PRE FEASIBILITY REPORT (PFR)
FOR
Pune Ring road Project (Eastern Alignment)
SUBMITTED BY
MAHARASHTRA STATE ROAD DEVELOPMENT CORPORATION LIMITED
(A Govt. of Maharashtra Undertaking)
JULY 2016
RDC
PRE-FEASIBILITY REPORT FOR PUNE RING ROAD (EASTERN ALIGNMENT)
JULY 2016
Table of Contents
1.
2.
3.
4.
5.
6.
7.
8.
9.
Executive Summary
Introduction of the project
Project Description
Site Analysis
Planning Brief
Proposed Infrastructure
Rehabilitation and Resettlement (R & R) Plan
Project Schedule & Cost Estimates
Analysis of proposal (Final Recommendations)
2
4
6
19
22
24
25
25
26
List of Tables
Table 1: Pune Ring Road Alignment Sections
2
Table 2 : Geometric Design Standards for Pune Ring road
13
List of Figures
MSRDC
Figure 1: Index Map
7
Figure 2: Location Map
8
Figure 3: Google Map
9
Figure 4: Map Showing Alternatives
11
Figure 5: Typical Cross Sections
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PRE-FEASIBILITY REPORT FOR PUNE RING ROAD (EASTERN ALIGNMENT)
1.
Executive Summary
1.1
Preamble:
JULY 2016
Pune is the ninth-most populous city in India and the second largest in the state of Maharashtra after the
state capital city of Mumbai. Pune is also the 101st largest city in the world, by population. Situated about
560 metres above sea level on the Deccan plateau, on the right bank of the Mutha river. Pune city is the
administrative headquarters of Pune district. The traffic around Pune city has been increasing at high rate
due to industrial and other socio-economic development, thus necessitating capacity augmentation of the
existing radial routes emanating from the city. Besides, through traffic, i.e. traffic originating outside
Pune and destined outside Pune, is passing through Pune City thus overloading the intra city network and
creating traffic congestion. Therefore, to decongest the city of Pune it is essential to create a road network
for through traffic which can circumvent the city limit and pass hassle free. With this objective
Maharashtra State Road Development Corporation (MSRDC) has conceived to build a circular road
around Pune City – Pune Ring Road.
Based on various alternative alignment option study, the proposed project road shall lie Urse
(18°42'43.06"N, 73°39'1.28"E) with a junction with Mumbai-Pune Expressway (km 84), and shall meet
NH-4 (km818+200) at Khed Shivapur (18°19'22.35"N, 73°51'21.57"E) before Toll Plaza via Sortapwadi
(on NH-50).
1.2
Project Description:
The eastern part of Pune Ring Road was conceived to be built in following three parts/segments:
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Part I (Appx. Length 40.98 Km) : Sortapwadi (NH-9)-Kuruli (NH-50)
Part II (Appx. Length 25.98 Km): Kuruli (NH-50) to Urse (Mumbai-Pune Expressway)
Part III (Appx. Length 34.15 Km): Khed Shivapur (NH-4) to Kanifnath – Sortapwadi (NH-9)
However based on the approved alignment corridor and expected traffic homogeneity the proposed road
has four following quadrants as given below in Table 1.
Table 1: Pune Ring Road Alignment Sections
Quadrant
Q1
Q2
Q3
Q4
Road Section
Mumbai-Pune Expressway to Nashik road (NH-50)
Nashik road (NH-50) to Nagar road (SH)
Nagar road (SH) to Solapur road (NH-9)
Solapur road (NH-9) to Satara road (NH-4)
Design Chainage
From
0+000
25+100
47+500
67+090
To
25+100
47+500
67+090
101+460
Total
Length
(km)
25.1
22.4
19.59
34.37
101.46
The project road is proposed to be of expressway standard having 6-lane with paved shoulder with
provision of future 8-laning. Hence the proposals are mostly in conformity with the provisions of
MORT&H Expressway Guidelines 2010, published by IRC.
It passes through 48 villages under 5 Talukas, viz. Maval, Khed, Haveli, Purander and Bhor.
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The estimated cost for the entire stretch of the project is Rs. 3652 Crores. Some parts of the alignment
pass through the forest land and barren land. Wherever the forest land is involved, the clearance will be
required from the Ministry of Environment, Forest and Climate Change (MoEF&CC), Government of
India.
1.3
Importance of the Project:
The traffic in and around Pune is increasing at high rate due to industrial and other socio economic
development in and around Pune City. There are many arterial roads passing through Pune city. National
Highway No. 4, 9 and 50 and some other important State Highways cross Pune city. As a result road
radiating from city in all directions needs to be widened to 4 lane to 6 lane. However vehicles which are
coming from one direction and proceeding to other direction passed through the Pune City, thereby
creating traffic problems. Such passing traffic, if diverted through road network outside the city limits, it
will solve/decongest traffic problem intra city. In absence of these peripheral connections, the load of
external floating traffic is ever increasing on the intra city road network. To overcome this problem, an
idea of Pune Ring Road is come forward.
