Pune Ring Road

PRE FEASIBILITY REPORT (PFR)
FOR
Pune Ring road Project (Western Alignment)
SUBMITTED BY
MAHARASHTRA STATE ROAD DEVELOPMENT CORPORATION LIMITED

(A Govt. of Maharashtra Undertaking)
SEPTEMBER 2016
PRE-FEASIBILITY REPORT FOR PUNE RING ROAD (WESTERN ALIGNMENT) SEPTEMBER
Table of Contents
1. Executive Summary 2
2. Introduction of the project 6
3. Project Description 6
4. Site Analysis 19
5. Planning Brief 22
6. Proposed Infrastructure 24
7. Rehabilitation and Resettlement (R & R) Plan 25
8. Project Schedule & Cost Estimates 25
9. Analysis of proposal (Final Recommendations) 26
List of Tables
Table 1: Details of Chainage (Western Alignment) 3

Table 2: Details of Major/Minor Intersections 4
Table 3: Major Features of the Alternative Alignments 13
Table 4: Analysis of Alternative – Social and Environmental Aspects 14
Table 5: Geometric Design Standards for Pune Ring road 17
Table 6: Summary of Site Analysis 24
List of Figures
Figure 1: Index Map 10

Figure 2: Location Map 11
Figure 3: Google Map 12
Figure 4: Map Showing Alternatives 13
Figure 5: Typical Cross Sections 15
Figure 6: MRSAC MAP & ZONING Classification 25
MSRDC 1
PRE-FEASIBILITY REPORT FOR PUNE RING ROAD (WESTERN SEPTEMBER
1. Executive Summary
1.1 Preamble:
Pune is the ninth-most populous city in India and the second largest in the state of Maharashtra
after the state capital city of Mumbai. Pune is also the 101st largest city in the world, by
population. Situated about 560 metres above sea level on the Deccan plateau, on the right bank
of the Mutha river. Pune city is the administrative headquarters of Pune district. The traffic
around Pune city has been increasing at high rate due to industrial and other socio-economic
development, thus necessitating capacity augmentation of the existing radial routes emanating
from the city. Besides, through traffic, i.e. traffic originating outside Pune and destined outside
Pune, is passing through Pune City thus overloading the intra city network and creating traffic
congestion. Therefore, to decongest the city of Pune it is essential to create a road network for
through traffic which can circumvent the city limit and pass hassle free.
Pune Ring road is a proposed circular outer road for Pune metropolitan region. This decision
was taken on 12.06.2007 by the Chief Minister of Maharashtra. In earlier stage (2008)
proposed ring road was widening of existing outer ring road, but later it is modified & decided
to align away from city considering future growth and development of PMR. The Maharashtra
State Road Developm+ent Corporation (MSRDC) has decided to take up the development of
an Outer Ring Road Corridors for the Historic City of Pune in order to provide safe unhindered
passage to peripheral traffic which will in turn help in decongesting the city traffic.
Accordingly MSRDC has proposed to implement the development project under two packages
viz. Package I [approximate length 100 Kms] starting from Khed Shivapur on NH-4 [Popularly
known as Satara road] and culminating at Urse on Mumbai-Pune Expressway via Bhivari
[Pune Baramati road], Wadki [Saswad road], Theur [Solapur road], Lonikand [Ahmednagar
road], Kuruli [Nashik Road and Talegaon [Old Mumbai-Pune Ring road – NH4] and Package
II [approximate 70 Kms length] starting from Khed Shivapur on NH-4 [Satara road] and
culminating at Urse on mum- Pune Expressway via Malkhed [Pune-Panshet road], Muttha
Village [Pune – Lavasa road] and Ghotavade Phata [Paud Road].
Based on various alternative alignment option study for Pune Ring Road- western alignment,
one of alignment is finalised which is starting from Khed Shivapur on NH-4 [Satara road] and
culminating at Urse on Mumbai-Pune Expressway via Malkhed [Pune-Panshet road], Muttha
Village [Pune – Lavasa road] and Ghotavade Phata [Paud Road].
1.2 Project Description:
Presently the start and end points of the project corridor are partly linked by existing single/two
lane road [about 66.100 kms length] which crisscrosses through existing
towns/villages/hamlets with about a 10 km stretch [aerial length] of missing link between
villages Kalyan and Sangrun. Out of the 65 kms of existing road, only about 16 kms [existing
Pune - Lavasa Road portion] is two lane and in good condition.
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The western part of Pune Ring Road was conceived to be built in following chainage :
Table 1 : Details of Chainage (Western Alignment
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Details of Major Junctions have been collected during the reconnaissance survey are listed Table
2:
Table 2 : Details of Major/Minor Intersections
The project road is proposed to be of expressway standard having 6-lane with paved shoulder
with provision of future 8-laning. Hence the proposals are mostly in conformity with the
provisions of MORT&H Expressway Guidelines 2010, published by IRC.
It passes through 41 villages under 5 Talukas, viz. Bhor, Maval, Paud, Haveli & Mulashi.
The estimated cost for the entire stretch of the project is Rs. 3021.72 Crores. Some parts of the
alignment pass through the forest land and barren land. Wherever the forest land is involved,
the clearance will be required from the Ministry of Environment, Forest and Climate Change
(MoEF&CC), Government of India.
1.3 Importance of the Project:
The to and fro highway traffic plying between Mumbai to Bangalore will use the proposed ring
road and ease the intensity of traffic on the present Mumbai-Bangalore bypass. The fringe
traffic of Pune City will also be greatly benefitted as they will not have to enter the city and can
avoid the traffic snarls. It is also proposed to develop housing and other infrastructure along the
ring road and provide connectivity to people there. It will decentralize the development of city.
The concept of „walk to work‟ wherein working stations would be near residential areas, will
ensure people do not have to spend long hours commuting from residence to office. Proposed
ring road is expected to be used by nearly 10 lakhs vehicles. The project will be self-financing
as funds are expected to be generated by “Land Pooling” system and TP Schemes.
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Existing outermost fully developed road of the city on western part is Mumbai-Bangalore
bypass passes through Dehu road, Kiwale, Wakad, Balewadi, Baner, Warje, Katraj, Kondhva,
Undri but the road is now became part of the city due to development on both sides of road and
hence project ring road is proposed about 10-12 km away from development on the western
side. The Project road which connects the Mumbai Pune Expressway to Pune Satara Highway
[NH-4] crosses the Paud Road near the Industrial.
Township of Pirangut. Since there is no existing road, proposed alignment of ring road is
totally new alignment & passing through green field areas. Most of the alignment is passing
through mountainous region which have its advantages like low cost of land acquisition due to
barren land, government land and disadvantages like development along the project road
throughout the length may not possible & cost of road construction will be high due to tunnels,
viaducts, high embankment.
1.4 Components of the project:
The proposed Pune Ring Road, which is entirely a green field alignment, has multi-
dimensional facets with respect to land use, physical features and road geometry. As decided
by Client the project road shall be a 6-lane highway to be developed with expressway standard
with provision of future 8-lane. Considering all these aspects the section-wise policy adopted
for developing the ring road based on the initial investigations.
Development of a highway essentially consists of two components, viz. Geometric and

