Resettlement Action Plan for the Proposed Bus Rapid Transit System Project

in Pimpri Chinchwad [Draft]

by Pimpri Chinchwad Municipal Corporation

May 29,2009.

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CHAPTER I

INTRODUCTION

1.1 Background

In 1970s and 1980s, industrialization was at the peak stage in India. Pimpri-Chichwad

Municipal Corporation was not exception to this process. Once upon a time, Pimpri-

Chinchwad industrial belt was the largest industrial belt in the Asian Continent. Most of

the MNCs had their plant in this industrial belt and this was the center next to Bombay

where maximum labour force was absorbed. Due to the boost of industrialization,

substantially large amount of employment opportunities were created. Thus, since 1980s

onwards, this city has got unexpected exploration of population growth to the extent that

the numbers of migrant people were more than two times than the original population.

Till 1970, Pimpri-Chinchwad area was under the governance of PMC. However, it was

separated from PMC in 1990. Thus new corporation was formed in 1970 and in 1975, it

has got 'A' grade. At the beginning, there was abandoned vacant places were available

for settlement. Naturally, the population migrated from various places arrived in this city

for employment opportunities get settled wherever they find open space and thus

unplanned growth of unauthorized settlement started and hrther it continued to grow.

Over the period of years, sustained efforts made by PCMC have arrested the growth of

slums and the further problems.

In the present scenario, due to over population, the tremendous pressure on public utility

services has been created. The sustained effort fiom the municipal corporation has made

it possible to change this situation gradually within the span of 20 years. Though there are

large numbers of slums (72 in numbers), the efforts for resettlement of the slum dwellers

into improved houses has helped to reduce the proportion of slum population. At present

large number of the slum rehabilitation work is going on. It is expected that this

municipal corporation will be slum free city in India very soon.

Pimpri-Chinchwad is a major industrial center of the Pune region and also of the entire

country. It has witnessed a high population growth rate of around 100% in the last two

decades. The population is estimated to reach about 15.07 lakhs by 201 1 from the current

level of 13.35 lakhs. As the city continues to grow, the Pimpri-Chinchwad Municipal

Corporation (PCMC), which is responsible for provision of infrastructure services, needs

to prepare itself for providing quality services to its citizens in all areas of infrastructure,

including provision of a reliable public transport system.

In the last few years, PCMC has taken up a number of infrastructure projects in water-

supply, sewerage systems, municipal solid-waste management, urban transport,

integrated housing infrastructure provision for urban poor, etc. It has invested from its

own budget funds and has also received funds from Government of India under the

JNNURM program to the tune of Rs 2,500 crores. PCMC is also implementing various

administrative and structural reforms in order to improve the efficiency and financial

condition of the local body. These reforms include a comprehensive e-Governance set-

up, shifting to accrual-based Double-entry accounting system, Property Tax reforms,

recovery of user-charges, dedicated fund allocation for provision of basic service to urban

poor, etc.

Public transport system forms an important part of development projects. It is the most

accessible means of transport for a majority of the residents in developing cities.

However, given the current status of public transport services, which are generally

unreliable, the needs of mobility of the people are seldom met. This has led to the

unprecedented increase in the number of private vehicles moving on roads. In order to

provide effective and efficient transport facilities to the public, the transport authorities

are looking at alternative systems, which can meet the mobility needs of the people.

Increasingly, such alternative systems like Mass Rapid Transit Systems (MRTS) are

being planned in the major cities of the country. As the MRTS are expensive, it often

becomes possible for a municipal body or a state government to cater only to a limited

area, thus restricting its access to a limited population. A cost effective alternative is a

Bus-based Rapid Transit System (BRTS), which can cater to the mobility needs of a

larger population by covering a larger geographical area in a city.

Recognizing that a BRTS will be a cost effective mode of transport to the public, PCMC

has undertaken a detailed study on its feasibility and sustainability of the system. It is also

exploring funding options for execution of the projects. Though JnNURM forms an

important source of funds, it is not completely sufficient. As part of its exploration of

additional funds, PCMC has applied to the World Bank under the GEF-SUTPIIBRD

fund.

The present report is being submitted as per the requirements of the project appraisal

process to the World Bank and addresses all the components. The Comprehensive

Mobility Plan (CMP) forms an important input to this report. It was aimed at evolving a

plan for the mobility of citizens of PCMC within its area. One of the outcomes of the

CMP was to propose an effective public transport system for the city in the form of a bus-

based rapid transit system. This plan was being reviewed for approval by the Ministry of

Urban Development (MouD), Government of India (GoI). Some projects, which form

part of the CMP, have been approved by the MoUD and taken up for implementation.

The City Development Plan (CDP) prepared in 2006 focused on formulating a a strategic

plan which envisages the vision of Pimpri-Chinchwad and aimed at identifying

investment areas in physical infrastructure in various sectors to meet the growing demand

for basic services in the city. PCMC has also engaged technical consultants to prepare the

Technical DPRYs for the proposed road corridors. These reports provide the technical

details of the road projects. The current chapter presents a summary of the CDP and the

CIVIP.

1.2 Proposed BRT Project

Based on the current traffic and forecast demand, a bus-based rapid transit system was

found to be the appropriate public transportation system for the city of Pimpri-

Chinchwad. The road structure within PCMC was also analyzed as part of this study for

its hierarchy, continuity and topology and it was observed that the existing road network

of PCMC is highly fragmented at primary and secondary levels.

Through this study, PCMC is proposing to improve its existing road network and also

provide a public transportation system in the form of a BRT system along its major roads.

The proposed BRT system consists of a network of corridors across PCMC area. The

corridors have been selected based on criteria such as travel demand, hierarchy of road,

existing bus-routes. The following are the corridor details.

Figure No.l.1

Improvements to Road network

Table No. 1.1

Road Network Details

I I (km) 1 Proposed (m) I I I I I

Level 1 Corridor (Trunk Routes) I

S.N Length Proposed Road Name Row I

5 1 Nashik Phata to Moshi (NH-50) I 10.4 I 61.0 I

1

2

3 I

d I Hinjewadi to Dehu-Alandi Road I 13.3 1 30.0 I

14.4

14.6

12.0

Aundh Ravet Road

NH4

Telco Road

I I I

7 Kalewadi-KSB Chowk-Dehu Alandi Road I

- - 13.2 ~

45.0

61 .O

61 .O

4 14.5 Dehu-alandi Road 45.0

I I I

Level 2 Corridors (Feeder Routes) I

9 1 Nashik Phata to Wakad - I I I

A I Hinjewadi to Tata Motors I 10.3 1 30.0 1 B ( Bhakti Shakti to Talwade I 11.3 1 45.0 1

1 - 7.8

30.0 10 1 Kiwale to Bhakti Shakti

45.0 - 11.8

I I I

As a part of re-development of land along corridors, with the objective of having a

transit-oriented development along the BRT corridors, it has been proposed to modify

certain land-use policies prevalent in PCMC. PCMC has initiated the process by

presenting to its ~ e n e r a l Body for allowing a maximum FSI of 1.8 within the influence

zone of the BRT corridors. Once approved, developers will be able to utilize more FSI

along the BRT corridors. It is also planned by PCMC that transfer of development rights

(TDR) from other existing zones in the area would be allowed in the buffer zones along

BRT corridors. This is expected to-drive the more development along the public transport

corridors in future years. Developers will have to pay a premium for transferring the

development rights onto the new zone.

I I I

C

D 1 Road Parallel to Aundh Rawet

10.6 Pradhikaran 45.0

8.4 30.0

1.2.1 Proposed design of corridors

In terms of the configuration of road and BRT corridors, the following recommendations

have been made in the study:

Dedicated bus-lanes have been located in the middle of the carriageway, on

either sides of the median,

Bus stops are located at a distance of about 250 m on either side of

Junctions and at mid-block locations at distances of 500-700 m

Beyond junctions,

In order to have least hindrances for pedestrians to cross roads to reach bus stops, it has

been recommended that the bus stops be located at grade with the pedestrian lanes

provided at the edge of ROW. The through traffic lanes on either sides of BRT lanes

would be elevated to a minimum height of the buses. This would enable pedestrians to

reach bus stops with minimum impedance.

Provision of separate lanes for pedestrians and non-motorized vehicles on either ends

of ROW, The corridors also have other components which are aimed at improving the

traffic conditions on corridors. These include fly-overs at important junctions, rail-over

bridges and bridges over rivers. Pedestrian under-passes and foot-over bridges have also

been proposed to facilitate pedestrian crossings at crowded locations. Details of these

components have been presented in the report.

1.2.2 Current Status of Plans

After approval of its CDP by the MoUD, GoI, PCMC has been working on achieving the

commitments it has made in the Memorandum of Agreement (MoA) that has been

signed. PCMC is one of the leading Urban Local Bodies in India in terms of amount of

projects that have been approved for funding under the JnNURM. This clearly indicates

the pro-active nature of PCMC towards meeting its plans as presented in the CDP. Since

2004, urban transport projects worth about Rs 935 crores have been executed in PCMC.

This constitutes about 44% of the estimates capital expenditure estimated in the CDP

until the year 2012. With the recently approved projects in the pipeline, the target seems

easily achievable.

Four corridors proposed in the road network of the CMP have already been approved by

the MoUD under the JnNURM funding program. These are as follows:

1. Old NH-4 (Mumbai-Pune highway),

2. Aundh Rawet corridor,

3. Kalewadi phata to Dehu Alandi road, and

4. Nashik phata to Wakad

Of the above projects, the first one has been completed and commissioned. Contracts for

execution of works have already been awarded on the second corridor and work is

expected to start soon. The remaining two corridors will be taken up for implementation

once financial closure is achieved.

1.3 Pimpri-Chinchwad municipal Corporation: Profile of the City

The city of Pimpri-Chinchwad is situated northeast of Pune and is 160 km from Murnbai,

the capital city of Maharashtra. It is predominantly an industrial area, which has

developed during the last four decades.

1.3.1 Historical Background

Pimpri was basically established as a centre for refugees from Pakistan. Industrialization

in Pimpri area commenced with the establishment of Hindustan Antibiotics Limited in

1956. The establishment of the Maharashtra Industrial Development Corporation (NIIDC)

in 196 1-62 considerably facilitated industrial development in the area. The establishment

of large-scale core industries has led to the growth of ancillary and small-scale industries

in and around this industrial belt. The landscape in the region has seen significant

changes over the years with agricultural land giving way to enclosed factory campuses.

Today, Pimpri-Chinchwad is a major industrial centre of the Pune region and of the entire

country.

Figure No.1.2

Location of Pimpri-Chinchwad in Pune District

Figure No.1.3

Location of Pimpri-Chinchwad in Maharashtra

Pimpri-Chichwad Municipal Corporation

It is a known fact that PCMC is one of the significant city in Maharashtra. It was known

for its Pimpri-Chinchwad industrial belt. Bajaj Auto, Tata Motors, Mercedez Benz, SKF,

Hindustan Antibiotics etc. like 6000 business establishments are providing huge

opportunities of employment to the professionals, businessman and unskilled workers.

This situation has given the boost for rapid growth in population. Naturally, this rapid

growth has created measure tensions on the public utility services. Considering the same

trend of growth of the city for about next 20 years, the PCMC has made the sustained

efforts on the development of basic amenities, services and necessary infrastructures to

create conducive atmosphere for industrial growth.

To provide the best services to the citizens, especially health, medicine, education,

market, transport etc. PCMC is making sustained efforts. Along with these efforts,

substantial efforts have also been made to improve the municipal governance. For this,

the PCMC has been awarded Bronze Icon Award in 8h National E-Governance

Conference held at Bhuvaneshwor. To meet the needs of shelter of economically weaker

section, PCMC has established the Housing Complexes as per the economic category. To

improve the quality of life of the slum dwellers, PCMC is implementing Slum

Rehabilitation Project extensively.

In the era of Globalization, there are new challenges in development of the city. To make

the city more attractive to international and multinational companies, PCMC is trying to

maintain the quality of services needed for citizens and industries. This city is spread

over on 17 1 sq. km with approximately 12 lakhs population. To maintain the balance of

environment and development, PCMC has developed more than 100 gardens and also

reserved 26.71% of the total area as a green belt. PCMC has planted more than 20 lakhs

of various trees and also succeeded in maintaining these plantations. And for this work,

PCMC has got the award of "INDIRA GANDHI PRIYADARSHINI VRUKSHA

NIITRA PURASKAR from the central government. The brief information about

corporation is as follows:

Aspects Year of Establishment Conversion into 'A' Grade Population (200 1 Census) Number of Ward Offices Official and Employees Class I Officials Class I1 Officials Class 111 Officials Class IV Officials Total Employees Area (sq. km) Industrial Establishments and Factories Business Centers Number of factories Total number of properties Number of slums Declared Undeclared Total Population Staying in slums Number of Secondary Schools English Medium Schools Urdu Medium Schools Industrial Training Institute Number of Male Students Number of Girl Students Number of Primary Schools Boys' School Girls School Boys and Girls Integrated School Total Total number of Boy Students in School Total number of Girl Students in School Total number of schools Number of Balwadis Number of Male Children Learning in Balwadi Public Libraries Number of Hospitals

1.3.2 Physical Characteristics of the City

Unit 4th March 1970 7th January 1975 10,06,470 3 5

Pimpri-Chinchwad is situated near the western margin of the Deccan Plateau on the

leeward side of the Sahyadri ranges and Western Ghats, 560 m above sea level. The

rivers Mula, Pawana and Indrayani form boundaries on three sides of the city. The city

lies in the seismically active zone of Koyna Region, which is about 100 krn. south of

Pune. Pimpri-Chinchwad being an extension of Pune, enjoys the excellent connectivity

that Pune has. The city is well connected by road, rail and air to almost all-important

cities in India. Pimpri-Chinchwad is along the National Highway, NH-4 leading to

Mumbai.

The city experiences three distinct seasons of summer, monsoon and winter. Typical

summer months are from March to May, with maximum temperatures ranging from 35 to

39°C. The city often receives locally developed heavy thundershowers with sharp

downpours in May. The nights however, are significantly cooler compared to most other

parts in this region owing to its high altitude. The cities of Pune and Pimpri-Chinchwad

receive moderate rainfall with an annual average of 722 mm, mainly between June and

September as the result of southwest monsoon. July is the wettest month of the year. The

weather is very pleasant in the city with average temperatures ranging from 20 to 28°C.

The city experiences winter from November to February. The day temperature hovers

around 29°C while night temperature is below 10°C for most of December and January,

often dropping to 5 or 6OC.

1.3.3 Demographic and Socio-Economic Profile

Development of the Pimpri-Chinchwad Municipal Corporation dates back to the

establishment of industries such as Bajaj Auto and Telco, in the middle of the 20th

century. The establishment of the Pimpri-Chinchwad New Town Development Authority

(PCNTDA) in the 1980s helped the development of residential colonies in the 1990s to

an extent. With the booming IT and IT sector in neighboring Pune in the 1990's, Pimpri-

Chinchwad has seen large-scale development of residential areas.

Pimpri-Chinchwad has a literacy rate of 74% as per the 2001 Census. More than 60% of

the population growth in Pimpri-Chinchwad has been on account of migration largely due

to the employment opportunities prevailing in the region. Pimpri-Chinchwad has a sex

ratio of 916 females for every 1000 males as per Census 2001.For the last two decades,

the decadal growth rate of population has been in the range of 100% while the previous

two decades witnessed population growth of around 150%. As per the 2001 census,

opulation of Pimpri-Chinchwad was 1,006,4 17 persons and the current population is

estimated to be around 13.35 lakh persons.

Figure No.1.4

Ward wise population distributions

The city has seen growth in its spatial coverage. A major action towards this was in 1998

when neighbouring villages were added to PCMC limits. Sizeable portion of the

development in the last decade is towards Pune city in the south and Hinjewadi IT Park in

the southwestern direction. Further impetus to development is given by the westerly by-

pass connecting Mumbai to Pune and the improvements of the Aundh-Ravet road. The

other major pull factor is the Talwade IT Park in the northwestern corner of the city.

Improvements to the Dehu-Alandi road and the NH50 will bring about development in

the northern and the northwestern region. The new international airport at Chakan to the

north will further enhance growth in these directions. Besides major developments

outside the city, transformations have been seen extensively along the NH4 with

industrial and residential uses getting converted to commercial uses. Therefore some

intensification of development is also expected.

Figure No.1.5

Growth centers in PCMC area

1.3.4 City Development Plan (CDP)

As part of preparation of the CDP, the stakeholders of the city formulated the vision for

Pimpri-Chinchwad following continuous consultations with different focus groups. The

consultations pivoted on the city's strengths, current issues, concerns, problems and

future focus areas for achieving the desired results. The vision that emerged after

deliberations was as follows: Pimpri-Chinchwad will be the place to live, spend and

entertain. It will contribute towards maintaining and sustaining the vibrant economic

growth of the region through a modern and systematized administration, an optimum

level of services and enriched environment.

The vision aims towards ,ensuring the 'economic development of the region' by

improving the quality of life of the citizens of Pimpri-Chinchwad. Given the focus on

maintaining the economic momentum, some other objectives also need to be met

simultaneously.