1.4
Components of the project:
The proposed Pune Ring Road, which is entirely a green field alignment, has multi-dimensional facets
with respect to land use, physical features and road geometry. As decided by Client the project road shall
be a 6-lane highway to be developed with expressway standard with provision of future 8-lane.
Considering all these aspects the section-wise policy adopted for developing the ring road based on the
initial investigations.
Development of a highway essentially consists of two components, viz. Geometric and Structural.
Geometric improvement deals with visible dimensions of roadway and is dictated by the traffic and
economic considerations. Geometric design involves several design elements such as horizontal and
vertical alignments, sight distance considerations, cross sectional elements, lateral and vertical clearances,
intersection treatment, control of access, etc. The structural component deals with the pavement,
embankment design and structure design aspects, i.e. the ability of the highway to adequately carry and
support the vehicle / wheel loads over the design period.
The development proposals for the proposed ring road include the provision for the following major
items:
 Geometric Improvements and realignments
 Bypasses
 Pavement
 Road Junctions
 Bridges and Cross-Drainage Structures
 Safety and Special Problems and
 Road Appurtenances
The road furniture, traffic safety features and other facilities included in the design are:



MSRDC
Bus Bays
Truck Lay byes
Road Markings
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Traffic Signs
Kilometre Stone Details
200m Stones and Boundary Stones
Delineators and Object Markers
Guard Post
Crash Barrier
The project will also increase transportation connectivity to NH-4 Highway, Mumbai Pune Expressway,
Pune-Solapur Highway NH-9, Pune – Nashik Highway NH-50, Pune- Nagar Road.
Along with this it is also proposed to have area development, real estate development, medical facilities,
food courts, police stations, public toilets, petrol pumps. Other planned activities include construction of
intersections/junctions, culverts and drainage works, toll plazas and ancillary structures, temporary
access, diversion roads and site location for Wet Mix Macadam Plant (WMM plant) and other road
construction related plants and establishments.
The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage yard, earth
from nearby burrow area and dumping of construction spoils at dumping sites.
2.
Introduction of the project
2.1
Background information
i.
Identification of project and project proponent
Project: Construction of Pune Ring Road (Eastern Alignment).
Project proponent: Maharashtra State Road Development Corporation Ltd. (MSRDC)
Brief description of nature of the project:
The proposed Pune Ring Road, which is entirely a green field alignment. The roject road shall be a 6-lane
highway to be developed with expressway standard with provision of future 8-lane.The project road
section lies between Urse on Mumbai-Pune Expressway to Khed Shivapur on NH-4. However based on
the approved alignment corridor and expected traffic homogeneity the proposed road has four quadrants
viz: Mumbai-Pune Expressway to Nashik road (NH-50), Nashik road (NH-50) to Nagar road (SH), Nagar
road (SH) to Solapur road (NH-9), Solapur road (NH-9) to Satara road (NH-4) with the total length of
about 101.46 km.
The project road is planned mostly in conformity with the provisions of MORT&H Expressway
Guidelines 2010, published by IRC. Design Standard. Considering maximum super-elevation of 5% and
friction factor (f) of 0.1 corresponding to design speed of 120kph, a minimum radius of 760m has been
kept all along the alignment. The minimum length of circular and transition curve is kept as 200m and
100m respectively. Transition curve is not provided where curve radius exceeds 4000m. Super-elevation
is calculated considering friction factor (f) of 0.035. However super-elevation is limited to 5% considering
maximum friction factor (f) of 0.1. Normal camber (-2.5%) is followed where curve radius is more than
11400m.
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ii.
JULY 2016
Need for the project and its importance to the country and or region.
Pune district is bound by Ahmednagar district on north-east, Solapur district on the south-east, Satara
district on south, Raigad district on the west and Thane district on the north-west. It is the second largest
district in the state and covers 5.10% of the total geographical area of the state. The landscape of Pune
district is distributed triangularly in western Maharashtra at the foothills of the Sahyadri Mountains and
is divided into three parts: "Ghatmatha", "Maval" and "Desh". Pimpri- Chinchwad has witnessed a rise
of about 20% in its population in the past decade. According to the 2011 census, the population of the
city is 17,29,320. As per the 2011 census, the total population of Pune district is 94.26 lakh. PimpriChinchwad is a major industrial hub and hosts one of the biggest industrial zones in Asia. As per 2011
census PCMC has population of 17,29,359 and the present population is approximately 20,00,000.
The traffic in and around Pune is increasing at high rate due to industrial and other socio economic
development in and around Pune City. There are many arterial roads passing through Pune city. National
Highway No. 4, 9 and 50 and some other important State Highways cross Pune city. As a result road
radiating from city in all directions needs to be widened to 4 lane to 6 lane. However vehicles which are
coming from one direction and proceeding to other direction passed through the Pune City, thereby
creating traffic problems. Such passing traffic, if diverted through road network outside the city limits, it
will solve/decongest traffic problem intra city. In absence of these peripheral connections, the load of
external floating traffic is ever increasing on the intra city road network. To overcome this problem, an
idea of Pune Ring Road is come forward. This proposed Ring Road is approximately 170 km road length
and divided into 4 sections. The sections I and II are relatively accessible but section III and IV are
passing through defense area, various dams, rivers and forest area. MSRDC is currently exploring the
possibilities of construction of Ring Road around Pune and Pimpri- Chichwad Corporation through Public
Private Partnership (PPP) on Design, Built, Finance, Operate and Transfer (DBFOT basis).
iii.
