grewia micreces (Has°li), Carrisa carandas (Karaunda),
Calycopteris floribunda (Ukshi) and Holarrhena antidysentrica. The area delineated as semi
evergreen forest is to the extent of about 10% of the district area out of which 28,988 hectares is
notified one while 22,562 hectares belongs to private ownership. Besides this, the South Indian
moist deciduous forest in the district is composed of edaphic variations viz . , forests on red
lateritic soil and laterities and forests on sandy loams .
The important species is Tectona grandis A which thrives well 'on sandy loams and also in
moderate laterite soils. The percent age of t eak is upto 30% in both the edaphic variations . It is
associated with Terminalia tomentosa, T. Panciulate, Lagersroemia trifuga, Xylia xylocarpa and
Salmnalia malabaricum (Bombax ) The middle storey of the forest consists of Alstonia Scholaris, (
Fruit ) Pterocarpus marsupium, Artocarpus integrifolia and Dalbergia latifolia . The undergrowth
is made up of evergreen or semi-evergreen shrubs and bamboos. Most of the deciduous forest is
of private ownership and stretches to the extent of 66588 hectares the district area - IRs Data.
A patch ( about 4112 hectares ) near Chankul in Swantwadi represent s degraded forest area .
Industrial timber and fine wood is the major forest produce both in terms of value and quantity .
The minor forest produce are bamboo, honey, wax, Agave and grasses . Sawantwadi is one of the
major contributor for the forest products.
https://mahasdb. .gov.in/SDB_Reports/Sindhudurg/PDF/2010-11_Sindhudurg_DSA_5_1.pdf
Physically, the forests of kolhapur are a southward extension of the forest types of Poona and
Satara districts. The wooded areas are confined to the western half of the tract. The western rim
and its descending slopes claim a stunted type of evergreen vegetation. On the eastern fringes
the over-wood consists of deciduous species with a ground-flora of evergreen species. The dry
eastern plan claim scanty patches of wood-growth in land pockets. Three main forests types can
be distinctly located, viz., (1) the sub-tropical evergreen, (2) the moist deciduous and the semi-
evergreen, and (3) the dry deciduous forests.
Sub-Tropical Evergreen.
These occupy the high rainfall regions in the extreme west of the dstrict. No particular plant
species can be marked as principal in the composition. Jambhul, hirda, anjani, surangi,
panjambhul get mixed up in the top canopy with pnansi, etc., mostly coming in as sub-
dominants. The lower storey and ground flora mostly consist of karvi, bracken fern and others.
This composition is mainly confind to elevations round about 2,200' above the mean sea level.
Table 5.8 Area statement of the forests in various Ranges of Kolhapur District
Name of the Area o Reserved Area o Protected Area o Unrelassed
Total
Range. Forest.. Forest t Forest.
A. g. A. g. A. g. A. g.
1. Karvir 10,437 25 12,476 38 824 15 23,738 38
2. Panhala 47,783 12 21,343 13 -- -- 69,126 25
3. Bhudargad 48,886 15 20,487 11 -- -- 69,373 26
4. Ajra 15,036 33 18,323 03 243 15 33,603 11
5. Vishalgad 44,480 26 4,427 34 -- -- 48,908 20
6. Bavada 18,318 10 -- -- -- -- 18,318 10
7. Radhanagari 45,760 39 37,928 31 -- -- 83,689 30
Total 2,30,704 00 1,14,987 10 1,067 30 3,46,759 00
These forests have been classified as reserved, protected etc. by the former Kolhapur State.
However, a regular forest settlement and demarcation as per the procedure laid down in the
Indian Forest Act will have to be done. Besides, there are extensive areas known as sheri lands
claimed by H. H. the Chhatrapati Maharaja of Kolhapur as his private property, which are well
stocked with forests. The legal position of these sheri lands have not been finally decided.
Natural vegetation as such hardly seems to exist in the district since much of the area of the
district Kohlapur has been brought under cultivation and that which is not technically under
forests and grasslands, has been considerably destroyed. Elements of natural vegetation appear
to be of three types: The truly monsoonal forests with such trees as Hirda, Ain, Nana and various
kinds of cassias and teak occur in the rainier parts of the west; secondly, a degenerate form of the
monsoonal type occurs more as scrub with stunted teak, khair and bamboo in the hilly tracks in
the middle; thirdly, a savanla type of vegetation consisting of grass and thorny shrubs notably
acacias appears in the drier eastern parts. As has been said already, much of the natural
vegetation has been modified by man and there has been an evident decrease of monsoonal
vegetation cover and an increase in grass land areas as a result of the rapid destruction of forests.