Providing universal access to urban poor

Improving the standard of education

Providing an efficient administration

Infrastructure levels in the city were assessed to understand the service gaps if any and

identify capital investment needs for the city to be funded by the internal surpluses,

capital grants under JNNURM framework and raising loans in the market. A detailed

assessment was carried out of the current infrastructure status - water supply, sewerage,

storm water drainage, roads, street lighting, solid waste management, slum up-gradation,

etc. The exhaustive exercise identified the infrastructure refurbishment and augmentation

needs for Pimpri-Chinchwad city. A City Investment Plan (CIP) was prepared to

determine the h n d requirements over a period of time.

1.3.5 City Investment Plan (CIP)

The total estimated capital investment required for providing efficient services to the

present population and future population of PCMC by the year 203 1 is Rs. 4416 crores at

constant prices. Of this, a total of Rs. 3962 crores is proposed for investment by 201 1-12.

The planning horizon for the projects identified in sectors of urban poor1 slums, land use1

development planning and other projects was 2011- 12 and accordingly the entire

identified investment was proposed for funding by 20 1 1 - 12 itself.

The planning horizon for core service sectors of water supply, sewerage, drainage, and

solid waste management was considered as 2031 and hence only part of the identified

investment was proposed for funding by 20 1 1 - 12. PCMC will need to plan for the

remaining identified investment to be funded beyond 20 1 1 - 12 but before 2021. In case of

roads, traffic and transport sectors, 97 percent of identified investment was proposed for

funding by 201 1-12 considering the immediate need for improving road network and

transport systems in the city. The Table No. below presents the summary of sector-wise

total investment need and investments up to 20 1 1 - 12.

Table No. 1.2

Summaries of Capital Investments

% Investment till 2011-12

against Total

Sector Total Investment

Need (Lakhs)

52412 33806

1 2

3

Water Supply Sewerage and

4 5

Investment till 2011-12 (Lakhs)

Sanitation Roads, Traffic

r 6

7

Base Cost

36503 201 19

and Transport Drains Street Light

Slums

Development Planning

*Escalated Cost includes Physical Contingencies and Technical Assistance at 10% of

total cost and 6% cost escalation due to inflation.

+ Includes River Conservation Project

21 1991

solid Waste Management Urban Poor

9

About 52% of the total identified investment was proposed in the roads, traffic and

transport sector towards up-gradation, new construction, widening and strengthening

works, Mass Transit systems, public transport systems, bridges and junction

improvements. Majority of these projects were prioritized for funding by 20 1 1 - 12. Water

Escalated Cost* 44575 25777

39574 2330

9638

% Sector wise of Total

9% 5%

205891

5045

23056

Others+ Total

32368 1787

9638

2551 89

3 152

--- 23056

63749 441601

41 114 2282

11731

52%

3 807

291 54

63749 396263

97%

8% 0.5%

2%

1 82% 77%

1%

100%

80258 493887

62%

6% 100%

16% 100%

100% 90%

supply system improvements and augmentation account for 9% followed by drains at 8%.

6% of the investment till 201 -12 was proposed for various urban poor1 slum development

programmes.

About 5% of investment till 201 10-12 is proposed in the sewerage sector. This is

followed by 2% for land use planning. 16% of the investment till 201 1-12 is proposed in

the non-core sectors for programs like river conservation, inner city revitalization,

relocation of markets and economic infrastructure, system modernization, year-to-year

minor capital works etc.

1.3.6 Long term needs (2031)

Rs. 214321 lakhs is the investment need for the proposed interventions to cater to the

needs of year 2031. Identified investments are towards up-gradation of existing un-

surfaced roads, new roads development, widening and strengthening of identified major

roads, improvements to the transportation and traffic management systems. In line with

the Development Plan proposals of 9.63 percent of total city area for transportation and

circulation and an average road width of 7 mt, a total of 1960 km of road network would

provide a fair degree of connectivity at an average of 0.68 meters per capita by 2031.

Accordingly an additional 1200 km of surfaced road networks are proposed to be put in

place. Installation of lighting systems on the roads will be in line with new roads

development and shall maintain a spacing of not more than 30 metres per light pole.

Public transport systems are proposed for up-gradation through widening of major roads,

having dedicated bus lanes, developing mass transit systems etc. Also proposed are

geometric improvements to important roads in the form of grades separators, flyovers etc

and various critical intersections to affect an efficient traffic management system.

1.3.7 Sector Strategies and Investment Need

Strategies identified: Increase carrying capacity through widening and improve riding

quality through strengthening of existing roads. New roads to cater to missing links and

developing areas and present the urban face of the city. Efficient, safe and accessible

mass transportation system for entire region.

Expected outcome: Hassle free travel on the roads and effective transportation system at

easily access to everyone Total investment needed Rs. 214321 lakhs.

1.3.8 Priority needs (2011-12)

Rs. 207678 lakhs (97% of total investment need in the roads and transport sector and

77% of total investment in street lighting sector) is proposed by 201 1-12. Priority capital

investments are to cater to the current service gap and the medium term needs of 2021. 85

km each of existing WBM roads in the newly-added villages to PCMC and other such

roads in the Corporation's jurisdiction are proposed for up-gradation to BT surfacing by

20 11 -1 2. Also about 96 km of existing main roads with BT surfacing would be up-graded

to CC surfacing to reduce on year-to-year operating costs. An additional 600 km of new

roads would also be required to be developed by 201 1-12 to provide better connectivity

in the peripheral areas. Another 410 km of existing roads are identified for widening and

strengthening to be carried out by 201 1-12. Rs. 1787 lakhs is proposed for installation of

14000 streetlights and automated street lighting systems on all the new roads to be

developed by 20 1 1 - 12.

Rs. 60000 lakhs has been earmarked for various improvements to the public transport

system following the probable merger of PMT and PCMT. This also includes the

proposal to have fast track mass transit system in the form of Trams etc. Rs. 68561 lakhs

has been estimated for the proposed up-gradation of 14 identified stretches of important

roads in the city involving the construction of 416 lane divided roads with dedicated bus

lanes, eleven ROBsl flyovers, five minor bridges1 subways, and also shifting of utility

lines to dedicated corridors along these stretches of roads. Rs. 28176 lakhs have been

earmarked for land acquisition purposes under this project. A sum of Rs. 1500 lakhs is

estimated as the need to affect geometric improvements and installation of automated

signalling system at select 10 intersections across the city.

Further, PCMC will need to plan beyond 20 1 1-1 2 for further increase of road network by

about 5 10 krn and installation of 16000 numbers of high power lamps in line with the

development of new roads to cater to long term needs of 203 1.

1.3.9 Key issues of urban transport identified in the CDP

The CDP was the first comprehensive study of the city of Pimpri-Chinchwad. In the

sector of urban transport, it identified some key issues to be addressed for the

development of the city:

A. Rapid Urbanization - Development of Hinjewadi and Talwade IT Parks and the

MIDC industrial areas in Talegoan and Chakan lead to an unprecedented growth of

population in the city. This has changed the prevailing traffic movements and stressed the

immediate need for improving connectivity in the peripheral areas and hinterland of the

city. Future growth is expected to give rise to hrther congestions and thus planning for

various components for improvement of infrastructure is to be identified.

B. Entry and mix of regional traffic on city roads - Regional traffic bound to Satara,

Kolhapur and Bangalore was using the city roads leading to congestion. This has been

tackled by the commissioning of the Westerly bypass to the city. Similar initiative has to

be taken by creating an Easterly bypass to the North of the city.

C. Lack of appropriate and efficient Road Infrastructure - While road connectivity in

the city is good, the infrastructure however is lacking standards like inadequate grade

separation and poor surface quality is leading to travel delays, congestion and pollution.

Appropriate safety and visibility enhancement parameters like signage, markings,

Channel Islands, street name boards and other street furniture are absent on majority of

the roads. Major roads are lacking footpaths and pedestrian facilities and informal

activities and street hawkers encroach upon those available.

D. Involvement of multiple agencies involved in planning and implementation - The

presence of a large number of players in the Pune Metropolitan Region like PWD of

Government of Maharashtra, PCMC, PMC, Defence, Dehu Road Cantonment Board and

Khadki Cantonment Board has led to duplication and hence neglect of specific

overlapping areas1 locations. Also, paucity of planning and funds on the part of many of

these bodies is resulting in a lack of comprehensive and integrated solutions to the

problems of road connectivity, traffic and transportation related issues. PMC and PCMC

have initiated studies in this direction and an Integrated Traffic Dispersal System (Master

Plan for Road network Improvement) for PCMC and PMC has been prepared. However,

implementation of the same is yet to take place.

1.3.10 Review of Comprehensive Mobility Plan (CMP)

The Comprehensive Mobility Plan aims at overall improvement in the movement of

people within the city as well as into and out of it. As highlighted earlier, there are a

number of reasons leading to the growth of Pimpri-Chinchwad. The growth is creating a

growing demand for urban infrastructure, especially for urban transport infrastructure and

public transport.

Pimpri-Chinchwad Municipal Corporation (PCMC) had undertaken an exercise of

identifying the service need for urban transport by preparing a CMP. As part of this

exercise, PCMC has profiled the current transportation network and patterns in the city

and has projected them for the future. Based on these, the needs for urban transport

solutions along various corridors of the city have been identified. Road network

improvement measures such as road widening, construction of fly-over and bridges have

been recommended. A bus-based rapid transit system (BRTS) has been chosen as the

solution to the public transport service needs of PCMC.

The existing developments and proposed land-use indicate high potential for growth in

the city. This is creating pressure on the basic infrastructure facilities in Pimpri-

Chinchwad. The Pimpri-Chinchwad Municipal Corporation (PCMC) is working towards

improving basic facilities to its citizens and taking up large and ambitious projects

towards this. Urban transport is one such sector, which is being addressed.

The public transportation system in Pimpri-Chinchwad has not been able to provide the

best services to its citizens. This has lead to steep increase in private ownership of

vehicles, especially motorized two wheelers. Poor connectivity and poor frequency of

public transport has also encouraged large size auto rickshaws (seven-seaters) to ply

along the main corridors in the city, which has lead to a thriving Para transit mode of

transport. These factors are leading to congestion of roads in the city. In order to have an

efficient public transport system, it has become necessary to also have physical

infrastructure with high levels of service.

There is urgent need to address the main issues of patronage of public transport, poor

level of service of the road network in PCMC and future traffic congestion on city roads

caused by private vehicles. To address most of these urban transport problems being

faced by PCMC currently and those anticipated in the future, a Comprehensive Mobility

Plan (CMP) study has been undertaken, which proposes a bus based rapid transit system

spread across the city of Pimpri-Chinchwad along a road network with high levels of

service. The two main components of the CMP are - Traffic study and Land-use study.

As a part of the traffic study, the following primary surveys have been conducted, in

order to capture the current traffic patterns in the PCMC area:

1. Classified Traffic Volume Counts at Outer Cordon points,

2. Classified Traffic Volume Counts on the Internal Road Network of PCMC area,

3. Opinion surveys at Outer Cordon points,

4. Opinion surveys at Local Railway stations and the Inter-City bus terminus,

5. Intersection turning movements counts at important junctions in PCMC area, and

6. Speed and Delay surveys along important corridors in the city.

Household surveys with a sample size of 5,000, spread uniformly across all the election

wards in PCMC area, were conducted to capture the current travel characteristics of the

citizens. The following Table No. presents a summary of Passenger traffic volume at the

survey locations.

Table No. 1.3

Passenger Traffic Volume at Survey locations

I I

V2 Aundh Bridge (on Aund-Ravet Road) / 4,13,078 1 I I

v3 I Bangalore Highway (after Wakad Junction) 1 1,32,345 I

V4 Mumbai Pune Expressway

/ V11 / Between Kalewadi Chowk & Dange Chowk 1 80,951 I

V5

V6

V7

V8

I V12 I On Dehu-Alandi Rd 1 1,700 1 1 V13 1 On Nigdi Jn to Dehu-Alandi Rd 1 18,415 I I

Nashik Highway (NH-50) before Toll Plaza

V10 On Telco Road - between KSB Chowk & H-0

On NH-4 before Nigdi Junction

Between Nigdi Junction & Chinchwad Jn

Between Pimpri Jn & Kasarwadi Jn

1 V14 I On NH-50 at Bhosari 1 86,264 I

1,49,45 1

3,21,828

1,68,137

1,78,697

1 V15 1 Small bridge parallel to Dapodi bridge (Bopodi) / 96,1961 18 I The above data was used to build a traffic model to arrive at the base year traffic

scenario. Per Capita Trip Rate (PCTR) of 0.83 was observed, with a vehicular trip rate of

0.78.A four stage travel demand model was developed to estimate Internal - Internal trips

within PCMC Area, with the following models in each of the four stages:

1. Trip Generation Model

a. Trip Production Model - Multiple linear regression model

b. Trip Attraction Model - Multiple linear regression model

2. Trip Distribution Model - Gravity model with zone influence factors

3. Mode Split Model - Multinomial Logit Model

4. Traffic Assignment Model - All-or-nothing for Transit Trips and

5. Multinomial Logit based Multipath Assignment Model for other trips

An extensive land-use survey of PCMC area was conducted as part of the study. While in

the case of traffic study, the election wards were taken as the traffic analysis zones, sub-

ward level surveys were conducted for land-use in order to provide more disaggregate

information of the built area and building condition. This information was also collected

along predefined corridors, which serve as the primary road arteries for the city. These

surveys were used with the objective of:

1. Gaining insights to planning transit routes so that they connect concentrations of

origins and destinations within the wardsltraffic analysis zones.

2. Assigning of routes and decisions on road & network improvements can be made

more practical when information on transformation1 redevelopment potential is

available.

3. Systematic changes to the land use and density regime can be proposed so as to

align development along corridors and nodes.

4. A land use map was plotted from the primary survey of the city and the following

observations were made for the PCMC area:

5. Commercial zones and mixed uses are distributed mostly along major corridors

and around nodes.

6. Commercial districts of the kind proposed in the DP have not come up primarily

owing to the road structure in the city.

7. Concentrations of residential zones are around villages and in newly developed

areas.

8. New residential construction is seen mostly between the river and the Aundh-

Ravet road and in and around Wakad.

9. Location decisions of high order institutional zones such as hospitals, colleges, etc

seem to have been based on a function of market values and connectivity rather

than conation as specified in the DP.

10. Industries have come up in the MIDC area. Some transformations from industrial

to commercial are seen along major spines like the NH4.

Through detailed analysis of demand on high-density corridors, the following

information was arrived at using the traffic model. It presents the demand for a public

transit system along important road corridors in PCMC area.

Table No. 1.4

Travel demand for public transport I Corridor 1 Corridor Peak Traffic- Number of Bus Passenger Trips 1

I 2008

Old NH-4 Dehu Alandi

The following Table No. indicates total number of trips that would be undertaken by

residents of PCMC area and the number of public transportation trips that are expected

out of the total trips.

Table No. 1.5

Year wise estimation of public transport trips

Aund Rawet Road

2021

NH-50 (Nashik Phata to Moshi) Kalewadi to Dehu Alandi

PPD

189427 16051

Public transportation trips as well as total passenger trips are likely to grow at a rapid

pace from 201 5 onwards and the following Table No. presents the rate of growth of the

same.

Table No. 1.6

Year wise estimated growth rate

PPD 57381

PHPDT

40629 33219

( Year ( Growth Rate (%)

PHPDT 3682 12156 1030

S.N 1 2 3 4

2607 2132

Year 2008 2011 2021 2031

Total Trips 21 14001 2766328 5856034 14632552

36540

PT Trips 557103 661477 1061487 1949632

1

2345 101374 561 12

6505 3601

1.3.1 1 Planning Process

A city undergoes various stages of development and transformation depending upon the

function it has. The planning process is therefore, a continuous one which starts from

carrying out surveys of various elements of the cities like public infrastructure, road

network, amenities and other facilities. Visualizing a perspective of development of the

city for a planning horizon of the next 20 years, provisions have to be made in the plans.

These plans have to be prepared through a consultative process with inputs from experts

of various fields. The plans have to be published in the local newspapers as well as the

Government gazette to have public participation in the form of suggestions and

objections regarding various aspects of the proposed plans. All the suggestions/objections

raised by citizens are heard, in person, by the Planning Committee, under the provisions

of MR & TP Act 1966. Any changes/modifications in the plan, which are accepted by the

Committee and Experts, are then incorporated. The modified version of the Plan and a

report are then prepared.

The Plan is then submitted for the approval of the General Body of the Corporation. After

approval by the General Body, the modified version of the Plan is available to the general

public for reference. This is for the awareness of the citizens of the finalized plans of the

local body for the city. The Plan is then submitted to the State Government for its final

approval.

The State Government, in consultation with the Director of Town Planning of the state,

finally approves the plan with or without modifications in the submitted version. If

changes suggested by the State Government are substantial, the Plan is made available to

the general public again, inviting their suggestions/objections. The inputs are finally

incorporated and the State Government accords approval to the Development Plan (DP).

1.3.12 Contents of the DP

The plan consists mainly of a report, elaborating the concept of the plan, the existing land

use details and details of the proposal. These details are presented sector-wise, showing

therein, various amenities and facilities proposed to be provided. A component of the

Plan also presents the Development Control Regulations (DCR's) based on which, the

city's development will take place.

