Environmental Screening and Scoping

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

Table 2.1 Existing Cross Drainage Structures on Project stretch

Table 2.2 Existing Road Inventory
Table 2.3 Details of the Design Standards
Table 3.1 Summary of Relevant Environmental Laws & Regulations
Table 3.2 Summary of Clearances & NOCs Applicable
Table 3.3 Summary of Clearances & NOCs Not Applicable
Table 4.1 Weightage assigned for Environmental Parameters
Table 4.2 Basis of Evaluation
Table 5.1 Tahsil wise Average annual rainfall and total days of Rainfall 2010-11 in
Sindhudurg District
Table 5.2 Month wise Average annual rainfall and total days of Rainfall 2011 in
district Sindhudurg
Table 5.3 & 5.3a Landuse pattern of district Sindhudurg & kohlapur
Table 5.4 Micro-meteorological Parameters to be considered for Study
Table 5.5 & 5.5a Ground Water Resources in District Sindhudurg
Table 5.6 Details of the Forest Area in the District Sindhudurg & Kohlapur
Table 5.7 Classification of Forest in the District Sindhudurg
Table 5.8 Area statement of the forests in various Ranges of Kolhapur District
Table 5.9 List of Wildlife Sanctuaries in
Table 6.1 Proximity of the surface water resources to the project road
Table 6.2 Cross Drainage Structures on the project road
Table 6.3 Population Distribution in relation to Pollution (Air /Water and Noise)
Table 6.4 Terrain along the project road
Table 6.5 No of Trees along the Project Road (RoW)
Table 6.6 Area of project road located in the western Ghats.
Table 6.7 School/ Colleges/ Hospitals along the project road
Table 6.8 Archaeological Structures, Monuments &other Cultural Resources along
the Project Road
Table 6.9 Residential & Commercial properties along the project Road
Table 6.10 Chainage weightage based on VECs
Table 6.11 Qualitative impact of various environmental attributes
Table 7.1 General Impacts on Natural Environment
Table 7.2 General Impact on Social and Cultural Environment
Table 8.1 Environmental Budget

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

Figure 2.8 Example of Realignment / Curve Improvement at Ch 20+000

Figure 2.9 Typical Highway Cross section as per IRC SP 73
Figure 2.10 Typical Structure Cross section as per IRC SP 73
Figure 5.1 Location of Maharashtara State
Figure 5.2 Location of District Sindhudurg & Kolhapur
Figure 5.3 Rainfall and temperarure map of District Sindhudurg
Figure 5.4 Drainage Map of District Sindhudurg
Figure 5.5 Seismic Map of India
Figure 5.6 Soil Map of District Sindhudurg
Figure 5.7 Landuse pattern of district Sindhudurg
Figure 5.8 Map showing wildlife sanctuaries and National Parks in
Figure 5.9 Map showing wetlands in district Sindhudurg
Figure 5.10 Map Showing area of villages in western Ghat in
 1 INTRODUCTION

1.1 Background of State

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.

Figure 1: State Map

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 .

1.2 Project Background

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.

Figure 1.1 Key Maps Showing Project Stretch in yellow

1.3 Scope of Work

The scope of work includes the following main tasks:

a) Assessment of potential impacts to ensure that environmental considerations are given

adequate weight in the selection and design of proposed highway improvement;
b) Information on existing environmental baseline conditions (based on desk review and
field visits) such as congested and densely populated areas, sensitive/ critical natural
habitats i.e. national parks, wildlife reserves, sanctuaries, sacred groves, protected area,
forests, wetlands, tree cover major rivers and waterways; cultural heritage sites of
importance to people
 c) Valued environmental components and screening criteria to help in the analysis of
alternatives;
d) Assessment of positive and negative impacts and proposals of cost effective measures to
enhance positive impacts and to avoid and/or mitigate negative impacts;
e) Coordination of the environmental screening with the feasibility study by integration of
the environmental considerations and their associated cost, in the economic analysis. This
should include identification and analysis of alternatives in-built into the
recommendations for engineering improvements and sensitivity analysis;
f) Application of national and state framework and relevant guidelines and policies;
g) Plans of proposed road alignments, showing all attributes with in the corridor of impacts

1.4 Aims and Objectives of Environmental Screening

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.

1.5 Structure of the Report

The report has been divided in 8 chapters. The coverage of report is given below:
Chapter Number Name of Chapter
1 Introduction
2 Project Description
3 Legal Frame Work
4 Environmental Screening
5 Environmental Setting Baseline Features
6 Environmental Status of The Project Road
7 Potential Environmental Impacts
8 Mitigation and Enhancement Measures

2 PROJECT DESCRIPTION

2.1 Project Road

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.

Figure 2.1. Location and alignment of project stretch

2.2 Corridor of Impact and Project Influence Area

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.

2.3 Project Proponent

The project proponent is National Highway (P.W.D), Government of .

2.4 Need for the Project

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.

2.5 Expected Benefits

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

2.6 Existing Features

2.6.1 Alignment

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.

Figure 2-2: Photographs of Existing Project Road

2.6.2 Terrain and land use

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

2.6.3 Right of way

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.

2.6.4 Existing Road Width

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

2.6.5 Pavement 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.

2.6.6 Cross Drainage Structures

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.

Table 2.1 Existing Cross Drainage Structures on Project stretch

Sl. No. Type of structure Nos.

1 Minor bridge 04
2 Pipe culvert
62
3 Slab Culvert
 Sl. No. Type of structure Nos.
4 Box Culvert
5 Total Structures 66

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.

• Tamiraparani River (Haltkarni) (Ch 94.000, Span 3x20m)

• Markandey River (Ch 111.150, Span 2 x25m)

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.

2.6.8 Road inventory

The road has a few minor intersections. The road inventory details are given in Engineering Report
and presented in Table 2.2.

Table 2.2: Existing Road Inventory

Culverts ROB / RUB

 Major Major Minor Box slab Pipe ROB RUB
Intersection bridges bridges
1 - 4 62 - -

Source: Primary Road Inventory Survey

2.6.8 Towns and Built Up

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

2.6.9 Traffic Condition

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.

2.6.10 Historic and Religious Structures

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.

2.6.11 Wayside Amenities

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.

2.6.12 Road Safety

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.

2.6.14 Linear Map of Project Highway

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.

2.6.15 Submergence and Flood Affected section

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”

Figure 2.7 Linear map of project highway

2.7 Highway Improvement Proposal

2.7.1 Realignment and Bypass Options

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: -

 Existing substandard geometry at many locations

 Built-up sections of Vengurla to accommodate 2 lanes with paved shoulder or 4 lane
proposal
 To maintain design speed as specified in IRC SP 73 2-lane manual
 Least impact on existing environment & social settlement
 Minimum requirement of additional land

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.