It appears that riverine meadows which were an important feature of the agricultural economy
during the last century have also been vanishing with the increase in cultivated area in the upper
regions of almost all the valleys of the district.
is home to many wildlife sanctuaries and national parks. These national parks and sanctuaries
are home to many rare species of flora and fauna. The list of Wild life sanctuaries and National
Parks is given in Table 5.9 and shown in Figure 5.8
5.17 Wetlands
The Western Ghats, also known as the Sahyadri Hills, are well known for their rich and unique
assemblage of flora and fauna. Norman Myers included the Western Ghats amongst the 25
biodiversity hot-spots identified in the world.
The Western Ghats extend from the Satpura Range in the north, go south past Goa, through
Karnataka and into Kerala and Tamil Nadu end at Kanyakumari embracing Indian ocean. The major
The northern portion of the narrow coastal plain between the Western Ghats and the Arabian Sea
is known as the Konkan Coast or simply Konkan,the central portion is called Kanara and the
southern portion is called Malabar region or the Malabar Coast. The foothill region east of the
Ghats in is known as Desh, while the eastern foothills of central Karnataka state is known as
Malanadu. The Biligirirangan Hills lies at the confluence of the Western and Eastern Ghats. The
outer area of villages in western Ghat in is shown in Figure 5.10.
5.19 Industries
Industrially is one of the advanced states in the Country but Sindhudurg is one of the most
industrially under developed districts in this state. There is practically no major manufacturing
Tahsilwise some important tourist, cultural and Historical places in the Sindhudurg district are as
follows
In Vaibhavwadi Tahsil
Napne waterfall, Dajipur wildlife, Shree Rameshwar Temple, Kurladevi Temple, Bhrahmandev
Temple and Ayanari caves.
In Devgad Taluka
In Kankavli Taluka
Bhalchandra Maharaj Math, Gopuri Ashram, Shree Rameshwar, Ramgad, Shivgad, Pataki Devi
Temple, Dhalkathi, Ubha Dev, Choundeshwari Temple, Ganapati Sana etc.
In Kudal Taluka
In Malvan Taluka
Sindhudurg Fort, Tarkarli Beach, Karli Creek, Tondavali Beach, Devbag Beach, Achara Beach,
Chivala Beach, Dhamapur Lake, Padmgad, Shivrajeshwar, Tarkarli Creek & Rock Garden.
Bharadidevi Temple, Shree Dev Rameshwar, Bhadrakali Temple, Ozar, Walaval, Durgadevi
Temple.
In Vengurla Taluka
Nivati Beach, Mochemad Beach, Rameshwar Temple, Vithoba, Navdurga Temple, Ganesh Temple,
Natraj Port, Vayangani Beach, Shiroda Beach etc.
In Sawantwadi Taluka
Place of Maharaja, Moti Talav, Wooden Toys, Wooden Fruits, Ganjipha, Bambu Work, Wooden
Mask, Nangartas Waterfall, Hiranyakeshi & Lord Shiva Temple, Raghunath Market, Shaligram, Hill
Resort, Amboli etc.
In Dodamarg Taluka
Adventure Sport, Boating, Charlla waterfall, Rock climbing, aero-sport, Comps of tracking,
Rappelling Navigation and valley crossing. In this way Talukawise various Tourist attractions in the
District consisting of temples, fort, ports, festivals, fairs art and handicrafts, waterfall, caves,
creeks, lakes, hill-stations etc.
Religious Places
Kolhapur is also known as "Dakshin Kashi" for its High Religious and Spiritual Importance. Goddess
Mahalaxmi Ambabai is the guardian deity of Kolhapur. We are also blessed with various temples
and religious places which make visiting Kolhapur none less then a pilgrimage. See more details
below:
Mahalakshami Temple , Jotiba , Tryamboli (Temblai) , Kashi Vishveshwar Temple , Bahubali
Katyani Devi , Khidrapur, Kaneri Math, Shankaracharya Cloister (Math)
Historical Places
Kolhapur is also a place of great Historical Importance. Right from Shivaji Maharaj to Shahu
Maharaj, Kolhapur has lived a marvelous life which has left marks on the culture and architecture
Kolhapur is situated on the banks of River Panchganga. It also has various Lakes in and around the
city which add to the beauty and grandeur of the place. Leisure and pleasure are the worlds which
describe the time you will spend at these spots. Rankala , Narsinhwadi, Kotiteertha, Panchganga
Ghat
6.1 Preamble
It has been observed that improvements, widening and strengthening may lead to a some adverse
environmental impacts. These environmental impacts include tree cutting, shifting of common
property resources, partial / complete filling of water bodies (ponds) along roadside,
contamination of river water, disturbance to fauna, etc. To facilitate assessment of adverse
environmental impacts, the existing scenario of environmental status of the project region is
studied and presented in subsequent
The Environmental screening purpose data is collected for soil erosion, habitat/ settlements,
forests, wildlife, number of trees, water bodies, and related aspects, etc. Chainage wise
description of environmental features along the the project road is described in the following sub
sections.