It needs to be appreciated that the Plan cannot remain rigid since an urban area demands

some changes to be incorporated in the course of time. Therefore, provisions for making

modifications in the approved plan, wherever necessary and whenever required at

different points of time, are also published and the following procedure is followed:

Figure N0.1.6 A:

Implementation Of Development Plan

Development of Roads 8 Facilities

Land Acqulsltlon

Additional FSI upto Feedback & ceiling of 1 .€I Suggestions

P tyslcal Development

Lokshahi Din I

I A

- Community Making of DP

Opt~ons for Compensabon

roads 4

Prlvate N egotlatlons

Partlclpatlon - G~amasabhas

L

Addltlonal FS I

& 5 Reha

Affected Structures

Corn pensahon - the drshoused Cost of structures

ti shlRlng

Gharltul Yolana

Figure No.1.6 B:

Implementation Of Development Plan

Inputs f t ~ m Repotts

1 Revision o f D P I

Planning

Physical Plan @ P )

Analysis ri Apprmal by State Govt

Preparation & Rib lishitlg of DraR DP

4

---b

Hear~ng of obj ectim~s Hear~ng by Planning Cannittee

Declaration of intention to propose plan

1 Modification to Sanctioned D P I I Approval of Planning Authority I

Finalplan

I Modified plan published fm inspectim I

Subtnission of D P to State Govt. &

4-

Republication of ~nodification of S~~bstantial nature 1

AnnualBudget

I Hearing of DP Suggestion / Objection I S anctial of DP by State Gmt.

1.4 A Objectives and Scope of the Study:

As stated earlier, the city has undergone the various stages of development and

transformation over the period of years. The PCMC administration has already taken the

care to locate excess population coming from various corners of India by expanding its

limits. A special attention has been paid for weaker and vulnerable sections of the society

to meet the basic needs of shelter. Like this, the care has also been taken for water supply,

drainage, health, education, and internal transportation etc from time to time. However,

considering the rapid population growth and growth in number of vehicles moving on the

road, there is an urgent and utmost need to keep the control on number of vehicles

moving on the various roads. Unless the public transport system strengthened with

adequate efficiency, it is not possible to keep the control on vehicle. Hence, the BRT

Corridor Project has been prepared in detail and submitted to World Bank. Though, this

project has multi dimensions, social impact assessment report is prepared. Following are

the main objectives of the project:

To provide more sustainable livelihood for project affected population.

To facilitate the construction of BRT without disturbing social relations and social

organizations of the people.

To provide reasonable compensation and the alternatives those who are loosing

their properties.

To ensure smooth implementation of the BRT project.

To provide efficient transport system that will help to enhance their mobility

needed for economic development.

To help to save the energy resources.

To identify the various resources to facilitate and achieve a standard of living at

least as good as they had before.

To dilute the community resistance by taking appropriate social action.

To establish healthy and cordial relation with PCMC induced involuntary

resettlement of population.

1.4 B Scope of the Study

The study was conducted only in the area, which is being affected by BRT as follows:

Root No. 1 - Nashik Phata to Wakad

Root No: 2- Kalewadi - KSB Chouk Dehu- Alandi Road,

Following areas are considered while conducting the survey:

Family Information

Details about the Land owner

Size of Land

Caste of the Land owner

Professional Use

Ownership

Nature of Construction

Proposed Losses

Type of structure

Use of present structure- Residential, Non-residential, Commercial etc.

Measurement of the Losses

Video shooting of the sitelhouse etc.

1.5 Approaches and Methodology

The approach and methodology to collect these information was adopted as follows:

For collection of the socio-economic data of the families, a Proforma was prepared and

enumerator has visited each one of the house and collected the relevant information. At

the initial stage, people were opposing to provide the information. However, motivational

meetings have helped to reduce the community reluctance to a great extent. Rapid Socio-

economic survey on the above aspect was collected and the data was analyzed and

presented in following way:

1.6 Structure of the Report

In the first part of this report, introductory background is given about the proposed

project, PCMC and the methodology adopted for the study, which highlights the history,

growth and development of population and industries, the location of PCMC in

Maharashtra and Pune District. It also provides the information about the development

plan, planning process, needs and its justification for BRT. The details about the PCMC,

physical characteristics of PCMC, City Development Plan, City Investment Plan, and

Estimates of City Needs are also described in this section. The priority needs of the city,

present urban transportation system, mobility plan and passenger-traffic volume etc. has

been discussed in detail in first chapter.

The second chapter exclusively deals with transport system. The details about growth and

composition, road network characteristics, analysis of road structures, major

transportation nodes, parking management, traffic safety and socio-economic profile of

the affected population etc. are also discussed. The broad description of Pimpri-

Chinchwad Municipal area which includes the geographical dimensions, route maps,

transport density, administrative structure of PCMC, socio-economic profile of the

affected urban areas and villages and the measures proposed to minimize the impact.

In third chapter, the detail about the losses, its type and the population is given in detail.

The socio-economic profile of the affected population is also given in detail.

In fourth chapter, the estimates of land to be acquired by PCMC, the quantum of losses

by its types, the plan of erhabilitation, impact of BRT on the community resources,

squatters and encroached population is given in detail.

In fifth chapter, impact of BRT on women and other vulnerable groups has been given in

detail. In this section, a detail description on women's role in household economy and the

possible areas of women involvement has been discussed in detail.

In sixth chapter, the policy related to resettlement, compensation, adjustment and

personal negotiations have been given in detail. The social management framework is

also discussed in detail.

The seventh chapter is devoted for income restoration measures under resettlement and

rehabilitation policy, livelihood and income losses, their options preferred by the PAP for

income restoration, details about the plan for income restoration, its stages, schemes,

trainings and various institutions have been discussed in detail.

The eighth chapter is devoted for various mechanisms to be adopted for community

participation and consultation. The grievances redressed mechanisms are discussed in

detail. The follow up of the community consultation, its plan and stages have been

discussed in detail.

In ninth chapter, institutional arrangement and grievance redressal mechanisms have been

discussed in detail.

In tenth chapter, total budget and cost of losses and the project is given in detail.

In eleventh chapter, the details about the implementation issues, various stages and its

mechanisms have been given in detail.

CHAPTER I1

PROFILE OF THE PROJECT AREA

2.1 Introduction

As discussed in earlier part, Pimpri-Chinchwad is one of the significant industrial and

education cities in Maharashtra. Since last two decades, city has experienced rapid

growth of population and also the growth of industries, educational institutions, corporate

houses and IT industries. Naturally, there is a tremendous pressure on the existing

infrastructure. PCMC is very keen to implement Development Plan as approved by

Government of Maharashtra. Considering the future needs, widening of roads and

constructing new roads is an utmost need. Along with the development of roads and

transports, the other infrastructure needed for overall growth of the city is also important.

In this view, construction of houses for economically weaker section, the rehabilitation of

slums, development of market places etc. are kept in view for development. Accordingly,

systematic efforts are being made to implement these aspects. The proposed corridor is

one of the development activities. On the proposed site, construction of new development

of BRT will affect some of the people. In this chapter, the details about the profile of

Pimpri-Chinchwad Area, socio-economic profile of the affected urban areas and

measures taken to minimize the impact of these three aspects have been discussed as

follows:

2.2 Profile of Pimpri-Chinchwad Municipal Area

As described in earlier sections, Pimpri-Chinchwad has been a major industrial area not

only in the State of Maharashtra, but also in India. The industrial belt of Pimpri-

Chinchwad includes a wide range of industries like automobiles, pharmaceutical and

biotechnology with various national and multinational companies being a part of it. The

list includes companies like, Bajaj Auto, Telco (Tata Motors), Thermax, Forbes-

Marshall, Thysenkrupp and Alfa Laval, Sandvik, Finolex, SKF etc.

However, in recent years, Pimprixhinchwad Municipal Area (PCMA) has been going

through a major transformation, with residential, retails and commercial activities

growing at a rapid pace. With the population of the PCMA crossing a significant one

million mark (as per 2001 Census), it holds nearly a quarter of the population of Pune

Urban Agglomeration, thereby becoming a major residential hub in the Pune region.

Accordingly, the demand for real estate market, in both commercial and residential sector

has increased manifold.

The above resulted in a steep growth in vehicular population and traffic in PCMA. This

chapter addresses the existing transportation scenario in Pimpri-Chinchwad area. The

secondary data for understanding the prevailing transportation system in PCMA has been

collected from various departments, such as the Regional Transport Authority, Pimpri-

Chinchwad Municipal Transport (PCMT), etc, to understand the traffic scenario in the

region. To start with, the following section presents a brief on vehicular growth in

PCMA.

As described in earlier sections, Pimpri-Chinchwad has been a major industrial area not

only in the State of Maharashtra, but also in India. The industrial belt of Pimpri-

Chinchwad includes a wide range of industries like automobiles, pharmaceutical and

biotechnology with various national and multinational companies being a part of it. The

list includes companies like, Bajaj Auto, Telco (Tata Motors), Thermax, Forbes-

Marshall, Thysenkrupp and Alfa Laval, Sandvik, Finolex, SKF. etc.

However, in recent years, Pimpri-Chinchwad Municipal Area (PCMA) has been going

through a major transformation, with residential, retails and commercial activities

growing at a rapid pace. With the population of the PCMA crossing a significant one

million mark (as per 2001 Census), it holds nearly a quarter of the population of Pune

Urban Agglomeration, thereby becoming a major residential hub in the Pune region.

Accordingly, the demand for real estate market, in both commercial and residential sector

has increased manifold.

The above resulted in a steep growth in vehicular population and traffic in PCMA. This

chapter addresses the existing transportation scenario in Pimpri-Chinchwad area. The

secondary data for understanding the prevailing transportation system in PCMA has been

collected from various departments, such as the Regional Transport Authority, Pimpri-

Chinchwad Municipal Transport (PCMT), etc, to understand the traffic scenario in the

region. To start with, the following section presents a brief on vehicular growth in

PCMA.

2.2.1 Vehicular growth and composition

As on date, there are more than five lakh registered vehicles plying on the roads of

PCMC. Apart from these, there are vehicles from PMC area using the roads of PCMC on

a daily basis. Table No. 5 below indicates the number of registered vehicles in PCMA,

over the last five years.

Table No. 2.1

Vehicle Registration details in PCMC area

As given in the above table, the registered two wheelers at PCMC have grown at a rate of

Year*

2002 - 2003 -- 2004 2005 2006 2007 AACGR(%)

13.3% and cars have grown at 16.6%. This growth is similar to that observed in many

growing townships in India. Growth of personal modes at this rate will lead to severe

Source: RTO, Pimpri-Chinchwad; As on Mar 31 ofthat year # Private vehicles/ambulances/delivery vans, school buses/tractors

Two Wheelers

211837 236301 271319 3 0860 1 3521 11 395757 13.31

traffic congestion at PCMC soon, and only a well-planned transit system can arrest this

growth.

Auto

5288 5415 5588 6052 6471 6671 4.76

Heavy Vehicles 6709 6925 7501 8304 9206 10513

CarsILMVs

2781 1 30242 35009 42255 50391 59856 16.57 9.4 1 12.57 13m

Others#

16940 18188 2051 1 22829 26571 30619

Total

268585 296999 339928 388041 444750 503397

Figure No.2.1

Category-wise distribution of vehicles

Category-wise Vettlcles as on Mar 31,2007 CXkr Vetucks Heavy vehicles

AutuRSckshaw s

Auto-Rickshaws

I Other Vehicles 2 Wheelers 79%

There are more than 5.03 lakh-registered vehicles in PCMC as on March 3 1, 2007. The

vehicles have registered an annual growth of over 14% during the last five years. As the

above Figure Noindicates, about 79% of vehicles registered in PCMC are two-wheelers.

Figure No.2 shows the trend in the growth of two-wheelers and passenger four-wheelers

(cars and light motorized vehicles) over the past five years.

Table No. 2.1 indicates the growth in the registration of new vehicles in the Pimpri-

Chinchwad region. The high growth rates in the numbers of two-wheelers (mopeds and

motorcycles) and four-wheelers (cars and light-motorized vehicles) indicate a growing

dependence on private and own transport in PCMC.

Table No. 2.2

New Registrations of Vehicles in PCMC

Year*

2002-03 2003-04 2004-05 2005-06 2006-07

Two Wheelers 25625 345 18 3048 1 4 1296 43296

Auto

263 173 384 419 200

CarsJLMVs

3223 4839 6166 8136 9465

Heavy Vehicles

470 578 99 1 3702 4048

Others#

1793 2323 1900 893 1308

Total

31374 I

4243 1 39922 54446 58647

2.2.2 Road network Characteristics

The city of Pimpri-Chinchwad is bisected by the old National Highway 4, which connects

Murnbai and Pune. This road forms the spine of the road network of the city and most of

the commercial activities have grown along this road. The other major roads of the city

are either parallel to the NH-4 or are perpendicular to it. The following are the major

roads in PCMC area, which run along the East-West direction:

1. Aundh - Rawet road

2. Telco Road, and

3. Dehu-Alandi Road

The following are the major roads in PCMC area whichrun along the North-South

direction:

1. Moshi - Bhosari - Kasanvadi - Hinjewadi,

2. The MDR 3 1 (Major District Road No 3 I),

3. KSB Chowk - Kalewadi, and

4. Bhakti Shakti - Dange Chowk - Hinjewadi

PCMC is working towards the improvements of its existing road network through a

number of projects.

Figure No.2.2

Current roads network in PCMC area

2.2.3 Analyzing Road Structure

The conventional approach to analyzing road network is to examine traffic volumes on

specific road alignments and propose road width, flyovers, etc commensurate with the

traffic volume projections. However, the overall efficiency of a road network depends on

other factors as well. There are three important elements of overall network planning that

have been analyzed in this study. These are hierarchy, continuity and topology.

Hierarchy - When categorized into primary (24 m and more), secondary (12 - 24 m) and

tertiary ( 4 2 m) roads, the pattern of road network reveals the lack of contiguous roads at

each level. It is important that a road of certain width, say 24 m lead to roads of equal or

higher widths at both ends. While there are roads belonging to different width categories,

a clear hierarchy is absent. Continuity - The DP road network diagram reveals many

missing inter linkages. These are marked in dotted lines. In the absence of complete

network of roads, roads of big widths become meaningless.

Topology - It is important that the road network pattern tends to a grid topology in order

to provide alternate routes of movement. While an overall grid network is seen with more

prominent roads in the northwest to south east direction, perpendicular roads are not very

conspicuous. As indicated in Figure No.5, the existing road network of PCMC is highly

fragmented at primary and secondary levels. Figure No.6 indicates that when all the

proposals in the Development Plans are implemented, the overall pattern will improve

considerably. However, if in the proposed network, the primary roads with ROW 24 m or

more are isolated, and then what is left is disjointed with many loose ends.

Figure No.2.3

Existing Road Network By Hierarchy

The map above indicates that when all the proposals in developmental plans are

implemented the overall pattern will improve considerably.

Figure No. 2.4

Proposed Network Highlighting Roads with Row 24 m or more

However if in the proposed network the primary rows with Row 25 m or more are

isolated then what is left is disjointed with many loose ends.

Figure No.2.5:

Proposed Road Network highlighting roads with

ROW 24 m or more & loose ends removed

If the loose ends are also removed and only complete loops are considered, then the

'primary road' network covers only a portion of the city and that too in an incomplete

manner. Thus it is evident that even after the implementation of all Development Plan

proposals; neither the primary roads nor the secondary roads create complete networks.

Varying road width along the length of a single alignment will considerably limit the

traffic carrying capacity of that alignment and of the network as a whole.

2.3 Major Transportation Nodes

Considering that PCMC Area provides large-scale basic employment, it attracts

considerable amount of traffic from surrounding area, particularly from:

Pune City

Dehu Gaon

Dehu Road

Vadgaon

Talegaon

Alandi

Villages surrounding PCMA

The following Figure No.presents the location of the above traffic generators, with

respect to PCMA.

Figure No.2.6

Major Trip Generators around PCMC Area

All the above contribute large quantum of traffic in the PCMC Area. Maharashtra State

Road Development Corporation has recently developed the Wadgaon - Chakan Road as a

toll road with private participation (Built, Operate & Transfer, BOT). Since then, there is

considerable development happening all along this road, with Chakan area attracting lot

of new industrial development. With further industrial development at Chakan, PCMC is

likely to become a major residential hub, sandwiched between Pune and Chakan. Even

today, there is considerable interaction between Pune and Chakan, and all the traffic due

to this passes through PCMC Area. Currently, there are three roads to cater to the road

traffic between Pune and PCMC, These are:

Old NH4 (Old Mumbai - Pune Road)

Aundh - Ravet Road

NH4 Bypass

In addition to the above, a sub-urbanllocal train service exists between Pune and

Lonavala, which pass through PCMC limits. This forms a part of the services being

provided by the Central Railways. Along this route, there are five railway stations within

PCMC. These are:

Dapodi

Kasanvadi

Pimpri

Chinchwad, and

Akurdi

The railway service provides an important means of transportation to daily commuters of

Pimpri- Chinchwad to Pune and nearby areas. However, as presented in later chapter

(desire-line diagrams), it can be seen that the influence area of this service is limited.