Structural. Geometric improvement deals with visible dimensions of roadway and is dictated
by the traffic and economic considerations. Geometric design involves several design elements
such as horizontal and vertical alignments, sight distance considerations, cross sectional
elements, lateral and vertical clearances, intersection treatment, control of access, etc. The
structural component deals with the pavement, embankment design and structure design
aspects, i.e. the ability of the highway to adequately carry and support the vehicle / wheel loads
over the design period.
The development proposals for the proposed ring road include the provision for the following
major items:
 Geometric Improvements and realignments
 Bypasses
 Pavement
 Road Junctions
 Bridges and Cross-Drainage Structures
 Safety and Special Problems and
 Road Appurtenances
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The road furniture, traffic safety features and other facilities included in the design are:
 Bus Bays
 Truck Lay byes
 Road Markings
 Traffic Signs
 Kilometre Stone Details
 200m Stones and Boundary Stones
 Delineators and Object Markers
 Guard Post
 Crash Barrier
The project will also increase transportation connectivity to NH-4 Highway, Mumbai Pune
Expressway, Pune-Solapur Highway NH-9, Pune – Nashik Highway NH-50, Pune- Nagar
Road.
Along with this it is also proposed to have area development, real estate development, medical
facilities, food courts, police stations, public toilets, petrol pumps. Other planned activities
include construction of intersections/junctions, culverts and drainage works, toll plazas and
ancillary structures, temporary access, diversion roads and site location for Wet Mix Macadam
Plant (WMM plant) and other road construction related plants and establishments.
The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage
yard, earth from nearby burrow area and dumping of construction spoils at dumping sites.
2. Introduction of the project
2.1 Background information
i. Identification of project and project proponent
Project: Construction of Pune Ring Road (Eastern Alignment).
Project proponent: Maharashtra State Road Development Corporation Ltd. (MSRDC)
Brief description of nature of the project:
The proposed Pune Ring Road, which is entirely a green field alignment. The project road shall
be a 6-lane highway to be developed with expressway standard with provision of future 8-
lane.The project road section lies between Urse on Mumbai-Pune Expressway to Khed
Shivapur on NH-4. However based on the approved alignment corridor and expected traffic
homogeneity the proposed road has four quadrants viz: Mumbai-Pune Expressway to Nashik
road (NH-50), Nashik road (NH-50) to Nagar road (SH), Nagar road (SH) to Solapur road
(NH-9), Solapur road (NH-9) to Satara road (NH-4) with the total length of about 101.46 km.
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The project road is planned mostly in conformity with the provisions of MORT&H
Expressway Guidelines 2010, published by IRC. Design Standard. Considering maximum
super-elevation of 5% and friction factor (f) of 0.1 corresponding to design speed of 120kph, a
minimum radius of 760m has been kept all along the alignment. The minimum length of
circular and transition curve is kept as 200m and 100m respectively. Transition curve is not
provided where curve radius exceeds 4000m. Super-elevation is calculated considering friction
factor (f) of 0.035. However super-elevation is limited to 5% considering maximum friction
factor (f) of 0.1. Normal camber (-2.5%) is followed where curve radius is more than 11400m.
ii. Need for the project and its importance to the country and or region.
Pune district is bound by Ahmednagar district on north-east, Solapur district on the south-east,
Satara district on south, Raigad district on the west and Thane district on the north-west. It is
the second largest district in the state and covers 5.10% of the total geographical area of the
state. The landscape of Pune district is distributed triangularly in western Maharashtra at the
foothills of the Sahyadri Mountains and is divided into three parts: "Ghatmatha", "Maval" and
"Desh". Pimpri- Chinchwad has witnessed a rise of about 20% in its population in the past
decade. According to the 2011 census, the population of the city is 17,29,320. As per the 2011
census, the total population of Pune district is 94.26 lakh. Pimpri-Chinchwad is a major
industrial hub and hosts one of the biggest industrial zones in Asia. As per 2011 census PCMC
has population of 17,29,359 and the present population is approximately 20,00,000.
The to and fro highway traffic plying between Mumbai to Bangalore will use the proposed ring
road and ease the intensity of traffic on the present Mumbai-Bangalore bypass. The fringe
traffic of Pune City will also be greatly benefitted as they will not have to enter the city and can
avoid the traffic snarls. It is also proposed to develop housing and other infrastructure along the
ring road and provide connectivity to people there. It will decentralize the development of city.
The concept of „walk to work‟ wherein working stations would be near residential areas, will
ensure people do not have to spend long hours commuting from residence to office. Proposed
ring road is expected to be used by nearly 10 lakhs vehicles. The project will be self-financing
as funds are expected to be generated by “Land Pooling” system and TP Schemes.
Existing outermost fully developed road of the city on western part is Mumbai-Bangalore
bypass passes through Dehuroad, Kiwale, Wakad, Balewadi, Baner, Warje, Katraj, Kondhva,
Undri but the road is now became part of the city due to development on both sides of road and
hence project ring road is proposed about 10-12 km away from development on the western
side. The Project road which connects the Mumbai Pune Expressway to Pune Satara Highway
[NH-4] crosses the Paud Road near the Industrial.
iii. Demand Supply Gap.
Pune ring road being infrastructure project, this aspect is not applicable.
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iv. Imports vs. Indigenous production.
v. Export Possibility.
vi. Domestic / export Markets.
vii. Employment Generation (Direct and Indirect) due to the project.
Highway construction broadly encompasses the issues relevant to the process of construction
and maintenance, including the design, contracting, implementation, supervision, and
maintenance of highways and related structures, such as bridges and interchanges. The areas
covered includes public works, private contracting of civil works, and labor-based construction
techniques.
Direct employment generation: During the construction phase of the project which is likely
to be completed as per MSRDC timeline, manpower will be needed to take the part in various
project activities. About 6000 persons per day, which includes, skilled, semi-skilled and
unskilled labours, will likely to get work. In the post construction phase it is expected that the
project will provide social benefits to about 800 people in terms of direct employment by way
of better commercial and industrial development of the area.
The project shall also induce indirect employment generation for cleaners, guards, local
vendors, operation and maintenance workers etc. Indirect employment will be both temporary
and permanent.
Temporary indirect employment: Local vendors, construction material traders, electrician,