6.3 Project Road in Relation to Surface Water Resources (Rivers, Streams) Resources
The proximity of the river systems to the project roads is very important due to the erosion
issues. The construction activities may open /trigger large scale erosion surfaces. Proximity of
the surface water resources to the project road is given in Table 6. 1
Table 6.1 Proximity of the surface water resources to the project road
98.000 -99.000 1
In the entire District not too many major ground water potential are located. There are no
ground water resources observed along the project road.
Cross Drainage Structures along the project road are given in Table 6.2.
6.6 Population Distribution and Environmental Pollution along the Project Road
The population presence along the project road has been used to qualitatively assess the air water
and noise quality as provided in Table 6.3. Proximity to thickly populated urban centres is the
main sources of pollution. Traffic and industrial activity is low.
Table 6.3: Population Distribution in relation to Pollution (Air /Water and Noise)
Chainage (km) Population/Residential/commercial Total
property
86.000 -87.000 4 2 7 - 13 6
87.000 -88.000 4 5 4 10 23 10
88.000 -89.000 1 3 - - 4 2
89.000 -90.000 2 2 - - 4 2
90.000 -91.000 - 3 - - 3 2
91.000 – 92.000 - 4 - - 4 2
92.000 – 93.000 3 - 1 - 4 2
93.000 -94.000 2 - 2 - 4 2
94.000 -95.000 2 - - 1 3 2
96.000 -97.000 3 - 5 5 13 6
97.000 -98.000 4 - - - 4 2
98.000 -99.000 1 - 7 4 12 6
99.000 -100.000 2 2 1 - 5 2
100.000 -101.000 2 1 - - 3 2
101.000 – 102.000 3 - - 3 2
102.000 – 103.000 - - - - - 0
104.000 -105.000 - - - - - 2
107.000-107.300 Industry - - 6
Boundary
Terrain along the project road varies from plain to rolling terrain along the project road is given
in Table 6.4.
79.000 -80.000 1
80.000 -81.000 1
81.000 – 82.000 1
82.000 – 83.000 1
83.000 -84.000 1
84.000 -85.000 1
85.000 -86.000 1
86.000 -87.000 1
87.000 -88.000 1
88.000 -89.000 1
89.000 -90.000 1
90.000 -91.000 1
91.000 – 92.000 1
92.000 – 93.000 1
93.000 -94.000 1
94.000 -95.000 1
95.000 -96.000 1
96.000 -97.000 1
97.000 -98.000 1
98.000 -99.000 1
99.000 -100.000 1
100.000 -101.000 1
101.000 – 102.000 1
102.000 – 103.000 1
103.000 -104.000 1
104.000 -105.000 1
105.000 -106.000 1
106.000 -107.000 1
107.000 -107.300 1
The number of trees have been estimated in RoW of all project route through sample counting in
various stretches of project routes. The number of trees per km and total in RoW are given in
Table 6.5. Actual no of trees, which may need to be cut in corridor of impact (COI) due to
proposed upgradation and widening would be far less and are under process of identification and
enumeration. Care shall be taken to minimise/ to avoid felling of these trees and mitigation
measures shall be devised.
The project road does not pass through any forest area.
6.10 Wild Life Sanctuaries and National Parks, and Western Ghats
The proximity to the ecological sensitive areas like wild life sanctuaries and National parks are
the most important criteria for screening of roads. The Figure 5.8 shows that is home to many
wildlife sanctuaries and national parks. These national parks and sanctuaries are home to many
rare species of flora and fauna. There in no wildlife santuary/national park within 10 km distance
from the either side of the project road. The project road is ot located in the western Ghat area.
6.12 Archaeological Structures, Monuments &other Cultural Resources along the project
road
Only 5 Temples ( LHS & RHS) is observed to be located along the project road.
The list of Archaeological Structures, Monuments &other Cultural Resources along the project
road are given in Table 6.8.
91.000 – 92.000 1 - - - 1
96.000 -97.000 1 1 - - 2
100.000 -101.000 1 - - - 1
About 174 residential & commercial properties are observed on both the sides of the road.
Table6.9 gives the list of residential & commercial properties along the project road.
