MICROPLAN FOR DEOLALI CANTONMENT BOARD

XVTH FC FUNDS UNDER NASHIK UA

DEOLALI CANTONMENT BOARD

1
 BASIC INFORMATION

CANTONMENT BOARD, DEOLALI

Deolali Cantonment is a Class I Cantonment. It was established in the year 1869. It is situated at a plateau of 2000 ft; surrounded by the picturesque Sahyadri ranges, 200 KMs away on Central Railway from Mumbai
and 556.52 m. above the sea level. Deolali Cantonment falls under the District Nashik – an all India Hindu pilgrimage Centre. Deolali Cantonment is situated on the bank of river Darna, has a natural position in the
Sahyadri hills ranges of Igatpuri and Trimbak ranges. Deolali is very popular as a Hill Station and a Health Resort in Maharashtra. This is mainly due to its cool and pleasant summers, moderate and healthy climate
throughout the year.

Deolali Camp was opened as a Main Depot for t he arrival and departure of troops in 1870 i.e. one year aft er it was gazetted Cantt. The Indian St aff College was raised in
1904. Subsequent ly it was moved to Quetta, now in Pakist an. Deolali had it s expansion during t he First World War, when a number of training camps and hospit als were added. The
prest igious School of Art illery is located in Deolali which was moved here from Kakul, now in Pakist an, 1941.

Revenue, Healt h, Sanit at ion, Water Supply, Informat ion Technology, Lands, Engineering (Roads & Buildings) are t he main depart ment s of Deolali Cantonment Board. The various
depart ment s of Deolali Cantonment Board collect ively operat e to maint ain t he civic infrastructure of t he cit y.

2
D E M O G R A P H IC S

As of 2011 Indian Census, Deolali had a total population of 54,027, of which 28,269 were males and 25,758 were females. Population within the age group of 0 to 6 years was 6,085. The total number of literates in
Deolali was 43,172, which constituted 79.9% of the population with male literacy of 83.5% and female literacy of 76.0%. Deolali had 11696 households in 2011.

TRANSPORTATION

Railways

Devlali railway station is very close to the cantonment where a large number of important trains halt. Located 17 km from Nashik city, there is air connectivity as an Air Terminal has been constructed at Ozar airfield.

3
S O L I D W A S T E M A N AG EM E N T

C a nt o nme nt Bo ar d D eo la l i ma i nt a i ns o n e S o l i d W a st e M a n a g e m en t p l an t o f c a p a c i t y 4 0 T P D an d o n e S ew a ge T re a t m en t P l an t ( S T P ) o f c ap ac i t y 1 1 M L D . Mo r eo ver
it ha s la id 6 0 k i l o m et re s o f u nd er gr o u nd p ip e l i ne d u r ing t he ye a r 20 1 7 - 2 0 20.

● C a nt o nme nt Bo ar d D eo la l i ma i nt a ins 1 1 G a rb a g e V eh i c l e f o r d o o r t o d o o r c o l l e c t i o n o f g a rb a g e an d 0 4 s m a l l t i p p e rs ( T at a Ac e) w h i c h ca t e rs t o t h e e n t i re ci vi l
a re a f o r c o l l e c t i on o f w a st e. A l l t he Ga r ba g e V e hic le s ha ve t wo co mp a r t me nt s fo r se gr e g at ing t he w a st e int o d r y a nd w et . A l l G a r ba g e V e hic le s ( G ha nt a Ga ad i ) a r e G P S
e na b le d a nd r o ut e t r ac k ing is do ne o n r e g u la r ba s is . C it iz e ns a r e e nco ur ag e d t o in fo r m C B D in c a s e G ha nt a G ad i is no t co ver in g t he ir a r e a o n r e g u la r ba s is .

● Ac co r d ing t o S o l id Wa s t e M a na g e me nt r u le s 2 0 16 , it is c o mp u ls o r y t o s eg r eg at e t he w a st e int o dr y a nd w et . I n o r d er t o e ns ur e co mp l i a nc e ; C B D h a s d i st ri b u t e d
a p p ro x 1 0, 00 0 d ry an d w et d u s t b i n s t o i n d i v i d u a l h ou s e h o l d s, e s t a b l i sh m e n t s, i n st i t u t i on s et c.

 C l e a n i n g o f ro a d s an d st re e t s M on d a y t o S a t u rd a y 6 - 11 a m a n d 2: 30 - 5: 3 0 p m i n a l l a re a s. S k e l e t on s e rv i ce s on S u n d a y. C l e an i n g o f G ro u p L at ri n e s e ve ry d a y i n
t h e mo rn i n g, a l s o t h e co l l e c t i o n a n d re m o v a l o f ga rb a g e f ro m C a n t t ru b b i s h b i n s b et w e en 6 a m t o 2 p m. L i ft i n g/ re m o v a l o f d e ad a n i m a l s w i t h i n 8 h ou rs f ro m
i n t i m at i on .

 ● T he syst e m o f co llect io n, t r ansport at io n and dispo sal o f gar bage in t he Deo la li Ca nt o nment is fu l ly mecha nized. T he ser vice s be ing pro vided b y
t he Bo ar d inc lude road sweeping, dr ain c lea ning, cleaning o f gro up latr ines, sept ic t anks, so ak wells, ur ina ls, r emo va l o f gr ass and de ad anima ls,
catt le impo und ing and c leaning o f footpat h et c.

4
5
DE TA I L S OF SOLI D W A ST E M AN AG EM EN T

6
 SOLID WASTE GENERATION DETAILS (NOVEMBER, 2021)
Date Process Waste Compost

(in Tonne) (in Tonne) (in Tonne)

1/11/2021 33 29.70 3.30

2/11/2021 30.90 27.81 3.90

3/11/2021 31.50 28.35 3.150

4/11/2021 Diwali Cleaning Work Diwali Cleaning Work Diwali Cleaning Work

5/11/2021 30.90 27.00 3.00

6/11/2021 Rain Rain Rain

7/11/2021 Segregation work Segregation work Segregation work

8/11/2021 Segregation work Segregation work Segregation work

9/11/2021 Segregation work Segregation work Segregation work

10/11/2021 Segregation work Segregation work Segregation work

11/11/2021 27 24.30 2.70

12/11/2021 27.90 25.11 2.78

13/11/2021 30.60 27.54 3.060

14/11/2021 27 24.30 2.70

15/11/2021 21.50 28.35 3.15

16/11/2021 33 29.70 3.30

17/11/2021 34.30 31.05 3.45

18/11/2021 27.50 24.30 2.70

19/11/2021 28.50 25.65 2.85

20/11/2021 31.50 28.35 3.15

21/11/2021 32.10 28.89 3.21

22/11/2021 32.10 28.89 3.21

23/11/2021 31.50 28.35 3.15

24/11/2021 31.80 28.62 3.18

7
 25/11/2021 32.40 29.16 3.24

26/11/2021 32.40 29.16 3.24

27/11/2021 31.20 28.08 3.12

28/11/2021 31.50 28.35 3.15

29/11/2021 30.60 24.54 3.06

30/11/2021 31.50 28.35 3.15

T he Co mp la int s pert aining to t he fo llo w ing mat t er s ma y be made to t he Sanit at io n depart ment . Cant onment B oard Deolali encourages lodging of
complaint through Swachhata App & Public Grievance Redressal tab on the website of Cantonment Board Deolali.

a) Over - flo w o f dr ains.

b) Remo va l o f any dead dog/anima ls.

c) Un- aut ho r ized dump ing o f r ubbis h or debr is.

d) Remo va l o f r ubbis h/gar bage

. e) Nuisa nce by st r ay Dogs.

f) Sweeping no t do ne.

g) Burning of garbage.

h) Dust bins no t clean.

i) Gar bage vehic le not arr ived.

j) Public to ilet s clea ning.

k) Fogging not done.

8
9
 AWARENESS DRIVES & CAMPAIGNS – SWACCHTA & PLASTIC WASTE

PLANTATION UNDERTAKEN IN LAST 2 YEARS

107 Nos. of Fish tail Palm trees at Jogging track and Cantt. School premises,

60 Nos. of banyan tress at Trenching ground,

50 Nos. of palm trees at Cantt. Dialysis Centre at Cantt. General Hospital and

400 Nos. of fruit trees planted at various places in Cantt. Area

10
11
PLANTATION DRIVE

12
ROADS

13
 Road Maintained by C.B.D. from Year 2018 to 2021
Sr. No. Name of Roads Road Surface Length (In Mtrs) Amount

1 i) Sainik Sty. Road in front of Dalvi house WBM 31

2 WBM 6.65
ii) Junction at Gajanan Maharaj Road
3 iii) Near Rushikesh Bunglow WBM 19.2
1,69,174

4 iv) Infront of Gajanan Maharaj Temple WBM 39

5 v) Junction at Donwada Road 02 WBM 12.5

6 Patchwork at Various places SDBC lumsum 11,73,835

7 Patch work i.e. Road from Naka No. 06 to SDBC lumsum 1,18,567
Sansari naka & Sansari Lane 02

Main Roads

Sr. No. Name of Roads Road Surface Length (In Mtrs)

1 Road from Lam Road (Shani Mandir) to SDBC 380
Anand Mohini Sty.

2 Road from Lam road to Mahalaxmi SDBC 810

Mandir via Mande Lawns

3 Road from Mahalaxmi Mandir to SDBC 700

Gaikar Mala.

4 Road from Lam road to Navkar Sty. i.e. SDBC 956

Balgruha Road

5 SDBC 320
Road from Lam road to Belatgaon
Railway Gate i.e. Belatgaon Road
6 Dastagir Baba Road SDBC 465
7 Dhurjad Mala Road (from Lam Road SDBC 545
upto Ashok Adke house & Road
towards Dhurjad Mala)

14
8 Road from Lam Road to Sugar SDBC 245
Association
9 BR Godse Road SDBC 260
10 Sansari Lane 02 SDBC 380
11 Road from jamshed villa gate upto SDBC 430
railway gate i.e. Sansari lane 01
12 Anand Road from Sansari Naka upto SDBC 723
corner of new bus stand
13 Wadner Road from New bus stand SDBC 637
corner upto Zenda Chowk
14 Road from Zenda Chowk upto SDBC 585
Selection corner (Howson Road)
15 Main Street SDBC 500
16 Mithai Street SDBC 585
17 Masjid Street SDBC 380
18 Market Street SDBC 380
19 Gurudwara Road from Icchamani SDBC 368
Mandir upto Anand Road
20 Road from oriental bakery to electricty SDBC 385.8
bunglow at development road

21 Adke Nagar SDBC 316

22 Amroliya Park Road BBM 292
23 Road from MES dhobi ghat to STP via SDBC 571
new stationwadi
24 Road from chaudhari mala bridge to SDBC 124
raju kamble house at old stationwadi

25 Road from STP corner to bhadane SDBC 122.5

house
26 Road from suman bai pawar house to SDBC 58
balu pawar house at old stationwadi

27 Shigwe bahula main road SDBC 401.2

28 Road leading from Khushru garden SDBC 540
gate no. 01 upto jawai nagar via green
gym at shigwe bahula

29 Road from swami samarth nagar to SDBC 387

laldas swami mandir shigwa
30 Road from green gym of cantt public SDBC 300
toilet upto sai nisarg at shigwa

31 Road from dhondy road upto 116 TA SDBC 555.18

road
32 Road from public toilet cantt upto gate SDBC 107
to shree prakash kasar house at shanti
sadan

15
 33 Road from Rest Camp road to Railway SDBC 387
Tunnel i.e. Layland Road
34 Road from Rest Camp Road to Tajane SDBC 307
House i.e. Sneha Nagar
35 Sainik Sty Road i.e. from CBD pillar No. SDBC 1000
18/5 upto Adv Kadam house
36 Donwade Road No.I SDBC 919
37 Donwade Road No.2 SDBC 448
38 Barnes School Road from Darna Road SDBC 1420

39 Road from Barnes School to Range SDBC 2585

Gate
40 Dhondy road from Temple hill garden SDBC 1013.3
to Range gate
41 Cannaught road from station Head SDBC 1523
Qtr. Gates to bridge near shani mandir.

42 Sahyadri Nagar Main Road SDBC 269.88

AMOUNT ALLOCATED TO ROADS FROM DEOLALI CANTT BOARD BUDGET 2022-2023

3104132 Maintenance of roads with SDBC at various places in all wards of
Cantonment Board Deolali – Rs 1.14 Cr

3104131 Maintenance of roads with Concrete at various places in all wards of

Cantonment Board Deolali- Rs 1.5 Cr

3104133 Maintenance of roads with WBM at various places in all wards of

Cantonment Board Deolali – Rs 65 Lakhs
3104135 Maintenance of Underground drainage line at various places in all wards of
Cantonment Board Deolali – Rs 1 Cr

AIR QUALITY MONITORING IN NASHIK

16
 AWARENESS WORKSHOPS

Deolali Cantt High School 26th Nov, 2021

17
CANTT BOARD TWITTER HANDLE

18
 PUBLIC GRIEVANCE REDRESSAL

[Link]

[Link]

19
20
 PUCs IN DEOLALI CANTT
PUCC USER LIST REPORT FOR (MAHARASHTRA AND OFFICE NASHIK)

21
 MICROPLAN DETAILS

Basic Information
Name of Non Attainment City DEOLALI CANNT BOARD, NASHIK UA
Sate/ Union Territory Maharashtra
Name of Nodal Officer at PCB/ PCC Mr. Vilas Patil
Email Id [Link]@[Link]
Contact Number 9403697456
Date till which progress is submitted 31/12/2021

Number of
Number of
Action Point Actions
Sector Total Number of Actions Actions
Code Under
Completed
Progress
CAPACITY BUILDING,
CB MONITORING NETWORK AND 8 3 5
SOURCE APPORTIONMENT
PO PUBLIC OUTREACH 8 4 4
ROAD DUST AND CONTRUCTION &
RD/ C&D 22 8 14
DEMOLITION
VE VEHICLES 15 10 5
IP INDUSTRIES 33 20 13
WASTE AND BIOMASS- DUMPING
BB/DF 9 5 4
AND BURNING
AQ AIR QUALITY DATA 1 1 0
TOTAL ACTIONS 96 51 45

22
 CAPACITY BUILDING, MONITORING NETWORK AND SOURCE APPORTIONMENT

Deviation from Additional

Action Present Target Annual Attachment Total Funds Funds Fund
Action Point Target Approved Action Plan Field type Attachment Funds
Point Code Status Date Target Contents Allocated released s Utilized
Target Required

Installation &
Commissioning
CB1
of Monitoring
Stations
Assessment
is
completed
01 no. of 2 CAAQMS proposed at Released for 1
as per 100% for
CAAQMS in Yes, delay in setting of Divisional Commissioner Rs 1.5 Cr per station &
CB1.1 CAAQMS CPCB Dec, 2022 NA 1 Annexure -1 existing No
operation. 2 proposed stations office and Guru Gobind station sanctioned for
matrix. station
more proposed Singh Engineering College proposed
2 nos. of
CAAQMS
proposed
Assessment
is
completed
RTO Colony, MIDC Satpur,
as per Allocated by
04 [Link] manual NMC office and SRO 100% for
Manual CPCB MPCB - Rs 8
CB1.2 stations in Dec, 2021 No NA 4 Annexure -1 Nashik. Data is available at 100% released existing No
Stations matrix. Lakh per station
operation [Link] station
Already per annum
quality/Nashik/0000000066
meeting
the
criteria.
Air Quality
CB2 Yes/No Steps taken
Forecasting
Assessment of
CB3
sources
Source Apportionment of
Emission
CB3.1 NA Yes study work awarded to
Inventory SA study
NEERI & IITB by MPCB at
Interim report
the cost of Rs. 50 Lakhs vide
communicated Within 3
Emission work order MPCB/
to CPCB and months
CB3.2 tracking NA Yes APC/SAS/WO/B-1178, dtd. Complete funds 100% funds
study outcomes with Dec-20 Yes Annexure 2 Rs 50 lakhs No
system 17/03/2016. released utilized
incorporated available
Interim report
while preparing data
communicated to CPCB and
Source the city micro
study outcomes incorporated
CB3.3 Apportionment action plan. NA Yes while preparing the city
Study action plan.
MPC Board has
sanctioned the
Health Impact fund of Rs. 92 Study in Released on
CB3.4 Allocated No
Studies Lakhs to J J progress completion
Hospital for
conducting
syudy on "An
open label phase
IV clinical trial
Work order issued to J J
to access the On Track NA Yes Annexure -3 Rs 92 lakhs
Hospital
safety and
Exposure tolereberality of Released on
CB3.5 Ebastine (10mg) Allocated No
Impact Studies completion
and
phenylephrine
(10mg)FDC as
short duration
therapy, with
patient with

23
 allergic rhinitis.

Training &
CB4 Capacity Steps taken
Building
Training &
Could not be
skill 12 (once in Demand placed under XVth
CB4.1 organized due to Planned 12 Yes NIL NIL NIL Rs 6 Lakhs
development of a month) FC Funds
COVID 19
public officals
M.P.C. Board is
in process to
setup Regional
Environment
Care Center
(RECC) at
Aurangabad,
Infrastructure
Kolhapur,
development RECC being set up at Funds
CB4.2 Nagpur, Nashik 5 On Track 1 Yes Funds allocated by Funds allocated No
(Laboratory/ Regional offices allocated by
& Pune Regional MPCB by MPCB
AQM Cell MPCB
offices similar to
the existing State
Environment
Care Center
(SECC) at
MPCB, Sion,
Mumbai
For effective Not required Not required Not required
implementation
city level
implementation
committee City Level Air Quality
conducting Monitoring committee
Enforcement regular meetings 12 (once in Annexure-4 a, b, constitution Maharashtra
CB4.3 2019 On Track 12 Yes No
Units with respective a month) c Govt. Resolution, GR dated
stakeholders 18.09.2019. Meetings held &
ensuring MoM attacheds
implementation
of city action
plan in time
bound manner.
For Emergency Not required Not required Not required
Relevant departments
Response System
including State Disaster
(ERS) including
Management, Meteorological
Graded
Dept.,
Emergency Response Action GRAP
Environment Dept. working
CB5 Response Plan (GRAP), draft In progress On Track Yes No
collaboratively to refine
System MPC Board has prepared
existing emergency response
prepared the
system based on GRAP
draft plan and is
(Graded Response Action
under approval
Plan)
process.

24
 PUBLIC OUTREACH
Actio Action Point Present Status Target Target Date Deviation from Annual Field type Attachment Attachment Contents Total Funds Funds Funds Additional
n Approved Target Allocated released Utilized Funds
Point Action Plan Required
Code Target

Public Outreach Real time data Regular activity No Real time No No By CPCB NA NA No
on Air quality is data for 365
available on days
SAMEER
APP of CPCB. Real
Data is available time AQI
at MPCB on
Website Sameer
[Link] app and
[Link]/air- release AQI data available at
quality/Nashik/0 of daily [Link]
PO1 000000066 bulletin [Link]
26 No 6 Yes No By Nashik No No Rs 5 Lakhs
Environmental Smart City. 1
sensors with Display
Display Boards Board &
for AQ Sensor in
proposed by Cantt Board
Nashik Smart Proposed for
Daily Air Quality city. I Sensor Sensor @ CBS Rs 5 Lakhs
Public Information with Display displays PM10, NO2,
Dissemination Board & App In Progress, 1 Set In Progress, 1 Set at SO2, O3, NOISE &
PO1.1 System proposed at CBS CBS WEATHER
NA No Yes Not Required NA NA No

[Link]
deolali
Official Twitter handle
for Deolali Cantt
Board and Facebook
@Cantonment board
Social Media Official Handle deolali
PO1.2 Platforms Twitter & FB Completed Existing No
Issue public
advisory for
prevention and In progress by Public
control of air MPCB on advisories to
PO1.3 polltuion GRAP In Progress No be issued Number No Not Required NA NA No
Workshops
taken in Deolali
Cantt High
Deeper public school, Bhatia
engagement and College.
consultation Workshops & 2 workshops
(workshops/ Public COMPLETED. 5 Upon
programmes in Campaigns Workshops planned Rs 2 Lakhs In Complet
PO1.4 schools/ colleges) planned 2021-2022 No 10 10 Yes under XV FC Funds (XVth FC) Progress ion Rs 5 Lakhs

25
 Available-
CPCB's
SAMEER APP
& Nashik Smart
Launch mobile app City APP. Cantt
to update public Board to have
about status of air own app for Proposed under XVth
PO1.5 quality residents FC Funds No
Public Greivance
PO2 Redressal System
App Based System Swachhata App
& Public
Grievance
Redressal tab on
the website of
Cantonment
Board Deolali to
address
complaints on [Link]
waste burning, .in/public-grievance- cantt Board
PO2.1 roads, waste etc On Track No NA No No redressal/ Funds Yes Yes No
Helpline Number Helpline
number (toll Not Not
free) 0253- Require Require
PO2.2 2498181 On Track No NA No No Not Required d d No

26
 ROAD DUST AND CONTRUCTION & DEMOLITION
Deviation
from
Additional
Target Approved Attachment Total Funds Funds Funds
RD1 Road dust Present Status Target Annual Target Field type Attachment Funds
Date Action Contents Allocated released Utilized
Required
Plan
Target
Immediate lifting
of solid waste
generated from
Regular basis especially Cantt Board
RD1.1 disilting and 2 major Nallahs cleaned On Track No All drains to be clean Yes No Yes Yes No
pre monsoon funds
cleaning of
municipal drains
for its disposal
Cantt Board
Funds- SDBC
roads- Rs1.14 Cr,
Concrete- Rs 1.5
Maintain potholes
RD1.2 All Major roads Repair of all roads On Track No All roads repair Yes Yes Cr, WBM- Rs 65 Yes Yes No
free roads
Lakhs. Allocated
Rs 37.5 Lakhs
from XVth FC
Funds.
Regular cleaning
of street surfaces
Regular manual road Cantt Board
RD1.3 and spraying of Regular road cleaning On Track No All roads cleaned Yes No Yes Yes No
sweeping by Sweepers Funds
water to suppress
dust.
Total Road Length -
36.77 Km, Paved 13.6 Allocated Rs 37.5
Black-topping of Black topping of all XVth FC In
RD1.4 Km, WBM- Regular repair On Track No Yes Yes Lakhs from XVth Yes Rs 1 Cr
unpaved road roads Funds Progress
12.17Kms,Concrete- FC Funds.
3Km,Kaccha -10Kms
To take
appropriate
Yes Rs 15
action to remove
Road Dust sweeping Mechanical sweeping XVth FC Rs 17 Lakhs- XV In In Lakhs for
RD1.6 road dust/silt Mechanized road sweeping On Track No Yes Yes
machines proposed of all roads Funds FC funds Progress Progress purchase
regularly by using
of more
mechanical
sweepers
End-to-end paving Details on the
RD1.7 In Progress Yes
of the road steps
Water Fountains
proposed
4 More
Fountains
Introduce water would be
On
fountain at major Fountains at major Rs 20Lakhs (XVth In taken up
RD1.9 1 On Track 1 Yes Allocated completio
traffic intersections FC Funds) Progress @ Rs 25
n
intersection lakhs per
fountain/y
r

27
 On
Widening of Cantt Board In
RD1.10 In Progress On Track 2022 50% to be widened Yes No completio No
Roads Funds Progress
n

Improvement of
infrastructure for Details on the
RD1.11 Steps taken Text Yes
decongestion of steps
road.
Designing and Constructions
On
Construction of Most of Concrete Of Cement Cantt Board In
RD1.12 In progress On Track 2022 Yes No Completio Rs 1 Cr
environment roads Concrete Funds Progress
n
friendly roads Roads
All the
canals/nullah's Proposal to
On
side roads should Most Side roads to be be finalised In
RD1.16 Planned Being planned Yes Yes XVTh FC Funds completio No
be brick lined. lined and plantation and Progress
n
Proper plantation considered
also carried out.
Creation of green
RD2
cover
Creation of green
buffers along the
Green buffers along Rs 10 Lakhs from
RD2.2 traffic corridors In Progress On Track Dec-22 Yes Yes Allocated In progress No
traffic corridors XVth FC Funds
and their
maintenance

PLANTATION
UNDERTAKEN IN
LAST 2 YEARS
107 Nos. of Fish tail
Palm trees at Jogging
Greening of track and Cantt. School
open areas, premises,
Cantt Board
gardens,commun 60 Nos. of banyan tress Urban green spaces Notification
RD2.3 On Track Completed Completed Yes No Funds & Yes Yes No
ity places, schools at Trenching ground, developed copy
Donations
and housing 50 Nos. of palm trees at
societies Cantt. Dialysis Centre
at Cantt. General
Hospital and
400 Nos. of fruit trees
planted at various
places in Cantt. Area

28
 Proposal to
Urban Greening On Rs 20
Proposed Green Wall Urban green spaces be finalised In
RD2.4 with vertical On track In Progress In Progress Yes Yes XVth FC Funds completio Lakhs for
for Cantt Area developed and Progress
garden n other sites
considered
installation of
WAYU (Wind Rs 6
Augmentation Lakhs
For 10 major traffic WAYU installed at
RD3 and Purifying On Track In Progress In Progress Yes No 10 locations @ Rs 60,000 per location from
intersections intersections
Units) at urban XVth FC
traffic Funds
intersection.