plumbers etc. will be benefitted through employment generated during construction and
maintenance phase.
Permanent indirect employment: Cleaners, guards, local vendors, kiosk stalls will be
benefitted through employment generated during operation phase. The project will therefore
provide employment to people from all walks of life i.e. Construction, Building materials,
Engineering, Medicine, Hospitality, Education, Information Technology and Administration
etc. The project will be beneficial for the local communities, as it will generate employment by
way of construction and reduction in pollution with better communication. The project will
benefit all the population groups and consequently not differentially or adversely affect any
groups.
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3. Project Description
i. Type of project including interlinked and interdependent projects, if any.
The proposed Pune Ring Road, which is entirely a green field alignment, has Multi
dimensional facets with respect to land use, physical features and road. geometry. The project
road shall be a 6-lane highway to be developed with expressway standard with provision of
future 8-lane.
ii. Location (map showing general location, specific location, and project boundary &
project site layout) with coordinates.
Based on various alternative alignment option study, the proposed project western alignment is
starting from Khed Shivapur on NH-4 [Satara road] and culminating at Urse on mum-Pune
Expressway via Malkhed [Pune-Panshet road], Muttha Village [Pune – Lavasa road] and
Ghotavade Phata [Paud Road]. It passes through 41 villages under 5 Talukas, viz. Bhor, Maval,
Paud, Haveli & Mulashi
The project road passes through many towns/villages like Khed Shivapur, Kondanpur, Kalyan
Peth, Wardade, Sangrun, Katawadi, Gaikwadwadi, Bahuli, Bhagwatwadi, Mutha, Uravade,
Pirangut [Ghotavade Phata], Materewadi, Rihe, Pimpoli, Pachane, Chandkhed and Bebadohal
before it ends at Urse near Mumbai-Pune Expressway Toll Naka.
This corridor crosses two major rivers viz. Mutha [near village Sangrun] and Mula [near
Ghotavade Phata]. Other than the Sinhgad fort which is about 1.50 Kms away from the project
road, there are no major tourist attractions on this road although the project corridor crosses
roads leading to the famous Panshet/ Warasgaon/ Temgarh/ Mulshi Dams. It also passes
through an Industrial Belt at Pirangut which is a fast developing Industrial cum Residential
Township.
The Index map and the location map is given in Figure 1 & 2 respectively while the alignment
on the Google Map is given in Figure - 3
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Figure 1: Index Map
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Figure 2: Location Map
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Figure 3: Google Imagery
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iii. Details of alternate sites considered and the basis of selecting the proposed site,
particularly the environmental considerations gone into should be highlighted.
Three alternative Alignments have been studied considering the following:
 Avoid built up, residential and industrial areas

 Use of maximum barren land instead agricultural land
 Start and end locations matching with the east ring road
 Greenfield alignment
 Better potential to obtain land for project through land pooling/TPS
 Availability of more area for overall development of city
 Minimum cost of land Acquisition (due to more tunnel length)
The major features of the alternative alignments are given Table 3.
Table 3: Major Features of the Alternative Alignments
Parameters Alignment-1 Alignment-2 Alignment-3

Total Length of Road (Km) 62.81 66.27 64.70
Road Land Width (mtr) 110 110 110
Area of Land Required (Ha) (incl.
791 829 812
100 Ha for Two Interchange)
Agricultural land (%) 58.40 58.10 53.10
Barren land (%) 36.60 34.60 35.90
Forest land (%) 5.00 7.40 11.00
Defence Land (Km) 0 0 0
Villages affected (Nos) 41 43 28
Tunnel Nos. & Length (km) 17.6% 9.2% 13.8%
Railway Crossings 0 0 0
Major Bridges (No.) 2 4 4
Minor Bridges (No) 6 5 6
Total Cost (in Rs. Crores) 3021.72 3810.22 4027.85
Cost per Km (in Rs. Crores) 48.11 57.50 62.25
Three options were compared on the basis of criteria:

 Engineering aspects,
 Social and Environmental aspects,
 Indicative Cost aspects
Three alternative alignments were studied in terms of social and Environmental aspects and
Sensitivity analysis is done based on relative ranking and presented in Table 4:
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Table 4 : Analysis of Alternative – Social and Environmental Aspects
Residential/
Commercial Buildings
CC Road Length (km)
Alignment option
Agricultural Land (%)

Relative Marking
Relative Marking
Relative Marking
Relative Marking
Relative Marking
Total Marking
Rank
Land (%)
Land (%)
Affected
Barren
Forest
(nos)
1 49.07 92 5.00 100 58.40 91 36.60 100 291.00 80 463 1
2 48.59 93 7.40 68 58.10 91 34.60 95 232.00 100 447 2
3 45.21 100 11.00 45 53.10 100 35.90 98 425.00 55 398 3
As indicated above, Alignment-1 turned out to be the preferred alignment on the basis of
relative marking and ranking and has following advantages:
 Minimum cost of land acquisition by minimum use of Agricultural land and maximum
use of barren land.
 Minimum Environmental impact by proposed tunnel crossings through Forest areas.
 Minimum/No Social impact & No re-habitation cost by Greenfield alignment
 No acquisition of residential and commercial/Industrial structures / premises.
 Useful for City traffic as well for through
traffic The proposed project alignment has following
features:
 Terrain is mostly Hilly and Rolling

 Land-use pattern along the Project Road is Mostly Barren, Partly Agricultural,
Industrial & Forest
 Water Bodies across the project road are Khadakvasla Lake, Urawade Dam, Mula
River, Kasarsai Dam, Adhale Reservoir Lake, Pavana Dam
 Except Start & end junctions which are NH and MPE, the proposed alignment crosses
SH-60 i.e Pune-Paud Road (Proposed NH), SH-57 & SH-59 and two MDRs
 No railway crossing
Figure 4 is showing alternative alignments .

.
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PRE-FEASIBILITY REPORT FOR PUNE RING ROAD (WESTERN ALIGNMENT) SEPTEMBER
Figure 4: Alternative Alignment
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iv. Size or magnitude of operation
The development proposals for the proposed ring road include the provision for the following
major items:
 Geometric Improvements and realignments
 Bypasses
 Pavement
 Road Junctions
 Bridges and Cross-Drainage Structures
 Safety and Special Problems and
 Road Appurtenances
The road furniture, traffic safety features and other facilities included in the design are:
 Bus Bays
 Truck Lay byes
 Road Markings
 Traffic Signs
 Kilometre Stone Details
 200m Stones and Boundary Stones
 Delineators and Object Markers
 Guard Post
 Crash Barrier
Along with this it is also proposed to have area development, real estate development,
emergency landing of plane, medical facilities, food courts, police stations, public toilets, petrol
pumps.
Other planned activities include construction of intersections/junctions, culverts and drainage

works, toll plazas and ancillary structures, temporary access, diversion roads and site location
for Wet Mix Macadam Plant (WMM plant) and other road construction related plants and
establishments.
The offsite work includes, quarrying from nearby quarry sites, labour camps, material storage
yard, earth from nearby burrow area and dumping of construction spoils at dumping sites.
Besides, to do away with the necessity of funds require for acquisition of expensive land for the
project road and to eschew social unrest expected as a consequence to land acquisition, land
pooling model has been envisaged in this project. In this scheme, land will be readjusted to
assemble small rural land parcels into a large land parcel, provide it with infrastructure in a
planned manner and return the reconstituted land to the owners, after deducting the cost of the
provision of infrastructure and public spaces by the sale of some of serviced land. In the
subsequent stage, all necessary surveys shall be conducted to assess the market demand and
gap analysis will be done to maximize the potential of the land pool scheme and increase the
benefit/cost ratio of the project.
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Based on the preliminary discussion held, it was indicated that the land pooled under saleable
component shall be developed along the vicinity of the Pune Ring Road to leverage maximum
real estate value and well as incorporate the growing demand in future in cohesion with the
larger Pune metropolitan masterplan region boundary.
The proposed Ring Road will accommodate traffic from the arterial roads and the major
highways connecting Pune city.
v. Project description with process details (a schematic diagram/ flowchart showing the
project layout, components of the project etc. should be given)
The proposed Pune Ring Road, which is entirely a green field alignment, has Multi
dimensional facets with respect to land use, physical features and road. geometry. The project
road shall be a 6-lane highway to be developed with expressway standard with provision of
future 8-lane.
Development of a highway essentially consists of two components, viz. Geometric and

Structural. Geometric improvement deals with visible dimensions of roadway and is dictated by
the traffic and economic considerations. Geometric design involves several design elements
such as horizontal and vertical alignments, sight distance considerations, cross sectional
elements, lateral and vertical clearances, intersection treatment, control of access, etc. The
structural component deals with the pavement, embankment design and structure design
aspects, i.e. the ability of the highway to adequately carry and support the vehicle / wheel loads
over the design period.
Design Standards for major features of Main Carriageway of Pune Ring Road have been
extracted from Expressway Guidelines standards conforming to design speeds 120kmph. While
for the service roads, wherever provided, shall have major roadway components conforming to
the standards of IRC: SP-84-2014 corresponding to design speed of 80kmph for plain terrain.
The adopted standards are presented in Table 5.
Table 5 : Geometric Design Standards for Pune Ring road
Sr. Description Standards Adopted