NH50 (Pune - Nashik Road), which originates at Nashik Phata in PCMC Area caters to

most of the current traffic between Pune and Chakan. and PCMC Area and Chakan. With

the sort of growth happening at and around Chakan, this road (NH50) will become a

bottleneck to traffic flow in PCMC Area, and necessitates development of North-South

Corridors parallel to NH50. The Inter-City Bus Station of the city is located in Sant

Tukararn IVagar and caters to the State Transport bus services to various cities and towns

across the state of Maharashtra. Currently, there is no separate airport for the city of

Pimpri-Chinchwad. The airport in Pune is situated in Lohegaon, and is used by all

commuters in the region including Pimpri-Chinchwad. Connectivity to the airport is

along routes, which pass through the Military Cantonment area of Pune. Apart from the

daily traffic in Pune limits, there is no major bottleneck in terms of connectivity to the

airport. There is a proposal for construction of an international airport at Chackan.

Connectivity to the new airport would be along the existing NH-50 from PCMC limits.

Within PCMC, all the large scale industries are major traffic attractors, such as Bajaj

Auto, Tata Motors (formerly Telco), and Bhosri Industrial Area, Kinetic Engineering,

Force Motors (formerly Bajaj Tempo), Daimler Chrysler, etc. Old Pimpri and

Chinchwad, Nigdi, and Sant Tukaram Nagar contain most of the current residential area,

which is growing rapidly. Pimpri-Chinchwad has today become the most sought after

residential location for middle income as well as higher income groups in Pune Region,

and future will make it one of the most coveted residential zones in the state.

2.4 Pedestrian and NMV Facilities

No dedicated facilities are available for the non-motorized vehicles and pedestrian,

though they form a significant mode of travel, especially for non-work trips. However

attempts are being made as part of road improvement proposals as well as the BRT

system design to integrate pedestrian pathways and bicycle tracks into the design of

ROW of the main corridors. A separate bicycle master plan has also been prepared as part

of this proposal.

2.5 Traffic Management Including Parking Management

Except for Old NH4 and few stretches in Old Pimpri and Chinchwad, traffic speeds on all

other roads are quite comfortable. With increasing vehicular population, without any

intervention, this situation could change quickly. With the ongoing improvements to Old

NH4 the traffic flow on this road will improve and a good level of service can be

anticipated. With the proposed BRTS and the Comprehensive Mobility Plan, there will be

considerable improvement to the road network and Public Transit Operations. Currently,

parking supply in the city is quite poor with very few off-street parking facilities. PCMC

is planning to implement a parking policy. During the study, while studying the city

structure, some locations have been identified where parking complexes can be set-up by

PCMC. A Draft Parking Poliy has been presented at the end of this report.

2.6 Traffic Safety

Table No. 2.4 indicates the accidents that have occurred in the PCMC limits.

Table No. 2.3

Details of accidents in PCMC area

S.N

1 2

An area, which receives less attention, which is the case in PCMC too, is the lack of a

system and awareness to record accidents. There is a requirement to develop an Accident

Information System to record accidents as per relevant IRC Codes, which can be used to

identify accident black spots and develop remedial measures. A special cell within the

city traffic police shall be created and trained for this purpose.

6 7 8

Year

2000 200 1

3 I 2002

Source: Accidents Department, TrafJic Police, Pune

2005 2006

Until Oct 2007

Fatal Accidents

144 155

ppppp

156

Accidents 117 99 102

Major Accidents Deaths

118 100 102

Accidents 102 88 5 1

147 158 157

Injured Persons 108 .

79 54

97 - 111 121

98 113

7

2.7 Socio-economic profile of the project affected population

At the both routes, though the BRT Roads are not going through the settlements, there are

approximately 1200- 1300 structures, which are creating hindrances in the way of

corridors. A point is to be mentioned here that at both routes, earlier the villages located

on the roadside were not included in PCMC area and had their own Gram Panchayat.

These villages were merged in PCMC area after extending the limits of PCMC. Hence,

one finds that the abandoned growth of structures. However, while BRT is proposed at

two places, Wakad to Nashik Phata and Kalewadi Phata to Dehu-Alandi Road. The

settlements, shops, offices etc are located at the both sides of BRT roads. Majority of .

these settlements and the structures are created by encroaching the roads by the

population, who are the landowner. Majority of the population belongs to lower middle

or middle class. Though there are two levels of the corridor, i.e. Trunk Routes-Level I

and Feeder Routes-Level 11, which consists of the total of ten roads admeasuring about

165 kms. This report is prepared only for two BRT Roads, namely, Wakad to Nashik

Phata (7.8 kms) and Kalewadi Phata to Dehu-Alandi Road (13.2 kms). Following is the

broad characteristics of population:

2.7.1 Occupation Pattern of the Proposed Locality

On the proposed sites of the existing roads, small businessmen, small shop owners,

clinics, tea stalls, fruit stalls etc. are located. The structure owner, who belong from the

same locality have created infrastructure illegally and given on rent to others or sold to

others. The properties, which are being used on rental basis, are exclusively small

entrepreneurs. Majority of them are the migrants from other places and settled in this

area. The structures of this area has been increased to the extent that majority of them

have crossed the limits or the boundaries of the existing road. Majority of these structures

are creating hindrances even in the proposed City Development Plan, which is prepared

by PCMC and approved by the government in 1995. Majority of the population staying in

this area were engaged in agriculture as a main occupation and service, transport etc. as a

secondary occupation.

As this population has direct access to urban area and market place along with

agriculture, animal husbandry was one of the important secondary occupations. As urban

area increased and PCMC has extended its limits, the cost of land increased tremendously

and almost all farmers have taken the benefit of this situation. At present most of the

farmers have sold their agriculture land to builder or industries or corporate houses and

received unexpected huge amount. Thus, some of the farmers have been entered into

new business and some of them have developed their land and given on rental basis from

which they are getting substantial income.

The second major group of population is mainly the migrants from other states or the

district to Pune in search of job. Thus this group of population staying in this area are

engaged in manual work, or employed in small hotels or canteens, tea stalls, petty

trading, small production units, various workshops, garages, shops, vegetable shops.

vendors, or the offices etc.

2.7.2 Education Level:

The educational level of the general population is not far high but they are also not

illiterate. Majority of them are educated up to secondary level. Graduate or higher

education is comparatively very less. Substantial numbers of individuals are engaged in

manual work rather than white-collar profession. Naturally, their income level is

comparatively less than the others and those who are educated at middle level, they are

working as a operator, clerk etc.

2.7.3 Caste/Religion/Culture

As discussed in earlier point, majority of the population settled on the both sides of the

BRT routes are the residents of the village and some of them are the migrants from

various parts of the country. Naturally, this area do not has any specific predominant

caste. However, Hindu, Maratha is the main caste followed by OBC, SC and ST. Indeed,

there are clusters of various groups migrated from particular region. For example: UP,

Bihar, AP etc. Thus, without any specific caste group, the entire population is

heterogeneous either in caste or religion. Naturally one finds that their culture, their

festivals, their rituals are totally different from each other.

2.7.4 Status of Women

As the entire population belong from middle lower and lower class, majority of the

women are either engaged in housekeeping or manual work. Those who are economically

better off they are engaged in domestic chore. The women who got employment

opportunity are working in small establishments and some of the women are engaged in

various occupations. As regard to the status of women is especially engaged in domestic

work at family level, majority of the women do not have control over the family

resources and as usual and thus, they have the secondary status either in family or in

society. In view of social participation, majority of the women do not have any formal

organization. Naturally the collective efforts for either employment generation or getting

social status are hardly observed in this area. Since 2000 onward, government is very

keen for the various programmes concerned with women empowerment. This movement

has been started in 1995 and gradually has taken the roots in society till 2000. In PCMC

area right now, there are approximately total of 4000 Self Help Groups of Women

estimating 40000 women members. However, in the area of proposed BRT Routes, no

specific information is available.

2.7.5 Economic Condition

There are two categories of the population. One, the owners of the land, and another

migrant population settled in this area. Those who belong to same locality, their

economic conditions are much better as compared to the migrant population. Especially

since last ten years due to unexpected rapid growth of urban areas, the landowner got the

substantial value for their land or their property. Hence, they are economically well off.

Another class is extremely poor population engaged in manual work or marginal

employment. Thus, the income and expenditure elasticity of two strata are exclusively

opposite to each other either very rich or very poor. Thus, it is very difficult to draw any

conclusion about the economic condition of the population where heterogeneity in the

occupation, in the education, in the ownership of property persists.

2.7.6 Common Property Resources

Common property resources such as water resources, employment opportunities, social

gathering places, religious places, grazing land of animals etc. are likely to be affected

due to the project. Some of the resources, which can be moved from one place to another,

will be relocated with prior approval of the concerned persons before starting the

construction. The efforts are also being made to restore these resources in a natural

condition. Whatever resettlement is needed, these properties will be relocated at suiTable

No. locations, as desired by the community before construction starts. For this purpose,

social education will be imparted through motivation and community leaders, key

persons will be contacted for discussions about relocation aspects. All necessary care

shall be taken to minimize impact of the construction of proposed BRT on cultural

properties.

2.7.7 Indigenous Peoples

"Indigenous Peoples" Under Article 342 of the Indian Constitution, such as Scheduled

Tribes (STs)] or such other communities which have particular characteristics like (i)

tribes' primitive traits; (ii) distinctive culture; (iii> shyness with the public at large; (iv)

geographical isolation; and (v) social and economic backwardness and having a social

and cultural identity distinct from the 'mainstream7 society that makes them vulnerable to

being overlooked or marginalized in the development processes. Such types of the people

are very few in the proposed site. The population which belongs of this category are

almost negligible and that also the migrants from the other states. For SC, ST and

Economically weaker sections, the PCMC has already given top priority fro resettlement

and restoration of the income. Their problems have been addressed adequately through

various developmental projects, which helped to streamline their lives as a common

person.

2.8 Measures to be taken to minimize the impact of PAP

It is to be noted here that in spite of the development plan by the municipal

administration, most of the occupants have occupied the places (illegal encroachment)

and started their business without completing legal formalities or the necessary

permission from the competent authorities. Thus, majority of the business, employment

centers, establishments etc do not have any legal status. However, in spite of all these

conditions, the PCMC has proposed to take the following actions to minimize the

possible impact.

On the proposed BRT Corridors, about 1179 structures have to be shifted. These

structures have been constructed on private land. Out of 1 179 structures, 90% structures

will be either partially or completely demolished to acquire the land. To compensate the

losses of the structure owner, additional FSI will be loaded on the rests to the structures.

Thus, there will not be total shifting of the structure. To minimize the impact of BRT

Corridor following categories of the population will be considered on top priority

depending upon the type of the losses. For this purpose, three categories of the structure

losers are considered on priority basis. The overall structures, which are creating

hindrances, are classified into four main categories as follows:

First- the structure owners who have clear title and permission for concerned

authority of PCMC.

Second- the structure owners who have clear title but do not have legal

permission of concerned authority of PCMC.

Third- the structure owners who do not have clear title as well as legal permission

of concerned authority of PCMC.

Fourth- Purely temporary sheds without permission or title.

Measures:

The PCMC has already given four main options as follows:

1. Loading additional FSI on the rest of the structure if the owner is loosing partial

property.

2. Awarding TDR in lieu of land acquired to the landholders who are loosing the

entire property.

3. Providing houses of 550 sq. ft. in the ongoing housing schemes popularly called

'Gharkul Scheme".

4. Resettlement in the ongoing slum rehabilitation projects.

Along these four options, the structure looser can opt any one of them within the legal

framework. However, these options will be executed through personal discussions and

negotiations with concerned persons and the compensation will be awarded depending

upon the quantum of losses and the legal framework of the structure.

For business or Small scale industrial units individuals will be given option to shift their

businesses under the reservation for business rehabilitation policy prepared by PCMC. In

which, on the proposed corridors of both routes certain land is reserved on which

business development centers will be developed by PCMC for the rehabilitation of PAPS.

CHAPTER I11

PROFILE OF AFFECTED POPULATION

3.1 Introduction

As discussed in the earlier chapters, PCMC has extended its limits. Naturally, numbers of

villages are now been merged in PCMC extended limit. Before merging into PCMC area,

almost all population was exclusively dependent on agriculture and agriculture related

employment. However, the Pimpri-Chinchwad Industrial Belt had already created

number of job opportunities in various industries, the MIDC Bhosari and Chinchwad area

had also created Employment Opportunities. Naturally, the population staying in those

villages were engaged in either agriculture or employed in various industries located in

nearby area; this situation has resulted in rapid growth of population of this area.

Therefore, various small size commercial establishments have been developed either by

the native villages or the migrants.

The value of land of the roadside has been hiked to extend that it becomes very difficult

to purchase a piece of land even for the houses to a common man. The majority of the

farmers have converted their agriculture land into either commercial or residential area,

which has helped to earn the substantial amount of money rather than continuing

traditional occupation of agriculture. Most of the builders from Pune or Murnbai have

purchased the agriculture land started constructing huge housing complexes or

developing township projects. Hence, the allied occupations/commercial establishments

developed automatically. Indeed, it is an inherent process along with the population, the

service sector such as various shops, schools or service providers increased

automatically.

3.2 Demographic Profile

In the following points, the overall demographic profile of the city and of the proposed

corridors have been discussed in detail:

3.2.1 Population growth

Pimpri-Chinchwad provides employment to industrial workers and of late has emerged as

an affordable urban destination for residential purposes. The increasing demand for

industrial and residential areas led to continuous addition of areas and up gradation of the

erstwhile Municipal Council to a Municipal Corporation. For the last two decades, the

decadal growth rate of population has been in the range of 100% while the previous two

decades witnessed population growth of around 150%. As per the 2001 census,

population of Pimpri-Chinchwad was 10 lakh persons and the current population is

estimated to be around 13.35 lakh persons.

3.2.2 Population Projections for the next 20 years

The City Development Plan (CDP) of Pimpri-Chinchwad, prepared by CRISIL

Infrastructure Advisory, has been closely followed for estimating future population

projections in the region. With an estimated CAGR of 4.12%, for 2001-201 1 and 3.62%

for 201 1-2021, the population of the city is estimated to reach 15.07 lakhs by 201 1 and

21.50 lakhs by 2021 and 29 lakhs by 203 1.

Table No. 3.1

Population Growth in PCMC

Census Year 1951

Population 26367

Decadal Change -

Decadal Growth Rate (%) -

Figure No.No 3.1

Population Growth

The dynamic process of population growth is largely the function of real estate

development, land prices and ease of accessibility to work place, and availability of basic

services. As a result, population growth is being witnessed in the fringe areas of the city

and just outside the PCMC limits. The population of Pimpri- Chinchwad in the last two

decades grew at an annual average rate of over 7% against the national average of 2.1%

and state average of about 3.3%. Considering the proximity of industrial area like,

Chakan, Talegaon and Vadgaon, the population and workforce at Pimpri-Chinchwad is

likely to grow significantly. To take care of this growth, an efficient transit system, like,

the present proposal for BRTS is mandatory. The above estimates of CAGR have been

used for projecting the population in each of the 105 wards in PCMC area. The detailed

methodology used for estimating ward-wise population group is discussed in Section

4.1.2 of this report.

Table No. 3.2

Estimated Growth of Population

Year I CAGR 1

3.2.3 Spatial Patterns of Growth

Analysis of the extent of development in the Pimpri-Chinchwad region was carried out

from LanSat and images available on the Google Earth website. An 84% increase in area

under development has been noticed in the period between 2000 and 2007. A good

portion of this growth has happened in and around Pimpri-Chinchwad.

Table No. 3.3

Analysis of spatial growth over time

) Stage 1 Image data Source

Sizeable portion of the development in the last decade is towards Pune city in the south

and Hinjewadi IT Park in the southwestern direction. Further impetus to development is

given by the westerly by-pass connecting Mumbai to Pune and the improvements of the

Aundh-Ravet road. The other major pull factor is the Talwade IT Park in the

northwestern corner of the city. Improvements to the Dehu-Alandi road and the NH50

will bring about development in the northern and the northwestern region. The new

international airport at Chakan to the north will further enhance growth in these

directions. Besides major developments outside the city, transformations have been seen

extensively along the NH4 with industrial and residential uses getting converted to

commercial uses. Therefore some intensification of development is also expected. In the

view of rapid urbanization in the Pune Metropolitan Region, a base scenario for spatial

growth scenarios has been prepared for Pimpri-Chinchwad and its context in the next

twenty years. This Base Scenario envisages a population of 21.5 lakhs by 2021 & 29

lakhs by 2031 respectively (from CDP). The present trends in spatial growth have been

followed in making projections. This scenario assumes that no land use or transport

intervention is carried out. The average density in the case of both 2021 and 2031 has

been assumed in the range of 9000 to 10000 persons per sq. krn.

1 I I1 I11

Area / Sa. km I

Increase Sa. m YO Increase

Note: The year given in the data source is an approximation

TM Image (1989) ETM Image (2000)

Google Image (2007)

1511 19740.85 179820938.00 332098555.76

151.12 179.82 332.1

28.7 152.28

-

18.99 84.68

Figure No.3.2

3.3 Development Plans in force

The first development plan for the erstwhile Municipal Council had been prepared and

sanctioned by the State Government in the year 1978. Following the constitution of the

planning authority, the Pimpri-Chinchwad Municipal Corporation in 1982, a

Development Plan was prepared for the then PCMC area of 86.01 sq krn and sanctioned

by the Government on 18th September 1995.