Construction
C&D1
Activities
Ensure Directions has
transportation of already been sent to
Not Not
C&D1.1 construction all concerned Regular activity Ongoing On track Number No Not required No
required required
materials in departments to
covered vehicles comply the Rules
Strict
enforcement of
CPCB guidelines
for construction Details on the Not Not
C&D1.2 Guidelines in place Regular activity Ongoing On track Text Yes Not required No
(use of green steps required required
screens, side
covering of
digging sites, etc.)
Restriction on
storage of
Not Not
C&D1.3 construction Guidelines in place Regular activity Ongoing On track Yes Yes Public Notice Not required No
required required
materials along
the road.
Covering of Number of challans Not Not
C&D1.4 Regular activity Ongoing Number Not required No
construction site. issued regarding the same required required
To create
separate
space/zone to
1 site exists in Cantt Rs 25
C&D1.5 handle solid Exists Ongoing On track 1 No Requesting from XVth FC Funds
Board limits Lakhs
waste, C&D waste
and other waste
in the city
To mandate facility
of tar road inside
the construction
site for movement Details on the
C&D1.6 Steps taken Text Yes
of vehicles steps
carrying
construction
material
Promotion of the
use of
Details on the
C&D1.7 prefabricated Steps taken Text Yes
steps
blocks for building
construction

29
 MPCB has issued
directions to all
Municipal Corporations
for
implementation of Construction
SWM Rules, 2016 and and
Construction and Demolition
Demolition Rules, 2016
Waste Management have been
Rules, 2016 vide uploaded on
MPCB/MS/MSW/2016 the Board's
dated website under
Enforcement of
06/09/2016. the following
Construction and Not Not
C&D1.8 Also Board has issued Regular activity Ongoing On track Text Yes link: Not required No
Demolition Waste required required
direction under section [Link]
Rules
31A of the [Link]/wa
Air(Prevention & ste_managem
Control of Pollution) ent/Construct
Act, 1981 regarding ion_and_Dem
implementation of oli
Construction tion_Waste_
and Demolition waste Management.
management Rules, php.
2016 vide
[Link]/RO(HQ)/B
dated 12/03/2018 to all
Municipal Corporation

Control measures
for fugitive
emissions from
Details on the Not Not
C&D1.9 material handling- Steps taken Regular activity Ongoing Text Yes Not required No
steps required required
conveying and
screening
operations
Develop and
implement dust
control measures
for all types of Notification on dust Notification Not Not
C&D1.10 Regular activity Ongoing Yes/No Yes Not required No
construction control measures copy required required
activities --
buildings and
infrastructure.
Frame and
implement policy
for segregation of
construction and
demolition waste Notification
and provide a copy Not Not
C&D1.12 1 site being established In Progress Ongoing On Track 1 Yes Allocated as above No
network of Details of the required required
decentralized sites
C&D waste
segregation and
collection sites
across the city.

30
 Promote recycling
C & D Waste material
of construction Used in Road Not Not
C&D1.13 used for levelling road, Regular Ongoing On Track Text Yes Not required No
and demolition widening required required
potholes
waste.

31
 VEHICLES
VE1 Improve and Present Status Target Target Date Deviation from Annual Field type Attachment Attachment Total Funds Funds Funds Additional
strengthen PUC Approved Action Target Contents Allocated released Utilized Funds
programme Plan Target Required

2 PUCs in R
Number of PUC operation in T
VE1.1 2 2 Yes
centers in the city Deolali Cantt 100% PUC in O
Area 2020 On Track operation Not Needed Not Needed Not Needed No
Regular checking of Regularly done
Vehicular emission on a monthly
and issue of Pollution basis
under Control Regular
VE1.2 Certificate (PUC) activity On Track Not Needed Not Needed Not Needed No
Auditing and reform One 12
of Pollution Under
Control (PUC) Regular
VE1.3 certification activity On Track 1 Yes Not Needed Not Needed Not Needed No
linking of PUC
centres with remote
server and eliminate Linked with RTO details
manual intervention online server of
VE1.4 in PUC testing. Transport Dept 100% linked On track No 100% linked 95 Yes Not Needed Not Needed Not Needed No
Valid PUC to Notified
renew motor [Link]
insurance- [Link]
IRDAI [Link]/wealth/i
nsure/motor-
insurance/you-
need-to-have-a-
valid-puc-
certificate-to-
renew-your-
motor-
insurance-
Link PUC certificates irdai/articlesho
with annual vehicle w/[Link]
VE1.6 insurance On track No Completely Linked Yes Yes s?from=mdr Not Needed Not Needed Not Needed No
[Link]
[Link]
.com/city/nashi
k/police-plan-
Use of off-peak 8am-to-10pm-
passenger travel ban-on-entry-
times to move freight of-heavy-
and restrict the entry vehicles-into-
of heavy vehicles into Heavy vehicles city/articlesho
cities during the day Restricted 8am Regularly w/[Link]
VE3.1 to continue to 9 pm enforced On track No 100% enforced Yes s Not needed Not needed Not needed No
[Link]
Maharashtra [Link]/aut
Govt EV Policy o/latest-auto-
2021 subsidy news/story/ma
for 2W, cars & harashtra-
SUVs, electric-vehicle-
incentives for policy-2021-
charging Policy Notified evs-to-make-
Alternative clean fuel infrastructure. & being up-10-per-cent-
VE4.2 policy for vehicle Implemented On track No 100% Electric Yes of-all-new- Not needed Not needed Not needed No

32
 vehicle-
registrations-
by-2025-
1827681-2021-
07-13

Petrol with
10% Ethanol
blending is sold
out through
oil companies
(IOC, BPCL,
HPCL) at all
the pumps of
the district. it is
being
directed by Supply of 10% As per present
VE4.3 Bio fuel policy MOPNG. Blended Petrol On track No 20% Ethanol No Yes status Not needed Not needed Not needed No
Overall Grade
(VE5.1+VE5.2
VE5 Parking Management …/Total points)
[Link]
[Link]
.com/city/nashi
k/park-
vehicles-at-
designated-
Police to tow slots-or-face-
away vehicles action-warn-
Prevent parking of in non-parking cops/articlesho
vehicles in the non- zones and Regularly No parking except in w/[Link]
VE5.1 designated areas heavy penalty enforced On track No zones Number (2) Yes s Not Needed Not Needed Not Needed No
Strengthening of Overall Grade
Public (VE6.1+VE6.2
VE6 Transportation …/Total points)

33
 Assess and introduce 1. 200
a city bus system of Standard
appropriate fleet size CNG Buses
of small buses and (NonAC)
desirable bus type Services under
replete with GPS Gross Cost
tracking, ETVMs for Contract (PPP
fare collection and Project)
Passenger Awarded
Information Systems. Date:
18/02/2020 2.
50
Midi Diesel
Buses
(Non-AC)
Services
under Gross
Cost
Contract (PPP
Project)
Sanctioned
Date:
18/02/2020. 3.
CNG & 150
Electric buses Standard
to be procured Electric
for city by Buses (AC)
Nashik Services Under
Municipal Gross Contract
Corporation. (PPP Project)
200 CNG Buses LOA
being run by Issued, 50 150 Electric buses -
City Link also electric Rs 788.77 Cr. 200
cover Deolali Public transport buses has been CNG buses - Rs
VE6.2 Cantt area In Progress On track No existing 400 Yes sanctioned 940.8 Cr Yes Yes No
Steps for promoting
Proposed 1 EV
battery operated
, 1 E charging
vehicles like Station, E Details on the Proposed from Rs 25
VE6.7 Erickshaw/ECart ghantagadis Text Yes steps XVth FC Funds Yes In progress Lakhs
Synchronize traffic
movements/Introduce
intelligent traffic Timers for
system for lane- Signals on Yes on
VE7.2 driving major roads 2019-2021 On track No Text Yes Proposed Allocated completion No
Prepare plan for
widening of road and
improvement of
infrastructure for Details on the
VE7.4 decongestion of road. Steps taken Text Yes steps
Launch Public
awareness campaign
for air pollution
control, vehicle Rs 5
maintenance, PUC checked Lakhs
minimizing use of Monthly Drives during drives from
personal vehicle, lane for Public Regularly Drive once in a on a monthly Request under XVth FC
VE8 discipline, etc. Awareness enforced On track No 12 month Yes basis XVth FC Funds Allocated Allocated Funds
Restriction on plying Number of GoI recent
and phasing out of 15 impounded/scr Vehicle
years old commercial apped 15yr old Notified On Scrapping
VE11.2 diesel driven vehicles. diesel vehicles Track No Number(2) Policy Not needed Not needed Not needed No

34
 Enforcement of law Number of
against visibly visibly
polluting vehicles: polluting
remove them from vehicles
road, impose penalty, impounded/cha
and launch extensive llaned - RTO
awareness drive
against polluting Regularly Drive once in a
VE11.3 vehicles. enforced On track No 12 month Not needed Not needed Not needed No
To increase fine on Regularly Fine
vehicle owners (not visibly
drivers) where the polluting
visible smoke is vehicles Regularly Drive once in a
VE11.5 emitted and noticed. enforced On track No 12 month Not needed Not needed Not needed No
VE12 NMT 1
VE12.1 Introducing cycle Public Bike
tracks along with the Sharing by
roads Nashik Smart
City - 1
Docking
location to be
proposed in
Deolali Cantt Smart City Funds
Area 3 Locations Proposed Rs 28.23 Crs Yes Yes No
Prepare and
implement zonal 2 km cycle
plans to develop an track proposed Rs 20
VE12.2 NMT network with Cantt area Proposed Needed Yes Yes Lakhs

35
 INDUSTRIES
Present Status Target Target Date Deviation Annual Field type Attachment Attachment Total Funds Allocated Funds Funds Additional
from Target Contents released Utilized Funds Required
Approved
Action
Industrial air Plan
IP1 pollution control Target
To intensify monitoring
of industries to reduce 1673 (Green,
of emission by the Orange and Not
IP1.1 industries. Red category) Ongoing Enforcement activity No Completed Number No NIL Not required Not required required No
Action against non- ID-3, CD-2, It is a
complying industrial SCN-1, Other ongoing Number Not
IP1.2 units Direction- 105 process 2020 No Completed (2) No NIL Not required Not required required No
Number of
industries
shifted
number of
polluting
Shifting of Polluting industries Number Not
IP1.3 Industries identified Regular Enforcement activity Completed (2) No NIL Not required Not required required No
Nashik is
under CEPI
area hence no
polluting
industries are
allowed even
expansion of
polluting
products are
not
considered.
Industries
those are
found violeted
during visits
accordingly
actions are
initiated and
Ban on Polluting this is ongoing Actions initiated against Not
IP1.4 Industries process. Regular violating No Completed Number No NIL Not required Not required required No
Random auditing for Being CEPI
Air pollution measures area, polluting
and Online reporting industries not
systems in the allowed in Not
IP1.5 industries Nashik 10 Regular activity No Completed Number No NIL Not required Not required required No
Wood and coal
banned,as
Identification of air boiler fuel. No
polluting industries and Existing units consents are
their regular are using issued with
monitoring including Furnace oil/ Wood/Coal is coal or wood Not
IP1.7 use of designated fuel HSD/ LDO banned Regular activity No Ongoing Text as a fuel. NIL Not required Not required required No
MPCB is
Promoting cleaner promoting
production in cleaner fuel Wood/Coal is Not
IP1.8 industries. /Green fuel banned Regular activity No Ongoing Text No NIL Not required Not required required No
Ensuring Yes, during Mostly Electroplating
installation/Up- visits proper industries in operation
gradation and air pollution Regular and all are equiped
operation of air control enforcement with water scrubbing Not
IP1.10 pollution control equipments activity Regular activity No Ongoing Text systems. Other Not required Not required required No

36
 devices in industries are installed industries have
or not has provided dust collection
been checked. system
Acton
Action/closure against undertaken in Regular
defaulting/unauthorized case of enforcement Number Not
IP1.11 industrial units. violation activity Regular activity No Ongoing (2) No Not required Not required required No
Ensuring emission By regular Not
IP1.12 standards in industries monitoring Ongoing Text No NIL Not required Not required required No
Disposal of all non-
hazardous wastes into Single site at
the designated dumping By regular Nashik and Number Not
IP1.13 sites monitoring operating Regular activity No Ongoing (1) No NIL Not required Not required required No
Industries allowed with
stringent No polluting Regular
Environmental norms activites are enforcement Not
IP1.15 only. allowed activity Regular activity No Ongoing Number No NIL Not required Not required required No
Industry shall prepare
plant wise inventory of
vents and ensure that it
is routed to vapour
recovery system
followed by flare Will identify
system, wherever No such the industry Not
IP1.16 applicable. industries and report No Ongoing Yes No NIL Not required Not required required No
Industry should share
Hydrocarbon loss data
within a month time
audit completion along-
with past trend data
with clearly
highlighting the
increase or decrease in No such Regular
the Hydrocarbon industries enforcement Not
IP1.19 emissions. existing activity No Completed Yes No NIL Not required Not required required No
Appropriate inline
sensor may be explored No such Regular
to gauge the efficiency industries are enforcement Not
IP1.21 of treatment system. existing. activity No Completed Text No NIL Not required Not required required No
In line monitoring may
be explored to indicate
the breakeven point of
Activated carbon bed
(Vapour recovery No such Regular
system), this will industries are enforcement Not
IP1.22 minimize the losses. existing. activity No Completed Text No NIL Not required Not required required No
Industry should include
a special training
module regarding
“fugitive emissions and
its health impacts on
individual and
surrounding
communities” for its
staff, operating
personnel & Drivers to
spread awareness about
risk/hazard associated
with spills and leaks of Details on the training
IP1.23 various chemicals. NA Yes/No Yes undertaken

37
 Industry may devise an
internal system to
increase the vigilance
on tankers stationed /
parked near the factory
premise to ensure that
even empty tankers Details on the action
IP1.24 closed properly. NA Yes/No Yes undertaken
Initiated Star Rating MPCB's STAR
Programme Already RATING FOR Not
IP1.25 initiated Enforced Regular activity No Completed Yes No INDUSTRIES Not required Not required required No
Bank guarantee should
be taken for the
compliance of
conditions imposed in
CTO/CTE for control
of Environmental
Pollution from Already Not
IP1.26 industries. Yes started Regular activity No Ongoing Yes No Not required Not required required Np
Improved Combustion
IP1.27 technology Steps taken Text Yes Details on the steps
Implementation of SOx Compliance
and NOx standards status- whether
notified by MOEF&CC all industries as
notified in
standards Already
IP1.28 complied? started Yes/No
Prepare and implement
local area action plan
for pollution hotspots In Nashik city
and strict enforcement there are two
of air pollution control MIDC areas,
measures in all during visits
industries, including operations of
those located in APC is strictly Not
IP1.29 unauthorized areas. seen. Regular enforcement activity No Ongoing Yes No NIL Not required Not required required No
Assess the number of
industrial units that are
non-compliant and MPCB took
prepare unit/plant wise actions on
action plan for time non
bound compliance or compliant Not
IP1.30 be shut down. Already doing units No Ongoing Yes No NIL Not required Not required required No
Carry out pollution
load estimation from
industrial sector to
enable setting of target Whether action Details on the action
IP1.31 for emission completed undertaken
Industrial units to
install water spraying Will be Will be
system of internal informed to informed to
roads and washing of all industry all industry Not
IP1.32 tyres of vehicles during visit during visit No Ongoing Yes No NIL Not required Not required required No

Material Storage and

IP2 handling in industrial

38
 Industry should Store No separate
and handle all A class storage yards
petroleum products & of storage of
Solvents in the tanks petroleum
having floating roof. products are
in existance.
However if
any industry
is storing the
HSD,FO in
large
quantity,
information
Action will be given Not
IP2.1 Completed to shift over No Completed Yes NO NIL Not Required Not Required Required No
Industry should devise No separate
time bound plan, to storage yards
switch over the existing of storage of
A class solvent storage petroleum
from fixed roof to products are
floating roof in existance.
However if
any industry
is storing the
HSD,FO in
large
quantity,
information
Action will be given Not
IP2.2 Completed to shift over No Completed Yes NO NIL Not Required Not Required Required No
OCEMS in Industries
IP3
There should be
provision to use CEMS CBMWTSDF
data as legal evidence has installed
and a policy be framed CEMS
in consultation with system and
Central Pollution connected to
IP3.1 Control Board. Yes server Installed No Completed Yes No Policy copy Installed No
Implement Continuous CBMWTSDF
Emission Monitoring has installed
System (CEMS) across CEMS
all targeted and system and
applicable polluting Already connected to
IP3.2 industry installed server Installed No Completed Number No NIL Installed No
Clean fuel in
IP4 industries
MPC Board
not allow coal
and wood as
a fuel to
boiler or for
any other
processess,
during visits
information 2 industries M/s
Introduction and is given to all Isovolta Pvt Ltd & M/s
shifting towards Board has industries Sahney Kirkwood Pvt
cleaner fuels in issed circular about Boards Ltd shifted fuel pattern Not
IP4.1 industries on 5.2.2020 circular Regular activity Ongoing Yes/No No from FO to LDO Not required Not required required No

39
 Conversion to MPC Board
CNG/PNG from pet Board has not allowed
coke /wood / coal and issued circular coal and
urgent ban on furnace on 5.2.2020 to wood as a
oil, pet coke, which are install to fuel to boiler
dirty industrial fuels remove 90% or for any
with high sulphur and sulpher other
heavy metals content from processess,
Furnace oil during visits
through information
scrubbing is given to all
system. Also industries
pet coke is about Boards Number Not
IP4.2 banned . circular Regular activity Ongoing Yes/No No Notification copy Not required Not required required No
Strict enforcement
against illegal use of
such fuels, including
fuels which do not have
specifications laid
down or are included in
the acceptable fuels as MPC Board
mandated by state will initiate
pollution control actions on Details on the action Not
IP4.3 boards Ongoing violeting units Regular activity Ongoing Yes No undertaken Not required Not required required No
Establish a protocol for
using cleaner fuels & Whether
technology in protocol
IP4.4 industries formulated? Yes/No Protocol copy
MPC Board
will initiate
Restriction on using actions on
un-authorised fuels in violeting Details on the action Not
IP4.5 industries In progres units Regular activity Ongoing Yes No undertaken Not required Not required required No
Control of air
pollution from
IP11 generator sets
Allow only DG sets Will ckeck
meeting emission and the
design of chimney/ compliance
exhaust, acoustic Whether during visit
enclosures standards action and initiate Regular enforcement Not
IP11.1 to operate completed actions. activity Ongoing Yes No NIL Not required Not required required No
Industry
Curtail use of DG operates DG
Sets in social events sets only
by providing Whether when
temporary electric action electricity is Regular enforcement Not
IP11.2 connections completed failure activity Ongoing Yes No NIL Not required Not required required No

IP13 Renewable Energy

Link energy
requirments for solar
power plants to shift to Whether action Details on the action
IP13.1 zero emission target completed Yes/No Yes undertaken

40
 More than
20,000 sq mtr
commercial
Identify and target establishment
commercial and Number of will be M/s Mahindra &
industrial commercial indentified to Mahindra installed
establishments for and industrial check roof 150000 units and m/S
installation of roof top establishments top solar Bosch installed 55000 Not
IP13.2 solar system targeted system Regular ctivity Ongoing Number No units- Solar Generation Not Required Not Required Required No

MIDC and MPCB

Enhancing jointly planted about Not
Green Cover green cover Regular activity Ongoing No 6000 trees in June, 2019 Not required Not required required No
Nashik is under CEPI
area hence no
polluting industries
are allowed even
expansion of polluting
products are not
considered. Industries
those are found
violeted during visits
accordingly actions
are initiated and this
IP1.4 is ongoing process.

Wood and coal is

banned to use as fuel to
boiler. Most of the
industries are now
using gas/HSD as a
fuel. No consents are
issued with coal or
wood as a fuel. This is
IP1.7 a lso on gouing process

41
 WASTE AND BIOMASS- DUMPING AND BURNING
Present Status Target Target Date Deviation from Annual Field type Attachment Attachment Total Funds Funds Funds Additional
Approved Target Contents Allocated released Utilized Funds
Action Plan Required
BB1 Biomass Burning Target
Regular check and
control of burning Inspections
of municipal solid Regularly Not
BB1.1 wastes conducted Continuous activity No 12 Yes Penalty collected Not required required Not required No
Defaulters for
open burning to be Penalty imposed Not
BB1.2 imposed fines amount per month Continuous activity No Yes Not required required Not required No
Cantonment
Board Deolali
encourages
lodging of
complaint through
Swachhata App &
Public Grievance
Redressal tab on
the website of
Cantonment
Board Deolali.
Public Awareness
Launch extensive programs are
drive against open planned, with the
burning of bio- help of NGOs and Not needed
mass, crop educational for inspections . For
residue, garbage, Drive was institutes, every 3 Cantt Board Not Awareness Campaigns Rs
BB1.5 leaves, etc. launched Regular in process On Track On Track Yes Yes months. Funds required Not required
5 Lakhs
Report on the site
Construction of including its
advanced waste location, images, Cantt Board
BB1.6 management Site. site constructed On Track No Site exists Yes Yes capacity Funds Yes Yes No
Total Generated
MSW of the city-
27 TPD.11
Garbage Vehicle
for door to door
Regular collection collection of
and control of garbage and 04
municipal solid small tippers (Tata 100% Cantt Board
BB1.7 wastes. Ace) 100% collection On Track No collection yes Yes Details Funds. Yes Yes No
27 TPD of
Muncipal Solid
Waste
generated in the
Cantonment area
is treated daily by
the Cantonment XVTH FC
Board with the FUNDS
Providing Organic help of Allocated for
Waste Compost decentralized Details of the sites Tractor &
machines , Solid Waste and machines Trolley for
decentralization of Treatment Plant including images, Composting &
processing of & Materials location, waste for Incinerator Rs 40 Lakhs
Waste, dry waste Recovery Facility 100% waste 100% Waste collected/processed (Sanitary for Enclosure
BB1.8 collection centers. (MRF). processing On Track No processing Number (6) Yes per day Napkins) Allocated In Progress of Site

42
 Proper collection
of Horticulture
waste and its 1
disposal following Number of Separate Decntralized
composting- composting cum collection Composting
cumgardening gardening sites mechanism for Cantt Board Units - Rs 20
BB3 approach development-1 Existing site On Track 1 Yes composting Funds Complete Fully utilized Lakhs
Number of
Recycling plants recyling plants Cantt Board
BB4 for dry waste. identified- 1 Identified On Track 4 Yes Funds Complete Fully utilized No
NMC has installed
LPG and Electric
operated
crematoria at
Nashik
Amardham. 2
ELECTRIC
CREMATORIA
installed under
Smart City3
ELECTRIC
CREMATORIA
planned @
Panchavati
Prabhag 3, Nashik
road Prabhag 3 Rs 3.7 Cr, Rs 1 Green
Use of Piped 1 LPG, 2 Electric, near Dasak Gaon, 3.76 Cr Rs 3.83 Crematorium
Natural Gas Number of 3 more Electric New Nashik Cr under XV for Cantt
(PNG) for Human cremation sites proposed in Prabhag 26 @ FC Funds by Board limits.
BB8 cremation. which use PNG Nashik UA 2019 On track 6 Yes Untwadi NMC Allocated In Progress Rs 40 Lakhs

43
CB1: Installation & Commissioning of Monitoring Stations: Nashik City

CB1.1 List of CAAQMS stations

No. of
City Locations
stations
Nashik 1 KHTM College, Nashik

CB2.2 List of Manual stations

No. of
City Locations
stations
1 VIP Industrial area, MIDC Satpur , Nashik
2 Regional Transport Office , Nashik
Nashik
3 Nashik Municipal Council, Nashik
MPCB Sub Regional Office, Udyog Bhawan,
4
Nashik
 Draft Interim Report

Air Quality and Emission Source Apportionment Studies for

Ten Cities of Maharashtra

NASHIK CITY

Maharashtra Pollution Control Board

CSIR-National Environmental Engineering

Research Institute
Nehru Marg, Nagpur 440020
&
Indian Institute of Technology Bombay
Powai, Mumbai 400076

January, 2020
 INDEX Pg. No

Chapter 1
1.1. City Profile 1
1.2. Population 1
1.3. Climate 3

Chapter 2
2.1. Status of Air Quality 3

Chapter 3
3.1. Emission Inventory 6

Chapter 4
4.1. Action Plan for Control of Air Pollution 9
4.2. Area Source 9
4.3. Line Source 14
4.3.1 Non-Motorized Sectors 36
4.3.2 Clean Air Fund 38
4.4. Point Source 41
4.5 Management 45

Chapter 5
5.1. Air Quality Dispersion Modeling 46

FIGURE Pg. No

Figure 1a : Trend of Annual Concentrations of Criteria Pollutant in

3
Nashik City

Figure 1b Monthly Variation Trends for PM10, SOx, and NOx (2017) 3

Figure 1c Trend of Annual Concentrations at Different Monitoring

4
Locations in Nashik City (MPCB Sites)

Figure 1d Percentage Occurrence of Composite AQI of AQQMS in

4
Nashik City (2016-17)
 FIGURE Pg. No

Figure 1 : Percent Contribution of PM and NOx from Different Sector in 7

Nashik City 8

Figure 3a: AERMOD Predicted Concentrations of PM Due to All Sources –

47
Annual (Nashik City)

Figure 3b: AERMOD Predicted Concentrations of NOx Due to All Sources –

47
Annual (Nashik City)

TABLE Pg. No

Table 1 : Nashik City wide Emission Load from All the Sources 6

No. ANNEXURE

Annexure I Design of a Clean Tandoor Community Kitchen System (CTCKS)

Design of Air Pollution Control System for Open Pyre Type Green
Annexure II
Crematorium

Annexure III Design of Passive Gas Venting System for Landfill Sites

Annexure – IV Dust Control Measures

Annexure – V Wind Augmentation and purifYing Unit (WAYU)

 Chapter 1
1.1. Preamble

Nashik city is situated on the banks of Godavari River, making it one of the holiest places for Hindus
all over the world. Nashik has a rich historical past, as the mythology has it that, Lord Rama, the
King of Ayodhya, made Nashik his abode during his 14 years in exile. At the same place, Lord
Laxman, by the wish of Lord Rama, cut the nose of ‘Shurpnakha’ and thus city was named as
‘Nasik’. Nashik is city of mythological, historical, social and cultural importance.

Nashik, the Headquarter of Nashik Administrative Division (comprising of Nashik, Ahmednagar,

Nandurbar, Dhule and Jalgaon districts), is situated about 180 Kms; from Mumbai by the National
Highway No.3, i.e. Mumbai- Agra Road which passes through the developed part of the city, while
National Highway No. 50, i.e. Pune-Nashik road enters the city from Nashik-Road side and meets
the Agra road near Dwarka Square. Nashik City lies on both side of the river Godavari, Panchavati
lying across on left bank with Tapovan on side of it & the old Nashik on right bank. The main
functional areas of the city are, the Nashik core area (the Nucleous), Satpur, Ambad Industrial areas
and the second functional area is the Nashik–Pune road area with Nashik-Road railway station,
supported by the industrial activities at Eklahara Thermal Power Plant, Railway Traction Factory
etc. Satpur Industrial area is towards west. The MIDC Satpur Industrial Estate is mainly responsible
for industrial and commercial growth of Satpur area. The Civic Administration area of 267.48 square
kilometer (26747.75 hectares) is managed by Nashik Municipal Corporation.