Demand Supply Gap.
Pune ring road being infrastructure project, this aspect is not applicable.
iv.
Imports vs. Indigenous production.
Pune ring road being infrastructure project, this aspect is not applicable.
v.
Export Possibility.
Pune ring road being infrastructure project, this aspect is not applicable.
vi.
Domestic / export Markets.
Pune ring road being infrastructure project, this aspect is not applicable.
vii.
Employment Generation (Direct and Indirect) due to the project.
Highway construction broadly encompasses the issues relevant to the process of construction and
maintenance, including the design, contracting, implementation, supervision, and maintenance of
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highways and related structures, such as bridges and interchanges. The areas covered includes public
works, private contracting of civil works, and labor-based construction techniques.
Direct employment generation: During the construction phase of the project which is likely to be
completed within 36 months, manpower will be needed to take the part in various project activities. About
8000 persons per day, which includes, skilled, semi-skilled and unskilled labours, will likely to get work.
In the post construction phase it is expected that the project will provide social benefits to about 800
people in terms of direct employment by way of better commercial and industrial development of the
area.
The project shall also induce indirect employment generation for cleaners, guards, local vendors,
operation and maintenance workers etc. Indirect employment will be both temporary and permanent.
Temporary indirect employment: Local vendors, construction material traders, electrician, plumbers
etc. will be benefitted through employment generated during construction and maintenance phase.
Permanent indirect employment: Cleaners, guards, local vendors, kiosk stalls will be benefitted through
employment generated during operation phase. The project will therefore provide employment to people
from all walks of life i.e. Construction, Building materials, Engineering, Medicine, Hospitality,
Education, Information Technology and Administration etc. The project will be beneficial for the local
communities, as it will generate employment by way of construction and reduction in pollution with better
communication. The project will benefit all the population groups and consequently not differentially or
adversely affect any groups.
3.
Project Description
i.
Type of project including interlinked and interdependent projects, if any.
The proposed Pune Ring Road, which is entirely a green field alignment, has Multi dimensional facets
with respect to land use, physical features and road. geometry. The project road shall be a 6-lane highway
to be developed with expressway standard with provision of future 8-lane.
ii.
Location (map showing general location, specific location, and project boundary & project
site layout) with coordinates.
Based on various alternative alignment option study, the proposed projectroad shall lie Urse
(18°42'43.06"N, 73°39'1.28"E) with a junction with Mumbai-Pune Expressway (km 84), and shall meet
NH-4 (km818+200) at Khed Shivapur (18°19'22.35"N, 73°51'21.57"E) before Toll Plaza. It passes
through 48 villages under 5 Talukas, viz. Maval, Khed, Haveli, Purander and Bhor.
The Index map and the location map is given in Figure 1 & 2 respectively while the alignment on the
Google Map is given in Figure - 3
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Figure - 1
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Figure - 2
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Figure - 3
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iii.
JULY 2016
Details of alternate sites considered and the basis of selecting the proposed site, particularly
the environmental considerations gone into should be highlighted.
Multiple alignment options were studied right from the inception of the project. As a part of the Inception
Report, alignment options study report was submitted describing the methodology adopted to choose the
most techno-economically feasible alignment. The options were discussed and presented in various
forums conducted. In the Steering Committee meeting held on 14 September 2015, the alignment option
“B” as suggested by Consultant in the Revised Inception Report was approved with suggested
modifications. Detailed Alternative alignment analysis is carried out as given in Figure 4. This PFR is
prepared as per selected alignment.
Alignment A
1. The alignment passes through defence area near Ghorawadi Railway Station and at forest land
near Mumbai Pune Expressway where it requires 3.40 km long tunnel (Node B1-B2) and also it
passes through 7.40 km long tunnel near Wadachi Wadi as alignment passes through hill section
(Node B7-B8).
2. It crosses Mula-Mutha River and Indrani River at five locations where major bridges are proposed
and one minor bridge for Canal crossing. At three locations ROB is required where it crosses
existing level crossings.
3. The land use is mostly barren land i.e. 46%, agricultural land is of 45% and around 9% of forest
area. Around 364 nos. of permanent structures will be affected along this alignment
Alignment B
1. The alignment passes through defence area near Ghorawadi Railway Station and at forest land
near Mumbai Pune Expressway where it requires 3.40 km long tunnel (Node A1-A2) and also it
passes through 9.50 km long tunnel near Kanifnath temple road as alignment passes through hill
section (Node A7-A8).