Re-alignment – It is expected that geometry improvement in the form of re-alignment / curve

improvement will be required to maintain the proposed design speed and level of service on
project stretch. On initial assessment, it seems that existing geometry requires realignment /
curve improvement. Realignment proposal will be assessed in details in design stage considering
existing terrain, existing right of way, site constraints, applicable design speed and impact on
social and environmentThe alignment should have the least impact on the environment including
flora, fauna and the drainage system;

 The length of the alignment should be as minimum as possible

 Shortest and fastest connectivity with better geometry
 It should have minimum encroachment on the existing public utilities and settlements;
 The number of cross-waterways along the alignment, shall be a minimum and they shall
preferably be at right angles;
 The alignment should be as straight as possible with sound geometry;
 It should not disturb the social activities of the settlements.
 Figure 2.8 Example of Realignment / Curve Improvement at Ch 20+000

2.7.2 Proposed Typical Cross section

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

2.7.3 Pavement Design Standards

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.

Table 2.3: Details of the Design Standards

S. No. Item Standards

Main carriageway - Flexible Pavement Design
1 Design Methodology IRC 37:2012 is recommended for main carriageway.
2 Performance period 15 years
Shall be judiciously selected after estimation for total
3 Traffic on Design Lane
design period
Corresponding to 4-day soaked laboratory CBR value as
Effective Roadbed Soil Resilient
4 obtained from material investigations compacted to 97%
Modulus
MDD.
Paved Shoulders
Paved shoulder shall have same thickness and
5 Paved Shoulder Composition
composition as main carriageway.
Rigid Pavement Design
Normal design period for rigid pavement is 30 Years with
6 Design Life
minimum design period of 20 Years
7 Design Methodology PCA
Roadbed Soil Resilient Modulus,
8 Use Dry Lean Concrete (DLC) over wet mix macadam, as
MR
the sub-base for the CC Pavement
9 Sub-base Elastic Modulus ESB
10 Loss of Support LS 1.0
11 Overall Standard Deviation 0.39
Grade for Pavement Quality
12 M 45
Concrete
13 Grade for Dry Lean Concrete M 15
14 Drainage Layer composition WMM
S. No. Item Standards
Contraction (Dummy) joints and construction joints shall
15 Joints
be provided. Expansion joints are not recommended.

2.7.3.1 Structures Design Standards

Designs of all proposed structures are in accordance with the provisions of the IRC Codes
mentioned is mentioned below.

Structure - Design standards

Code No. Relevance

IRC: 5-1998 Section I, General Features of Design
IRC: 6-2000 Section II, Loads and Stresses
Design Criteria for Prestressed Concrete Road Bridges(Post
IRC:18-2000
Tensioned Concrete
IRC: 21-2000 Section III, Cement Concrete (Plain and Reinforced)
IRC: 22-1986 Section IV, Composite construction for Road Bridges (1st Revision)
IRC: 24-2001 Section V, Steel Road Bridges (2nd Revision)
IRC: 78-2000 Section VII, Foundations and Substructure
IRC: 83-(Part-II)-1987 Section IX, Elastomeric Bearings
Guidelines for Design and Construction of River Training and
IRC: 89-1997
Control Works for Road Bridges (1st Revision)

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:

Density of reinforced concrete 25.0 kN/m3

Density of plain concrete 22.0 kN/m3
Density of steel 78.5 kN/m3
Density of soil 18.0 kN/m3

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:

Footpaths, wherever required, are designed for a load of 5 kN/m2.

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:

Zone factor Z = 0.10 and Z=0.16

Importance factor = 1.5
Response reduction factor = 3.0

Soil Parameters

Soil parameters proposed to be taken for a backfill material behind abutments are:

Φ : angle of repose = 300

δ : angle of internal friction = 200
γd : dry density = 18 kN/m3
γsub : submerged density = 10 kN/m3
γsat : saturated density = 20 kN/m3

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.

Grade of concrete used for bridges

S. No. Structure Grade

1 PSC Superstructure M45
2 RCC Superstructure M35
3 Substructure M35
 S. No. Structure Grade
4 Open Foundation M35
5 Railings M30
6 RC Crash Barrier M40

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

S. No. Span Bearings

1 For RCC slab Type spans up to 11 m. Tar Paper bearings
2 For spans 11 to 30 m Elastomeric bearings
3 For longer spans with PSC structures POT/PTFE bearings/ Elastomeric Bearings

Crash Barriers

Reinforced concrete crash barriers, will be provided as per IRC:5 -1998.

Expansion Joints

Types of expansion joints based upon the length of the span are given below.

Types of expansion joints

S. No. Span Expansion Joints

(i) For RCC slabs upto 11 m span only Filler Type expansion joints
(ii) For all other bridges having span longer than 11 Strip seal Type expansion
m joints

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

Types of superstructures proposed

Spans Length Type of Super structure

Spans up to 11 m length Reinforced concrete solid slab
Spans varying from 11 m to 20 m RC T-beam, RCC voided slab
Spans varying from 20 m to 30 m PSC Girders or PSC voided slab
For span 30 m and more PSC Box

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.

Typical Cross section as per IRC SP-73-2015

Figure 2.10 Typical Structure Cross section as per IRC SP 73
Typical Structure Cross section as per IRC SP 73
2.7.3.2 Drainage Design Standards

Road side Drainage

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.

 Type of terrain such as plain, rolling or hilly

 Direction of slope of terrain
 Adjacent land use
 Requirement of drain either on one side, both sides of the road or none.

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.

Essential Design Data for Road Side Drainage

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

Mean runoff coefficient is to be determined corresponding to different types of surfaces namely,

paved, unpaved, agricultural etc. The values of runoff coefficient for different types of surfaces
are to be adopted as per IRC:SP:42-1994.
 Catchments Area

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.

Qd = 0.028 PfIcA (refer clause 10.4 of IRC SP 42)

Where:
Q = discharge (Peak runoff) in cubic meters per second
P = run-off coefficient, dimensionless
Ic= critical intensity of rainfall in cm/hr
A = drainage area in hectares

Hydraulic Design of the Drain

To compute the flow capacity of the drainage structures corresponding to the design discharge,
Manning’s formula is used

Manning’s formula is given below;

Qc = 1/n x A x R2/3 x S1/2
Where,
A is the wetted cross sectional area of the drain corresponding to required water depth
R is the hydraulic mean depth which is equal to A/P
P is the wetted perimeter of the drain
S is the longitudinal bed slope of the drain.
n is the Manning’s roughness coefficient.

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

3.1 Environmental legislations and their implications / application

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.