1.2. Population

On the basis of 2011 census figures, the population density of Nashik Municipal Corporation is 5556
persons per sq. km. The municipal corporation is divided into 61 wards. The highest gross density of
250.13 persons per hectare is in village Kamathwade. The lowest gross density of 4.22 persons per
hectare is in village Dadhegaon. It is a fast developing area and has tremendous development
potential in view of its advantageous situation of being located in Mumbai-Pune-Nashik Golden
Triangle. This has made Nashik city an ideal place for location for new industrial and commercial
establishments. As per the 2011 census, the total population of the entire area of Nashik Municipal
Corporation, was 14,86,053 souls as against the 2001 census population of 10,77,236 souls,
indicating the growth rate of 37.95% during 2001-2011 decade. Similarly, population for 1991 was
7,33,000 souls indicating decadal growth of 46.96%.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 1
1.3. Climate

The climate in Nashik is quite pleasant and moderate. The year in Nashik could be divided into four
seasons. The cold season from December to February, followed by the hot season from March to
May and the monsoon from June to September followed by the post monsoon season during October
to November. The annual average rainfall is around 600 to 700 mm, the maximum reported in June
and July months. The minimum Temperature reported in January around 4-50C and maximum in
May around 45-40 0C. The area is very humid during the south- west monsoon season. In the post
monsoon, in cold and summer season, air is generally dry. The summer season is the driest period of
the year with relative humidity between 30 and 35 % in the afternoons. The sky is heavily clouded
during the monsoon season. During rest of the year, the sky is mostly clear or lightly clouded.

The winds are generally light to moderate with some strengthening in the wind force during the latter
part of the summer season and in the monsoon season. In the post monsoon season, winds are light
and variable in direction, north easterly in the morning and easterly in the afternoon. In the cold
season, winds blow from directions between south- west and north-west in morning and between
north and east in the afternoons. In the hot season, winds are from directions south-west and north-
west. Some of the storms and depressions from the Arabian sea in the latter half of summer and post
monsoon season affect the area causing widespread rain. Thunderstorms occur in the latter half of
the hot season and in the post monsoon season.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 2
 Chapter 2
2.1. Status of Air Quality
In Nashik district MPCB is carrying out monitoring at 8 different locations viz. (Residential : Old BJ
Market, Girna Water Tank, RTO Colony, NMC Nashik and SRO Office), (Industrial : MIDC
Jalgaon and MIDC Satpur) and one at Nashik CAAQMS station. The annual averages of criteria
pollutants with respect to NAAQM Standards are presented in Figure 1 a to d.
Concentration in µg/m3

Figure 1a : Trend of Annual Concentrations of Criteria Pollutant in Nashik City

Figure 1b (Contd..) : Trend of Annual Concentrations at Different Monitoring Locations in Nashik City
(MPCB Sites)

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 3
 Concentration in µg/m3 SRO Office (Residential)
MIDC Satpur (Industrial)

Figure 1b (Contd..) : Trend of Annual Concentrations at Different Monitoring Locations in Nashik City
(MPCB Sites)
Concentration in µg/m3

PM NOx
Concentration in µg/m3

SOx

Figure 1c (Contd..) : Monthly Variation Trends for PM10, SOx, and NOx (2017)

Figure 1d (Contd..) : Percentage Occurrence of Composite AQI of AQQMS in

Nashik (2016-17)

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 4
In recent report was prepared by TERI -‘Air Quality Status of Maharashtra’ during 2016-2017 shows
that the PM concentration of Nashik City is around 115 to 150 µg/m3, which is higher than the
CPCB standards of 100 µg/m3, as the vehicular and industrial impacts are more. While the NOx
concentrations were below the annual standard, the concentration ranges for NOx is around 30 to 40
µg/m3. The overall low concentration of SO2 is observed at Nashik city, ranging from 15 to 20
µg/m3. The decadal annual averages from 2004 to 2017 of RSPM at residential sites shows that, the
concentration of 90 to 120 µg/m3 for RSPM, whereas for NOx it was 30 - 50 µg/m3 and for SO2 it
gives 20-30 µg/m3. Among them Old BJ Market, Girna Water Tank and SRO Office are represent as
higher concentrations. The industrial site MIDC Satpur and Jalgaon, the RSPM ranging from 98-150
µg/m3, similarly NOx moves around 30-50 µg/m3 and SOx gives 20-40 µg/m3. Average AQI
represents around 30% as moderate and 40% are satisfactory for the Nashik City. The overall
reduction of pollutant was observed after monsoon (July to September) and it was higher at winter.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 5
 Chapter 3
3.1. Emission Inventory
As the city is overwhelming expanding and population and vehicular growth is increasing day by
day. The identification of pollutant loads and to prepare the strategic action for plan for controlling
them is the need of the hour. Emissions inventory is the first exercise, under that identification and
quantification of various sources are necessary to link them with the existing air quality levels
measured at certain locations as well as predict air quality for whole region. Air pollution sources are
broadly categorized as area (domestic and fugitive combustion type emission sources viz. domestic,
bakeries, crematoria etc), industrial (point) sources and vehicular (line) sources. Emission inventory
of different sources of air pollution has been prepared for 2 km x 2 km sizes for whole of Nashik city
for accurately identify and quantify emissions from different sources. Emission inventory has been
prepared in terms of five major pollutants, viz. PM 10 , SO 2 , NOx, CO and HC. City emission loads
from various sources are presented in Table 1.

Table 1 : Nashik City wide Emission Load from All the Sources
Sector PM % NOx % SOx % HC % CO %
Bakeries 44.8 0.12 4.1 0.01 1.8 0.11 286.0 1.12 317.8 0.04
Hotels 27.9 0.08 11.6 0.03 26.8 1.64 1.1 0.00 49.2 0.01
Open Eatout 3.2 0.01 4.4 0.01 1.3 0.08 0.5 0.00 2.4 0.00
Crematorium 130.6 0.36 17.8 0.05 3.3 0.20 865.7 3.37 962.7 0.12
Slum -
Domestic 193.4 0.53 55.5 0.14 60.6 3.70 743.5 2.90 930.2 0.11
Non Slum-
Domestic 689.2 1.88 317.9 0.82 68.9 4.21 2320.7 9.05 2587.8 0.32
Open Burning 186.9 0.51 70.1 0.18 11.7 0.71 502.4 1.96 981.3 0.12
Building Const. 3330.9 9.07
Total Area (A) 4606.9 12.55 481.35 1.24 174.39 10.65 4719.78 18.40 5831.39 0.72

Red LSI 12397.1 33.77 9210.0 23.79 828.6 50.60 11966.2 46.65 722522.8 89.20
Red MSI 122.9 0.33 216.2 0.56 38.6 2.36 216.0 0.84 3045.3 0.38
Red SSI 212.0 0.58 156.2 0.40 65.5 4.00 1131.8 4.41 16722.6 2.06
Orange LSI 347.8 0.95 736.1 1.90 154.4 9.43 43.6 0.17 5302.7 0.65
Orange MSI 120.4 0.33 14.3 0.04 6.5 0.40 687.2 2.68 11590.9 1.43
Orange SSI 173.5 0.47 50.9 0.13 29.1 1.78 1091.2 4.25 16314.2 2.01
Green LSI 13.9 0.04 245.2 0.63 248.0 15.15 4.4 0.02 23.3 0.00
Green MSI 0.4 0.00 27.8 0.07 14.6 0.89 0.9 0.00 5.2 0.00
Green SSI 71.0 0.19 80.7 0.21 77.4 4.73 440.9 1.72 6534.6 0.81
Total Point (B) 13459.0 36.67 10737.5 27.73 1462.6 89.32 15582.2 60.75 782061.6 96.56

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 6
Table 1 (Contd..) : Nashik City wide Emission Load from All the Sources
Sector PM % NOx % SOx % HC % CO %
Car_Petrol 4.4 0.01 198.1 0.51 0.011 0.0007 264.1 1.03 1848.7 0.23
Car_Diesel 3.9 0.01 58.0 0.15 0.013 0.0008 20.7 0.08 15.5 0.00
Car_CNG 0.8 0.00 75.8 0.20 59.6 0.23 7.8 0.00
2 Wheelers 42.7 0.12 493.3 1.27 0.004 0.000268 1710.0 6.67 2367.6 0.29
3 wheelers 128.5 0.35 206.8 0.53 2242.5 8.74 751.1 0.09
HDDV 3528.8 9.61 26465.8 68.36 0.488 0.0298 1052.9 4.10 17074.7 2.11
Total Line (C ) 3709.0 10.10 27497.8 71.02 0.52 0.0315 5349.8 20.86 22065.5 2.72

Paved Rd. Dust 2805.8 7.6

Unpaved Rd. D. 12125.9 33.0
Total of Resuspension Dust 14931.7 kg/d (40.7 of Total PM)

Total (A+B+C)
Kg/day 36706.6 38716.7 1637.5 25651.8 809958.5
Total Tons/Yr. 13397.9 14131.6 597.7 9362.9 295634.9
* Values of Concentrations are in kg/d

Percent contribution of pollutant due to different source categories for PM and NOx and percent
distribution of all pollutant is presented in Figure 2.

PM

Figure 2 : Percent Contribution of PM from Different Sector in Nashik

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 7
 NOx

Figure 2b : Percent Contribution of NOx from Different Sector in Nashik

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 8
 Chapter 4
4.1. Action Plan for Control of Air Pollution
The action plan presented makes an attempt to delineate strategies on the basis of understanding of
the PM and NOx sources and their possible contribution to the ambient and kerb side air quality.
Each of the strategies will have to be looked at from the point of view of its impact level in terms of
reduction in PM and NOx emissions (low, medium, high); its feasibility from implementation and
administrative point of view (easy, moderately difficult and difficult); financial viability (low,
medium and high costs) besides issues relating to their long and short term impacts.

4.2 Area Source

Area sources are mainly domestic sources of fuel (coal, wood, kerosene, LPG) burning, trash/MSW
combustion, bakeries, hotels/restaurants etc. and resuspension of dust. Based on the survey and
assessment, following recommendations emerge to curb area source emissions:
• From the data provided by Mahangar gas, Nashik region had been supplied with around 62.5
TMT of packed LPG. Consumption of solid fuel is high in Nashik, which contribute to the
emission on a large extent. Fuel Gas Organizations and ULB should take initiative to sensitize
people from the slum and non-slum to make the shift from conventional domestic fuel (LPG,
Kerosene, wood). Provision of PNG should also be explored. HPCL is enhancing its storage
capacity of Existing LPG bottling Plant from 1390 MT to 2000 MT at Nashik LPG Plant,
Malegaon MIDC Industrial area Sinnar. The distance between project site and Nashik city is
25 KM which will be helpful for domestic fuel supply.
• The data for the usage of domestic fuel in slum and non-slum area is not readily available.
Inventorization of LPG quantity from supply agencies should be maintained.
• Nashik being a tourist attraction place, there is increase in number of hotels and dhabas along
the highways. On survey it was found that there were 392 registered hotels in Nashik region
with consumption of LPG of 2140 kg/day and coal around 1.4 Ton/day. These hotels and dhabas
should be regulated to use LPG for its cooking purposes. Traditional wood/coal based tandoors
of restaurants as fuel should be replaced by LPG/electrically operated tandoors.
• Similarly usage of LPG by small hotels/ restaurants and roadside tea /snack stalls should also be
encouraged. Subsequent concession should be provided. 620 eat out found in survey had fuel
consumption of 1698 Kg/day of LPG and 40 kg/day of coal, respectively.
 No license is issued to the hawkers on prominent roads. Instead the licenses are given to them
where there is low traffic. The strict vigilance from time to time is necessary to observer
whether rules are followed or not.
 Permission must be granted in the vacant places in residential areas, so that they do not cause
disturbance on the road.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 9
• With 53 bakeries in the region, the emissions from the stacks of bakeries should be regulated
and emission control devices such as bag filter, scrubbers etc should be installed. These bakeries
can be made to operate on electric or LPG.
• There are around 25 wood operated crematorium under NMC jurisdiction. For increasing
population, existing facilities of cremation and burial ground is not sufficient. All crematoria
should be installed with efficient pyres and chimneys for release of emissions. Bodies related
emissions from the pyre can be reduced by installing efficient PM control measures such as bag
filters or cyclones. Further, a study involving usage of LPG burners in closed furnace like
electrical crematoria may be explored as substitute to existing practices.
• Building construction / demolition codes need to be formulated with specific reference to PM
control. There were around 214 new building constructions and alteration activities being
carried out all over the region in 2017, which emitted PM load of 3.3 ton/day in the region.
• Operational measures to be made compulsory and building permissions should be revoked if the
norms are not met by the organization.
• There is Poor pedestrian infrastructure in Nashik. RUBs / ROBs / Footpaths, Pedestrian crossing
etc. are necessary for proper transport system. Provision should be made from Corporation with
appropriate fiscal measures.
• In all there are existing 144 gardens, having area 98.87 hectares. Out of which 22 are of bigger
size. This works out to be 0.58 sq.m. per person which is less. There are 32 playgrounds having
64.21 hectares area out of which 17 are of bigger size. This works out to be 0.38 sq.m. per
person which is less. Green Belt Development can be done along the banks of river with
provision of cycle track and recreational spots. For the population of 2026 year, total 49 sites for
park are necessary.
• Open Trash Burning is common in Nashik, especially in the season of winter. NMC should take
required regulatory measures to abolish the practice of open burning of waste within the city.
The Nashik Municipal Corporation is collecting about 501 MT of municipal solid waste per day. All
the waste from different areas are collected and transported to MSW facility at Pathardi which is 15
km from core area. The bio hazardous waste generated by hospitals in the city is treated at 1000°C in
an incinerating plant located near Kannamwar Bridge (near core area). With better collection and
transportation measures, the collection efficiency should increase. It is estimated that the projected
quantity of municipal solid waste will be 1200 TPD by the year 2031. The present emission load from
area source is around 4606.9 kg/day which contribute 12.5% of the total emission load for Nashik city.
With the implementation of the short and long term scenarios, the total reduction in particulate
matter from area sources would be more than 37%.

Some of the technologies developed by NEERI to curb air pollution load from area sources can
be implemented phase wise. (Annexure I to III)

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 10
Emission Reduction Action Plan for Area Source (Short term – 2019 to 2021; Long Term 2022 to 2027)
Area Short Term Long Term Action required
Sources
Domestic 50% of slums to 100% of slum to Proper dispensing and easy availability of cylinder to the consumer of slum population should
use LPG/ PNG use LPG/ PNG be made. Increase the infrastructure and availability of LPG/PNG to whole of Nashik region.
75% abolishment 100% abolishment Ensure proper ventilation reforms to be implemented in kitchens through periodic information
of solid fuel use of solid fuel use dissemination of indoor air quality via seminars street plays and workshops.
Hotel & 50% of 75% of coal/wood Around 1.5 tons of coal is being used daily by hotel and restaurants in Nashik. Hotels &
Restaurants coal/wood to be to be replaced by Restaurants should be regulated for their operation and maintenance of chimneys. Designated
replaced by LPG LPG areas should be designed for the coal and wood based operations within the premises. Options
of fuel shift should be implanted in phase wise. 75% replacement of coal/wood consumption
would bring down emission load of PM to7 kg/day and NOx to 2.9 kg/day.
Open Since these operations are illegal, they If we restrict the activities with proper rehabilitation or their conversion from traditional fuels
Eat outs are difficult to quantify. An effective to clean fuels, then per unit /day reduction of PM- 1.62, and NOx – 3.22 kg/day can be
redressal system towards their total achieved, considering emissions from 620 vendors and eat outs.
number and fuel consumption should
be made.
Clean fuels like LPG/NG or electricity can be attempted for bakery operations. Initial
incentives and rebate should be provided for the conversion from traditional fuel.
There are illegal and unaccounted small and mid-scale bakeries that have significant
25% LPG /NG 50% LPG /NG contribution to final emission load. They should be taken in confident by the regulatory bodies
Bakeries
25% Electric 75% Electric for their accountability, inventeriozation of their fuel consumption and conversion of their
existing facilities.
This will require change in current baking practices for which a separate study involving
techno-economic feasibility is recommended.
If consumption of wood in a bakery is considered to be 500 kg/day, then emission load of pollutants are PM - 8.65 kg/d, CO - 63.15 kg/d, NOx -0.65
kg/d, HC-57.25 kg/d and if we manage to replace the wood quantity by other fuel i.e only 100 kg/days of wood is being used, there will be 80%
reduction in load, with final emission per 100 kg will be PM -1.73 kg/d, CO -12.6 kg/day, NOx- 0.13 kg/d and HC - 11.4 kg/d. This conversion can be
towards natural gas, as emissions from them are relatively much less than solid fuels.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 11
(Contd..) : Emission Reduction Action Plan for Area Source (Short term – 2019 to 2021; Long Term 2022 to 2027)
Area Short Term Long Term Action required
Sources
There are sentiments involved in the activities that are carried out in crematorium. Still all
crematoria should be provided with efficient pyres and chimneys with bag filters for
release of emissions through stacks at appropriate height.
Crematoria 50% Electric 75% Electric Further, a study involving usage of NG burners in a closed furnace like electrical
crematoria may be explored as substitute to existing practices. This will require
participation of social organizations for increasing the awareness about need to change
from the traditional methods. Concept like Green Crematoria should be explored.
Similarly, for wood consumption of 300 kg/body cremation at crematoria is replaced by electric or gas cremation, an overall PM-5.19, CO-
37.89, NOx -0.39, HC -34.35 and CO2 – 510 kg/yr of emission load reduction can be achieved per unit cremation.
100% It has been observed that the unaccounted or mismanaged waste from SWM system, often
immediate and are reported into road side open burning cases. Nashik City region has a daily average SW
Feasibility study
stringent generation of 501 MT, out of which 52.88% is bio-degradable and remaining is non-
Open & for establishment
redressal of open biodegradable. The maximum solid waste generation is from Panchavati division. The
Landfill of Waste to
burning cases APMC accounts considerable amount of the total solid waste generated in the city.
Burning energy plant
100% control of Assessing the demography, an efficient and strategic SWM plan should be implanted for
facility
Landfill burning the region. Also at the landfill site, surveillance facility and response team should be
events brought in place
If we restrict the activities of open and landfill burning we can reduce pollutant load per Tonne by PM -8, CO- 42, HC -21.5 kg/t

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 12
 (Contd..) : Emission Reduction Action Plan for Area Source (Short term – 2019 to 2021; Long Term 2022 to 2027)
Area Short Term Long Term Action required
Sources
Bldg. & 50% control on 75% control on Building construction/demolition codes need to be used with specific reference to PM
Road dust emission dust emission control. UTTIPEC design manual has been recently created by Delhi Development
Construction authority for uniform roadside, drains, footpath and related design. The same should be
adopted for all future design for roads and pathways. Road construction/repair uses wood
for melting tar, this technology needs to be abolished as over a large period of time,
emissions are high.
Paved & Paving : 75% Paving : 100% 85% of roads were considered to be paved. Pavement of road should be made wall to
Unpaved control on dust control on dust wall, especially the shoulders. The silt on partially paved shoulders of road are re-
Road Dust Unpaving: 15% Unpaved : 100% entrained, or resuspended, into air through vehicle-induced turbulence and shearing stress
of remaining of remaining road of the tires. A Road dust suspension is an increasing concern in terms of being a source of
road if any if any atmospheric PM. Better sweeping management system should be implemented. NMC
should implement usage of mechanical sweepers for resuspension control activities such
as frequent sweeping, sprinkling of roads and collection of dust. A strategic plan should
be devised so as to cover larger area of region. This will help in effective management of
manual sweeping labors in other activities and to cover areas which are inaccessible with
vehicles.
Feasibility study for road construction material that can be used in the region so as to
control resuspension should be initiated. Local resources should be considered as
priority.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 13
4.3. Line Source

Presently, most public transport in Nashik comprises bus services operated by the Maharashtra State
Road Transportation Corporation (MSRTC). The remaining trips are made via privately owned and
operated shared autorickshaws. The public transport in the city is of substandard quality. Buses are
overcrowded during peak hours and their speed is dropping by the day due to traffic congestion. As a
result, the number of personal motor vehicles is growing at 7 per cent per annum. If this growth
continues, The Institute for Transportation and Development Policy (ITDP) estimates that the
number of trips made by personal motorized modes will double over the next 10 years.
Accommodating this increase in personal motor vehicle use will be difficult. Even if all of Nashik’s
main roads are transformed to include elevated corridors on top, there won’t be enough capacity to
meet 2023 demand. Recently, Nashik Municipal Corporation has taken over the City Bus Service to
control the increasing traffic problems.

Reduction strategies addressing both technical and non-technical issues presented here take into
consideration the current ambient air quality standards; exhaust emission standards, emission
inventory, vehicular population composition, infrastructure availability and the techno-economic
feasibility in Nashik Region.

The discussion has been presented in following order:

• Improvement in fuel quality and alternate fuels
• Improvement in vehicle related components/technologies (After-exhaust treatment techniques
and retrofitment)
• Synchronization of traffic signals
• Inspection & Maintenance programme
• Transport planning and traffic management
• Other options including phasing out old vehicles, revision of emission standards
• Encourage public transport, encourage non motorized transport and
• Reduce dust resuspension

Many potential emission reduction options have been considered based on viability in the city and
the major issues are pertaining to the overall vehicular sector emission reduction have been
discussed in below.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 14
Looking into scenario the Regional Transport officer in collaboration with ULB and private
and PPP entity should be directed to give information about the time bound strategy to control
the vehicular pollution and traffic management for:
• Banning out-dated vehicles of age more than 15 years.
• P.U.C. check of auto-rickshaws to be done periodically and ensure that adulterated fuel is not
being used. Remote Sensing technology can be utilized for PUC monitoring.
• The district has 319 petrol pumps, including 74 in the city. Oil companies such as
HPCL, BPCL and IOC supply fuel, both petrol and diesel, through 200 tankers daily to pumps
across the district. A single tanker includes fuel worth Rs 8 lakh on an average. Accordingly, the
total fuel supply in the district is estimated at Rs 16 crore per day. Better quality fuel by adopting
stricter fuel supply & dispensing system along with Chemical marker system to keep check on
adulterations in fuel.
• Concession/ rebates by NMC for erection of CNG fuel. Conversion of existing public transport
buses/tempos/mini buses to CNG fuel operation.
• The electrical countdown mechanism has to be implemented at major traffic intersections, which
will help in switching on and off vehicles. Proper routing of the vehicles to avoid congestion.
• Adoption of standard emission regulation BS-V and BS-VI in line with EURO-V & EURO-VI
for all categories. The benefit of BS-V and BS-VI in PM are 1% and 2.5% of total PM
respectively. Similarly the NOx benefits with BSV and BSVI are 7.5 & 14.6%, respectively.
• Need to frame legislation for the Retro-fitment of new engine/Emission Control Devices (Diesel
Particulate Filter (DPF) /Diesel Oxidation Catalyst (DOC) particularly to heavy duty vehicles
that could help in major reduction of PM. Cost sharing and subsidy by the agencies will help in
immediate provision.
• Hybrid buses can be introduced in fleet of Public buses. Biodiesel (B5/B10:5–10% blends)
should be considered as a fuel option for public transport. Promotion of electric public transport.
Battery Operated transport vehicles providing point to point service can also be initiated.
• I&M (Inspection and Maintenance) of old vehicles: Promotion of proper maintenance of
vehicles. Use of 2T oil in excess is to be avoided. All private vehicles should be subjected to
proper assessment and fitness tests through I&M centres. All autos and buses shall also be
subjected to I&M tests Implementation of penalties should be laid on vehicles if found exceeding
the emission limits. Set up a mechanism of Inspection and Maintenance programme for all
vehicles in the district through RTO with automated system assessment. The I &M center should
also test all vehicles for their in-built emission tests.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 15
• In 2013, the total numbers of buses were 241 which used to ply on 508 different routes, covering
route of 7728.4 Kms. The number of passengers handled by the bus system at that time was near-
about 145000 per day out of which 45000 are students. But these bus numbers are brought down
to 110 in 2018. Apart from state transport, there is huge dependence on 3 wheelers and private
vehicle aggregators for intermediate point transport within the city.
• Management of Intermediate Public Transport - IPT (auto rickshaws / shared auto rickshaws /
taxis) can be done considering the travel demand management. Widening of roads approaching
towards mass transit stations.
• Prepare a traffic dispersal model for efficient mobility and Mass Rapid Transit connectivity.
Facilitate safe and convenient movement for pedestrian (Subways/ FOBs/ Footpaths including
Skywalks).
• As per the provisions of 73 (3), Central Govt. can restrict and limit number of contract carriers in
the cities / towns were heavy population is not less than 5 lakhs. Accordingly, Maharashtra Govt.
has issued notification restricting number of contract carriers in the city of Mumbai, Thane,
Pune, Nagpur, Solapur, Nashik, Aurangabad etc., the provision of Act & Rules need to be
reviewed and amended suitably in the light of increasing population & urbanization of these
cities. Traffic of heavy goods vehicles may be routed outside city area by creating by-passes &
ring roads before entry and exit of the city.
• NMC, RTO, MSRDC & MIDC should collaborate to formulate time bound design and
construction of under passes, flyovers and widening of roads to control the traffic jams and
congestion along Highway and pre-determined junctions passing through core of the city. All
buses (STC/PVT/PPP/School/Airport) in the city should be regulated to run only on clean fuels
(LPG or CNG) or clean diesel of 10 ppm sulphur with particulate trap for exhaust.
• Promotion of non-motorized transport (NMT). Bicycle sharing schemes should be introduced in
the city. Provision of cycle parking facilities at mass transit (BRT/Metro) stations should be
made. Provision of City E rickshaw can be initiated. Allocation of designated space for idling/
parking of cycle rickshaws will curb traffic congestion.
• Promotion of use of pool car system, sharing of vehicles, utilization of public transport and use
of bicycles for short distances.
• Sweeping of the roads should be done regularly. Vacuum suction pumps for sucking of road dust
can be utilized.
• Finally, awareness programme should be undertaken with no vehicle day and assessment for air
pollution to share the benefits among the general population. Mass awareness should be done at

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 16
 local level by the way of advertisements on local TV channels, theatres and at public stations like
bus stops, libraries etc.