2. It crosses Mula-Mutha River and Indrani River at four locations where major bridges are
proposed and one minor bridge for Canal crossing. At three locations ROB is required where it
crosses existing level crossings. (Mumbai-Pune, Pune-Solapur, Pune-Kolhapur Railway lines)
3. The land use is mostly agricultural i.e. 62%, barren land is of 28% and around 10% of forest area.
Around 833 nos. of permanent structures will be affected along this alignment
Alignment C
1. The alignment passes through defence area near Ghorawadi Railway Station and at forest land
near Mumbai Pune Expressway where it requires 3.40 km long tunnel (Node C1-C2) and also it
passes through 9.30 km long tunnel near Kanifnath temple road as alignment passes through hill
section (Node C7-C8).
2. It crosses Mula-Mutha River and Indrani River at six locations where major bridges are proposed
and one minor bridge for Canal crossing. At three locations ROB is required where it crosses
existing level crossings.
3. The land use is mostly agricultural i.e. 79%, barren land is of 17% and around 5% of forest area.
Around 467 nos. of permanent structures will be affected along this alignment.
.
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Figure - 4
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iv.
JULY 2016
Size or magnitude of operation
The development proposals for the proposed ring road include the provision for the following major items:
 Geometric Improvements and realignments
 Bypasses
 Pavement
 Road Junctions
 Bridges and Cross-Drainage Structures
 Safety and Special Problems and
 Road Appurtenances
The road furniture, traffic safety features and other facilities included in the design are:
 Bus Bays
 Truck Lay byes
 Road Markings
 Traffic Signs
 Kilometre Stone Details
 200m Stones and Boundary Stones
 Delineators and Object Markers
 Guard Post
 Crash Barrier
Along with this it is also proposed to have area development, real estate development, emergency landing
of plane, medical facilities, food courts, police stations, public toilets, petrol pumps.
Other planned activities include construction of intersections/junctions, culverts and drainage works, toll
plazas and ancillary structures, temporary access, diversion roads and site location for Wet Mix Macadam
Plant (WMM plant) and other road construction related plants and establishments.
The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage yard,
earth from nearby burrow area and dumping of construction spoils at dumping sites.
Besides, to do away with the necessity of funds require for acquisition of expensive land for the project
road and to eschew social unrest expected as a consequence to land acquisition, land pooling model has
been envisaged in this project. In this scheme, land will be readjusted to assemble small rural land parcels
into a large land parcel, provide it with infrastructure in a planned manner and return the reconstituted
land to the owners, after deducting the cost of the provision of infrastructure and public spaces by the sale
of some of serviced land. In the subsequent stage, all necessary surveys shall be conducted to assess the
market demand and gap analysis will be done to maximize the potential of the land pool scheme and
increase the benefit/cost ratio of the project.
Based on the preliminary discussion held, it was indicated that the land pooled under saleable component
shall be developed along the vicinity of the Pune Ring Road to leverage maximum real estate value and
well as incorporate the growing demand in future in cohesion with the larger Pune metropolitan
masterplan region boundary.
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The proposed Ring Road will accommodate traffic from the arterial roads and the major highways
connecting Pune city.
v.
Project description with process details (a schematic diagram/ flowchart showing the
project layout, components of the project etc. should be given)
The proposed Pune Ring Road, which is entirely a green field alignment, has Multi dimensional facets
with respect to land use, physical features and road. geometry. The project road shall be a 6-lane highway
to be developed with expressway standard with provision of future 8-lane.
Development of a highway essentially consists of two components, viz. Geometric and Structural.
Geometric improvement deals with visible dimensions of roadway and is dictated by the traffic and
economic considerations. Geometric design involves several design elements such as horizontal and
vertical alignments, sight distance considerations, cross sectional elements, lateral and vertical clearances,
intersection treatment, control of access, etc. The structural component deals with the pavement,
embankment design and structure design aspects, i.e. the ability of the highway to adequately carry and
support the vehicle / wheel loads over the design period.
Design Standards for major features of Main Carriageway of Pune Ring Road have been extracted from
Expressway Guidelines standards conforming to design speeds 120kmph. While for the service roads,
wherever provided, shall have major roadway components conforming to the standards of IRC: SP-842014 corresponding to design speed of 80kmph for plain terrain. The adopted standards are presented in
Table 2.
Table 2 : Geometric Design Standards for Pune Ring road
Sr.
No.