Table 6.9: Residential & Commercial properties along the project Road
Boundary
Chainage wise weightage and ranking of the Project road is given in Table 6.10.
Based on the Valued Ecosystem Components, using the methodology adopted for the
environmental screening weight age matrix has been prepared and provided as in Table 5.10.
Similarly a qualitative approach has been carried out for assessing the impact of various
environmental attributes and this is provided in Table 6.11.
Findings, on the basis of screening exercise carried out, weightage given and sensitivity ranking
observed for the project road are given below:
The overall Environmental sensitivity, and hence the magnitude of Environmental Impact
varies from low to medium.
Additional land acquisition will be required.
There is no environmental constrainit that critically atffect the reliabilitation &
upgradation of the roads
No forest land would be required for widening and strengthening of project road.
Several no trees exist on both the sides of the road, many of which may be required to
cut for the construction of the road. Care shall be taken to minimize the tree cutting.
This project doesn’t falls either under Category ‘A’ or ‘B’ project as far Prior Environmental
Clearance is concerned, as this project doesn’t satisfies all the criteria laid under the purview of
the EIA Notification of September 2006 and its subsequent amendments.
Thus the project road does not come under the purview of EIA notification.
This Section describes the evaluation of impacts leading to the environmental screening and
prioritisation of the project section based on the environmental sensitivity.
The widening and improvement of the project roads in will positively contribute for the growth
of the district and hence State. It is necessary to prioritise the improvements of these roads so as
to systematically invest for maximisation of the project benefits. Tourism sector is seen as the
major scope for the growth of the area. However it is necessary to stream line the improvements
to contribute positively to all other sectors. For example, the improvements of the road net work
should not lead to a reduction of flora and fauna in the area. With National and State
environmental policies and environmental laws in place in the country, we should not miss the
sustainable development objectives of these regulations. Sustainable development of course will
benefit not only local population but also regional, and national levels. In order to meet the
sustainable development objectives of the road improvements planned for the State of , certain
level of planning is essential. The entire project preparation stage could be seen at this planning
stage for the project. This planning is required for the planning and design stage itself and then
for later construction and operational stages. During the design stage such planning will help to
identify environmental impacts very early and will help to find out mitigative measures such as a
change in alignment (avoidance of impacts) or minimise or to mitigate such impacts.
The potential impacts due to the project implementation can be classified in to three groups.
These are impacts on, physical environment, bio environment and socio economic environment.
These can be taken care of during design stage, during construction stage and also during the
operational stages. Normally the construction stage impacts are most crucial for road
construction projects.
During design stage as described earlier it is necessary to foresee the impacts after careful ground
surveys and analysis. All information collected must be accurately transferred to design drawings
and plans, so that this will lead to a design that is most acceptable to the local people to whom
the roads are being planned. The main issues that can be tackled at this stage are the following,
The construction stage impacts are the most critical in road construction projects.. This could lead
to large scale excavation of earth material. Part of this could be utilised for construction, while
most of this will have to properly dispose off. This is not an easy job as it is difficult to find land
for disposal. Therefore lot of efforts are required towards this. The associated soil erosion is a very
serious issue as it would lead to air water quality deterioration in the nearby areas. The
establishment of construction camps including labour camps, hot mix plants, WMM plant etc will
lead to temporary impacts of serious nature. Disposal of construction materials and oil spillage
from the construction zones are also expected impacts. Therefore careful planning coupled with
modern engineering practices for slope stabilisation need to be implemented to avoid continuous
yearly (mostly related to rainfall during monsoon) earth movements that could lead to loss of life
and property
Water quality
Significant temporary impact to drainage is expected. With the construction of many culverts
and bridges could lead to temporary impeding of natural drainage. This could lead to pollution
from construction wastes, POL etc. Further unplanned construction methodologies can have
catastrophic effects due to unexpected rain fall and resultant massive erosion of material.
Air quality
Generation of dust during the construction stage will be a most significant impact of temporary
nature. Pollution from the construction machineries and vehicles will also be significant. The
blasting operations will also lead to air pollution. During construction phase, the gaseous
emissions from the asphalt mixing plants are also a source of temporary air pollution.