Parking : Free on-street parking is the norm in Nashik. Double parking is common, especially in
busy commercial areas such. Parked vehicles often occupy one or more lanes of the carriageway.
This reduction in effective width often results in congestion and traffic jams. Congestion from
poorly managed parked vehicles not only reduces carriageway widths, but it also hampers the
mobility of all vehicles (especially public transport), increasing travel times and emissions secondary
to vehicle idling. It has been observed that the traffic police do not have sufficient vehicles or
personnel to enforce parking restrictions. Provision of public parking is required at the places like
C.B.S., [Link], Main Road, Canada Corner, College Road, Gangapur Road, Bytco point, Dwarka
junction etc.

On street parking Measures :

• The safety and efficiency of the road shall be maintained through effective on street parking
restrictions and management options. On street parking spaces shall be designed as per
IRC:SP:12:2015.
• Carrying capacity of the road shall be taken into consideration while allotting on street parking
spaces. Options such as restricting parking at all times on all mobility corridors shall be
explored.
• Areas up to 50 m from intersections on all arms and other critical locations shall be kept free
from parking and other encroachments.
• Parking shall be prohibited up to 3 metres on both sides of pedestrian crossings with appropriate
road markings showing boundary of parking lots and 'No parking zone'.
• Opinion of traffic police and local stakeholders shall be necessary while designating parking
spaces. Parking and halting (including auto rickshaws) shall be prohibited up to 20 metres prior
to the bus stop and 15 metres after the bus stop.
• Lots for bicycle parking shall be provided in the on street parking lots at suitable locations as
recommended in Bicycle plan for Nashik.
• Any type of commercial activity (goods vehicles) or vehicles indulging in commercial activity
shall not be permitted in designated parking lots.
• Parallel parking configuration shall be adopted for all three-wheeled and four-wheeler vehicles
including motor cars, light commercial vehicles (LCV), buses and trucks.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 17
• Perpendicular parking configuration shall be adopted for motorized two wheelers as well as
bicycles. Only single lane parking shall be allowed for any on street parking lots

Off street parking structures

• Private sector’s investment shall be encouraged for creating multi story parking structures.
• Cost of land, construction of built space, operation and maintenance shall be recovered from the
users using such facility.
• The capacity of off street parking block shall be dependent on the carrying capacity of the
adjoining street and not on FSI permissibility or availability of built up space.
• Design of multi storey parking spaces and standards. Off street parking spaces shall be designed
to comply with design standards, including dimensional and circulation requirements.
IRC:SP:12:2015, NBCC,BSI standards shall be adopted.
• Multi Storey parking structure shall have proper access road and separate entry and exit ramps
for vehicle movement to all floors.

Some of the technologies developed by NEERI to curb air pollution load from line source and
resuspension can be implemented phase wise. (Annexure IV and V)

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 18
Emission Reduction Action Plan for Line Source (Short & Mid term – 2019 to 2021; Long Term 2022 to 2027)
Line Short Term Mid Term Long Term Action required
Sources
Reduction Emission per Unit of Fuel
Fuel Strict Strict Strict There is significant contribution from adulterated fuel as compared to clean fuel.
Adulteration Banning of Banning of Banning of There seem to be a loop hole in distribution system of pure fuel to the end customers.
Fuel Fuel Fuel Ministry of petroleum has constituted anti adulteration cell for preventing the
Adulteration- Adulteration- Adulteration- malpractices of fuel adulteration. A local level body should be developed for the
50% 80% 100% periodic vigilance and fair distribution in the region.
At petrol pumps, facility should be provided for identification of fuel adulteration by
way of marker. Oil companies should use colour codes on the tanker transporting the
fuel, regular testing of the fuel before it is filled in the bunks and after. Promotion of
better lubricants.
Oil companies should also put their own manpower and machineries in checking
effectively their products being sold from their outlets. (e.g. BPCL’s Pure for Sure;
HPCL’s Club HP and IOC’s Q & Q etc., which are being carried out in, limited way.
Economic measures such as removing the disparity in petrol, diesel and kerosene
prices will be required to remove incentives for such large scale malpractices
Fines and cancellation of license are some of the stringent tools.
CNG/ LPG Privately Privately Privately In 2013, the total numbers of buses were 241 which used ply on 508 different routes,
operated operated operated covering route of 7728.4 Kms. But these bus numbers are brought down to 110 in
Vehicles viz. Vehicles viz. Vehicles viz. 2018. Apart from state transport, there is huge dependence on 3 wheelers and private
OLA, Uber OLA, Uber OLA, Uber vehicle aggregators for intermediate point transport within the city. Buses run either
and other and other and other on Diesel or CNG. All can be converted to CNG phase wise.
contract contract contract Private aggregator vehicles from institution, schools and services should be regulated
buses, public buses, public buses, public to convert to CNG/LPG. Incentives for fast paced successful implementation.
transport transport transport Incentive for new owners to buy CNG/LPG vehicles.
should be should be should be Developed infrastructure for easy availability of fuel station for CNG/LPG refueling
converted - converted - converted - and availability of subsidiary kits for such conversion to the older vehicles.
30% 50% 75%

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 19
(Contd.. ) : Emission Reduction Action Plan for Line Source (Short & Mid term – 2019 to 2021; Long Term 2022 to 2027)
Line Short Term Mid Term Long Term Action required
Sources
Reduction Emission per Unit of Fuel
New Vehicle Currently Implement Implement Sulphur specification for petrol and diesel will be reduced 50 times from a level of
Standards BS-IV BS- VI from BS- VI from 50 ppm for BS-IV fuel to 10 ppm in BS-VI. Cities in the national capital region like
standards are 2020 2025 Noida, Ghaziabad, Gurugram and Faridabad as well as 13 major cities, including
Sulphur in operation -50% (adopt -75% (adopt Mumbai, Chennai, Bengaluru, Hyderabad and Pune, will switch over to Euro-VI
Reduction progressive progressive grade fuel from January 1 next year. Rest of the country will follow suit from April
increment) increment) 2020. The cleaner fuel should cost around 50 paise a litre more. There presently
exists no better fuel than this anywhere in the world. Oil refineries will need to invest
Rs.30,000 crore in upgrading petrol and diesel quality to meet cleaner fuel
specifications by 2020. A strategic plan should be devised for its successful
implantation across all levels. Vehicle manufacture should be taken in confidence for
the respective modification of engines.
Reduction Emission per Unit of Vehicle/Congestion
Banning of 50% banning 70% banning 100% Encouragement by provision of incentives in form of scrap value, tax rebate, and
15 year Old banning transferrable discount rewards for new vehicles and registrations. All the existing
Commercial and newly vehicles should go through inspection and certification every two years.
Vehicle Corporation and metropolitan authority should demark designated places and system
facility for scrapping vehicles, as such there is no provision in the city.
According to reports, the government has set up a central depository called
'VAHAN' to store data relating to all vehicles.
A city level depository of all the vehicles should be made by the administrative
bodies in collaboration with traffic and RTO bodies, which can be linked to the
central depository with appropriate information technology structure. This can help
the city administration for the monitoring and management for future perusal.
Synchronizati Major & Major & Major & There are significant emissions at signals and congestion zones, especially because
on of traffic minor roads, minor roads, minor roads, of hot and cold start due to unsynchronized and delayed traffic signals.
signals excluding excluding excluding Pre-feasibility study should be undertaken for some hotspots. Detail study should be
Sensor Based feeder roads feeder roads feeder roads worked out on signaling network with sensor based monitoring and apply fuzzy
-Real time (or about (or about (or about logic, mathematical model gives the real time picture.
tracking 35% of the 65% of the 80% of the
all arterial all arterial all arterial
roads) roads) roads)

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 20
(Contd.. ) : Emission Reduction Action Plan for Line Source (Short & Mid term – 2019 to 2021; Long Term 2022 to 2027)
Line Short Term Mid Term Long Term Action required
Sources
Reducing Fuel Consumption Per Unit Distance
Share of Two wheeler: Two wheeler: Two wheeler: The government is focusing on creating charging infrastructure and policy
Electric 15%, 30%, 60%, framework so that by 2030, more than 30 percent of vehicles are electric vehicles.
vehicles in 3 wheeler: 3 wheeler: 3 wheeler: The flagship program to boost electric technologies in India is the Faster Adoption
Total City 15% 30% 60% and Manufacturing of Hybrid & Electric Vehicles (FAME) scheme from the Central
Fleet Public Public Public Government, launched in April 2015.
transport transport transport The FAME scheme offers a subsidy on the retail price of passenger cars. These
buses -20% buses -40% buses -80% subsidies range as follows: for electric vehicles, from INR 60,000 to INR 1,34,000.
Subsidies are also available for two-wheelers, three-wheelers, light-commercial
vehicles, buses, and for retrofit kits. (presently only two wheeler models appear to be
taking advantage of the scheme)
The Central Government of India and some state governments, provide tax
incentives that treat hybrid and electric vehicles preferentially over conventional
technologies. The administration should devise some incentives and rebate at local
level. For example, the Central Government of India levies an excise duty of up to
30% on conventional car technologies while electric vehicles are subjected to flat
duties of 6%.
In the national FY 2016-17 budgets, the Central Government of India also subjected
conventional motor vehicles to an infrastructure cess ranging from 1% to 4% of the
vehicle price and exempted electric vehicles from this cess.
The Ministry of Heavy Industries recently gave its approval to the introduction of
EV-based public transportation systems in 11 cities across the country. Nashik city
can be assessed at regional levels at their own capacity.
The life-cycle emissions intensity of electric vehicles in India is poised for
substantial reductions in alignment with India’s post 2020 climate action plans.
Improvement of efficiencies in the power generation sector and its distribution
should also be recognized as a priority.
There are 24 two-wheeler models, all battery-operated electric, registered to receive
demand incentives under the FAME scheme.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 21
(Contd.. ) : Emission Reduction Action Plan for Line Source (Short & Mid term – 2019 to 2021; Long Term 2022 to 2027)
Line Short Term Mid Term Long Term Action required
Sources
Reducing Fuel Consumption Per Unit Distance
Share of (Gasoline (Gasoline Gasoline Hybrids with efficient internal-combustion engines and other non-polluting power
Hybrid powered powered powered trains will contribute to a cleaner environment. The flagship program to boost hybrid
vehicles in four-wheelers four-wheelers four-wheelers technologies in India is the Faster Adoption and Manufacturing of (Hybrid &)
Total City only) – 10% only) – 20% only) – 30% Electric Vehicles (FAME) scheme from the Central Government, launched in April
Fleet 2015.
The FAME scheme offers a subsidy on the retail price of passenger cars. These
subsidies range as follows: for mild hybrids, from INR 11,000 (USD 165) to INR
24,000 (USD 360); for strong hybrids, from INR 59,000 (USD 885) to INR 71,000
(USD 1,065); Subsidies are also available for two-wheelers, three-wheelers, light-
commercial vehicles, buses, and for retrofit kits.
The Central Government of India and some state governments, provide tax
incentives that treat hybrid and electric vehicles preferentially over conventional
technologies. The administration should devise some incentives and rebate at local
level. For example, the Central Government of India levies an excise duty of up to
30% on conventional car technologies while hybrid vehicles are subjected to flat
duties of 12.5%.
In the national FY 2016-17 budgets, the Central Government of India also subjected
conventional motor vehicles to an infrastructure cess ranging from 1% to 4% of the
vehicle price and exempted hybrid vehicles from this cess.
Hybrid buses hold potential to gain significantly under FAME, as the allocations
available cover a significant portion of the technology costs.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 22
Here are some of the subsidiary benefits from government and emission reduction study conducted at Delhi
explained with examples for various hybrid/electric models available in the market.
Passenger Cars Currently Eligible for Demand Incentives Under FAME Scheme
Vehicle Technology Segment25 Curb Length Displacement Price Gasoline Life-Cycle
Weight (mm) (cc) Range Equivalent CO2 e
(kg) (INR Fuel Emissions
Lakhs)26 Consumption (Tonnes
(liter/100Km) /5 Yrs.)
Maruti Ciaz Mild Midsize 1,115 4,490 1,248 8 to 3.98 6.73
SHVS Hybrid 10.5
(Diesel)
Maruti Mild Utility 1,235 4,265 1,248 7.5 to 4.55 7.71
Ertiga SHVS Hybrid Vehicle 9.5
(Diesel) (UV1)
Toyota Strong Premium 1,635 4,850 2,494 28 to 32 5.22 8.12
Camry Hybrid
Hybrid (Gasoline)
Mahindra Battery Mini 830 3,280 NA 4.5 to 0.86 5.06
E2O Operated 7.5
Electric
Mahindra Battery Midsize 1,140 4,277 NA 9.5 to 1.47 9.94
eVerito Operated 10
Electric
Fuel Consumption Savings of Models Under FAME Scheme Compared with Base Models
Technology Hybrid/ Electric Model Non-Hybrid /Non Electric Gasoline Equivalent Fuel
(BEER Fuel Efficiency Base Model (BEE Fuel Consumption Reduction
Star Rating Efficiency Star Rating) over Base Model
Diesel –Based Mild Maruti Ciaz, VDI SHVS Maruti Ciaz, VDI (5 Star) 7%
Hybrid (5 Star)
Diesel –Based Mild Maruti Ertiga, VDI Maruti Ertiga, VDI (4 Star) 15%
Hybrid SHVS (5 Star)
Gasoline Based Strong Toyota Camry, Hybrid Toyota Camry, At 2.5 L (2 – 32%
Hybrid (5 Star) Star)
Battery Operated Mahindra E-Vertio D2 Mahindra Verito D2 (4 Star) 68%
Electric (5 Star)
Battery Operated Mahindra E2Om -- --
Electric (5 Star)

Fuel Consumption Limits for Two-Wheelers Under FAME Scheme Compared with
Non-Electric Benchmark
Maximum Maximum Gasoline Equivalent Life Cycle CO2
Speed Power Output Fuel Consumption Emission
(kmph) (w) (t/100 Km) (tons/5 Yrs.)
Low speed Electric 25 250 < 0.51 < 3.04
Scooters
High Speed Electric 45-55 1,500 – 1,800 < 0.82 < 4.86
Scooters
Honda Activa 3G 82 5.966 1.5 2.33
Source: International Council on Clean Transportation

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 23
(Contd.. ) : Emission Reduction Action Plan for Line Source (Short & Mid-term – 2019 to 2021; Long Term 2022 to 2027)
Line Short Term Mid Term Long Term Action required
Sources
Reducing Fuel Consumption Per Unit Distance
Inspection New I&M New I&M Full The Vahan-nagari area should be developed for I&M which is equipped with state-of-
and regulations regulations compliance - the-art testing set-up for all the types of emission as well as fitness testing.
Maintenance (30% (50% 100% The test design should have the basis of engine and overall vehicles fitness
population of population of (roadworthiness).
vehicles of a vehicles of a Set up a mechanism of Inspection and Maintenance programme for all vehicles in the
RTO region) RTO region) district through RTO with automated system assessment. Implementation of penalties
should be laid on vehicles if found exceeding the emission limits. The I &M center
should also test all vehicles for their in-built emission tests. All private vehicles should
be subjected to proper assessment and fitness tests through I&M centers. All autos and
buses shall also be subjected to I&M tests.
On-road emission tests for vehicles plying on Indian roads will be mandatory once the
Bharat Stage VI norm kicks in from 2020, for which testing agency Automotive
Research Association of India (ARAI) is developing a unified test cycle.
The European Commission will begin conducting these tests on new models from
September 2017 and on new vehicles by 2019. India, however, will begin collecting data
through these tests from 2020 and set permissible limits for emissions by 2024.
Ban of odd It is feasible Identified Identified A trial run should be arranged to study the impact.
/even vehicles to take trail interlinking interlinking Alternate arrangements should be made to bolster public transport.
for roads and roads and All private vehicles even having registration numbers issued by neighboring states will
commercial / traffic traffic have to follow the odd-even number formula.
office areas – hotspots and hotspots and
20% implement for implement for
trail road - trail road -
20% 50%

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 24
Environment Pollution (Prevention and Control) Authority (EPCA) for Delhi NCR for submitted a
“Report of assessment of Pollution Under Control (PUC) Programme in Delhi and NCR:
Recommendations for improvement to ensure pollution from in-use vehicles is under control” to
Supreme court. Some of the measures can be followed as recommendation for existing PUCs of the
city:

EPCA states that without a robust system of emissions monitoring and compliance, the investments
in emission monitoring of on-road vehicles as well as advanced emissions control systems in new
vehicles to meet tighter emissions standards, can go waste and negate air pollution control efforts in
our cities. Management of emissions from on-road vehicles will require an integrated approach to
ensure all generations of vehicles -old and new remain low emitting for as long as the vehicles are on
the road.

This will require strengthening of the PUC systems for all on-road vehicles - Bharat stage (BS) I to
IV generations of vehicles combining both physical tests as well as On-board Diagnostic (OBD)
tests. This will also require appropriate emissions monitoring system for the new generation of BSVI
vehicles to come within three years. PUC will not be the relevant programme for that genre of
vehicles. The BSVI standards and regulations have already provided for real driving emissions
testing when vehicles move on the road. But the roadmap for its implementation needs to be charted
quickly to allow Delhi and NCR to be prepared in time.

Simultaneously, the newly amended Motor Vehicle Act and Rules has given the opportunity to
implement emissions recall programme so that the vehicle manufacturers can be held responsible for
any manufacturing defect that increase on-road emissions. Both EPCA and Auto Fuel Policy
committee had recommended emissions recall programme in 2003. Thus, addressing all the three
element of the programme, PUC both physical testing and OBD testing; real driving emissions
testing for in-use compliance; and manufacturer responsibility for manufacturing defects, are the
critical steps to get a robust system to keep vehicles low emitting on roads. This is needed for both
consumers as well as manufacturers’ responsibility. In view of this the following recommendations
are made:
1. Limit the numbers of PUC centres, upgrade them and bring them under strong supervision and
quality control:
The current practice of allowing mushrooming of small time and numerous PUC centres in
refuelling stations across the NCR must be stopped. It is more important to limit their numbers,
upgrade their capacity to carry out proper credible and authentic testing and bring them within a
strong accountability framework

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 25
2. For improving compliance with the PUC programme, MoRTH and state transport departments
should do the following:
2.1 Ensure 100 per cent compliance by linking annual vehicle insurance with PUC certificates.
Annual vehicle insurance cannot be obtained without all the requisite PUC certificates.
Currently, PUC certificates need to be obtained every quarter in Delhi and every six
months in the NCR. This periodicity of PUC certification can be made uniform across
Delhi and NCR later only after PUC norms and oversight systems have been adequately
upgraded and made stringent. Issue of authentic certificates must be ensured based on
authentic and credible tests.

2.2 Introduce automatic online network for transmission of PUC data to the central server to
minimize manual interference and allow proper analysis of data for remote auditing of PUC
centres. Adopt uniform and standardized data recording and reporting format and uniform
software across Delhi NCR. Mandate periodic analysis of data to refine enforcement and
for monitoring and submission of compliance report every six months. Software used in
different make of testing equipment across NCR needs to be standardized to prevent fake
values. MoRTH needs to develop the standardized protocol for uniform application across
Delhi-NCR.
2.3 Mandate pre-payment of PUC fees before the tests are conducted. No test should be
conducted without taking the fee in advance. The software should be modified accordingly.
2.4 Strengthen inspection of the PUC centres for quality control and strengthen the licensing
programme to ensure proper calibration, authentic tests; annual maintenance contact for the
maintenance of all testing equipment and accessories; training of operators, calibration of
equipment etc are carried out. Make quality audit of centres and calibration quarterly.
Introduce annual third party inspection of PUC centres immediately. State Pollution
Control Boards with guidance from Central Pollution Control Board should coordinate this.
2.5 Phase in big centralized emissions testing centres capable of conducting automatic and
upgraded tests for commercial vehicles on a priority basis. Delhi already has Burari vehicle
inspection and fitness centre in Delhi for commercial vehicles. The commercial vehicles
visit it for annual vehicle fitness and roadworthiness tests. This needs to be upgraded for
high level of automatic emissions testing so that operators and vehicle drivers do not come
in contact to influence the test results and credible and upgraded tests are conducted.
MoRTH is also setting up centralized inspection centres in NCR as in Rohtak. These
should be aligned to firm up the roadmap. Add more such centres as needed.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 26
 2.6 Introduce well equipped mobile test centres and a programme to check visibly polluting
vehicles:
o In addition to stationery testing centres, mobile units are also needed for surprise
checks as well as to catch the visibly polluting vehicles on road. There should be
appropriate penalty for visibly polluting vehicles.
o Enforce stringent penalty for PUC centres for non-compliance and malpractices.
3. For improving the effectiveness of the PUC tests and inspection, MoRTH should do the
following:
3.1 Tighten the PUC emissions norms for pre-Bharat Stage IV vehicles: Analysis of large data
set on actual emissions concentration tested in large number of PUC centres in Delhi and
UP has also brought out that the actual observed emissions values of pre-Bharat Stage IV
vehicles are significantly lower than their prescribed norms. In most cases 80 per cent
lower than the limits. These norms cannot identify at least 15 to 20 per cent grossly
polluting vehicles in the on-road fleet. Nearly all vehicles pass the tests. Due to poor
recording of failed tests and due to very lax norms the overall failure rate in Delhi is 4.69
per cent. For the diesel vehicles tested, the failure rate stands at 1.68 per cent, compared to
5.18 per cent for petrol vehicles and 4.65 per cent for all other fuel categories requires
urgent attention and action. In UP NCR cities, the overall failure rate is abysmally low, at
0.49 per cent – 0.39 per cent in two-wheelers and 0.59 per cent in four wheelers. The
MoRTH needs to tighten the PUC standards for the pre-Bharat Stage IV emissions
standards. This will also help to weed out very old non-compliant vehicles and speed up
fleet renewal based on improved standards.

3.2 Overhaul emissions tests and tighten norms for diesel vehicles: The review of available
data shows that the smoke density tests – the only test that is carried out in diesel vehicles
is very lax for the pre Bharat Stage IV diesel vehicles. More than 80 per cent of vehicles
tested show smoke density levels that are below the norm prescribed for the Bharat Stage
IV vehicles. Therefore, the current norms for Bharat Stage IV norms should be made
uniform for the pre-Bharat Stage IV vehicles as well. This can be further weed out the very
old and polluting vehicles and speed up fleet renewal.

Moreover, as explained earlier globally smoke tests are being upgraded with more
advanced test procedures to make these tests more rigorous and effective. MoRTH may
review those advanced testing procedures and provide a roadmap for the introduction of
these tests in the large centralized testing centres for commercial vehicles quickly.

3.3 Make lambda test for petrol cars mandatory across NCR: Lambda testing for petrol cars
equipped with three way catalytic converters – introduced in BSII-III level is already
mandatory in Delhi as per the MORTH 2004 notification, but not in NCR. Lambda value

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 27
 represents the air to fuel ratio. It is important to maintain the optimum ratio for proper
functioning of the catalytic converters that play a crucial role in cleaning up the exhaust
gases from petrol cars. It is not possible to directly test the efficacy of the catalytic
converters. That is why it is important to ensure that the operative systems in the vehicles
needed for its optimum performance are maintained. Lambda is an indicator of that. Such
tests will require upgradation of the test equipment from two gas analysers to four gas
analyzers capable of doing lambda testing. Petrol cars are already tested for carbon
monoxide, hydrocarbon based on two speeds. If done along with lambda measurement, the
test procedures for petrol cars can become more robust and effective. As the MoRTH has
already provided for lambda tests in its 2004 notification, the concerned state governments
need to issue orders for implementation in the NCR.

3.4 Integrate OBD with inspection and maintenance programme: The MoRTH needs to
develop the protocol for implementation of OBD for vehicle inspection programme that
will be implemented by the state governments. This will complement the physical
testing.10 It is also important to detail out how this will be operationalized at the ground
level and how the transport department will implement this programme.

3.5 Detail out the strategy for advanced real driving emissions monitoring of new generation
vehicles to come with BSVI emissions standards in 2020: Any roadmap for improving
vehicle inspection programme at this juncture will have to keep in view the dramatic
transition in emissions control technologies within a short span of three years when BSVI
emissions standards will be enforced. The current PUC is not designed to address those
vehicle technologies. The notification of MoRTH on BSVI standards has already provided
for the introduction of Real Driving Emissions Test Procedures and Standards based on
portable emissions monitoring system to monitor emissions as vehicles move on the road.
This is needed to ensure that all the advanced emissions control devices that to be fitted in
the new vehicles will continue to perform effectively in real world conditions.
This has become necessary in view of the rapid deterioration in emissions noted in new Euro VI
vehicles in Europe and the US and also to prevent use of defeat devices to cheat emissions standards.
The data available from Europe shows that the actual NOx emissions from Euro VI diesel cars can
be as bad or worse than a Euro I diesel car as on-road emissions can be as higher as upto 16 times
higher than their certification level EPCA strongly believes that as India is now making this crucial
transition to a very advanced genre of vehicles proactive and preventive policies and systems should
be put in place to these advanced systems continue to perform efficiently on road and for emissions
to all generation of vehicles remain low emitting during their useful lifetime. MoRTH along with the
state governments of the NCR-Delhi need to put in place the systems for introduction of Real
Driving Emissions testing for BSVI vehicles.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 28
(Contd.. ) : Emission Reduction Action Plan for Line Source (Short & Midterm – 2019 to 2021; Long Term 2022 to 2027)
Line Short Term Mid Term Long Term Action required
Sources
Reducing Fuel Consumption Per Unit Distance
Retrofitment Retrofitting Retrofitting Retrofitting A pilot study is required to test the need and efficacy of emission control device and
of Diesel devices- 50% devices- 75% devices- retrofitting it in the older vehicles
Oxidation conversion for conversion for 1000% As retrofitment of emission control devices also needs a certain levels of fitness of the
Catalyst HDDV in city HDDV in city (Excluding vehicle, it would be desirable to follow the norm after developing the same through the
(DOC) registered registered the heavy inspection and certification procedures. It will be helpful to Maharashtra State Transport
and Diesel vehicles vehicles duty city Corporation, Old contract buses and carriers.
Particulate outside Impose restriction of truck movement in the city for plying without retrofitment to
Filter HDDV vehicles (base on age and engine type).
vehicles)
in HDDV Tighter diesel fuel standards particularly for Sulphur to bring down its level up to
50 ppm. Differential taxation to those with and without after treatment devices.
On August 16, 2017, the government of India, in consultation with the Bureau of Energy
Efficiency (BEE), published final fuel efficiency standards for commercial heavy-duty
vehicles (HDVs).
The regulations are aimed at reducing fuel consumption and greenhouse gas (GHG)
emissions from diesel-powered trucks and buses with a gross vehicle weight (GVW) of
12 tonnes or greater.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 29
On August 16, 2017, the government of India, in consultation with the Bureau of Energy Efficiency
(BEE), published final fuel efficiency standards for commercial heavy-duty vehicles (HDVs). The
regulations are aimed at reducing fuel consumption and greenhouse gas (GHG) emissions from
diesel-powered trucks and buses with a gross vehicle weight (GVW) of 12 tonnes or greater. The
new standards include two phases of regulatory compliance. Phase 1 goes into effect April 1, 2018,
while Phase 2 is effective beginning April 1, 2021. The regulatory classes affected by this rule are as
follows (Vahan Sewa, 2017) :
• Category M3: motor vehicles for the carriage of passengers, comprising nine or more seats in
addition to the driver’s seat with GVW exceeding 5 tonnes
• Category N3: motor vehicles for the carriage of goods with GVW exceeding 12 tonnes

Although, the M3 regulatory subclass includes vehicles 5 tonnes and above, the rule applies only to
vehicles greater than 12 tonnes GVW. Tables 1 and 2 summarize the limit value equations for all of
the subcategories within the M3 and N3 vehicle classifications.