1
2
3
Description
Design speed
Proposed ROW
Roadway
i. Lane width
ii. Paved shoulder on outer side
iii. Outer Verge width
iv. Cross slope in lanes and paved
shoulders
v. Cross slope in Cement Concrete
Surfacing
vi. Cross slope in earthen shoulders
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5
6
7
8
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Edge strip kerb shyness
i. Median side
Side walk
Utility Corridor
Sight distance
i. Desirable Minimum
ii. Safe Stopping Distance
iii. Decision Sight Distance
Horizontal curvature
i. Requiring no super elevation
Standards Adopted
Pune Ring Road
Service Road
120kmph
80kmph
110m
3.75m
3.0m (including
0.5m edge strip)
1.5 m
2.5%
3.5m
Nil
Nil
2.5%
2.5%
2.5%
3.0%
0.75m
3.0%
0.5m
2.0 m
2.0m
-
250m
360m
360m
180m
11400 m
1800 m
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ii. Absolute minimum for 120 kmph
iii. Absolute minimum for 100 kmph
iii. Absolute minimum for 80 kmph
Maximum Super elevation
Rate of change of super elevation
Vertical Alignment
Minimum distance between PVI
Gradient: Ruling and Limiting
760 m
5%
1 in 200
-
400 m
300m
5%
1 in 150
150m
3.0%
Minimum length of vertical curve
Maximum grade change not requiring vertical
curve
Vertical clearance to road bridge over road
Vertical Clearance to road bridge over rail
Embankment slope
In normal section
In pitching proposed sections
In high embankment (>3m)
100m
0.5%
3.33% &
5.0%
60m
0.5%
5.0 m
6.75m
5.0m
6.75m
2H: 1V
1.5H: 1V
3.0H: 1V
2H: 1V
1.5H: 1V
3.0H: 1V
As Pune Ring Road is conceived to be built as an expressway with access controlled facility, hence all
minor junctions are proposed to be grade separated by a Vehicular / Light Vehicular Underpass, as
deemed necessary. For major junctions, interchanges are proposed. Interchanges are proposed at the
junction of Pune Ring Road with the following major roads:
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Mumbai – Pune Expressway – Design Ch. 0+000
NH-50 (Pune-Nasik Highway) – Design Ch. 25+650
NH-9 (Pune – Solapur Highway) – Design Ch. 66+520
NH-4 (Pune – Bengaluru Highway) – Design Ch. 100+905
Besides, there are 33 minor intersections which have been proposed to be grade separated by Vehicular /
Light Vehicular Underpasses. There are 5 minor bridges, 5 major bridges and 2nos. of viaducts and
8090m of tunnel on the project road. While the bridges and structures are proposed to be of 8-lane
configuration, twin tunnel of each 3-lane configuration has been proposed. All the structures and tunnel
has been proposed to meet the Expressway standard.
Typical Cross Section of the proposed ring road alignment are presented in Figure 4.
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Figure 4 – Typical Cross Sections
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vi.
JULY 2016
Raw material required along with estimated quantity, likely source, marketing area of final
product/s, Mode of transport of raw Material and Finished Product.
The construction material requirement in approximate view per kilometre is as below:
1. Earth work- 60,000 MT/ km
2. Stone ballast-8000 MT/ km
3. Grit- 6000 MT/ km
4. Cement Concrete- 50,000 MT/km
Most of the material transport will be by road. The raw material like earth, stones and grits will be
sourced from nearby quarry locations to be identified along the project corridor. The cement
concrete will be made available from the various RMC plants to be located along the project
corridor. Alternatively the material available from the cutting of hills and tunnels will be reutilized
in the proposed road development.
vii.
Resource optimization/ recycling and reuse envisaged in the project, if any, should be
briefly outlined.
The top soil from the road construction will be stacked and reutilized for green belt development. The
material available from the cutting operation in hilly terrain will be utilized for road construction.
viii.
Availability of water its source, Energy/ power requirement and source should be given.
Water: 90 lpcd will be required for onsite workers, while water for expressway construction and
sprinkling for dust suppression will also be needed. Approximately 500 KL of water would be required
for daily uses in labour camps. The water shall be obtained from nearby surface/ ground water with prior
consent.
Power: LSD D.G sets shall be used for power for onsite construction and labour camps, wherever grid
power supply is not available.
ix.
Quantity of wastes to be generated (liquid and solid) and scheme for their
Management/disposal.
Wastes generated within the site would be of food items, paints, cement, grit, bitumen, tar, cement,
concrete, oil & grease etc. Dry and wet wastes shall be segregated and collected separately. The wet west
will be bio composted onsite. While other waste will be disposed off according to MoEF&CC regulations.
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x.
Schematic representations of the feasibility drawing which give information of EIA
purpose.
4.
Site Analysis
The proposed project road shall lie Urse (18°42'43.06"N, 73°39'1.28"E) with a junction with MumbaiPune Expressway (km 84), and shall meet NH-4 (km818+200) at Khed Shivapur (18°19'22.35"N,
73°51'21.57"E) before Toll Plaza. It passes through 48 villages under 5 Talukas, viz. Maval, Khed,
Haveli, Purander and Bhor.
The project road runs mostly through plain and rolling terrain. At some stretches it passes through hills
where tunnel is proposed. The project road is predominantly passing through agricultural and barren land
except in 10% of the stretch where it is passing through forest area.
i.
Connectivity
The proposed road will connect the Pune and Pimpri - Chinchwad area with various interconnecting roads.
This project will be also be interconnecting the arterials road around Pune city Viz- Pune Mumbai
Expressway, Pune Nashik Highway (NH-50), Pune- Nagar Road, Pune-Solapur Road (NH9) and Pune –
Satara Road (NH4).