Table 3.1: Summary of Relevant Environmental Laws & Regulations

Law / Regulation /
S.No.
Guidelines
The Environmental
(Protection) Act. 1986, and
1 the Environmental
(Protection) Rules, 1987-2002
(various amendments)
Environment Impact
Assessment Notification
2
(2006)and amendments
made thereafter
Notification for use of Fly ash,
No. S.O. 763(E), dated
14.09.1999 and its
3 amendment thereafter on
27.08.2003 and notification
S.O. 2804(E) dated 3rd
November 2009
The Water (Prevention and
4 Control of Pollution) Act, 1974
The Air (Prevention and
Control of Pollution) Act. 1981
5 standards SPCB to set and monitor
Noise Pollution (Regulation
And Control) Act, 1990.
Noise Pollution (Regulation
6 and Control) Rules (2000)
The Noise Pollution
(Regulation and Control)
Amendment Rules (2006)
Implementing /
Objectives
Responsible Agency
Umbrella Act. Protection and MoEF; GoI; Department
improvement of the environment. of Forest, GoMH; CPCB;
Establishes the standards for MPCB,
emission of noise in the
atmosphere.
To provide environmental MoEF; GoI; CPCB; MPCB,
clearance to new development
activities following environmental
impact assessment
Reuse fly ash discharged from MoEF, SPCB
Thermal Power Station to minimise
land use for dispersal and minimise
borrow area material. The onus
shall lie with the implementing
authority to use fly ash unless it is
not feasible as per IRC
To control water pollution by CPCB; MHPCB
controlling discharge of pollutants
as per prescribed standards
Empowers To control air pollution CPCB; MHPCB &
by controlling emission of air Transport Department;
pollutants as per prescribed State Govt.
air quality standards and to
prosecute offenders, excluding
vehicular air and noise emission
To regulate and control noise CPCB; MPCB,& Transport
producing and generating sources Department; State Govt
with the objective of maintaining
the ambient air quality standards in
respect of noise.
 The Forest (Conservation) Act To consolidate the laws related to MoEF; Department of
1927. forest, the transit of forest produce Forest, State Govt
The Forest (Conservation) and the duty livable on timber and
Act. 1980 , Forest (conversion other forest produce.
) Rules 1981, Forest Conservation of Forests, Judicious
Conservation Rules use of forestland for non-forestry
(Notification) 2003 purposes; and to replenish the loss
7 of forest cover by Compensatory
Afforestation on degraded
forestland and non-forest land.
Procedure for submission of the
proposals seeking approval for
Central Government for diversion
of forestland to non-forest
purposes.
National Forest Policy1952 To maintain ecological stability Forest Department, GoI
8 National Forest through preservation and and State Govt
Policy(Revised) 1988 restoration of biological diversity.
National Environment Address Grievances regarding the NEAA
9 Appellate Authority Act process of environmental
(NEAA) 1997 clearance.
The National Highway Act For Land Acquisition NHAI; Revenue
(1958) Department, GoMH
The Land Acquisition Set out rule for acquisition. of land Revenue Department
10 Act 1894 & 1989 by government State Government.
The Right to Fair For payment of compensation and NHAI, Competent
Compensation and assistance, different entitlements Authority (Revenue
Transparency in Land payment of compensation and Department)
11 Acquisition, Rehabilitation assistance, resettlement and
and Resettlement Act, 2013 rehabilitation of project affected
(also Land Acquisition Act, population due to acquisition of
2013) lands and structures.
Coastal Regulatory Zone Protect and manage coastal area MoEF, State
12 Notification,1991 Department of
Environment
Wild Life Protection Act, 1972 To protect wildlife in general and Chief Conservator of
The Wild Life (Protection) National Parks and Sanctuaries in Wildlife, Wildlife Wing,
Amendment Act (2002) particulars. To protect wild animals, Forest Department,
13 birds and plants with a view to State
ensure the ecological and GovtvNational/State
environmental security of the Board for Wildlife
country.
Western Ghats Projects and activities to be MoEF
14 Draft Notification dt 4th prohibited or regulated in the Eco-
September, 2015 sensitive area.
 Ancient Monuments and To provide for the preservation of Archaeological
Archaeological sites and ancient and historical monuments Department, GoI; Indian
Remains Act 1958 and archeological sites and remains Heritage Society and
15
of national importance and Indian National Trust for
protection sculptures, carvings and Art and Culture Heritage
other like objects.. (INTACH),
Central Motor Vehicle To consolidate and amend the laws RTO Office, GoMH
Act 1988 and Central related to motor vehicles. Licensing
Motor Vehicle Rules1989 of driving of motor vehicles,
registration of motor vehicles, with
emphasis on road safety standards
16
and pollution control measures,
standards for transportation of
hazardous and explosive materials
To check vehicular air and noise
pollution.
The Explosives Act (& Rules) Sets out the regulations as to Chief Controller of
1884 (1983) regards the use of explosives and Explosives
17
precautionary measures while
blasting & quarrying.
Public Liability and Insurance Protection to the general public SPCB
18 Act,1991 from accidents due to hazardous
material
Hazardous Wastes Protection to the general public SPCB
19 (Management and Handling) against improper handling and
Rules, 1989 disposal of hazardous wastes
Minor Mineral and For opening new quarries. District Collector
20
concession Rules
The Mining Act(1952) The mining act has been notified for Department of mining,
21
safe and sound mining activity. GoAP
Chemical Accidents Protection against chemical District & Local Crisis
(Emergency Planning, accident while handling any Group headed by the DM
22
Preparedness and Response) hazardous chemicals resulting. and SDM
Rules, 1996

Other Legislation Applicable to Road Construction Projects

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);

3.2 Environmental Categorisation

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.

3.3 Environmental Permits / Approvals Required

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.

Table 3.2: Summary of Clearances & NOCs Applicable

S.No Type of clearance Statutory Authority Applicability Project stage

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)

Table 3.3: Summary of Clearances & NOCs Not Applicable

S. No Type of clearance Statutory Authority Reason
1 Prior Environmental MoEF / SEIAA Not a category A / B project
Clearance
2 Forest Clearance for land State Department of No Forest land to be acquired
Environment & Forest,
diversion MoEF
3 Wildlife NOC State and National Project doe not fall within 10 km
Wildlife Board radius of any Wildlife Sanctuary or
National Park
4 Western Ghats MoEF EIA Notification, 2006 not
applicable
5 Permission for Archaeological survey No Archaeological structures in
activities near of India / the state the project road
archaeological department of
protected area Archaeology
 4 ENVIRONMENTAL SCREENING

4.1 Need for Screening and Scoping

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

4.2 Environmental Screening 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.

4.2.1 Study of Background Information

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

Toposheets, Physical Map from Survey of India, Govt.of India

Forest/Wildlife, Flora Department of Forest, Government of aharashtra.
and fauna
District Profile District Gazetteers
Geological Data Geological Survey of India and Maps of Survey of India.
Socio - economic data planning Department
Air, water (surface & Central and State Pollution Control Board
groundwater) and
noise quality data

e) Reconnaissance Survey of the Project Impact Zone

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.

f) Data Collection For Environmental Screening

The data collection for environmental screening was collected from rec. survey, the topographical
survey and surveyand strip plan prepared by Engineering Team.

g) Analysis of Environmental Screening Data

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.

g) Preparation of Screening Matrix

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.

h) Ranking of Project Stretches

In the quantitative assessment, using weightage overall scores were calculated for each
kilometer.

i) Scoping and Recommendations

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.