Table 1 : Stringency Equations for Phase 1 (Effective April 1, 2018)

Vehicle Gross Vehicle Axle Equation Fuel Consumption
Category Weight (tones) Configuration (l/100 Km)
Value at lower Value at upper
weight limit weight limit
40 Kilometer per hour
N3 Rigid 12.0- 16.2 4x2 Y=0.362X + 10.327 14.7 16.2
Vehicles 16.2- 25.0 6x2 Y=0.603X + 6.415 16.2 21.5
16.2- 25.0 6x4 Y=0.723X + 4.482 16.2 22.6
25.0- 31.0 8x2 Y=0.527X + 8.333 21.5 24.7
25.0- 31.0 8x4 Y=0.928X – 0.658 22.5 28.1
31.0- 37.0 10 x 2 Y=0.960X – 5.100 24.7 30.4
N3 Tractor 35.2- 40.2 4x2 Y=0.986X – 7.727 27.0 31.9
Trailers 40.2- 49.0 6x2 Y=0.628X – 6.648 31.9 37.4
40.2- 49.0 6x4 Y=1.255X – 18.523 31.9 43.0
M3 Vehicles 12.0 and above 4x2&6x2 Y=0.509X – 11.062 17.2
60 Kilometer per hour
N3 Rigid 12.0- 16.2 4x2 Y=0.788X + 9.003 18.5 21.8
Vehicles 16.2- 25.0 6x2 Y=0.755X + 9.546 21.8 28.4
16.2- 25.0 6x4 Y=1.151X + 3.122 21.8 31.9
25.0- 31.0 8x2 Y=0.650X + 12.160 28.4 32.3
25.0- 31.0 8x4 Y=0.968X + 7.692 31.9 37.7
31.0- 37.0 10 x 2 Y=0.960X + 5.100 24.7 30.4
N3 Tractor 35.2- 40.2 4x2 Y=0.208X + 32.198 39.5 40.6
Trailers 40.2- 49.0 6x2 Y=0.628X + 15.298 40.5 46.1
40.2- 49.0 6x4 Y=1.342X + 13.390 40.6 52.4
M3 Vehicles 12.0 and above 4x2&6x2 Y=0.199X + 19.342 21.7
* Source: International Council On Clean Transportation

The standards are represented in an equation based on GVW and axle configuration, providing
normalized values of fuel consumption in liters per hundred kilometers (l/100 km). The regulations
are a minimum performance requirement, similar to the existing Bharat Stage (BS) emission norms.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 30
 Table 2. Stringency Equations for Phase 2 (Effective April 1, 2021)
Vehicle Gross Vehicle Axle Equation Fuel Consumption
Category Weight (tones) Configuration (l/100 Km)
Value at lower Value at upper
weight limit weight limit
40 Kilometer per hour
N3 Rigid 12.0- 16.2 4x2 Y=0.329X + 9.607 13.6 14.9
Vehicles 16.2- 25.0 6x2 Y=0.523X + 6.462 14.9 19.5
16.2- 25.0 6x4 Y=0.673X + 4.032 14.9 20.9
25.0- 31.0 8x2 Y=0.430X + 8.780 19.5 22.1
25.0- 31.0 8x4 Y=0.732X + 2.558 15.7 20.1
31.0- 37.0 10 x 2 Y=0.963X – 7.753 22.1 27.9
N3 Tractor 35.2- 40.2 4x2 Y=0.826X – 3.165 25.9 30.0
Trailers 40.2- 49.0 6x2 Y=0.630X + 4.732 20.6 26.1
40.2- 49.0 6x4 Y=1.008X – 10.480 30.0 38.9
M3 Vehicles 12.0 and above 4x2&6x2 Y=0.659X + 6.582 17.2
60 Kilometer per hour
N3 Rigid 12.0- 16.2 4x2 Y=0.600X + 9.890 17.1 19.6
Vehicles 16.2- 25.0 6x2 Y=0.515X + 11.271 19.6 24.6
16.2- 25.0 6x4 Y=0.932X + 4.515 19.6 27.8
25.0- 31.0 8x2 Y=0.382X + 14.598 24.2 26.4
25.0- 31.0 8x4 Y=1.318X – 5.148 27.8 35.7
31.0- 37.0 10 x 2 Y=1.043X – 5.913 26.4 32.7
N3 Tractor 35.2- 40.2 4x2 Y=0.260X + 27.888 37.0 38.3
Trailers 40.2- 49.0 6x2 Y=0.236X + 28.838 38.3 40.4
40.2- 49.0 6x4 Y=0.563X + 15.728 38.4 43.3
M3 Vehicles 12.0 and above 4x2&6x2 Y=0.340X + 14.300 18.4
* Source: International Council On Clean Transportation

To demonstrate compliance, each vehicle model and configuration is required to meet the fuel
consumption levels shown in Tables 1 and 2. This stands in contrast to the fuel consumption and
greenhouse gas standards in the United States and Canada, which are based on sales-weighted
averaging.

For evaluating the performance of the vehicles, manufacturers are required to use a Constant Speed
Fuel Consumption (CSFC) driving cycle. This means that the fuel consumption is measured over a
set speed without any transient behavior. In this particular regulation, the CSFC test is run at two
separate speeds one at 40 km/h, and the other at 60 km/h. The CSFC testing has been used in India
as part of the vehicle certification process for several years (Sharpe & Delgado, 2015). The CSFC
cycle is different from the regulatory cycles adopted in HDV standards for other countries.

The efficiency standards are required for both vehicle manufacturers and importers. The conformity-
of-production test will be undertaken by MoRTH once every two years. The CSFC testing and
reporting also needs to be done at least once before April 1, 2020. There is no such requirement
before Phase 1 goes into effect April 1, 2018, because the standards reflect averages found in HDV
baseline testing between 2014 and 2015.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 31
As per internal government records, the Phase 1 stringency for each vehicle subcategory represents
the average fuel consumption from CSFC testing. Thus, starting April 1, 2018, for every segment of
the market, the maximum allowable fuel consumption is equal to the average fuel consumption from
the baseline testing campaign. The Phase 2 stringency represents the 20th percentile of the baseline
testing data, meaning that 20% of the baseline vehicles had fuel consumption levels lower than the
limit curve.

Fuel Consumption Stringency : Phase 1 to Phase 2

Assuming equal weighting for the two test cycles, an estimated fuel-consumption reduction from
Phase 1 to Phase 2 can be calculated as shown in Table 3. The average stringency is calculated using
sales weighting, which comes from data that was acquired from Segment Y Automotive Intelligence
for the year 2013-2014.

Table 3: Required reduction in fuel consumption from Phase 1 to Phase 2 and

market shares by vehicle category in fiscal year 2013-14
GVW Bin Axle Required Fuel- Consumption Market
(tones) Configuration Reduction Between Phase1 and Phase 2 Share
Rigid 12.0- 16.2 4x2 8.2 % 23.3 %
Truck 16.2- 25.0 6x2 10.7 % 13.9 %
16.2- 25.0 6x4 9.6 % 16.8 %
25.0- 31.0 8x2 13.3 % 12.9 %
25.0- 31.0 8x4 8.9 % 6.5 %
31.0- 37.0 10 x 2 11.5 % 0.5 %
Tractor- 35.2- 40.2 4x2 5.4 % 8.9 %
Trailers 40.2- 49.0 6x2 7.2 % 0.0 %
40.2- 49.0 6x4 10.0 % 2.6 %
Bus 12.0 and All 15.5 % 14.5 %
above Configuration
Sales weighted average stringency 10.4 %
* Source: International Council On Clean Transportation

The Phase 1 to Phase 2 stringency analysis shows that transit buses face the largest reduction in fuel
consumption from 2018 to 2021 at 15.5%. The fleet-wide fuel-consumption reduction from Phase 1
to Phase 2 is estimated at 10.4%. This is calculated on a vehicle-population weighted average and
therefore is not necessarily representative of the overall fuel savings that will be achieved as a result
of the regulation. This is due to the difference in fuel consumption that the different vehicle
configuration may have. For example, changing the stringency of for a tractor-trailer by 1% will not
have the same result as changing the value for a rigid truck. Because the regulation applies only to
trucks and buses greater than 12 tonnes GVW, a significant percentage of the HDV market in India
is not subject to these standards. Sales data from Segment Y provides evidence that nearly half of the
HDV market is less than 12 tonnes and thus is not covered by this regulatory program.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 32
Truck Terminal : Terminal facility in the form of Truck Terminus for heavy vehicles is in existence
at Adgaon. Truck Terminus is partly developed on Mumbai-Agra National Highway and is
functioning. At Pune-Nashik National Highway such type of truck terminus is presently absent and
need to be provided. The C.B.S. in Nashik city and the existing Nashik Road Bus Station outside the
Railway Station are very heavily loaded and their location in the heart of developed locality offers
no scope for making more space available for bus parking.

The growing traffic needs in the city would also call for proper traffic management measures along
with traffic signal with area co-ordination traffic signals etc. Due to rapid growth of auto-rickshaws
and two-wheelers and lack of proper traffic control, the road accidents are prevalent in the city.
• The inner city roads are congested particularly during the morning and evening peak hours. The
comprehensive area traffic control plans need to be prepared for the congested area.
• The wholesale market like Gole Colony and Main road may need to be suitably relocated by
making reservation in the land use plan.
• The national and state highways passing through the city function as major arterial roads. In the
absence of an effective by pass, intermixing of regional traffic and city traffic takes place,
especially on the national highway. This adds to the traffic congestion on the highway in the city
area. Thus, there is a need to segregate inter-city and intra-city traffic, may be by providing
service roads or by constructing effective by pass links.
• There should be planned and designated bus stops that reduce traffic congestion and accidents.
• Footpath should be built on every road of the city. The widening and maintenance of the roads
should be undertaken in an effective manner.
• The road marking such as Zebra Crossings would be essential, particularly, at the intersection
where there is significant pedestrian- vehicle conflict.
• Inadequate street lighting also undermines the safety and convenience on the city road. This
situation needs to improve.
• Efficiency, energy, environment and equity should be taken into account while solving traffic
and transportation problem.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 33
(Contd.. ) : Emission Reduction Action Plan for Line Source (Short & Midterm – 2019 to 2021; Long Term 2022 to 2027)
Line Short Term Mid Term Long Term Action required
Sources
Reduce Vehicle Distance Travelled
Regulating Road site Road site Road site Currently, parking in city is either free or priced very low. Increased parking cost, if
Road parking to be parking to be parking to be coupled with the parking locations, so that they are as far as the bus and the rail
Site Parking reduced by reduced by reduced by stops, will make public transportation an attractive option Parking on roads should be
50% (On 75% 100% regulated along with a rule to allow purchase of vehicles only if parking place is
street parking available.
spaces as per Municipal corporation should define designated space in the localities and develop
IRC: SP: elevated pay and park zones. Higher parking fee for longer period of time.
Diversion of non-destined traffic especially the trucks trough by-pass roads. Major
12:2015.)
haul trucks with heavy loads should not be left to pass through the main city; instead
a Truck Terminal can be established at outskirt of city. Construction of multi storied
parking complexes. Pay and Park Schemes on major roads and mass transit stations.
Road side parking should be regulated on internal roads.
Encourage Increase Increase Increase Efficient public transport can be achieved by way of providing better frequency to
Public Public Public Public reduce congestion during peak period, better bus quality in terms of sitting as well as
Transport Transport - Transport - Transport - standing space
20% 50% 75% The public transport should be cross-supported directly from the personalized
Which reflect Which reflect Which reflect vehicles either being purchased newly or older one running on the road. Funds
10% VKT 40% VKT 60% VKT generated from measures such as higher car user charges, higher parking charges,
reduction reduction reduction high registration fees, higher taxes on private mode of transport etc. should be
from private from private from private directly transferred to them to achieve the low cost, better comfort, better frequency
vehicles. vehicles vehicles and faster travel.
Diesel or any fuel used for public transport should be sold at lower price to keep the
bus fare lower. Exclusive bus lanes should be identified. There is a need to undertake
a project to demonstrate effectiveness of such system in Nashik city at one or two
road stretches
Management of Intermediate Public Transport - IPT (auto rickshaws / shared auto
rickshaws / taxis) can be done considering the travel demand management. One way
traffic movement on few roads. Widening of roads approaching towards mass transit
stations.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 34
 Buses are critical as spine of city mobility- 40-60% of daily trips. These allow greater flexibility to allow more efficient
geographical coverage and score high on space efficiency. Buses move people in most cost-effective way and emit a lot less per
person.
Yet city have Inadequate and unreliable services, poor fleet utilization, under-utilization of passenger carrying capacity, no route
rationalization and poor geographical and population coverage, operated kilometer are much less than scheduled kilometer and
no dedicated right of way for buses.
Bus numbers of the state transport corporations are extremely inadequate and dwindling over time. According to the bus
transport guidelines of the Ministry of Urban Development framed with support from Asian Development Bank states that a city
should ideally have at least 60 buses per lakh of population. Estimating this number for cities is extremely difficult as in most
cities public transport buses are operated by both state owned city transport corporations and private agencies.

For example for one km of travel a car consumes nearly five times more energy than a 52-seater bus with an average load factor
of 82 percent. The corresponding consumption factor for two-wheeler is 2.6. The comparative fuel costs of a car and two
wheelers are 11.8 and 6.8 times respectively for the same distance. Besides, the major issues are that a car occupies 38 times
more road space compared to a bus for a kilometer of travel. Two wheelers space requirement is even higher at 54 times that of a
bus*.
Further, the emission from a two wheeler equivalent to a bus could add 27 percent higher, whereas the cars would cause 17
percent more pollution. The age of the bus can be of no major concern, when we compare the benefits that it could give in term
of fuel savings, emission and safety.
Report of the Expert Committee on Auto Fuel Policy, Chapter 15, Government of India, 2002

Promotion of NMT

The vehicle ownership in India is low as compared to foreign countries and also traditional mixed-use design of the cities makes the
majority share of trips by walk or cycle. In big cities with higher population density, in the absence of dedicated Non-Motorized
Transport infrastructure (NMT), people owning two-wheelers and cars are encouraged to use their vehicles, even for walk-able
distances. In the context of growing cities, the measures to improve air quality should include NMT policies as an integral part.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 35
4.3.1 Non Motorized Sectors

Cycle Track : To contribute to the sustainable development of the city, provision of dedicated 3 m.
wide cycle track along all nallas having width more than 6 m, can be developed. Municipal
Corporation should look after the procurement of required lands and its construction. In addition to
this, 6 m. wide cycle track can be developed in the Nashik bank canal land. The development of this
cycle track can be done by public-private participation or from the funds of Municipal Corporation.
In addition to this, provision of cycle track shall be made in green belt proposed along river sides.

Green Belt Development : The Green Belt along the banks of Godavari, Nasardi, Valdevi and
Darna Rivers can be developed. This belt shall be a use for plantation, cycle track, recreation, etc.
which will protect the erosion of the river banks and also enhance the environment.
 Conservation and development of green belts on the road side in order to increase beauty
 Improvements of Footpaths
 Periodic manicure of tree planted on roads.
 Improvement of Traffic island & junctions.
 Awareness to citizens to keep city clean through slogans, messages, media etc.
 Maintenance of public utility buildings and Monuments.
 Total use of open land for green belt development
 Arranging the seminar/awareness programme at school & college levels.
____

Congestion Pricing
Some economic measures should also be designed to force the use of public transport. One such
measure is the congestion pricing where the motorists are charged to use a network of roads during
periods of the peak hours. Its purpose is to reduce automobile (mostly car) use during peak
congestion periods, thereby easing traffic and encouraging commuters to walk, bike, or take mass
transit rail/bus as an alternative.

Congestion pricing programs were successfully implemented in Singapore, London, and Stockholmb
(Eliasson, 2009; Menon and Guttikunda, 2010; Litman, 2011). On average, in London, congestion
pricing is estimated to have reduced 20-30% of the downtown passenger car traffic and promote the
non-motorized transport, whereas Stockholm experienced an immediate reduction of at least 20% in
the daily car use. In Singapore, the average traffic speeds increased by at least 15 km/h. In all three
cities, 10-20% reduction in eCO2 emissions was estimated, along with health benefits of reducing air
pollution

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 36
Increased Parking Cost
With increasing costs for private vehicles linked with their usage (fuel and other operational
expenses), it is possible to achieve a shift to public transport, if combined with the provision of an
adequate, reliable, and safe public transportation. One such measure is the increased parking cost.
Currently, parking in most cities is either free or priced very low. Increased parking cost, if coupled
with the parking locations, so that they are as far as the bus and the rail stops, will make public
transportation an attractive option (Barter, 2012; CSE, 2012).

Car Specific Taxes

According to International Energy Agency IEA's World Energy Outlook (WEO) report, in the new
policies scenario, passenger car ownership will grow from less than 20 vehicles per 1,000 inhabitants
today to 175 cars per 1,000 people in 2040, and overall road passenger vehicle activity will increase
more than six-times. While the congestion pricing and parking policies target reduced vehicle usage,
some countries have used regulatory measures to reduce the growth of private vehicles. For instance,
a Chinese national regulation enacted in September, 2008, raised taxes on big cars and reduced on
smaller ones. Car owners with engines above 4-L capacity have to pay a 40% tax; 15%-25% for cars
with engines above 3-L capacity; and 1%-3% for cars with engines below 1-L capacity. China also
introduced a policy to limit the number of licenses issued every year, where the license plates are
auctioned in the cities of Beijing, Shanghai, and Guangzhou. Similar to congestion pricing, for the
time being, such measures are difficult to implement under democratic political context of India.

Action on Vehicle Technology and Fuels

In urban landscape clean air action on vehicles and mobility is the weakest. Even though vehicles are
one of the most rapidly growing sources of pollution local action has remained the minimal.
Emissions standards for vehicles and fuel quality are common across cities. However, it is also
important to know that the central government has issued notification to leap directly to Euro VI
emissions standards in 2020. This has serious implications for the implementation and compliance
strategies at city level. Bharat Stage VI will bring in new genre of technology and fuel that will be
subjected to a new compliance regime for the first time in the country. For the first time monitoring
of real world emissions with portable monitoring system along with in-service compliance
regulations will be implemented to keep an eye on real world emissions. Real driving emissions
(RDE) testing will be included as an additional requirement for vehicle certification. Emissions
measurements will be carried out with the help of Portable Emission Measurement System (PEMS)
and onwards in-service conformity factor will be applied to ensure that emissions from vehicles
remain within the stated margin. This can prevent emissions cheating and use of sub standards
emissions control or defeat devices as was done by Volkswagen. However, adoption of more
advanced on-board diagnostic system has been delayed until 2023. Cities will have to develop a
compliance programme to integrate these emissions control approaches within this time frame for
successful implementation.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 37
Since 01 September 2017, Real Driving Emissions (RDE) has become mandatory with specific
pollutant limits for new light duty vehicle approvals in Europe. This year, European Commission
will finalize the RDE 4th package, with which, Europe will consolidate the most stringent approach
worldwide for light duty vehicles emissions regulation. The new approach of RDE in measuring
vehicle emissions during on-road driving is rapidly being adopted by many other countries. There is
already a substantial diversity arising in the local applications of RDE, some examples are given
below this is not a complete list of those intending to apply RDE in future, nor does it contain a
comprehensive list of all the differences in comparison to the European application:

India is developing its own RDE -currently investigations are running regarding driving speeds,
conditions and potential limits as well as on the robustness of the measurement equipment under
Indian driving conditions.

4.3.2 Clean Air Fund

Prioritization of Public Transport on Roads: Once, more and more people get used to personalized
transport, it would be very difficult to bring them back into the fold of public transport users. The
fact that personal vehicles are occupying more and more space on the road; it is felt necessary that
disincentive mechanism should be developed for personal vehicle owners. There are many methods
of carrying out this task, however, financial and space constraints can achieve the balance. The
efficiency of the public transport can be maintained only if priority is given to the public transport
vehicles. Some of the suggestions are:

In Nashik City Bus lane, there is need to find out gaps and exclusive bus lanes should be introducing
base on point to point service. If one wishes to see higher bus utilization, it also has to see
correspondingly higher service levels. This could be achieved by way of providing better frequency
to reduce congestion during peak period, better bus quality in terms of sitting as well as standing
space. Those vehicles which may travel in bus lanes will need to pay a sum to get the benefits

Cost of Bus Ride: The cost of the bus fare has been increasing at a steady pace. This is seen as a
very common practice when there is an increase in the diesel cost announced by the Government.
What it leads to is that the bus fare for two-four persons becomes almost equivalent to either the auto
fare or attractive enough to own a private two or four wheeler. In such a situation, it shows that
increasing bus fare and purchasing power is becoming the main responsible agent for higher private
vehicles purchase. The other reason, such as better roads with flyovers (faster travel) makes it
attractive for private vehicle ownership.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 38
Public transport fare pricing, therefore, should not only be dependent upon the actual cost, but on
some other sources of income. Modalities and options which can be adopted for no increase in bus
fares are presented below:
• The public transport should be cross-supported directly from the personalized vehicles either
being purchased newly or older one running on the road.
• An Air Quality Fund could be created which will have sources of funds coming from measures
such as higher car user charges, higher parking charges, high registration fees, higher taxes on
private mode of transport etc. should be directly transferred to them to achieve the low cost,
better comfort, better frequency and faster travel.
• Diesel or any fuel used for public transport should be sold at lower price to keep the bus fare
lower. The losses can be recovered from car-users.
• Certain areas of business district or identified regions of high congestion, free bus services can
be provided. The cost can be recovered from parking, congestion and high fuel costs charged to
personal vehicles. (For example Pilot feasibility study may be carried out in Hotspots)
• All shopping centres (malls) must be asked to provide their own free service to nearest train and
bus routes so that congestion due to their activities is reduced further. Alternately, all cars must
pay an additional fee besides parking charges as congestion fee when they enter the mall. All
such charges should be pooled and shared with the public transport company.
• All malls and institutions attracting outside car visitors levy a Rs. 10 per hour charges. This can
either go to PMT or the fund

• Administration : Insurance cost should be inclusive of congestion charge every six months, buy
sticker worth congestion charges. Annual insurance time each vehicle can pay a sum of Rs.500
extra, which can go to the fund. Collection responsibility will be with the insurance company.
• Vehicle manufacturers selling vehicles in state of Maharashtra must pay a ONE TIME air
pollution tax towards the CAF

The key is that all such charges thus collected should be managed as Clean Air Fund and should be
passed on the public transport company, which could not only take care of its operational costs but
also addresses other issues such as: Lower cost to passenger, Better bus quality, Faster services and
Adequate growth in bus population for more people.

Emission reduction from transport sector can also be achieved by forming a ‘Clean Air Fund’ in co-
operation with public private partnership which can operate on following guidelines:

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 39
Example of how a small levy can bring additional revenue as part of Clean Air Fund :

Vehicle Km Travel in a Day for Nashik City (2017)

2 Wheelers 3 Wheelers Car CNG Car Petrol Car Diesel HDDV
VKT 3288367 1088602 129463 2200879 258927 2845787
Cost (Rs.) 1644183 544300.9 64732 2200879 258927 2845787
Rate Rs./Km 0.5 0.5 0.5 1 1 1
Total Collection about Rs. 75,58,810 per day

The current VKT growth of the city ranges between 2-5% depending upon the region of the city.
Awareness programmes for policy makers, people, drivers-mechanic, traffic police, health
professionals, academicians etc. will bring the importance of better air quality. Land use and
transport planning need to be looked at seriously for future sustainability of the cities. In dense cities
conglomerate of NMC, public transport saves valuable space and energy compared to private
transport, and can make a healthy profit at the same time. But cities need to nurture their public
transport by giving then some priority on the road over cars. If buses are always caught in traffic
then a vicious cycle begins, with bus riders abandoning public transport and adding to the traffic
jams. Various case studies from other places also indicate the importance of sustainable
transportation. Strong leadership and governance brings radical change in achieving sustainable
development of the city. The authorities responsible for the development of transport need to
develop Integrated Environment Management Systems (IEMS). The goal of achieving a balanced
development of the region through proper land use planning, strengthening of infrastructure facilities
and formulates policies and programmes that help in preserving the environment for sustainable
development.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 40
4.4. Point Sources

Nashik had been growing very fast industrially, during the last few decades. There are some major
industrial activities on the out skirt of Nashik city, such as Hindustan Aeronautics Ltd. at Ozar, Thermal
power station at Eklahare, Sinnar M.I.D.C., Five Star Industrial Estate at Sinnar, which can directly or
indirectly influence the working population as well as trade and commerce activities of the city.
Industrial development within city limit is also noteworthy which has directly or indirectly increased the
working population, as well as Trade and Commerce. Some of them are Currency and Security Press,
Govt. of India, Crompton Greaves, M.I.C.O., V.I.P., CEAT, Mahindra and Mahindra, Railway Traction
Factory. Besides this, there is sporadic Industrial development comprising of sawmills, small scale
industries, work-shops etc. spread all over the Corporation Area. M.I.D.C has developed an Industrial
Area in Satpur over an area of 635.76 hectares, Ambad over an area of 515.50 hectares and Sinner over
an area of 51.067 hectares. In addition to above, there is Nashik Industrial Co-op Estate having an area of
135 hectares, established in 1962. There are about 6990 small scale, 27 medium scale and 131 large scale
industrial units registered. Majority of the Industries which came up in the city or Industrial areas are
Automobiles, Engineering, Electrical, Electronics, Stationary manufacturing, Printing press components,
Metal Arts, Steel and wooden Furniture, Fiber and plastic moldings, Pharmaceutical and medical
equipment, Data processing etc. All the above units, more or less, have contributed directly or indirectly
in pushing up the trade and commerce activity in the city.