The Plan came into force with effect from 2nd November 1995. In 1997, certain areas,

which were under the planning control of PCNTDA, were merged with PCMC. Different

surveys have been carried out for the purpose of the preparation of the development plan

for these newly added areas, such as housing, traffic and transportation, industrial trade

and commerce, water supply, sewage and waste disposal, slums, environment, health and

medical, education and recreation. The area under the Municipal Corporation was further

increased through the addition of 18 new villages in part or full, constituting an extended

area of 84.5 1 sq km in the year 1982. Thus, the total area under the jurisdiction of PCMC

measured 170.51 sq km. The draft DP for these newly merged areas has been submitted

to the state government and approval for the same is awaited. Revision of the

Development

Plan for the old PCMC area of 86.01 sq km. is due in 2007. It is considered necessary

that a comprehensive Development Plan for the entire area of 170.51 sq krn be drawn up.

Hence, the draft DP for the newly added areas has to be merged into the revised DP to

ensure a comprehensive plan for the PCMC area.

3.4 Proposed Land Use

From the Development Plan documents for PCMC old area, PCNTDA and PCMC newly

added areas, the areas under different land uses has been estimated and presented in the

Table No. given below. As is evident from the map, in the respective Development Plans,

the MIDC industrial estates were zoned as predominantly industrial zones while other

uses were assigned to areas around them. In terms of land use zoning, status quo was

maintained for village areas and the refugee camps also. Plots have been reserved both in

the old DP as well as the DP for the added areas for public utilities and social

infrastructure as per recommendations of the UDPFI guidelines. Commercial zones have

been assigned in blocks as commercial districts, equidistantly placed around the

residential areas. Buffers along the rivers and reserve forests were meant to provide the

green spaces in the city.

Table No. 3.4

Proposed Land Use Areas

S.N -

4 Public Utilities 1.74 1.29 1.02

1 2

Head Proposed Land Use p O h Total ,

Residential Commercial

5 6 7

8 9

(Sq. km) 84.22 2.97

Public & Semi-public Transportation/Circulation Open Spaces/Recreation

10 1 Quarry 11 I Agriculture & Reserve

I Total 1 170.52 1

Barreflacant Lands Water Bodies

" Sub-Total (Developed Area) Sub-Total (Un-Developed Area)

3.5 Proposed Density Regime

The generic pattern of FSI (as per the development control rules) corresponding to the

land use is as shown below. The over-all variation in FSI is from 1 to 2.25 across the city,

which is quite low. However in the context of the old DP the FSI variation works well

with the central areas (old gaothans) having higher FSI and peripheral areas having lower

FSI. In the changing context the FSI regime must be reviewed. At present however the

development control rules apply to the entire PCMC area.

Table No. 3.5

FSI Corresponding to Use as Prescribed in the DCR in force

Area 62.72 2.2 1

5.79 16.42 4.32

3 1.27

Extent of Town 49.39 1.74 1

4.96 0.00 18.34

134.28 36.23

! 1 Mixed 1 2 1 I

4.32 12.23 3.22

Gaothan - - - - -

1 Commercial 1 2 Institutional 1.5

3.4 9.63 2.53

0.00

100.00

Other Residential 1

0.00 2.91

78.75 21.25

Use Residential

I I Commercial I l l I

Min FSI 1.5

Max FSI

Institutional Industrial

1 1

1.5

3.6 Transfer of Development Rights

PCMC also follows a TDR policy for appropriating land to be developed as roads or for

appropriating land and assets to be developed as public amenities. The commissioner of

PCMC issues a Development Rights Certificate (DRC) stating the FSI credit and this is

based on the allowable FSI on the area of land/ asset surrendered to the authority. There

are regulations on where these development rights can or cannot be transferred. Typically

transfer of development rights is allowed from a congested area to a less dense fabric.

Transfer of development rights is not allowed along national highways.

3.7 Existing City Structure

For the preparation of a Comprehensive Mobility Plan and designing a BRT system, the

election wards were taken as the traffic analysis zones. However, modal distribution and

assignment of trips to roads at the ward level does not reveal the real concentration of

origins and destinations within the ward, as development is not homogenous throughout

the ward. In order to provide more disaggregate information, two types of land use

surveys, built area and building condition surveys were undertaken - at the sub ward

level and along predefined corridors which serve as the primary road arteries for the city.

These surveys were used to arrive at information to enable and informed decision making

in the following ways:

While the trip generation from the traffic & household analysis will assign trips on

existing roads, the land-use survey may give further insights to planning transit routes so

that they connect concentrations of origins and destinations within the warddtraffic

analysis zones.

Assigning of routes and decisions on road & network improvements can be made more

practical when information on transformation/redevelopment potential is available.

Systematic changes to the land use and density regime can be proposed so as to align

development along corridors and nodes.

The following sections describe in detail, the steps carried out for modeling the existing

land-use patterns in Pimpri-Chinchwad.

3.8 Development of Government Land

PCMC owns some parcels of land along proposed BRT corridors. It has initiated the

process of developing some prime land parcels through a PPP model. These would be a

source of one-time as well as annual income. One such example is the Pimpri-Chinchwad

City Centre, spread over an area of 33 acres at a prime location on Pune-Mumbai

highway near PCMC Office Complex. This facility lies along one of the major corridor

of the city. Some of the facilities that are proposed in this complex include an

Amphitheatre, a hotel, Laser and Aqua Show, Children's zone, Conference zone,

Exhibition Centre, Butterfly zone, a Velodrome, etc. PCMC plans to market this

development as a major commercial hub in most prime areas of -the city. This would also

encourage use of the BRT system.

3.9 Socio-Economic Profile of Project Affected Population

Pimpri-Chinchwad has a literacy rate of 74% as per the 2001 Census. More than 60% of

the population growth in Pimpri-Chinchwad has been on account of migration largely due

to the employment opportunities prevailing in the region. Pimpri-Chinchwad has a sex

ratio of 916 females for every 1000 males as per Census 2001. Data collected during the

Household surveys gives information about the socio-economic and other demographic

indicators of the city of Pimpri-Chinchwad, which has been presented in earlier sections.

However, due to the proposed BRT about 1179 persons have to loose their property.

Those losses are broadly characterized as follows:

Losses of Assets

Loss of employment

Loss of occupation

Loss of residential area

On the both sides of the proposed area, there are small business centers, petty traders,

offices or commercial establishments. During the course of widening the road, majority

of these infrastructures are to be evacuated. One of the most significant characteristics of

the proposed area is loss of employment, due to shifting of establishments at other places.

To assess the nature and extent of the losses of the people, a rapid survey of some of the

indicators have been collected by visiting the households. The results are discussed in

following tables:

Table No. : 3.6

Caste-wise Distribution

r Caste of the Residents 1 SC I ST 1 NT 1 OBC 1 Other I NRC*

Total

I Route No. 1 w* 0.9% 27.3% 20.9% 5.5%

( Route No. 2 1 10 10.9%

Figure No. 3.3

40 ( 10 36.4% 1 9.1%

Caste Wise Distribution

110 100.0%

102 9.5%

Total

17 NT

17 OBC

Other

I H NRC

* Not Recorded

132 11.2%

11 0.9%

The Caste-wise Distribution shows, approximately 70% population is in open category,

7% belongs from other backward community, 10% NT category, 13% is of SC and ST

Category. Majority of them belong from the same village. However, small shopkeepers,

Hawkers, Tea Stall Owner, owner of the fruit shop, these people have been migrated

from other places to this area. Hence, they are running their business by taking a rental

shop or on the rental place.

60

94 8.8% 117 9.9%

75 7.0%

785 73.4%

81 6.9%

13 1.1%

825 70.0%

3 0.3%

1,179 100.0%

1,069 100.0%

Table No. 3.7

Occupational Structure of PAP

* Not recorded as there was no construction- Open plot and farms

Figure No. 3.4

Occupational Structure of PAP

service Business Casual Labour NRC* E l Route No. 1

1 .Route no. 2 ~ Occupation

The above Table No. shows the crude estimate of the occupational distribution of the

PAP. About 12.5% owners are engaged in service and approximately 65% are engaged in

business. 13.3% are the casual workers and 9.5% structure owners have not given any

specific occupation. However, they are engaged in service, business or casual work. The

broad distribution shows the businessmen who are mainly the petty traders are the

predominant occupation in this area. This is quite obvious that as this survey is from the

both side of the proposed corridor, shops are more.

Table No. 3.8

Ownership of the Structure

Land Ownership of the Residents Private 1 Government I NRC* / NRSP** Total

I Route No. 1

Figure No. 3.5

Ownership of the Structure

110 100.0% ,

Total

The above Table No. shows, majority of the structures are private structures. One point is

to be noted here that these are the native villagers of the same village. As PCMC has

increased its limits, hence they become the residents of PCMC. Due to this rapid

urbanization, cost of land is very high and earlier these were the farmers, who have

constructed their shops and houses before DP. The following Table No. provides the

nature of structures.

13 1.2%

1 Route No. 2

0 0.0%

* Not recorded as plotslfarm owners are not known to other

** Respondents were hesitant to provide the information

1,147 97.3%

12 1.1%

- 1,037

0 ) 0 0.0% I 0.0%

1,069 100.0%

7

7 0.6%

110 1 100.0% 1

97.0% 0.7% 13 1.1%

12 1.0%

1,179 100.0%

Table No. 3.9

Nature of Sue of Structure

1 I Nature of Structure 1 - . I

* Open plot and agricultural land

Figure No. 3.6

Nature of Sue of Structure

Kuccha Pucca N/A *

1 W Route No. 2 I Type of Structure

It is seen from the above Table No. that approximately 30% structures are Kuccha built in

brick and mud having tin sheet on their roof and rough stone flooring, whereas 70%

structures are the Pucca constructed in cement with tile flooring and all basic amenities.

In most of the structures, basic amenities are there irrespective of the type of

construction. Of course, the structure it is in use for particular purpose, we don't have the

evidence about their ownership. These evidences will be collected in due course.

Table No. 3.10

Loss of Land by Size

/ u I I & 1 I I V

Route No. 1 I I 89.1% 1 10.9% 1 100.0% 1

Loss of Land by Size Above 225 ft I Below 225 ft a Q I 1 3

Total

I l n

1 Route No. 2

Figure No. 3.7

Loss of Land by Size

I Total

Above 225 fi Below 225 ft Loss of Land Category

1 Route No. 2

473 44.2%

The above Table No. shows that, there are approximately half of the structures, which

will have to loose above 225 sq. ft. land and equal proportion of the respondents of these

structures have to loose below 225 sq. ft. land. The policy related to the compensation to

the losses and the proposed strategy for the same is already discussed in earlier part.

57 1 48.4%

596 55.8%

1,069 p

100.0% 608 51.6%

1,179 100.0%

Table No. 3.1 1

Floor of Structure

Total Floor of Structure

Route No. 1 Route

N o . 2

Figure No. 3.8

Ground Floor 46 41.8%

Total

Floor of Structure

Three Two storied

794 74.3%

E l Ground Floor 1 Two storied I liaee storied

Four

14 12.7%

840 71.2%

In all the structures, there is 9.1% open plot or agricultural land; naturally there are no

any structures. For rest of the structure, majority of the structure have either ground floor

or two storied and very few structures are three and four storied. About 71% structures

are the single structure, i.e. having only ground floor. Approximately 20% structures are

two storied. The proportion of three storied and four storied structures are very negligible

on both routes. There are six structures, which have more than one floor, i.e. three or four

storied buildings. A point is to be noted here that majority of the owners have obtained

permission from PCMC for ground floor, if they have clear title, but the structure above

the ground floor is exclusively without permission, i.e. unauthorized. As regard to the

218 20.39%

1 232 1 19.67% 0.08% 0.4% 6.4% 2.7% 100.0%

Storied I Storied 0 0.0% 1 0.1%

Open

0 0.0%

Farm

5 0.5%

2 5 22.7% 5 0 4.7%

25 22.7%

J

110 100.0%

7 0.7%

1,069 100.0%

replacement or resettlement, PCMC cannot consider these structures for rehabilitation at

other places.

Table No. 3.12

Income of Residents

1 Income of Residents 1 Total I 1 I Below 2000 / 2001-5000 1 5001-6000 1 6001+ ( Open 1 Farm 1 . 1

Route No. 1

Figure No. 3.9

Route 136 No. 2 1 12.72%

Income of Residents

10 0.0%

4 0 0 0 2001- 5001- ,6001 Open Farm 5000 6000

Route No. 1

I R o u t e No. 2 Income Range

191 17.9%

There are approximately 12% structure owners whose income is below Rs. 2000/- per

month. Mostly, these structures are the Kuchha Structure or temporary structures.

Majority of the persons are working as a labourer or they are employed in workshops in

the same area. The category stated as a service in the occupation table, it also includes the

regular casual work, where their income is very marginal. The second category is the

income group of Rs. 2000-5000. There are about 17% structure owners or landholders or

the individuals have the income ranging from 2000-5000. This category is also socio-

economically weaker section. 21% structure owners' income is 5000-6000 per month,

whereas 4 1% of respondents do have income more than Rs. 6000 per month. A point is to

be noted here that, as this is the rapid survey, the figures that we received from the person

10 0.0%

228 ) 457 19.5% 1 42.8%

20 0.0%

50 4.7%

20 18.2%

7 0.7%

25 1 25 22.7% 1 22.7%

1,069 100.0%

110 100.0%

who is available at the time of survey. These income categories are grossly

underestimated and needs further investigation in detail.

3.10 Project Affected Population by type of losses

The details about Project Affected Population are given in following table. Rapid Socio-

economic survey was undertaken and information was collected with the help of actual

site visit and observation. As this was the rapid survey, counting of the structures and its

use was recorded on the basis of observation by the investigator. The details of each one

of the structures needs to be investigated further. This will be undertaken in due courses.

However, the following information provides what are the various types of losses and the

socio-economic profile of the affected population by its type.

Table No.: 3.13

Details about the Losses by Type

Figure No: 3.10

Details about the Losses by Type

House W Shop Open Hotel Office Religious Farm Shop Clinic NRC 1 Usaf$@%ial I

In the above table, the total number of structure coming in the way is given under

different categories. There are total of 314 houses, 98 workshops, 75 open plots, 54

hotels, 34 offices, 14 small or big size religious or social structures, 32 farms, 524 shops

and 16 clinics. Thus, there are total of 1179 total structures. 18 structures have not been

categorized under particular category, as the usage is not known due to non-availability

of information. However, most of the structures are constructed unauthorized without

getting the prior permission from concerned department of the municipal corporation. It

was found that there are three categories of the structures as follows:

Clear titled with legal permission: 480

Clear title without permission: 220

No title, no permission: 479

Thus, PCMC has already made arrangements to take care of 1100 structures of them

which are 880 are the legally authorized structures. Majority of these structures are the

houses and 220 structures, which do not have legal permission workshops, hotels, offices,

shops, clinics, etc. are located and majority of them have taken these structures on rental

basis and performing their businesses. The further enquiry about the proper licenses

reveals that, the shops, small hotels, offices; majority of them do not have proper license

from the respective departments.

Houses

There are total of 3 14 houses. The details about the losses of these houses occurred due to

BRT will be calculated on the basis of the actual measurements and based on the

proportion of loss, they will be given following options:

To resettle these families in the ongoing housing complexes, they will be given Special

Consideration in the ongoing projects of construction of housing complex for

economically weaker section. About 14000 houses are being constructed in various part

of the city; they will be resettled in various complexes as per their convenience. Special

Reservation has been kept for these persons in these complexes. The details are given in

the Appendices No. 1.

The structures, which will be demolished partially, they will be given the proportionate

FSI (additional on the same structure), so that they can extend the present construction.

After construction of BRT, the market price of the existing structure will increase

tremendously. Thus, they will get the additional benefit of BRT in terms of price.

One more option of TDR will also be given for these families, which they can in cash at

any time as per their need in any part of the PCMC area. Thus, they will get the equal

return of the structure they have lost in BRT.

Slum Rehabilitation Projects are being implemented since last one year. In various part of

the city, these projects are exclusively based on public-private partnership, so that PCMC

need not to spend any excess amount for construction. Under the slum rehabilitation

project, PCMC is providing well structured 270 square ft. well built one room kitchen

with all modem essential amenities to the slum dwellers. If there are some cases, where

the house will be totally demolished and if the owner is agree to resettle in these

buildings constructed under SRP, they will be resettled in such places as per their

convenience.

Workshops

There are 98 structures, where the owners are running the workshops and some of them

are on rental basis. Most of the workshops are constructed on unauthorized place, which

do not have clear title. The workshop owner who have clear title with official permission,

these workshops will be resettled at appropriate places wherever construction of housing

complexes are going on in the city.

Open Spaces

For open plots, TDR will be given as per the rules of PCMC.

Hotels and Offices

On this road, there are total 88 small hotels or the offices. These structures are on the way

of DP Road. For these structures, they will be given option to shift their business in the

nearby location, which will be developed by PCMC on the both sides of corridor. For

these establishments also, the titles and permission will be critically assessed by

competent authority before relocate them at appropriate places.