4.3 Identification of Valued Ecosystem Components (VECs)

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

Bio environment /Ecological environment

I) Number of trees within the ROW

ii) Forests
iii) National parks and wildlife sanctuaries
iv) Western Ghats

Socio economic Environment

I) Sensitive Receptor - School/ Colleges/ Hospitals

ii) Cultural properties (Temples/shrines and other religious and archaeological
monuments and properties)
iii) Residential & Commercial properties

Evaluation of the three major identified screening Criteria’s

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.

4.4 Ranking Methodology & Justification

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.

Table 4.1 : Weightage Assisigned for Environmental Parameters

 S.No Environmental screening parameters Weightage assigned
2 Physical environment 20

i) Water bodies (River / Canals / Ponds) 05

ii) Drainage issues ( No of Culverts) 05
iii) Environmental Pollution (air/water/noise) 05
iv Terrain 05
3 Bio environment /Ecological environment 50

I) Number of trees within the ROW 10

ii) Forests 15
iii) National parks and wildlife sanctuaries 15
iv) Western Ghats 10
3. Socio economic Environment 15
I) School Hospitals / Colleges 05
ii) Cultural properties (Temples/shrines and other religious 05
and archaeological monuments and properties)
iii) Residential & Commercial properties 05

4.5 Evaluation Criteria

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.

Table 4.2: Basis of Evaluation

S. No Environmental Component Total Score Basis of Marks Allotment

Allotted
I Physical Environment (20)
1 Water Bodies (River / 05 No of (River / Canals / Ponds)/Km
Canals / Ponds) a) 0 = 0
b) 0-2 = 1
c) 2-3=2
d) 3-4 =3
e) 4-5=4
f)>.5=5
2 Drainage issues 05 No. of Cross drainage structres/km
No of cross drainage structures = 0
a) 1-2 = 1
b) 3-5=2
c) 6-8 =3
d) 8-10=4
 e)>10=5
3 Environmental pollution 05 No. of Buildings/km
Air-water/Noise a)No of buildings = 0
a) 1-5= 1
b) 6-10=2
c) 11-15 =3
d) 16-20 =4
> 20 = 5
4 Terrain 05 Type of Terrain
Hilly =5
Rolling =4, 3
Plain=1
Ecological Environment (50)
1 Number of Trees in RoW 10 Number of trees/km
a)No trees = 0
b) Per km No of trees <100 = 2
c) 100-200=4
d) 201-300 =6
e) 301 -500 =8
f) >500=10
2 Forests 15 Forest either abutting the project
route or road passing thru the
forest/km
No forest = 0
a) 200m of length = 4
b) 200-400=6
c) 400-600 =8
d) 600-800=12
e) 800-1000=15
3 National parks (NP) and 15 a. Distance of NP/WS <2km project
Wildlife route=15
sanctuaries (WS), Western b. 2-5 km=12
Ghat c. 5-8=10
d. 8-10 km=8
e. > 10 km 4
4 Western Ghats 10 Length passing through the western
ghat
a) 200m of length = 2
b) 200-400=4
c) 400-600 =6
d) 600-800=8
e) 800-1000=10
SOCIO ECONOMIC ENVIRONMENT (15)
1 School 05 Total No of schools/hospitals/colleges
Hospitals / Colleges per km
a. 0=0
 b. <2=1
c. 2-4=2
c. 5-6=3
d. 7-8 =4
e. > 8=5
2 Cultural properties 05 Total No of religious/cultural
(Temples/shrines and other properties/ archaeological monuments
religious and per/km
archaeological monuments a. 0=0
and properties) b. <2=1
c. 3-4=2
c. 4-5=3
d. 5-6 =4
e. > 6=5
3 Residential & Commercial 05 Total No of Residential & Commercial
properties Properties per km
a)No of buildings = 0
a) 1-5= 1
b) 6-10=2
c) 11-15 =3
d) 16-20 =4
e) > 20 = 5
 5 BASELINE ENVIRONMENT

5.1 State Background

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.

FIGURE 5.1: Location of Maharashtara State

The proposed project road falls in the district Kohlapur.

5.2 District Background

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.

ii) Salty Soil

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.

iii) Coastal Alluviums

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

Figure 5.6 Soil Map of District Sindhudurg

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.

5.9 Air Environment

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.

Meteorological conditions on synoptic scale

 Topography of the study area

 Representation of regional background levels
 Representation of cross sectional distribution in the downward direction
 Influence of the existing sources if any, are to be kept at minimum
 Inclusion of major distinct villages to collect the baseline status

5.9.1 Micrometeorological Data

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

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parameters to be considered for primary data collection and interpretation are presented in Table
5.4.

Table 5.4: Micro-meteorological Parameters to be considered for Study

Meteorological data Primary data: Hourly data collected at site using AWS (10 days) Wind
speed, Direction, Temperature, RH,RF & Solar radiation

5.9.2 Air Quality

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.

5.10 Ground Water Resources

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.

Table 5.5a: Taluka wise Ground water Resources (2008-09)

Taluka Net Existing Existing Existing Provision for Net Ground Stage of
Annual Gross Gross Gross Domestic Water Ground
Ground Ground Ground Ground and Availability Water
Water Water Water Water Industrial for Future Development
Availability Draft for Draft for Draft for Requirement Irrigation %
Irrigation domestic All uses Supply to Development
and 2025
Industrial
water
Supply

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 Ajara 6474.13 3520.35 82.17 3602.52 164.34 2789.44 55.64

Bhudargad 4760.09 2142.82 80.34 2223.16 160.68 2456.58 46.70

Chandgad 13099.78 6461.67 139.28 6600.94 278.55 6359.56 50.39

Gadhinglaj 9439.92 6929.73 100.86 7030.59 201.72 2308.47 74.48

Gaganbawada 1669.04 626.78 47.79 674.57 95.58 946.68 40.42

Hatkanangale 6579.92 5249.70 156.43 5406.13 312.87 1017.35 82.16

Kagal 8133.79 4247.42 88.40 4335.82 176.80 3709.57 53.31

Karvir 6047.26 4165.82 145.29 4311.11 290.58 1590.86 71.29
Panhala 5269.85 3494.87 126.68 3621.55 253.37 1521.61 68.72
Radhanagari 8662.79 3441.81 93.08 3534.88 186.16 5034.82 40.81
Shahuwadi 3904.15 1274.24 123.79 1398.03 247.59 2382.32 35.81
Shirol 4185.99 2984.99 142.31 3127.29 284.61 916.39 74.71
Total 78226.7 44540.2 1326.4 45866.6 2652.8 31033.6 58.63
Source: Ground Water Information,Kohlapur District By Cpcb (Central Region, Nagpur,2014 )

5.11 Surface Water

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.