No. Pune Ring Road Service
Road
1 Design speed 120kmph 80kmph
2 Proposed ROW 110m
3 Roadway
i. Lane width 3.75m 3.5m
ii. Paved shoulder on outer side 3.0m (including Nil
0.5m edge strip) Nil
iii. Outer Verge width 1.5 m 2.5%
iv. Cross slope in lanes and paved 2.5%
shoulders
v. Cross slope in Cement Concrete 2.5% 2.5%
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Surfacing
vi. Cross slope in earthen shoulders 3.0% 3.0%
4 Edge strip kerb shyness 0.75m 0.5m
i. Median side
5 Side walk - 2.0m
6 Utility Corridor 2.0 m -
7 Sight distance
i. Desirable Minimum - -
ii. Safe Stopping Distance 250m 360m
iii. Decision Sight Distance 360m 180m
8 Horizontal curvature
i. Requiring no super elevation 11400 m 1800 m
ii. Absolute minimum for 120 kmph 760 m -
iii. Absolute minimum for 100 kmph - 400 m
iii. Absolute minimum for 80 kmph - 300m
9 Maximum Super elevation 5% 5%
10 Rate of change of super elevation 1 in 200 1 in 150
11 Vertical Alignment - 150m
Minimum distance between PVI
12 Gradient: Ruling and Limiting 3.0% 3.33% &
5.0%
13 Minimum length of vertical curve 100m 60m
14 Maximum grade change not requiring 0.5% 0.5%
vertical curve
15 Vertical clearance to road bridge over road 5.0 m 5.0m
16 Vertical Clearance to road bridge over rail 6.75m 6.75m
17 Embankment slope
In normal section 2H: 1V 2H: 1V
In pitching proposed sections 1.5H: 1V 1.5H: 1V
In high embankment (>3m) 3.0H: 1V 3.0H: 1V
As Pune Ring Road is conceived to be built as an expressway with access controlled facility,
hence all minor junctions are proposed to be grade separated by a Vehicular / Light Vehicular
Underpass, as deemed necessary. For major junctions, interchanges are proposed. Interchanges
are proposed at the junction of Pune Ring Road- western alignment with the following major
roads:
 NH-4 (Pune – Bengaluru Highway) – Design Ch. 0+000

 Mulashi- Paud Road– Design Ch. 36+000
 Mumabi- Pune Expressway – Design Ch. 62+807
Besides, there are 2 minor intersections which have been proposed to be grade separated by
Vehicular / Light Vehicular Underpasses. There are 6 minor bridges, 2 major bridges and 1no.
of viaducts and 12.09 km of tunnel on the project road. While the bridges and structures are
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proposed to be of 8-lane configuration, twin tunnel of each 3-lane configuration has been
proposed. All the structures and tunnel has been proposed to meet the Expressway standard.
Typical Cross Section of the proposed ring road alignment are presented in Figure 5.
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Figure 5– Typical Cross Sections
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vi. Raw material required along with estimated quantity, likely source, marketing
area of final product/s, Mode of transport of raw Material and Finished Product.
The construction material requirement in approximate view per kilometre is as below:

1. Earth work- 60,000 MT/ km
2. Stone ballast-8000 MT/ km
3. Grit- 6000 MT/ km
4. Cement Concrete- 50,000 MT/km
Most of the material transport will be by road. The raw material like earth, stones and
grits will be sourced from nearby quarry locations to be identified along the project
corridor. The cement concrete will be made available from the various RMC plants to be
located along the project corridor. Alternatively the material available from the cutting of
hills and tunnels will be reutilized in the proposed road development.
vii. Resource optimization/ recycling and reuse envisaged in the project, if any, should
be briefly outlined.
The top soil from the road construction will be stacked and reutilized for green belt
development. The material available from the cutting operation in hilly terrain will be utilized
for road construction.
viii. Availability of water its source, Energy/ power requirement and source should be
given.
Water: 90 lpcd will be required for onsite workers, while water for expressway construction
and sprinkling for dust suppression will also be needed. Approximately 500 KL of water would
be required for daily uses in labour camps. The water shall be obtained from nearby surface/
ground water with prior consent.
Power: LSD D.G sets shall be used for power for onsite construction and labour camps,
wherever grid power supply is not available.
ix. Quantity of wastes to be generated (liquid and solid) and scheme for their
Management/disposal.
Wastes generated within the site would be of food items, paints, cement, grit, bitumen, tar,
cement, concrete, oil & grease etc. Dry and wet wastes shall be segregated and collected
separately. The wet west will be bio composted onsite. While other waste will be disposed off
according to MoEF&CC regulations.
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x. Schematic representations of the feasibility drawing which give information of

EIA purpose.
4. Site Analysis
Presently the start and end points of the project corridor are partly linked by existing single/two
lane road [about 65Kms length] which crisscrosses through existing towns/villages/hamlets
with about a 10Km stretch [aerial length] of missing link between villages Kalyan and Sangrun.
Out of the 65Kms of existing road, only about 16Kms [existing Pune - Lavasa Road portion] is
two lane and in good condition.
The project road passes through many towns/villages like Khed, Shivapur, Kondanpur, Kalyan
Peth, Wardade, Sangrun, Katawadi, Gaikwadwadi, Bahuli, Bhagwatwadi, Mutha, Uravade,
Pirangut [Ghotavade Phata], Materewadi, Rihe, Pimpoli, Pachane, Chandkhed and Bebadohal
before it ends at Urse near Mumbai-Pune Expressway Toll Naka.
Most part of the project area lies in the catchment of Mula Mutha river. The main water bodies
across the project road are Khadakvasla Lake, Urawade Dam, Mula River, Kasarsai Dam,
Adhale Reservoir Lake, Pavana Dam. Khadakvasla lake is the main source of drinking water to
Pune City. There are two canal crossings along the project alignment
MSR 2
The project road runs mostly through plain and rolling terrain. At some stretches it passes
through hills where tunnel is proposed. The project road is predominantly passing through
agricultural and barren land except in 10% of the stretch where it is passing through forest area.
Overall project analysis is presented in Table 6.
Table 6: Summary of Site Analysis