Religious Places/Social Structures

There are total of 14 religious structures, such as small Ganapati temple, Dutta temple,

Saibaba temple etc. However, among them one Church and Ganapati temple is the crucial

one. For these structures, place' will be given in nearby area as per their convenience.

However, on the both sides of the corridor, there are some open spaces available. These

structures will be shifted on the open spaces. PCMC will bear the cost of construction and

shifting.

Shops

There are total of 524 shops. These shops are of grocery, cutlery, stationery, cloths,

tailoring, Press shop etc. By assessing their legal status, they will be resettled at the

places at the proposed size of commercial complex proposed on the both sides of the

corridor. Among these, if the owner is willing to relocate his business at other places,

they will be given the option at various places, which have already being constructed by

PCMC.

Clinics

There are total of 16 clinics on the proposed site. For clinic, they will be resettled at the

same location with mutual understanding with owner.

Agriculture Land

As regard to the agricultural land or open places (Plots), they will be given TDR or the

compensation in cash as per the rules of PCMC.

The resettlement process is a gradual, sensitive and a complex, which needs to be handled

carehlly. To prepare the mindset of the individuals is the main challenge. For this

purpose, help will be taken from local NGOs, Key persons of the community, Municipal

Corporator and the Professional Social Workers appointed for this purpose. Continuous

efforts will be made for motivating people by a) Organizing Group meetings b)

Conducting Training Programmes c) Individual Negotiations d) Public Hearings e)

Creating Awareness Generation about legislations etc. In the process of land acquisition,

number of complexities involved such as local group dynamics, political interferences,

and sensitivity about religious structures. These religious groups will be given

appropriate places in nearby area. The care will be taken that without disturbing their

social or religious sentiments they will be shifted as per the convenience of local people.

CHAPTER IV

LAND ACQUISITION AND IMPACTS

4.1 Introduction

As discussed in earlier chapter, while selecting the routes for BRT, a care was taken for

minimize the losses of the property and the displacement of less number of populations

due to the proposed project. Therefore, on the both routes, a rapid survey of the structures

creating hindrances of BRT has been undertaken. The detailed result of survey data is

discussed in Chapter I11 in various tables of socio-economic profile. The structure owners

who have clear title alongwith the permission from compitant authority for such

structures case has been taken to honor the commitments in terms of permission as far as

possible. In this chapter, land acquisition estimates, quantum of losses by types, land

acquisition and displacement, impact on community resources, squatters and encroacher

impacted and option preferred by PAP have been discussed in detail.

4.2 Land Acquisition Estimates for proposed BRT corridors

BRT Project is proposed at two places. There are two categories of the people staying in

this area. One is the owner and another is tenant. At the proposed site, the land is being

used for two purposes. One is for commercial purpose and another is residential purpose.

The place used for commercial purpose is mostly rental land or place. In some cases, it is

used for dual purpose. A rapid survey has been conducted in this area to assess the PAP

by type of losses. Roughly it is estimated that there is a loss of residential places as well

as business centers. In the case of the present proposal of BRT Corridors, more than 50%

of the land required is already in possession of PCMC, while the remaining has to be

acquired. Following are the details:

Table No. 4.1

Area under BRT

Corridor name b W a d i to Dehu-Alandi road

Area required (hectare) 33.2

Area under possession 54%

1 2 1 Nashik phata to Wakad 3 1.5 64 %

Along these corridors 1179 numbers of structures are being affected, of which 80% are

partly affected. Most of the structures are unauthorized. Following are details of affected

structures along the two proposed corridors:

Table No.: 4.2 Details about the Losses by Type

Total Usage (Structure Detail)

Route No.1

People affected by the projects can apply for the Gharkul Yojana projected by the PCMC.

This forms part of JNNURM and prospective scheme of EWS/LIG as a joint venture of

PCMC and MHADA. This Yojana accepts some amount as contribution of the

beneficiary and the remaining share is to be borne by the Central Government, State

Government and PCMC. This is taken up under the scheme of providing basic services to

urban poor(BSUP).

The affected people along the proposed BRT corridors are expected to generate

additional benefits due to the development of BRT services. This is in the form of FSI

ceiling being increased to 1.8 along the proposed corridors.

In the case of authorized structures, affected people are compensated for the cost of land,

cost of construction of the structure and shifting to another location. The development

take place as per the land use shown on the development plan and the development

control regulations. People's consultation is taken into consideration before the

preparation of the budget every financial year. This is to address the citizens' immediate

requirements while finalizing the budget for project implementation.

Route No.2

The suggestion of residence of city are called for and they are duly considered besides

this monthly Lokshahi Din is also conducted on the first Monday of every month to know

55 50.0%

Religious ,Social

Hotel I Office House

259 24.2% 314 26.6%

Work Open

S h o ~ 1 0 0.0%

Farm

98 9.2% 98 8.3%

Shop

2 5 22.7% 50 4.7% 7 5 6.4%

2 1.8%

2 1.8%

Clinic

5 2 4.9% 54 4.6%

NRC

0 0.0%

3 2 3.0% 34 2.9%

2 5 22.7%

0 0.0%

14 1.3% 14 1.2%

0 0.0%

1 0.9%

110 1 100%

7 0.7% 3 2 2.7%

524 49.0% 524 44.4%

15 1.4% 16 1.4%

18 1.7% 18 1.5%

1,069 100% 1,179 100%

the grievances of the public and are monitored and sorted out in time bound manner.

The tree cover is equally important in urban areas there are so far as 600 numbers of trees

obstructing corridor construction, the details are given in the Table no. 4.3. It is clear that

out of these 600 numbers of trees are worth replanting and they are proposed to be

replanted in the adjoining areas. The remaining 200 numbers of trees wich are too small

need to be cut and against this equal no of trees are going to be planted in the visually.

Pawana River is being crossed by one of the Corridors. The Pawana Sudhar Project has

been proposed by PCMC for development of the riverbank. The work is already in

progress.

In the proposed BRT, chances of environmental pollution are there. However, PCMC has

already taken the efforts to control environmental pollution by undertaking tree plantation

in various parts of the city. On the proposed road, trees will be planted on the both sides.

Perhaps, due to the rapid movement of the bus and other vehicle, it will not create major

environmental problems.

4.3 Quantum of Losses by Type

The rapid survey of the structures located on the both side reveals that there are total of

11 79 structures. The details of the type of losses are as follows:

Table No. 4.3

Quantum of Losses by Type

Type of Structures

I I

1 4 1 Offices 2 32 3 4

Number c

Teas Stall or Small Hotels

55 0 2

1 1 (22l:i;s P O ~ e n Plots1 farm

L

8 -- 9

259 98 5 2

1 0 5 0

314 98 54

Religious/Social NRC Total

15 524 5 7

16 524 107

0 0

110

14 18

1069

14 18

1179

In the above table, various structures along with usage is given. There are total 1054

structures and 125 open plots. Among all .the structures, very few structures are needed to

be totally shifted and relocated at other places and rests of the structures are partially

coming in the way. The structures which are totally be relocated, negotiation will be held

and appropriate option will be given such as loading FSI on the rest of the structure,

awarding TDR, Resettling into other housing complexes being constructed for

economically weaker sections or relocating them into locations kept for housing for

sishoused in Development Plan which are presently in progress. However, the cases, of

options depending upon the proportion of losses will be dealt categories. For the purpose

of resolving grievances the competent authority has been given the powers of

negotiation.

4.4 Land Acquisition and Displacement

For acquiring land, legal procedures laid down in the policy of state government will be

meticulously followed and the necessary action to be taken. The details about the

procedure of land acquisition are described in next chapter. Those who will get displaced

due to land acquisition will be given various options for their settlement. Under this

settlement, care will be taken that they will have the source of livelihood as before

implementation of BRT. For those individuals, priority will be given under various

schemes of housing or the shopping complexes that are proposed to be implemented in

development plan reservation. For the financial losses, special efforts will also be made

to establish the linkages with financial organizations. Indeed this approach will help to

have one more opportunity to diversify, their present occupation. There might be large

variations about the problems and difficulties, these problems and difficulties will be

resolved on negotiation at individual and group level.

4.5 Impact on the community Resources

The community resources will be developed for meeting their social lives. Special efforts

will be made to have common places to gather, for religious activities etc. so that the

cultural aspects of the social life will be procured. However, there are hardly any

community resources, however considering the potential of employment or the potential

and livelihood resources of the PAP, the community resources will be created through

Development Plan. Perhaps, it will certainly help to create modem facilities. About the

essential services, the development plan of the city has already made the provision for

maintaining the same status or various resources related to social life.

4.6 Impact on Squatters and Encroachers

It is known fact that not only on public places or but even at private places also squatters

are observed in large numbers on the both sides of the proposed road. These squatters are

exclusively migrated population. These squatters will be resettled at the appropriate

places that are under constructions at present. Under Shelter Policy, these squatters will

be resettled.

4.7 Options Preferred by PAP

1 . Following options are given by PCMC.

a) Additional FSI to PAP

b) TDR

c) Resettlement in Housing Complex being constructed and rehabilitated by PCMC.

d) Resettlement of commercial structures in proposed sites.

e) Housing and Occupational Rehabilitation of PAP under BSUP.

f) Only compensation for land and authorized structures. (Through land Acquisition

Act and private negotiations)

All the above options will be given to the property losers through negotiation and one

of the suitable to their needs and requirements can be availed by them.

CHAPTER V

IMPACT ON WOMEN AND OTHER

VULNERABLE GROUPS

5.1 Introduction

For any developmental project, women are the worst sufferer of the development process.

Though, the intention is to provide the better opportunities and better sources for their

livelihood, the overall impact on the status of women, children and other vulnerable

groups those who are excluded from the benefits of general development are bound to

have adverse effect. The women folk who are engaged in petty jobs or petty trading are

going to loose their jobs and business. However, it is expected that, while resettling them

at other places, the care will be taken to impart training of new avenues of livelihood

resources. The technical support system will be provided to deserving structure owners.

Perhaps this support system is developed in such a way that it will help to bring weaker

sections in the mainstream of the social life.

5.2 Impact on Women

The women, who have already secondary status either in family or in society, will be

supported by adequate infrastructure to remain active in earning their livelihood

resources. For this purpose, it is proposed to undertake

Formation of women's organizations

Formation of women's cooperative societies.

To develop the Self Help Group

To develop the women's training centers.

To Collaborate with other financial organizations for financial support to start

business.

To establish the linkages between various business houses to generate

employment opportunities.

To encourage cottage industries and food processing units, women will be given

scientific training.

These are the broad measures proposed in the project.

5.3 Impact on Tribal and other vulnerable groups

In this area, tribal population is comparatively very negligible. Perhaps, hardly few

families are going to affect by this project. And these families are mainly engaged in

unskilled job or working as a labourer on the construction site. Thus it is proposed to

accommodate these families on the various activities of the construction of BRT.

Other vulnerable groups

There are number of other vulnerable groups settled in this area and staying in rental

houses. These vulnerable groups will be given an opportunity through various schemes

being implemented by PCMC and special efforts will also be made to get the benefits of

various government schemes meant for vulnerable and weaker sections of the society.

5.4 Women's Role in Household Economy

It is a known fact that in spite of the significant contribution of women in caring and

raring of the children, her role and contribution always remain invisible in the society and

in the family. In the poor families, she not only takes care of the children but also earns

the money for their survival. There are number of women who are engaged in economic

activities. While resettling these families, the care will be taken to provide adequate

opportunities for income generation as well as creating new opportunities in a formal

sector.

5.5 Possible Areas of the Women Involvement

There are several examples where the women have taken the active part in developmental

activities the development is very rapid. Indeed, for the sustainable development,

women's participation has the great significance. Special efforts will be made to motivate

women for resettlement and their help will be sought in resettlement process. Special

78

motivational programmes will be implemented. All possible help will be given to the

women for necessary actions. The women will be organized in such a way that the local

level organization will make significant contribution in the process of resettlement and

expedite the developmental process.

CHAPTER VI

RESETTLEMENT POLICY AND LEGAL FRAMEWORK

6.1 Introduction

Resettlement is the major social issue in any development work. PCMC has already

considered the holistic aspects of the project-affected area and Project affected

population. In the proposed BRT project, the resettlement issue is most highlighted one.

Settlements can be broadly categorized in following three groups .

a) Settlements having proper legal title and talcen permission from compitant

authority,

b) Settlements having legal title not obtained legal permission.

c) Settlements having no legal title and without legal permission

For the settlements having proper legal title should be given options of Additional FSI,

TDR, monetary compensations or resettlement in another place. Similarly Settlements

having partial legal title will also be given appropriate option of resettlement in housing

complexes of the PCMC, which is under construction or any other options. For those who

don't have any legal entitlement, the PCMC instead of not having legal title is going to

consider their rehabilitation on the ground of humanity. For this purpose, the PCMC has

already given the detail Policy Legal Framework considering World Bank Operational

policy on Voluntary Resettlement and Social Management Framework.

6.2 Policy, Legal and Regulatory Framework

During the sbhas, (Meetings) at various villages 1 clusters people are made aware of the

various options of compensation they can avail, which are as follows:

1. Monetary compensation through private negotiations,

2. Award of Transferable Development Rights (TDR) in case of road and

reservation, and

3. FSI in case of roads.

The PAP will be taken into confidence for the amount of compensation and duration of

payment or TDR and FSI so that they can choose the option to suit their individual needs

and requirements.

In order to address compensation related issues in the minimum time, PCMC has formed

a TDR Committee and a Private Negotiations Committee which meet, based on the

requirement, at least once in a month. The important aspect of this procedure during the

last year (2008-09 has been that 28 hectares of land came into possession of PCMC. This

process was instrumental in saving about Rs 79 crores of PCMC funds through

negotiations.

Entitlement Framework

Following Table No. presents the Entitlement framework for the proposed project. State

level variations wherever, have been given as footnotes. Impacts on vulnerable groups,

non-titleholders and shifting business that are common in urban areas have also been

addressed as part of the proposed entitlement framework.

Table No. 6.1: Entitlement Framework- GEF

Property assets (non- I i /at "replacement

,agricultural) I

jcost" or "actual

I i [market value". I I I I

I

i I 1

I j I I I I

i I t i J

i

Cash compensation for the land and structure at

replacement cost shall be given to the titleholder as

decided by the Competent ~uthority'.

If the replacement cost is more than the compensation (at

"market price" as determined by the land acquisition

authority), then the difference is to be paid by the project

in the form of "assistance".

Stamp duty and other fees payable for registration shall

be borne by the project.

Assistance

Property

jzTz; Assets

I I

Each AF shall get financial assistance as transportation

cost for shifting of building materials, belongings etc.

For partially affected structures, compensation at

replacement cost for loss of affected area shall be

provided. EPs whose structures are partially affected shall

be eligible for assistance for repairing1 strengthening cost

of remaining structure. The repairing cost for the partially

affected portion will be 25% of the replacement value of

] affected area as estimated per latest CSR of PWD.

A 2 months notice shall be given for the removal of

structures.

I The owneritenant (in cares where a tenant occupies the ' structure) shall be given the right to salvage material from j I the structure. I 1 - ~mpmpensation~~ompensatioo

Jat "replacement'. The compensation for the land shall be given to the

/cost3' or "actual titleholder as decided by the as decided by the Competent

/market value". Authority. If the value is not updated/less than the I prevailing market value (for the year of payment of

compensation), they it should be increased by the 1 I prevailing inflation rate for each year upto the year of

acquisition. For delayed payments, an additional 9% per

i annum as interest shall be paid.

i If the replacement cost is more than the compensation (at

"market price" as determined by the land acquisition

authority), then the difference is to be paid by the project : I in the form of "assistance".

I In case of partial acquisition of land or severance of

agricultural, If the residual plot (s) is (are) not viable (i.e,

less than 0.4 ha in the case of irrigated land and less than

1 ha in case of non-irrigated land), then an additional

grant of 10% of the amount paid for land acquisition shall

be given.

1 Stamp duty and other fees payable for registration shall

be borne by the concerned project.

I Assistance

1. Each AF shall get financial assistance as transportation 1 cost for shifting of building materials, belongings etc.

1 A four months advance notice shall be given to salvage

I I

1 crops. --?- 1 -- 2A Livelihood Wage I * Financial assistance for loss of livelihood

I

l~estoration Financial assistance for a period of 6 months will be

I given to the PAPS losing livelihood. This will be i

calculated based on the average wage rates prevailing in

the state.

/. If affected person is an agricultural labourer (not

1 applicable if the labourer is a family member) heishe shall

1 1 I get a monthly subsistence allowance equivalent to 20 i 1 I I I 1 days minimum agricultural wages per month for a period

i 1 ofone year.

I. One family member (malelfemale) of the affected family

I i 1 / shall be provided necessary training facilities for i

I i I I I I / development of entrepreneurship skills to take up self- 1 1 \ I / employment projects as part of R&R benefits. I

--- I i i I-- -- -- 2B $on- Bousehold I ~ o t i c e toj* They are entitled to be given a notice four months in

1 1 I iharvest I standing / advance.

jcrops icrops. I* Grant towards crop lost before harvest due to forced i

i I I I

i~ompensation ) relocation, equal to market value of crop lost plus cost of 1 I I land Assistance. replacement of seeds for the next season's harvest.