5.12 Water Quality

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.

5.13 Noise Quality

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.

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5.14 Soil Monitoring

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.

Table 5.6: Details of the Forest Area in the District Sindhudurg

Forest Area (Sq. Km)
Department Reserved Conservative Non Total Percentage Reference
Classfied w.r.t total Year
geographical
area
1 2 3 4 5 6
Forest 405.23 0.00 6.51 411.74 8.2 2011-12
Department
Forest 0.00 0.00 0.00 0.0 0.0 2011-12
Development
Corporation of
Private Forest 143.92 0.00 0.00 143.92 2.9 2011-12
Brought under
Possesion of
Forest
Department

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 Undeclared 0.00 0.00 0.00 0.0 0.0 2011-12
Forest
Total 549.15 0.00 6.51 555.66 11.0

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.

Table 5.7: Classification of Forest in the District Sindhudurg

Department Dense Medium Scarse Total Percentage of Dense Reference

Forest Area wrt Total Year
Forest Area

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 1 2 3 4 5 6
Forest Department 411.74 0 0 411.74 100.0 2011-12
Forest Development 0.0 0 0 NA NA 2011-12
Corporation of
Private Forest 45 0 0 45 100.0 2011-12
Brought Under
Possesion Of Forest
epartment
Undeclared Forest 98.92 0 0 98.92 100.0 2011-12
Total 555.66 0 0 555.66 100.0

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.

Semi evergreen and moist deciduous.

Barring the prominent existence of the deciduous species in the typical deciduous deciduous
formation, the composition of the two is made of jambhul, amba, nana, sissum, asana, kumbhi,
bhava, panjambhul, kinjal, ain, kinai, umbar, biba, cnanste and others. In forests of this type in
Ajra mahal, the famous scented wood species, chandan (sandalwood) occurs profusely.
Bamboos are sparse.
Dry-deciduous type.
The dry deciduous forests are strewn far and wide in small patches. The usual species of the drier
zones occur here. The prominent feature in these forests is the total absence of dhavda and a
greater incidence of sissum.

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Area statement of forest. The area statement of the forests in various Ranges of Kolhapur
District is given below in Table 5.8.

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.

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5.16 Wild Life Sanctuaries and National Parks

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

Table 5.9: List of Wildlife Sanctuaries in

Chikhaldara Wildlife Sanctuary Koyna Wildlife Sanctuary

Chandoli National Park Mayani Bird Sanctuary
Bor Wildlife Sanctuary Phansad Wildlife Sanctuary
Dajipur Wildlife Sanctuary Yawal Wildlife Sanctuary
Karnala Bird Sanctuary Mayureshwar Wildlife Sanctuary
Bhimashankar Wildlife Sanctuary Nagzira wildlife sanctuary
Melghat Tiger Reserve Sagareshwar Wildlife Sanctuary
Tadoba Tiger Reserve Pench National Park

Figure 5.8. Map showing wildlife sanctuaries and aNational Parks in .

5.17 Wetlands

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Total 373 wetlands are mapped in the district Sindhudurg including 10 small wetlands (<2.25 ha),
with total wetlands area of 13979 ha. The coastal wetlands dominated the district. The major
coastal wetland type is the creeks contributing 32.58% area (4554 ha). The other coastal wetland
types are: sand/beach (7.73 %), mud flats (6.55 %), and mangroves (6.83 %). The rivers/stream is
the major in land wetland type with 4385 ha area (31.37 %)), followed by Tanks/ponds (10.22 %).
There is 1 reservoir/ barrage with 618 ha (4.42 %). As the aquatic vegetation is mainly the
mangroves, hardly any change is observed during the pre and post monsoon season. The open
water spread of wetlands is more during post monsoon than pre monsoon. The turbidity of water
is mainly moderate to low in post monsoon, and moderate in pre monsoon. The map showing
wetlands in district Sindhudurg are shown in Figure 5.9.

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 Figure 5.9 Map showing wetlands in district Sindhudurg

5.18 Western Ghats

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

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hill range starting from the north is the Sahyadhri (the benevolent mountains) range. This range
is home to many hill stations like Matheran,Lonavala-Khandala, Mahabaleshwar,
Panchgani,Amboli Ghat, Kudremukh and Kodagu. The range is called Sahyadri in northern and
Sahya Parvatam in Kerala. The Biligiri ranges southeast of Mysore in Karnataka, meet the
Shevaroys (Servarayan range) and Tirumala range farther east, linking the Western Ghats to the
Eastern Ghats. In the south the range is known as the Nilagiri malai in Tamil Nadu.

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.

Figure5.10: Map Showing area of villages in western Ghat in

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

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industry in the district. The existing industrial establishments are mostly very small in size. The
employment in non –agricultural sector depends mainly upon the village and cottage industries.
In this district, there are industrial estates in Kudal, Kankavli and Majgaon (Sawantwadi Tashil)
MIDC has developed 127 hectors of land for setting up of industries. This area is given to small
scale industries as well as large scale industries. The most important small scale industries in the
district are cashew processing having a great demand in national market, fruit preservation and
silica processing, other registered units are oil mills, saw mills, cement products, sodium silicate,
laundry soap, printing, book binding, bidi making etc. which are located in Vengurla, Malvan and
Kudal Tahsil. By the size of employment generated, fishing is the largest occupation in the district
Kankavli, Kudal, Sawantwadi are also known for handloom, wearing, wooden toys and decorative
articles of the fine quality are prepared in Sawantwadi Tahsil.

5.20 Cultural, Historical and Tourist Places

Development of Sindhudurg District through tourism is the main subject of overnment of

declared that, Sindhudurg District is a Tourism District in Maharashra in the year 1997. The varians
facilities available to the domestic and foreign tourist in Sindhudurg District. These includes
Natural resource, transportation, infrastructure, hospitality and major tourist attraction as well
as Historical and cultural place are attracted.

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

Saitwade waterfall, Kunkeshwar Temple, Vimleshwar Temple, Rameshwar Temple, Bhagwati

Temple, Natural Fort-Devgad and Vijaydurg fort.

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

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Kaleshwar Mandir, Mahadevache Kervade, Angana Gad, Tapobhumi, Datta Temple, Laxmi-
Narayan Temple & Mahalaxmi Temple etc.

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

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of the city to great extent. The stories of Great Shivaji or the Social Reforms of Shahu Maharaj, all
can be seen and felt at Kolhapur.
Panhala ,Vishalgad ,Shalini Palace ,New Palace ,Bhavani Mandap and Town Hall
Lakes & Rivers

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

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 6 ENVIRONMENTAL STATUS OF THE PROJECT ROAD

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

6.2 Features along Project Road (Chainage Wise)

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

Chainage Surface Water Bodies

94.000 -95.000 1

98.000 -99.000 1

6.4 Project Road in relation to Groundwater Resources

In the entire District not too many major ground water potential are located. There are no
ground water resources observed along the project road.