Parameters Alignment-1
Total Length of Road (Km) 66.100
Road Land Width (mtr) 110
Area of Land Required (Ha) (incl. 100 Ha for Two Interchange) 791
Agricultural land (%) 58.40
Barren land (%) 36.60
Forest land (%) 5.00
Defence Land (Km) 0
Tunnel Length (%) 17.6%
Railway Crossings 0
Major Bridges (No.) 2.00
i. Connectivity
The proposed road will connect the Pune and Pimpri - Chinchwad area with various
interconnecting roads. This project will be also be interconnecting the arterials road around
Pune city Viz- Pune Mumbai Expressway, Old Pune- Mumbai Highway, Pune – Satara Road
(NH4).
ii. Land Form, Land use and Land ownership
The proposed Pune Ring Road, which is entirely a green field alignment, has multi dimensional
facets with respect to land use, physical features and road geometry. The project road runs
mostly through plain and rolling terrain. At some stretches it passes through hills where tunnel
is proposed. The project road is predominantly passing through agricultural and barren land
except in 10% of the stretch where it is passing through forest area. The proposed western
alignment lie 58.40% - agricultural land, 36.60%- barren land & 5%- forest land. Figure 5 is
showing zoning classification of area falls under the western alignment
MSR 2
Figure 5: MRSAC MAP & ZONING CLASSIFICATION
Agricultural land (%) 58.40

Barren land (%) 36.60
Forest land (%) 5.00
MSR 2
iii. Existing land use pattern (agriculture, non-agriculture, forest, water

bodies(including area under CRZ)), shortest distances from the periphery of the
project to periphery of the forests, national park, wildlife sanctuary, eco-sensitive
areas, water bodies (distance from the HFL of the river), CRZ. Incase of notified
industrial area, a copy of the Gazette notification should be given.
The land use of the land acquired for the purpose of construction of ring road is mainly
agriculture and barren land. About 5% length of the alignment is passes through forest. Since
there is no existing road, proposed alignment of ring road is totally new alignment & passing
through green field areas. Most of the alignment is passing through mountainous region which
have its advantages like low cost of land acquisition due to barren land and government land.
The alignment passes through 41 villages as given below:
Khed shivapur Malkhed Vitthalwadi Pachane

Khopi Manvi bk Darawali Pusane
Ranje Sangarun Mugavade Adhale kh.
Kusagaon Katavadi Ghotawade Chandkhed
Rahatwade Davaje Godambewadi Pimpal khunte
Kalyan Bahuli Padalgharwadi Bebad ohol
Moedari Kondhur Rihe Adhe kh.
Mogarwadi Jatede Jawal Urse
Khamgaon mawal Morewadi Kemsewadi
Bhagatwadi Muthe Pimpaloli
Wardade Marnewadi Khamboli Total = 41 affected villages
Several utility lines like Electric lines, High tension lines and Telephone lines, Water supply
lines are observed crossing or along the alignment.
Water Bodies:
Most part of the project area lies in the catchment of Mula Mutha river. The main water bodies
across the project road are Khadakvasla Lake, Urawade Dam, Mula River, Kasarsai Dam,
Adhale Reservoir Lake, Pavana Dam. Khadakvasla lake is the main source of drinking water to
Pune City. There are two canal crossings along the project alignment.
MSR 2
Sanctuaries and Wildlife Parks:
There are no sanctuaries and wild life parks within 10 km radius of the proposed ring road.
iv. Existing Infrastructure.
The proposed route is connected and approached through State highways and National
Highways besides various village roads.
The project route is having various prestigious industrial projects in the vicinity viz., Hinjewadi
MIDC IT part, Chakan MIDC, Shirval Industrial Area, Talegaon MIDC Area, Chinchwad
MIDC..
The proposed project route is also having well rail transport in existence. Pune Railway station
is around 22 km from the road alignment. Pune Airport is at 26 km from the alignment.
v. Soil Classification
The soils of the district are the weathering products of Basalt and have various shades from
grey to black, red and pink colour. The soils occurring in the district are classified in the four
categories namely lateritic black soil (Kali), reddish brown soil (Mal), coarse shallow reddish
black soil (Koral), medium light brownish black soil (Barad). In general the soils are very
fertile and suitable for growing cereal and pulses.
vi. Climatic data from secondary sources.
Pune has a hot semi-arid climate bordering with tropical wet and dry with average temperatures
ranging between 20 to 28 °C. Pune experiences three seasons: summer, monsoon, and winter.
Typical summer months are from February to May, with maximum temperatures ranging from
30 to 38 °C. The warmest month in Pune is April; although summer doesn't end until May, the
city often receives heavy thundershowers in May. Even during the hottest months, the nights
are usually cool due to Pune's high altitude.
The monsoon lasts from June to October, with moderate rainfall and temperatures ranging from
22 to 28 °C. Most of the 722 mm of annual rainfall in the city falls between June and
September, and July is the wettest month of the year. Hailstorms are also common in this
region.
Winter begins in November; November in particular is referred to as the Rosy Cold. The
daytime temperature hovers around 28 °C while night temperature is below 10 °C .
vii. Social Infrastructure available.
MSR 2
Basic social infrastructure is not well developed along the route. The villages on the proposed
route have primary health care facilities, basic education, markets, police station,
transportation, roads etc. Pune is considered the cultural capital of Maharashtra. Since the
1950s and 1960s, Pune has a traditional old-economic base. Most of the old industries continue
to grow. The city is also known for its manufacturing and automobiles industries, as well as for
research institutes of information technology (IT), education, management and training, which
attract migrants, students, and professionals from India, South East Asia, the Middle East, and
Africa. Pune is also one of the fastest growing cities in the Asia-Pacific region. The ‘Mercer
2015 Quality of Living rankings’ evaluated local living conditions in more than 440 cities
around the world where Pune ranked at 145, second in India after Hyderabad(138). It also
highlights Pune among evolving business centers and emerging 9 cities around the world with
citation "Hosts IT and automotive companies.
5. Planning Brief
i. Planning Concept (type of industries, facilities transportation etc) Town and