-. 2C [perennial /~ousehold pompensation 10 Market value will be calculated as equal to the capitalized

I

/crops such; /at "market / value. I

:as fruit trees 1 ;value" /* Capitalised value is the net present value of production ol I I

i I I such crops, at a discount rate of 9% per annum.

- -- -- 3A Non- -/~ncroachersl~ousehold Will receive no compensation for land but assistance for

Titleholders 1 i 1 shifting assets to the vulnerable groups (SC, ST, Women I 1 i I

Headed Households and poor). Such assistance shall be

i I

I I I 1 given only to residential and commercial properties; I

I 1 /* Encroachers will be notified a time in which to remove ! I i 1 I 1 their assets;

I I I I I I I I I* Right to salvage materials from the demolished structure.

- - - rnmon property resources and the commun

nce will be provided in th

impact not / I j

Yet

identified, i !loss of asset 1 or I

livelihood

based on the principles agreed upon in this policy

framework.

6.3 Procedure for Land Acquisition

Land Acquisition is a complex process, which involves Revenue Department,Land record

Department, Government of Maharashtra, PCMC and the Land Owners. There are

several stages involved in this process. While preparing the proposal of BRT, the care

was already taken to minimize its impact on population. The proposal of the BRT has

been already sanctioned by standing committee of PCMC and accordingly a proposal for

acquiring land has been already been sent to District Collector, who is the Competent

Authority for land acquisition. After scrutiny the concerned authority (SLAO) of

Collectorate Office has sent this proposal to City Survey Officer Pimpri and Taluka

Inspector of Land Record. These primary stages have already been completed.

The notice for Joint Measurement has already been issued to the owners. The

measurement of the land to be acquired by PCMC has already been completed and the

report has also been sent to concerned officer at Collectorate Office (SLO) along with

their comments and recommendations. Based on the comments and recommendations of

SLAO, the valuation of the land (to be acquired) is to be decided. This is in process,

accordingly the necessary notice has been served to concerned owner. As regard to the

valuation, the settlement is in prcess and will be completed soon. However, following is

the estimates of land acquisition:

Table No. 6.2 Details about Quantum of Land Acquisition (sq. m.)

Rahetni to Mangal 8439.50 8439.5 -

Location

6.4 World Bank Operational Policy on Involuntary Resettlement

Nashik Phata to

Rahatni* 27400.88 9145.31 Kalewadi to 4900.00 -

Total Area to be Acquired

Karyalaya Mangal Karyalaya to Chinchwad

Location of the families to be affected by PAP will be resettled at appropriate places. For

this purpose, location of facilities to be resettled have been planned so as to have least

6403.00

impact on the community. Compensatory measures as per the resettlement framework has

Land to be Acquired

Land in possession of PCMC

been worked out. Resettlement impact due to these interventions are planned to manage

ln lease of TDRJFSI

192.12

through appropriate compensation with the help of voluntary organization working in this

Land Acquisition

field. The compensation and rehabilitation measures will be carried out in accordance

P

-

with the entitlement framework for the project. The PCMC ensures that all legal structure

6210.88

owners will be given .appropriate options without making major losses before

construction activities starts. During the course of construction, if any problem of

relocation occurred, it will be settled with the help of Local Representatives, Project

Managing Committee and Social Rehabilitation Committee. For this purpose, a help of

local people will also be sought.

The PCMC intends to adopt the resettlement policy given in the resettlement matrix by

the World Bank. The entitlement Matrix of this policy is adapted to the project initiatives

to arrive at appropriate settlements in different pockets. If some special efforts are

needed, the entitlement has the special privilege to the vulnerable people affected by the

project. The encroachers and the squatters will be rehabilitated as per the policy of

business rehabilitation plan; Hawkers' Rehabilitation Policy, which is being

implemented, will be used to rehabilitate small shopkeepers. Specially sustained efforts

will also be made to rehabilitate encroachers and squatters at appropriate locations along

with their same business. However, if they are interested to change their business, PCMC

will provide necessary training and will help for getting financial assistance through

Nationalized Bank for Livelihood support.

6.5 SUTP Environment and Social Management Framework

Social Issues in the proposed BRT Roads: The field visits, discussion with the

concerned officials, consultants, NGOs and Review of document reveals that the

proposed BRT Project of about 19km raise issues of displacement, land acquisition and

relocation.

Preliminary assessment indicates that about 700 to 800 structures would have to be

demolished, affecting about 1300-1500 families. Presently detailed information is about

the extent of land to be acquired and also on the type of structures to be lost and their

usage and extent of loss (partiallfull). The rapid survey indicate that mix of structure

would be lost that includes residential, commercial and industrial.

Land Acquisition: The mission was informed that the land acquisition process was

initiated in 2006. Out of total 13 villages/wards, Joint Measurement Survey is completed

in all the villages and award is declared in two villages.

Social Assessment and SociaVResettlement Action Plans: The PAPS are interested in

knowing the proposed package of compensation, it becomes very difficult to get the

reliable information before proper consultation. Accordingly an intensive consultation

with affected population and key stakeholders were undertaken on 5th May 2009, at

Corporation Meeting Hall. Some of the persons have explained the genuine reason of

opposition. However the officials of the PCMC have convinced and appraised them on

the various measures that PCMC will implement to mitigate adverse impact. The PCMC

officials have ensured them that without disturbing social well being, land will be

acquired.

Institutional Arrangement: As BRT involves several social aspects; there might be

disagreement among the stakeholders, PAP and PCMC. To deal these social issues very

effectively and in time, PCMC has positioned a Nodal Officer Social. He is entrusted

with the detail survey of PAP along with their occupation dimensions of the property,

social organization and to prepare them for

the proposed social change that is taking place in a short period.

6.6 Actions taken to minimize the impact

While proposing BRT Corridors, a care is taken to choose the roads on which less

number of structures is there and small numbers of families have to be replaced. Perhaps

in the proposed Development Plan, Kalewadi to Dehu-Alandi Road and Nasik Phata to

Wakad, the Traffic is going to increase tremendously as it curtails the distance to meet

two ends of the city. This helps to save not only time but also the saving of energy and

Petrol consumption is a very vital in long run. Thus, on the both sides of the corridor,

minimum numbers of the structures have to be shifted. As majority of the structure

owners have their own land, it is proposed to resettle them at the same place by loading

additional FSI or giving TDR. Personal negotiations will be undertaken for this purpose

and after negotiation; options will be given as per their convenience. However, to tackle

the problem of shifting and resettlement, following efforts have already been taken and

will be continued till work is completed.

1. Organizing community people for motivational purpose.

2. Identifying the person/families who lost their occupation.

3. Arranging training programmes for such families.

4. Trying to maintain social organizations at it was before.

5. Group Resettlement

6. Formation of cooperative societies.

7. Efforts for smooth and easy resettlement.

8. Arranging compensation for the losses.

9. Resettlement in appropriate group/community.

10. Bearing the expenses of transportation.

1 1. Care to move household items without major loss.

12. Financial assistance to those who are willing to undertake new jobs or

occupations.

13. Efforts for mutual help and strengthening the cooperation with corporation.

14. Providing various alternatives/ options for restoring their livelihood resources.

15. To conduct perception survey and to undertake the various activities desired by

PAP.

CHAPTER VII

INCOME RESTORATION

7.1 Introduction

Livelihood is exclusively based on the income. Perhaps income of livelihoods these are

the two sides of one coin. In the proposed project area there are petty traders, Shops,

Small Scale units, Offices, Commercial Unit etc. The people who have higher education

are engaged in any office work, they can easily adjust with crisis situation. They can

either find another better job or work in the shifted office. But, it's not the same condition

for others who are less educated. The people who are having shops or any petty business

or workshops have close contact with their customers. So, these people may face some

problem at the beginning. But with the time, they will get adjusted in a new spaces of

shops provided by the PCMC and thus income for livelihood will be restored.

Considering the above distribution of the economic activities, approximately 1800 to

2000 peoples are engaged and this is the main source for their livelihood

7.2 Income Restoration Measure under R & R Policy

As discussed in the chapter 4, following measures are proposed. The R and R policy of

the proposed project has made the provision of Rs. 300 crores for restoring their income.

Those who will loose their livelihood resources, it is proposed to resettle this population

in other housing projects, which are being constructed for economically weaker section.

The basic infrastructure will be provided from these projects and for financial help,

sustain efforts will be made for developing the linkages between financial organizations.

The proposed BRT has challenged the employment of people. Among these, some of

peoples are going to get employment opportunities in other establishment, as they are

professional or the educated people. Those who are unskilled and working as laborers in

various establishments they will be employed in construction sites. However those who

are loosing their income and are not possible to resettle at other places. Following option

will be given to PCMC.

Plan for income restoration

To diversify the income.

To establish the income sources at other places

To provide financial support for the business as before.

To give the compensation

To accommodate the concern person in some other establishment.

7.3 Livelihood and Income Losses

In the both sides of the corridor, while resettling the PAP, there are losses of income,

which is the source of livelihood of middle or lower middle class. For these persons,

Pimpri-Chinchwad Municipal Corporation has its own a) Hawker's Rehabilitation Policy,

b) Vocational Training for income generation for the BPL families, c) Financial

assistance to economically weaker sections. Under these categories, the PAP will be

given appropriate measures to restore their income.

7.4 Income Restoration Options preferred by PAP

At the initial stage, a rapid socio-economic survey was conducted to identify the quantum

of affected population and their background. However, in this rapid survey options were

not offered for income restoration. In view of the present programmes of Urban

Community Development Department, which conducts the several vocational and

technical training courses. All these courses will be implemented to the beneficiaries of

the proposed sites. In this view, options will be given to them and accordingly training

will be arranged. For this purpose, help of local NGOs will be undertaken.

7.5 Plans for Income Restoration

Before land acquisition, options will be given to PAP about income restoration. Based on

their needs and demands, training programme will be organized or those who needs

financial support or support for getting the permission and license, it will be given by

PCMC. For this purpose, the provision of Social Worker is made in R & R Policy.

7.6 Steps in income restoration

To restore the income detailed in depth survey on present level of occupation,

income generation activities, pattern of trading, small business, employment

opportunities etc. will be undertaken

Motivation meeting will be organized with concern person

Linkages will be established with financial organizations and stake holders

Self Help Group will be established to increase cooperation and mutual

understanding

Community meeting will also be organized

Problems will be rescued through organizing group discussion

All the above steps will be taken as per need and demand of the situation of

impacted population.

7.7 Income generation schemes

To restore the income the prevalent schemes of government of India, which are being

implemented through Urban Community Development, programme will be organized

PAP.

7.8 Training and institutions

PCMC have already selected the training institutions of various trades under Urban

Community Development centers. There are more than 6 Institutions already imparting

training of more than 13 trades. The NGOs will be invited for these tasks. Based on the

demands of the stakeholders the NGOs will be asked to impart training. The existing

infrastructure of PCMC imparting training of different vocations will also be engaged in

this task. After training close monitoring and follow up will be undertaken with the help

of NGOs. Community based organizations will also be formed and help also be sought

from them to select appropriate training courses. Necessary assistance needed for small

entrepreneurs will be given such as licenses, permissions, assisting legal formalities and

strengthen linkages between financial organizations, considerations in PCMC taxes etc.

CHAPTER VIII

COMMUNITY PARTICIPATION

8.1 Introduction

Participation of the stakeholders in the process of development has a vital significant.

Participation helps in smooth implementation and effective monitoring of the

developmental activities. For any development need driven approach will be adopted

rather than imposed development approach. In this view sustained efforts will be made to

generate needs of development. For this process social education at various levels will be

imparted so that convincing people about proposed development becomes easier. Once

the people are convinced the community-based action will get instituted. After providing

sufficient motivation and encouraging people for the development, people will come

forward with their own problems to get appropriate solutions. This process is very

gradual but significant for smooth implementation of involuntary replacement. In this

process -the PCMC will come to know the dynamics of the community and its

dimensions, which are closely associated with development process.

Community resistance is an inherent aspect in any development process. There is a

resistant for two main reasons.

1. Probably the peoples are not aware about the benefits they will gain from

the development at individual level and at community level and

2. Peoples are worried about the losses.

Due to these reasons people are always in trauma of anxiety. To dilute this trauma

community based efforts will be needed which is the part and parcel of development in

the proposed project.

8.2 Consultation and Participation Mechanism

For public consultation and participation the key persons in the family will be taken into

confidence about the proposed project. This will help to reduce inherent resistance. It is

proposed to conduct public redressel mechanism. In the first stage a committee will be

instituted, which will represent PCMC officials, public representatives and local people.

Through this committee the problems and grievances of the local people will be resolved.

For the proposed project PCMC has already appealed to the people for their comments in

local newspaper and organized the public hearing. In the process of public hearing it is

expected that people will come with their own perception and will get clarification if

there is some wrong understanding of miss information.

8.3 Consultative Process

At the outset of every stage of planning, all the stakeholders will be taken into

consideration and given due status. To implant the approved plan, land is the basic

commodity. It is important to know the ownership of land that is being affected by the

Development Plan under the roads and reservations categories. It is necessary to mark the

plans on ground. In order to reduce negative impacts on people who already own lands in

the region, it is decided to undertake the marking exercise before the plan is finalized so

that people will be aware of the roads and reservations of the DP in their owned lands.

Since people are aware of DP details, they would undertake construction activities

keeping the DP and DCR's in mind.

PCMC has taken initiative the process of voluntary surrender of land by affected people.

Compensation schemes include monetary compensation, additional FSI (Floor Space

Index) and Transferable Development Right (TDR). This will help to save considerable

amount of time, is in the interest of development projects. The concerned landowners

also get the required compensation at an early in this process. This situation needs high

degree of involvement and participation of the people, rather than just enforcement of the

rules and bylaws. In order to address this aspect, PCMC holds a Gramsabha as frequently

as required where the officials visit the villages and initiate a dialogue with them, and

appraising them on the importance and advantages of the projects, compensations, by-

laws and clarifying any misconceptions. They are also informed about the benefits that

can be accrued by them in the long term and the various options of compensation that can

be availed.

Accordingly, the Gramsabhas were conducted in a corodial and peaceful environment.

These meetings become very effective as the local representative of respective local areas

invariably supports from them. Their role in convincing the people and at the same time

in putting forth the demands and expectations of the people before the administration is

very vital in conveying the project details and the benefits of infrastructure projects.

8.4 The Proposed Arrangement for Consultation and participation

To get the active participation of the community at various levels, it is proposed to

constitute various committees at community level. These committees will resolve the

difference of opinions or grievances if any. It will also help to solve the difficulties at

local level. In this task, professional social workers will be appointed and residential

community volunteers will assist them. These communities will mainly help to expedite

the process of problem solving and bringing the excluded population in the main stream

of decision-making at community level. The following committees and their structure is

proposed:

Apex Committee will consist of commissioner in their, Mayor and standing committee

chairman. Monitoring committee will assist this and it will consist of competent

authority, public representatives, representatives of PAP, social workers, consultants etc.

Apex Committee:

At root level committee will be constituted and will consist public representatives, social

workers, RCV, Opinion Leaders etc. Following various committees is proposed.

1. Documentation Committee

2. Financial matter related committee

3. Following, feedback, sustainability

4. Social Audit Committee

5. Quality Control Committee

6. Income Generation and Livelihood Resource Restoration Advisory Committee

7. Conflict Resolution Committee

8. Social Action Committee

9. Legal Aid Committee

8.5 The community consultation and their addressel in the project

In the BRT corridor, consultations from various levels have a special significance. This

consultation is needed for smooth implementation of the project. Main task is involved

acquisition of land where structures are already built to vacate the land is a complex

process. With the mutual understanding help and co-operation acquisition of land will be

undertaken. As per the rehabilitation policy of World Bank, the population, which will

suffer by this project, should be rehabilitated with adequate means. To adhere these

policies, the PAP who will loose their land or house or livelihood resource of

employment will be given due compensation along with various options to restore their

condition as before. However the structures, which are illegal or unauthorized, may

create the problem in implementation process. However to address their problem, local

level committees as shown in the above chart will take care of PAP. Therefore it is

proposed to conduct the meetings at root level continuously so that the PAP will have

direct access as per their convenience at community level.

8.6 Follow up community consultation and participation

A continuous follow up will be done on the difficulties placed by PAP in front of

concerned committee. Due consideration will be given to expedite the matter which they

feel highly significant. As it is associated and linked with local people their problems are

expected to solve at an early stage which will help in smooth implementation of the

project. In this task some of the NGOs working in slum areas will be deployed in getting

active and voluntary participation of the community in development process. Indeed

social education, community organization and motivation will be taken on top priority

basis. The interaction of NGO, CBO and expert will help to create awareness among the

people. This committee will also advise on various issues raised by the people so that

without comprising the intensity of the problems of the PAP it will be solved at early

stage as per schedule.

CHAPTER IX

INSTITUTIONAL ARRANGEMENTS AND

GRIVANCE REDRESSAL MECHANISMS

9.1 Introduction

In this chapter, the efforts taken and planned by PCMC for addressing various grievances

of the PAP is given in detail. This helps to solve the problems of PAP at an early date to

expedite the BRT work. The demands put forward by the PAP may not fit in the legal

framework proposed by PCMC. Therefore, more sustained efforts are needed for private

negotiations and collective action for convincing them about the development that will

take place due to BRT. Due to BRT, both sides of the roads on the both routes, the

commercial value of the properties are bound to increase. If the structure owner is loosing

some partial structure in BRT, for rest of the structure, they are going to get more value.