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ii. Land Form, Land use and Land ownership
The proposed Pune Ring Road, which is entirely a green field alignment, has multi dimensional facets
with respect to land use, physical features and road geometry. The project road runs mostly through plain
and rolling terrain. At some stretches it passes through hills where tunnel is proposed. The project road is
predominantly passing through agricultural and barren land except in 10% of the stretch where it is
passing through forest area. The proposed road corridor shall cross Indrayani river five times while it
shall cross Mula Mutha river once. Beside various village roads, the project corridor shall cross the
following National Highways (NH):
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
Pune-Nasik Highway (NH-50)
Pune - Solapur Highway (NH 09)
Pune - Bengaluru Highway (NH 04)
Mumbai – Pune Highway (Old NH-4)
It shall also cross the following State Highways and Old NH.

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iii.
Talegaon Chakan(SH-55)
Talegaon Chakan MIDC Road
Alandi-Chakan Road (SH-129)
Alandi-Lonikand Road (SH-116)
Pune Ahmednagar HIghway (MSH 5)
Kesnand Wadebolai Road (SH 68)
Pune Saswad Road (SH 120)
Existing land use pattern (agriculture, non-agriculture, forest, water bodies(including area
under CRZ)), shortest distances from the periphery of the project to periphery of the
forests, national park, wildlife sanctuary, eco-sensitive areas, water bodies (distance from
the HFL of the river), CRZ. Incase of notified industrial area, a copy of the Gazette
notification should be given.
The land use of the land acquired for the purpose of construction of ring road is mainly agriculture and
barren land. About 10% length of the alignment is passes through forest. Although, there is no habitation
along the alignment ring road, however, there are several villages and settlements located in the vicinity.
The number of villages located along project stretch is given below.
1 Parandwadi
2 Urse
3 Talegaon Dabhade
4 Vadgaon
5 Katvi
6 Ambi
7 Varale
8 Akurdi
9 Nanoli
10 Induri
11 Yelwadi
12 Dehu
MSRDC
13 Vitthal Nagar
14 Talwade
15 Nighoje
16 Moi
17 Kuruli
18 Chimbali
19 Kelgaon
20 Alandi
21 Charholi (kh.)
22 Dhanore
23 Solu
24 Pimpalgaon
25 Markal
26 Golegaon
27 Bhavadi
28 Lonikand
29 Bakori
30 Dongargaon
31 Vadebolhai
32 Gavadewadi
33 Biwari
34 Peth
35 Koregaon-Mul
36 Sortapwadi
37 Alandi Mhatobachi
38 Lonikalbhor
39 Wadaki
40 Holkarwadi
41 Handewadi
42 Wadachiwadi
43 Askarwadi
44 Patharwadi
45 Gogalwadi
46 Velu
47 Kasurdi
48 Shivare
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Water Bodies:
The proposed ring road is crossing the Indrayani River at four locations and the Mula-Mutha river at one
location. At all these fiver river crossings major bridge is proposed. Besides at other minor channel and
canal crossings minor bridges are proposed.
Sanctuaries and Wildlife Parks:
There are no sanctuaries and wild life parks within 10 km radius of the proposed ring road.
iv.
Existing Infrastructure.
The proposed route is connected and approached through State highways and National Highways besides
various village roads.
The project route is having various prestigious industrial projects in the vicinity viz., Hinjewadi MIDC
IT part, Chakan MIDC, Shirval Industrial Area, Talegaon MIDC Area, Chinchwad MIDC..
The proposed project route is also having well rail transport in existence. Pune Railway station is around
12 km from the road alignment. Pune Airport is at 9 km from the alignment.
v.
Soil Classification
The soils of the district are the weathering products of Basalt and have various shades from grey to black,
red and pink colour. The soils occurring in the district are classified in the four categories namely lateritic
black soil (Kali), reddish brown soil (Mal), coarse shallow reddish black soil (Koral), medium light
brownish black soil (Barad). In general the soils are very fertile and suitable for growing cereal and pulses.
vi.
Climatic data from secondary sources.
Pune has a hot semi-arid climate bordering with tropical wet and dry with average temperatures ranging
between 20 to 28 °C. Pune experiences three seasons: summer, monsoon, and winter. Typical summer
months are from February to May, with maximum temperatures ranging from 30 to 38 °C. The warmest
month in Pune is April; although summer doesn't end until May, the city often receives heavy
thundershowers in May. Even during the hottest months, the nights are usually cool due to Pune's high
altitude.
The monsoon lasts from June to October, with moderate rainfall and temperatures ranging from 22 to 28
°C. Most of the 722 mm of annual rainfall in the city falls between June and September, and July is the
wettest month of the year. Hailstorms are also common in this region.
Winter begins in November; November in particular is referred to as the Rosy Cold. The daytime
temperature hovers around 28 °C while night temperature is below 10 °C for most of December and
January, often dropping to 5 to 6 °C.
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vii.
JULY 2016
Social Infrastructure available.
Basic social infrastructure is not well developed along the route. The villages on the proposed route have
primary health care facilities, basic education, markets, police station, transportation, roads etc. Pune is
considered the cultural capital of Maharashtra. Since the 1950s and 1960s, Pune has a traditional oldeconomic base. Most of the old industries continue to grow. The city is also known for its manufacturing
and automobiles industries, as well as for research institutes of information technology (IT), education,
management and training, which attract migrants, students, and professionals from India, South East Asia,
the Middle East, and Africa. Pune is also one of the fastest growing cities in the Asia-Pacific region. The
‘Mercer 2015 Quality of Living rankings’ evaluated local living conditions in more than 440 cities around
the world where Pune ranked at 145, second in India after Hyderabad(138). It also highlights Pune among
evolving business centers and emerging 9 cities around the world with citation "Hosts IT and automotive
companies.