Thermal Power Plant : Eklahare Thermal Power Plant located in village Eklahare, near Nashik Road,
caters to the power demand. From there, power is fed into the western division grid and subsequently
distributed to substations and finally to households. In line with the guide lines issued by Central
Electricity Authority (CEA), MAHAGENCO plans to install energy efficient 1 x 660 MW coal based
super-critical thermal unit at Nashik as replacement project.
• The data for fuel consumption pattern in the industries of Nashik is not updated. There are large
numbers of medium scale industries established within the city limit as well as in MIDCs.
Inventorisation of fuel consumption of prominent industries should be maintained with inclusion of
technological gaps.
• Nashik district and circumferential area earmarked for development and industrialization should
be grouped under a Nashik Metropolitan Development Authority and MIDC for better planning
and administration. The fuel (vehicular and industry) of corresponding quality in this area
should be ensured. Similarly, national level decision of controlling sulfur content of these
industrial fuels will yield good results (present sulfur content: FO 4%, LDO 1.8%)

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 41
• Majority of the industries of Nashik are of engineering or manufacturing nature. There is dire need
for the identification of low cost and advanced cleaner technology for these industries. Use of air
pollution monitoring devices (Continuous Environment Monitoring System) and other in-situ
emission reduction devices should be made mandatory in their premises. Some units having coal
fired boilers are proposed to improve efficiency of the wet scrubber and to stick for eco-friendly
fuels.
• Use of fossil based fuel is high in Nashik’s Industrial area. Industries should adopt natural gas or
renewable resources as fuel for their operations. Use of FO, LSHS, LDO, and Bagasse should be
regulated. Provision for supply of LPG or PNG should be explored.
• Industries should adopt stack emission norms beyond those prescribed by CPCB Industries/power
plants, which should be followed by regular QA/QC & performance audit.
• Power Shedding is a common phenomenon in Nashik MIDC area, which gave rise to number of D.G
sets in the vicinity. To control the emission from the D.G set, their stack should be regulated
according to the standards prescribed. Control equipment installation should be made mandatory.
Provision of continuous supply should be made.
• All the bulk drug and pesticides manufacturing units should be proposed to improve efficiency of
their VOC scrubbers. Some units having coal fired boilers are proposed to improve efficiency of the
wet scrubber and to stick for eco-friendly fuels. Solvent distillation Units should be directed to
establish waste solvent recovery unit. The chemical and dyes units should improve their scrubbers
and dust collectors.
• Energy Conservation Scheme should be encouraged in the industries that are not economically
capable towards shifting cleaner fuel use or advanced cleaner technologies. Air polluting industries
can improve their ECS by increasing efficiency of their scrubbers and changing to eco‐friendly
fuels.
• NMC, MIDC & MPCB should survey for the identification of illegal SSI and their levels of
operation and their contribution in each of the grids in the city. Need for regulations for such units.

With the implementation of the short and long term scenarios, the total reduction in particulate
matter from point sources would be 54% and 98% respectively.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 42
 Emission Reduction Action Plan for Point Source (Short Term – 2019 to 2021; Long Term 2022 to 2027)
Point Sources Short Term Long Term Action Plan
RED CATEGORY Shift to cleaner fuels Shift to cleaner There are around 1000 Air Polluting industries in area/cluster. The emission
FO – 14.5 tpd in both the category fuels – 100% load of PM is highest from burning of biomass, coal and wood as power source
LDO – 3.6 tpd of industries– 50% of All types of fuel in different industrial process of Nashik region. The highest PM emission load
Coal – 1154.8 tpd FO, LSHS, HSD to to Natural gas was calculated from Bagasse (48.1%), followed by Coal (33.9%) and Wood
Wood – 111.2 tpd LDO, Coal & Others (17.4%), whereas highest NOx emission load is from Coal (83.8%).
Diesel – 22.4 tpd to NG
Briquette -74.8 tpd While Indian coal has a low sulfur content in comparison with other coals, ash
Bagasse – 2831.3 tpd levels are reported to be quite high and can contribute to coarse PM emissions.
A requisition should be made to Mahanagar Gas Co. for commissioning of
ORANGE pipeline for the supply across the region. The civic regulatory bodies should
CATEGORY intervene to make sure it is facilitated at all levels of demography, management
HSD –29.5 tpd and organizational scale.
Coal –77.9 tpd
Wood –15.5 tpd Identification of low cost and advanced cleaner technology for air pollution
Diesel & Briquette – control with policy intervention at specific zones. Feasibility of changing
9.4 tpd combustion technology to facilitate usage of gaseous fuels may be undertaken
Bagasse - 34.4 tpd with financial incentives.

GREEN All the bulk drug and pesticides manufacturing units are being proposed
CATEGORY to improve efficiency of their VOC scrubbers.
LDO -2.5 tpd
HSD- 8.1 tpd All the Hazardous Air Polluting Units should be directed to install Leak
Wood – 3.6 tpd detection & repair system (LDAR) as safety as well control measure.
Briquette – 48 tpd
Diesel -35.3 tpd Fuel consumption in DG set operation in industrial should be regulated with
stringent surveillance and made to follow stack emission standards with
Consumption are installation of efficient air control equipment. The dependency on DG set on
major contributors power cut should be replaced by conventional source of energy.
towards PM and
NOx emission loads Industries should adopt stringent stack emission norms beyond those prescribed
from this category by CPCB Industries with periodic audits like QA/QC of units from both the
parties.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 43
(Contd..) : Emission Reduction Action Plan for Point Source
Point Sources Short Term Long Term Action Plan
Red, Orange & Shift to cleaner fuels Shift to cleaner Inventorisation of prominent industries with technological gaps and detailed
Green fuel in both the category fuels – 100% feasibility study is required as dispersion of pollution with modeling and
consumption from of industries– 50% of All types of fuel formulate land can be used to devise regulatory policy.
industries at Nashik FO, LSHS, HSD to to Natural gas
LDO, Coal & Others Energy Conservation Scheme should be encouraged in the industries that are
City not economically capable towards shifting to eco-friendly fuel use or advanced
to NG
clean technology.

The number of illegal MSI and SSI are left unaccountable. Their identification
and consent to operation should be provided with proper regulations. Stringent
regular monitoring should be initiated by the authority.

Industries should be regulated to install air monitoring devices within their

premises and same data should be regularly submitted to MPCB.

Inter organizational stakeholder meetings and workshop should be held

industry wise, so as to collaboratively devise measures that can be adopted
within their operation and process. Fiscal measures can be shared on mutual
understanding.

NMC should make arrangements for provision of land to Industrial Authorities

for the development of green zone in and around industrial region of Nashik
MIDC areas
One tree will offset an average about 10 kg of CO 2 each year. According to this we will need 500 million additional trees in 2020 and 1200
million trees in 2051.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 44
4.5. Management

There are five AAQM locations covered under SAMP at SRO Office, KTHM College, MIDC
Satpur, RTC Colony and NMC Nashik office. The Air Quality Index (AQI) of period January to
February 2018 shows AQI is satisfactory (51-100) to moderate (101-200). The average
concentration of SO 2 , NOx and RSPM during this period was 7.04 µg/m3, 22.47 µg/m3 and 106.72
µg/m3, respectively. The dominant parameter are Particulate matter & CO, attributed to growing
vehicular traffic and construction projects as well as commercial and infrastructure development
including road construction etc. A strategic approach towards Hierarchical and structured managerial
system for efficient implementation should be initiated with information exchange to SPCB/CPCB
(of monitoring devices).

There is a lack of collaborative policy initiative among the administrations and organization with
regard to air quality improvement. These sources could be State Pollution Control Board, Regional
Transport Office, Nashik Municipal Corporation, CIDCO, MIDC, Oil Companies, Anti-Adulteration
Cell, and representative from ULB and NGOs, school and colleges. As and when, it is felt by the
apex body that particular information desired is either site specific or city specific it can commission
studies/ investigate on its own. Monitoring and regulatory agencies will provide all the information
on monitoring to this body for data assimilation and dissemination. Regulatory framework, if needs
can be communicated to the apex body for starting the initiative for policy formation.

Nashik stands at a crossroad in its history and development. With suitable urban interventions at this
stage, it can avoid the pitfalls of cities of similar characteristics and can set high standards for other
cities to follow. The city has the potential to become a global commercial and cultural centre that
affords its citizens immense benefits in the form of jobs, opportunities, and improved quality of life.
For this opportunity to become a reality, the city will have to develop adequate infrastructure and
services to facilitate development and improve the quality of life of all its citizens, both rich and
poor.

All reductions planned will only reduce emissions from manmade sources; however, natural
background and dust would continue to remain in the atmosphere. The benefits computed in the
process described above will not only yield PM and NOx related pollution reduction but also co-
benefit of other pollutants (SOx, VOCs, HC, CO etc.) reductions as well. One of the other major co-
benefits of these options (adoption of mass transport, use of cleaner fuel, efficient combustion etc)
will provide large scale green house gas reduction. Nashik as a big metro city will provide the
impetus of overall mitigation of GHG.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 45
 Chapter 5
5.1 Air Quality Dispersion Modeling
Air quality dispersion modelling exercise was also undertaken with a view to delineate the immediate
sources and their impact on measurement locations. Dispersion modelling tool (AERMOD model)
was used for the whole city air quality scenario generation for different emission loads of PM and
NOx. The model runs were undertaken to establish the dispersion pattern of pollutants due to local
meteorology, representative terrain influence height and emission from all possible sources.

Thus, elevations for all sources viz. line sources, point sources, area sources, both discrete receptors
and receptor grids are computed by the terrain pre-processor. SRTM3 - Shuttle Radar Topography
Mission (SRTM) 3 with resolution of 90 m was used as Terrain Data for running the model. A
uniform Cartesian grid receptor covering 24 x 22 Km2 of the study area was considered as input in
the AERMOD model. The model was set to simulate the 24-h ground level concentrations (GLC) of
at the selected receptor network.

The point sources used in the study were major stacks of the industries as obtained from MPCB
database for 61 stacks (1 m height) and 32 stacks (15 m height). The physical properties of the stacks
viz. height, diameter, location and gaseous emissions viz. gas velocity, temperature etc. used in the
AERMOD model were obtained from Regional Office of MPCB, Nashik. Similarly, line and area
sources are inventoried and calculated emission rates are fed in AERMOD to get the ground level
concentration (GLC) of pollutant upon dispersion. Area sources emission load inputs from 6 Nashik
Municipal Wards for bakery, crematoria, building construction, hotels and restaurants, domestic
sector, open burning and open eatouts etc. were given to the model. As also from Line Volume
(Major & Arterial Roads, connecting State & National Highways) of 94 Roads were considered for
vehicle and road Dust source.

These predicted concentrations are in line with the ambient air quality of the monitoring sites in the
Nashik city. The comparison of concentrations for the scenario has been carried out by considering
the highest ten concentrations. Figure 3 shows the Annual predicted concentrations of PM and NOx
due to all sources.

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 46
 Figure 3a: AERMOD Predicted Concentrations of PM Due to All Sources – Annual (Nashik City)

Figure 3b: AERMOD Predicted Concentrations of NOx Due to All Sources – Annual (Nashik City)

Draft Interim Report - Air Quality Monitoring and Emission Source Apportionment Study for Nashik City Page 47
 Draft Interim Submission

Annexure – I

Design of a Clean Tandoor

Community Kitchen System (CTCKS)
___________________________________
Design of a Clean Tandoor Community Kitchen System (CTCKS)
The objective of the experiment is to design a clean tandoor community kitchen system to reduce air
pollution. There are no standards or guidelines to evaluate the performance of the tandoors w.r.t. its
thermal efficiency, emissions and safety. While such standards are developed for the cook stoves
however, tandoors are not considered probably due to their limited use. Also there is no BIS/ISI
product Quality Mark for Tandoor in India to ensure quality of the tandoor even w.r.t. to material of
construction. In most of the cases, it was found that there was no control devices installed at any
tandoor facilities surveyed.

Air quality policies have so far focused on formulating and implementing abatement strategies for
ambient (outdoor) air pollution, while indoor air quality sources (or human exposure) have not been
adequately taken into account. To date, it is not clear whether measures implemented on outdoor air
pollution will prove effective (and sufficient), once the total picture, that is the relative contribution of
indoor and outdoor sources to total human exposure, is clear. Indeed, compliance with existing
National Ambient Air Quality Standards (NAAQS), intended to protect public health, depends
exclusively on outdoor measurements of pollutants. However, such measurements are subject to biases
because most people spend much of their time indoors in different microenvironment than outdoor,
and air pollutant concentrations are often much higher in these micro-environment than ambient with
higher exposure conditions too, e.g. during cooking, etc. Therefore, estimates of human exposure to
inhaled air pollutants are necessary for a realistic appraisal of the health risks these pollutants pose and
for the design and implementation of strategies to control and limit those risks.

Based on the Material of Construction (MoC) the tandoor can be classified as Stainless Steel (SS),
Sheet (Aluminium/Mild Steel) and Iron/Steel Drum (made from cutting the liquid fuel/oil drums etc.).
The cost of the tandoor varies based on the MoC i.e. SS (Round/Square) Tandoor would cost between
Rs. 16,000 – 22,000 or even higher, whereas the Sheet (Aluminium/Mild Steel) based are priced at Rs.
8,000 – 12,000 and Drum Based at Rs. 3,000 – 5,000. As per secondary data and surveyed tandoors it
was found to be natural draft. The insulation material used at tandoor covers use of clay, glass-wool,
ceramic, vermiculite, fire brick, mud etc. in order to retain heat for longer duration. It was observed
that the cooking area is mostly outdoor (>92%). The tandoor was used “outdoor” primarily means that
the tandoor oven for cooking purpose is placed beside but outside the compound walls of the
restaurant premises under a shaded, however this is just adjacent to the seating area for customers and
therefore emissions form tandoor can easily disperse inside the eating/seating area, unless a proper
ventilation is provided. No control device to reduce the emission or ventilation to reduce the exposure

Annexure I -Design Clean Tandoor Community Kitchen System A1-1

was present in over 90% of the surveyed restaurants thus showing least concerns on emission
exposure. It was also observed that, the quantity of fuel used varies from 5kg to 40kg per day. Cost of
the fuel lies in the range of Rs.20-40 per kg of coal (>70%). Over 41% of the tandoors were ignited in
the morning for full day operation. About 0.11 to 0.35 kg of ash is generated by burning per kg of
charcoal/coal for over 71% of the restaurants. The ash and un-burnt fuel was disposed in dustbin using
polythene bags.

The thermal profile across the tandoor over was also recorded using Amprobe IR-750 Temperature
Gun (n=139) to understand the temperature requirements of
the tandoor surveyed, for effective cooking. The tandoor
oven can be divided into 3 major sections: Top, Middle and
Bottom as depicted below. The combustion of coal/charcoal
takes places in the bottom section. The middle section
transfers the heat to the top section where the food is cooked.
The median temperatures at the top, middle and bottom
sections were observed as 184°C, 383°C and 580°C Classification of Temperature Zones in
Tandoor Bhatti
respectively, where the median outer body temperature of the
tandoor was 56°C owing the insulation layer between the tandoor oven and the outer body of the
tandoor.

A cleaner, efficient tandoor is proposed based on Pellet based fuel with forced Draft arrangement with
an aim to design a clean combustion device in order to reduce the emissions, keeping in mind that
functionality and feel of the tandoor doesn't change significantly in order to bypass any hurdle in the
adoption of the proposed design. A tandoor system can be primary divided into two parts: firstly,
combustion chamber section and oven section. Considering the combustion chamber section in the
existing designs in it was observed that most of the tandoors were natural draft with insufficient air to
fuel ratio. Therefore, in order to supply sufficient oxygen, a forced Draft fan is considered to increase
the air to fuel ratio in order to improve the fuel combustion. Also the quality of coal used in tandoor is
a major concern which is also responsible for higher emissions, keeping this in mind, low cost biomass
pellets is suggested as an alternate fuel for heating the tandoor oven to reach the desired temperature.
The advantage with using a pellet based forced draft combustion tandoor will be reduced emissions
with increased thermal efficiency, which can be supported by retrofitting the commercial size forced
draft improved Cookstove readily available in market and are tested by BIS 2013 to meet the
efficiency and emission standards.

Annexure I -Design Clean Tandoor Community Kitchen System A1-2

However, since these cookstove are designed for semi-commercial and community cooking, some
modifications will be required, which can be done by the respective developer/manufacturer. These
stoves are listed in Annexure and can be readily retrofitted to a tandoor oven to improve the
combustion process. The design of the tandoor oven is kept similar to the available designs of tandoor,
so that it doesn't affect the functionality issues or create any adoption hurdle. The selection of material
of construction of tandoor should consider the following: clay for oven with high heat capacity
material to retain heat for longer duration and body parts material for its long life and selection of low
cost and effective insulation for tandoor oven.

Figure 1 to 4 below shows the concept design of the tandoor drawn not to scale as the size of the
tandoor may vary based on required power output. The proposed tandoor system also incorporates a
continuous pellet/fuel fed mechanisms so as to enable the uninterrupted and automatic supply of fuel
to the combustion chamber for continued functioning of tandoor system. The proposed design of the
tandoor can be fitted with chimney (natural or induced forced draft). However, the design of chimney
will depend on the available space and vary from restaurant to restaurant. The design of chimney is not
dealt in this study but it is recommended to use and install commercial available chimneys along with
the proposed tandoor in order to reduce the human exposure. Although this would significantly reduce
the pollutant exposure, however would anyway contribute to ambient air.

Advantages of pellet based tandoor also leads to reduced ash generation. Pellets based tandoor will
also generate market for pellet industry and enable the use of agro-waste residues for development of
an alternative fuel, promote employment generation in rural areas and would partly contribute to
emission control and avoid disasters like smoke haze from stubble burning.

Design Methodology

The community tandoor involves different modes of heat transfer phenomena occurring
simultaneously inside a tandoor, which can be described under three primary categories: Conduction,
Convection and Radiation. The process of heat transfer involves heat transfer from the burning of fuel,
convection within the hot gases, heating of the tandoor clay by convection and radiation; conjugate
heat transfer between the heated gases inside the tandoor chamber and the tandoor clay; conduction of
heat across the tandoor surface (clay and insulation); convection between the outer tandoor surface and
the surrounding atmosphere. The process of heat transfer is dominated by radiation as compared to
other modes of heat transfer. In a tandoor, three modes of heat transfer i.e. Conduction, Convection &
Radiation are accounted together for minimizing the heat transfer through the walls and heat balance

Annexure I -Design Clean Tandoor Community Kitchen System A1-3

Eq. (1) and Eq. (2).can be given as:
Q̇ cond. + Q̇ conv. + Q̇ rad. = Q̇ total (1)

The conjugate heat transfer between the hot gases (fluid) and the tandoor clay (solid) can be given by Eq.
(3) and Eq. (4):

The heat transfer coefficient can be calculated using the existing relation in Eq. (5):

In order to minimize the heat losses and to prevent the heat transfer from the oven to the atmosphere,
effective heat insulation material is needed in between the oven and the outer tandoor casing. Critical
thickness of Insulation is determined, where thickness of insulation corresponding to the critical radius
of insulation is calculated to decrease the heat transfer. If insulation thickness is beyond its critical
radius, heat transfer rate increases. This radius at critical heat loss is given as Eq. (6).

In order to minimize the heat losses and to prevent the heat transfer from the oven to the atmosphere,
effective heat insulation material is needed in between the oven and the outer tandoor casing. Critical
thickness of Insulation is determined, where thickness of insulation corresponding to the critical radius
of insulation is calculated to decrease the heat transfer. If insulation thickness is beyond its critical
radius, heat transfer rate increases. This radius at critical heat loss is given as Eq. (6):

Design of Forced Draft Stove

The following relations were used to design the pellet based forced draft cookstove.
Power Output: Power output rating is determined by the formula in Eq. (7):

Annexure I -Design Clean Tandoor Community Kitchen System A1-4

 Po = F × Hfuel × η / 360000 kW (7)

Energy input: The amount of energy supplied by the fuel fed into the stove can be computed using the
formula in Eq. (8):

Combustion chamber diameter: The diameter of the combustion chamber is calculated by using the
following formula in Eq. (9):

Height of the combustion chamber: The height of the chamber is calculated by using the following
formula in Eq. (10):

Amount of Primary Air needed for gasification (Pa): According to Mukunda et al. (2010) primary air,
which is mainly responsible for gasification is usually 1.5 times FCR as depicted in Eq. (11):.

Area for Primary Air Requirement (Ap): The total primary area required for forced air flow is divided
into two parts for design suitability. A primary window is provided at bottom to feed wood logs and
other lower bulk density materials. Holes are provided at the top section of the combustion chamber
for gasification of fuel. Therefore 13 holes were drilled throughout the circumference of the stove (Eq.
(12)):

According to Mukunda et al. (2010) secondary air, which is mainly responsible for combustion is
usually 4.5 times FCR as given in Eq. (13):. Velocity was assumed as 1 ms-1 for penetration of air into
the reactor (Witt, 2005).
𝑆𝑆 𝑎𝑎 = 4.5 × 𝐹𝐹𝐶𝐶𝑅𝑅 (13)

Tandoor Design Details

The material of construction for proposed tandoor may vary across different manufactures but it is
recommended to use mild steel, stainless steel and Iron based alloys for all primary purposes of
constructions. The use of these materials for tandoor fabrication will enable the tandoor to be
economically viable and it is within the budget of potential users. The design has been optimized

Annexure I -Design Clean Tandoor Community Kitchen System A1-5

keeping the user requirements in mind. As such, no further training or skilled trainer is required for use
of proposed product design. The material details for different child parts of pellet based tandoor are
tabulated in Table below. The conceptual designs of Clean Tandoor Community Kitchen System
(CTCKS) are depicted in Figures 1-4 (Not drawn to scale). Based on design value, from expression for
diameter, height, combustion chamber and air requirement, design specifications of improved pellet
stove is tabulated in Figure. The detailed design of the different child parts along with their
dimensional details required to fabricate the CTCKS is delineated below.
Illustrative materials for different parts of CTCKS
Part Name Material Thickness
Stainless Steel Min. 1 mm
COOKSTOVE Mild Steel Min. 1.6 mm
Cast iron Min. 6 mm
OVEN Mud Clay As per existing tandoor
HOPPER Sheet Metal Min. 1.6 mm sheet
Aluminum Alloy Min. 1 mm sheet
Stainless Steel Min. 1 mm
BAFFLE PLATE Mild Steel Min. 1.6 mm
Cast iron Min. 6 mm
CASING Sheet Metal (Aluminum) (1.5 mm) Min. 1.5 mm sheet
Stainless Steel (1.6mm) Min. 1.6 mm sheet
Sand Min. 50 mm
INSULATION Ceramic wool Min. 16 mm
Liquid Foam Min. 10 mm
NOTE: Dimensional tolerances shall be ± 3 percent. Various components of the tandoor shall be manufactured as per
standard engineering practices. The construction of the tandoor shall be sturdy as per the given design details, so that
while in actual use on level floor they should not get shaky or fall with little impacts

Fig.1 Pellet based Forced Draft Clean Tandoor Fig. 2 Exploded view CTCKS: Inner Assembly
Community Kitchen System (CTCKS) (a) & Outer Casing
With outer casing (b) Without outer casing

Annexure I -Design Clean Tandoor Community Kitchen System A1-6

 Fig. 3 Line diagram of CTCKS showing Fig. 4 Line diagram of CTCKS
Combustion unit and Oven section
(Dimensions not to scale)

Fig. 5 Child Parts of CTCKS: Cookstove Fig. 6 Child Parts of CTCKS: Oven

Annexure I -Design Clean Tandoor Community Kitchen System A1-7

 Fig. 7 Child Parts of CTCKS: Hopper Fig. 8 Child Parts of CTCKS: Baffle Plate

Fig. 9 Child Parts of CTCKS: Casing

In order to assemble the child parts of Clean Tandoor Community Kitchen System as per there
construction, the following sequence shall be followed:

The forced draft cookstove (Fig. 5) shall be mounted by a baffle plate (Fig. 8), which will act as
guided vanes to divert the flames of the stove (generated from the burning of pellets) to heat the inner
wall of the tandoor called as oven (Fig. 6). A hopper (Fig. 7) can be attached in the space between the
baffle plate (Fig. 8) and forced draft cookstove (Fig.4) in order to maintain continuous fuel feeding to
the combustion chamber for its continued operation. This assembled unit thus formed is depicted in
Fig. 4. The assembled unit will be inscribed in an outer casing (Fig. 9). The insulation material is
provided between the tandoor oven (Fig. 6) and outer casing (Fig. 9) in order to prevent the heat loses
from the tandoor oven (Fig. 3.16). An oven door/cap (Fig. 9) is provided to cover the tandoor oven
(Fig. 3.16) when the tandoor system is not in use. This will prevent heat/energy losses and will save
fuel, as already practiced in conventional tandoors.