6.5 Project Road in relation to Cross Drainage Structures

Cross Drainage Structures along the project road are given in Table 6.2.

Table 6.2 : Cross Drainage Structures on the project road

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 Chainage No of Cross drainage st.
80.000 -81.000 2
81.000 – 82.000 4
82.000 – 83.000 4
83.000 -84.000 2
84.000 -85.000 0
85.000 -86.000 3
86.000 -87.000 2
87.000 -88.000 1
88.000 -89.000 1
89.000 -90.000 0
90.000 -91.000 2
91.000 – 92.000 2
92.000 – 93.000 0
93.000 -94.000 0
94.000 -95.000 5
95.000 -96.000 0
96.000 -97.000 0
97.000 -98.000 0
98.000 -99.000 1
99.000 -100.000 0
100.000 -101.000 0
101.000 – 102.000 0
102.000 – 103.000 0
103.000 -104.000 0
104.000 -105.000 0
105.000 -106.000 0
106.000 -107.000 0
107.000 -107.300 0

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

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 Chainage Buildings Shop/ShopLine Pollution (Air Quality/
Water Quality/Noise
Levels
LHS RHS LHS RHS
83.000 -84.000 2 - - - 2 2

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

103.000 -104.000 1 Toll - - 1 2

area

104.000 -105.000 - - - - - 2

107.000-107.300 Industry - - 6
Boundary

6.7 Terrain along the Project Road

Terrain along the project road varies from plain to rolling terrain along the project road is given
in Table 6.4.

Table 6.4: Terrain along the project road

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 Chainage Plain Rolling

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

6.8 Trees Along the Project Road (RoW)

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.

Table 6.5: No of Trees along the Project Road (RoW)

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 Number of Trees/Km
Chainage LHS RHS Total
54.000 -55.000 99 87 186
55.000 -56.000 175 167 342
56.000 -57.000 167 206 373
57.000 -58.000 221 207 428
58.000 -59.000 314 352 666
59.000 -60.000 305 330 635
60.000 – 61.000 305 355 660
61.000 – 62.000 379 312 691
62.000 – 63.000 404 444 848
63.000 -64.000 354 374 728
64.000 -65.000 298 283 581
65.000 -66.000 199 211 410
66.000 -67.000 306 325 631
67.000 -68.000 274 276 550
68.000 -69.000 179 170 349
69.000 -70.000 190 159 349
70.000 – 71.000 174 94 268
71.000 – 72.000 166 117 283
72.000 – 73.000 228 159 387
73.000 -74.000 194 101 295
74.000 -75.000 108 117 225
75.000 -76.000 121 134 255
76.000 -77.000 125 146 271
77.000 -78.000 182 238 420
78.000 -79.000 218 227 445
79.000 -80.000 259 243 502
80.000 -81.000 216 198 414
81.000 – 82.000 221 238 459
82.000 – 83.000 287 319 606
83.000 -84.000 189 201 390
84.000 -85.000 128 145 273
85.000 -86.000 107 115 222
86.000 -87.000 80 82 162
87.000 -88.000 35 38 73
88.000 -89.000 43 61 104
89.000 -90.000 70 62 132
90.000 -91.000 62 81 143
91.000 – 92.000 61 55 116
92.000 – 93.000 29 29 58

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 93.000 -94.000 49 40 89
94.000 -95.000 42 41 83
95.000 -96.000 78 72 150
96.000 -97.000 99 66 165
97.000 -98.000 81 74 155
98.000 -99.000 39 46 85
99.000 -100.000 29 38 67
100.000 -101.000 31 34 65
101.000 – 102.000 72 71 143
102.000 – 103.000 69 71 140
103.000 -104.000 32 30 62
104.000 -105.000 65 78 143
105.000 -106.000 62 61 123
106.000 -107.000 89 81 170
107.000 -107.300 35 32 67
Total 8344 8293 16637

6.9 Forests along the Project Road

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.

6.11 School/ Colleges/ Hospitals along the project road

No schools are located on the project.

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.

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Table 6.8 : Archaeological Structures, Monuments &other Cultural Resources along the Project
Road

Chainage (km) Temples/shrines Archaeological Total

monuments
LHS RHS
82.000 – 83.000 1 - - - 1

91.000 – 92.000 1 - - - 1

96.000 -97.000 1 1 - - 2

100.000 -101.000 1 - - - 1

6.13 Residential & Commercial properties along the project Road

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

Chainage (km) Population/Residential/commercial property Total

Chainage Buildings Shop/ShopLine
LHS RHS LHS RHS
83.000 -84.000 2 - - - 2
86.000 -87.000 4 2 7 - 13
87.000 -88.000 4 5 4 10 23
88.000 -89.000 1 3 - - 4
89.000 -90.000 2 2 - - 4
90.000 -91.000 - 3 - - 3
91.000 – 92.000 - 4 - - 4
92.000 – 93.000 3 - 1 - 4
93.000 -94.000 2 - 2 - 4
94.000 -95.000 2 - - 1 3
96.000 -97.000 3 - 5 5 13
97.000 -98.000 4 - - - 4
98.000 -99.000 1 - 7 4 12
99.000 -100.000 2 2 1 - 5
100.000 -101.000 2 1 - - 3
101.000 – 102.000 3 - - 3
102.000 – 103.000 - - - - -

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 103.000 -104.000 1 Toll - - 1
area
104.000 -105.000 - - - - -
107.000-107.300 Industry - - 6

Boundary

6.14 Chainage wise Weightage and Ranking

Chainage wise weightage and ranking of the Project road is given in Table 6.10.

Table 6.10: Chainage weightage based on VECs

Chainage (km) Features

Enviro
Res./c
nment Tr
Water Cross Terr Forest W. Scho Tem omm Overall
Chainage al ee WS &NP
Bodies Drainage ain s Ghats ols ples propo weightage
Polluti s
erty
on
80.000 -81.000 0 1 0 1 8 0 0 0 0 0 0 10
81.000 – 82.000 0 2 0 1 8 0 0 0 0 0 11
1 0
82.000 – 83.000 0 2 0 1 0 0 0 1 0
0 13
83.000 -84.000 0 1 1 1 8 0 0 0 0 0 1 12
84.000 -85.000 0 0 0 1 8 0 0 0 0 0 0 9
85.000 -86.000 0 2 0 1 8 0 0 0 0 0 0 11
86.000 -87.000 0 1 3 1 4 0 0 0 0 0 3 12
87.000 -88.000 0 1 5 3 2 0 0 0 1 1 5 18
88.000 -89.000 0 1 1 1 4 0 0 0 0 0 1 8
89.000 -90.000 0 0 1 3 4 0 0 0 0 0 1 9
90.000 -91.000 0 1 1 1 4 0 0 0 0 0 1 8
91.000 – 92.000 0 1 1 1 4 0 0 0 0 1 1 9
92.000 – 93.000 0 0 1 1 2 0 0 0 0 0 1 5
93.000 -94.000 0 0 1 3 2 0 0 0 0 0 1 7
94.000 -95.000 1 2 1 1 2 0 0 0 0 0 1 8
95.000 -96.000 0 0 3 4 0 0 0 0 0 7
96.000 -97.000 0 0 3 3 4 0 0 0 0 2 3 15
97.000 -98.000 0 0 1 1 4 0 0 0 0 0 1 7
98.000 -99.000 1 1 3 1 2 0 0 0 0 0 3 11
99.000 -100.000 0 0 1 1 2 0 0 0 1 1 6