Country Planning/Development authority Classification
The proposed ring road is a divided arterial highway intended for traffic with full control of
access and provided with grade separators at intersection. Other planned activities include
construction of intersections/junctions, culverts and drainage works, toll plazas and ancillary
structures, temporary access, diversion roads and site location for WMM plant and other road
construction related plants and establishments. The offsite work includes, quarrying from
nearby quarry sites, labour camps, material storage yard, earth from nearby burrow area and
dumping of construction spoils at dumping sites.
ii. Population Projection
The population of the Pune city is 3,124,458 and Pune Urban Agglomeration (Pune Metropolitan
Area) is 5,057,709 as of 2011 census. The migrating population rose from 43,900 in 2001 to
88,200 in 2005. The estimated population in 2016 for the Pune metro region is 6,226,959.
According to the Pune Municipal Corporation, 40% of the population lived in slums in 2001.
The sharp increase in censorial decade of 1991–2001 can be attributed to the absorption of 38
fringe villages into the city.
In construction phase there will be influx of people in the project area, which includes, skilled,
semi-skilled and unskilled labours. In the post construction phase it is expected that the project
will provide social benefits to people in terms of direct employment by way of better
commercial and industrial development of the area. Also other than this area development and
entertainment centres it is expected the influx of employees and residents.
iii. Land use planning (breakup along with green belt etc).
The project road shall be a 6-lane highway to be developed with expressway standard with
provision of future 8-lane. The land required for accommodating the area for RoW. The RoW
MSR 2
will also cover toll plaza, emergency services, green belt and other related components. The
green belt development as per Indian Road Congress Guidelines (IRC: SP: 21-2009) and the
Ministry of Road Transport & Highways (MORTH) Green Highways (Plantation,
Transplantation, Beautification & Maintenance) Policy-2015. Compensatory plantation will be
a part of Environment management plan to be prepared for this project.
iv. Assessment of Infrastructure Demand (Physical & Social).
Infrastructure: The infrastructure required is office, store and shelter for workers. And it will
be provided at project site.
Water: Water for drinking, dust suppression & plantation purpose water will be required &
drawn from the nearby water bodies by tankers with prior permissions.
Workers: Most of the workers will be from nearby location. Temporary labour camps will be
provided with drinking and sanitation facilities at appropriate locations along the project road
Landscaping & Green belt development: As per IRC: SP: 21-2009 and MORTH Green
Highways (Plantation, Transplantation, Beautification & Maintenance) Policy-2015, it is
mandatory to have plantation along the highways. The plantation will be proposed stick to the
guidelines and policy. It is proposed that 250 sapling will be planted as on an area of 0.25Ha
along the boundary. A number of species will be planted suitable to this area of climate
conditions like indigenous Neem, Mango, Pipal, Wad, Jamun etc. The general benefits of
plantations are;
 Reduction in Heat Island,
 Plantation of herbs, shrubs and trees will create three tier which will reduce the impacts
of air pollution and dust as trees and shrubs are known to be natural sink for air
pollutants
 It will provide much needed shade on glaring hot roads during summer
 It will reduce the impact of ever increasing noise pollution caused due to increase in
number of vehicles
 Moderating the effect of wind and incoming radiation
 Grass plantation on the embankment slopes will reduce soil erosion and cutting
 Rumbling sound of vehicle leads to sleeping hence sound barrier
 Prevention of glare from the headlight of incoming vehicles
 Enhancement of Bio-diversity,
 Compensatory tree plantation,
 Fruit bearing plants can generate local economy,
 Enhance Greenery and Aesthetics along the 744 kms stretch.
Health and safety system: During the construction phase and allied activities, all the
precautionary measures shall be taken into account as per mines rules & regulations for safety
& security.
MSR 2
Disaster management and risk assessment: There is a possibility of incidents like bank
caving, flooding & drowning during the monsoon. Detailed emergency plan in consultation
with Risk and Hazard Expert and project manager will be prepared and submitted during EIA.
v. Amenities/Facilities.
Amenities and Facilities: Basic amenities such as toilets for both men and women and clean
drinking water will be provided to the workers. A temporary restroom will also be erected for
resting. First aid kits and PPE will be provided to the employees while imparting knowledge
about its usage.
6. Proposed Infrastructure
i. Industrial Area (Processing Area).
The city is also known for its manufacturing and automobiles industries, as well as for research
institutes of information technology (IT), education, management and training. It also passes
through an Industrial Belt at Pirangut which is a fast developing Industrial cum Residential
Township.
ii. Residential Area (Non Processing Area).
Its conceptualized that based on preliminary calculation there shall be 5 discrete township (each
of 370 ha) which can be theme based i.e. Transit oriented and functional SMART city
parameters governing which shall be assessed post a detail market demand survey which shall
be conducted in the later stages of the study. Under the MASTER DEVELOPER model the
competent authority that provide trunk infrastructure further follow bundling and unbundling of
land assets for inviting private developer to do construction according to proposed master plan
development guidelines.
It is also proposed to have better connectivity to existing tourism / tourist’s places. Also along
development of entertainment centres like theme parks, hotels, resorts, recreational activities
near water resources, shopping centres etc.
iii. Green Belt.
Plantations shall be done on either side of the road, as well as on the median, by MSRDC after
the completion of project. Forest clearance will be obtained from MoEF&CC. Compensatory
Afforestation will be prepared.
iv. Social Infrastructure.
It is anticipated that toll booths, temporary camps and rain water harvesting structures along
with supporting drains shall come up along the alignment. Also it is proposed that 5 townships
each
MSR 3
of 370 ha shall be developed with facilities like Hospitals, Food Courts, Institutions, police
stations, public toilets, petrol pumps, fire station etc on the smart city concept.
v. Connectivity (Traffic and Transportation Road/ Rail/ Metro/ Waterways etc)
The proposed road will connect the Pune and Pimpri - Chinchwad area with various
interconnecting roads. This project will be also be interconnecting the arterials road around
Pune city Viz- Pune Mumbai Expressway, Pune Nashik Highway (NH-50), Pune- Nagar Road,
Pune- Solapur Road (NH9) and Pune – Satara Road (NH4).
The proposed project route is also having well rail transport in existence. Pune Railway station
is around 22 km from the road alignment. Pune Airport is at 26 km from the alignment.
Proposed airport Purandar is 5 km away from road alignment.
vi. Drinking Water Management (Source & Supply of water)
Water at 90 lpcd shall be required for construction and operational workers. Drinking water
will be provided in camps through bore wells/ water tankers with prior consent. It is expected
that about 500 KLD water will be required for resident construction workers.
vii. Sewerage System
Mobile toilets and soak pit shall be provided for construction and operational workers. In
operation phase the waste water management system like proper sewerage system and STPs
will be provided.
viii. Industrial Waste Management
Waste management during construction and operational phase shall be done as per MoEF&CC
norms. Hazardous waste will be dealt with due care following the Hazardous Waste
Management Rules and Regulations 2008.
ix. Solid Waste Management
Municipal Solid Waste is expected to be generated from proposed Township and its facilities.
Waste management during construction and operational phase shall be done as per MoEF &
CC norms. Organic and inorganic wastes will be segregated and disposed off as per SWM rules
and regulations.
x. Power Requirement & Supply / source
Power requirement during construction phase will be met with LSD D.G sets in case of non-
availability of electric supply. For operational phase, electrical supply will be used wherever
available.
MSR 3
7. Rehabilitation and Resettlement (R & R) Plan
i. Policy to be adopted (Central/State) in respect of the project affected persons