5.
Planning Brief
i.
Planning Concept (type of industries, facilities transportation etc) Town and Country
Planning/Development authority Classification
The proposed ring road is a divided arterial highway intended for traffic with full control of access and
provided with grade separators at intersection. Other planned activities include construction of
intersections/junctions, culverts and drainage works, toll plazas and ancillary structures, temporary
access, diversion roads and site location for WMM plant and other road construction related plants and
establishments. The offsite work includes, quarrying from nearby quarry sites, labour camps, material
storage yard, earth from nearby burrow area and dumping of construction spoils at dumping sites.
ii.
Population Projection
The population of the Pune urban agglomeration had been around 4,485,000 in 2005. The migrating
population rose from 43,900 in 2001 to 88,200 in 2005. According to the Pune Municipal Corporation,
40% of the population lived in slums in 2001. The sharp increase in censorial decade of 1991–2001 can
be attributed to the absorption of 38 fringe villages into the city.
In construction phase there will be influx of people in the project area, which includes, skilled, semiskilled and unskilled labours. In the post construction phase it is expected that the project will provide
social benefits to people in terms of direct employment by way of better commercial and industrial
development of the area. Also other than this area development and entertainment centres it is expected
the influx of employees and residents.
iii.
Land use planning (breakup along with green belt etc).
The project road shall be a 6-lane highway to be developed with expressway standard with provision of
future 8-lane. The land required for accommodating the area for RoW i.e. 1110 Ha. The RoW will also
cover toll plaza, emergency services, green belt and other related components. The green belt
development as per Indian Road Congress Guidelines (IRC: SP: 21-2009) and the Ministry of Road
Transport & Highways (MORTH) Green Highways (Plantation, Transplantation, Beautification &
Maintenance) Policy-2015. Compensatory plantation will be a part of Environment management plan to
be prepared for this project.
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iv.
JULY 2016
Assessment of Infrastructure Demand (Physical & Social).
Infrastructure: The infrastructure required is office, store and shelter for workers. And it will be
provided at project site.
Water: Water for drinking, dust suppression & plantation purpose water will be required & drawn from
the nearby water bodies by tankers with prior permissions.
Workers: Most of the workers will be from nearby location. Temporary labour camps will be provided
with drinking and sanitation facilities at appropriate locations along the project road
Landscaping & Green belt development: As per IRC: SP: 21-2009 and MORTH Green Highways
(Plantation, Transplantation, Beautification & Maintenance) Policy-2015, it is mandatory to have
plantation along the highways. The plantation will be proposed stick to the guidelines and policy. It is
proposed that 250 sapling will be planted as on an area of 0.25Ha along the boundary. A number of
species will be planted suitable to this area of climate conditions like indigenous Neem, Mango, Pipal,
Wad, Jamun etc. The general benefits of plantations are;
 Reduction in Heat Island,
 Plantation of herbs, shrubs and trees will create three tier which will reduce the impacts of air
pollution and dust as trees and shrubs are known to be natural sink for air pollutants
 It will provide much needed shade on glaring hot roads during summer
 It will reduce the impact of ever increasing noise pollution caused due to increase in number of
vehicles
 Moderating the effect of wind and incoming radiation
 Grass plantation on the embankment slopes will reduce soil erosion and cutting
 Rumbling sound of vehicle leads to sleeping hence sound barrier
 Prevention of glare from the headlight of incoming vehicles
 Enhancement of Bio-diversity,
 Compensatory tree plantation,
 Fruit bearing plants can generate local economy,
 Enhance Greenery and Aesthetics along the 744 kms stretch.
Health and safety system: During the construction phase and allied activities, all the precautionary
measures shall be taken into account as per mines rules & regulations for safety & security.
Disaster management and risk assessment: There is a possibility of incidents like bank caving, flooding
& drowning during the monsoon. Detailed emergency plan in consultation with Risk and Hazard Expert
and project manager will be prepared and submitted during EIA.
v.
Amenities/Facilities.
Amenities and Facilities: Basic amenities such as toilets for both men and women and clean drinking
water will be provided to the workers. A temporary restroom will also be erected for resting. First aid kits
and PPE will be provided to the employees while imparting knowledge about its usage.
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6.
Proposed Infrastructure
i.
Industrial Area (Processing Area).
JULY 2016
The city is also known for its manufacturing and automobiles industries, as well as for research institutes
of information technology (IT), education, management and training. MIDC at Hinjewadi, Chakan
Talegaon, Chinchwad are located in project vicinity. No new Industrial area is proposed in the project
conceptualization.
ii.
Residential Area (Non Processing Area).