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100.000 - 0
0 0 1 1 2 0 0 0 1 1
101.000 6
101.000 – 0
0 0 1 1 4 0 0 0 0 1
102.000 7
102.000 – 0
0 0 0 3 4 0 0 0 1 0
103.000 8
103.000 - 0 0
0 0 1 1 2 0 0 0 1
104.000 5
104.000 - 0 0
0 0 0 1 4 0 0 0 0
105.000 5
105.000 - 0 0
0 0 0 1 4 0 0 0 0
106.000 5
106.00-107.000 0 0 0 1 4 0 0 0 0 0 0 5
107.000- 0 0
0 0 3 1 2 0 0 0 3
107.300 9

6.15 Environmental Impact Evaluation

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.

Table 6.11 Qualitative impact of various environmental attributes

Chainage Features Overall Env Magnitude

Sensitivty of Impact
79.000 -80.000 2 cross drainage structures,502 trees 3 Low
80.000 -81.000 1 cross drainage structures,414 trees 8 Low
81.000 – 82.000 2 cross drainage structures,459 trees,1 school 7 Low
82.000 – 83.000 2cross drainage structures,606 trees 5 Low
1 cross drainage structures,1 Residential/ 6 Low
83.000 -84.000
commercial property,390 trees
84.000 -85.000 273 trees 9 Low
85.000 -86.000 2 cross drainage structures,222 trees 7 Low
1 cross drainage structures,3 Residential/ 6 Low
86.000 -87.000
commercial property,162 trees, 1 school
1 cross drainage structures, 5 Residential/ 1 Low
87.000 -88.000
commercial property,73 trees, 1 school
1 cross drainage structures, 1 Residential/ 10 Medium
88.000 -89.000
commercial property, 104 trees
89.000 -90.000 1 Residential/ commercial property,132 trees 9 Low

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 1 cross drainage structures, 1 Residential/ 10 Medium
90.000 -91.000
commercial property,143 trees, 1 school
1 cross drainage structures, 1 Residential/ 9 Low
91.000 – 92.000
commercial property,116 trees
1 Residential/ commercial property,58 trees 13 Medium
92.000 – 93.000

93.000 -94.000 1 Residential/ commercial property,89 trees 11 Medium

2 cross drainage structures, 1 Residential/ 10 Medium
94.000 -95.000
commercial property,83 trees
95.000 -96.000 150 trees, 2 school 11 Medium
96.000 -97.000 3 Residential/ commercial property,165 trees 3 Low
97.000 -98.000 1 Residential/ commercial property,155 trees 11 Medium
1 Water Body, 1 cross drainage structures, 7 Low
98.000 -99.000
3Residential/ commercial property,85 trees
1 Residential/ commercial property,67 trees, 1 12 Medium
99.000 -100.000
school
1 Residential/ commercial property,65 trees, 1 12 Medium
100.000 -101.000
school
101.000 – 1 Residential/ commercial property,143 trees 11 Medium
102.000
140 trees, 1 school Medium
102.000 –
103.000 10
103.000 -104.000 1 Residential/ commercial property,62 trees 13 Medium
104.000 -105.000 143 trees 13 Medium
105.000 -106.000 123 trees 13 Medium
106.00-107.000 170 trees 13 Medium
107.000-107.300 3 Residential/ commercial property,67 trees 9 Low

6.16 Findings of Environmental Screening

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.

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 Permission for tree felling would be required from State Forest Department.
Compensatory afforestation will be required.
 Project corridor does not fall within 10 km distance of any Wildlife Sanctuary or National
Park. Hence no permission from Wildlife Board is required.
 No Impact on the drinking water sources and water bodies is anticipated.
 Vehicular pollution during construction is anticipated to be increased.
 Drainage related issues: about 90 cross drainage structures exist on the road.
 Direct impact on the community resources such as buildings and shops is likely to be there
as buildings/shops/shoplines are likely to be impacted.
 Schools and temples located on the RoW might have to be relocated.
 The Project area does not fall in CRZ. Hence no permission required from CRZ perspective.

6.17 Environmental Clearance requirements

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.

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 7 POTENTIAL ENVIRONMENTAL IMPACTS

This Section describes the evaluation of impacts leading to the environmental screening and
prioritisation of the project section based on the environmental sensitivity.

7.1 Prospective of Infrastructural Development

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.

7.2 Potential 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.

7.2.1 Impacts – Design Stage

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,

• Loss of land including agricultural land

• Loss of business and properties

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• Impact to forest and forest resources
• Impact to common property resources
• Tree cutting

7.2.2 Impacts- Construction Stage

7.2.2.1 Impacts Relating To Physical Environment

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

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users and the people living near to such activities. All impacts relating to noise, air quality and
water quality will be largely confined to construction operations that can be controlled and
minimised to a lowest level by adopting all remedial measures..

7.2.2.2 Impacts relating to Bio- Environment

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.

7.2.2.3 Impacts Relating to Socio Economic Environment

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.

7.3 General Impacts

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General Impacts during planning stage, pre-construction phase, construction phase and
operation phase for Natural Environment and Bio-Environment are given in Table 7.1 and on
Social and Cultural Environment are given in Table 7.2, respectively.

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 Table 7.1: General Impacts on Natural Environment

Project Planning Pre-construction Phase Construction Phase Road Indirect

Activity and Operation effects of
Design operation or
Phase Induced
Env. Land Removal Removal of Earth Laying of Vehicle & Asphalt & Sanitation & Vehicle development
component acquisition of trees and works pavement Machine Crusher plants Waste (labour operation
Affected Structures vegetation including operation & campus)
quarrying maintenance
Air Dust Reduced Dust Asphalt Noise, dust, Noise, soot, Odour / Noise, dust, other
generation buffering of generation odour pollution odour, dust, smoke pollution pollution
during air and noise pollution
dismantling pollution,
Hotter, drier
microclimate
Land Loss of Generation Erosion and Erosion and Contamination Contamination Contamination Spill from Change in
productive of debris loss of top loss by fuel Compaction from accidents cropping
Land soil of top soil and lubricants of wastes Deposition pattern
Compaction soil of lead
Water Loss of Siltation Siltation due Alteration Reduction Contamination Contamination Contamination Spill Increased
water due to to loose of drainage of ground by fuel by asphalt by asphalt Contamination contamination
sources loose earth earth Break in water and lubricants leakage leakage by fuel, of
continuity recharge or fuel or fuel lubricants and ground water
of ditches area washing of
Siltation, vehicles
Stagnant
water pools
in quarries.