Annexure I -Design Clean Tandoor Community Kitchen System A1-8

Although it appears that the contribution of tandoors to ambient air quality is not very significant,
however considering the exposure risks as well as number of unregistered restaurants, it will be worth
introducing an improved tandoor for such application. It is therefore expected that the improved design
of Clean Tandoor Community Kitchen System will bring air quality improvement as well as health
benefits in the entire region, if implemented in large scale. Following actions are recommended for
implementation in hotel/restaurant enterprises:
• All the restaurants/hotel enterprises of sitting capacity more than 10 should not use coal/charcoal
and shift to pellets as a primary fuel to fire the tandoors. The use of pellets in tandoors will
reduced the air emissions significantly while also reducing the fly ash generation.
• The tandoor manufacturing is quite an unorganized sector while there are no emission norms for
this commonly used combustion cocking device. It is therefore recommended that similar to
improved cookstove, emission norms and test protocols should be developed by responsible
agencies for tandoor.
• Pellet based tandoor will also generate market for pellet industry and enable the use of agro-
waste for development of an alternative fuel, promote employment generation rural areas and
pollution from stubble burning can be significantly avoided, as it has already become a matter of
great concern. In this way, introduction of pellet based tandoor become an effective option also
to reduce indirect pollution load.
• The crop residue burning from nearby areas can be partly minimized by turning local biomass to
pellets and with introduction of improved tandoor even in these localities for local consumption
of pellets.
• The use of electric or gas-based tandoors may also be promoted in small capacity
restaurants/hotel enterprises (less than 10 customers) as well as those can afford the same. Pellets
are also economically viable option with cost to CV ratio of approx. Rs 2/- per 1000 calorie
energy output (CV) as against Rs 4/- per 1000 calorie energy output for charcoal (considering
cost as Rs 8/kg for pellets and Rs 30/kg for charcoal). The advantage of charcoal is slow burning
rate (smoldering combustion) without forced draft. This can be partly compensated with an
automatic pellet feeder and controlling air to fuel ratio through forced draft flow rate.

Its widespread adoption in crop burning states will create local demand for stubble based pellets and
other fuels, thus reducing air pollution from open crop/stubble burning.

Annexure I -Design Clean Tandoor Community Kitchen System A1-9

 Annexure :
MNRE’s Approved Models of Community Size Cookstoves - Natural Draft/ Forced Draft

Annexure I -Design Clean Tandoor Community Kitchen System A1-10

Annexure I -Design Clean Tandoor Community Kitchen System A1-11
 Draft Interim Submission

Annexure – II

Design of Air Pollution Control System for

Open Pyre Type Green Crematorium
_____________________________________________
Design of Air Pollution Control System for Open Pyre Type Green Crematorium
A short term and localized air pollution control system is proposed in terms of design of air
pollution control system for green crematoria. Cremation is the combustion, vaporization and
oxidation of dead body with wood/fuel to basic chemical compounds, such as gases, ashes and
mineral fragments retaining the appearance of dry bone. Normally wood, kerosene and dung cake
is used for subjecting the dead bodies to flame in these crematoria. The emissions from it contain
various pollutants due to incomplete / intermittent and complete combustion of fuel as well as flesh
during the process. These ranges from PM, VOCs, CO, NOx, SOx, heavy metals (cadmium,
mercury, and lead), dioxins and furans. Their presence in large numbers in an urban area creates
lots of air pollution in the surrounding areas. These emissions can represent significant acute (short
term) and chronic (long-term) health hazards to nearby residents. These health effects include
irritation of the skin, eyes, and mucous membranes, central nervous system depression, respiratory
effects and cancer. In view of this, there is a need to reduce the emissions from these units through
design of air pollution control system for green crematoria.

The burning takes about 8-10 hours in which the flesh and wood is burnt. About 250-300 kgs of
wood is required per body. Particles and gases from the cremation sites can be carried over long
distances by wind and then settle on ground or water and other receptors. The effects of this
settling include: making lakes and streams acidic; changing the nutrient balance; depleting the
nutrients in soil; damaging sensitive forests and farm crops; and affecting the diversity of
ecosystems.

There are two main types of crematoria found in urban environment depending on the type of fuel:
• Open pyre crematoria using wood as fuel (found in abundant) and
• Crematoria using electricity /Natural gas as fuel.

Most of these types are not having any air pollution control systems attached to it. In developed
countries these crematoria’s are fired by fuel and have primary/secondary combustion chambers
for increasing the performance of combustion process. The air pollution control system is usually
attached to these units. The emission control options for crematoria’s are can hence be categorized
as by use of clean fuel, change in technology and application of air pollution control systems.

Electric Cremation vs The Traditional Funeral Pyre

Electric cremation commissioned as a part of the Ganga Action Plan. The basic idea was to serve
the purpose of river friendly cremation. Electric cremation is comparatively less expensive.
Relatives can take the mortal remains within a few hours of cremation. In electric cremation, wood
is not burned and there are no gas emissions. It is no doubt an unconventional way of cremation

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_1
but it helps in saving resources like wood (500-600 kg of firewood), kerosene (three litres of
kerosene), some prefer desi ghee, and 300-400 cowdung cakes per dead body. It is the most
economical option for funeral.

There has always been a controversy on the use of the electric crematoriums due to rituals as most
persons follow the traditional burning of the bodies. In metropolitan cities it is promoted by the
Government, private NGOs and environmentalists, but not to a great extent and most of these have
failed due to finance and religious reasons.

According to a report, all the year round, around 50 to 60 million trees are burned during
cremations in India. While burning the wood, there is also emission of million tonnes of carbon
dioxide gas which is not good for the environment. Also, cremation in open grounds generates
large amounts of ashes, which are later thrown into rivers and water bodies, especially the Ganga
river, thereby polluting the water. These are all environmental threats caused by cremation.

However, electric cremation has not been popularized much in India, as Hindus still do not want to
shed away their traditional belief. Orthodox families believe that a electric crematorium, which
also is a covered crematorium, won’t allow the soul to be released from the body and thereby it
mingles with other souls and the concerned person will not be reincarnated again.

Green Cremation system

It is an alternate method of cremation in which the Hindus can also follow all their traditional
rituals. It is affordable, energy efficient, and generates less water and air pollution, while all the
religious needs of Hindus are taken into consideration. Cremation is done by cow dung are
significance to the scarcity of wood. Although, other gases evolving due to cow dung need further
study, particulate matter may drastically reduce.

In the Green Cremation system, a man sized

metal grate is constructed beneath a roof and a
chimney, and woods are placed on the metal
base. The use of chimney enables better air
circulation and reduces heat loss. It uses much
lesser amount of wood (around 150-200 kg)
to burn a body as compared to the wood (500-
600 kg) used in the traditional funeral pyre.
Also, it takes less time for the entire
cremation, somewhere around 2 hours, as compared to 6-8 hours in the traditional cremation.
While the emissions are reduced by 60%, the cost is also reduced significantly. Further the

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_2
emission control system attached to the hood of the open pyre shed and dome constructed may
help in reducing the emissions vis a vis ambient air quality around the cremation unit. Detailed
diagram of emission control system for open type with side enclosed crematoria (Figure 1).

Figure 1 : Detailed diagram of emission control system for open type

with side enclosed crematoria

Past Studies for Single Open Pyre Crematoria Emission Control

at Nagpur, undertaken by CSIR-NEERI, Nagpur

Many technology including clean fuel, electricity etc were installed in various parts of country.
However due to religious faith etc, these are not preferred. Hence the National Air Quality
Standards for PM 10 (100 µg/Nm3) and other gases is not possible to comply without installation of
adequate pollution control device. Regarding control option for such high emissions throughout the
period, installation of bag filter is not advisable because of the high temperature of the flue gas,
presence of smoke and volatile and larger space requirement for bag filter. The concept of wet
scrubbing may be preferred for both dust and gases emission control. CSIR NEERI, Nagpur under
in its 12th plan project on National Clean Air Mission has undertaken a demonstration study of
emission control system at single chamber open pyre crematoria at Mokshadham, Nagpur Aug
2014. Under this study, various field evaluation were made for sizing and selection of emission
control options like velocity and temperature profiling, emission and AAQ monitoring, feasibility
and sizing/selection of hood, ducting and emission control system.

The performance of the reactive scrubbing emission control system of NEERI was tested to handle
gases over a wide temperature range and inlet particulate concentrations (1500 to 2,000 mg/m3)
typical for crematoria offgas. Tests showed that the scrubbing process is very efficient and easily

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_3
reduces these emissions to less than 350-400 mg/m3. The ability to control solids loading in the
scrubber liquid was also accomplished in this scrubber. The advantages of using this type of
separation device are its compact size, low equipment cost, as it is constructed entirely of MS that
can tolerate the corrosive nature of the scrubber solution. Tests done with a various oxidizing
agents like with lime showed that the scrubber was able to remove nearly 70 percent of the particle
matter along with acidic gases. The Velocity and temperature profile studies were undertaken
around the cremation site during burning process as per Figure 2.

Figure 2 : Velocity profile of fumes during cremation

According to the velocity profile and temperature profile studies a hood and ducting was sized and
installed at the shed of the single chamber open pyre crematoria and emission monitoring was
undertaken to monitor various types of emissions during cremation of a dead body in a
crematorium because of burning of wood, use of diesel, kerosene, cow-dung cakes and flesh
burning. The hood is provided over the cremation in order to cover maximum area of dissipation of
gases. Emissions like PM, CO, NOx, SO 2 , NH 3 , HC, etc. were monitored apart from flue gas
hydraulic data. The emission load is estimated based on the input received from some crematoria
and along with off gas flow, velocity and temperature profile, a hood and ducting followed by a
reactive venturi scrubber is sized and installed as given in Figure 3 and 4.

These off gases are sucked at varying rates from and are further contacted with the liquid in the
venturi scrubber to get maximum reduction by efficient gas /liquid contact (Figure 5). Plain water
and lime are used to study the performance. The suction capacity is adjusted depend on the
emission rate from the burning, wind flow. The liquid to gases ratio are basis of maximum liquid

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_4
droplet contact with the incoming gaseous pollutant. The dust and gas pollutant get absorbed into
the liquid and collect into the receiver. Recycle of liquid are also provided with the help of pump
to maximize use of slurry/water. The distribution of particle size tends to be heterogeneous,
ranging from some very large ash particles greater than 200 microns to fine dusts less than 75
microns. There may also be emissions of sub-micron metal salts (metal fume) and sub-micron
particulate material formed from the condensing products of incomplete combustion. Visible
smoke emissions are closely related to total particulate matter. Dark smoke is associated with sub-
micron particles, formed from condensing products of incomplete combustion. Modern, secondary,
combustion control cremator units should be able to absorb these species effectively into the
solvent. In this study total particulates are monitored and their scrubbing efficiency was observed.

Figure 3 : Schematic view of Air Pollution Control System installed

at Mokshadham Crematoria, Nagpur

Figure 4 : Schematic view of Air Pollution Control System

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_5
The salient feature of Emission Control System installed in single chamber open pyre crematoria
for demonstration as given in Figure 1 is as follows:
• Hood size = 2500*2500*1000m height
• Ducting = 250 mm diameter 10m
• Scrubber Flow Rate = 8000m3/hr.
• Diameter of scrubber tank = 1200mm,
• Blower capacity = 7.5hp @1440rpm, variable speed
• Rotary air lock valve arrangement
• Water Pump capacity : 1 HP variable speed
• Material of Construction: mild steel of 4mm thickness
• The hood is supported by structural channel.
• Electrical 3 phase connection is required for 10 HP load
• Civil work for foundation of blower & Scrubber is required.
• Stack of 10 m height
• Capital Cost Approx. Rs. 8-10 Lakhs

Application of such emission control system in the single chamber Mokshada type crematoria at
Mumbai may be done after the field evaluation studies of off gases emanating from such units.

Figure 5 : Schematic of Reactive Scrubber

Gaseous Emission Control System

As crematoria flue gases contains higher percentage of organic, inorganic matter and particulate
dust material which can be removed efficiently by Venturi Scrubber. Gases from the Venturi
Scrubber outlet are further fed into a packet bed demister-cum-aerosol trap which serves dual
purpose of removing water droplets as well as condensed fumes. This bed can be recycled at
regular intervals of time. It can work on longer period though, if the flue gas contains less
moisture. Cleaned gas escapes into the atmosphere from the last unit through an I.D. fan

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_6
Design of APC System Emission capture system

In order to capture the existing fugitive emissions from the open pyre systems. The rectangular and
canopy hood needs to be used. The gases emitted from the platform, needs to be sucked at a
sufficient height in order to accommodate the plume width at the height of the hood. Since the
open pyre combustion is an intermittent emission source, it is necessary to establish the maximum
or peak plume flow rate conditions that can be expected during the course of process operations.

The canopy hood volume is expressed by the following equation:

Hood Volume = T d (Qp-Qs) Where,
T d = duration of plume surge (s)
Qp= peak plume flow rate (m3/s)
Qs= hood exhaust flow rate (m3/s)
Equation used to find Dimensions. Dc = 0.5 * X c 0.88
Where:
DC = column diameter at hood face.
XC = y +z = the distance from the hypothetical point source to the hood face, ft
Y = distance from the process surface to the hood face, ft
Z = distance from the process surface to the hypothetical point source, ft
Z = (2 * D S )1.138
Where:
DS = diameter of hot source, ft

Emission control system

The emission control system is proposed to be attached to the emission capture system. This
reactive wet scrubbing system is used for emission control. The necessary liquid to gas ratio,
Q L /Q G = [1.09(dd-0.0050/μg)]2/3
Q L = liquid volumetric flow rate (m3sec-1)
Q G = gas volumetric flow rate (m3sec-1)
d d = droplet diameter, m
μg= gas viscosity, (msec-1)

After scrubbing, the outlet gas contains few percentage of moisture which can be further
eliminated by demister. Generally, Souder's equation as used for phase separator or for knocks out
drums. That is,
Vd = k x [ (L-G)/G ]^0.5
L & G are liquid & gas densities.

Where k is the important part & is called the capacity design factor. It depends on type of de-
mister pad. Selection of a too low or too high k is always having a negative impact in case of
demisters as the efficiency greatly depends on velocities.

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_7
In case of lower velocities, droplets have low momentum to get path impingement & coalescence
& therefore avoid capture into bigger drops & thus escape from the pad. At higher velocities the
vapors have sufficient kinetic energy to re-entrain them. Therefore, correct range of k selection is
necessary.

Based on past experiences & designs a value of k = 0.42 is most suitable for many applications.
So after choosing k get the design velocity & then find out the diameter of separator.

Many of the Municipal Corporation is taking initiatives for shifting from traditional way of
cremation to Green Crematoria. Ingenuity will be coming through public awareness and extensive
efforts will require from all stake holders and NGOs for change in mindset.

Annexure II - Design of Air Pollution Control System for Open Pyre Type Green Crematorium A2_8
 Draft Interim Submission

Annexure – III

Design of Passive Gas Venting System

for Landfill Sites
_____________________________________
Design of Passive Gas Venting System for Landfill Sites
In developing countries, such as India, inventory estimation of methane (CH4) emission from
landfills has large uncertainties due to inadequate data availability on MSW management and
emissions. During the cradle to grave process, MSW management process passes through
various stages, such as sorting of recyclable and compostable materials before final disposal to
landfills. These stages may change the quantity and properties of waste ultimately reaching the
landfill sites, thereby influencing GHG emissions. Therefore, in-situ measurements of GHG
emission fluxes from the landfill are important to reduce uncertainties in inventory estimates
from this important GHG source. Many researchers have earlier reported about CH4 emission
estimates from MSW handling at national and city levels.

Most of the MSW generated is disposed of non-scientifically in open dumps, which causes a
serious threat of landfill gas (LFG) emissions. The present note will focus on the landfill sites for
the LFG emissions and designing the appropriate gas venting for the landfill sites.

Landfill Gas Collection System

Landfill gas can be collected by either a passive or an active collection system. A typical
collection system, either passive or active, is composed of a series of gas collection wells placed
throughout the landfill. The number and spacing of the wells depends on landfill specific
characteristics, such as waste volume, density, depth, and area. As gas is generated in the
landfill, the collection wells offer preferred pathways for gas migration. Most collection systems
are designed with a degree of redundancy to ensure continued operation and protect against
environmental hazards.

Annexure III- Design of Passive Gas Venting System for Landfill Sites A3_1
Active Gas Collection System

Well-designed active collection systems are considered the most effective means of landfill gas
collection (EPA 1991). Active gas
collection systems include vertical and
horizontal gas collection wells similar to
passive collection systems. Unlike the gas
collection wells in a passive system,
however, wells in the active system should
have valves to regulate gas flow and to
serve as a sampling port. Sampling allows
the system operator to measure gas
generation, composition, and pressure.
Active gas collection systems include Active venting systems

vacuums or pumps to move gas out of the landfill and piping that connects the collection wells to
the vacuum. Vacuums or pumps pull gas from the landfill by creating low pressure within the gas
collection wells. The low pressure in the wells creates a preferred migration pathway for the
landfill gas. The size, type, and number of vacuums required in an active system to pull the gas
from the landfill depend on the amount of gas being produced. With information about landfill
gas generation, composition, and pressure, a landfill operator can assess gas production and
distribution changes and modify the pumping system and collection well valves to most
efficiently run an active gas collection system. The system design should account for future gas
management needs, such as those associated with landfill expansion.

Passive Gas Collection System

Passive gas collection systems use existing variations in landfill pressure and gas concentrations to
vent landfill gas into the atmosphere or a control system. Passive collection systems can be
installed during active operation of a
landfill or after closure. Passive
systems use collection wells, also
referred to as extraction wells, to
collect landfill gas. The collection
wells are typically constructed of
perforated or slotted plastic and are
installed vertically throughout the
Passive Venting Systems
landfill to depths ranging from 50% to
90% of the waste thickness. If groundwater is encountered within the waste, wells end at the

Annexure III- Design of Passive Gas Venting System for Landfill Sites A3_2
groundwater table. Vertical wells are typically installed after the landfill, or a portion of a landfill,
has been closed. A passive collection system may also include horizontal wells located below the
ground surface to serve as conduits for gas movement within the landfill as shown below.
Horizontal wells may be appropriate for landfills that need to recover gas promptly (e. g.,
landfills with subsurface gas migration problems), for deep landfills, or for active landfills.
Sometimes, the collection wells vent directly to the atmosphere. Often, the collection wells
convey the gas to treatment or control systems (e.g., flares).

Criteria and Process Diagram of Passive Vents

Passive venting of low quality landfill gas or other CH4 gas sources can be effectively controlled by
the installation of passive venting systems. They consist of a horizontal network of slotted HDPE
pipes connected together and fed to vertical venting columns. The columns are normally fitted
with a rotating aspiromatic cowl to provide a small vacuum and increase the efficiency of the
extraction. Other static type cowls are also available. The typical design of passive gas venting
system is shown below :
The typical components of passive
gas collection system are as follows:

• Vertical HDPE vent pipe

• Protective steel vent stack
• Rotating Aspiromatic cowl
• Static vent cowl
• ‘Chinaman’s Hat’ cowl
• Bird protection cage
• High strength embedment lugs
• Anti flash-back gauze
• Bentonite seal
• Horizontal HDPE slotted pipe
• Vertical HDPE slotted pipe
• HDPE tee
• HDPE couplers
• Stone filled trench
• HDPE capping membrane

Typical Design of Passive Vent System

Annexure III- Design of Passive Gas Venting System for Landfill Sites A3_3
Data Requirement and Design of Passive Vent System for Landfill Sites

 Data Requirement
The data required to estimate LFG generation in a landfill includes the following:
• Design capacity of the landfill
• Quantity of waste in landfill or the annual waste acceptance rate the landfill
• Rate of decay of organic matter
• Efficiency of gas collection systems (if any)
• Duration of operation

LandGem model can be used as an estimation tool for quantifying LFG generation and recovery
from landfill sites. The model requires historical data for landfill opening and closing years,
waste disposal rate, average annual precipitation and collection efficiency.

 Proposed Design of Passive Gas Venting System

Depending on the potential impacts of LFG and local regulatory criteria, gases are either
dispersed into atmosphere or collected and treated. Before designing the gas venting system,
following should be taken into consideration:
• Size and depth of landfill
• Nature of waste and potential of producing CH4 and other gases
• Age of dumped waste
• Existing gas collection and monitoring system
• Hydro-geologic conditions surrounding the landfill

After evaluating the above points by collecting information from concerned authority and also
through experimental studies, the appropriate design of passive venting will be proposed for the
landfill sites of Mumbai.

Methods to Treat Landfill Gas

Some passive gas collection systems simply vent landfill gas to the atmosphere without any
treatment before release. This may be appropriate if only a small quantity of gas is produced and
no people live or work nearby. More commonly, however, the collected landfill gas is controlled
and treated to reduce potential safety and health hazards. Common methods to treat landfill gas
include combustion and non-combustion technologies, as well as odor control technologies.

Annexure III- Design of Passive Gas Venting System for Landfill Sites A3_4
Combustion Methods

Combustion is the most common technique for controlling and treating landfill gas. Combustion
technologies such as flares, incinerators, boilers, gas turbines, and internal combustion engines
thermally destroy the compounds in landfill gas. Over 98% destruction of organic compounds is
typically achieved. Methane is converted to carbon dioxide, resulting in a large greenhouse gas
impact reduction. Combustion or flaring is most efficient when the landfill gas contains at least
20% methane by volume. At this methane concentration, the landfill gas will readily form a
combustible mixture with ambient air, so that only an ignition source is needed for operation. At
landfills with less than 20% methane by volume, supplemental fuel (e. g., natural gas) is required
to operate flares, greatly increasing operating costs. When combustion is used, two different
types of flares can be chosen: open or enclosed flares. Some public concerns have been raised
about whether the combustion of landfill gas may create toxic chemicals. Combustion can create
acid gases such as SO2 and NOX. The generation of dioxins has also been questioned. Because
of the potential imminent health threat from other components of landfill gas, landfill gas
destruction in a properly designed and operated control device, such as a flare or energy recovery
unit, is preferable to uncontrolled release of landfill gas.

Non-combustion Methods

Non-combustion technologies were developed in the year 1990 as an alternative to combustion,

which produces compounds that contribute to smog, including nitrogen oxides, sulphur oxides,
carbon monoxide, and particulate matter. Non-combustion technologies fall into two groups:
energy recovery technologies and gas-to-product conversion technologies. Regardless of which
non-combustion technology is used, the landfill gas must first undergo pre-treatment to remove
impurities such as water, NMOCs, and carbon dioxide. Numerous pre-treatment methods are
available to address the impurities of concern for a specific landfill. After pre-treatment, the
purified landfill gas is treated by non-combustion technology options.

It is feasible to go for comprehensive primary data collection at all the landfill sites in Mumbai to
develop more realistic venting systems required to be installed at landfill sites.

Annexure III- Design of Passive Gas Venting System for Landfill Sites A3_5
 Draft Interim Submission

Annexure – IV

Dust Control Measures

________________________________
Dust Control Measures
The environmental impacts of dust emissions can cause widespread public concern about environmental
degradation and/or a decline in amenity. The nature and extent of the problem and significance of the effects
usually depend on the nature of the source, sensitivity of the receiving environment and on individual
perceptions. For example, the level of tolerance to dust deposition can vary enormously between individuals.
However, individual responses can also be affected by the perceived value of the activity producing the dust.
For example, people living in rural areas may have a high level of tolerance for the dust produced by activities
such as ploughing or top-dressing, but a much lower tolerance level for dust from unsealed roads.

Many forms of dust are considered to be biologically inert, and hence the primary effects on people relate to
our sense of aesthetics. Dust directly causes eye irritation, lung disorders, health issues etc. Dust may also
contain toxic metals like mercury and lead which can be carcinogenic in nature. Dust could settle on the
window glass, ledges, flowers, fruits and vegetables, leaves etc. thereby reducing the aesthetic value. In New
South Wales maintenance of dust deposited houses were estimated about ranging from $500–$1000 with an
average value of $90 per annum. This really affects the property value. Dust also affects the visibility, thereby
affecting the air quality level. Dust can also affect the growth of plants through:
• Reducing photosynthesis due to reduced light penetration through the leaves. This can cause reduced
growth rates and plant vigour. It can be especially important for horticultural crops, through reductions
in fruit setting, fruit size and sugar levels.
• Increased incidence of plant pests and diseases. Dust deposits can act as a medium for the growth of
fungal diseases. In addition, it appears that sucking and chewing insects are not affected by dust deposits
to any great extent, whereas their natural predators are affected.
• Reduced effectiveness of pesticide sprays due to reduced penetration.
• Rejection and downgrading of produce

Dust Control Agents

Water is one of the most primitive agents which are used as dust control measure. But it is less effective as
compare with other chemical agents. Foam based system are also used to reduce dust. Lastly, one can reduce
dust emission by reducing the production. Variety of chemical dust suppressant is available to suppress
fugitive dust emissions. But they are being more expensive that of water. Comparing to water, they are more
effective in suppressing dust and are applied much less frequently. Examples of dust suppressants include the
following:
• liquid polymer emulsions
• agglomerating chemicals (e.g., lignosulfonates, polyacrylamides);
• cementitious products (e.g., lime-based products, calcium sulphate);
• petroleum based products (e.g., petroleum emulsions); and
• chloride salts (e.g., calcium chloride and magnesium chloride).

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_1
While the application of water and chemical dust suppressants are proven and effective options for mitigating
dust, they have to be applied judiciously. Their usage, while mitigating dust, can trigger hazardous
environmental consequences. It is important to keep these environmental consequences in mind when
deciding on the extent to which water and chemical dust suppressants are to be utilized.

Selecting dust control agents

When selecting materials for dust control consider these basic requirements:
• environmentally compatible
• easily applied with common road
• maintenance equipment
• workable and responsive to maintenance
• reasonably effective at controlling dust
• not degrading to ride quality
• relatively harmless to vehicles using road
• posing little hazard or inconvenience to adjacent residents
• cost competitive

The most common dust control agents are chlorides, asphalt products, and lignin. Calcium- Magnesium
Acetate (CMA) and MgCl 2 has been proposed as dust binder and its application on paved roads in Sweden,
Austria, Germany and UK in order to mitigate road dust emissions (Norman and Johansson, 2006; Barratt et
al., 2012). These previous studies showed that in most cases a reduction of kerbside PM 10 concentrations was
reached. The effectiveness of CMA in binding deposited particles seems to be closely related to the degree of
road moisture (Gustafsson et al., 2010). This is a crucial aspect, mostly when evaluating the potential
effectiveness in South European environments, where the higher solar radiation might further reduce the life-
time of the air quality benefit. MgCl 2 has been also proposed and tested in Norway as a possible dust
suppressant due its high hygroscopic and deliquescent properties. CMA and MgCl2 were used in combination
in a South European city, characterized by a relatively dry climate. In this scenario, emissions of road dust
were estimated to reduce PM10 and PM2.5 background levels by 16-17% and 6-8% respectively, as annual
average between 2003-2009. Road cleaning activities (using MgCl2) have been recently tested in one of the
commercial district of Barcelona, resulting in a daily reduction of PM10 measured at traffic site by 7-10% and
larger decrease for specific tracers of mineral and brake dust. Application rate for CMA and MgCl2 has been
given in Table 1.