Hence, in the natural condition, their losses are going to be compensated by the increased

value. In spite of this situation, PCMC is going to offer the package of various options of

resettlement. The details regarding institutional framework, roles and responsibilities,

coordination with other agencies and organizations, capacity building and training,

grievance redressal mechanism etc. are discussed in this chapter.

9.2 Institutional Framework

PCMC has well-established arrangement for grievance redressal. The stakeholders or any

citizen can place their complain with concerned officials or they can place the complain

with commissioner. The provision is made to solve the difficulties and the problems

within a weeks' period. At every Ward Office, Complain Box in kept, which is being

opened every week and complains are sent to respective departments. PCMC has already

appointed the Public Relation Officer, who takes care of complains placed by the

citizens. As regard to the BRT project, the competent authority is also working as a social

officer who is assisted by 3-4 Professional Social Workers. He will take care of

complains of the respective citizens.

In the BRT Corridor, for consultation and participation, community will be taken into

confidence about the proposed project and the resettlement policy with the help of

Professional Social Workers, Opinion Leaders and Community Development Volunteers.

However, it is already going on and will be continued till the competition of BRT work.

PCMC has already conducted Public Hearing on 5"' May. As a follow up of Public

Hearing, various committees will be formed for clarification of the doubts solving their

resettlement problems, assessing their legality, convincing them for resettlement,

understanding the community dynamics and the direction for the dynamics etc. at various

levels, i.e. at institutional level and at community level. Process documentation is one of

the most important aspects. Continuous efforts will be made to document the process for

which MIS will be developed. Following is the structure of Apex Committee to deal the

grievances.

Apex Committee

Assistant Commissioner and

Project In-charge

Standing Committee Chairman

Mayor

Professional Social Workers I

Commissioner

To be developed 1

I Community Development Volunteers I 1

9.3 Roles and Responsibilities

As shown in the above structure, Community Development Volunteers, Professional

Social workers and the Social Officer, this structure is to be developed. Once this

structure is developed, the PAP will place their application in front of the committee for

addressing the problem. This committee will recommend appropriate alternative and will

refer this application to the Apex Committee, Apex Committee will take the final

decision, which will be implemented by implementation authority.

At community level, there will be the committee of PAP, social officer, social worker and

community development volunteer. This committee will meet frequently for smooth

implementation of BRT. In this connection, complains received by community level

committee will be referred to the concerned department depending upon the nature and

extent of complain. Getting the feedback of concerned officiallauthority, the application

will be put in front of Apex Committee.

In the entire process of addressing the problems of PAP, the commissioner is the

authority to take the final decision.

9.4 Coordination with other agencies and organizations

Process of resettlement is a complex process. It involves mental preparation, rather than

material help. The property losers need massive efforts for motivation. For this purpose,

help will be sort from local NGOs. Once the healthy interaction between PAP and PCMC

will take place, resettlement problem will get diluted. The help of local municipal

corporator is very crucial in this regard. The NGOs will organize the training

programmes for comprehensive development rather than focused one. A budgetary

provision has been made under the heading of capacity building and training.

9.5 Capacity Building and Training

Broadly, PAP consists of women, children, youths and adults, who are going to suffer

either marginally or fully. To compensate their losses, PCMC is going to give attractive

package of resettlement within the legal framework. To get the active participation of

PAP, it is suggested to initiate various programmes for capacity building, which includes,

a) Establishing SHGs

b) Establishing Mahila Manadal

c) Organizing Income Generation Training Programmes for women and youths

d) Creating facilities such as Creche in BRT area, Day Care Centre

e) Senior Citizen's Forum

f) Strengthening social organizations

9.6 Grievance Redressal Mechanism

PCMC is currently implemented a innovative citizens grievance module for effective

governance, the complaints/grievances that are received by the commissioner through

various means (e-mail, phone call, letters) are entered in the grievance module as per the

priority by the Commissioner's Personal Assistant. Upon entry the Grievance module

intimates the concern departrnentlengineerlofficer about the complaints by e-mail and

SMS. As soon as the concern acting officer/ engineer receives the intimidation the officer

/engineer has to act within a period of seven days and send a response to the grievance

module server. If no action is taken than a second round of reminder is given by the

system automatically and if the officer gives no satisfactory response, than the

Commissioner will summon the officer. The system also help to track the complaints

received as per date and department, it also gives status of the pending complaint cases

and the complaints successfully addressed (the days taken for response is also recorded

by the system):

Details about the Public Hearing

3. Date: 5th May 2009

2. Venue: Lokhande Hall, Pimpri

3. Participants: The list of participants has been enclosed in annexure I

4. Goal: To create peoples friendly environment among the PAP and implementation

authority

5. Objective:

e To understand the demands of PAP

o To explain the plan of BRT corridor

6. Approach: Two-way discussion

7. Common findings:

Irrespective of problems, all the stakeholders have approved the BRT corridor project.

8. Demands raised by PAP

The PCMC should take efforts to maintain the road height.

The proposed plan should include the footwear bridge.

PCMC should provide equal land in the proportion of the affected land.

The PCMC should allocate reservation in own land for resettlement of PAP.

9. Issues:

There is gap between old and new proposed DP plan. New plan shifted at some

places, therefore need to confirm.

The proposed BRT plan was declared as a National Highway in 1997, which leads to

confusion.

There is a huge gap between market value of land and compensation plan. The market

value is 18 lakh and PCMC is giving 93,000 per Guntha.

DP declared in 1982 but efforts were not made by PCMC in dissemination of

information regarding the planned area, which helped to create the problems.

The PCMC has purposefully not spread the information of Stake Holder Public

Consultation.

10. Options for minimizing the impact

To shift the plan may be the option of minimizing the impact.

Try to give priority to build fly over, river road bridge and rail track and then prepare

the BRT corridor, which will give time to the PAP to find out other options.

The PCMC should allocate the empty plot for the PAPS resettlement.

The planned BRT road takes turn at Kalewadi. If PCMC avoid this turn, then more

than 75% area can be saved from dissolution.

11. Response from the PCMC authority:

The advertisement of the Stake Holders Public Consultation has been given in the

local daily newspaper Punnyanagari and Times of India.

This was not the last public consultation. This is a type of formality. Any person can

come and discuss the respective authority at any time assurance was given by

commissioner.

Next consultation will be as per demand of the stakeholders.

The authority will try to give house to every PAP who has demanded house under

housing scheme.

The compensation package will be finalized as per the quantity of affected area.

To shift the DP or road is not technically feasible.

The authority will cross check the old and new plan and the place where it shifted.

12. Own observations:

The planned activity of Stake Holder Public Consultation of BRT Corridor Project was a

good initiative of PCMC, which was planned as per section 6 (2) of "The Rehabilitation

and Resettlement Bill 2007."

12.1 PAP point of view:

There is a need to study the proposed plan.

There is a huge gap between the ways, which they have selected to putting the

demand.

They don't have unity.

There is a need to study the related policies, programmes and legislation.

12.2 PCMC point of view:

PCMC authority has not clear about the proposed plan. Therefore they fail to give the

satisfactory answer of raised questions by PAP or own the trust of people.

CHAPTER X

COST AND BUDGET

10.1 Introduction

In this section, the details about the compensation and assistance to be given by PCMC to

PAP are discussed. As regard to the compensation for houses, workshops or business

structure and open plot different strategies will be adopted. However, for the total of 3 14

houses, they will be resettled in the ongoing housing complexes being constructed by

PCMC for economically weaker sections. For business sectors, such as workshops,

hotels, offices and clinics, they will be resettled in the proposed business centers as

shown in development plan in various parts of the city. For religious and social

structures, there are two main structures- one is the Church and another is Ganesh temple.

For both structures, options will be given to relocate either at Pradhikaran Area or on the

reservations kept on the both sides of the corridor. The following Table No. shows the

details about the losses by type.

Table No. 10.1

Losses by Types of Usage

1 Usage (Structure Detail) 1 1

I I I I I I I I I I I Route 1 55 1 0 1 25 12 12 1 0 1 25 1 0 11 1 0 1 110

Total House

No.1

Route

Open Work

Shop

No. 2

I I I I I 1 I I 1- * Reinvestigation will be conducted to get the necessary details for resettlement

50.0%

259 I I I I I I I I I

24.2% ) 9.2% 14.7% 1 4.9% ( 3.0% 1 1.3% I

1 0.7% 1 49.0% 1 1.4% / 1.7% 1 100% 1 Total

Hotel

0.0%

98

314

26.6%

Office

22.7%

5 0

98

8.3%

Religious

/Social

1.8%

52

75

6.4%

Farm

1.8%

32

54

4.6%

Shop

0.0%

14

3 4

2.9%

Clinic NRC

*

22.7%

7

14

1.2%

0.0%

524

3 2

2.7%

0.9%

15

524

44.4%

0.0%

18

16

1.4%

100%

1,069

18

1.5%

1,179

100%

10.2 Compensation and Assistance

The following is the tentative budget made for compensation and assistance:

Table No. 10.2

Unit Cost of the Losses

S.N 1. 2. 3. 4.

Details -- Land Acauisition Cost

5. 6 . 7.

I I Organizations I I

Cost (in lakhs) - Business Development Centres Rehabilitation of Residential Study Visits, Collection of In-depth information

8.

5000.00 3 14*2.70 = 1884

35.00 Livelihood mapping, Capacity Building and social inputs Training Programmes for Weaker Sections Resettlement of Religious Structures

- 9. 1 10.

10.3 Unit Cost

Approximately, 12884 lakhs is provided for social rehabilitation of the PAP. Which will

be borne by PCMC from its various sources. Thus the total cost of the item No. 4- 11 is

approx. total cost is 180 lakhs thus the cost per unit is hardly 0.152 lakhs

50.00 15.00 20.00

1 1.

10.4 Budget

Special Programmes for Women Establishment of SHGs and Local Community-Based

Table No. 10.3

15.00 5.00

Motivational Meetings and Awareness Generation S A p p r o x . )

Budget of the Proposed Expenses

10.00 13064.00

Amount 570 Crores 130.64Crores

S.N 1. 2. 3. 4. 5.

Details Total Cost of BRT Construction Cost of Social Rehabilitation Total Cost of Project -- World Bank Loan PCMC Self Contribution

400 Crores 300.64Crores

For the rehabilitation of residential, land Acquisition and Business Centres, the total cost

1210 lakhs, the PCMC is going to bear this cost from their ongoing housing projects.

CHAPTER XI

IMPLEMENTATION AND TIME SCHEDCTLE

11.1 Introduction

The social analysis of the PAP helps to make project efficient, effective and speedy

implementation. In this sense, it helps to

a) Increased capacity to identify whether and how the project can contribute to solve

the developmental problem,

b) Increased likelihood of selecting realistic objectives,

c) Increased effectiveness in identifying appropriate activities to meet objectives,

d) Increased capacity to meet specific objectives,

e) Reduced risk of unforeseen adverse consequences and negative impact,

f) Enhanced capability to manage problems that will inevitably arise during

implementation,

g) Increased likelihood that development activities will be sustained.

The social analysis always helps to make high quality development project and it is

necessary contribution for economic, technical, institutional and environmental aspects

for monitoring the progress of development. While analyzing the social situation, the

both communities located on Route I and Route I1 were considered and the stakeholders

who arte involved in or likely to be affected by the project is considered on top priority

basis. On this background, the various measures provided by PCMC have to be

implemented in various stages in a specific time schedule. In the following discussion,

the various implementation issues, list of activities and steps in implementation,

implementation schedule are discussed in detail.

11.2 Implementation Issues

1. Whether the options offered by PCMC is accepTable No. by the stakeholders. If it

is not acceptable, what alternative is planned to overcome non-acceptance of the

stakeholders.

2. Community group dynamics and their issues

3. Political interference and vested interest of the some of the stakeholders.

4. Financial implications of the compensation and the arrangement made by PCMC

for their rehabilitation.

5. Displacement of the families, offices, shops or other structure owners

6. Land acquisition and evacuation of the places

7. Documentation of the process of resettlement and streamlining their social life

11.3 List of Activities and Steps in Implementation

To dissolve the above-mentioned issues, following social interventions will be given in

different stages as follows:

Stage I: Social Education

These activities will be carried out by undertaking massive efforts on social education

and motivation about BRT Project. They will be fully convinced about the proposed

development of the area, which will help ultimately for their progress. In this stage,

following activities will be organized:

1. Establishing Rapport with PAP and Community: Establishing rapport with each

one of the owner who is going loose either land or house or office or business etc.

by collecting detailed information on their economic condition, nature of losses,

type of losses, financial implication of the losses and possible solution to restore

their social conditions. Soon after collection of this information, group meetings

will be held at different levels for different people at different location for

convincing them about the proposed development due to BRT. After this stage,

efforts will be taken to convince them about resettlement and finding the

appropriate solutions for their disagreement if any.

2. Identification of Community Needs: At the same time, the needs of the

community in terms of infrastructure, basic facilities, Training for income

restoration will be undertaken. Accordingly, various training programmes will be

organized for women, youths of the community and other stakeholders as per

need and demand of the local people.

3. Motivational Meetings: Extensive motivational work will be undertaken, for

accepting the alternatives offered by PCMC and at the same time, getting

administrative from competent authority to expedite the process of resettlement of

PAP.

4. Completion of Legal Formalities: Motivating the PAP for completing the

formalities of documentation and legal procedures, which will help to evacuate

the land, or for development.

The grievance addressal committees will be activated in this stage, so that the PAP will

have the assured platform to put forward their complains, needs, expectations, grievances

etc. For this purpose, the help of NGOs will be sought at different level.

Stage 11: Overcoming the group dynamics and their issues

Majority of PAP have purchased the small piece of land (1000-1500 sq. ft.) and

constructed the houses. It is observed in this area that the particular groups are located in

a particular geographical area. Though majority of them are the native owners of the

same village, there considerable number of the small plot owners too as well as the house

owners. Therefore, identifying the key person of the group, their relationships, their

problems, their preferences etc. will be addressed in this stage by using the above-

mentioned tools and for this purpose, the help of NGOs will be sought at different level.

The communal aroupism is also observed at various places. To deal with these groups,

key persons of these groups will be identified and they will be taken into the confidence

about the proposed development. For this purpose, the help of NGOs will be sought at

different level. However, this problem will be overcome by taking appropriate action as

per need and demand of the time.

The third issue is related to the interference of local politics. To deal this issue, the help

of elected representative, formal local representative and the office bearers of Pimpri-

Chinchwad Municipal Corporation will be involved, so that it will help to overcome this

problem.

To deal with the fourth issue, i.e. financial implications of the compensation as offered by

PCMC for their resettlement and rehabilitation, necessary support system will be

developed to get financial stability by establishing contacts with various financial

organizations. The ,cost involved in using additional FSI or shifting from the present

locality to another locality may need the financial support. Making arrangement of

various types of loans needed by PAP, the PCMC will make this support available to

stakeholders. The financial implications are exclusively dealt within the legal framework

of rehabilitation policy as offered by PCMC.

The displacement of the families is the major issue. Though the PCMC has given the

various alternatives, these alternatives may not be acceptable to them for the reason such

as the proposed new house might be small in size &, may not be convenient for their

social life, the such causes will be handled with carefully.

Considering all these possibilities, a systematic effort will be made from the beginning to

expedite the process of displacement within the stipulated period. The next issue of the

BRT is the land acquisition and evacuation of the places. The norms given by the

government for acquiring land within the legal framework will be adhered very strictly so

that unrest among the PAP will be minimized to the extent that they will render their help

and cooperation to implement the project as per schedule. The last issue of the entire

process is the documentation of the various processes of the motivation, community

organization, resettlement and post-resettlement have a vital significance in the process of

development. Such types of documentation will provide the guideline for implementation

of another proposed developmental activities.

Stage 111: Conducting Training

In this stage, various types of trainings for restoring their income will be organized with

the help of local NGOs. The training needs will be recognized while conducting socio-

economic survey and accordingly the training programmes and courses will be designed

for specific stakeholders. This programme will help for streamlining their livelihood

resources. PCMC will offer all the cooperation and necessary help to restart their

livelihood resources. The continuous follow up will be taken to ensure no one stakeholder

will loose his or her livelihood resources.

Stage IV: Post Resettlement Follow up

Follow up of the training programme, solving the difficulties in initiating new livelihood

resources will be undertaken in this stage.

11.4 Implementation Schedule

Identifymg Community Dy.nunrcs

IdentiF91g Cotntn-ltlity Needs

Establishmg Rapport

Social Education M o t i ~ a t i o r ~ Getting Conw~umty Participation and Freparatior~ for Implemetrtatiun Process

4 lnolltl~s I S inoarhs 1 12 l t ~ 1 1 r l ~ 1 16 inoi~tl~s I ?O moiitl~s 1 24 montl~s

D1wation (ill lrn01~t11~)

11.5 Compilation and Submission of Reports

The documentation process is the ongoing process from initiating the activities to

completion of the respective activities. The detailed record of meetings, training

programmes, efforts taken for rehabilitation etc. will be documented in the format

developed for this purpose and after completing the two years period, and report will be

submitted to the concerned authority.