including home oustees, land oustees and landless laborers (a brief outline to be
given).
Most of the land coming under the project area is agricultural and barren land. Along with this
the alignment passing through 5% of forest area and somewhat inhabited area. The land
required for the construction will be acquired by MSRDC before the start of construction work.
R&R plan will be prepared as per Rehabilitation policy of Maharashtra and will be submitted
in EIA.
8. Project Schedule & Cost Estimates
i. Likely date of start of construction and likely date of completion
The project shall start its construction work as and when DPR is finalized and will get
Environmental clearance from state level MoEF&CC and State Government. The completion
period of the project construction is estimated as per MSRDC time line.
ii. Estimated project cost along with analysis in terms of economic viability of the
project.
The estimated cost of the project is approximately Rs. 3021.72 Crores.
9. Analysis of proposal (Final Recommendations)
(i) Financial and social benefits with special emphasis on the benefit to the local
people including tribal population, if any, in the area.
The project will have multiple benefits. It will reduce the travel time substantially. In addition
the improved road will provide other benefits like proposed activity improves the economic
status of the village people along project area. Overall improvement will be expected in terms
of;
1. Development and improvement in transportation infrastructure facility will connect
villages with the Pune City.
2. Improved infrastructure facilities
3. Better approach to Medical & Educational services and quick transportation of
perishable goods like fruits , vegetables and dairy products and
4. Drinking water facility
5. Development of local agriculture and handicrafts
6. Development of tourism and pilgrimage
7. Vocational and skill development training for youth
MSR 3
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.
MSR 3

Pune Ring Road

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Pune Ring Road

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PRE FEASIBILITY REPORT (PFR)

Pune Ring road Project (Western Alignment)

MAHARASHTRA STATE ROAD DEVELOPMENT CORPORATION LIMITED

Table 1: Details of Chainage (Western Alignment) 3

Figure 1: Index Map 10

1.2 Project Description:

Table 1 : Details of Chainage (Western Alignment

1.3 Importance of the Project:

1.4 Components of the project:

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

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:

iii. Demand Supply Gap.

iv. Imports vs. Indigenous production.

vi. Domestic / export Markets.

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

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

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

Figure 1: Index Map

Figure 2: Location Map

Figure 3: Google Imagery

Three alternative Alignments have been studied considering the following:

 Avoid built up, residential and industrial areas

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

Table 3: Major Features of the Alternative Alignments

Parameters Alignment-1 Alignment-2 Alignment-3

Three options were compared on the basis of criteria:

Table 4 : Analysis of Alternative – Social and Environmental Aspects

Agricultural Land (%)

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

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

traffic The proposed project alignment has following

 Terrain is mostly Hilly and Rolling

Figure 4 is showing alternative alignments .

Figure 4: Alternative Alignment

iv. Size or magnitude of operation

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

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

Table 5 : Geometric Design Standards for Pune Ring road

Sr. Description Standards Adopted

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

Figure 5– Typical Cross Sections

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

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

Overall project analysis is presented in Table 6.

Table 6: Summary of Site Analysis

ii. Land Form, Land use and Land ownership

Figure 5: MRSAC MAP & ZONING CLASSIFICATION

Agricultural land (%) 58.40

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

Khed shivapur Malkhed Vitthalwadi Pachane

Ranje Sangarun Mugavade Adhale kh.

Kusagaon Katavadi Ghotawade Chandkhed

Rahatwade Davaje Godambewadi Pimpal khunte

Kalyan Bahuli Padalgharwadi Bebad ohol

Moedari Kondhur Rihe Adhe kh.

Mogarwadi Jatede Jawal Urse

Khamgaon mawal Morewadi Kemsewadi

Bhagatwadi Muthe Pimpaloli