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Noise Noise Noise Noise Noise pollution Noise Noise Noise
Pollution Pollution Pollution Pollution Pollution Pollution
due to
machinery
Flora Loss of Lowered Removal of Lower Felling Impact of
Biomass productivity vegetation productivity trees for pollution on
Loss of Use as fuel fuel vegetation
ground wood Lowered
for productivity
vegetation Toxicity of
vegetation.
Fauna Disturbance Disturbance Disturbance Disturbance Poaching Collision with Distorted
Habitat loss traffic habitat

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).

Table 7.2: General Impact on Social and Cultural Environment

Project Planning Pre-construction Phase Construction Phase Operation

Activity and Design
Direct Indirect Induced
Phase
development
Env. Land Removal Removal of Earth Laying of Vehicle & Asphalt & Labour Vehicle -
component acquisition of trees and works pavement Machine crusher Camps operation
Affected Structures vegetation including operation & plants
quarrying maintenance
Agricultural Change Loss of land Loss of Loss of - - Dust on - - Conversion
land- in land economic standing productive agricultural of Agricultural

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 prices value crops land land Land
reduce n
productivity
Buildings - - Loss of - Noise, - Noise, Dust - Vibration Change in
and built structures, vibration vibration accumulatio and noise building use
structures Debri may may n and
generation, cause cause on characteristics
Noise and Air damage damage building and
pollution to to structure
structures structures
People and Anxiety - Displacemen Loss of Noise and Odour and Noise and Air and noise Community Noise Induced
Community and t shade & Air dust Air pollution, pollution clashes pollution, pollution
fear among of people community pollution Collision and with Risk of
community Psychological trees, Loss with discomfort migrant accident
impact on of fuel pedestrians labour
people wood and livestock
loss of fodder, and vehicles
livelihood Loss
of income
Cultural - - Displacemen Loss of Noise, - Damage Dust - Damage -
Assets t sacred vibration from accumulatio from
loss of trees. may vibration n vibration
structure cause & air &
from damage pollution air
RoW to pollution
structure
Utilities - - Interruption - - - Damage to Dust Pressure - -
and in supply utility and accumulatio on existing
Amenities amenities n amenities

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 on
water bodies
Labour’s - - - - - Increase of Asphalt Collisions Impact on Collisions -
Health & stagnant odour and with health due Pedestria
Safety water and dust vehicles, to n&
pedestrians inhale of livestock
& livestock dust Increase
In
communic
able
diseases

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 8 MITIGATION AND ENHANCEMENT MEASURES

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.

8.2 Construction Related Activities

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.

8.3 Land Acquisition- Mitigation Measures

Land acquitision to be minimized to the extent possible.

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.

8.5 Environmental Enhancement

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 Based on the survey for Social and Environmental Impact assessment, Environmental
enhancements will be planned and proposed relevant to the project. Enhancements will be
planned based on the social needs of the area and identification of sensitive receptors.

8.6 Environmental Management Plan

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.

8.7 Environmental Budget

The components of environmental budget for the various environmental management

measures proposed in the EMP is detailed in Table 8.1.

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Environment Screeing & Scoping Report : Up-gradation to Two Lanes with paved shoulder/Four lane configurations of Amboli to Shinoli (Length 53.3 km), District Sindhudurg,
State

Table 8.1: Environmental Budget

S.No Component Item Unit Estimated Rate in Rs Amount in Rs
Quantity
A Pre-Construction Stage
A.1 Forest Clearance Diversion of forest land for non forest activities (Project road - - -
widening)-(a) Total NPV cost/hect (The final cost will be
provided by the forest department after joint verification,
which is required to be deposited by Mah, PWD)
B. CONSTRUCTION STAGE
1 Tree cutting along the Clearing of Roadside plantation - Tree cutting by Forest Dept/Contractor and MoU shall be signed between them
project road (total Tree of Different girth
estimated trees to be
No. 12000 1000 120,00,000
cut are 12000)**

2 Tree Plantation along Compensatory afforestation (minimum of 2 trees planted

No. 24000 700 1,68,00,000
the project road for every tree cut) including 3 years maintenance
Providing of Half Brick circular tree guard. No. 24000 1500 3,60,00,000
3 Proposed Enhancement Activities yet to be decided (during detailed project report) Lump-sum 15,00,000
4 Environmental (a) Ambient Air Quality monitoring as per Monitoring Plan (6
No. 24 8,500 2,04,000
Monitoring locations in the interval of 3 months for 3 Years)
(b) Ambient Noise level monitoring as per Monitoring Plan No.
24 4,000 96,000
(6 locations in the interval of 3 months for 3 Years)
(c) Water Quality monitoring of surface water as per No.
Monitoring Plan (6 locations in the interval of 3 months for 24 7,500 1,80,000
3 Years)

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Environment Screeing & Scoping Report : Up-gradation to Two Lanes with paved shoulder/Four lane configurations of Amboli to Shinoli (Length 53.3 km), District Sindhudurg,
5 GOOD ENGINEERING
PRACTICES
6 Environmental Training
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State
(d) Soil Quality monitoring of Agricultural lands as per No.
Monitoring Plan (3 No. locations in the interval of 3 months 12 7,000 84,000
for 3 Years)
(e) Water Quality monitoring of drinking water from No.
construction camp (6 locations in the interval of 3 months 24 7,500 1,80,000
for 3 Years)
Dust Suppression
Erosion Control Measures (Turfing / Pitching / Seeding &
Mulching)
Provision of Cross drainage & side drainage structures
General Borrow area management and maintenance of
haul roads related to borrow areas
Air/noise pollution control measures in construction
equipments
Management and disposal of scarified waste bituminous
material Covered under Engineering cost
Provision of Informatory Signs
Bus shelters
Construction of Speed Humps
Cattle/Animal Crossings
Management of quarries
Redevelopment of Borrow Area
Construction Camp Management Costs
Health Safety measures for workers
Rain Water Harvesting Structure along the project road
EMP Orientation at construction site Lump Sum 1,50,000
Total EMP cost (Rupees) during Construction Phase (A + B) 6,71,94,000
2 Government of , PWD
Environment Screeing & Scoping Report : Up-gradation to Two Lanes with paved shoulder/Four lane configurations of Amboli to Shinoli (Length 53.3 km), District Sindhudurg,
State

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.

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