Table 1: Application rates of dust control chemicals

Chemica Applications Where to used Reference
MgCl2 20 g/m2 Barcelona, Spain Querol (2013)
30% solution at Madison, Wisconsin, Wisconsin Transportation
0.5 gal./sq. yd. US (1997)
CMA 20 g/m2 Barcelona, Spain Querol (2013)
2
10 g/m Klagenfurt, Austria Gustafsson (2012)

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_2
Methods of Application

Dust control agent can be applied through vehicles and sprinkling on the road side (Figure 1). Also while
transferring the materials (either via trains or trucks), they should be covered with tarapaulin. At the same
time, dust control agent must be sprayed to reduce the emission of dust. This should be the responsibility of
the owner rather than transportation agencies.

Figure 1 : Road side sprinkling of dust control agents

Covered vehicles must be used for transportation of coal and materials. One could use covered vehicles like
dumpers for transportation of materials (Figure 2). This would aid in reduction of fugitive dusts

Figure 2 : Covered transportation vehicles

Other references
• Gustafsson, M. (2012). PM10 reduction by the application of liquid Calcium-Magnesium
Acetate (CMA) in the Austrian and Italian cities Klagenfurt, Bruneck and Lienz, presented at
Redust seminar, Helsinki.
• Normana, M., Johanssona, C. 2006. Studies of some measures to reduce road dust emissions
from paved roads in Scandinavia, Atmospheric Environment 40, 6154–6164.
• Querol, X. (2013). Methods used in Barcelona to evaluate the effectiveness of CMA and
MgCl2 in reducing road dust emissions, AIRUSE, LIFE11 ENV/ES/584.
• Wisconsin Transportation Bulletin. (1997). Dust Control on Unpaved Roads. Annexure

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_3
In order to achieve the maximum effect in terms of dust control and to reduce the environmental
and other impacts; CSIR -NEERI has developed dust suppressant. It has been validated through
laboratory studies and field trials under Indian conditions and scenarios.

Specifications/ Application
• CSIR - NEERI’s dust suppressant need to be mixed with water with proportionate amount (10 -
15% depending on source of pollution; i.e., for road side dust 10% is enough while for coal
mines, 15% is preferred).
• Application rate is 2 litre per unit area
• It is white (solid) and can be used as mist as well
• This chemical is based on hygroscopic salts like Magnesium Chloride and Calcium carbonate
along with bio additive (name undisclosed, under stage of patenting).
Advantages
• It is prepared, tested and applied as per Indian climatic conditions
• Treated water can be used for this purpose
• It is 40 to 60 times more effective than water
• While comparing with other dust suppressant, NEERI’s suppressant showed better results
• No harmful byproduct is produced (tested and field trials conducted)

It has been tested by Enviro Policy Research India Pvt Ltd (EPRI) at three different construction
site of Delhi.

Application of Dust Suppressant using Tanker at Delhi

The Effectiveness of Dust Suppressant: It showed 60 – 65% reduction from base concentration.

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_4
Bioswale : System for Storm Water and Dust Suppression Road Side

A biological filtration canal is a shallow depression created

in the earth to accept and convey storm water runoff. A
biological filtration canal uses natural means, including
herbaceous vegetation and soil, to treat storm water by
filtering out contaminants being conveyed in the water.
Canals require shallow slopes that drain well, and function
best under light to moderate runoff conditions.

Purpose: Storm water treatment and management, road side

pollutant removal (SPM, suspended solids, nitrogen,
phosphorus) by vegetation uptake, vegetation slows flow
down and encourages sedimentation, cleans water and air by
biota consumption, encourages infiltration into the
subsurface zone, which reduces flow volume. Optimum
design of channel dimensions, longitudinal slope, type of vegetation, and use of check dams will
improve pollutant removal rates.
___________

Building construction/demolition codes need to be used with specific reference to PM control.

UTTIPEC design manual has been recently created by Delhi Development authority for
uniform roadside, drains, footpath and related design. The same should be adopted for all
future design for roads and pathways. Road construction/repair uses wood for melting tar, this
technology needs to be abolished as over a large period of time, emissions are high.

Water spraying on the tires of trucks at the entry/exit point through construction of water pit.
Appropriate barricading of the under construction site to avoid dispersion of the dust and
particulate matter in the ambient air.

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_5
The Construction and Demolition (C&D) Waste Management Rules, 2016 was notified vide G.S.R.
317(E) 29th March, 2016 by the Ministry of Environment, Forest and Climate Change (MoEF&CC).
building materials, debris and rubble resulting from construction, re-modeling, repair and demolition
of any civil structure which delineated specific guidelines for waste generator, Service Provider and
their Contractors, Local Authority, State Pollution Control Board or Pollution Control Committee,
State Government or Union Territory Administration, Central Pollution Control Board and Criteria
for Site Selection for Storage and Processing or Recycling Facilities for Construction and demolition
Waste.

A) National Clean Air Programme (NCAP)

A time-bound national level strategy, National Clean Air Programme, was launched by
Government to tackle increasing air pollution. The NCAP is envisaged to be dynamic and will
continue to evolve based on the additional scientific and technical information as they emerge.
Some of the measure and technologies developed for control of air pollution under NCAP are as
follows.
Dust management
• Road dust and dust arising from construction and demolition are the major contributors to the
pollution in Indian cities. City specific Plans need to evaluate the options of mechanical
sweeping, greening and landscaping of the major arterial roads, identification of major impact
roads including national high ways etc. Spraying of water twice per day (before peak hours of
traffic) is very effective in reducing air borne dust load. Grassing of open spaces with native
grasses also prevent dust pollution and clean air.
The mechanical sweepers were introduced in Delhi as manual sweeping by brooms blow more
dust particles in air than it cleans off the ground. There is no proper mechanism or standard
operating procedure (SOP) on how to dump the dust collected so that they don’t return to the city
after disposal.
• The Government has notified Construction & Demolition Waste Management Rules, 2016
which had been an initiative towards effectively tackling the issues of pollution and waste
management. Basis of these Rules is to recover, recycle and reuse the waste generated through
construction and demolition. Segregating construction and demolition waste and depositing it
to the collection centres for processing is now be the responsibility of every waste generator.
Local bodies are to utilize 10-20% material from construction and demolition waste in
municipal and government contracts.
• It was noted that there was no regulation prescribing preventive measures to be taken for
management of dust including road dust and C&D dust that arises during construction. Taking
note of increasing air pollution and to keep dust material under control in towns and cities, the
Ministry of Environment, Forest and Climate Change has issued a Dust Mitigation
notification in January 2018 under EPA, 1986; making mandatory dust mitigation measures in
infrastructural projects and demolition activities in the country. This would help to keep dust
under control to reduce air pollution in metros and cities. The notified rules inserted 11-point

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_6
 measures in the existing Act, empowering the ministry to issue notices against local
authorities and state agencies for non-implementation of those actions.

Way Forward
• Introducing mechanical sweepers on the basis of feasibility study in cities;
• Evolve SOP for addressing the specific issue of disposal of collected dust from mechanical
sweeping, taking into consideration all the above cited factors;
• Stringent implementation of C&D Rules, 2016 and Dust Mitigation notification, 2018 of
Government of India;
• Wall to wall paving of roads to be mandated.
• Control of dust from construction activities using enclosures, fogging machines, and barriers-
stringent implementation.
• Greening and landscaping of all the major arterial roads and national highways after
identification of major polluting stretches.
• Maintenance and repair of roads on priority.
• Sewage Treatment Plant (STP) treated water sprinkling system having PVC (Polyvinyl
Chloride) pipe line along the roads and at intersecting road junctions and spraying of water
twice a day before peak traffic hours.

B) Dust Mitigation Notification by MoEF-CC

Ministry of Environment, Forest and Climate Change vide notification dated January 25, 2018 has
amended the Environment (Protection) Rules, 1986. Vide this amendment in Schedule-I –New
serial number ‘106’ has been inserted which relates to Mandatory Implementation of Dust
Mitigation Measures for Construction and Demolition Activities for projects requiring
Environmental Clearance:
• No building or infrastructure project requiring Environmental Clearance shall be implemented
without approved Environmental Management Plan inclusive of dust mitigation measures.
• Roads leading to or at construction sites must be paved and blacktopped (i.e. metallic roads).
• No excavation of soil shall be carried out without adequate dust mitigation measures in place.
• No loose soil or sand or Construction & Demolition Waste or any other construction material
that causes dust shall be left uncovered.
• Wind-breaker of appropriate height i.e. 1/3rd of the building height and maximum up to 10
meters shall be provided.
• Water sprinkling system shall be put in place.
• Dust mitigation measures shall be displayed prominently at the construction site for easy
public viewing.
New serial number ‘107’ has been inserted which relates to Mandatory Implementation of Dust
Mitigation Measures for all Construction and Demolition Activities:
• Grinding and cutting of building materials in open area shall be prohibited.
• Construction material and waste should be stored only within earmarked area and road side
storage of construction material and waste shall be prohibited.

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_7
• No uncovered vehicles carrying construction material and waste shall be permitted.
• Construction and Demolition Waste processing and disposal site shall be identified and
required dust mitigation measures be notified at the site.
The serial numbers 106 and 107 above shall apply to cities and towns where value of particulate
matter 10/ particulate matter 2.5 exceeds the prescribed limits in National Ambient Air Quality
Standards

Use of Ready Mix Concrete

The Ready Mix Concrete (RMC) industry in India is still in its early stages with cement
consumption of just 8-9 per cent of total production. This is evident from the fact that in the West,
the RMC consumes 60 per cent of total cement production. However, over a period of time the
demand for RMC is expected to grow exponentially. Godrej is a part of the Ready Mix Concrete
Manufacturers Association (RMCMA) and actively participates in preparing guidelines for helping
penetrate the use of RMC through forums and discussions. Use of RMC leads to time and cost
efficiency since the construction does not need additional space to store the concrete. Since only
the right amount of concrete mix is delivered hence it results in no wastage and reduces dust, dirt
emissions. Godrej supplies range of ready mix concrete and sold under the brand name of TUFF.
This mainly includes products like Enviro TUFF eco-friendly concrete, Recycled concrete blocks,
Solid recycled concrete, Poro TUFF pervious concrete. These blocks are mainly made from
industrial byproducts.

Autoclaved Aerated Blocks have also been introduced in Indian Market. These are manufactured
by using fly ash mixed with cement, lime, water and an aeration agent placed in an autoclaved
chamber. Godrej has introduced Autoclaved Aerated Blocks under the brand name of TUFF blocks
AAC. As per the company’s claim, TUFFBLOCKS AAC decreases over 50% greenhouse
radiation & integrated energy and utilizes at least 70% environmental waste.

Annexure IV-Design of Passive Gas Venting System for Landfill Sites A4_8
 Draft Interim Submission

Annexure – V

Wind Augmentation and purifYing Unit (WAYU)

_________________________________________________
‘Wind Augmentation and purifYing Unit (WAYU)’

The air quality at traffic intersections is one of the worst as vehicles typically undergo long idling,
acceleration and deceleration there. This increases the quantity of air pollutants emitted by the vehicles
at intersection. A numerical emission model run by Margarida et al. (2005) estimate an increase of
34%, 105% and 131% in NO, HC and CO emissions, respectively due to traffic signals at vehicular
intersections.

India has experienced substantial increases in vehicle miles traveled (VMT) in recent years. The
increased traffic has resulted in increased pollutant emissions and the deterioration of environmental
quality and human health in several major cities in India. Pollutant concentrations near major
intersections and roadways in the city are exceeding the Indian national ambient air quality standards
(NAAQS). Thus, users (motorists, pedestrians, residents, etc.) in these corridors are exposed to
unhealthy pollution levels. Exposure to vehicular air pollution directly affects respiratory, nervous and
cardiovascular systems of humans, resulting in impaired pulmonary functions, sickness, and even
death.

People standing stagnantly at a position, or moving slowly than usual average walking speed is more
exposed than people passing by, because the time spent in a polluted microclimatic environment is
much more, which increases the cumulative exposure to pollutants. As pedestrians pass by several types
of human activities present on or beside sidewalks, they are affected by the pollution emitted by those
activities. The breathing rate becomes factual in calculation the dose from exposure, and adds to the
cumulative intake of air pollutants.

IIT Bombay, National Environmental Engineering Research Institute (NEERI) and Maharashtra
Pollution Control Board (MPCB) have come together to address the issue of air pollution at traffic
junctions. A device known as ‘Wind Augmentation and purifYing Unit (WAYU)’ to improve the air
quality at urban intersections has been developed and integrated in a way that it can work with solar
power. This device works basically on two principles:
• Wind generation for dilution of air pollutants
• Active Pollutants removal

Annexure V- Wind Augmentation and purifYing Unit (WAYU) A5-1

Air pollution is a local problem and its solution can be derived from technologies coupled with local
conditions and requirements. Creating change in meteorological parameters like wind with the help of
devices such as fans and also removal of the pollutant near to the source may help in reducing ambient
air pollutant concentrations. Creating turbulence in the air with the help of turbo machines will
disperse and dilute the pollutants. Trapping the pollutants with the help of suction units installed near to
the source and purifying it will also have a sizable amount of impact. This can be done where the
population density is high which is typically found in India near the traffic junctions.

The device uses low speed wind generators, appropriate size filters for long operation cycle with
reasonable efficiency. It also has an oxidizer unit for removal of Carbon-monoxide and Hydrocarbons
including VOCs. The air is passed through the filters where the particulates are removed. The air
generators without filter can help in augmenting wind turbulence in near zone so that dilution takes
place (like in nature).

In the next level where active pollutants are removed, filters and thermal system are used. The air is
heated inside the specially designed with appropriate surface and retention time, within the thermal
oxidisers where the carbon monoxide, hydrocarbons, VOCs get converted to carbon dioxide. At the
outlet of the device, the discharged air has some exit velocity. This velocity of air creates air mixing
and turbulence in the atmosphere which thereby helps bringing down the pollutant concentrations by
the method of dispersion.

The WAYU device has a potential to lower the ambient concentrations of PM and VOCs by 50-
70%.The effectiveness and influence zone of the WAYU device can be affected by the prevailing wind
conditions. During the various experiments conducted was conducted inside closed boxes of various
sizes, it was observed that the pollutant concentrations decreased rapidly by 90-95% within 15
minutes. The device can be powered with the help of solar power very efficiently. In this way the
device becomes self-sustainable in its operation.

The primary treatment consists of filters of 10 microns and which is followed by oxidation systems.
The oxidation systems consist of specially designed UV- TiO 2 adsorption, photo catalytic oxidation
technology. In brief this technology can be explained as follows. Small particles of titanium dioxide
(TiO 2 ) act to catalyze oxidation of adsorbed molecules in the presence of above‐bandgap ultraviolet
light (UV, wavelengths smaller than 390 nanometers). The particle size is usually in the range of 5 to
50 nm. The absorption of UV light produces electron‐hole pairs in the titanium dioxide particles. The
hole reaches the particleʹs surface to react with hydroxyl (OH‐) ions from adsorbed surface water and

Annexure V- Wind Augmentation and purifYing Unit (WAYU) A5-2

form highly reactive hydroxyl radicals. These radicals form when an OH‐ group loses its electron
during an encounter with a hole. They are electrically neutral but highly reactive chemically. Airborne
pollutant molecules can be adsorbed on the TiO 2 particle surface, at which time they react with
adsorbed hydroxyl radicals. Ideally, reaction products remain on the surface until they are fully
oxidized. The process just described represents the essence of catalytic photo‐oxidation, but it should
be understood that variations on this theme are encountered.

UV- TiO2 adsorption-photocatalytic oxidation has a lot of

advantages. They are very efficient in removal of VOCs. Pichat et
al. (2000) have shown that ozone can be directly eliminated by
TiO 2 nanoparticles in a process that is promoted by both heat (in
the ambient temperature range of 0° to 50°C) and by UV light.
The catalytic activity of present‐day TiO 2 anatase nanoparticle
materials is sufficient to remove some VOCs from the air. Both
the components of smog (ozone and particulate matter) are the result of emission of VOCs that can
potentially be reduced by the active photocatalytic oxidation technology under consideration.

The unique design of the arrangement of the various components of the UV-TiO 2 activated carbon
gives WAYU the edge for performing complete oxidation and satisfactory reduction in VOC
concentrations.

WAYU is a device jointly developed by IIT-CSIR-NEERI focused on controlling pollution in ambient

air. WAYU has been successfully tested in a pilot project of 25 devices in Mumbai in collaboration
with Maharashtra Pollution Control Board (MPCB). With an aim to solve the ever rising menace of air
pollution in the national capital and other parts of India, CSIR-NEERI believes WAYU would be a
vital cog in the armory to combat this menace.

Different Models

WAYU comes in various shapes and sizes. Various

designs have been incorporated to suit according to
different scenarios. These include improved design for
traffic junctions, Bus shelters, traffic roundabouts, wall
mounted models for flyover pillars, pedestrian pathways.
In the scenario of Flyover pillars play a vital role. So a
WAYU device improved design

Annexure V- Wind Augmentation and purifYing Unit (WAYU) A5-3

 design which could be wall mounted was ideated. The
design basically consists of a blower fan at the main
extrution where the air is sucked at the bottom of the
extrution and thrown to the right or left of the outlet which
consists of linear activated carbon trays. These trays could
be easily accessed from the front and could be changed
once in a month. Here there are two UV tube lights which

Wall mounted/ Flyover Design

are basically of one feet and has been placed vertically in
particular intervals to attain maximum level of treatment.
The air is sucked from the bottom at 625mm height and the purified air is pushed out at [Link]
modularity of this concept leads to a futuristic look with stainless steel as its material used. Here the
form could be easily manufactured because of its minimal bending profiles.

The design initiation started with

the scenario of pedestrian was
there is a constant flux of people
moving around the environment.
The design was finalized at a
space that is closer to the road &
the pedestrian paths were the
Unit would be placed. The
Bus shelter design
standalone device is of
approximate 1825mm. The overall design is made in a very similar minimal approach with small
continues chamfers which could be
manufactured easily with stainless
steel and laser cut technologies. There
are three two- feet UV tube lights,
which is been attached to the phases
of the unit.

At Bus shelters stand-alone modules

should be vital phase. Since each bus
shelter has different design of the
Traffic Roundabouts design
shelter we arrived at a very minimal

Annexure V- Wind Augmentation and purifYing Unit (WAYU) A5-4

half T -Section stand-alone module which could be fixed and two or one end of the bus stop. The air is
sucked form a particular height and released from the top as shown in Figure [Link] overall
dimensions were optimized for the easy accessibility of activated carbon filters and UV Tube light.
This is a purifier, which could a public installation. The roundabouts are spaces where the vehicle –
people ratio is very high. The design added in new features like an additional solar panel, which could
make the standalone device run itself.

A polygon was taken in consideration, the octagon was chosen initially for the design as the bottom
inlet could capture all the polluted particles and left out as clean air through the top. An extruded
octagon was considered which could gradually reduce at the bottom too look like a tree. The inner
details of this purifier are mainly three phases as the air purifier which is prototyped with cassettes at
each sides. These trays would be filled with activated carbon and there is four feet tube lights at the
center. The polluted air is sucked from the bottom and released at the top. This is a self-sustainable
standalone device which requires no Power.

Why WAYU?

WAYU has the following advantages:

• Relatively cheaper than most devices in market for similar purpose
• Low power consumption facilitating the use of solar power
• Easy operation and maintenance
• Removes gaseous pollutants along with particulate matter unlike most of the devices which focus
only on particulate matter
• Can be easily modified to suit any scenario and volume of air
• A range of designs in its portfolio makes it an attractive option for solving air pollution in spaces
of all kinds
• An indigenously developed technology that propels MAKE IN INDIA initiative

Though commercial data for similar devices are not available, it is quite confidently estimated that the
cost of per unit of WAYU is one of the cheapest devices for ambient air pollution control. The basic
advantages besides the ones listed above include simplicity in construction and operation. The ability
to couple with different energy sources such as solar make WAYU commercially a very viable option.
With thoroughly tested technology WAYU is one of the most robust air purifiers that can be installed
in both indoor and outdoor spaces. Aesthetically designed WAYU blends into the ambient
environment and thus is not an eye-sore unlike other devices.

Annexure V- Wind Augmentation and purifYing Unit (WAYU) A5-5

 Constitution of City Level Committee
for effective implementation of
National Clean Air Program (NCAP).

GOVERNMENT OF MAHARASHTRA
Environment Department
Government Resolution No NCA 2018/CR.196(2)/T.C.2
15th Floor, New Administrative Building, Hutatma Rajguru Marg,
Madam Cama Marg, Mantralaya, Mumbai-400 032.
Dated 18th September, 2019
Read :-
1. Environment (Protection) Act, 1986 (Amendment from time to time).
2. Air (Prevention & Control of Pollution) Act, 1981 (Amendment from time to time)
3.
New Delhi in Application No.681/2018
4. Letter dated 24/04/2019 received from the Central Pollution Control Board.

Preamble:
National Green Tribunal, Principal Bench, New Delhi vide order dated 8/10/2018
passed in Application No.681/2018 directed that all the States and Union Territories with non-
attainment cities must prepare appropriate Action Plans within two months aimed at bringing the
standards of air quality within the prescribed norms within six months from the date of finalization of

committee, comprising of Directors of Environment, Transport, Industries, Urban Development,

Agriculture and Member Secretary, State Pollution Control Board or Committee of concerned State.
The Central Pollution Control Board vide letter dated 24/04/2019 directed to constitute a Committee
to ensure effective implementation of NCAP.

Government Resolution-

the following City Level Air Quality Monitoring Committee is hereby constituted.

[Link]. Committee Member Designation

1. District Collector/ Municipal Commissioner Chairman

2. Representative of Commissioner of Police Member

3. Representative of District Collector / Municipal Member

Corporation / Council

4. Expert member from academics or research Member

institutes

5. District Health Officer Member

6. Regional Transport Officer Member

7. Industry Association Representative Member

8. Regional Officer, Maharashtra Pollution Control Member Secretary

Board

District Collector/ Commissioner of Municipal Corporation shall appoint the Expert Member
from esteemed academic and research institutes.
Government Resolution No.: NCA 2018/CR.196(2)/T.C.2

The Terms of Reference of the City Level Air Quality Monitoring Committee shall be as given below:
(i) To review the draft interventions and city action plans submitted by expert committee of
IIT(B)/ NEERI and forward them to State level AQMC.
(ii) To monitor the progress of components/ activities under NCAP to ensure strict
implementation of the programme.
(iii) To oversee that all interventions under NCAP are in line with the programme document /
operational guidelines and that the city/ component wise implementing agencies/
partners are appropriately tasked to deliver the results expected.
(iv) To review any other matters referred to them and make recommendations on these
matters as and when required.
(v) To stimulate collaboration between the organizations involved with city specific
components/ activities under NCAP.
(vi) The City Level Committee shall plan monthly meeting for progress review of above said
actions.
(vii) The Monitoring Committee may co-opt any other person as and when required.
(viii) The City Level Committee is responsible for day-to-day monitoring & implementation of
the programme.
(ix) The City Level Committee shall submit the monthly progress report to the State Level Air
Quality Monitoring Committee (AQMC).

This Government resolution of Maharashtra Government is available at the

[Link]. Reference no. for this is 201909181740336104. This order has
been signed digitally.

By order and in the name of the Governor of Maharashtra.

( Shuddhodhan D. Aher )
Deputy Secretary,
Environment Department
To Copy,
Principal Secretary for [Link] Chief Minister, Mantralaya Mumbai 32
Personal Secretary for [Link] Minister (Environment ) Mantralaya Mumbai 32
Personal Secretary for [Link] State Minister (Environment ) Mantralaya, Mumbai 32
) Chief Secretry, Government of Maharashtra, Mantralaya Mumbai 32
5) Additional Chief Secretary, Industry Department, Mantralaya Mumbai
6) Principal Secretary, Urban Development Department, Mantralaya, Mumbai
7) Principal Secretary, Agricultural Department, Mantralaya, Mumbai
8) Secretary, Home (Transport) Department Mantralaya, Mumbai
) Director, Environment Department, Mantralya, Mumbai
1 ) Member Secretary, Maharashtra Pollution Control Board, Mumbai
All District Collector.
Representative of Commissioner of Police
All Commissioner of Municipal Corporation
All Chief Officer, Municipal Council
All District Health Officer, Collector office
All Regional Transport Officer
All Regional Officer, Maharashtra Pollution Control Board.
Page 2 of 2
 4
Office of the Cantonment Board
Cannaught Road,
15%
4Tdt Ta-t - 422401 Deolali Cantonment - 422401

FTt, ETT Nashik, Maharashtra

Azadl Ka 7T TT, THT YATA CGovt. of India, Ministry of Defence
Amt
Mahotsav mT :2491206-0253, t 12492599-0253, f-im [Link]
No :407/PW/E-8/ 334 Date: 17 Dec.2021.

DECLARATION
Deolali Cantonment Board hereby declares that around 27 TPD of Muncipal Solid Waste
generated in the Cantonment area is treated daily by the Cantonment Board with the help of
decentralized Solid Waste Treatment Plant & Materials Recovery Facility (MRF).
Construction & Demolition Waste:- The Construction & Demolition Waste within
Cantonment Board area is being collected and disposed off by the contractors for the works done by
the Board and for private works provision for safe disposal is made by the owners itself.
Legacy Waste:- Not applicable for Deolali Cantonment Board

(DR. RAHUL GAJBHIYE, I.D.E.S.)

Chief Executive Officer
Deolali
 Office of the Cantonment Board
MIt TH- 422401 Cannaught Road,
Deolali Cantonment 422401
-
THE HARATH

T , HETTY
Azadi Ka
Amit
HTRT AH, TT HAT
Nashik. Maharashtra
Govt. of India, Ministry of Detence
Mahotsav :2491206-0253, :24925
99-0253,f-:ceodeol -stats? nic. in
No :407/PW/E-8/ 333
Date:7 .Dec.2021.

Deolali Cantonment Board

DECLARATION
hereby declares that around 0.035 TPD of plastic waste
generated in the Cantonment area is treated daily
by the Cantonment Board with the help of
decentralized Solid Waste Treatment Plant & Materials
Recovery Facility (MRF).

Kahdt
(DR. RAHUL GAJBHIYE. I.D.E.S.)
Chief Executive Officer
Deolali