Noise quality
The construction operations using various heavy machineries and vehicles could lead to
temporary high noise levels. Blasting operations will lead to noise pollution. All these are to
disturb the forest ecology temporarily. The less traffic in many roads will reduce the noise due to
constant honking of horns due to high traffic congestion. All of this will lead to impact on the road
During construction,number of trees will be required to cut; clearing and grubbing will lead to the
loss of other floral species. While the impacts to flora will be high both during construction and
operation phases, the impacts to fauna will be more confined to the operational stages, especially
due to an increase in the traffic -wildlife collision. During construction, blasting operations and
with all other highly mechanised work, the noise level could be high. The construction labours
most from out side may indulge in activities that could lead to a variety of impacts such as hunting
of animals, cutting forest trees for firewood or for other purpose such as to make temporary
shelters. During operational stage, the improved roads could lead to high level of poaching and
logging of forest and forest resources. Therefore a synchronised approach between the forest
department and the road construction authority should take place. This has been already
identified and efforts are on to carry out a detailed study of the biodiversity in the region and the
impacts of the roads project.
Out of this, the main is the loss of agricultural land, loss of building and loss of lively hoods.
Besides, there could be loss of drinking water sources, loss of access to buildings and properties
and agricultural land. In addition to that there could be impact to cultural properties such as
temples, shrines monuments and other Archaeological properties.
During construction phase, almost all temporary impacts relating to air, water and noise could
affect the local population. Nevertheless the present level of air, water and noise pollution is
minimum due to the dense vegetation cover and very low level of human and industrial activity.
Further the expected growth of the traffic will be at a very slow pace in majority of the project
roads. Even along the tourist corridors the growth will be restricted to short tourism seasons.
The positive impacts will be an increase in tourist and pilgrimage flow to Himachal Pradesh. Here
will be improved safety, reduced travel time easy access to schools and hospitals in otherwise
slow hilly terrains.
Besides, above-mentioned impact on natural and bio environment there will be socio-economic impacts due to disruptions on the social and economic
interactions of communities. This involves effect on both the adjacent communities (mostly direct) as well as the nearby communities (mostly indirect).
8.1 General
The negative impacts of road projects can be reduced or minimised 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 utilise a combination of both options
to arrive at practically implementable measures. Conscious efforts shall be worked out to
minimise any adverse impacts on the various environmental and social components. Where
the impacts on various environmental components shall be unavoidable, suitable mitigation
designs shall be worked out.
Most of the direct impacts of a road project occur during the construction stage. This stage
is also important since the people living near the sites are inconvenienced without the
collateral benefits of a functional road. Moreover, construction related activities are
confined within an identifiable boundary and so is the affected population. It is also the
stage of the project when Patel Infra, can exercise maximum control to ensure that the
environmental impacts are minimised. Good engineering practices and Corporate Social
Responsibility like employing local population, self help groups & NGOs for various work
activities shall not only ensure taking care of the environmental concerns but also engage
the community and create goodwill with the early in the project.
8.4 Safety
The project takes care of safety measures for road users including pedestrians as per IRC
guidelines. Advance warning signboards, flagmen are proposed during the construction
period. Care shall be taken during construction with habitation areas and especially near
Schools. All the signboards giving caution and barricades for diverting the traffic shall be as
per IRC & PWD R&B specifications. Some trees might need to be felled / branches trimmed
since these might become potential safety hazards due to their existing locations or due to
rising of embankment height. However care shall be taken to save as many trees as possible
from felling.
Environmental impacts could be positive or negative, direct or indirect, local or regional and
also reversible or irreversible. The impacts generated during construction and operational
phase of the roads along with management plan for these impacts will be discussed in
Environmental Management Plan. Environmental management considerations in the form of
EMP would be designed for project activities based on sample EMP and the Codes of
practices. The EMP shall provide guidelines & help the contractor in implementing and
incorporating environmental management practices to reduce negative environmental
impacts of the project. The plan would outline existing and potential problems that may
impact the environment and corrective measures where required. Enhancement measures
will also be proposed in order to provide good environmental practices and improve the
aesthetics.
C. OPERATION STAGE
7 Environmental (a) Ambient Air Quality monitoring at Residential & No.
Monitoring Commercial locations along the project road (6 16 8,500
locations in the interval of 3 months for 2 Years) 136,000
(b) Surface Water Quality monitoring along the No.
project road (6 locations in the interval of 6 months 8 7,500
for 2 Years) 60,000
(c) Ambient Noise monitoring at sensitive receptors (6 No.
16 4,000
locations in the interval of 3 months for 2 Years) 64,000
(d) Soil Quality monitoring of Agricultural lands (3 No.
4 7,000
locations in the interval of 6 months for 2 Year) 28,000
Total EMP Cost during Operation Phase 2,88,000
Total Cost (A+B+C) 6,74,82,000
Contigency (10%) 67,48,200
Total EMP Cost (Rupees) 7,42,30,200
Note:
** Total no. of trees existing on both the sides of the road are 12000 approx. its assumed that the 70% of the trees will be required to cut for the additional
ROW development. However, the exact number will be confirmed only after the fixation of the final alignment.