Its conceptualized that based on preliminary calculation there shall be 5 discrete township (each of 370
ha) which can be theme based i.e. Transit oriented and functional SMART city parameters governing
which shall be assessed post a detail market demand survey which shall be conducted in the later stages
of the study. Under the MASTER DEVELOPER model the competent authority that provide trunk
infrastructure further follow bundling and unbundling of land assets for inviting private developer to do
construction according to proposed master plan development guidelines.
It is also proposed to have better connectivity to existing tourism / tourist’s places. Also along
development of entertainment centres like theme parks, hotels, resorts, recreational activities near water
resources, shopping centres etc.
iii.
Green Belt.
Plantations shall be done on either side of the road, as well as on the median, by MSRDC after the
completion of project. Forest clearance will be obtained from MoEF&CC. Compensatory Afforestation
will be prepared.
iv.
Social Infrastructure.
It is anticipated that toll booths, temporary camps and rain water harvesting structures along with
supporting drains shall come up along the alignment. Also it is proposed that 5 townships each of 370 ha
shall be developed with facilities like Hospitals, Food Courts, Institutions, police stations, public toilets,
petrol pumps, fire station etc on the smart city concept.
v.
Connectivity (Traffic and Transportation Road/ Rail/ Metro/ Waterways etc)
The proposed road will connect the Pune and Pimpri - Chinchwad area with various interconnecting roads.
This project will be also be interconnecting the arterials road around Pune city Viz- Pune Mumbai
Expressway, Pune Nashik Highway (NH-50), Pune- Nagar Road, Pune-Solapur Road (NH9) and Pune –
Satara Road (NH4).
The proposed project route is also having well rail transport in existence. Pune Railway station is around
12 km from the road alignment. Pune Airport is at 9 km from the alignment.
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vi.
JULY 2016
Drinking Water Management (Source & Supply of water)
Water at 90 lpcd shall be required for construction and operational workers. Drinking water will be
provided in camps through bore wells/ water tankers with prior consent. It is expected that about 500
KLD water will be required for resident construction workers.
vii.
Sewerage System
Mobile toilets and soak pit shall be provided for construction and operational workers. In operation phase
the waste water management system like proper sewerage system and STPs will be provided.
viii.
Industrial Waste Management
Waste management during construction and operational phase shall be done as per MoEF&CC norms.
Hazardous waste will be dealt with due care following the Hazardous Waste Management Rules and
Regulations 2008.
ix.
Solid Waste Management
Municipal Solid Waste is expected to be generated from proposed Township and its facilities. Waste
management during construction and operational phase shall be done as per MoEF&CC norms. Organic
and inorganic wastes will be segregated and disposed off as per SWM rules and regulations.
x.
Power Requirement & Supply / source
Power requirement during construction phase will be met with LSD D.G sets in case of non-availability
of electric supply. For operational phase, electrical supply will be used wherever available.
7.
Rehabilitation and Resettlement (R & R) Plan
i.
Policy to be adopted (Central/State) in respect of the project affected persons including
home oustees, land oustees and landless laborers (a brief outline to be given).
Most of the land coming under the project area is agricultural and barren land. Along with this the
alignment passing through forest land and inhabited area. The land required for the construction will be
acquired by MSRDC before the start of construction work. R&R plan will be prepared as per
Rehabilitation policy of Maharashtra and will be submitted in EIA.
8.
Project Schedule & Cost Estimates
i.
Likely date of start of construction and likely date of completion
The project shall start its construction work as and when DPR is finalized and will get Environmental
clearance from state level MoEF&CC and State Government. The completion period of the project
construction is estimated about 36 months.
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ii.
JULY 2016
Estimated project cost along with analysis in terms of economic viability of the project.
The estimated cost of the project is approximately Rs. 3652 Crores.
9.
Analysis of proposal (Final Recommendations)
(i)
Financial and social benefits with special emphasis on the benefit to the local people
including tribal population, if any, in the area.
The project will have multiple benefits. It will reduce the travel time substantially. In addition the
improved road will provide other benefits like proposed activity improves the economic status of the
village people along project area. Overall improvement will be expected in terms of;
1. Development and improvement in transportation infrastructure facility will connect villages with
the Pune City.
2. Improved infrastructure facilities
3. Better approach to Medical & Educational services and quick transportation of perishable goods
like fruits , vegetables and dairy products and
4. Drinking water facility
5. Development of local agriculture and handicrafts
6. Development of tourism and pilgrimage
7. Vocational and skill development training for youth
8. Opening up of opportunities for new occupations
9. Improved quality of life for people and so on.
10. Transporting, processing and marketing of agricultural products
11. Fast and safe connectivity resulting in savings in fuel, travel time and total transportation cost to
the society
12. Reduction in accidents
13. Reduction in pollution
14. Proposed Tree Plantation along the road side, green pockets alongside of the alignment will have
social benefits to the nearby people
15. The proposed ring road will have infrastructural Launchpad.
16. Along with this it is also proposed to have area development, real estate development, medical
facilities, food courts, police stations, public toilets, petrol pumps. This will definitely add value
in the social and financial benefits in the region
17. Indirect and direct employment opportunity to people from all skilled, semiskilled and unskilled
streams will act as social benefits
It is assumed that the overall project will boost socio-economic development in the entire Pune region.
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